Appendix M: 

Visual Quality

Discipline Report

Point Defiance Bypass 

Project

Visual Quality

Discipline Report

September 2012

Point Defiance Bypass Project September 2012

Visual Quality Discipline Report Page i

Table of Contents

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

What are visual resources, and why are they evaluated? ............................................................ 1

What are the visual resources in the study area?......................................................................... 1

What are the Project’s effects on visual resources?..................................................................... 2

What are likely visual quality effects for train passengers? .......................................................... 3

Would the Project result in any significant effects to visual quality?............................................. 4

What are the recommended minimization measures? ................................................................. 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?.......................................................................... 6

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 report? .................................................................................................. 10

How was the study area defined? .............................................................................................. 10

How was the information collected?........................................................................................... 10

How were visual effects of the Project evaluated? ..................................................................... 11

Chapter 3 – Studies and Coordination ............................................................................................ 13

What regulations and guidance apply? ...................................................................................... 13

What studies and coordination were used in the visual quality analysis?................................... 13

Chapter 4 – Affected Environment .................................................................................................. 15

What are typical views in the study area? .................................................................................. 15

What characteristic views are typical of the study area?............................................................ 16

Chapter 5 – Project Effects ............................................................................................................. 41

What are the effects from the No Build Alternative on visual quality? ........................................ 41

What are the effects from the Project on visual quality?............................................................. 41

What are likely direct effects to visual quality for viewers near the Project?............................... 42

What are the potential visual quality direct effects for specific locations? .................................. 46

What effects can be expected to visual quality for train passengers? ........................................ 49

Would the Project result in any significant effects to visual quality?........................................... 50

Would the Project result in any indirect or cumulative effects to visual quality? ......................... 50

Chapter 6 – Recommended Minimization Measures....................................................................... 53

Can visual effects be reduced as part of the Project? ................................................................ 53

Chapter 7 – References .................................................................................................................. 55
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List of Exhibits

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

Exhibit 2. Key Viewpoints from Adjacent Properties in the Study Area ........................................... 17

Exhibit 3. Key Viewpoint P1 – Freighthouse Square....................................................................... 19

Exhibit 4. Key Viewpoint P2 – Southgate Elementary School......................................................... 21

Exhibit 5. Key Viewpoint P3 – Nyanza Single-Family Residential Neighborhood; Key Viewpoint P4 

– Gravelley Lake Townhomes; Key Viewpoint P5 – Union Avenue Southwest Mixed Residential 

Neighborhood.................................................................................................................................. 23

Exhibit 6. Key Viewpoint P6 – DuPont Multi-Family Residential ..................................................... 28

Exhibit 7. Key Viewpoint R1 – South 74th Street (City of Tacoma)................................................. 30

Exhibit 8. Key Viewpoint R2 – 100th Street Southwest (City of Lakewood) Key Viewpoint R3 –

108th Street Southwest (City of Lakewood).................................................................................... 32

Exhibit 9. Key Viewpoint R4 – North Thorne Lane Southwest (City of Lakewood).......................... 35

Exhibit 10. Key Viewpoint R5 – Berkeley Street Southwest (City of Lakewood) ............................. 37

Exhibit 11. Barksdale Avenue (aka DuPont-Steilacoom Road, City of DuPont).............................. 39
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Summary

What are visual resources, and why are they evaluated? 

Visual resources include the views and scenery that might be affected by 

the Project. People care about the way places look, and potential changes 

to scenery are considered as part of the environmental review for 

transportation projects.

Visual effects analysis for a project considers several factors:

• How much would views change if the project is completed?

• Would changes to the scenery be compatible with the current 

conditions, or would they reduce the quality of a view?

• How sensitive would viewers be to the proposed changes?

The visual quality analysis evaluates the likely positive or negative effects 

of a project. Where there are negative effects, the analysis also identifies 

possibilities for minimization—ways to reduce or eliminate those effects. 

What are the visual resources in the study area?

The landscape setting for the study area is visually diverse. The setting 

includes urban and industrial areas, suburban residential neighborhoods, 

parks and schools, undeveloped areas and the region’s largest military 

base. 

Roads, open space, and crossing 

signals are typical visual elements 

along the railroad corridor.

Some views in the study area are 

developed, including commercial 

buildings and other urban elements.
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The study area itself is a narrow railroad corridor, located adjacent to 

major arterials through Tacoma, then adjacent to Interstate 5 (I-5) further 

south. The railroad corridor is typically cleared, and includes tracks 

supported by ties and a gravel base. In some locations the corridor is 

wider, and may include multiple sets of tracks, along with maintenance or 

storage areas. The edge of the railroad corridor is sometimes fenced with 

chain link fencing. Where the tracks cross roads there are typically 

warning lights, signs, and gates. Generally, the railroad corridor is a minor 

element in the broader landscape, and often would go unnoticed unless a 

train is passing by. When trains are present they are a conspicuous and 

compelling part of the view. 

A second part of the study area is the current alignment of the Amtrak 

route, which generally follows the shoreline of Puget Sound from 

Commencement Bay to the Nisqually Delta. Comparison views from the 

current Amtrak route with the views from the Project route is a part of the 

visual effects analysis.

What are the Project’s effects on visual resources?

The Project would be viewed by occupants of nearby homes, businesses, 

schools, and similar facilities, as well as travelers along nearby roads.

Train passengers would also be viewers of the Project, and the evaluation 

considers whether the Project would improve or detract from views from 

the train. 

Typical visual elements that may be included in the Project are railroad tracks and 

trains. They become more prominent in the view the closer they are to viewers.

If the Project is constructed, many physical features of the rail corridor 

would look different than they do today. Some of those changes may be 

considered positive, and some may be considered negative. 

The visual quality analysis considers three types of effects: construction 

effects; physical effects; and operational effects:
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• Construction effects reflect the temporary effects of activities 

necessary to build a project. Construction effects for the Project

would likely be minor, and would not affect any single location 

along the tracks for a long period of time. 

• Physical effects include elements such as new railroad tracks, 

gates and signals at road crossings, and larger built elements such 

as maintenance areas or station improvements. Physical effects to 

scenery would be minor. Changes to the rails, crossings, and 

similar elements would be inconspicuous, and in most locations the 

view following completion of the Project would be nearly identical 

to the view today. 

• Operational effects would include the effects of trains using the 

tracks along with activities such as periodic maintenance.

Operational changes would likely have the most visual effect along 

the corridor. Although trains are present only for a short time, they 

are very prominent in the view. If the Project is completed there 

would be more trains on the line, they would move at higher 

speeds, and they would be passenger rather than freight trains. The 

additional trains would be visually prominent, and have a negative 

effect on privacy for occupants of buildings adjacent to the rail 

line. 

Train tracks make up a fairly small part of the overall view, even when viewed from 

close up. Trains are quite large, and can be a prominent element in a view.

What are likely visual quality effects for train passengers?

