3.5 VISUAL AND AESTHETIC QUALITIES

Transcription

1 3.5 VISUAL AND AESTHETIC QUALITIES Introduction to Analysis A commuter rail transit project is a major investment in a community s future. How it impacts the visual qualities of the natural and cultural features of the landscape would contribute to the public s enjoyment of the new public transportation system. The extent to which constructing and operating the Project would change the perceived visual character and quality of the environment is the subject of this section. The project s physical characteristics in this section are defined in terms of visual resources and aesthetic qualities. Elements of the Preferred Alternative are assessed for visual impact, including the track, structures (i.e., bridges), walls, fencing, stations and the overhead catenary for the EMU technology Summary of Results In the Southern Section, from Denver Union Station (DUS) access to 84 th Avenue, the visual change from the addition of commuter rail service would be compatible with the industrial setting of the Denver and Commerce City section of the alignment. In the Northern Section, from 88 th Avenue to the 162 nd Avenue area, elements of the Preferred Alternative, such as new structures at 104 th Avenue and 120 th Avenue, embankments for the track, catenaries and poles, noise barriers and fencing, and stations and park-n-rides would result in visual changes due to the residential setting of the Northern Section. Under the No Action Alternative, a minor increase in the amount of hardscape from several roadway projects would occur. The North Metro corridor study area, especially in the northern portions, would continue to experience rapid suburban development that encroaches on visual quality, which would transform views as vacant and agricultural lands are developed Relevant Law and Guidance The National Environmental Policy Act of 1969 (NEPA), as amended (42 United States Code 4321 et seq.) requires federal agencies to integrate environmental values into their decision-making process by considering the environmental impacts of their proposed actions and reasonable alternatives to those actions. This section has been prepared in accordance with NEPA and Council on Environmental Quality (CEQ) requirements Affected Environment Many factors contribute to the visual environment. Visual quality is defined according to three key categories: Vividness The memorability of the visual impression received from contrasting landscape elements as they combine to form a striking and distinctive visual pattern. Intactness The integrity of visual order in the natural and man-made landscape and the extent to which the landscape is free from visual encroachment January 2011

2 Unity The degree to which the visual resources of the landscape join together to form a coherent and harmonious visual pattern. Unity refers to the compositional harmony or inter-compatibility among landscape elements. Visual sensitivity is the level of visual interest for the viewer, both in terms of value of the resource and the number of viewers who would be affected by change. The communities in the project study area recognize the value of their visual resources and some are adopting planning goals and objectives to support the preservation of view corridors and enforce aesthetic guidelines in development projects. The Regional Transportation District (RTD) is sensitive to this and would work with communities to adhere to their aesthetic guidelines and assist with the preservation of view corridors Southern Section DUS Access to 84 th Avenue Beginning at DUS, the Preferred Alternative would traverse northeasterly parallel to the BNSF Brush Subdivision corridor in a commercial and industrial area. It crosses over the South Platte River and South Platte River Trail three times. The first crossing would be located east of Park Avenue in a commercial area. The alignment would then proceed northeast, adjacent to the BNSF 36 th Street Yard and commercial and industrial properties, an area including one multi-use development. The alignment then would cross over 38 th Street and the South Platte River and a South Platte River Trail a second time. After crossing the South Platte River and the South Platte River Trail, the alignment would proceed adjacent to the Globeville Landing Park, continue under Interstate 70 (I-70) and then return to grade behind the National Western Stock Show complex. The alignment would then continue northeasterly, between the BNSF Mainline and Brighton Boulevard. Just south of the existing York Street underpass of the BNSF Railway, the Preferred Alternative would climb to fly over the BNSF Mainline and Brighton Blvd on structure and would remain elevated to just south of the 72 nd Avenue Station (the cross-country area ), crossing Suncor Energy (U.S.A.) Inc. refinery, the O Brian Canal, and Metro Wastewater property before it would pass over Sand Creek and I-270. North of I-270, the alignment would be at-grade parallel to Denver Water s Miller Reservoir and into the 72 nd Avenue Station. The Preferred Alternative would begin sharing right-of-way (ROW) with freight operations at the south side of the 72 nd Avenue Station and the Fernald Trail Crossing. The Preferred Alternative would continue north and cross Steele Street at-grade, reaching 84 th Avenue, the northern terminus of the Southern Section. South of Steele Street the alignment would cross over the South Platte River and the South Platte River Trail a third time. The Niver Trail would cross under Steele Street, parallel to the alignment. The majority of the alignment in the Southern Section is single-track, except for two areas with a passing track: from DUS to 38 th Street and from south of 72 nd Avenue to just north of I-76. In general, the alignment in the Southern Section is adjacent to an existing railroad corridor, except for the section referred to as the cross-country area. Visual elements in the Southern Section are comprised of commercial and industrial land uses (such as Suncor and Metro WasteWater) adjacent to the alignment with residential land uses further away from the railroad corridor. Numerous transportation facilities including highways, arterials and rail lines parallel or transect the alignment. People viewing this area include commuters, residents, civic, recreational and sporting event patrons, and commercial and industrial workers. Because of the visual elements and overall visual quality in the Southern Section, viewer expectations are generally low. January

