Appendix N: 

Socioeconomics and 

Environmental Justice

Discipline Report

Point Defiance Bypass 

Project 

Socioeconomic and 

Environmental Justice 

Discipline Report 

September 2012 

 

For more information you can: 

 Call the WSDOT Rail Office at (360) 705-7900 

 Write to the WSDOT Rail Office at WSDOT Rail Office, P.O. Box 47407 Olympia, 

WA 98504-7407 

 Fax your comments to (360) 705-6821 

 E-mail your comments to rail@wsdot.wa.gov 

Persons with disabilities may request this information be prepared and supplied in 

alternate forms by calling the WSDOT ADA Accommodations Hotline collect at (206) 

389-2839. Persons with vision or hearing impairments may access the WA State 

Telecommunications Relay Service at TT 1-800-833-6388, Tele-Braille at 1-800-833-

6385, or voice at 1-800-833-6384, and ask to be connected to (360) 705-7097. 

Title VI Notice to Public

It is the Washington State Department of Transportation's (WSDOT) policy to assure that 

no person shall, on the grounds of race, color, national origin or sex, as provided by 

Title VI of the Civil Rights Act of 1964, be excluded from participation in, be denied the 

benefits of, or be otherwise discriminated against under any of its federally funded 

programs and activities. Any person who believes his/her Title VI protection has been 

violated may file a complaint with WSDOT's Office of Equal Opportunity (OEO). For 

Title VI complaint forms and advice, please contact OEO’s Title VI Coordinators, George 

Laue at (509) 324-6018 or Jonte' Sulton at (360) 705-7082. 

Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page i 

Table of Contents

Summary ........................................................................................................................................... 1

What are the existing conditions in the study area? ..................................................................... 1

What effects are anticipated for the No-Build Alternative for socioeconomic resources and 

Environmental Justice populations? ............................................................................................. 2

What effects are anticipated for the Project Alternative for socioeconomic resources and 

Environmental Justice populations? ............................................................................................. 2

What minimization is proposed? ................................................................................................... 4

Chapter 1 – Project Description ........................................................................................................ 5

Introduction................................................................................................................................... 5

Purpose and Need ....................................................................................................................... 5

What alternatives are being considered for the Point Defiance Bypass Project? ......................... 6

What’s happening in the bypass corridor today? .......................................................................... 7

What would happen if the project were not built? ......................................................................... 7

What are the proposed improvements and related activities of the Point Defiance Bypass 

Project? ........................................................................................................................................ 7

What are the proposed operational changes that would result from the Point Defiance Bypass 

Project? ........................................................................................................................................ 8

Chapter 2 – Methodology ................................................................................................................ 10

What is included in this discipline report? ................................................................................... 10

What statutes and regulations apply? ........................................................................................ 10

How was the study area defined? .............................................................................................. 11

How was the analysis conducted, and what sources were used? .............................................. 12

What methodology is used to evaluate environmental justice impacts? ..................................... 13

What additional studies and coordination were used in the socioeconomic and environmental 

justice analysis? ......................................................................................................................... 15

Chapter 3 – Affected Environment .................................................................................................. 17

What are the social elements in the study area? ........................................................................ 17

How do the rail rights-of-way affect community connectivity? .................................................... 21

What is the demographic character of the study area? .............................................................. 23

What are the economic conditions in the study area? ................................................................ 29

What is the ownership of the rail corridor? ................................................................................. 31

Chapter 5 – Potential Project Effects .............................................................................................. 32

How would social elements be affected by the project? ............................................................. 32

Would there be effects to community cohesion and connectivity? ............................................. 32

What are the potential effects to public access and safety? ....................................................... 35

What are the potential economic effects? .................................................................................. 36

What are the effects due to relocation and disruption? .............................................................. 38

Environmental Justice ................................................................................................................ 39

What are the potential project effects on environmental justice populations? ............................ 39

Are there indirect effects on socioeconomic or environmental justice? ...................................... 44

Are there cumulative effects related to socioeconomic or environmental justice? ...................... 44

Chapter 6 – Recommended Minimization Measures ....................................................................... 47

References ...................................................................................................................................... 49

 
September 2012 Point Defiance Bypass Project 

Page ii Socioeconomic and Environmental Justice Discipline Report 

List of Exhibits 

Exhibit 1. Build Alternative Components ........................................................................................... 9

Exhibit 2. Tacoma and Lakewood Neighborhoods .......................................................................... 18

Exhibit 3. Population and Race/Ethnicity Statistics ......................................................................... 23

Exhibit 4. Minority Populations by Census Tract ............................................................................. 25

Exhibit 5. Poverty Status ................................................................................................................. 26

Exhibit 6. Poverty by Census Tract ................................................................................................. 27

Exhibit 7. English Proficiency .......................................................................................................... 28

Exhibit 8. Disability Status, .............................................................................................................. 29

Exhibit 9. Elderly Status .................................................................................................................. 29

 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page iii 

Abbreviations and Acronyms 

ACS American Community Survey of 2005-2009 

ADA Americans with Disabilities Act 

CIA Community Impact Assessment 

CEQ Council on Environmental Quality 

CTC Centralized Traffic Control 

EA Environmental Assessment 

EJ Environmental Justice 

EPM Environmental Procedures Manual 

FTA Federal Transit Administration 

GIS geographic information system 

I-5 Interstate 5 

JBLM Joint Base Lewis McChord 

LEP Limited English proficiency 

LOS Level of Service 

MP Milepost 

NEPA National Environmental Policy Act 

PNWRC Pacific Northwest Rail Corridor 

Section 6(f) Section 6(f) of the Land and Water Conservation Fund Act 

SEPA State Environmental Policy Act 

Title VI Title VI of the Civil Rights Act of 1964 

TLM Track Laying Machine 

USDOJ US Department of Justice 

Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 1 

Summary 

The purpose of a Socioeconomic and Environmental Justice (EJ) 

Discipline Report is to assess the potential effects of a transportation 

project on the built environment as a requirement of NEPA and other 

social and environmental regulations. NEPA requires equal consideration 

of socioeconomic factors in “weighing and balancing alternatives and in 

making final decisions.” The Civil Rights Act of 1964 and Executive 

Order 12898 require that federally funded projects do not discriminate 

against minorities and low income populations, and this is documented 

within the NEPA review process. 

What are the existing conditions in the study area? 

Within the Project study area, connectivity through neighborhoods is 

generally good, although there are some neighborhoods that have reported 

limited connections to adjacent areas. The limitations to connection, and 

thus some isolation are due to geographic, land use, and transportation 

features such as I-5. This characterization is noted in the Tillicum, 

Nyanza, and Woodbrook neighborhoods, where in the existing condition 

there are physical, historic and travel constraints that contribute to the 

reduction of community connectivity and cohesion. 

Sound Transit’s recent upgrades to portions of the project corridor for 

operation of Sounder commuter trains include improvements to the track 

with continuous welded rail, wayside horns at intersections, and signal 

upgrades. These upgrades include the intersections from Bridgeport Way 

Southwest and north to the Tacoma Dome Station at Freighthouse Square 

in Tacoma. This area can be generally characterized as commercial, retail 

and manufacturing, with residential properties one to two blocks away 

from the Point Defiance Bypass route. There are parks and community 

service facilities, such as churches and medical facilities along the route. 

The Point Defiance Bypass route south of Bridgeport Way Southwest to 

the southern terminus of the Project has not been upgraded. This area 

includes five at-grade railroad/roadway crossings that do not have modern 

safety upgrades. Tacoma Rail operates a local freight service in that area, 

via agreement with Sound Transit, the rail owner. Traffic congestion 

issues at the intersections that cross the railroad right-of-way have been 

evaluated and many are highly congested at peak travel times. This area 

can be characterized as mostly residential with a retail corridor adjacent to 
September 2012 Point Defiance Bypass Project 

Page 2 Socioeconomic and Environmental Justice Discipline Report 

the Project. There are several large recreational features and military 

installations along the route. 

What effects are anticipated for the No-Build Alternative for 

socioeconomic resources and Environmental Justice 

populations? 

The existing conditions along the Point Defiance Bypass route and Puget 

Sound route would continue under the No Build Alternative. However, as 

described in the Transportation Discipline Report, along the project 

corridor, in the no-action condition, traffic flow at the southern at-grade 

intersections would continue to worsen as traffic volumes from increased 

population and employment in the area increases over the next 10-20 

years. Levels of service would worsen, and community cohesion and 

connectivity would be reduced. 

What effects are anticipated for the Project Alternative for 

socioeconomic resources and Environmental Justice 

populations? 

Currently there are infrequent freight trains along the Point Defiance 

Bypass route south of Lakewood station, and there is illegal use of the 

railroad right-of-way for non-vehicular purposes. With the Project, the 

increased frequency and speed of trains may slightly increase the 

perception of isolation between and within neighborhood areas due to train 

pass-bys that close intersections sequentially and which generate noise. 

However, the Project’s grade crossing improvements would contribute to 

improved community connectivity. 

Grade crossing improvements would be made at five locations south of the 

Lakewood Station: Clover Creek Drive Southwest (Chicago Avenue 

Southwest), North Thorne Lane Southwest, and Berkeley Street Southwest 

in Lakewood; 41st Division Drive at JBLM, and Barksdale Avenue in 

DuPont. With the Project, improvements to the traffic signals at the grade 

crossings would minimize effects to the neighborhoods and reduce delays 

at the intersections. The improvements proposed for the intersections 

south of Bridgeport Way Southwest that would be upgraded as part of the 

Project would, in general, maintain or improve traffic flow. The 

intersection improvements would improve connectivity in the study area 

when compared to No Build conditions. 

The improvements at these intersections would improve the physical 

condition by providing areas where pedestrians and bicycles may safely 

wait during train pass-bys, and by providing flush-level track crossings at 

intersections. Therefore, there could be a contribution to the improvement 

of pedestrian and bicycle access across the tracks. Bringing these 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 3 

intersections to the same type of improvement as has been made for the 

Sounder extension project, north of the Lakewood station would also 

contribute to community safety along the corridor. 

What economic effects are anticipated? 

Construction employment associated with the Build Alternative is 

expected to be limited and specialized. While there would be some benefit 

for employment and gross income during construction due to housing 

food, and entertainment expenditures by construction crews, this benefit 

would be temporary and likely not significant in terms of direct or indirect 

economic benefits. 

There is no anticipated effect to local businesses due to disruption during 

construction due to most construction taking place within the railroad 

right-of-way, away from intersections. 

WSDOT conducted a literature review and synthesis of available studies 

on economic effects on value for properties located near a track. 1,2,3,4,5,6

The studies looked at property value adjustments based on residential and 

business property proximity to commuter rail, high speed passenger rail, 

and freight rail; the conditions and services reflected a wide range of 

project conditions and requirements, including new right-of-way, and 

transit-oriented development. The conclusions from these studies indicate 

that there is a marked increase in property value for residential and 

commercial property in close proximity to stations (the distance varies in 

the literature but generally within 1⁄2 mile) with high- and middle-income 

neighborhoods receiving a greater boost in value compared to low-income 

neighborhoods. Commercial properties in close proximity to stations had 

an increased value. 