The current route offers a scenic ride for passengers along the shoreline of 

Puget Sound. Views from the train if the Project is constructed would have 

a much different character, with more views of developed landscapes, I-5, 

and urban commercial neighborhoods. Overall, the visual quality of the 

traveler experience on the passenger railroad system would be of 

substantially lower quality through the study area.
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Would the Project result in any significant effects to visual 

quality?

Although the Project would have some negative effects to visual quality, 

no significant effects are anticipated. The most substantial effects would 

be associated with additional train traffic. When trains pass by there would 

be effects to privacy and scenery for neighboring residents. Operational 

effects are not considered significant in this case because of their short 

duration, and the limited number of residential areas located near the 

tracks. 

What are the recommended minimization measures?

Minimization includes actions that could be taken as part of the Project to 

reduce or eliminate visual effects. Overall, the effects to visual quality are 

expected to be minor, and do not require minimization. Minimization

recommendations include:

• Maintain existing vegetation at the edge of the railroad right-ofway. In many locations, existing vegetation partially screens the 

rail line. Maintaining this vegetation would reduce the visibility of 

trains during the operation of the Project.

• Enhance vegetative buffers where the rail line is adjacent to 

residential and institutional properties. In a few locations, it may be 

possible to enhance screening by adding natural vegetation at the 

edge of the railroad corridor to screen trains from occupants of 

neighboring properties. 
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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.1 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...”2.

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 

with the use of an existing transportation corridor and associated 

infrastructure, rather than creating a new corridor. 

 1 The three owners of the project corridor are Sound Transit, Tacoma Rail, and BNSF. 2 WSDOT 2009
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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 project 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. 

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 
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Visual Quality Discipline Report Page 7

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 

Way SW (Rail MP 10.4) and Clover Creek Drive SW (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 I-
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5/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.
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Exhibit 1. Build Alternative Components
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Chapter 2 – Methodology

What is included in this report? 

This report covers visual quality for the Project. This analysis compares 

how the landscape would be expected to look without the Project to how it 

would be expected to look if the Project is constructed. Based on the 

differences between the current and expected future visual character of the 

study area, this analysis evaluates the likely effects (either positive or 

negative) of the Project on visual quality, and identifies possibilities for 

minimization, or ways to reduce or eliminate possible negative effects. 

How was the study area defined?

The Project is located on an existing rail corridor starting at TR Junction 

located near the Puyallup River and ending just north of the Nisqually 

River. The Project is located within Pierce County and traverses through 

JBLM and the cities of Tacoma, Lakewood, and DuPont. 

The potential study area for a visual quality study generally includes the 

entire area that the project can be seen from, whether it is a few yards or a 

few miles away. For the Project, the potential changes to the scenery are 

relatively small, and the visual effect analysis considered the area within 

approximately one-half mile from the tracks. For viewpoints looking 

towards the tracks, the emphasis of the study was on viewpoints even 

closer than a half-mile, generally between 20 and 100 feet.

A second element of the visual resources analysis was to evaluate changes 

to views from passengers on the Amtrak trains, which would change 

routes if the Project moves forward. For this aspect of the analysis, the 

study area also included the viewshed from the current Amtrak route for 

comparison with the proposed route. 

How was the information collected?

Using techniques including aerial photo review and site visits, the process 

for evaluating visual effects first identified the locations where viewers 

would likely experience the most visible change. Based on these locations, 

a range of individual viewpoints was selected that illustrates the typical 

types of changes that would accompany the Project if it was constructed. 

Photographs were taken from these viewpoints, and the likely changes to 
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Visual Quality Discipline Report Page 11

the scene are described. While not every change in scenery along the 

Project is captured in a viewpoint, the viewpoints are intended to be 

representative of the types of changes that would be experienced 

throughout the study area, and the change in visual quality from a location 

not analyzed as a viewpoint can generally be understood by comparing it 

to a similar viewpoint. 

As a secondary method of analysis, each viewpoint was given a numerical 

evaluation of visual quality based on a methodology from the Federal 

Highway Administration Visual Impact Assessment for Highway Projects.

2

This methodology is intended to reduce the subjectivity of visual analysis 

by providing numerical ratings to views that can be used when comparing 

current and anticipated future conditions. This methodology is described 

in detail in Attachment A. 

How were visual effects of the Project evaluated?

The analysis of potential visual effects evaluates a few important factors 

that influence how viewers experience scenery. The first is the magnitude 

of change expected. It considers the question: How different would the 

landscape look if the project were completed? The second is the visibility 

or prominence of the changed scenery. This factor asks the question: How 

clearly would people be able to see the changes in the scenery? The third 

factor considers the likely viewers of the project. This evaluates questions 

like: How sensitive are viewers likely to be to a change in the scenery?

The first purpose of a visual quality analysis is to clearly describe likely 

changes to the scenery if a project is constructed. As much as possible this 

descriptive function is intended to allow reviewers to clearly understand 

the potential changes and make an informed judgment about the character 

and magnitude of the change. The second purpose of the analysis is to 

evaluate the severity of potential effects and draw a conclusion whether 

the likely effects are environmentally significant. 

The analysis of potential visual effects is primarily qualitative. Visual 

effects are difficult to describe and evaluate numerically, so an accurate 

description is an important basis for evaluating the quality of current and 

expected future views. This is especially true for a project such as the

Project, where the setting is already developed as a transportation facility 

and the changes proposed are relatively minor in most of the study area. 

In addition to the qualitative evaluation of potential effects, a quantitative 

method of effect analysis was also used to maintain consistency with other 

transportation projects and validate the qualitative analysis. This method 

evaluates the quality of the existing view and the likely future view using 
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numerical rankings for the visual characteristics of vividness, intactness, 

and unity. 

The visual character of the study area was assessed through site visits 

(June 2011) and a review of aerial photographs, design plan sheets 

prepared for the Project, and topographic maps.

In addition to a review of the entire project corridor, 12 key viewpoints 

were chosen to evaluate the existing conditions of the study area (see

Exhibit 2). The viewpoints were selected because of their key location 

within the study area, or they represented an area of potential effects, 

and/or represented a land cover type (e.g. commercial or residential area).
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Chapter 3 – Studies and Coordination

What regulations and guidance apply?

Visual quality is a required subject area of NEPA and SEPA as part of the 

potential effects to the human environment. Following are the federal and 

state regulations that address the effects of transportation projects on 

visual resources and aesthetics. 

Federal Regulations

• NEPA, 42 USC Section 4231-4335; Section 101(b)(2)

• Council on Environmental Quality (CEQ); 40 CFR 1500-1508

• Section 4(f) of the Department of Transportation Act, 49 USC 

303(b)-303(c)

State Regulations

In addition to federal regulations, several state regulations address visual 

quality and aesthetics, including:

• SEPA (Chapter 197-11 WAC, Chapter 43.21C RCW)

• Transportation Commission and Transportation Department State 

Environmental Policy Act Rules (Chapter 468-12 WAC)

Local Regulations

In addition to the federal and state regulations and guidance, local policies 

were also reviewed for relevance, including Pierce County’s 

Comprehensive Plan. 