3 National Western Stock Show Station The proposed National Western Stock Show Station is located at 48 th Avenue and Brighton Boulevard, north of I-70. Views to the south are of downtown Denver and are obstructed by I-70. Views to the west are mostly industrial uses, including the National Western Stock Show complex. Views to the east are of similar urban fringe housing types mixed with industry. The surrounding residential neighborhood is older. The area to the north is dominated by industrial uses. A cemetery is located north of this station, and although it is visible from the alignment, it is not visible from the proposed station location. Although there are residential units to the east and west of the proposed station, the large features, such as the I-70 overpass and industrial warehouses, give the area an industrial feel. Overall, visual quality is very low, but visual sensitivity is increasing due to the number of residences in the area as well as Globeville Landing Park and the bike path (the photo in Figure is in the proximity of the National Western Stock Show Station and Figure is north of the Station). FIGURE TH AVENUE BRIGHTON BOULEVARD LOOKING WEST January 2011

4 FIGURE YORK STREET AND BRIGHTON BOULEVARD LOOKING NORTHWEST 72 nd Avenue Station The proposed station in Commerce City would be located just north of the Suncor property and north of 64 th Avenue. The area is largely industrial, with residences along the northern boundaries, closer to the UP Railroad ROW. Views to the west encompass industrial uses, warehouses, or undeveloped or degraded land devoid of landscaping or trees. As a result, visual quality is very low; visual sensitivity remains low, as there are few people other than industrial workers, but the station could cause minor development that could impact the views and character of the area. The views to the east are of warehouses and mixed residential uses. There are no residential developments directly adjacent to the railroad, although residential neighborhoods are along and across Colorado Boulevard. The rail near 72 nd Avenue bisects an area used as gravel pits, aggregate storage, and heavy industry (see Figure and Figure 3.5-4). FIGURE EAST 70 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING WEST January

5 FIGURE EAST 72 ND AVENUE AND UNION PACIFIC RAILROAD LOOKING WEST Steele Street Park Area This area is located near 78 th Avenue and Steele Street. The general surroundings are light industry, ponds, or undeveloped land. Existing housing is approximately 0.5 mile away and consists of mobile home communities and older residential areas. New suburban development is west and north of the park. Steele Street Park itself is an access point to the Thornton trail system and provides recreation. It is situated near the South Platte River bottom. The park is located next to the UP Railroad ROW, and the tracks are elevated above the grade of the park. A railroad trestle spans the river at the park, with the trails routed under the trestle. The railway, the raised rail bed, and the trestle are visually dominant features because of their height. Views to the north are of undeveloped land and the railroad. The rail obstructs any other views and dominates views to the east. Views to the south are well protected by mature trees and other growth. Views to the west are of undeveloped land and some new suburban development. Visual quality is medium, and visual sensitivity is medium to high because of the recreational users of the park (see Figure and Figure 3.5-6). FIGURE SOUTH PLATTE RIVER AND UNION PACIFIC RAILROAD LOOKING NORTHWEST January 2011

