Results

continued
water enters culverts near the sediment and leaves culverts near the water surface). The residence time for
water within the pool would be four days, which is less than the residence time for water in Capitol Lake under
current summer conditions (11 days). Installing the reflecting pool barrier would increase restoration costs by
$14.9 – 22.6 million.
CAPITOL LAKE Capitol Lake and Capitol Building photo

Adaptive Management Plan

Pre-Dredging of Sediment Engineering Design and Cost
Spring 2007
For any of the estuary restoration alternatives, it is recommended
that the main channel of the restored estuary be dredged Estimates Report
before the tide is restored, and that the dredged materials are Study Background
placed along Deschutes Parkway. This would reduce the need
for dredging in Port of Olympia and associated marine facilities
and cover the rock slope stabilization along Deschutes Parkway, This Fact Sheet is a summary of major findings from
Study Background
providing additional intertidal habitat in North and Middle Basins. the Deschutes Estuary Feasibility Study. It presents
If the Capitol Lake dam were removed, a new channel would information
This Fact from
Sheet the third in of
is a summary a series of technical
major findings from the
form in the middle of the lake, initially eroding a large amount of reports. The Deschutes
Deschutes Estuary
rd
Estuary
Feasibility Feasibility
Study. It Study,
presents information
sediment (predicted by the USGS Hydraulic Model). If this area is from the 3 in a series of technical reports.
Engineering Design and Cost Estimates report was The Deschutes
Estuary Feasibility Study, Engineering Design and Cost
pre-dredged, the initial pulse of sediment will not end up in Budd prepared by Moffa�
Estimates report was and Nicholby(Sea�le,
prepared Moffatt andWA), in (Seattle,
Nichol
Inlet and will not have to be dredged from the Port of Olympia association
WA), in with EDAW,
association withInc.
EDAW,andInc.
GeoEngineers.
and GeoEngineers.
and associated marine facilities. But how would the dredged The full report can be downloaded from the Washington
sediment be disposed of?
The full report can be downloaded from the Washington
Dept. of General Administration website at:
Department of General Administration website at:
http://www.ga.wa.gov/CLAMP/EstuaryStudy.htm
Deschutes Parkway, along the west side of the North and Middle
www.ga.wa.gov/CLAMP/EstuaryStudy.htm
Basins, is constructed on roadway fill. Generally, such fill consists
of gravelly sand overlaid on native soils (a mixture of loose silts,
The Deschutes Estuary Feasibility Study, Engineering restored estuary affect existing infrastructure, such as roads

T
sands, and some gravel). During earthquake conditions, these Pre-Dredge
Channel heDesign
Deschutes
and Cost Estuary Feasibility
Estimates Study, Engineering
report describes the results of an and
a restoredbridges?
estuarySecond,
affectareexisting
there feasible engineeringsuch
infrastructure, designs
native materials liquefy and spread, resulting in shallow and
Design and
analysis Cost
of the Estimates
engineering report describes
feasibility and likely costtheof the for each of the restoration alternatives,
as roads and bridges? Second, are there feasible and does existing
deep-seated slope failures, such as those seen after the 2001 Areas to
three estuary restoration alternatives thatofarethe
under infrastructure require enhancements to function in a
deposit engineering feasibility and likely costs three engineering designs for each of the restoration
Nisqually Earthquake. To stabilize this area in preparation for consideration. This analysis willthat
help are
evaluate the restored estuary? Third, what is the range of cost estimates
dredged
estuary restoration alternatives under alternatives? Third, what is the range of cost estimates
estuary restoration, significant amounts of rock would be added sediment
feasibility ofThis
restoring Capitol
consideration. analysis will Lake
helptoevaluate
an estuarythe of the for each of the restoration alternatives? To answer these
for each of the restoration alternatives? To answer
to weigh down and confine the soft slope. Deschutes River. Capitol LakeLake
is part
feasibility of restoring Capitol inof the Washington
Olympia and thesequestions,
questions, engineers
engineers studied data data
studied from from
earlierearlier
technical
The pre-dredge sediment could be placed over the rock that is State Capitol
Tumwater, Campus and
Washington, is located
to an estuary in Olympia and
of the Deschutes reports about tides, movement of
technical reports about tides, movement of sediment,sediment, flooding,
required to stabilize Deschutes Parkway, creating about 5 acres River.Tumwater, Washington. salinity,
flooding, and water
salinity, and flowwater a restored
in flow estuary. Please
in a restored estuary.see
of new high marsh, a rare and valuable habitat in south Puget CLAMP Fact Sheet #3 and #4 for further discussion of this
This report
This report communicates thethe
communicates answers
answers to to three
three major
major
Sound. data.