Less clear from the literature are the potential effects to home values 

outside of a station and along the rail line. One study indicated that there 

may be a discount for houses within approximately 984 feet of the tracks. 

However, another study indicated that the issue was nuisance noise from 

train horns and that discounts in home values was not due specifically to 

the proximity of the home to tracks. This type of effect should be 

somewhat reduced with the Project, as wayside horns would be used as a 

signal for any train running along the corridor; freight trains would no 

longer have to blow louder train mounted horns through the improved 

 

1

 Cervero 2004 

2 Diaz 1999

3 Levinson 2010

4 PB 2001

5 Simons et al 2004

6 URS 2007
September 2012 Point Defiance Bypass Project 

Page 4 Socioeconomic and Environmental Justice Discipline Report 

grade crossings. In addition, the use of continuous welded rail would 

further facilitate quieter train pass-bys. The Project is not anticipated to 

affect property values, given that the rail corridor already exists, is used 

for freight and commuter service, and measures to minimize or eliminate 

noise and vibration will be implemented by the Project. 

Will disruption and relocation occur? 

Relocation of residential and businesses is not anticipated as part of the 

Project. There would be no right-of-way acquisitions required, and 

therefore there would be no physical increase in the size or width of the 

rail corridor, and its appearance would be very similar to the existing 

condition. Project elements include relocation of the Tacoma Amtrak 

Station from Puyallup Avenue to the Tacoma Dome Station at 

Freighthouse Square in Tacoma; acquisition of parking lots to serve the 

relocated Amtrak station would be part of the Project. There would be no 

disruption for residential and business properties during construction or 

operation. Previous encroachments onto the Sound Transit-owned 

corridor have been resolved. 

What are the effects to Environmental Justice populations? 

The construction and operational effects of the Project would affect lowincome and minority populations in the study area. FRA and WSDOT 

examined whether or not the effects on the EJ populations would be 

disproportionate. The agencies determined that there are sufficient 

offsetting benefits to improved traffic flow and safety as well as 

minimization measures to address direct effects from noise and vibration 

at specific locations along the Point Defiance Bypass route. FRA and 

WSDOT found that these effects would not be appreciably more severe or 

greater in magnitude than the effect on non-minority or non-low-income 

populations in the vicinity of the project. Therefore, no disproportionately 

high or adverse effect on EJ populations would result from the Project and 

the Project is consistent with the requirements of Executive Order 12898 

and the USDOT Environmental Justice Order, as it is supported by Title 

VI of the Civil Rights Act. 

What minimization is proposed? 

Construction and operation of the Project would not have a significant 

adverse effect on socioeconomics and EJ requiring mitigation. Effects 

associated with construction activities and Project operation would be 

reduced by minimization measures associated with other resources and no 

socioeconomic or EJ specific measures are proposed. 

 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 5 

Chapter 1 – Project Description 

Introduction 

Under the High-Speed Intercity Passenger Rail (HSIPR) Program and 

pursuant to a programmatic Tier I Environmental Assessment (EA) the 

Federal Railroad Administration (FRA) has approved an application from 

the Washington State Department of Transportation (WSDOT) to improve 

the Pacific Northwest Rail Corridor (PNWRC), a federally designated 

high-speed rail corridor. One project included in the PNWRC application 

is the Point Defiance Bypass Project (the Project), which would respond to 

deficiencies in the existing rail operations around Point Defiance. This 

Discipline Report has been prepared in support of the project-specific EA 

for the Point Defiance Bypass project. 

The Project is located in Pierce County along an existing approximately 

20-mile rail corridor between Tacoma and Nisqually.7

 The Project would 

provide for the re-routing of Amtrak passenger trains from the BNSF rail 

line that runs along the southern Puget Sound shoreline (Puget Sound 

route) to the Point Defiance Bypass route, an existing rail corridor that 

runs along the west side of I-5. The Project would consist of railroad track 

and support facility improvements, and relocation of the Tacoma Amtrak 

Station to Freighthouse Square in Tacoma. 

Purpose and Need

As described above, the Point Defiance Bypass route is part of the larger 

PNWRC. Within Washington State, the vision for the PNWRC is to 

“...improve intercity passenger rail service by reducing travel times and 

achieving greater schedule reliability in order to accommodate growing 

intercity travel demand...”8. 

The purpose of the Project is to provide more frequent and reliable highspeed intercity passenger rail service along the PNWRC between Tacoma 

and Nisqually. In conformity with the decisions under the Tier 1 

Programmatic EA, the PNWRC Improvement Program has reduced the 

overall environmental effects of providing improved passenger rail service 

 

7

 The three owners of the project corridor are Sound Transit, Tacoma Rail, and BNSF. 8 WSDOT 2009
September 2012 Point Defiance Bypass Project 

Page 6 Socioeconomic and Environmental Justice Discipline Report 

with the use of an existing transportation corridor and associated 

infrastructure, rather than creating a new corridor. 

The Project is needed to address the deficiencies in the existing rail 

alignment around Point Defiance. The existing alignment (Puget Sound 

route), shared by freight and passenger rail traffic, is near capacity and is 

therefore unable to accommodate additional high-speed intercity 

passenger rail service without substantial improvements. In addition, the 

existing alignment has physical and operational constraints that adversely 

affect both passenger train scheduling and reliability. 

Improving intercity passenger rail service in the study area and meeting 

the Project needs would be accomplished by: 

 Enhanced Frequency: Increasing Amtrak Cascades round-trips from four 

to six by 2017 to meet projected service demands. 

 Improved Reliability: Reducing scheduling conflicts with freight trains 

that often result in delays, and by minimizing or avoiding operational 

delays (e.g., drawbridge openings) and weather-related delays (e.g., 

mudslides), and improving on-time performance from 68 percent to 88 

percent. 

 Enhanced Efficiency: Enhancing the efficient movement of people by 

decreasing trip times by 10 minutes, and reducing the amount of time 

passenger trains spend yielding to freight movements. 

 Improved Safety: Constructing at-grade crossings with upgraded safety 

features, including wayside horns, median barriers, advance warning 

signals, and traffic signal improvements. 

What alternatives are being considered for the Point 

Defiance Bypass Project? 

FRA and WSDOT conducted an evaluation of three build alternatives: the 

Point Defiance Bypass Alternative, the Shoreline Alternative, and the 

Greenfield Alternative. Two of the alternatives (the Shoreline Alternative, 

and the Greenfield Alternative) were eliminated from further study. 

Although both alternatives could meet the Project’s purpose and need, 

they were determined to be impracticable and unfeasible due to technical 

constraints, high construction costs, and significant environmental effects. 

Grade separations were also evaluated for further consideration. FRA and 

WSDOT’s preliminary analysis revealed that current and projected future 

traffic volumes do not warrant the construction of new grade-separated 

crossings. 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 7 

What’s happening in the bypass corridor today? 

The rail line between TR Junction and East “D” Street in Tacoma hosts 

both freight and commuter trains, including freight operators Tacoma Rail 

and BNSF, and Sound Transit’s Sounder commuter rail service. Freight 

train traffic between TR Junction and East “D” Street averages under two 

trains per day, while Sound Transit currently operates 18 trains per day 

between Freighthouse Square and Seattle each weekday, and also offers 

occasional special event trains, usually on weekends, to serve sporting and 

other events in Seattle. Sounder service to Lakewood begins in late 2012. 

What would happen if the project were not built? 

If the Project were not built (the No Build Alternative), Amtrak’s 

Cascades and Coast Starlight passenger train service would continue to 

use the existing Puget Sound route. The No Build Alternative includes 

only the minor maintenance and repair activities necessary to keep the 

existing Puget Sound route operational. With the No Build Alternative, it 

would be expected that as freight traffic increases, congestion would 

adversely affect Amtrak service reliability, and the travel time for Amtrak 

trains between Seattle and Portland would increase. 

Along the Point Defiance Bypass route, the Tacoma Rail and BNSF 

freight services would continue. The at-grade crossings at Clover Creek 

Drive Southwest, North Thorne Lane Southwest, Berkeley Street 

Southwest, 41st Division Drive, and Barksdale Avenue Southwest would 

not be upgraded. 

Sound Transit’s Sounder commuter passenger trains will become 

operational in late 2012 between the Tacoma Dome Station at 

Freighthouse Square in Tacoma and Sound Transit’s Lakewood Station 

(on the Point Defiance Bypass route) with as many as 18 Sounder trains 

per day. 

What are the proposed improvements and related activities 

of the Point Defiance Bypass Project? 

The Project consists of railroad track and support facility improvements, 

and the relocation of Amtrak’s Tacoma Station. Exhibit 1 shows the 

components of the Build Alternative. The following details specific 

components of the Build Alternative. 

 Construct New Track Adjacent to the Existing Main Line – A new 

3.5-mile track adjacent to the existing main line would be constructed 

from South 66th Street (Rail MP 6.9) in Tacoma to between Bridgeport 
September 2012 Point Defiance Bypass Project 

Page 8 Socioeconomic and Environmental Justice Discipline Report 

Way Southwest (Rail MP 10.4) and Clover Creek Drive Southwest (Rail 

MP 10.9) in Lakewood. 

 Reconstruct and Rehabilitate the Existing Main Line – Starting just 

southwest of Bridgeport Way Southwest (Rail MP 10.4) in Lakewood, the 

existing track would be reconstructed to a location southeast of the I5/Mounts Road Southwest interchange (Rail MP 19.8) at Nisqually 

Junction. 

 Improvements at at-Grade Crossings – Several grade crossings would 

be improved with wayside horns, gates, traffic signals and signage, 

sidewalks, median separators, and warning devices. These crossings 

include Clover Creek Drive Southwest, North Thorne Lane Southwest, 

Berkeley Street Southwest, 41st Division Drive and Barksdale Avenue. 

 Tacoma Amtrak Station Relocation – The existing Tacoma Amtrak 

Station would be relocated from its Puyallup Avenue location to the 

Tacoma Dome Station at Freighthouse Square, at 430 E. 25th Street in 

Tacoma. 

What are the proposed operational changes that would 

result from the Point Defiance Bypass Project? 

Amtrak’s existing Cascades and Coast Starlight passenger train service 

would be rerouted from the Puget Sound route along the Puget Sound 

shoreline to the Point Defiance Bypass route. The Project would also 

provide for additional Amtrak Cascades service by increasing the number 

of round trips provided from 4 to 6, or a total of 12 Cascades service train 

trips. Amtrak Coast Starlight would also travel on the Point Defiance 

Bypass route for a total of two Coast Starlight service train trips. The 

speed of these passenger trains would be up to 79 mph. 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 9 

Exhibit 1. Build Alternative Components 
September 2012 Point Defiance Bypass Project 

Page 10 Socioeconomic and Environmental Justice Discipline Report 

Chapter 2 – Methodology 

What is included in this discipline report? 