6 FIGURE STEELE STREET PARK LOOKING EAST Northern Section 84 th Avenue to 162 nd Avenue Area The alignment of the Preferred Alternative is within an existing railroad corridor for the entire Northern Section. From 84 th Avenue to Thornton Parkway the alignment would continue atgrade passing through residential neighborhoods with some commercial centers. North of 100 th Avenue the alignment would begin its ascent on a new overpass to cross over the 104 th Avenue Station parking and 104 th Avenue, passing the Colorado Marketplace shopping center on the east and the Settlers Chase Condo Unnamed Trail on the west. The alignment would then continue north through a dense residential community and crossing over the Grange Hall Trail. The alignment would continue north through residential communities and would cross 120 th Avenue on a new overpass in a commercial area. North of 120 th Avenue, the alignment would continue through residential communities and would cross over the Signal Ditch Trail. South of 144 th Avenue the alignment would be adjacent to the Larry Walker Ball Fields and would cross over the Fallbrook Farms Trail. North of 144 th Avenue, the alignment would be adjacent to the Haven Trail. The majority of the alignment is single-track, except for three areas with a passing track: from north of Thornton Parkway to just north of 104 th Avenue; from south of 124 th Avenue to south of York Street; and from SH 7 to the end of line, approximately 162 nd Avenue. Visual elements in the Northern Section include dense residential developments along the alignment, commercial centers at major cross streets and some undeveloped land. North of 136 th Avenue the residential developments transition to include larger lot properties and agricultural uses. Viewer types in this section include commuters, residents and recreational users and overall visual quality is medium to high. 88 th Avenue Station This station in Thornton would be located near undeveloped land, with some nearby light industry and warehouses. The land to the east is mostly undeveloped, with some suburban development west of the railroad. This development is also adjacent to Skyview Senior High School, located to the southwest of the proposed station. Views to the south are of slightly developed land, including trails or undeveloped land, with suburban development in the distance. Views to the north are of undeveloped land. The view to the west is of the railway and suburban development. Views to the east are of undeveloped land, with mature trees screening agricultural land. Visual quality is medium, and visual sensitivity is medium to high because the undeveloped and agricultural land currently near the station site could be developed (see Figure 3.5-7). January

7 FIGURE EAST 88 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING NORTHWEST 94 th Avenue and Welby Road Area This area is a suburban development in Thornton that is positioned directly east of the UP Railroad ROW. The area is comprised of recent suburban development or undeveloped land. The views to the north and south are dominated by the railway, undeveloped land, and new encroaching development. Views to the east and west are of suburban development (see Figure 3.5-8). Visual quality and sensitivity is medium in this area as a result of the mix of residential developments and undeveloped land. FIGURE EAST 94 TH AVENUE AND WELBY ROAD AT UNION PACIFIC RAILROAD LOOKING SOUTH January 2011

8 Thornton Parkway and Union Pacific Railroad Area This area is the intersection of Thornton Parkway and the UP Railroad line, just north of the 94 th Avenue neighborhoods. The land to the north of this crossing is existing suburban residential, and the remaining surrounding land is currently undeveloped but under construction for new residential neighborhoods. Views to the south include some existing housing and undeveloped land, with downtown Denver in the background. Views to the north include existing residential neighborhoods located next to the UP Railroad ROW. Views to the west and east are of undeveloped and developing land, under construction for new suburban residential (see Figure 3.5-9). Visual quality is medium and sensitivity is medium. FIGURE THORNTON PARKWAY AND UNION PACIFIC RAILROAD LOOKING SOUTH 104 th Avenue Station This proposed station in Thornton is situated between existing suburban development and new commercial/retail development. The commercial development to the east is comprised of grocery, restaurants, and low-density retail. The development on the west side of the ROW is multi-family housing adjacent to undeveloped land. Both of these developments are adjacent to the UP Railroad ROW. The views to the north are of retail/commercial uses and 104 th Avenue. The view to the south is of suburban development or undeveloped land, with views of Denver in the background. Visual quality is medium, and visual sensitivity is medium (see Figure and Figure ). January

9 FIGURE EAST 104 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING NORTH FIGURE EAST 104 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING EAST January 2011

10 Fox Run Development Area The Fox Run section of Northglenn includes open space and dense suburban housing. There are several places along this section where property lines are adjacent to the UP Railroad ROW. Views in all directions include suburban residential development or related parks. The land on both sides of the rail is developed, with the exception of the far north side of the area, which is comprised of the Fox Run open space and some light industrial uses to the northwest. Visual quality is medium, and visual sensitivity is medium to high because the nearby current and future development impacts views and open areas (see Figure ). FIGURE FOX RUN DEVELOPMENT AREA AND UNION PACIFIC RAILROAD LOOKING WEST January