questions. First,First,
questions. howhow would
would thethe physicalconditions
physical conditions in
in a
For Alternatives A and B, between 180,000 and 360,000 cubic
yards of material would be dredged from Middle Basin and Estuary
Estuary Restoration
Restoration Alternatives Alternatives
along the main tidal channel and placed over the rock along
Deschutes Parkway. This pre-dredging would cost between $8.7 The DEFS
The DEFS considers
considers threethree estuaryrestoration
estuary restoration alternatives. circulation
increasing thisand
spanreduce hydraulictostress
is thought (e.g. scour)
improve tidal at
and $19.8 million, depending on the quantity of sediment that is These alternatives
alternatives, includevarious
which include variousmodifications
modifications to to the this crossing.
circulation and reduce scour at this crossing.
dredged from Middle Basin. the openings beneath Fifth
openings beneath Avenue and
Fifth Avenue and the the Burlington
Burlington � AlternativeDDincludes
includes the
• Alternative thechanges
changes in Alternative
in AlternativeA
Northern
Northern Santa Santa Fe (BNSF)
Fe (BNSF) railroad
railroad crossing,
crossing, as as
wellwell
as as plus a split basin design. This design divides the
A plus a split basin design. This design divides
modifications to the North Basin of Capitol
modifications to the North Basin of Capitol Lake. Lake. North Basin
Funding for this study was provided by: the North Basin,along a north-south
creating a reflectingline, creating
pool a
� AlternativeAAincludes
• Alternative includes aa500-foot
500-foot opening
opening width at the
width reflecting pool to the east and
to the east and a free flowing estuary to thea free flowing estuary
current
at the FifthFifth
current Avenue dam, with
Avenue dam, necessary
with necessary west. This alternative recognizes the value of of a
to the west. This alternative recognizes the value
bothreflecting pool for statethe
the for capitol while at theand
same
Figure 4. Areas of channel pre-dredging and slope modifications
stabilization/habitat creation along the edges of the basins.
modifications totoexisting
existinginfrastructure.
infrastructure. This This a reflecting pool state capitol
alternative
alternative leavesthe
leaves the existing
existingFourth
Fourth Avenue
Avenue Bridge time reconnecting the Deschutes
reconnecting the Deschutes River with Budd River with Budd
in place and leads Inlet.
Bridge in place andtorestores
restoration
fulloftidal
full tidal
hydrology. Inlet.
hydrology with minimum effects on current land use Alternative C was considered earlier in the Deschutes
• Alternative B includes the changes in Alternative Alternative C was considered earlier in the Deschutes
and infrastructure. Estuary Feasibility Study. This design included Alternative
A plus an increased opening width at the Estuary Feasibility Study. Alternative C was rejected
� Alternative
BNSF railroadBcrossing,
includes the
at changes
the divisionin Alternative
between A B plus
because an increased opening
hydrodynamic modeling width
showedto Percival
it did notCove.
plus an increased opening width
the North and Middle Basins of Capitol Lake.at the BNSF Alternative C was rejected
cause significant changes to the conditions withinbecause hydrodynamic
modeling showed it did not cause significant changes to the
The railroad
span ofcrossing,
the current is located
whichbridge at thefeet
is 200 division
and Percival Cove. Please see CLAMP Fact Sheet #2 for
between the North and Middle Basins of Capitol conditions within Percival Cove. Please see CLAMP Fact
For additional questions, please contact: more information on estuary restoration alternatives.