The elements reviewed for this discipline report include: 

 Community characteristics, including land use/public facilities, social 

and economic demographics. The purpose of this evaluation is to 

determine whether there would be direct or indirect affect to facility 

access during construction or operation. A complete evaluation of 

land use appears in the Land Use Discipline Report 

 Community connectivity and cohesion. Public access and safety is 

evaluated as an element of community connectivity and cohesion; full 

evaluation is provided in the Transportation Discipline Report

 Economic considerations including effects to businesses, employment, 

and property values during construction and operation 

 EJ communities 

 Relocation and disruption of residences and businesses. 

What statutes and regulations apply? 

Socioeconomic and EJ disciplines are required subject areas of NEPA and 

SEPA as part of the potential effects on the human, or built, environment. 

The applicable statutes and regulations include: 

 NEPA 42 USC 4321 and implementing regulations in 40 CFR 1500-

1508 (CEQ) 

 SEPA Chapter 43.21C RCW and implementing regulation in Chapter 

197-11 WAC and Chapter 468-12 WAC (WSDOT). 

Other federal regulations include: 

 Americans with Disabilities Act of 1990 

 Age Discrimination Act of 1975 

 Uniform Relocation Assistance and Real Property Acquisition Policies 

Act as amended (42 USC 4601). 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 11 

Similar to the federal Uniform Relocation Act, Washington State has the 

Washington State Relocation Assistance – Real Property Acquisition 

Policy Act (RCW 8.26 and WAC 468-100). 

Several state and federal regulations and policies address EJ issues, 

including: 

 Title VI of the Civil Rights Act of 1964 

 Presidential Executive Order 12898, Federal Actions to Address 

Environmental Justice in Minority Populations and Low-Income 

Populations and corresponding USDOT Order 5610.2(a), FHWA’s 

Actions to Address Environmental Justice in Minority Populations and 

Low-Income Populations 

 Presidential Executive Order 13166, Improving Access to Services for 

Persons with Limited English Proficiency

 Governor’s Executive Order 93-07 

How was the study area defined? 

There are two study areas: one for socioeconomic and another for 

environmental justice. The study area for the socioeconomic evaluation is 

within Pierce County and traverses portions of the communities of 

Tacoma, Lakewood and DuPont as well as the Joint Base Lewis McChord 

(JBLM). The study area was defined as the area within a. 0.5 mile radius 

of the rail centerline. In addition, WSDOT and FRA considered 

socioeconomic data at the scale it was available, for example, economic 

trends are derived from county-wide data. 

The EJ study area was determined in conformity with FHWA guidance.9 

Census data were gathered for all of Pierce County and evaluated for 

representation of minority and low-income populations. Next, both the 

project corridor and the existing Puget Sound Route were evaluated. For 

each corridor, a radius of one-half mile on either side of the route 

centerline was defined, because this area would contain the likely direct 

and indirect effects that could be attributed to the with-Project and noaction conditions. Following this, the census tracts that touch the 

corridors within that one-half mile radius were evaluated for possible EJ 

communities, and compared to Pierce County as a whole. As shown in 

Exhibit 4 and Exhibit 6 for the project corridor, there is a higher 

concentration of EJ communities within the corridor census tracts than 

were found in Pierce County and on the basis of this comparison, census 

tracts with minority representation of 20 percent or greater, and census 

tracts with 20 percent or greater of persons below the poverty level were 

 

9

 http://www.fhwa.dot.gov/wadiv/crp/ejwadiv.htm 
September 2012 Point Defiance Bypass Project 

Page 12 Socioeconomic and Environmental Justice Discipline Report 

selected to define the with-Project EJ study areas. The existing Puget 

Sound route was evaluated using the same comparison to Pierce County as 

a whole. 

For comparative purposes, the No Build Alternative study area applies the 

same study area radius definition. The Puget Sound route is more like 

Pierce County and does not exhibit the same concentrations of minority 

populations or persons below poverty level, except in the greater Tacoma 

area. 

How was the analysis conducted, and what sources were 

used? 

The methodology for evaluating the effects 

discussed in this report followed FHWA’s 

evaluation guidance, WSDOT’s 

Environmental Procedures Manual (EPM) and other guidance from 

Council of Environmental Quality (CEQ). The EJ analysis was conducted 

in conformity with President Clinton’s Executive Order 12898 and with 

the USDOT Order 5610.2(a) (June 2012) 

Several prior studies of the project corridor have been referenced and 

evaluated. The Point Defiance Bypass Project Social Elements (including 

Environmental Justice) Technical Memorandum (2007) is incorporated by 

reference. 

Multiple sources were used to collect information on demographics, 

potentially sensitive receptors and neighborhood information. They 

included: 

 Publicly available and verifiable data and mapping. 

o Pierce County websites and mapping10

o Lakewood (West Pierce County)11 and Tacoma12 Fire District 

websites 

o Google Earth13 

The 2010 Census and 2005-2009 American Community Survey data were 

collected from www.census.gov and www.factfinder.census.gov. 

 Data, including geographic information system (GIS) when 

available, from local jurisdictions through personal 

communications and their websites. 

 Site visits, conducted on March 17, 2011, and December 9, 2011, 

and June 4, 2012. 

 

10 Accessed June 15, 2011

11 www.westpierce.org Accessed June 15, 2011 12 www.cityoftacoma.org Accessed June 15, 2011 13 Accessed June 2011

The environmental justice 

analysis includes minority and 

low-income populations. 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 13 

Data on homeownership and family size were not collected, as the Project 

does not include a residential or commercial element that might be 

affected. 

The literature search included identifying publically available studies for 

projects similar to the Project and rail projects in urban settings. The key 

points of the studies were identified, including those factors that most 

affected property values. The Project attributes were then evaluated 

against these key factors to determine effects. 

The analysis also included review of previous documentation, and review 

of public and agency comments. The Point Defiance Bypass public 

involvement strategy emphasized open, inclusive and ongoing 

communication with residents and businesses within close proximity to 

the rail bypass. Messages and materials were timed to coincide with major 

milestones in the EA process. Outreach included WSDOT hosted open 

houses, participation in partner agency open houses, status updates at 

community and neighborhood association meetings, online project pages 

and email updates. EJ populations within the project corridor were 

contacted as part of the larger information distribution efforts. A number 

of outreach events occurred within EJ population centers, like those held 

at Lakewood’s Tillicum Community Center and South Tacoma’s South 

Park Community Center. 

What methodology is used to evaluate environmental 

justice impacts? 

The federal Executive Order 12898 supplements the existing requirements 

of Title VI of the Civil Rights Act. Each Federal agency is required to 

ensure that no person on grounds of race, color, or national origin is 

excluded from participation in, denied the benefits of, or in any other way 

subjected to discrimination under any program or activity receiving 

Federal assistance. Accordingly, Title VI prohibits recipients of Federal 

funds from actions that reflect “intentional discrimination” or that exhibit 

“adverse disparate impact discrimination” on the basis of race, ethnicity or 

national origin. Supplemental legislation provides these same protections 

from discrimination based on sex, age, disability or religion. 

The concept of environmental justice is intended to ensure that procedures 

are in place to further protect groups, which have been traditionally 

underserved. The fundamental principles of environmental justice are: 

 To avoid, minimize, or mitigate disproportionately high and 

adverse human health and environmental effects, including social 

and economic effects, on minority populations and low-income 

populations. 
September 2012 Point Defiance Bypass Project 

Page 14 Socioeconomic and Environmental Justice Discipline Report 

 To ensure the full and fair participation by all potentially affected 

communities in the transportation decision-making process. 

 To prevent the denial of, reduction in, or significant delay in the 

receipt of benefits by minority and lowincome populations 

Disproportionately high and adverse effects on 

Minority and Low-Income Populations are 

specifically considered in the evaluation. The 

evaluation considers that an adverse effect is 

disproportionate if it: 

 is predominately borne by a minority 

population and/or a low-income 

population, or 

 will be suffered by the minority population and/or low-income 

population and is appreciably more severe or greater in magnitude 

than the adverse effect that will be suffered by the non-minority 

population and/or non-low-income population 

To aid evaluations prepared under Executive Order 12898, the US 

Department of Transportation (USDOT) issued Order 5610.2(a) to ensure 

the effects to EJ populations were addressed. The USDOT Order provides 

guidelines for how EJ analyses should be performed and how EJ should be 

incorporated into the transportation decision-making process. 

As provided for in FHWA and WSDOT guidance, to prepare this 

evaluation, WSDOT collected demographic data, verified and mapped that 

data, considered the effects and findings developed through the discipline 

reports prepared to support the NEPA EA, and assessed potential effects 

and Project-related effects and how they may affect EJ populations. Direct 

and indirect effects of the Project were considered for their potential 

adverse or disproportionate effects on EJ communities 

In addition, in accordance with EO 13166, WSDOT used demographic 

data to inform public outreach efforts and to ensure that those with limited 

English proficiency have open access to the project information and to 

project-related engagement opportunities. As more fully discussed 

following, and in the public outreach descriptions, populations with 

limited English proficiency were also identified, and Project materials 

were translated and made available to those populations to assure equal 

access to Project information. 

A low-income person is defined 

as an individual whose 

household income falls below 

the federal poverty guidelines, 

as defined by the US 

Department of Health and 

Human Services. 

For 2011, the federal poverty 

guideline for a household of 

four in one for the 48 

contiguous states and 

Washington, DC is $22,350. 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 15 

What additional studies and coordination were used in the 

socioeconomic and environmental justice analysis? 

As noted above, in developing this report, WSDOT relied on the prior 

analysis contained in other Technical Memorandum prepared for the EA,14

and then updated that information to include more recent statistical 

information. 

WSDOT also developed a Public Involvement Plan guide the project’s 

continuing outreach efforts15 and has conducted over 40 public and 

stakeholder meetings for the Project.16 Public and agency comments 

received during past comment periods have been incorporated into the 

Project, and additional opportunities for comment will be afforded through 

the NEPA process.17 

WSDOT coordinated all other discipline report authors on the Project 

team, including those responsible for analyzing transportation, noise and 

vibration, land use, energy, cultural resources, hazardous materials, visual 

resources, air quality, and public services and utilities. Coordination 

efforts included review of documentation on the affected environment, 

effects, and proposed minimization for Project effects and for potential 

effects on socioeconomic conditions and EJ populations. 

 

14 WSDOT 2007

15 WSDOT 2011e

16 WSDOT 2011e

17 WSDOT 2011d 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 17 

Chapter 3 – Affected Environment 

What are the social elements in the study area? 

Social elements are the part of the built environment, including people, 

places, or things, that affect quality of life for people living and working in 

the study area. This section discusses the existing social elements within 

the study area and also identifies EJ populations and their characteristics. 

Community Characteristics 

There are several neighborhoods along the project corridor, including, 

from north to south, the greater Tacoma area, Lakewood, Lakeview, 

Pacific South Lakes, Nyanza, Woodbrook and Tillicum. Most of the 

southern portion of the study area surrounding the corridor is occupied by 

JBLM. The neighborhoods are shown in Exhibit 2. 