11 112 th Avenue Station This station site in Northglenn is in a suburban development that is directly west of the UP Railroad ROW and undeveloped to the east. The area is generally suburban development to the west, with undeveloped land to the east. The views to the north and south are dominated by the railway, undeveloped land, and new encroaching development. Views to the west are of suburban development adjacent to the UP Railroad ROW. The north side of the site has small buildings that house community clubs and other uses. Visual quality is medium to high, and visual sensitivity is medium to high because the nearby current and future development impacts views and open areas (see Figure ). FIGURE EAST 112 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING NORTHWEST 120 th Avenue Crossing This section of the alignment is mixed residential and commercial/retail, with retail located nearest 120 th Avenue and residential development to the north and south. Views at the crossing are dominated by the railway and retail development. There is a small area of undeveloped land just west of the UP Railroad ROW, north of 120 th Avenue. Visual quality and sensitivity is medium because the nearby current development impacts views (see Figure ). FIGURE TH AVENUE AND UNION PACIFIC RAILROAD LOOKING EAST January 2011

12 124 th Avenue/Eastlake Station This proposed station is located in the old town of Eastlake (City of Thornton) on the west side of the UP Railroad. It is directly west of the old town center at 1 st Street and Lake Avenue. The surrounding land use is a mix of undeveloped land, old town residential, and new suburban residential development. These developments are adjacent to the UP Railroad ROW. The views to the east are directly into Eastlake, Lake Avenue, and old town development. This area has a good mix of residential uses, mature trees, and vegetation. The views to the north are of the Eastlake grain elevators, the railway, and the old town of Eastlake (see Figure ). The views to the west are of undeveloped land with little or no vegetation and agricultural land. Views to the south are of undeveloped land with vegetation and trees and the old town of Eastlake (see Figure ). Visual quality is medium, and visual sensitivity would be high due to development of open areas. FIGURE EAST 124 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING NORTHEAST January

13 FIGURE EAST 124 TH AVENUE AND EASTLAKE DRIVE LOOKING EAST Sandpiper Circle and Blue Heron Drive Area The Sandpiper Circle and Blue Heron Drive area in Thornton (north of 128 th Avenue) includes open space and dense suburban housing. There are several places where property lines are adjacent to the UP Railroad ROW. Views in all directions include suburban residential development or related parks. Land on both sides of the rail is developed, with views of Century Middle School to the west and southwest (see Figure ). In this area visual quality is medium and visual sensitivity is medium due to the dense residential development. FIGURE SANDPIPER CIRCLE AND BLUE HERON DRIVE LOOKING WEST January 2011

14 144 th Avenue Station This proposed station in Thornton borders undeveloped and rural land. It is currently being developed for residential use, with large tracts of homes and schools built and under construction on both the east and west sides of the ROW. Views to the north and east are of undeveloped land or new residential housing. Views to the south are of vegetation along the ROW and of the residential development. Views to the west are of Rocky Top Middle School, Adams County recreational sports fields, and new residential development. Views to the west also include expansive views of the Colorado Front Range. Overall, the visual quality is medium due to residential development, but visual sensitivity is high when considering encroachment of development on the open views across the school grounds and the mountain vistas in the distance. Sensitivity to lighting could also increase as development occurs (see Figure and Figure ). FIGURE EAST 144 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING NORTHEAST FIGURE EAST 144 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING WEST January

15 SH 7/162 nd Avenue Station This end-of-line station area in Thornton is rural. Views in all directions are of farmland and scattered single-family housing. Views to the west are of undeveloped or agricultural land, with expansive views of the Rocky Mountains. Overall, visual quality is medium to high. Visual sensitivity is a factor due to the increased loss of rural landscapes and the views of the mountains to the west (see Figures ). FIGURE EAST 160 TH AVENUE AND UNION PACIFIC RAILROAD LOOKING WEST Impact Evaluation This evaluation includes analysis of potential EMU vehicle technology impacts Methodology The visual analysis was based on field observations, local planning documents, site visits, photographs of the project study area, and project drawings. The following effects were evaluated: Blocking or impeding views of a scenic value. Damaging scenic resources, including but not limited to the removal of trees or rock outcroppings, impacts on historic buildings, or alteration of a state scenic highway. Changes to the existing visual character or quality of the site and surroundings. Creating a new source of substantial light or glare that would adversely affect day or night views in the area. Impacts were evaluated by analyzing the project elements (track and catenary; structures, walls and fencing; stations and park-n-rides) and their relationship to the existing land uses and the users (e.g., recreation, commuter, residential etc) January 2011