Lake. The span of the current bridge is 200 feet and Sheet #2 for more information on estuary restoration
Nathaniel Jones, Facilities Division increasing this span is thought to improve tidal alternatives.
Phone: 360-902-0944 • E-mail: njones@ga.wa.gov CLAMP Fact Sheet #5
 Results Resulsts
The preliminary conclusions of the engineering analysis are as follows.
continued
• No fatal flaws have been identified that would rule out any of the restoration alternatives as completely New Railroad Bridge
infeasible from an engineering point of view. Alternative B includes a new railroad bridge
• For any of the alternatives, it is recommended that the main channel of the restored estuary be dredged and pedestrian bridge adjacent to Marathon
before the tide is restored, and that the dredged materials are placed along Deschutes Parkway. In Park, between the North and Middle Basins. The
addition to the habitat benefits, this would decrease the quantity of navigation dredging required at purpose of the new bridge would be to provide
the marinas along Percival Landing and at the Port of Olympia in the years immediately following the a 500-foot opening that is consistent with the
restoration of tidal flow in the restored estuary. See back page of this Fact Sheet. opening at the entrance to Budd Inlet, assuring
• Construction for all alternatives could be achieved within three to four years, under the assumption that that the constraint to tidal flow is not simply
only the Chinook salmon and bull trout windows for in-water work are observed. moved “upstream” in the restored estuary.
The USGS Hydraulics and Sediment Transport
Cost Estimates RESULTS______________________________ Modeling report found that providing a 500-foot
Table 1 shows the preliminary
The preliminarycost estimates
conclusions for each
of the engineering analysis opening here would decrease the peak speed
Low Cost Avg. Cost High Cost
estuary restoration alternative.
are as follows. Ranges of costs are of tidal flow under the railroad bridge by 40%. The
provided, including a� minimum
No fatal flaws(most
have been optimistic),
identified that would rule
Alternative A Engineering Design and Cost Estimates report (this
average (most likely), and out any of the restoration alternatives as completely
maximum (pessimistic but Construction Cost $46.3 $53.3 $61.0 report) determined, however, that the existing
infeasible from an engineering point of view.
excluding very remote eventualities). Approximately Total Project Cost $65.9 $76.1 $87.2 railroad bridge could be reinforced to withstand
� For any of the alternatives, it is recommended that
the increased water speed due to tidal flow Figure 2. Alternative B: New railroad and pedestrian bridge.
half of the variability in project costsof is
the main channel theassociated
restored estuary be dredged Alternative B
with initial dredging of the basin
before the tideand placement
is restored, of
and that the dredged without being replaced. Replacing the railroad
the dredged materials along materials are placed along Deschutes Parkway. In
Deschutes Parkway to
Construction Cost $55.9 $63.3 $71.6 bridge increases restoration costs by $9.1 – 11 million.
addition to the habitat benefits, this would decrease
provide intertidal habitat. Theseoffigures
the quantity navigationinclude both atthe
dredging required the
Total Project Cost $79.6 $90.3 $102.3
construction costs and “soft” costs
marinas along suchLanding
Percival as engineering,
and at the Port of Alternative D Barrier for Reflecting Pool
Olympia in the years immediately following the
permitting, and the acquisition oftidal
the project right-of- The purpose of the reflecting pool barrier in Alternative costly; a saltwater pool refreshed by tidal action results
restoration of flow in the restored estuary. See Construction Cost $65.9 $74.5 $84.1
way. back page of this Fact Sheet. D would be to provide for the uninterrupted reflection in a more self-sustaining system. At the north end of
Total Project Cost $93.8 $106.2 $120.0 of the State Capitol. The barrier would cut across the wall, a set of culverts with tide gates would allow
Construction
The project costs are�given in 2006 for all alternatives
dollars, butcould
thebe achieved
within three to four years, under the assumption Table
Table 1.1. Preliminarycost
Preliminary cost estimate
estimate ranges
ranges for estuary
for estuary restoration
restoration in
in millions the North Basin, preventing the water in the eastern water into the pool, while a similar set of culverts at
actual year in which thethatproject is implemented
only the Chinook affects
salmon and bull trout ofmillions of 2006 dollars.