Land uses along the project corridor include industrial and commercial 

with few residential properties from the north termini at TR Junction to 

about South 66th Street Southwest in Tacoma; industrial, commercial and 

vacant land with some park land between South 66th Street in Tacoma to 

South 80th Street in Lakewood; predominantly commercial mixed with 

some industrial uses between South 80th Street and 100th Street Southwest 

in Lakewood; single and multi-family residences, commercial, 

educational, and recreational uses from 100th Street Southwest to Berkeley 

Street Southwest in Lakewood; and commercial, residential, forested land, 

open space and recreation, and the military installations from Berkeley 

Street Southwest to the southern termini (the majority of the eastern half 

of the project corridor).18 The neighborhoods along the project corridor are 

served by a full array of public services; refer to the Public Utilities and 

Services Design Report (page 15) for the complete listing and discussion. 

 

 

18 WSDOT 2011g 
September 2012 Point Defiance Bypass Project 

Page 18 Socioeconomic and Environmental Justice Discipline Report 

Exhibit 2. Tacoma and Lakewood Neighborhoods 

Source: Tacoma 2010 and Lakewood 2011 

 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 19 

Community Connectivity and Cohesion 

Historical development patterns, including 

transportation corridors such as railroads and 

highways, can affect communities in many 

ways, often defining the boundaries of the 

neighborhoods. The patterns that result from 

geographic and built features can significantly 

alter connectivity options, and redirect the 

development pattern and perception of place. This can ultimately affect 

quality of life for people living and working in the affected 

neighborhoods. 

Within the Project study area, connectivity through neighborhoods is 

generally good, although there are some neighborhoods that have reported 

limited connections to adjacent areas. The limitations to connection, and 

thus some isolation are due to geographic, land use, and transportation 

features such as I-5. This characterization is noted in the Tillicum, 

Nyanza, and Woodbrook neighborhoods, where in the existing condition 

there are physical, historic and travel constraints that contribute to the 

reduction of community connectivity and cohesion. 

Physical separations between neighborhoods are a result of major land 

uses within the study area. The Woodbrook neighborhood area is 

surrounded by Fort Lewis and McChord Air Force Base (now JBLM); the 

Tillicum neighborhood area is essentially an “island,” surrounded by 

major land features including Camp Murray, American Lake, the Tacoma 

Country Club, American Lake Line railroad,19 and I-5. Tillicum is also 

unique in that no local roadways are available to connect it with adjacent 

communities to the north or south without first traveling on I-5. The 

Nyanza neighborhood area is bordered by Gravelly Lake and I-5, and 

there are four local roads that are the primary access points to the 

neighborhood area. The project corridor is generally parallel to I-5, 

resulting in a large transportation right-of-way that separates 

neighborhoods that flank the Point Defiance Bypass route and I-5. The 

combined transportation right-of-way creates a major edge, and 

contributes to the physical separation between neighborhoods. 

Access to the several military installations is restricted, these large land 

areas act to constrain local travel, as local traffic may not enter onto base 

roadways. In addition, I-5 constructed in Washington State in the 1960s 20

 

19 The American Lake Line was one of several names associated with the portion of the Northern 

Pacific Railroad between Nisqually and Lakewood. Construction on the Northern Pacific Railroad 

started in 1871 with construction of the American Lake Line completed in December 1873. See the 

Cultural Resources Survey/Discipline Report, for additional information. 20 http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=9393 

Community Cohesion is the 

ability of people to 

communicate and interact 

with each other in ways that 

lead to a sense of community, 

as reflected in the 

neighborhood’s ability to 

function and be recognized 

as a singular unit. 
September 2012 Point Defiance Bypass Project 

Page 20 Socioeconomic and Environmental Justice Discipline Report 

and subsequently expanded has increased the physical isolation of 

neighborhood areas from each other and reduced connectivity from the 

Woodbrook, Tillicum and Nyanza neighborhoods. For a significant 

portion of the study area, I-5 and South Tacoma Way are parallel to the 

rail corridor, and the resultant transportation corridor is quite wide, 

separating communities to the east and west. On the west side of I-5, the 

geographic barriers created by Gravelly Lake and American Lake also 

separate these neighborhoods from adjacent areas. 

Public Access and Safety 

As described and illustrated in the Public Services and Utilities Discipline 

Report there are 27 public and private schools in three school districts, 

several medical facilities, two hospitals, 11 recreational facilities, and two 

facilities for disadvantaged people in the study area. There are 52 religious 

facilities and four cemeteries. Pierce Transit and Sound Transit provide 

public transportation services. Traffic congestion affects public access to 

public services in several locations along the Point Defiance Bypass route. 

Existing congestion also affects emergency services such as fire, police, 

and ambulance services. 

Permitted access points along the Project rail corridor occur at at-grade 

crossings, where there can be traffic delays due to train pass-bys, and 

some public safety risk to pedestrians or unsafe traffic movements. 

Currently, there are some locations where pedestrians cross the tracks 

illegally, and not all at-grade rail crossings are improved with crossing 

areas. There have been two accidents in the project corridor in the last 12 

years at intersections when automobiles were driven through the closed 

intersection when a train was passing. 

Illegal use of the Point Defiance Bypass rail corridor as a footpath or by 

non-motorized vehicles is a safety concern. 

How does existing traffic congestion or noise affect 

community connectivity and cohesion? 

Traffic congestion can affect community connectivity. Along rail and 

highway corridors traffic congestion is primarily related to 

underperforming at-grade intersections, especially during peak travel 

times.21 As reported in the Transportation Discipline Report, while 

existing measured AM and PM levels of service are generally in the very 

 

21 WSDOT 2001c
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 21 

acceptable Levels of Service A-C range22, the queue-length metric reveals 

some notable indicators of congestion. Vehicle queues caused by train 

pass-bys can affect traffic operations by blocking access to roadway turn 

pockets, through lanes, and driveways. At some grade crossings, freight 

train switching operations cause vehicle delays. 

There are 21 at-grade railroad/roadway crossings located within the study 

area (see Exhibit 1 and the Transportation Discipline Report). Sound 

Transit has upgraded the crossings in the Project study area from 

Bridgeport Way Southwest and north to Freighthouse Square. See the 

Transportation Discipline Report23 for additional information on 

crossings. The remaining five at-grade railroad/roadway crossings in the 

study area do not have modern safety upgrades, (these upgrades are part of 

the Project). They include: 

 Clover Creek Drive Southwest (Chicago Avenue Southwest), 

Lakewood 

 North Thorne Lane Southwest, Lakewood 

 Berkeley Street Southwest, Lakewood 

 41st Division Drive, JBLM 

 Barksdale Avenue, DuPont. 

As noted above, the communities along the corridor experience noise from 

roadway and rail operations, especially south of Lakewood station where 

train mounted horns on Tacoma Rail freight trains still sound. The train 

mounted horns are louder than wayside horns and would be expected to be 

more disruptive to community cohesion. Between Tacoma and Lakewood, 

Sound Transit installed wayside horns, thus the noisier train-mounted 

horns are no longer sounded in the northerly section of the project corridor 

from Freighthouse Square to Bridgeport Way Southwest. 

Noise and vibration associated with the existing Puget Sound route are 

detailed in the Noise and Vibration Discipline Report.

24. 

How do the rail rights-of-way affect community 

connectivity? 

The existing rail right-of-way, primarily the American Lake and Prairies 

lines, was constructed in 1891 and 1873, respectively. Historically, the 

corridor has been used for freight operations, and more recently, 

 

22 Level of Service or LOS, is an indicator of how freely traffic flows. LOS A indicates little or no 

delay/little congestion; LOS B signifies short delays, and LOS C indicates moderate delays. See 

the Transportation Discipline Report (p. 17). 23 WSDOT 2011c. 
September 2012 Point Defiance Bypass Project 

Page 22 Socioeconomic and Environmental Justice Discipline Report 

commuter service has been added. In particular, Sound Transit has 

completed the track and signalization upgrades from Freighthouse Square 

to the Sound Transit Lakewood Station for the service extension by the 

end of 2012.25,26 

The railroad right-of-way is parallel and adjacent to I-5. Community 

connectivity is reduced in this portion of the corridor due to existing 

conditions noted above, including historical land use, security restrictions 

at the military bases, geographic conditions and the condition of rail 

corridor crossings. Limitations to connectivity likely started during the 

height of freight operations and company town development in the 19th

and early 20th centuries (refer to the Section 106 Discipline Report for a 

complete overview of corridor development). Further, the construction of 

I-5, following the acquisition of the right-of-way for the interstate 

underscored the separation of the communities to the west, especially 

south of Lakewood. 

In general, while there are historic constricting points to neighborhood 

access near the southerly portion of the project corridor, there are 

sufficient access points allow for mobility to and from the neighborhoods 

and services within the study area (refer to the traffic discussion below and 

the Transportation Discipline Report). As discussed above there is 

existing safety conditions associated with these access points. 

With respect to the Point Defiance Bypass route, it is noted that there is 

illegal use of the corridor as a footpath or for use by non-motorized 

vehicles. Site visits confirmed there is evidence of corridor trespass: 

graffiti, homeless use, and foot paths along the tracks and shortcutting 

across tracks in some areas. However, a railroad is different from a 

roadway, as use and access to the properties are strictly limited to trains 

operating within the right-of-way, with the operations at crossings allowed 

but controlled. 

Along the portion of the corridor to Lakewood, Sound Transit has 

provided no-trespassing signage. Near Lakewood Station, the City of 

Lakewood is constructing a pedestrian overcrossing of the Point Defiance 

Bypass route known as the Lakewood Station Connection Project. The 

Lakewood Station Connection Project would provide a new pedestrian 

overpass connecting the Lakewood Station to Kendrick Street on the north 

side of the Point Defiance Bypass tracks. 

 

25 Sound Transit 2011b 

26 Sound Transit 2011c 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 23 

The Puget Sound Route corridor runs along the water, and while there are 

but few crossings providing water, ship or ferry access, the route does not 

divide communities. 

What is the demographic character of the study area? 

The demographic character in the Point Defiance Bypass route reflects 

greater diversity of race, ethnicity, and income than either the Puget Sound 

route or Pierce County. Census data from the 2010 Census were used to 

assess minority and income characteristics in the study area (shown for the 

existing Puget Sound route and Point Defiance Bypass route), which were 

then compared to statistics for Pierce County as a whole. This comparison 

of data allows for the identification of areas that may have a high 

concentration of minority or low-income residents, the first step in an EJ 

evaluation. 