16 Results The proposed alternatives are consistent with the visual resource protection policies and goals stated in the comprehensive plans and ordinances of each affected municipality. No Action Alternative Direct Impacts Implementation of several roadway projects would increase the amount of hardscape in the immediate area. Intersection improvements at 88 th Avenue and Devonshire Road, and road widening on 128 th Avenue, 144 th Avenue, and 160 th Avenue (State Highway 7) would result in some visual change. Indirect Impacts The North Metro corridor study area is experiencing fast suburban development that encroaches on visual quality and would transform views as vacant and agricultural lands are developed. Temporary Construction Impacts Construction of the projects described above would involve temporary visual degradation due to the presence of exposed soils, stockpiles of materials, construction equipment, and construction operations. These activities would add to the visual clutter of the area. Cumulative Impacts Under the No Action Alternative, the visual resources in the northern portions of the North Metro corridor study area would gradually change from semi-rural to urban with continued growth and implementation of the projects listed in Chapter 2, Alternatives Considered, including the FasTracks Program. Preferred Alternative Direct Impacts The direct impacts analysis is discussed broken down below by project section (Southern Section and Northern Section) and by project build elements (e.g. track, catenary, structures, walls, fencing, stations and park-n-rides). Southern Section Track and Catenary The alignment in the Southern Section would be located within or adjacent to the existing BNSF alignment or in commercial and industrial areas. The EMU vehicles would require electrification by an overhead catenary system; however, with the existing commercial and industrial land uses around the alignment, the overhead catenary system would not change the current visual character of the area. In the Southern Section, the majority of the alignment is single-track except for two areas of passing track, one between DUS and 38 th Street and one from just south of 72 nd Avenue to just north of I-76. The alignment would cross or be located adjacent to multiple recreational resources in the Southern Section including the South Platte River Trail (three crossings), Globeville Landing Park, Steele Street Park, and the Niver Trail. There would not be a change to the visual character because the parks and trails are located in primarily commercial and industrial areas, and adjacent to an existing railroad corridor. Structures, Walls and Fencing As discussed in Chapter 2, Alternatives Considered, the Project would include fencing along the alignment. The fencing types were developed in collaboration with the January

17 local government team. In general, the chain-link fence type was selected in the Southern Section, except at the first and second South Platte River and South Platte River Trail crossings where post and cable fencing was recommended and at the Steele Street Park area where high-tensile rural fencing was recommended. At the first South Platte River and South Platte River Trail crossing a new bridge would be constructed east of the existing BNSF structure. Since this bridge would be located in an industrial setting, the bridge elements and post and cable fencing would be consistent with the existing visual setting. At the second South Platte River and South Platte River Trail crossing a new bridge would be constructed adjacent to the existing BNSF structure. The bridge elements and post and cable fencing would be consistent with the existing commercial and industrial visual setting. At both of these locations, trail users would pass under a second bridge as a result of the Project; however, the visual experience would be similar to the existing condition. An 8,600-foot structure would be located between Brighton Boulevard and 68 th Avenue. The structure would be located in an industrial area, adjacent to Suncor and Metro Wastewater. This large structure would not result in a change to the visual setting because it would be located in an industrial area. From this structure, riders would be able to look west at the Rocky Mountains. Unlike the Northern Section where the alignment is along an existing track bed, the track bed in the Southern Section would be located on new alignment. This would require the construction of retaining walls to minimize impacts to adjacent properties; however, due to the industrial nature of this area this would not change the visual setting. Stations and park-n-rides As discussed in Chapter 2, Alternatives Considered, the Project would include eight stations and associated parking facilities. The general visual character of the stations was developed in coordination with the project s local government team. Two stations would be located in the Southern Section, one at the National Western Stock Show and one at 72 nd Avenue. The approximately 6 1 -acre National Western Stock Show Station would include 210 surface parking spaces in 2020 and Since the surrounding land use is primarily industrial, the platform, canopies and parking would not change the visual character of the existing condition. Night lighting would be visible to drivers on Brighton Boulevard; however, light pollution would be minimized by directing all lighting downwards to reduce off-site transmissions of light. Since there are no residences adjacent to the station, the impacts would be minimal. The 72 nd Avenue Station would be located on a 13-acre site adjacent to a gravel mine and several commercial properties. A residential community is located on the east side of Colorado Boulevard. The station would include 330 surface parking spaces in 2020 and Since the surrounding land use is primarily commercial and industrial, the platform, canopies, and parking would not change the visual character of the existing condition. Night lighting would be visible 1 Note that the station size and the amount of property acquisition required may differ due to the size of the parcels acquired January 2011