2006 dollars. part of the basin from emptying during low tide. A the south end of the wall would only let water out.
the total cost of the project.
windowsAn for annual
in-water work inflation rate of
are observed.
concrete pedestrian walkway would run from one Water would flow out with the tide until it reaches
3.5% is based on the Cost
average
Estimates inflation rate experienced
shore of the North Basin to the other on top of a a depth that is high enough to maintain the
for construction projects
Table between
1 shows the1990 and 2005, and can for be
eachapplied Theto the values
costs are in Table 1 to estimate
but the how
preliminary cost estimates project given in 2006 dollars, actual sheet pile wall. A sheet pile wall was chosen because appearance of a reflecting pool. Water in the pool
costs may change if estuary
the project is implemented
restoration alternative. Ranges in future
of costsyears.
are This average rate
year in which thecan beis recalculated
project implemented affectsasthemore
total creating a rubble-mound dike would would present would stay at this depth until the incoming tide causes
recent data about average inflation
provided, including rates for
a minimum heavy
(most construction
optimistic), average becomes available.
cost of the project. An annual inflation rate of 3.5% is
(most likely), and maximum (pessimistic but excluding based on the average inflation rate experienced for significant construction challenges and risks. water to flow in through the inlet culverts and rise
very remote eventualities). Approximately half of the construction projects between 1990 and 2005, and can be Although a freshwater pool was originally envisioned, to the high water mark. This would cause an overall
variability in project costs is associated with initial New Fi�h Avenue Bridge
applied to the values in Table 1 to estimate how costs may
the problems associated with maintaining water circulation of water within the reflecting pool – both
dredging of the basin and placement of the dredged Thechange
main ifelement
the projectcommon to in
is implemented allfuture
alternatives
years. This
materials along Deschutes Parkway to provide intertidal average rate can be recalculated as more recent data about quality in a closed system proved complicated and horizontally (north to south) and vertically (since
is a new Fifth Avenue Bridge with a 500-foot
habitat. These figures include both the raw construction average inflation rates for heavy construction becomes
costs and “soft” costs such as engineering, permitting, and
span to allow free tidal flow. The aesthetics of
available.
the acquisition of the project right-of-way. the new Fourth Avenue Bridge are continued
in this plan, creating an architecturally unified
New Fifth Avenue Bridge
impression. The new bridge provides four lanes
The main element common to all alternatives is a new Fifth Avenue Bridge with
of traffic, a 500-foot
bicycle and span to allow free tidal
pedestrian lanesflow.onThe
aesthetics of the new Fourth Avenue Bridge are continued in this plan, creating an architecturally unified impression. The new
each side, and crossingbridge for all current
provides utilities.
four lanes of
This new configuration addresses traffic, bicycletraffic and
and pedestrian
pedestrian congestion lanes issues on that exist
each side, andincrossing
the
for all current
current Fifth Avenue configuration. In addition, utilities. This
new configuration addresses
the plan accommodates City of Olympia
traffic and pedestrian
plans to construct a pedestrian trail that
congestion issues alongexist in
the abandoned railroad thecorridor.
current FifthAAvenue
separate
pedestrian trail will passconfiguration.
over the bridgeIn addition,
tothe
plan accommodates City of
Figure 1. Alternative A: New 5th Ave. Bridge (also included in Alternatives B and D). downtown Olympia. Figure 1 illustrates a
Olympia plans to construct a
possible bridge and roadway pedestrianalignment
trail along the
that would allow for a 500-foot opening
abandoned railroad andA
corridor.
minimize effects on surrounding land trail
separate pedestrian usewill
and
pass over the bridge to Figure 3. Alternative D: Barrier creating reflecting pool.
commerce. downtown Olympia. Figure 1
illustrates a possible bridge and
roadway alignment that would
allow for a 500-foot opening
and minimize effects on
surrounding land use and
Figure 1. Alternative A: New 5th Ave Bridge (also included in Alternatives B and D) commerce.