Other Guidance

While not a regulation, WSDOT’s Environmental Procedures Manual,

Chapter 458, and associated website information provides guidance on the 

content and analysis that should be contained within a visual quality 

discipline report. 

What studies and coordination were used in the visual 

quality analysis?

A previous study of the potential visual quality effects of the Project was 

completed in 2007. Since that time some elements of the Project have 
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changed, and the methodology for evaluating visual effects was modified 

to some extent to reflect the specific types and scale of effects that might 

be expected if the Project was constructed. 

The previous study included an analysis of seven of the viewpoints that 

are also included in this report, and much of the previous analysis for 

those viewpoints is carried over here. The earlier report relied more 

heavily on the Federal Highway Administration’s methodology for 

evaluating effects, so some additional analysis was completed for the 

earlier report to expand the narrative description of the possible effects at 

those viewpoints. 
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Chapter 4 – Affected Environment

What are typical views in the study area?

The Landscape Setting

The study area, from the north terminus in Tacoma and extending south 

almost to the Nisqually River Delta, is a diverse and complex landscape. It 

includes urban and industrial settings, suburban residential areas, parks 

and schools, undeveloped areas and the region’s largest military base. 

Developed areas are interspersed with forested hillsides and occasional 

grassy fields. The topography is rolling and hilly, occasionally opening up 

into a wider valley bottom, and then narrowing again between forested 

hillsides. 

At the northern end of the study area the landscape is mostly urban and 

commercial, with warehouses, businesses, and light manufacturing 

facilities being the most typical land uses. Further south, the landscape 

becomes more varied, with commercial areas interspersed with residential 

areas, golf courses, parks, and schools. JBLM includes open space, and a 

mixture of residential and working military areas. 

The Project Corridor

The Project follows a narrow corridor through the broader landscape, 

adjacent to major arterials through Tacoma, and then I-5 further south. 

The area maintained and operated as part of the railroad is typically 

cleared of major vegetation, and includes tracks supported by railroad ties 

and a gravel bed. In some areas the railroad area is larger, with several sets 

of tracks and area for maintenance or storage activities. The railroad 

corridor is sometimes fenced with chain link fencing. Where the tracks 

cross roads there are structures including warning lights, signs, and gates.

In many areas the railroad corridor is inconspicuous when trains aren’t 

present; it is simply a narrow clearing in the surrounding vegetation with 

tracks and ties. The railroad corridor is most conspicuous when trains are 

present, although train traffic is currently limited to a few trips per day.
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The railroad tracks and associated facilities have been present in the 

regional landscape for over 100 years, and they are a familiar feature in 

the landscape. A typical cross section of the Project includes single or 

double railroad tracks, the supporting rock ballast and vegetated right-ofway; warning signals, such as warning lights, crossbucks, and/or gates, are 

located at roadway crossings along the rail corridor.

Views of the railroad tracks and associated facilities would primarily be 

from residents who live near the tracks or view the tracks when crossing 

the rail line, and drivers on I-5. Road (at-grade) crossings are the most 

apparent feature both when in use (with flashing signals and/or gates) and 

not in use. At-grade crossing improvements would include the related 

crossing gates, crossing signs and “signal houses” (small square structures 

that control switches and crossing guards).

What characteristic views are typical of the study area? 

As part of the visual effects analysis, a series of specific viewpoints were 

selected (see Exhibit 2) for use as examples of the types of views that are 

typical today and that illustrate the changes that would likely occur if the 

Project is developed. The current conditions at these viewpoints are 

described in this chapter, and the anticipated changes to the views from 

these locations are described in Chapter 5. The viewpoints were chosen 

both because they represent a range of different conditions in the study

area, and also because viewers at these locations are likely to experience 

the most substantial change from current conditions to future conditions if 

the Project is constructed. The viewpoints are described in two groups. 

The first set of viewpoints is from land uses with a view of the project 

corridor. The second set of viewpoints includes locations where drivers on 

roads in the study area would experience changes to the view at road 

crossings.
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Exhibit 2. Key Viewpoints from Adjacent Properties in the Study Area
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Views to the Railroad Tracks 

These viewpoints describe the views to the railroad tracks at selected 

locations in the study area. These locations are often not visible from 

public places, but are visible from locations where viewers may be 

sensitive to railroad activities, such as homes and schools. 

Key Viewpoint P1 – Freighthouse Square

Freighthouse Square is located in downtown Tacoma in a commercial and 

industrial neighborhood near the Tacoma Dome. The building itself is a 

historic railroad-related building that has been adapted as a retail 

marketplace. The building is quite large, with the appearance of a 

warehouse or industrial facility compatible with the surrounding 

neighborhood.
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Exhibit 3. Key Viewpoint P1 – Freighthouse Square
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Freighthouse Square

Key Viewpoint P2 – Southgate Elementary School

Southgate Elementary School is located between Rail MP 11.7 and Rail 

MP 11.9, and looks towards the railroad tracks which are located along the 

back of the school. The railroad tracks run parallel to the school’s back 

fence, some classrooms, a soccer field, and a covered play area. The tracks 

are located approximately 50 feet from the school fence, with commercial 

buildings, equipment and lumber storage in the background. Views from 

the school are not screened. The railroad right-of-way is wide in this 

location, and the area appears to be used for storage and railroad-related 

work.
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Exhibit 4. Key Viewpoint P2 – Southgate Elementary School
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The railroad tracks are prominent through the play yard fence of Southgate

Elementary School.

Key Viewpoint P3 – Nyanza Single-Family Residential Neighborhood

The Nyanza single-family residential neighborhood is located between 

Rail MP 9.6 and Rail MP 10.1 between Glenwood Avenue Southwest and 

Beverly Drive Southwest, just south of Clover Creek Drive Southwest and 

just north of Exit 25 off I-5. The railroad tracks are located approximately 

40-50 feet from the homes’ backyards and approximately 80-200 feet from 

the actual residences. Most homes in this neighborhood are well screened 

from the tracks by trees and vegetation although there are a few exceptions 

where the tracks are clearly visible from the residence. Views beyond the 

railroad are to the backs of commercial buildings facing Pacific 

Avenue Southwest. 
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Exhibit 5. Key Viewpoint P3 – Nyanza Single-Family Residential Neighborhood; 

Key Viewpoint P4 – Gravelley Lake Townhomes; 

Key Viewpoint P5 – Union Avenue Southwest Mixed Residential Neighborhood
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Tracks are prominent from the rear yards of homes in Nyanza neighborhood. The 

buildings beyond are the backs of commercial buildings.

Key Viewpoint P4 – Gravelly Lake Townhomes

The Gravelly Lake Townhomes are located adjacent to the railroad tracks 

at Exit 124 off I-5, between Rail MP 9.3 and Rail MP 9.4 (see Exhibit 5). 