Exhibit 3. Population and Race/Ethnicity Statistics27

Existing Puget 

Sound BNSF 

Route 

Existing Puget 

Sound BNSF 

Route (%) Project Route

Project 

Route (%) Pierce County

Pierce 

County (%)

White 98,376 69.86 66,824 51.52 559,160 70.3 

Hispanic or Latino 10,305 7.32 17,453 13.45 72,849 9.2

Black or African 

American 10,079 7.16 14,567 11.23 51,436 6.5 

Two or More Races 8,510 6.04 10,274 7.92 44,497 5.6 

Asian 7,633 5.42 8,426 6.50 46,520 5.9 

Some Other Race 2,895 2.06 7,457 5.75 1,415 0.2 

Native Hawaiian and 

other Pacific Islander 1,053 0.75 2,445 1.88 10,205 1.3 

American Indian and 

Alaska Native 1,971 1.40 2,268 1.75 9,143 1.2 

Total Population28

140,842 100 129,714 100 795,225 100 

The data show that, in terms of minority and non-minority population, the 

existing Puget Sound route is roughly comparable to Pierce County as a 

whole. This compares to the Point Defiance Bypass route, where 

significantly higher concentrations of minority persons are found, and nonminority population is significantly lower. 

Exhibit 4 shows the percent of all minority populations for the project study 

area. The study area from the north terminus at TR Junction to 

approximately the Sound Transit Lakewood Station shows the Project is 

within but along the edge of the higher minority populations associated with 

 

27 2010 100% Data Tables (Block Group; P7)

28 Total populations, not Hispanic or Latino for which races were tallied
September 2012 Point Defiance Bypass Project 

Page 24 Socioeconomic and Environmental Justice Discipline Report 

the greater Tacoma area. This extends to and includes a higher minority 

populations south of the Sound Transit Lakewood Station. There is a low 

percentage of minorities within the Puget Sound route study area, except 

nearer to downtown Tacoma and the Port of Tacoma. 

 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 25 

Exhibit 4. Minority Populations by Census Tract 

 
September 2012 Point Defiance Bypass Project 

Page 26 Socioeconomic and Environmental Justice Discipline Report 

Data on income was derived from the 2005-2009 American Community 

Survey (ACS), the most recent data available at the census tract level. 

Income is a relevant descriptor for identifying persons at or below the 

poverty level. Exhibit 5 shows persons below the poverty level for the 

existing Puget Sound Route, the project corridor, and Pierce County. The 

data show that, as for minority status, the existing Puget Sound route study 

area is quite similar to Pierce County as a whole. This compares to the 

census tracts comprising the Point Defiance Bypass route, which indicate a 

greater concentration of persons at or below the poverty level when 

compared to Pierce County. 

Exhibit 5. Poverty Status29

Area 

Existing Puget Sound 

BNSF Route Project Route Pierce County 

Population for Whom 

Poverty Status is 

Determined 

130,039 110,408 748,122 

Living Below Poverty 

Level 17,600 21,883 86,468 

Living Below Poverty 

Level (%) 13.5% 19.8% 12% 

Exhibit 6 maps the census tracts where the greatest concentrations of 

persons at or below poverty were located. There are several areas with 

higher percentages of low-income households in the area south of the 

Sound Transit Lakewood Station. The Tillicum and Woodbrook 

neighborhood areas also have a higher percentage and a greater density of 

low-income households, on either side of Interstate 5. The existing Puget 

Sound route has a low percentage of low-income households and no 

communities that would be considered EJ communities. 

 

29 2005-2009 American Community Survey 5-Year Estimates (Census Tract)
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 27 

Exhibit 6. Poverty by Census Tract 

 
September 2012 Point Defiance Bypass Project 

Page 28 Socioeconomic and Environmental Justice Discipline Report 

Proficiency in English was reviewed for the project corridor to identify LEP 

populations. The most recent ACS information was used to identify these 

populations in the study areas.30 English proficiency was determined using 

the data that described linguistically isolated 

populations meaning that they understand, speak, 

and write little to no English.31 If a person is 

linguistically isolated, they would meet the LEP 

criteria. As shown in Exhibit 7, according to the 

data for the project corridor, there is some 

linguistic isolation for people who speak Spanish, 

a Pacific Island or Asian language as their 

primary language. The data indicate that the LEP 

populations were not concentrated in specific 

areas, but are spread along the project corridor. As in Pierce County, English 

proficiency is higher along the existing Puget Sound route compared to the 

Project study area. WSDOT’s Public Involvement Plan provides for 

outreach for linguistically isolated persons, through the translation of printed 

materials and website information into Spanish, Korean, Russian and 

Vietnamese. 

Exhibit 7. English Proficiency32

Existing 

Puget 

Sound 

BNSF Route

Existing 

Puget 

Sound BNSF 

Route (%) 

Project 

Route 

Project 

Route (%) 

Pierce 

County 

Pierce 

County 

(%) 

Speak English Only (Estimate) 110,890 86.9 165,826 84.41 629,183 86.35 

Speak Other Languages 17,931 9.13 59,934 8.23 

Speak Spanish (Estimate) 5,363 3.7% 12,692 6.46 39,532 5.43 

Speak English "very well" 

(Estimate) 

 10,218 5.2 34,804 4.78 

Speak English "very well" 

(Estimate) 

 7,094 3.61 23,374 3.21 

Speak English less than "very 

well" (Estimate) 

 5,598 2.85 16,158 2.22 

Speak English less than "very 

well" (Estimate) 7,713 3.93 25,130 3.45 

LEP Population 13,311 6.78 41,288 5.67 

Total (Estimate) 127,961 100 196,449 100 728,649 100 

Data from the American Community Survey and the Census were used to 

identify persons with disabilities and the elderly. These data indicate that 

 

30 American FactFinder 2010

31 ACS 2005-2009 32 This exhibit shows the individuals who are linguistically isolated, meaning that they understand, 

speak, and write little to no English. This table estimates the LEP population and the primary 

language. 2005-2009 American Community Survey 5-Year Estimates (Census Tract)

Limited English 

Proficiency (LEP) 

populations include people 

who have difficulty 

speaking, reading, writing, 

or understanding the 

English language and 

whose difficulties may deny 

that individual the 

opportunity for meaningful 

engagement in the decisionmaking process.
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 29 

the populations in the study areas are similar to county-wide populations. 

No areas with larger concentrations of people with disabilities or the 

elderly were noted. While the study area contained a slightly higher 

percentage of persons with disabilities compared with either Pierce 

County or the Puget Sound route, there is a lower percentage of the elderly 

on the Project route compared to the existing route and county-wide data. 

The lower percentage of elderly persons nearer to the project corridor may 

reflect the relatively young work force at JBLM. See Exhibit 8 and 

Exhibit 9, following. 

Exhibit 8. Disability Status33,34 

Area 

Existing Puget Sound 

BNSF Route Project Route Pierce County 

Total Population 

Which Disability 

was Tallied 

70,704 54,301 389,033 

Total Population 

With Disability 14,230 13,348 14,230 

With Disability (%) 20.9% 24.3% 20.9% 

Exhibit 9. Elderly Status35

Area 

Existing Puget Sound 

BNSF Route Project Route Pierce County 

Total Population 

for Which Age was 

Determined 

130,517 112,261 795,225 

Total Population 

Over Age 65 18,398 9,509 87,785 

Over Age 65 (%) 14.1% 8.5% 11.0% 

What are the economic conditions in the study area? 

Pierce County’s employment figures follow the state and national trend 

including declining employment trends starting in 2007.36 The most recent 

statistics for July 2011 show that Pierce County had an unemployment rate 

of 9.6 percent compared to 9.0 percent for Washington, and 9.3 percent for 

 

33 2000 SF3 Sample Data (Block Group)

34 Disability data is created by questions on the ACS including those on hearing, blindness, and 

unspecified physical, mental or emotional conditions that affect a person’s ability to care for 

themselves. 

35 2010 100% Data Tables (Block Group; P7)

36 WA-REAP 2009
September 2012 Point Defiance Bypass Project 

Page 30 Socioeconomic and Environmental Justice Discipline Report 

the U.S.37 Economic trends show that Pierce County is expected to 

continue to grow in population and economic activity into the future at 

modest rates. Government, including JBLM, is a major employer in Pierce 

County, and the planned increase in personnel stationed at JBLM would 

likely continue that trend. Office and administrative support staff and 

sales-related occupations are projected to be the primary occupation types 

in the county in the next 5-10 years, continuing the current trend. 

In the project corridor, the railway is owned by BNSF, Sound Transit and 

Tacoma Rail. Within the project corridor, Tacoma Rail is an active freight 

railroad operator, and BNSF uses the tracks for deliveries, intermittently. 

Tacoma Rail is owned by the City of Tacoma through Tacoma Public 

Utilities. Tacoma Rail's three divisions combine to move over 165,000 rail 

shipments per year along 204 miles of track with 14 locomotives and 90 

employees. Tacoma Rail is a self-funded public agency which collects 

freight rates, associated fees and property leases. Tacoma Rail contributes 

almost $2.6 million annually to the City of Tacoma's revenue stream 

through contributions toward shared City services and an 8% Gross 

Receipts Tax. Tacoma Rail provides rail freight service in 3 Washington 

counties, including the Tacoma and Olympia areas, as well as the ports of 

Olympia and Tacoma. (footnote: http://www.mytpu.org/tacomarail/, 

accessed August 2012) 

According to the Pierce County Assessor-Treasurer, property values have 

declined county-wide with an average value decline from 2010 to 2011 of 

about 7 percent for residential and commercial properties.38 For residential 

properties, Lakewood and Tacoma values declined by 7.1 percent and 7.2 

percent, respectively, with DuPont faring better with a 5.9 percent decline. 

For commercial properties, Tacoma faired best with a 6.2 percent decline 

in value. DuPont saw a 10.2 percent decline in commercial property value, 

which is similar to the 10.0 percent decline in commercial property value 

in Lakewood. 

A review of real estate market information indicates that there is still a 

depressed real estate market with foreclosures and short sales dragging 

prices down, along with poor consumer confidence.39,40 However, there 

are indications that property values and sales may could trending upward 

into 2012. On September 1, 2011, there were over 2,000 homes for sale in 

Tacoma, ranging in price from $20,000 to nearly $7 million.41 There were 

66 listings for DuPont with prices ranging from $150,000-$400,000. There 

were over 300 listings in Lakewood with prices ranging from $30,000-

 

37 ESD-WA 2011

38 Pierce County 2011

39 RealtyTimes 2011

40 News Tribune 2011

41 MLSonline.com 2011
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 31 

$3.5 million. Generally older stock houses (pre-1950s) without a view 

were priced lowest, with newer houses, those with views of the Puget 

Sound, and historic homes being priced higher. 

What is the ownership of the rail corridor? 

The Project right-of-way is owned by BNSF, Sound Transit, and Tacoma 

Rail. During WSDOT’s public outreach and scoping, several letters from 

public agencies, including the cities of Lakewood and DuPont, identified 

concerns about the possible displacement of adjacent landowners and 

businesses due to existing use of the right-of-way by the adjacent 

landowner. In a 2010 survey, there were 

approximately 50 such commercial and 

industrial use encroachments into the railroad 

right-of-way. Since that time, all encroachments 

have been resolved through negotiation of leases 

and removal of the encroachment.42,43 

Sound Transit holds a permanent leasehold 

interest for the platform and access through the 

atrium at Freighthouse Square, to which the 

Amtrak station would be relocated with the Project. The leasehold right is 

an agreement between Sound Transit and the building owner, and is 

documented in the title to the property. Freighthouse Square itself is 

privately held, and tenants are located within it by leasehold agreement. 