 Results Resulsts
The preliminary conclusions of the engineering analysis are as follows.
continued
• No fatal flaws have been identified that would rule out any of the restoration alternatives as completely New Railroad Bridge
infeasible from an engineering point of view. Alternative B includes a new railroad bridge
• For any of the alternatives, it is recommended that the main channel of the restored estuary be dredged and pedestrian bridge adjacent to Marathon
before the tide is restored, and that the dredged materials are placed along Deschutes Parkway. In Park, between the North and Middle Basins. The
addition to the habitat benefits, this would decrease the quantity of navigation dredging required at purpose of the new bridge would be to provide
the marinas along Percival Landing and at the Port of Olympia in the years immediately following the a 500-foot opening that is consistent with the
restoration of tidal flow in the restored estuary. See back page of this Fact Sheet. opening at the entrance to Budd Inlet, assuring
• Construction for all alternatives could be achieved within three to four years, under the assumption that that the constraint to tidal flow is not simply
only the Chinook salmon and bull trout windows for in-water work are observed. moved “upstream” in the restored estuary.
The USGS Hydraulics and Sediment Transport
Cost Estimates RESULTS______________________________ Modeling report found that providing a 500-foot
Table 1 shows the preliminary
The preliminarycost estimates
conclusions for each
of the engineering analysis opening here would decrease the peak speed
Low Cost Avg. Cost High Cost
estuary restoration alternative.
are as follows. Ranges of costs are of tidal flow under the railroad bridge by 40%. The
provided, including a� minimum
No fatal flaws(most
have been optimistic),
identified that would rule
Alternative A Engineering Design and Cost Estimates report (this
average (most likely), and out any of the restoration alternatives as completely
maximum (pessimistic but Construction Cost $46.3 $53.3 $61.0 report) determined, however, that the existing
infeasible from an engineering point of view.
excluding very remote eventualities). Approximately Total Project Cost $65.9 $76.1 $87.2 railroad bridge could be reinforced to withstand
� For any of the alternatives, it is recommended that
the increased water speed due to tidal flow Figure 2. Alternative B: New railroad and pedestrian bridge.
half of the variability in project costsof is
the main channel theassociated
restored estuary be dredged Alternative B
with initial dredging of the basin
before the tideand placement
is restored, of
and that the dredged without being replaced. Replacing the railroad
the dredged materials along materials are placed along Deschutes Parkway. In
Deschutes Parkway to
Construction Cost $55.9 $63.3 $71.6 bridge increases restoration costs by $9.1 – 11 million.
addition to the habitat benefits, this would decrease
provide intertidal habitat. Theseoffigures
the quantity navigationinclude both atthe
dredging required the
Total Project Cost $79.6 $90.3 $102.3
construction costs and “soft” costs
marinas along suchLanding
Percival as engineering,
and at the Port of Alternative D Barrier for Reflecting Pool
Olympia in the years immediately following the
permitting, and the acquisition oftidal
the project right-of- The purpose of the reflecting pool barrier in Alternative costly; a saltwater pool refreshed by tidal action results
restoration of flow in the restored estuary. See Construction Cost $65.9 $74.5 $84.1
way. back page of this Fact Sheet. D would be to provide for the uninterrupted reflection in a more self-sustaining system. At the north end of
Total Project Cost $93.8 $106.2 $120.0 of the State Capitol. The barrier would cut across the wall, a set of culverts with tide gates would allow
Construction
The project costs are�given in 2006 for all alternatives
dollars, butcould
thebe achieved
within three to four years, under the assumption Table
Table 1.1. Preliminarycost
Preliminary cost estimate
estimate ranges
ranges for estuary
for estuary restoration
restoration in
in millions the North Basin, preventing the water in the eastern water into the pool, while a similar set of culverts at
actual year in which thethatproject is implemented
only the Chinook affects
salmon and bull trout ofmillions of 2006 dollars.