The complex includes six buildings; five have direct or partial views 

towards the railroad tracks. The closest buildings are approximately 40 

feet away from the railroad line, separated by lawns and a six-foot high 

screening fence. The railroad lines themselves are about six feet below the 

elevation of the rear yards, and are not visible from the yards or from 

ground floor windows. The tracks are visible from second story windows. 

Because of the height of railroad cars, passing trains are very prominent 

from both first floor and upper floor units and from the complex grounds. 

Although a freeway ramp is located not far beyond the tracks, the freeway 

is well-screened by a buffer of mixed conifers and deciduous trees. 
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The railroad tracks are effectively screened by an existing fence in this view of the 

Gravelly Lake Townhomes.

Passing trains are partially visible in this ground-level view from the Gravelly Lake 

Townhomes. They would be more prominent in the views from second-story 

windows.
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Key Viewpoint P5 – Union Avenue Southwest Mixed Residential 

Neighborhood

The Union Avenue Southwest mixed residential neighborhood is located 

along the west side of the railroad tracks between Rail MP 7.8 and Rail 

MP 8.1, with homes and backyards between 40 and 50 feet away from the 

tracks. There are approximately 20 residences, all of which are at the same 

level as the tracks, with back yards facing the tracks. The residential area 

is located along an arterial and transitions to commercial development to 

the south.

Railway tracks, passing trains, freeway views and vehicles on the freeway 

are all very prominent at this viewpoint. Views towards the tracks are 

mostly unobstructed unless homeowners have installed a screening fence 

or planted screening vegetation. There is some intermittent screening from 

the back yards of these homes by trees and tall grass between the homes 

and the tracks. Views toward the freeway, which is another 50 feet east of 

the tracks, are also mostly unobstructed, with intermittent screening 

provided by scattered trees between the railroad right-of-way and freeway 

traffic. 

The railroad is prominent in views from rear yards of homes in the Union 

Avenue Southwest mixed residential neighborhood. I-5 is in the background.
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Key Viewpoint P6 – DuPont Multi-Family Residential 

The multi-family residential property, Wilmington Village Apartments, is 

located approximately 100 feet away from the railroad tracks at Rail 

MP 3.5. The complex is separated from the tracks by a street, fencing, 

mature deciduous shrubs, and some mature deciduous trees. In the 

background behind the tracks is a screen of coniferous trees with I-5 

beyond. 

The complex consists of four buildings, one directly facing the tracks and 

two with side views towards the tracks. The surrounding areas are 

pleasantly vegetated with deciduous trees and shrubs although in the 

winter most of this vegetation would be lost. Views towards the tracks 

from the first floor of the buildings are currently screened by vegetation. 

Views from the second floor are unobstructed from the decks and 

windows facing the railroad. Views of passing trains are visible from both 

levels of the buildings. 
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Exhibit 6. Key Viewpoint P6 – DuPont Multi-Family Residential 
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The view from the upper stories of the apartments in the DuPont multi-family 

residential looks to the railroad corridor over an adjacent public roadway. Views are 

partially screened by existing vegetation, although the view is much more open in 

winter.

Views from Road Crossings

Road crossings are where the Project would be visible to the most 

viewers—primarily drivers and passengers in vehicles on the adjacent 

roads. These viewpoints describe the visual character of the crossings 

themselves, and the views as they would be experienced by drivers, 

passengers, and pedestrians. 

Key Viewpoint R1 – South 74th Street (City of Tacoma)

The South 74th Street at-grade crossing is part of a commercial strip. The 

area surrounding the crossing consists primarily of commercial and light 

industrial uses with some vacant land. The railroad right-of-way is 

somewhat wide in this location, allowing two tracks to cross the road. 

While there is some vegetation at the railroad crossing and along 74th

Street to the west, the view is primarily developed and urbanized near the 

intersection, with a forested hillside in the background to the west. The 

commercial buildings near the crossing are not oriented to the tracks, so 

viewers here are mostly drivers on South 74th Street. 
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Exhibit 7. Key Viewpoint R1 – South 74th Street (City of Tacoma)
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South 74th Street (City of Tacoma) facing west

Key Viewpoint R2 – 100th Street Southwest (City of Lakewood)

The area surrounding this location includes commercial and light 

industrial development adjacent to the west side of the track, with 

relatively open vacant areas in other parts of the view. While the 

landscape includes some vegetation and is open to longer views, the area 

is generally cluttered with urban visual elements including industrial 

equipment, billboards, utilities, and railroad crossing equipment. There are 

no residential or commercial buildings with views oriented in this 

direction, so views would mostly be from within vehicles on 100th

Street Southwest.
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Exhibit 8. Key Viewpoint R2 – 100th Street Southwest (City of Lakewood)

Key Viewpoint R3 – 108th Street Southwest (City of Lakewood)
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100th Street Southwest (City of Lakewood)

Key Viewpoint R3 – 108th Street Southwest (City of Lakewood)

This crossing is located in a relatively open area with single-family and 

some multi-family residential development in the background beyond the 

tracks. The housing is relatively low-density, and scattered trees are 

prominent in the view along with one and two-story buildings. This is a 

location where the tracks have been relocated as part of a previous project 

to allow more distance between the railroad crossing and the intersection 

of 108th Street Southwest with Lakeview Avenue Southwest. The railroad 

right-of-way is quite wide here, with a large cleared area surrounding the 

tracks. The crossing includes typical controls for a double-track, with 

lights and gates supported by a metal framework on both sides and above 

the road. The view also includes light and utility poles, and an outdoor 

advertising billboard. 
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108th Street Southwest (City of Lakewood)

Key Viewpoint R4 – North Thorne Lane Southwest (City of Lakewood)

The area west of the railroad tracks is the entrance to the Tillicum 

neighborhood. The area is fairly vegetated with tall trees. Forested areas 

are primarily deciduous with scattered conifers. To the northeast, an 

unpaved service road for the Tacoma Country and Golf Club is adjacent to 

the railroad right-of-way, and combined maintenance use for the railroad 

and golf club appears to have resulted in a large cleared area that is also 

used for casual parking and storage. Although the golf club is just beyond 

the intersection, it is screened from view by mature trees and large shrubs. 