The Puget Sound Route is owned by BNSF. 

 

42 WSDOT 2011g. 

43 http://www.wsdot.wa.gov/Projects/Rail/PNWRC_PtDefiance/AdvTeamMaterials.htm

Relocation is the assistance 

provided when a permanent 

displacement occurs. A 

displacement occurs when a 

property is purchased for a 

project and the resident or 

business is moved. 

Disruption refers to any 

disturbance of access, 

parking, landscape, etc., 

that is not associated with 

displacement or relocation. 
September 2012 Point Defiance Bypass Project 

Page 32 Socioeconomic and Environmental Justice Discipline Report 

Chapter 5 – Potential Project Effects 

How would social elements be affected by the project? 

This chapter presents potential effects related to social elements in the for 

the No-Build Alternative, where Amtrak passenger rail operations would 

continue on the Puget Sound Route, and for the Build Alternative, which 

is Point Defiance Bypass Project. The social and economic elements 

evaluated include community cohesion and connectivity, including public 

access and safety due to emergency service travel delays at railroad 

crossings, construction-related effects, operational effects, and EJ. The EJ 

evaluation includes these issues, plus noise, vibration, transportation, air 

quality, and hazardous materials effects on communities that have lower 

potential mobility and who may be disproportionately adversely affected 

by the Project. 

Would there be effects to community cohesion and 

connectivity? 

Community Characteristics 

This assessment finds that community characteristics would remain 

unchanged under the Project and under the No Build Alternative. 

The Project would not cause a direct change in the demographics, land use 

patterns, neighborhoods, community services or other related community 

characteristics. The Project would add 14 train trips on the existing 

railroad right-of-way, which was constructed in 1873 and 1891, and which 

has been in service since then. No additional rail right-of-way would be 

required to construct or operate the project, although some additional 

parking lots would be acquired in Tacoma, to provide additional parking 

for the Project in the vicinity of Freighthouse Square. 

Community Cohesion and Connectivity 

Under the No Build Alternative (operations would continue on the Puget 

Sound Route), there would be no changes to community cohesion and 

connectivity, as no changes to the corridor or operations would occur. 

However, as described in the Transportation Discipline Report, along the 

project corridor, in the no-action condition, traffic flow at the southern atgrade intersections would continue to worsen as traffic volumes from 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 33 

increased population and employment in the area increases over the next 

10-20 years. Levels of service would worsen, and community cohesion 

and connectivity would be reduced. 

Currently there are infrequent freight trains along the Point Defiance 

Bypass route south of Lakewood station, and there is illegal use of the 

railroad right-of-way for non-vehicular purposes. With the Project, the 

increased frequency and speed of trains may slightly increase the 

perception of isolation between and within neighborhood areas due to train 

pass-bys that close intersections sequentially and which generate noise. 

The sense of separation between adjacent communities that has developed 

over time as a result of geography, land use actions and most recently, 

base security requirements may be somewhat increased. 

There would be no right-of-way acquisitions required, and therefore there 

would be no physical increase in the size or width of the rail corridor, and 

its appearance would be very similar to the existing condition. There may 

be minor effects with the Project to community connectivity during a train 

pass-by, but the Project’s grade crossing improvements may contribute to 

an improvement to connectivity. 

With the Project, there would be grade crossing improvements made at 

five locations south of the Lakewood Station: Clover Creek Drive 

Southwest (Chicago Avenue Southwest), North Thorne Lane Southwest, 

and Berkeley Street Southwest in Lakewood; 41st Division Drive at 

JBLM, and Barksdale Avenue in DuPont. The Transportation Discipline 

Report provides a complete discussion of the improvements, below is a 

summary of the improvements effects on connectivity. 

TR Junction to (and including) Bridgeport Way Southwest 

The increase of trains due to Amtrak Cascades service would not change 

the LOS at the intersection within this portion of the Project from the No 

Build Alternative conditions.44 All of the crossings north of Bridgeport 

Way Southwest have been upgraded, and efficiency and safety improved 

so disruption to community connectivity has been minimized. 

South of Bridgeport Way Southwest to Camp Murray, South to 

Nisqually Junction 

South of Bridgeport Way Southwest, the crossings would be upgraded as 

part of the Project. 

The net effect of the Project would be that 43 intersections approaches in 

the AM peak hour and 41 intersections in the PM peak hour would 

 

44 WSDOT 2011c 
September 2012 Point Defiance Bypass Project 

Page 34 Socioeconomic and Environmental Justice Discipline Report 

experience slight to no noticeable effect (a delay change of five seconds or 

less per vehicle). Three intersections in both peak hours would experience 

improved functioning (delay improvements of more than five seconds per 

vehicle). 

Only one intersection in the AM peak hour and three intersections in the 

PM peak hour would be adversely affected (delay increases greater than 

five seconds per vehicle); only one of these intersections operates 

substandard LOS F in the PM peak hour (Thorne Lane Southwest and 

Union Avenue Southwest); the increased delay would be counterbalanced 

by the reduced delays at the two Thorne Lane Southwest interchange ramp 

intersections in the Tillicum neighborhood.45

With the Project, improvements to the traffic signals at the grade crossings 

would minimize effects to the neighborhoods and reduce delays at the 

intersections. The improvements proposed for the intersections south of 

Bridgeport Way Southwest that would be upgraded as part of the Project 

would, in general, maintain or improve traffic flow. The intersection 

improvements would improve connectivity in the study area when 

compared to No Build conditions. 

The improvements at these intersections would improve the physical 

condition by providing areas where pedestrians and bicycles may safely 

wait during train pass-bys, and by providing flush-level track crossings at 

intersections. Therefore, there could be a contribution to the improvement 

of pedestrian and bicycle access across the tracks. Bringing these 

intersections to the same type of improvement as has been made for the 

Sounder extension project, north of the Lakewood station would also 

contribute to community safety along the corridor. 

During construction, the existing crossings would be open to traffic. Once 

construction is completed and during rail operation, improvements to the 

traffic control systems and intersections would improve traffic flow on the 

adjacent roadways. Overall, intersections with delay reductions outnumber 

those with delay increases. Therefore, with the Project and the proposed 

traffic improvements, community connectivity would experience a benefit. 

While there would be increased train noise levels as Amtrak trains are 

added to the corridor, the noise from train pass-bys would not be a 

significant new source of noise. With the project, there would be wayside 

horns added from Lakewood to Nisqually, like those installed with the 

Sound Transit extension of service to Lakewood. Wayside horns have a 

much lower noise effect than train-mounted horns. Although there would 

be an increase in noise levels, the noise analysis demonstrates that the 

 

45 WSDOT 2011c 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 35 

noise level effects to sensitive noise receptors would be moderate. There 

would be a corollary benefit from the use of wayside horns, which would 

be that freight trains from Lakewood to Tacoma would no longer sound 

their train-mounted horns through intersections equipped with wayside 

horns, which would reduce this particular source of noise in the 

communities. There would be no effect in community cohesion due to 

noise. 

What are the potential effects to public access and safety? 

Under the No Build Alternative the Puget Sound route would remain 

unchanged from the existing condition. Amtrak delays would continue, 

and would likely be exacerbated due to the existing conditions within that 

corridor. 

It would be expected that under the No Build Alternative, illegal use of the 

Point Defiance Bypass route right-of-way would continue, but would 

likely be more closely monitored and reduced in the portion of the corridor 

already improved by Sound Transit for the Sounder. There would be no 

improvements at intersections south of Lakewood Station and existing 

public access and safety conditions would persist. 

As fully discussed above under community connectivity and in the Public 

Services and Utilities Discipline Report, the minor traffic effects from the 

Project would also pertain to emergency service vehicles travelling across 

the corridor during construction and operation. 

According to the schedule developed adding the Amtrak Intercity and 

Cascades service to the Point Defiance Bypass Route, there would be a 

total of four of the fourteen added trains crossing north or 

southbound on the corridor during the regular school day 

(personal communication STV). It may also affect the 

ability of people to access schools and public or social 

facilities. FRA and WSDOT considered train events in 

light of school bus and other scheduled transit runs and 

there do not appear to be significant conflicts resulting 

from the current train timetables for Amtrak. 

While the Project would slightly increase the average delay (seconds per 

vehicle) at some intersections, a number of intersections would experience 

reduced delays, including reduced delays at the two Thorne Lane 

Southwest interchange ramp intersections in the Tillicum neighborhood. 

Improvements to the traffic signals at the grade crossings would minimize 

effects to the neighborhoods and reduce delays at the intersections. 

Further, proposed safety features at specific at-grade crossings would be 

improved, which would benefit both roadway and rail traffic mobility. The 

A train event means a train 

is crossing an at-grade 

roadway and the 

intersection is closed to 

traffic. The typical gate 

down period lasts from 41 to 

88 seconds depending on the 

train. 
September 2012 Point Defiance Bypass Project 

Page 36 Socioeconomic and Environmental Justice Discipline Report 

effects are expected to be minor during construction and negligible during 

operation. 

The proposed intersection and traffic signal upgrades south of Bridgeport 

Way Southwest would also improve safety at these crossings for vehicles, 

non-motorized vehicles, and pedestrians.46 As more fully discussed in the 

Transportation Discipline Report, the predicted safety ratings of the 

at-grade intersections would improve even though there would be more 

frequent train service. In conjunction with education programs such as 

Operation Lifesaver47 and safety signs, the improvement in traffic flow 

would increase safety and access at the intersections for all users. 

What are the potential economic effects? 

FRA and WSDOT examined both construction-related economic effects 

and operational-related economic effects. 

Construction-related Economic Effects 

The No Build alternative would not require any construction, and the 

Puget Sound route would remain unchanged from the existing condition. . 

Construction employment associated with the Build Alternative is 

expected to be limited and specialized. While there would be some benefit 

for employment and gross income during construction due to housing, 

food, and entertainment expenditures by construction crews, this benefit 

would be temporary and likely not significant in terms of direct or indirect 

economic benefits. 

There is no anticipated effect to local businesses due to disruption during 

construction. Most of the construction occurs within the railroad right-ofway, away from intersections. WSDOT would develop a traffic control 

plan that minimizes effects during peak travel times, and maintain access 

to businesses. Further, WSDOT would coordinate with Tacoma Rail to 

assure continued freight access during construction. 

Operation-related Economic Effects 

The No Build Alternative would remain unchanged from the existing 

condition. The No Build Alternative would not be effective in meeting the 

Purpose and Need for the project, in that Amtrak trip times would not be 

improved. Over the long term, it would be expected that the inability to 

improve trip times would lead to a long-term reduction of economic 

 

46 WSDOT 2011c 

47 Washington Operation Lifesaver 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 37 

competitiveness, which would be an adverse effect of the No Build 

Alternative. There would be no direct effects to employment. 

While not likely measurable, there may be a slight beneficial economic 

effect to the regional economy from operation of the Project due to more 

reliable passenger train service. 