18 to drivers on Colorado Boulevard; however, light pollution would be minimized by directing all lighting downwards to reduce off-site transmissions of light. Residences along the east side of Colorado Boulevard would be shielded from the lighting by the vegetation along the O Brian Canal. As part of the project, the Fernald trail crossing would be relocated and would connect with the station design plan, which would result in a visual change for trail users. However, these changes would not cause an adverse visual impact to the trail users. Northern Section Track The track in the northern section would be located within an existing railroad corridor and therefore would not cause a visual change since the proposed track would match existing track grade. In addition, the majority of the alignment would be single-track, minimizing any visual impacts, except for three locations with a passing track: from north of Thornton Parkway to just north of 104 th Avenue; from south of 124 th Avenue to south of York Street; and from SH-7 to the end of line. However, at two locations, 104 th Avenue and 120 th Avenue overpasses, embankments would be required. North of 104 th Avenue, residents on both the east and west side of the tracks would experience a visual change as a result of the embankment, as shown in Figure FIGURE ALIGNMENT PROFILE NORTH OF 104 TH AVENUE Source: Project Team, South of 120 th Avenue, the embankment would result in a visual change for the residents living along Claude Court, west of the alignment and along York Street and in the apartment complex on the southwest corner of York Street and East 119 th Avenue, east of the alignment. North of 120 th Avenue, residents in the multi-family complex west of the alignment and in the singlefamily houses east of the alignment would also experience a visual change as a result of the embankment, as shown in Figure January

19 FIGURE ALIGNMENT PROFILE NORTH OF 120 TH AVENUE Source: Project Team, As discussed in the Affected Environment section, multiple trails cross the alignment in the Northern Section. Trail users on the Grange Hall Trail would not experience a major visual change since there is an existing undercrossing that would be expanded for the North Metro project. Trail users on the Signal Ditch Trail, north of 128 th Avenue, would experience a slightly different visual setting as a result of a realignment associated with the Preferred Alternative. The trail would be realigned south, to cross the tracks at 128 th Avenue. This would result in a visual change for the trail users. The Rocky Top Trail, currently an at-grade crossing, would be grade separated with a 20-foot long and 20-foot wide underpass. This would result in a visual change for the trail users as they cross from one side of the tracks to the other. Figure shows a rendering of this underpass January 2011

20 FIGURE RENDERING OF THE ROCKY TOP TRAIL CROSSING Source: Project Team, Catenary The catenary system would cause a visual change to the adjacent viewers, mostly residences, because it presents a change from the existing condition. Again, the single-track design would minimize these impacts. Figures shows the typical passing track alignment in the Northern Section. FIGURE ALIGNMENT PROFILE NORTH OF 104 TH AVENUE Source: Project Team, EMU also requires autotransformers for its power source. Two autotransformers are proposed along the corridor. Preliminary locations of the autotransformers have been identified at the northern end of 88 th Avenue Station (within the station area) and north of 136 th Avenue (within the railroad ROW). The latter site has been identified in a location where noise barriers are proposed on both sides of the tracks. The autotransformers would be placed within the walls to reduce the visual impact. January

21 Structures, Walls and Fencing Fencing in the northern section would be chain link along the alignment. A new 2,400-foot structure would be built over 104 th Avenue. The structure would start north of 100 th Avenue and would return to existing grade just north of 104 th Avenue. Along the station, the structure would be open to allow for parking underneath, but a 1,200-foot noise barrier would be built along the west side of the station to minimize noise impacts to the residential community to the west of the alignment. The new structure and noise barrier would result in a visual change for the residential communities north and south of 104 th Avenue and to the drivers along 104 th Avenue. As shown in Figure , the top of the structure would be as high as the third story windows of the townhome complex west of the station. The proposed noise barrier would obstruct the residents view of the parking under the structure from the first floor. As a result, residents of the complex would experience a visual change as they would look directly at the structure. In addition, drivers along 104 th Avenue would experience a visual change as a result of the structure, as shown in the visual simulations in Figures and FIGURE STRUCTURE PROFILE SOUTH OF 104 TH AVENUE Source: Project Team, FIGURE TH AVENUE EXISTING January 2011

