2024 08 August 07 Planning Commission Agenda Packet Revised 8/7/2024PLANNING COMMISSION
REGULAR MEETING AGENDA
City Hall – Council Chambers
August 7, 2024 – 5:00 p.m.
1.CALL MEETING TO ORDER
2.ROLL CALL
3.APPROVAL OF MINUTES
Planning Commission Meeting Minutes of July 17, 2024
4.PUBLIC COMMENT
None scheduled
5.COMMISSION BUSINESS
a.Draft South Station Approval Public Hearing
b. Annual/Biannual Code Clarifications, Cleanups,
Corrections & Consistency Amendments Public Hearing
c.Permanent Supportive Housing Code Amendment Briefing
6.STAFF BUSINESS
Invitation to Special Meeting 8/13/2024
Manager’s Report
7.NEXT MEETING
August 21, 2024 5:00pm – Regular Meeting
8.ADJOURNMENT
Remote attendance available via Zoom meeting code: 816 6490 0453 passcode: 569600
To request accommodation to attend or to provide public comment virtually, please contact Samantha Homan at
253-835-2601 or samantha.homan@cityoffederalway.com, no later than 5:00 p.m. on August 6, 2024.
Commissioners City Staff
Tom Medhurst, Chair Keith Niven, Community Development Director
Vickie Chynoweth, Vice Chair Samantha Homan, Office Manager
Diana Noble-Gulliford www.federalwaywa.gov
Lawson Bronson
Tim O’Neil
Anna Patrick
Jae So
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PLANNING COMMISSION
Meeting Agenda Table of Contents
August 7, 2024
1.Planning Commission Minutes July 17, 2024… page 3
2.Commission Business Item A: Draft South Station Approval
Public Hearing
a.Staff Memo… page 5
b.Lakehaven Comments... page 12
c.Draft South Substation Subarea Plan... page 13
d.Draft South Station Subarea Appendices... page 86
3.Commission Business Item B: Annual "Snowball" Code
Amendments Public Hearing
a.Staff Memo... page 196
b.Annual Code Clarifications, Cleanups, Corrections &
Consistency Amendments... page 201
4.Commission Business Item C: Permanent Supportive Housing
Code Amendment Briefing
a.Staff Memo... page 239
b.Maps... page 241
5.Invitation to Special Council Meeting August 13... page 244
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PLANNING COMMISSION
REGULAR MEETING AGENDA
City Hall – Council Chambers
July 17, 2024 – 5:00 p.m.
1.CALL MEETING TO ORDER
Vice Chair Chynoweth called the meeting to order at 5:09pm
2.ROLL CALL
Commissioners Present: Lawson Bronson, Anna Patrick, Tim O’Neil, Vickie Chynoweth,
Excused: Diana Noble-Gulliford, Tom Medhurst
Absent: Jae So
City Staff present: Community Development Director Keith Niven, Planning Manager Holly
Bosak, City Attorney Kent Van Alstyne, Office Manager Samantha Homan
3.APPROVAL OF MINUTES
Planning Commission Meeting Minutes of July 10, 2024
Commissioner Bronson moved to approve the minute as written
Second by Commissioner O’Neil
Motion Passes 4-0
4.PUBLIC COMMENT
None scheduled
5.COMMISSION BUSINESS
a.Implementation Appendix briefing
Community Development Director Keith Niven presented the Implementation
Appendix of the Comprehensive Plan and explained the table. The Implementation
tables are focused on what implementing actions the City hopes to achieve in the
next 5 years. He asked the commissioners to please review the appendix and refer
back to the Chapter Goals and Policies to ensure they align, and note those that
do not. Also, if there were goals and policies the commissioners felt were
important to address in the first five years, but not listed on the current table, to
please provide that feedback to staff prior to September’s Planning Commission
meeting. The possibility of having yearly implementation meetings to check
progress was discussed.
6.STAFF BUSINESS
Manager’s Report
Community Development Director Keith Niven introduced new Planning Manager Holly
Bosak. Holly gave a brief introduction about herself. New planner will start in September
Sound transit DA coming for Christian Faith Center Site
7.NEXT MEETING
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August 7, 2024 5:00pm – Regular Meeting
8.ADJOURNMENT
Commissioner O’Neil moved to adjourn the meeting
Motion Passes 4-0
Meeting adjourned at 5:40pm
ATTEST: APPROVED BY COMMISSION:
_______________________________________ _____________
SAMANTHA HOMAN, OFFICE MANAGER DATE
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33325 8th Avenue South
Federal Way, WA 98003-6325
253-835-7000
www.cityoffederalway.com
Jim Ferrell, Mayor
STAFF REPORT
DATE: July 31, 2024
TO: Federal Way Planning Commission
FROM: Lucy Sloman, AICP; Special Projects Planner
SUBJECT: South Station Subarea Plan Approval Public Hearing
____________________________________________________________________________
The future Sound Transit Tacoma Dome Link Extension (TDLE) adds a second light rail station in
Federal Way, currently anticipated to open in 2035. With convenient access to large employers,
commercial centers, retail, restaurants, services, places of worship, schools, and substantial natural open
space network, this area is poised for change. By leveraging the significant public investment in light rail
access and the challenges and opportunities associated with inserting the elevated tracks and station into
this part of Federal Way, the city has the chance to build on this area’s strengths and transform it from an
auto-oriented, suburban portion of the City into a multimodal, vibrant, mixed-use, urban neighborhood
with community-wide benefits. The South Station Subarea Plan provides the roadmap for the area's
transformation into a new dynamic, transit-oriented hub by planning for housing, employment
opportunities, recreational spaces, regional transit service, and a host of amenities.
