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<br />Marian Meadows Rezone and Subdivision Final Environmental Impact Statement 3-37 <br />on the east side of the corridor would be a similar impediment to movement with similar potential <br />impacts on herds and populations. <br />Alternative 4, PUD with Reduced Density on the Entire Site, was developed to illustrate elements that <br />would incorporate mitigation measures while retaining development on both the flat western portion of <br />the site and the steep eastern portion. About 147 lots are shown in the conceptual layout in Figure 2-4. <br />(Other potential layouts could result in more or fewer lots.) This alternative results in an increase in total <br />residential lots in the immediate vicinity from about 200 to about 350 or a little more than half of the total <br />proposed by Alternatives 1 and 2, about the same as in Alternatives 3A and 3B. <br />Under Alternative 4, the development would include lots that are somewhat smaller than existing large <br />lots in the area, particularly those directly adjacent to the development. The interior lots would be slightly <br />larger than the existing subdivisions in the vicinity with the smallest lots about .25 acre in size, or about <br />twice as large as the densest development in the vicinity such as the Easton Village plat to the southwest. <br />The existing large lots located immediately adjacent to the site would be bounded by smaller lots, except <br />within the ASZ 4 where no residential lots are proposed. This layout provides an area for mini-storage <br />development in the ASZ 4 where it is considered a compatible non-residential use. Adjacent existing lots <br />to the southwest and south would be bounded by open space in the airport safety zone or in areas <br />excluded because of debris flow hazards. <br />The majority of residents in the community would experience the alternative in terms of the following: <br /> The landscape in the area would no longer be characterized primarily by forest cover. A substantial <br />area of native forest vegetation would be preserved in the airport safety zone, in the hazard <br />avoidance areas, and on the highest upper slopes. The extent to which the built environment <br />predominates would vary by lot size. For persons passing through the area on roads, elements of the <br />built environment such as buildings and ornamental landscaping would be dominant in developed <br />areas, but more native vegetation would be retained in open space areas than Alternatives 1 and 2. <br /> The observed visual character of the community would change in areas of residential development <br />and associated permanent clearing of the forest cover, but this character would be preserved in open <br />space areas. The visual character for people not living in direct proximity would be primarily <br />affected by clearing and grading for roads and by residences on the western portion of the site. On <br />the steep eastern portion of the site, there would be less clearing and grading from roads. <br />Residences would be lower on the ridge, and therefore less visible to residents in the area. The <br />changes to the most visible higher portions of the forested ridges that frame the Yakima River <br />Valley and contribute to the rural character of the area would be less than Alternatives 1, 3A,3B, <br />and 3, but more than Alternatives 2 and 5 (see Section 3.6). <br /> It is unlikely that forestry use would occur on residential parcels, except cutting of trees for <br />firewood. The open space areas on the lower portion of the site and portions of the upper portion of