22 FIGURE TH AVENUE PROPOSED Source: Project Team, North of 104 th Avenue, the riders could look down into the adjacent residential properties, also resulting in a visual impact. A 1,300-foot noise barrier would also be located north of 104 th Avenue, along the east side of the alignment, as shown in Figure , above. A new structure would be constructed over 120 th Avenue. Existing land uses in this area are commercial. The new structure would result in a visual change and drivers along 120 th Avenue would have restricted views of the commercial businesses, as shown on Figures and FIGURE TH AVENUE EXISTING FIGURE TH AVENUE PROPOSED Source: Project Team, January

23 North of 120 th Avenue, major changes from noise barriers, include: South of 136 th Avenue there would be a 3,700-foot noise barrier on the east side of the alignment and a 4,200-foot noise barrier on the west side of the alignment. North of 136 th Avenue there would be a 2,400-foot noise barrier along the east side of the alignment and a 1,900-foot noise barrier along the west side of the alignment. Finally, south of E-470 there would be an 1,800-foot noise barrier along the west side of the alignment in these areas. These noise barriers would result in a visual change for the residences adjacent to the alignment. In addition, the noise barrier located south of E-470 would be located adjacent to the Haven Trail, resulting in a visual change to the trail users. The new structure over SH-7 would not result in a visual change since it is replacing an existing structure. Stations and park-n-rides 88 th Avenue Station The approximate 11-acre 88 th Avenue Station would be located north of 88 th Avenue along the east side of the alignment. The area is surrounded by vacant land, Skyview High School, the Russian Baptist Church, and residential communities. The station would include 550 surface parking spaces in 2020 and a total of 1,500 spaces in a four-story parking structure in The existing site is used for a commercial business and as a result, the station would be consistent with existing uses. The four-story parking structure would result in a visual change for viewers to the east and south of the station and a few residents from the west would look down at the station and parking structure, as shown in Figure Night lighting would be visible to residents west of the alignment, drivers on 88 th Avenue and Welby Road, but impacts would be minimized by directing all lighting downwards to reduce the off-site transmission of light. FIGURE RENDERING OF THE 88 TH AVENUE STATION IN 2035 Source: Project Team, th Avenue Station The approximate 15-acre 104 th Avenue Station would be located behind the Colorado Marketplace commercial center and in addition to the commercial uses, would be surrounded by residential communities and undeveloped land. The station would include 880 parking spaces in 2020 and 1,460 spaces in 2035, which would include a four-level parking structure. Since the surrounding land use is primarily commercial, the platform, canopies and parking would not January 2011

24 change the visual character of the existing condition, except for the planned townhome complex to the west of the station. As shown in Figure , the station platforms would be at the same level as the top of the townhome complex. This would result in a visual change as residents would look directly at the station. In addition, trail users of the Settler s Chase Trail, located to the west of the alignment at the 104 th Station, would experience slightly different views as a result of the structure and noise barrier. FIGURE RENDERING OF THE 104 TH AVENUE STATION Source: Project Team, Night lighting would be visible to residences on the west side of the alignment, drivers on 104 th Avenue and Colorado Boulevard and to the patrons at the businesses at Colorado Marketplace. Impacts would be minimized by directing all lighting downwards to reduce the off-site transmission of light 112 th Avenue Station The approximate 6-acre 112 th Avenue Station would be surrounded by a residential community on the west side of the alignment, a commercial property to the north and undeveloped land to the south and west. The station is designed with 310 spaces in 2020 and a total of 1,200 parking spaces in a four-story structure in The platform, canopies, and parking (including the structure) would cause a visual change compared to the existing condition and the structure would be visible to residences on the west side of the alignment, as shown in Figure Night lighting would be visible to drivers on 112 th Avenue, York Street and to the residences west of the alignment. To minimize these impacts all lighting would be directed downwards to reduce the off-site transmission of light. FIGURE RENDERING OF THE 112 TH AVENUE STATION IN 2035 Source: Project Team, th Avenue/Eastlake Station The approximate 9-acre 124 th Avenue/Eastlake Station is located on a historic farm and is surrounded by commercial, residential and undeveloped land. The station would include 410 parking spaces in 2020 and a total of 960 spaces in a three-story structure in The January