Through public outreach, WSDOT received comments and questions 

about potential adverse economic effects to property values adjacent to the 

rail corridor. WSDOT conducted a literature review and synthesis of 

available studies on economic effects on value for properties located near 

a track. 48,49,50,51,52,53 One of the studies included the Sound Transit 

Tacoma to Seattle commuter rail line, but the majority of the studies were 

for other regions of the nation including Minnesota, Texas, Colorado, 

Oregon, California, Ohio, and other metropolitan areas. The studies 

looked at property value adjustments based on residential and business 

property proximity to commuter rail, high speed passenger rail, and freight 

rail; the conditions and services reflected a wide range of project 

conditions and requirements, including new right-of-way, and transitoriented development. The conclusions from these studies indicate that 

there is a marked increase in property value for residential and commercial 

property in close proximity to stations (the distance varies in the literature 

but generally within 1⁄2 mile) with high- and middle-income neighborhoods 

receiving a greater boost in value compared to low-income neighborhoods. 

Commercial properties in close proximity to stations had an increased 

value. 

Less clear from the literature are the potential effects to home values 

outside of a station and along the rail line. Generally, it appeared that 

proximity, noise and vibration were studied as potential factors, but the 

findings are not conclusive. One study indicated that there may be a 

discount for houses within approximately 984 feet of the tracks. However, 

another study indicated that the issue was nuisance noise from train horns 

and that discounts in home values was not due specifically to the 

proximity of the home to tracks. This type of effect should be somewhat 

reduced with the Project, as wayside horns would be used as a signal for 

any train running along the corridor; freight trains would no longer have to 

blow louder train mounted horns through the improved grade crossings. 

The Project is projected to increase noise at two locations on the Point 

Defiance Bypass route (Site 6M located near the at-grade railway crossing 

 

48 Cervero 2004 

49 Diaz 1999 50 Levinson 2010 51 PB 2001 52 Simons et al 2004 53 URS 2007
September 2012 Point Defiance Bypass Project 

Page 38 Socioeconomic and Environmental Justice Discipline Report 

on 108th Street Southwest, just east of the intersection of 108th Street 

Southwest and Lakewood Drive Southwest in the City of Lakewood, WA; 

and Site 16N located near the at-grade railway crossing on Bridgeport 

Way Southwest, just north of the intersection of Bridgeport Way 

Southwest and Pacific Highway Southwest in the City of Lakewood, WA). 

The moderate increase in noise at these locations would not exceed FRA 

criteria and thus would not require mitigation. The use of wayside horns 

would minimize nuisance noise while maintaining safety at crossings. In 

addition, the use of continuous welded rail would further facilitate quieter 

train pass-bys. The Project is not anticipated to affect property values, 

given that the rail corridor already exists, is used for freight and commuter 

service, and measures to minimize or eliminate noise and vibration would 

be implemented by the Project. 

The Project does not include a new station, but would relocate the Amtrak 

Puyallup Station to Freighthouse Square. The Project does not alter the use 

of that property which is committed as a station for Sounder, under legal 

agreement with Sound Transit. There may be opportunities for indirect 

economic benefits tied to the station relocation. These are further 

considered in the indirect effects section of this report. 

Tacoma Rail may experience improved access to Tacoma suppliers 

through improvements to the rail infrastructure associated with the project. 

The Project would not increase freight traffic on the Point Defiance 

Bypass route. The use of the corridor by freight is negotiated through 

agreement with the rail owner, Sound Transit. 

In conclusion, the Project is unlikely to have a direct adverse effect on 

property values, businesses or local economic conditions. 

What are the effects due to relocation and disruption? 

With the No Build Alternative, there would be no effects due to relocation 

or disruption, as there would be no changes in activities along the Puget 

Sound route. 

With the Project, FRA and WSDOT examined potential relocations and 

disruptions along the project corridor. No right-of-way acquisitions or 

relocations are required for the Project. As noted earlier, prior 

encroachments along the corridor have been resolved. 

With the Project, disruption would be limited to the temporary disturbance 

of railroad property and potential disruption of Tacoma Rail activities 

during construction. WSDOT will coordinate with Tacoma Rail to 

maintain continued freight access during construction and limit disruption 

to Tacoma Rail activities. Given that most of the construction occurs 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 39 

within the railroad right-of-way, away from intersections, there would be 

no anticipated effect to local businesses due to disruption during 

construction. 

Project elements include relocation of the Tacoma Amtrak Station 

currently located at Puyallup Avenue East to the Tacoma Dome Station at 

Freighthouse Square in Tacoma. Additional improvements to the 

Freighthouse Square building and surrounding area may be necessary as 

part of the Project. Relocation to Freighthouse Square would have minor 

effects during construction due to expansion of the platform, 

reconfiguration of the building, and street and parking improvements. All 

improvements would be ADA-compliant. Operationally, there may be a 

slight beneficial effect for transit and rail passengers because adding 

Amtrak service to Freighthouse Square would improve multi-modal 

connectivity to Sound Transit’s Sounder commuter rail, Sound Transit, 

Pierce Transit, and Intercity Transit buses, and Tacoma Link. 

The operation of the Project is not anticipated to result in disruptions to 

Tacoma Rail or local businesses. 

Environmental Justice 

FRA and WSDOT examined the potential effects on EJ populations from 

the perspective of social elements (community cohesion, community 

connectivity, economics, and public access and safety) as well as from the 

results of the other discipline reports. A detailed explanation of each 

element and associated effects as it relates to EJ populations is provided in 

this report. 

What are the potential project effects on environmental 

justice populations? 

No Build Alternative 

Existing EJ conditions would persist under the No Build Alternative. The 

No Build Alternative would remain physically unchanged from the 

existing condition along the Puget Sound route. Air quality conditions 

would remain unchanged, and no effects are expected. EJ communities 

near Tacoma could be affected in terms of connectivity from delays of 

train movement along the Puget Sound route, as congestion along the 

route continues to grow. 

Over time, the no-action conditions along the Point Defiance Bypass route 

would continue to result in increased traffic delays and the related 

reduction in connectivity and isolation. This would affect all communities 
September 2012 Point Defiance Bypass Project 

Page 40 Socioeconomic and Environmental Justice Discipline Report 

along the corridor, including the Tillicum and Nyanza communities, which 

are identified as EJ communities. 

Build Alternative 

As noted in the methods section, if the Project is likely to result in direct 

adverse effects, then the analysis requires a determination whether there 

are disproportionately high and adverse effects on EJ populations. Using 

the specific discipline reports prepared for the Point Defiance Bypass EA, 

FRA and WSDOT sought to determine whether the anticipated effects 

may be experienced differently for minority and low-income populations 

than for the community as a whole. The determination of a 

disproportionate effect is made considering where the effect: 

- is predominately borne by a minority population and/or a lowincome population; or 

- will be suffered by the minority population and/or low-income 

population and is appreciably more severe or greater in magnitude 

than the adverse effect that will be suffered by the nonminority 

population and/or non-low-income population. 

The section below summarizes resource specific effects and if the effect 

would be considered a disproportionately high and adverse to EJ 

populations. 

Transportation – Minor benefits (intersection improvements) and minor 

disruptions (queues at some intersections increasing) are associated with 

operation of the Project. However, overall the Project would result in more 

intersections with delay decreases than delay increases. The transfer of 

passenger rail service from the existing BNSF main line route to the Point 

Defiance Bypass route may decrease traffic congestion along the existing 

BNSF main line route. This may result in a negligible benefit to persons 

living along the Puget Sound route. These transportation related effects 

would affect low-income and minority populations, however the effects 

would not be appreciably more severe or greater in magnitude than the 

effect on non-minority or non-low-income populations in the vicinity of 

the project. 

Air Quality –All air quality conditions were considered, and the Project 

would not result in a violation of the National Ambient Air Quality 

Standards. For the with-Project condition, Mobile Source Air Toxics 

(MSATs) were considered closely for potential effect on EJ populations, 

because the with-Project condition would add 14 diesel-powered train 

trips to the project corridor, which would not operate on the project 

corridor with the No Build Alternative. The MSAT evaluation indicates 

that there would be no significant contribution to MSAT emissions and 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 41 

there would be no significant effect for any portion of the corridor, and 

thus no disproportionate effect on EJ populations. 

Noise and Vibration-Noise affected criteria are determined based on the 

type of use (e.g. tracts of land where quiet is an essential element of the 

intended use; residences and buildings where people normally sleep; and 

institutional lands with primarily daytime and evening uses, such as 

schools, libraries, theaters, and churches), existing noise levels, and the 

Project’s contribution (additional information provided in the Noise and 

Vibration Discipline Report). Minority and low-income populations would 

experience moderate project related noise effects at two noise monitoring 

sites. Moderate noise effects are predicted at Site 6M and Site 16N. Site 

6M is located near the at-grade railway crossing on 108th Street 

Southwest, just east of the intersection of 108th Street Southwest and 

Lakewood Drive Southwest in the City of Lakewood, WA. Site 16N is 

located near the at-grade railway crossing on Bridgeport Way Southwest, 

just north of the intersection of Bridgeport Way Southwest and Pacific 

Highway Southwest in the City of Lakewood, WA. Both sites exhibit a 

high percentage of minority and low-income population present. 

The moderate increase in noise is due to the project component of wayside 

horns. Wayside horns have a significantly lower noise signature than trainmounted horns and focus the audible safety warning to the intersection 

traffic as opposed to the broadcast sound generated by a train-mounted 

horn. The use of wayside horns significantly reduces the number of 

properties potentially affected by the Project. The noise increases would 

be similar to those for the project corridor south of Lakewood station, 

where the project includes wayside horns, and north of Lakewood station, 

where Sound Transit has already evaluated effects and installed wayside 

horns. Noise effects would not require mitigation. The conditions would 

be similar along the corridor, with similar treatment to all populations 

living along the Point Defiance Bypass route. 

The transfer of passenger rail service from the existing BNSF main line 

route to the Point Defiance Bypass route may decrease noise along the 

existing BNSF main line route. This may result in a negligible benefit to 

persons living along the Puget Sound route. 

As reported in the Noise and Vibration Discipline Report, with the Project, 

there would be vibration effects at two receptors.54 The two receptor sites 

where potential vibration effects would be above the FTA vibration 

affected criteria of 80 VdB are also identified as areas with a high 

percentage of minority/ethnic and low-income populations. Site 3 is 

located at the south end of Kline Street Southwest and Site 11 is located 

 

54 WSDOT 2011f 
September 2012 Point Defiance Bypass Project 

Page 42 Socioeconomic and Environmental Justice Discipline Report 

on the south side of Union Avenue Southwest. These sites also exhibit a 

high percentage of minority populations present. These populations would 

experience minor vibration effects under the Build Alternative. Additional 

effects resulting from a 3 VdB or more increase over the existing vibration 

levels in the corridor shared with Sound Transit Sounder service 

(Lakewood Station to TR Junction) were predicted at Sites 2, 4, 5 and 10. 