The railroad crossing controls are relatively old in this location, and 

include a simple crossbuck with lights on one side of the intersection and a 

larger crossbuck with overhead lights on the other. There are currently no 

gates at this location. Utilities and traffic signals are also visually 

prominent in this view. Farther back, the entry sign to the Tillicum 

neighborhood is set against a mature landscaped background, enhancing 

the view.
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Exhibit 9. Key Viewpoint R4 – North Thorne Lane Southwest (City of Lakewood)
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North Thorne Lane Southwest (City of Lakewood)

Key Viewpoint R5 – Berkeley Street Southwest (City of Lakewood)

The area at this crossing is currently surrounded by commercial, singlefamily and multi-family residential development; however the view is 

dominated by commercial buildings and their associated signs and parking 

areas. The Fort Lewis Military Base is located to the east and south of the 

crossing. This is a very visually complex location, with the utility poles, 

traffic signals, commercial signage, and traffic control striping on the 

street very prominent. The railroad signal in this location is older, and 

includes a simple crossbuck with lights on one side of the intersection and 

a crossbuck with overhead lights on the other. There are currently no 

control gates at the intersection. Scattered mature conifers add some 

variety to the view, and denser mixed forest forms the background along 

the horizon line.
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Exhibit 10. Key Viewpoint R5 – Berkeley Street Southwest (City of Lakewood)
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Berkeley Street Southwest (City of Lakewood)

Key Viewpoint R6 – Barksdale Avenue (aka DuPont-Steilacoom Road, 

City of DuPont)

This viewpoint, located toward the southern end of the study area, 

includes a wide roadway surrounded by relatively open landscape, 

vegetated with low grasses and shrubs with scattered larger trees. The 

roadway is curving as it crosses the railroad tracks, and, along with the 

relatively close intersection with I-5, the railway crossing requires an 

unusual location for its signals. The roadway, utility poles, traffic signals, 

and railroad crossing controls are the most prominent visual elements in 

the view, with the landscape providing a unified and consistent visual 

background to the developed elements. 
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Exhibit 11. Barksdale Avenue (aka DuPont-Steilacoom Road, City of DuPont)
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Barksdale Avenue (aka DuPont-Steilacoom Road, City of DuPont)
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Chapter 5 – Potential Project Effects

What are the effects from the No Build Alternative on visual 

quality?

Under the No Build Alternative, Amtrak service would remain on its 

existing route. Unrelated to the Project, Sound Transit service would be 

added to the railroad corridor through the study area, and some additional 

capital improvements to that corridor would likely be undertaken in 

support of ongoing Sound Transit operations. Viewers near the study area 

may experience visual quality and privacy effects from Sound Transit train 

operations; however these effects would not be related to the Project. 

Views to the existing Amtrak route would remain the same, and there 

would be no new visual effects related to ongoing use of the line by 

Amtrak trains. Views from the Amtrak trains by passengers would also 

remain the same, providing a scenic journey along the Puget Sound 

shoreline between Point Defiance and the Nisqually River delta.

There would be no significant effects to visual quality under the No Build

Alternative.

What are the effects from the Project on visual quality?

The Project is visible from homes, roads, businesses, and public areas 

along the rail corridor. If the Project is constructed, many physical features 

of the rail corridor would look different than they do today. Those changes 

in the visual character of the rail corridor, including both facilities (i.e., 

tracks and crossing signals) and the type and frequency of rail traffic, 

would change the experience of people viewing the railroad corridor. 

Some of those changes may be considered positive, and some may be 

considered negative.

This section includes a general discussion of the types of effects that might 

be associated with different aspects of the Project. These overview 

discussions are applicable throughout the study area and can be used to 

evaluate the scope of potential effects for locations in the study area that 

are not discussed in detail. A more detailed discussion of potential effects 

for the 12 key viewpoints is included in this section; the current conditions 

at each of these locations are described in Chapter 4, Affected 

Environment. 
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This section includes a discussion of likely effects for rail passengers who 

would be traveling along the line. Effects to passengers on the trains are 

not typically weighed as heavily as effects on viewers of the facility; 

however the changes to views from the train are considered as part of the 

overall Project evaluation. 

Are visual quality effects always negative?

Many of the changes to the scenery that could be anticipated from the 

Project might be neutral or positive, depending on the specific aspect of 

the Project and the viewer’s preferences. Many people enjoy trains and 

train facilities and see them as a positive part of the visual landscape. 

Similarly, many people prefer an area that looks newer or bettermaintained to one that is older and unkempt. Higher standards for 

construction and maintenance can be expected to accompany 

redevelopment of the corridor for higher volume use, and the rail corridor 

is likely to be better-maintained. However, some aspects of the Project

would have a negative effect on viewers, and the effect analysis focuses 

primarily on these potentially negative effects. 

What are likely direct effects to visual quality for viewers 

near the Project?

Changes to the visual quality of the study area would affect nearby 

residents, staff or employees of businesses near the rail lines, visitors, and 

travelers on adjacent roadways. This section describes the potential effects 

to visual quality that would be expected for those viewers if the Project is 

constructed. Potential effects include construction impacts, physical 

impacts, and operational impacts:

• Construction impacts are temporary impacts that are resolved or 

mitigated by the end of construction activity. 

• Physical impacts typically involve permanent changes to the 

landscape—those remaining long after construction ends. 

• Operational impacts involve those incurred by changes in 

passenger railroad operations, not only the logistics of train travel 

but also the daily activities on, and maintenance of, railroad 

facilities.

What are the typical construction effects for the Project?

Construction effects are temporary, and unlikely to affect any given 

section of the line for very long. Work to reconstruct the rail line or add a 

second parallel rail line would typically not last more than a few days for 

any given location along the line. Improvements at road crossings may 

take more time; however they would be temporary and similar to familiar 
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roadwork projects. The longest construction period would likely be for the 

proposed new passenger facility at Freighthouse Square. Construction 

effects would be minor and temporary if the Project is constructed. 

What are the typical physical effects for the Project?

The types of physical improvements proposed for the Project are described 

in detail in Chapter 1. This section briefly discusses the potential visual 

effects associated with the major types of improvements and how they 

may look in the landscape. Each different type of physical improvement 

that would be part of the Project is discussed in more detail below;

however the overall visual effects due to physical improvements would be 

minor at any given location in the study area. The most prominent 

physical changes to the railroad corridor would be at road crossings. Even 

in these locations, however, the Project would only result in minor 

changes to the visual scale and character of elements related to the railroad 

corridor, and many of the crossing improvements necessary to 

accommodate use of the tracks by Sounder trains have been completed by 

Sound Transit as part of its existing project. 

Rebuilt or Renovated Tracks and Associated Facilities

Tracks would be rebuilt or improved along the entire line, in most cases 

replacing existing wood ties with concrete, improving the ballast (gravel 

area supporting the tracks), and replacing the rails. Areas with improved 

tracks are likely to look very similar to current conditions. The general 

scale, location, and physical layout of the tracks would be very similar to 

what is present today. In many locations along the line, the tracks would 

seem more visually prominent with the use of newer materials and with 

the establishment of higher maintenance standards. For example, in many 

locations currently the ballast area is partially vegetated and the gravel and 

ballast area blends into the surrounding landscape. If the Project is 

constructed, ballast and clear areas for the railroad would likely be 

maintained more frequently, and would have more visual contrast with the 

surrounding landscape. There may also be some clearing of vegetation in 

the railroad right-of-way, and a larger area of the right-of-way would 

likely be cleared and maintained for rail use.