25 platform, canopies, and parking (including the structure) would cause a visual change compared to the existing condition, as shown in the 124 th Avenue/Eastlake rendering (Figure ). The visual simulation of the 124 th Avenue/Eastlake Station (Figures and ) depicts the view of the proposed parking structure and tracks from the historic farmstead, looking east towards 1 st Street. Night lighting would be visible to drivers on 124 th Avenue and to the residences and businesses east of the alignment. To minimize these impacts all lighting would be directed downwards to reduce the off-site transmission of light. FIGURE TH AVENUE/EASTLAKE STATION PROFILE Source: Project Team, FIGURE TH AVENUE/EASTLAKE EXISTING Source: Project Team, FIGURE TH AVENUE/EASTLAKE PROPOSED Source: Project Team, th Avenue Station The approximate 9-acre 144 th Avenue Station would be located on undeveloped land, which is surrounded by residential communities. The station would include 370 parking spaces in 2020 and in The platform, canopies, and parking would cause a visual change compared to the existing condition. Night lighting would be visible to drivers on York Street and 144 th Avenue, along with surrounding residences. To minimize these impacts all lighting would be directed downwards to reduce the off-site transmission of light. SH 7/162 nd Avenue Station The approximate 18-acre SH 7/162 nd Avenue Station would be located in an undeveloped area. The station would include 960 parking spaces in 2020 and a three-story parking structure in January 2011

26 2035 to accommodate a total of 2,460 parking spaces. The platform, canopies, and parking would cause a visual change compared to the existing condition. Night lighting would be visible to drivers Colorado Boulevard and SH 7. To minimize these impacts all lighting would be directed downwards to reduce the off-site transmission of light. Indirect Impacts Changes in views due to development are representative indirect impacts. In the Southern Section, minimal changes in the visual experience would occur over time, as the industrial land uses would remain; however, views could change and be further impacted if undeveloped areas are developed. Impacts are more likely to occur in the Northern Section, especially around the stations, where existing visual quality is more sensitive and there are more areas available for development. Temporary Construction Impacts Temporary construction impacts would occur along the alignment during construction of the track for the North Metro corridor alignment and the station infrastructure. Visual impacts would include visual degradation from dust, staging areas, fencing, and traffic congestion from construction equipment. Cumulative Impacts Since the 1950s, the North Metro corridor study area visual quality has been represented by urban and industrial elements in the south, to suburban and rural elements in the north. These elements would continue to evolve, especially in the Northern Section, as described above under the No Action Alternative. The impacts to visual resources from implementing the Preferred Alternative, including construction of bridges, walls, tracks, platforms, and/or power poles and catenary wiring, would be comparatively low when compared to the infrastructure improvements needed to support existing and future populations. Most of the built elements associated with the Preferred Alternative would be located within the railroad ROW, or more broadly, the rail corridor, and thus would have a minor contribution to the cumulative visual impacts in the North Metro corridor study area. The greatest potential impact to the future visual quality along the alignment and station target areas would be determined by the type of growth that may occur at and around the stations. Currently, the majority of land surrounding the proposed stations is industrial, vacant, or open space with low densities. Land use plans, which are adopted by individual cities, would determine if and how these areas transform to higher densities and how that development is allowed to occur Mitigation Table presents proposed mitigation measures for visual impacts for the North Metro Corridor Project. After selection of a Preferred Alternative, the mitigation measures would become more refined as the project develops and additional input is received, per RTD and railroad design criteria. January

27 TABLE PROPOSED MITIGATION MEASURES VISUAL AND AESTHETIC QUALITIES Visual Impact Impact Type Mitigation Measures Staging Materials for Construction Lighting Noise Barriers Fencing Replacing/Adding Bridge/Aerial Structures Construction (Temporary) Operations (Permanent) Operations (Permanent) Operations (Permanent) Operations (Permanent) Source: Project Team, Note: LED = light emitting diode Construction staging areas will be screened or fenced to minimize views of construction materials. Staging areas and surroundings will be replaced and rehabilitated with vegetation as soon as possible after construction. Grasses, forbs, shrubs, or trees will be replaced with similar vegetation. Lights used will be low-glare and directed downward to minimize light spill and glare to residents and adjacent roads. LED and dark sky lighting practices are recommended. Local municipalities will be consulted on the design of walls and structures. Southern Section: post and cable on the two South Platte River and South Platte River Trail crossings and high-tenise rural in the Steele Street Park area. Local municipalities will be consulted for design, color, and material criteria for design guidelines January 2011

28 January