2006 dollars. part of the basin from emptying during low tide. A the south end of the wall would only let water out.
the total cost of the project.
windowsAn for annual
in-water work inflation rate of
are observed.
concrete pedestrian walkway would run from one Water would flow out with the tide until it reaches
3.5% is based on the Cost
average
Estimates inflation rate experienced
shore of the North Basin to the other on top of a a depth that is high enough to maintain the
for construction projects
Table between
1 shows the1990 and 2005, and can for be
eachapplied Theto the values
costs are in Table 1 to estimate
but the how
preliminary cost estimates project given in 2006 dollars, actual sheet pile wall. A sheet pile wall was chosen because appearance of a reflecting pool. Water in the pool
costs may change if estuary
the project is implemented
restoration alternative. Ranges in future
of costsyears.
are This average rate
year in which thecan beis recalculated
project implemented affectsasthemore
total creating a rubble-mound dike would would present would stay at this depth until the incoming tide causes
recent data about average inflation
provided, including rates for
a minimum heavy
(most construction
optimistic), average becomes available.
cost of the project. An annual inflation rate of 3.5% is
(most likely), and maximum (pessimistic but excluding based on the average inflation rate experienced for significant construction challenges and risks. water to flow in through the inlet culverts and rise
very remote eventualities). Approximately half of the construction projects between 1990 and 2005, and can be Although a freshwater pool was originally envisioned, to the high water mark. This would cause an overall
variability in project costs is associated with initial New Fi�h Avenue Bridge
applied to the values in Table 1 to estimate how costs may
the problems associated with maintaining water circulation of water within the reflecting pool – both
dredging of the basin and placement of the dredged Thechange
main ifelement
the projectcommon to in
is implemented allfuture
alternatives
years. This
materials along Deschutes Parkway to provide intertidal average rate can be recalculated as more recent data about quality in a closed system proved complicated and horizontally (north to south) and vertically (since
is a new Fifth Avenue Bridge with a 500-foot
habitat. These figures include both the raw construction average inflation rates for heavy construction becomes
costs and “soft” costs such as engineering, permitting, and
span to allow free tidal flow. The aesthetics of
available.
the acquisition of the project right-of-way. the new Fourth Avenue Bridge are continued
in this plan, creating an architecturally unified
New Fifth Avenue Bridge
impression. The new bridge provides four lanes
The main element common to all alternatives is a new Fifth Avenue Bridge with
of traffic, a 500-foot
bicycle and span to allow free tidal
pedestrian lanesflow.onThe
aesthetics of the new Fourth Avenue Bridge are continued in this plan, creating an architecturally unified impression. The new
each side, and crossingbridge for all current
provides utilities.
four lanes of
This new configuration addresses traffic, bicycletraffic and
and pedestrian
pedestrian congestion lanes issues on that exist
each side, andincrossing
the
for all current
current Fifth Avenue configuration. In addition, utilities. This
new configuration addresses
the plan accommodates City of Olympia
traffic and pedestrian
plans to construct a pedestrian trail that
congestion issues alongexist in
the abandoned railroad thecorridor.
current FifthAAvenue
separate
pedestrian trail will passconfiguration.
over the bridgeIn addition,
tothe
plan accommodates City of
Figure 1. Alternative A: New 5th Ave. Bridge (also included in Alternatives B and D). downtown Olympia. Figure 1 illustrates a
Olympia plans to construct a
possible bridge and roadway pedestrianalignment
trail along the
that would allow for a 500-foot opening
abandoned railroad andA
corridor.
minimize effects on surrounding land trail
separate pedestrian usewill
and
pass over the bridge to Figure 3. Alternative D: Barrier creating reflecting pool.
commerce. downtown Olympia. Figure 1
illustrates a possible bridge and
roadway alignment that would
allow for a 500-foot opening
and minimize effects on
surrounding land use and
Figure 1. Alternative A: New 5th Ave Bridge (also included in Alternatives B and D) commerce.
 Results
continued
water enters culverts near the sediment and leaves culverts near the water surface). The residence time for
water within the pool would be four days, which is less than the residence time for water in Capitol Lake under
current summer conditions (11 days). Installing the reflecting pool barrier would increase restoration costs by
$14.9 – 22.6 million.