Double Tracking

In some areas of the line, a second track would be added parallel to the 

existing. In areas where a second set of tracks would be added, there 

would likely be some minor visual effects from the additional tracks, 

especially when viewed from very close by (for example, within 50 feet.) 

The area maintained as active rail lines would take up a larger proportion 

of the area in the right-of-way, which may cause a minor change in the 

visual character of the railroad corridor. When viewed from further away,

the second set of tracks would not occupy a substantially larger part of the 
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view than a single set of tracks. In areas where privacy or other 

operational effects are an issue, double tracking could lead to trains being 

more prominent in the view because they are closer to the viewer. 

Intersection Improvements and Traffic Control

Where the rail line crosses roads at-grade, there are several locations that

would require improvements to the crossing signals. The types and 

locations of these improvements are described in Chapter 1, Exhibit 1. 

Typically, crossing improvements include replacement of tracks and the 

concrete skirts adjacent to the tracks, and replacement of warning lights, 

bells, and signs along with their metal supports. In each case the upgraded 

crossing controls are replacing existing signals, and the newer crossings 

would be somewhat more visually prominent than the old. 

Many of the crossing improvements are either already complete or would 

be completed prior to the Project as part of Sound Transit’s Sounder

extension project, which has already completed environmental review. 

Most of the crossings are located in urbanized areas, often heavily 

developed with commercial or industrial land uses. In these locations the 

railroad facilities are consistent with the other types of utilities and urban 

elements that surround them, such as power lines, commercial signs, 

outbuildings and similar structures. While the upgraded crossings would 

generally be larger and more prominent in the view than current crossings, 

they would not substantially change the character or quality of the view. 

Crossings of this type are consistent with the expectations of travelers on 

the roadway, and they are unlikely to notice any substantial contrast with 

surrounding visual elements or unexpected differences in scale or 

character.

Retaining Walls

As the rail line approaches the southern end of the study area, it traverses a 

cross-slope that would require retaining walls to stabilize the railbed area. 

These walls would contrast with the current vegetated slope, especially 

when they are new and have not had time to weather or for vegetation to 

regrow and partially screen them. The only potential viewers of the walls 

are drivers on I-5, who would have partial views of the walls, and who are 

typically driving by at high speed. Although the walls would contrast with 

the surrounding landscape, and would generally detract from the overall 

visual quality of the scenery, they are not a substantial visual effect. 

What would be the effects from changes in rail operations?

In addition to physical changes in the railroad facilities, such as the tracks 

and crossing signals, there would also be operating changes that have a 
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visual effect. There would be more passenger trains on the Point Defiance 

Bypass route and the trains would move at higher speeds. 

Currently, only a few freight trains use the rails each day. If the Project 

moves forward, Sound Transit’s Sounder would be in service on the line 

prior to the beginning of Amtrak service. Sounder service would add 

approximately 12-18 passenger trains per day, depending on the location. 

If the Project is completed, an additional 14 Amtrak trains per day would 

use the rail line, approximately doubling the volume of trains passing 

through the corridor. The analysis of operational effects for the Project

assumes that Sounder trains would be in operation on the tracks and that 

the Amtrak trains would be in addition to the Sounder trains. 

Although trains would be present on the track for a relatively short time at 

any given location, they would be prominent visual elements. Overall, the 

increased presence of trains, and the changes in the character of trains as 

they pass by (including faster speed and the presence of passengers), 

would likely be a more substantial effect of the Project than the permanent 

construction. Trains are large, and a moving train draws attention. When 

viewed from close up, a moving train would be an important part of the 

view. Faster-moving trains are present in the view for a shorter time, but 

are also more visually prominent, as they draw attention more than slowermoving trains. 

Moving trains are likely to have the most effect where there is greater 

contrast between the train traffic and typical activity in the view. For 

example, a moving train is less of an effect when it is adjacent to a busy 

arterial or when freeway traffic is also a typical part of the view. Moving 

trains are likely to be a more substantial effect when the setting is quieter 

and does not typically include visible traffic or pedestrian movement. 

In addition to the presence of the train in the view, the addition of

passenger trains would likely change the perception of privacy for 

viewers. Privacy is especially important for residential areas, where train 

passengers would have direct views from the train to yards and homes in 

several locations. 

Overall, operational changes would have the most effect to visual quality 

along the corridor. Although trains are only present for a short time each 

time they pass, they are very prominent in the view, and, especially for 

residents, staff, and employees living and working adjacent to the line,

they are likely to be perceived as a negative effect. However, because of 

the short time they are present, the fact that Sounder trains would already 

be part of the view, and the general character of the majority of the study

area, operational effects from the Project would likely be only moderate, 

and not significant. 
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What are the potential visual quality direct effects for 

specific locations?

Effects or changes to representative viewpoints are described below, 

beginning with views from selected adjacent residential and institutional 

locations, followed by views to some of the crossing locations that would 

be improved. These typical effects that would be expected at these 

locations can be used as examples of how the view could be expected to 

change in other, similar locations in the study area. Because the Project 

would be expected to result in very minor changes to visual quality from 

any distant viewpoints, the selected viewpoints are all directly adjacent to 

the railroad corridor. Views from more distant viewpoints would be 

expected to experience less effect. 

Views from Adjacent Residential and Institutional Properties

Key Viewpoint P1 – Freighthouse Square

Changes to the Freighthouse Square building and platform to 

accommodate use by Amtrak would likely be minor. The massing, detail, 

and character of the building would be nearly indistinguishable from 

current conditions. Several options are possible to provide parking for the 

relocated Amtrak station. These include shared use of existing parking 

facilities, development of a surface lot, or development of a new parking 

structure. Parking lots are located throughout the Freighthouse Square 

neighborhood. Any of the options for parking would be compatible with 

surrounding land uses and would be unlikely to noticeably affect visual 

quality. 

Key Viewpoint P2 – Southgate Elementary School

Changes at this location include a second railroad track to be added 15 feet 

west of the existing tracks. Changes from the addition of the second set of 

tracks would most likely not be prominent for viewers from the school 

since the new tracks would be further away than the existing tracks. 

Effects from operational changes would include reduced privacy for 

teachers and students and the visual disturbance that would accompany 

faster moving trains. Since some of the classrooms are adjacent to the 

tracks, the passing trains would likely create a distraction for students and 

faculty. The intensity of the effects at this location is reduced by the 

separation between the school and the tracks, and overall effects would 

likely be minor to moderate.

Key Viewpoint P3 – Nyanza Single-Family Residential Neighborhood

The tracks would be upgraded in this viewpoint, but not relocated. The 

tracks are visible in the view from this residence; other neighboring homes 
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vary in how much screening they have installed in their yards. Some 

homes have fences, tall shrubs, or a combination of both to screen views 

of the tracks. Even when visible, the physical changes to the tracks in this 

location would be minor. Given the typical distance between homes and 

the tracks, the change in the character in the tracks is unlikely to be 

noticeable in most cases. 