With respect to vibration effects, avoidance would be achieved with track 

treatments that reduce or eliminate vibration, reducing vibration effect to 

be below the FTA vibration affected criteria as recommended in the Noise 

and Vibration Discipline Report.55

The noise and vibration related effects would affect low-income and 

minority populations, however the effects would not be appreciably more 

severe or greater in magnitude than the effect on non-minority or non-lowincome populations in the vicinity of the project. 

Hazardous Materials – No adverse construction or operational effects are 

anticipated. If encountered during construction, the presence of 

contaminated soil or groundwater could result in public health or 

environmental effects, however the Project would employ standard 

measures that help avoid, control, and manage potential effects from 

hazardous materials during construction. These effects would not be 

appreciably more severe or greater in magnitude than the effect on nonminority or non-low-income populations in the vicinity of the project. 

Other Social Elements 

Connectivity and Cohesion – When compared to the No Build, the Project 

does not split or isolate areas, generate new development, or separate 

neighborhoods from services. The Tillicum, Woodbrook, and Nyanza 

neighborhoods would continue to experience some isolation because of 

the lack of existing non-vehicular pathways and trails. The operation of 

the Project may increase residents’ sense of isolation in a few 

neighborhoods during train pass-bys, which would be very short in 

duration. However, overall the Project would result in more intersections 

with delay decreases than delay increases. Therefore, with the Project and 

the proposed traffic improvements, community connectivity would 

experience a minor benefit. 

Effects to community connectivity and cohesion would not be appreciably 

more severe or greater in magnitude than the effect on non-minority or 

non-low-income populations in the vicinity of the project. 

 

55 WSDOT 2011f
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 43 

Economic – When compared to the No Build Alternative, the Project 

would not cause changes in employment or the local economy. It is also 

not anticipated to affect property values given that the rail corridor already 

exists, is used for freight and commuter service, and measures to minimize 

or eliminate noise and vibration will be implemented by the Project. There 

would be no construction or operation effects resulting in disruption to 

Tacoma Rail or local businesses. No relocation of businesses or residences 

is proposed by the project, with the exception of the Amtrak Station. 

Relocation of the Amtrak Station to Freighthouse Square would allow 

connection to Amtrak from other transit services without the use of a 

personal vehicle, a benefit to the community. The economic effects to EJ 

populations within would not be appreciably more severe or greater in 

magnitude than the effect on non-minority or non-low-income populations 

in the vicinity of the project. 

Public Access and Safety –No public services would be displaced by the 

Project, and services would continue to be available to individuals in the 

study area. Operational effects would be similar for all the public service 

sectors, including schools, emergency services, access to medical centers 

and government offices, and transit. The most common effect is 

intersection traffic delays due to the addition of the Amtrak service, which 

could delay public services. 

Public access and safety near to the neighborhoods of Tillicum, 

Woodbrook, Nyanza and DuPont would be improved because of signaling 

and intersection improvements. There would be minor effects to public 

access in the Tillicum, Woodbrook, and Nyanza neighborhoods, but the 

five at-grade crossings that would be improved would also be safer for 

pedestrian and bicycle crossings. 

In the existing condition there is occasional illegal use of the railroad 

right-of-way as a path; the Project would not formalize a public use of the 

rail corridor for safety reasons. However, because of the safety issue 

related to the illegal use of the railroad right-of-way as a pedestrian trail, 

WSDOT has and will implement a public outreach program that includes 

outreach to LEP populations.56 WSDOT would also implement the track 

safety program Operation Lifesaver throughout the study area. The 

proposed minimization procedures for public access and safety reduce the 

public access and safety effects for all in the study area, including EJ 

populations. 

 

56 WSDOT 2011e 
September 2012 Point Defiance Bypass Project 

Page 44 Socioeconomic and Environmental Justice Discipline Report 

Environmental Justice Effect Finding 

The construction and operational effects of the Project as described above 

would affect low-income and minority populations in the study area. FRA 

and WSDOT examined whether or not the effects on the EJ populations 

would be disproportionate. The agencies determined that there are 

sufficient offsetting benefits to improved traffic flow and safety as well as 

minimization measures to address direct effects from noise and vibration 

at specific locations along the Point Defiance Bypass route. FRA and 

WSDOT found that these effects would not be appreciably more severe or 

greater in magnitude than the effect on non-minority or non-low-income 

populations in the vicinity of the project. Therefore, no disproportionately 

high or adverse effect on EJ populations would result from the Project and 

the Project is consistent with the requirements of Executive Order 12898 

and the USDOT Environmental Justice Order, as it is supported by Title 

VI of the Civil Rights Act. 

Are there indirect effects on socioeconomic or 

environmental justice? 

The redevelopment near Freighthouse Square would generally take place 

in the existing footprint of vacant lots or renovating existing buildings and 

would not affect community characteristics, cohesion or connectivity. 

Construction could provide some short-term employment and commercial 

development could provide longer term jobs to community members in the 

study area. 

EJ communities in the vicinity of Freighthouse Square and could benefit 

from improved transportation access. Redevelopment could provide a 

minor beneficial indirect effect to EJ communities. 

Are there cumulative effects related to socioeconomic or 

environmental justice? 

Cumulative effects are the sum of a project’s direct and indirect effects on 

a particular resource, combined with the past, present, and future effects of 

other human activities on that same resource. The result is the expected 

future condition (typically 30 years into the future) of the resource. The 

cumulative effects study area is generally larger than a project’s study area 

to capture effects distant in space and time from a project. The cumulative 

effects study area for the Project is Pierce County. The time line for the 

cumulative effects ends in 30 years from proposed construction, which is 

2043. 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 45 

Reasonably Foreseeable Actions 

Reasonably foreseeable actions are projects likely to be constructed during 

the cumulative effects time period that are likely to influence future 

conditions. There would be many projects constructed by the public and 

private sectors that would be part of the trend of development for an area, 

so only projects that are likely to have a measurable effect are identified 

for the cumulative effects analysis. A list of reasonably foreseeable future 

actions is provided in the Land Use Discipline Report. 

Reasonably foreseeable future actions related to transportation projects in 

the study area include construction of the Cross-Base Highway (SR 704) 

and improvements to alleviate congestion around the military installations 

of Camp Murray and JBLM. These improvements include moving the 

Camp Murray main gate to the vicinity of Portland Avenue and Boundary 

Street, and the potential Berkeley Street Southwest overpass project. 

Cumulative Effects on Social Elements (Including Environmental 

Justice) 

FRA and WSDOT considered the Project’s anticipated direct and indirect 

effects on social elements including environmental justice populations to 

evaluate whether the project contributes to any adverse cumulative effects. 

For most of the social elements (community character & cohesion, 

relocation/disruption, environmental justice), FRA and WSDOT found no 

contributions to cumulative effects. 

Connectivity in the study area north of Bridgeport Way Southwest would 

be unchanged by the Project and any other reasonably foreseeable future 

action; Sound Transit has already installed wayside horns that reduce train 

noise in all communities between Tacoma and Lakewood. South of 

Bridgeport Way Southwest, construction of the Cross-Base Highway and 

moving the Camp Murray main gate would improve connectivity by 

relieving congestion. Improvements as part of the Camp Murray Gate 

Relocation would divert traffic away from the Berkeley Street Southwest 

interchange to the North Thorne Lane Southwest interchange thus 

alleviating congestion at Berkeley Street Southwest. In conjunction with 

the Project’s intersection and signaling improvements, the result would be 

a slight beneficial contribution to the cumulative effect on community 

connectivity. 

The Tillicum, Woodbrook, and Nyanza neighborhoods have a long history 

of isolation due to the geographic and land use patterns around them. 

Neighborhood areas lack walkways and bike paths except for the travel 

lane and there are few entry/exit points to the neighborhood areas. 

Occasional, illegal pedestrian use of the railroad tracks as a trail is a safety 

concern. The future projects to improve mobility in the area (i.e., SR-704 
September 2012 Point Defiance Bypass Project 

Page 46 Socioeconomic and Environmental Justice Discipline Report 

and improvements around the military installations) would not improve 

connectivity within neighborhoods, but may enhance connectivity between 

neighborhoods. The lack of connecting streets and non-motorized 

pathways in the Tillicum, Woodbrook, and Nyanza neighborhoods, 

combined with increased train activity with the Project, would result in a 

minor contribution to the isolation associated with the cumulative effects 

of past and present land use and transportation patterns in these areas. 

Consistent with NEPA guidance57, FRA and WSDOT reviewed past 

project proposals to see where similar concerns have been addressed. For 

example, measures to improve local mobility and non-motorized access 

are discussed in the JBLM Growth Coordination Plan, and several other 

local and regional planning efforts. The Cross-Base Highway (State Route 

704) environmental documents contain possible measures to improve 

bicycle and pedestrian mobility in this area. Federal, state, and local 

entities are engaged in efforts to improve transportation modes including 

non-motorized access through the area. 

 

57 CEQ 1997 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 47 

Chapter 6 – Recommended 

Minimization Measures 

As described in Chapter 5, the construction and operation of the Project 

would not have a significant adverse effect on socioeconomics and EJ 

requiring mitigation, effects associated with construction activities and 

Project operation would be reduced by minimization measures associated 

with other resources. 

The Project includes improvements to at-grade crossings, such as 

replacement of traveling surfaces, upgrades to traffic signal systems, and 

increased or improved roadway approaches to the track. These 

improvements would provide a benefit to the communities in the study 

area by improving public safety and traffic flow. 

The construction of the project would have minor, temporary effects on 

mobility or access to neighborhoods or services in the study area. During 

construction of the Project, there may be lane closures at grade crossings, 

which would temporarily affect traffic flow. WSDOT is committed to 

minimizing lane and grade crossing closures during construction in order 

to maintain traffic flow. 

With respect to noise and vibration effects, minimization and avoidance 

would be achieved with wayside horns that are quieter than train mounted 

horns and track treatments that reduce or eliminate vibration. Track 

treatments reduce the vibration effect to below the FTA vibration impact 

criteria as recommended in the Noise and Vibration Discipline Report.58

To minimize effects related to community connectivity related to the 

Project, WSDOT has committed to implementing the education program 

Operation Lifesaver, and is conducting outreach to the community 

including an emphasis on reaching non-English speaking (LEP) 

populations using alternative methods.59 The proposed minimization 

measures for public access and safety reduce the public access and safety 

effects for EJ populations. 

 

58 WSDOT 2011f 59 WSDOT 2011e 
Point Defiance Bypass Project September 2012 

Socioeconomic and Environmental Justice Discipline Report Page 49 

References 

American FactFinder 2010. U.S. Census Bureau. Accessed at 

http://factfinder2.census.gov/main.html in August 2011. 

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Census 2010. US Census Bureau, 2010 Census. Accessed at 

http://2010.census.gov/2010census/ in August 2011. 

Cervero, 2004. Cervero, Robert. “Effects of Light and Commuter Rail 

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Transportation Research Forum, Journal of the Transportation 

Research Forum, Vol 43, No 1 (Spring 2004), pp. 121-138. Accessed 

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