CAPITOL LAKE Capitol Lake and Capitol Building photo

Adaptive Management Plan

Pre-Dredging of Sediment Engineering Design and Cost
Spring 2007
For any of the estuary restoration alternatives, it is recommended
that the main channel of the restored estuary be dredged Estimates Report
before the tide is restored, and that the dredged materials are Study Background
placed along Deschutes Parkway. This would reduce the need
for dredging in Port of Olympia and associated marine facilities
and cover the rock slope stabilization along Deschutes Parkway, This Fact Sheet is a summary of major findings from
Study Background
providing additional intertidal habitat in North and Middle Basins. the Deschutes Estuary Feasibility Study. It presents
If the Capitol Lake dam were removed, a new channel would information
This Fact from
Sheet the third in of
is a summary a series of technical
major findings from the
form in the middle of the lake, initially eroding a large amount of reports. The Deschutes
Deschutes Estuary
rd
Estuary
Feasibility Feasibility
Study. It Study,
presents information
sediment (predicted by the USGS Hydraulic Model). If this area is from the 3 in a series of technical reports.
Engineering Design and Cost Estimates report was The Deschutes
Estuary Feasibility Study, Engineering Design and Cost
pre-dredged, the initial pulse of sediment will not end up in Budd prepared by Moffa�
Estimates report was and Nicholby(Sea�le,
prepared Moffatt andWA), in (Seattle,
Nichol
Inlet and will not have to be dredged from the Port of Olympia association
WA), in with EDAW,
association withInc.
EDAW,andInc.
GeoEngineers.
and GeoEngineers.
and associated marine facilities. But how would the dredged The full report can be downloaded from the Washington
sediment be disposed of?
The full report can be downloaded from the Washington
Dept. of General Administration website at:
Department of General Administration website at:
http://www.ga.wa.gov/CLAMP/EstuaryStudy.htm
Deschutes Parkway, along the west side of the North and Middle
www.ga.wa.gov/CLAMP/EstuaryStudy.htm
Basins, is constructed on roadway fill. Generally, such fill consists
of gravelly sand overlaid on native soils (a mixture of loose silts,
The Deschutes Estuary Feasibility Study, Engineering restored estuary affect existing infrastructure, such as roads

T
sands, and some gravel). During earthquake conditions, these Pre-Dredge
Channel heDesign
Deschutes
and Cost Estuary Feasibility
Estimates Study, Engineering
report describes the results of an and
a restoredbridges?
estuarySecond,
affectareexisting
there feasible engineeringsuch
infrastructure, designs
native materials liquefy and spread, resulting in shallow and
Design and
analysis Cost
of the Estimates
engineering report describes
feasibility and likely costtheof the for each of the restoration alternatives,
as roads and bridges? Second, are there feasible and does existing
deep-seated slope failures, such as those seen after the 2001 Areas to
three estuary restoration alternatives thatofarethe
under infrastructure require enhancements to function in a
deposit engineering feasibility and likely costs three engineering designs for each of the restoration
Nisqually Earthquake. To stabilize this area in preparation for consideration. This analysis willthat
help are
evaluate the restored estuary? Third, what is the range of cost estimates
dredged
estuary restoration alternatives under alternatives? Third, what is the range of cost estimates
estuary restoration, significant amounts of rock would be added sediment
feasibility ofThis
restoring Capitol
consideration. analysis will Lake
helptoevaluate
an estuarythe of the for each of the restoration alternatives? To answer these
for each of the restoration alternatives? To answer
to weigh down and confine the soft slope. Deschutes River. Capitol LakeLake
is part
feasibility of restoring Capitol inof the Washington
Olympia and thesequestions,
questions, engineers
engineers studied data data
studied from from
earlierearlier
technical
The pre-dredge sediment could be placed over the rock that is State Capitol
Tumwater, Campus and
Washington, is located
to an estuary in Olympia and
of the Deschutes reports about tides, movement of
technical reports about tides, movement of sediment,sediment, flooding,
required to stabilize Deschutes Parkway, creating about 5 acres River.Tumwater, Washington. salinity,
flooding, and water
salinity, and flowwater a restored
in flow estuary. Please
in a restored estuary.see
of new high marsh, a rare and valuable habitat in south Puget CLAMP Fact Sheet #3 and #4 for further discussion of this
This report
This report communicates thethe
communicates answers
answers to to three
three major
major
Sound. data.