Operational effects would be more substantial in this location, with 

passing trains very prominent in the view. There would be some loss of 

privacy, as passenger windows would be clearly visible from residences 

which do not provide their own screening. The effects to both privacy and 

the quality of the view, however, are reduced by the separation between 

homes and the tracks. Overall, visual effects in this location would be 

minor.

Key Viewpoint P4 – Gravelly Lake Townhomes

The tracks would be upgraded in this viewpoint but remain in the same 

location. The tracks themselves are mostly screened from the residences 

here, and the visual effects based on physical changes to the character of 

the track would be minor. Operational effects would be more prominent in 

this location, which is very near the tracks. With the height of train car 

windows, train passengers would be clearly visible from the rear yards and 

second story windows in the residential units. The yards and rear-facing 

windows are currently very enclosed and private with the exception of 

infrequent freight trains on the tracks. The higher frequency of train trips 

and the change from freight to passenger trains would also have an effect

on privacy for residents.

The combination of limited separation between the residential units and 

the tracks, along with effective screening from viewers other than railroad 

workers and passengers make this location one of the higher affected areas 

for the Project. Where most of the visual effects associated with the 

Project are very minor, in this location they are moderate, but not 

significant. 

Key Viewpoint P5 – Union Avenue Southwest Mixed Residential 

Neighborhood

Similar to Key Viewpoint 1, the physical changes at this location are 

minor. Viewers may notice minor changes to the overall view 

accompanying potential upgrades to the rail lines. Most of the residences 

in this area are one-story, which would reduce the visibility of the physical 

changes to the line. 

Passing trains would be prominent in this view from both the residences 

and back yards. There would also be privacy concerns for this viewpoint 

since both homes and yards would be visible from passing trains. Homes 
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in this area back up directly on the railroad right-of-way, and residents 

likely have a higher expectation of privacy since there are no other public 

access ways with views to homes along this section of the Project. 

Physical effects would be very minor in this location, and, while there 

would likely be some operational effects, they would also be minor at this 

viewpoint.

Key Viewpoint P6 – DuPont Multi-Family Residential 

Physical changes to the railroad tracks at this location would be minor, 

with only an upgrade of the existing tracks. The existing vegetation and 

fencing that provides a partial screen would likely remain in place. When 

trains are not passing by, there would be a minor change to the view here, 

although the distance from viewers to the tracks would reduce the 

prominence of changes to the track and associated improvements. The 

change to the scenery would be primarily visible from upper floor 

windows.

There would be operational effects to the view in this location, as passing 

trains are clearly visible from several residences. Trains would be a 

prominent feature of the view each time they pass by. Since the new trains 

passing by would be passenger trains, there are also privacy concerns. 

However, since the residences also face a public roadway that is closer to 

residential units than the railway, there is less concern than there would be 

if the units were screened from other potential viewers.

Overall, the Project would slightly reduce the quality of the visual 

environment from this viewpoint; however the effects would likely be 

minor. 

Views of Improved Road Crossings

Key Viewpoint R1 – South 74th Street (City of Tacoma)

The Project would add a second track at this location, connecting to the 

short section of second track already installed crossing the street. Signals 

and gates have already been upgraded as part of Sound Transit’s Sounder

project. Changes to the visual character and scale of the railroad facilities 

here would be extremely minor and not noticed by most viewers.

Key Viewpoint R2 – 100th Street Southwest (City of Lakewood)

Double-tracking has been completed in this location as part of Sound

Transit’s Sounder project. No additional visual effects would be expected.

Key Viewpoint R3 – 108th Street Southwest (City of Lakewood)

Double-tracking has been completed in this location as part of Sound

Transit’s Sounder project. No additional visual effects would be expected.
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Key Viewpoint R4 – North Thorne Lane Southwest (City of Lakewood)

The crossing in this location would be reconstructed to include new 

crossing signals, gates, support structures, sidewalks, and reconstruction of 

the roadway. The newer crossing controls would be more visually 

prominent than the current signals, and slightly larger in scale. The 

improved roadway and sidewalk would likely be larger than the current 

roadway, but would also help to define the roadway area, and could help 

to reduce the prominence of the large unpaved maintenance access to the 

adjacent Tacoma Country and Golf Club. The change in visual character 

and scale would be noticeable here, but would only result in a minor effect

to the overall visual quality of the view. 

Key Viewpoint R5 – Berkeley Street Southwest (City of Lakewood)

Improvements been completed in this location as part of Sound Transit’s

Sounder project. No additional visual effects would be expected.

Key Viewpoint R6 – Barksdale Avenue (aka DuPont-Steilacoom Road, 

City of DuPont)

Improvements been completed in this location as part of Sound Transit’s

Sounder project. No additional visual effects would be expected.

What effects can be expected to visual quality for train 

passengers?

In addition to the view towards the Project, the views of passengers on the 

trains are also considered in a visual effect study. The current rail line 

follows the shoreline of Commencement Bay, crosses natural looking 

landscapes near Point Defiance, and then winds along the shoreline of 

Puget Sound from just west of Point Defiance until the end of the Project’s

new alignment near the Nisqually River delta. It is a scenic route.

Views from the train if the Project is constructed would have a much 

different character, with more views of developed landscapes, I-5, and 

urban commercial neighborhoods. Overall, the visual quality of the 

traveler experience on the passenger railroad system would be less scenic

through the study area. The effects, however, are not considered 

significant primarily because of the relatively short duration of this 

segment of the trip. Compared to the entire trip from Portland, Los 

Angeles, or in between, the segment included in the study area is quite 

short, and is consistent with passenger expectations for views when 

passing through an urban area. 
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Would the Project result in any significant effects to visual 

quality?

No significant effects to visual quality are anticipated. In most locations 

the effects would be very minor. The most substantial effects would be 

associated with operations of trains, which would include up to 14 new 

passenger trips daily. Where the tracks are adjacent to residential areas,

there would be effects to privacy and quality of the view when trains pass 

by. Views for rail passengers would be less scenic than the views from the 

current route.

Would the Project result in any indirect or cumulative 

effects to visual quality?

Indirect Effects

The Project is located within an existing rail corridor and urbanized area. 

The only potential indirect effect tied to the Project is that it may 

indirectly influence redevelopment near the relocated Amtrak Station at 

Freighthouse Square (see Land Use Discipline Report3). Such 

redevelopment would be consistent with local zoning and approved by 

state and local agencies and would take place in previously disturbed 

areas. The potential indirect effect on visual quality will be guided by 

existing zoning. Because of the City of Tacoma’s recent efforts to 

rehabilitate the area, it is likely that any redevelopment indirectly tied to 

station relocation would improve the visual quality of the area through 

renovation of deteriorating buildings or vacant lots. This could have a 

beneficial indirect effect on visual resources.