questions. First,First,
questions. howhow would
would thethe physicalconditions
physical conditions in
in a
For Alternatives A and B, between 180,000 and 360,000 cubic
yards of material would be dredged from Middle Basin and Estuary
Estuary Restoration
Restoration Alternatives Alternatives
along the main tidal channel and placed over the rock along
Deschutes Parkway. This pre-dredging would cost between $8.7 The DEFS
The DEFS considers
considers threethree estuaryrestoration
estuary restoration alternatives. circulation
increasing thisand
spanreduce hydraulictostress
is thought (e.g. scour)
improve tidal at
and $19.8 million, depending on the quantity of sediment that is These alternatives
alternatives, includevarious
which include variousmodifications
modifications to to the this crossing.
circulation and reduce scour at this crossing.
dredged from Middle Basin. the openings beneath Fifth
openings beneath Avenue and
Fifth Avenue and the the Burlington
Burlington � AlternativeDDincludes
includes the
• Alternative thechanges
changes in Alternative
in AlternativeA
Northern
Northern Santa Santa Fe (BNSF)
Fe (BNSF) railroad
railroad crossing,
crossing, as as
wellwell
as as plus a split basin design. This design divides the
A plus a split basin design. This design divides
modifications to the North Basin of Capitol
modifications to the North Basin of Capitol Lake. Lake. North Basin
Funding for this study was provided by: the North Basin,along a north-south
creating a reflectingline, creating
pool a
� AlternativeAAincludes
• Alternative includes aa500-foot
500-foot opening
opening width at the
width reflecting pool to the east and
to the east and a free flowing estuary to thea free flowing estuary
current
at the FifthFifth
current Avenue dam, with
Avenue dam, necessary
with necessary west. This alternative recognizes the value of of a
to the west. This alternative recognizes the value
bothreflecting pool for statethe
the for capitol while at theand
same
Figure 4. Areas of channel pre-dredging and slope modifications
stabilization/habitat creation along the edges of the basins.
modifications totoexisting
existinginfrastructure.
infrastructure. This This a reflecting pool state capitol
alternative
alternative leavesthe
leaves the existing
existingFourth
Fourth Avenue
Avenue Bridge time reconnecting the Deschutes
reconnecting the Deschutes River with Budd River with Budd
in place and leads Inlet.
Bridge in place andtorestores
restoration
fulloftidal
full tidal
hydrology. Inlet.
hydrology with minimum effects on current land use Alternative C was considered earlier in the Deschutes
• Alternative B includes the changes in Alternative Alternative C was considered earlier in the Deschutes
and infrastructure. Estuary Feasibility Study. This design included Alternative
A plus an increased opening width at the Estuary Feasibility Study. Alternative C was rejected
� Alternative
BNSF railroadBcrossing,
includes the
at changes
the divisionin Alternative
between A B plus
because an increased opening
hydrodynamic modeling width
showedto Percival
it did notCove.
plus an increased opening width
the North and Middle Basins of Capitol Lake.at the BNSF Alternative C was rejected
cause significant changes to the conditions withinbecause hydrodynamic
modeling showed it did not cause significant changes to the
The railroad
span ofcrossing,
the current is located
whichbridge at thefeet
is 200 division
and Percival Cove. Please see CLAMP Fact Sheet #2 for
between the North and Middle Basins of Capitol conditions within Percival Cove. Please see CLAMP Fact
For additional questions, please contact: more information on estuary restoration alternatives.
Lake. The span of the current bridge is 200 feet and Sheet #2 for more information on estuary restoration
Nathaniel Jones, Facilities Division increasing this span is thought to improve tidal alternatives.
Phone: 360-902-0944 • E-mail: njones@ga.wa.gov CLAMP Fact Sheet #5