Cumulative Effects

Because the Project is located within an existing rail corridor and 

urbanized area, visual elements that have been and continue to be present 

in the area are primarily related to transportation, commercial and 

industrial land uses. There are also a few residential developments 

adjacent to the rail corridor. The rail corridor precedes most of this 

development. Future growth in the region is expected to be consistent with 

land use plans and policies (see Land Use Discipline Report4), which may 

or may not include requirements to protect or enhance elements that 

contribute to the scenic quality of the area. Development and activities at 

JBLM occur under federal guidance and are consistent with base planning 

documents; however, ongoing and future military actions at JBLM could 

cause a visual intrusion to viewers in the study area.

 3 WSDOT 2012. 4 WSDOT 2012.
Point Defiance Bypass Project September 2012

Visual Quality Discipline Report Page 51

The Project adds trains in a rail corridor that is currently used by other 

trains and would be used by more trains in the future. In the context of the 

existing environment and anticipated future rail operations, the visual 

elements of the project would not contribute to a cumulative visual impact 

because it would not change the visual quality of the area. Other 

reasonably foreseeable actions could result in changes to the visual quality 

of the study area; however, these effects would not be compounded by the 

Project.

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Visual Quality Discipline Report Page 53

Chapter 6 – Recommended 

Minimization Measures

Can visual effects be reduced as part of the Project? 

Minimization includes actions that could be taken to reduce or eliminate 

visual effects that would be caused by the Project. Overall, effects from 

the Project to visual quality are expected to be minor, and do not require 

minimization. However, there are some activities that could be 

incorporated into the Project that would reduce anticipated effects for 

nearby viewers. The opportunities to reduce effects would be focused on 

maintaining or improving visual buffers between nearby properties and the 

rail line.

Where would buffers be appropriate?

Buffers would be most effective where the rail line is adjacent to 

residential or institutional properties. These locations along the line are 

typically located in less urban areas, and viewers from these properties are 

likely to be more sensitive to effects from rail operations than in 

commercial and industrial neighborhoods.

What types of buffers would be appropriate?

The most effective buffers would be to maintain existing vegetation where 

appropriate, and add new vegetation at the edge of the rail right-of-way in 

a few specific locations if possible. Vegetation, especially evergreen trees 

and shrubs, is an effective buffer that also typically enhances the view. 

Fencing can also be used as a buffer; however, it is not likely to be 

effective in many of the locations along the line because of the height of 

the passing train cars.

What are the recommendations for minimization?

• Maintain existing vegetation at the edge of the railroad right-ofway as possible. In many locations, existing vegetation partially 

screens the rail line and reduces the perceived scale of the rail 

corridor. Maintaining this vegetation where possible would reduce 

the scale of change from current conditions, and reduce the 

visibility of trains during operation of the Project.

• Enhance vegetative buffers where the rail line is adjacent to 

residential and institutional properties. In a few specific locations, 
September 2012 Point Defiance Bypass Project

Page 54 Visual Quality Discipline Report

generally the locations and neighborhoods described in the key 

viewpoints above, that it may be possible to enhance screening by 

adding low-maintenance naturalizing vegetation at the edge of the 

railroad right-of-way. 
Point Defiance Bypass Project September 2012

Visual Quality Discipline Report Page 55

Chapter 7 – References

Washington State Department of Transportation 2009. Pacific Northwest Rail 

Corridor Tier 1 Environmental Assessment. Available at: 

http://wadot.wa.gov/Freight/publications/PNWRCReports.htm

Washington State Department of Transportation. 2012. Point Defiance Bypass 

Project Land Use Discipline Report. September 2012.

Point Defiance Bypass Project September 2012

Visual Quality Discipline Report Page A-1

Attachment A – FHWA Method 

Scoring

What is the Federal Highway Administration Visual Assessment for 

Highway Projects?

The Federal Highway Administration (FHWA) Visual Impact Assessment 

for Highway Projects is a standard methodology for evaluating visual 

effects related to transportation projects. The methodology defines three 

primary characteristics of views: vividness; intactness; and unity. 

• Vividness describes the strength of the positive impression that the 

landscape makes on the viewer. Landscapes with high vividness 

would be considered attractive and memorable for their positive 

visual qualities. 

• Intactness describes whether the scenery in a view has been 

reduced in quality by changes in the landscape or introduction of 

man-made elements. Landscapes with high levels of intactness 

would be characterized by attractive natural-looking scenery.

• Unity describes how well all the elements in a view look 

coordinated or appropriate with each other. Either natural or 

developed landscapes can have high levels of unity if the elements 

of the scene are generally in harmony with each other. 

A numerical value is assigned to each view for each of these 

characteristics. The numerical ranking provides a basis for comparison 

between the quality of different views. The evaluation also allows 

comparison between the current quality of a view and its anticipated 

quality following completion of a project.

How was the FHWA methodology applied to the Project?

For the Project, each viewpoint was evaluated on a scale of 1-7 for each of 

the visual quality characteristics described above. Vividness and intactness 

were also broken down into several subcategories shown in the table 

below. When using this methodology, landscapes such as the one in the 

study area generally receive lower scores; this held true for the Project. 

The lower scores generally reflect the amount of development in the area, 

the effect of I-5 and major roadways on the landscape, and the frequently 

haphazard visual character of the mixed land uses found in the study area. 
September 2012 Point Defiance Bypass Project

Page A-2 Visual Quality Discipline Report

Often, local residents perceive a mismatch between their positive feelings 

towards a neighborhood and the low scores that the area might receive in 

this methodology. In general, low existing conditions scores for visual 

quality do not imply that potential effects are not substantial or important 

for a project. In this case, however, the physical effects of the Project

would be very minor. 

For the Project, no numerical visual quality scores were developed for the 

anticipated views if the Project is completed. In this case, the likely 

changes to the scenery were too minor for the scoring to reflect a change 

between current conditions and anticipated future conditions. As described 

in the body of the report, most effects from the Project are likely to be 

operational effects related to the increased number and speed of passing 

trains. Operational effects are generally not evaluated in the FHWA 

system, and are better described using the qualitative description and 

evaluation described in the body of the report. 

Viewpoint R1 R2 R3 R4 R5 R6 P1 P2 P3 P4 P5 P6

Vividness

Landform 4 2 2 3 2 2 2 2 4 3 4 2

Water 

Vegetation 3 3 2 2 2 2 1 1 3 2 4 3

Human-made 2 3 2 2 2 2 4 1 2 1 3 3

Average 3 2.6 2 2.3 2 2 2.3 1.3 3 2 3.7 2.6

Intactness

Development 2 3 3 2 2 2 4 2 3 2 3 3

Encroachment 2 2 3 3 3 4 2 2 2 2 2 2

Average 2 2.5 3 2.5 2.5 3 3 2 2.5 2 2.5 2.5

Unity

3 3 3 2.6 3 3 3 2 3 2 3 3

Average Score 2.7 2.7 2.7 2.5 2.5 2.7 2.8 1.8 2.8 2.0 3.1 2.7