This Plan is viewed as a living document, evolving and being updated as the area undergoes its
transformation. Though the City does not know the final location and configuration of the TDLE station
or how the light rail station and track alignment will impact existing properties, potential locations are
known. The Subarea Plan is being adopted in coordination with the City of Federal Way 2024 Periodic
Update to the Comprehensive Plan, currently underway, and to comply with King County’s requirements
for the area’s candidate designation as a Countywide Growth Center (CGC).
Subarea and TOD District boundaries; Phasing
The Subarea Plan looks at two geographic areas: 1) a 59-acre, transit-oriented district (TOD District)
located within 2) the broader 388-acre South Station Subarea (Subarea). In addition, there’s a third
delineated area, the CGC, which represents a portion of the Subarea.
Determining the appropriate boundary for the Subarea was an iterative and interactive process responsive
to the existing uses, large transportation facilities, the area’s natural systems and protected lands, the
likely location of the future TDLE station, and the CGC boundary. The South Station Subarea boundary
expands from the CGC to include additional area and existing community assets and amenities such as
Todd Beamer High School, the Blueberry Farm, and Brooklake Center. Although these assets are
important in the creation of a new neighborhood, which is the purpose of the Subarea Plan, they were not
required to meet the CGC criteria as they do not have a significant number of residents or employees.
The final South Station Subarea Boundary was set in 2022.
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Below: Subarea and Countywide Growth Center Boundaries
The City worked with King County to establish a CGC surrounding the proposed TDLE station in 2021.
The CGC boundary was chosen to satisfy the King County criteria and as a means of capitalizing on the
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Sound Transit catalytic investment. The CGC boundary is contained within the Subarea. The purpose of
the countywide CGC Framework is to establish focal points for local and county investment to equitably
concentrate jobs, housing, shopping, and recreational opportunities. Designated CGCs are expected to
comply with VISION 2050 Regional Growth Strategy and meet the County’s center criteria for planned
activity of residential and employment, access to transit, market potential, and serve as an important
destination.
Due to the amount of time before light rail service is available to this area, the Subarea Plan selected a
phased strategy which became the primary organizing element of the Subarea Plan. Though the
anticipated construction of the TDLE station is likely to impact the entire Subarea, these impacts are
unlikely to be at the same time or equal throughout the Subarea: property redevelopment will likely be
more significant around the TDLE station than in the other areas within the Subarea as the neighborhood
evolves, but at the same time, it is expected the entire Subarea will experience changes. Therefore, the
phases represent the primary and secondary focuses for revisions to the Zoning Code and Development
Code, prioritizing the introduction of a high-density mixed-use zone for urban walkable redevelopment
first in the area closest to the future TDLE station. This primary focus area is referred to as the “TOD
District”. The District boundary emerged from evaluating the likelihood of redevelopment; considering
the proximity to either of the potential light rail station locations; capitalizing on the potential for
establishing a pedestrian-oriented street grid; considering input from the community stakeholders’ group;
and, providing sufficient area to satisfy CGC criteria for a mix of residential units and jobs.
Community Engagement
The Subarea planning effort began in 2019 and included broad, targeted, and intentional community
engagement. This multi-layered public involvement effort guided the Subarea planning process, focusing
on gathering insight into community desires and aspirations, which then led to drafting of this Subarea
Plan. It included:
•Interviews with property owners, stakeholders, agency partners such as the County and School
District, and staff
•Framing City South, a community engagement open house and survey
•Townhall public meeting at Todd Beamer High School
•Project website to disseminate information to the public, collect public comments, and serve as a
platform for a survey
•A Stakeholder Group that provided feedback on various aspects of the plan; served as a conduit for
community’s interests and values; and both acted as a sounding board for ideas and brought
additional perspectives for consideration. Additionally, the stakeholder group took two mobile
tours of existing Sound Transit light rail stations and transit-oriented development projects in the
region
•Planning Commission meetings, presentations, input
Vision Statement & Guiding Principles
The Stakeholder Group developed the Vision Statement and Guiding Principles as part of their work.
They are:
The Federal Way South Station Subarea will provide new residential, commercial, and employment
opportunities in a livable and thriving neighborhood. It will be bordered by protected natural areas,
including ample green spaces and parks. The area will feature a safe network of multimodal streets and
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trails that enhance connectivity and mobility for all residents throughout the Subarea and to and from the
future light rail station.
1.Promote a diverse and thriving economy with new employment opportunities.
2.Provide new residential opportunities.
3.Protect natural recreational amenities.
4.Preserve buildings of historic significance.
5.Enhance placemaking and transit-oriented development within walking distance of mass transit.
6.Expand connectivity within and around the Subarea and improve options for pedestrian and
bicyclist mobility.
Subarea Plan structure and content
The Subarea Plan consists of an introduction and seven areas of focus. The following are highlights from
those sections and a brief description of the appendices to the Subarea Plan:
Land Use & Zoning
The Subarea has seen significant redevelopment since the City’s 1990 incorporation. The current
zoning has resulted in a Subarea and TOD District developed primarily for travel by automobile;
with low-density buildings set far back and disconnected from the streets and sidewalks; and
segregated areas of residential and commercial uses. Future economic expansion, housing growth,
and new transportation modes necessitate modifying land use planning for this portion of the City
to allow for a mixed-use TOD District proximate to the TDLE station. New Comprehensive Plan
designations and zoning classifications should be put in place to foster a mixture of desired uses
that currently cannot coexist in the Subarea and rezoning will allow for increased densities and
intensities. In addition, some of the lower-density, land uses that have gravitated to this part of
the City should be limited or prohibited.
Utilities
The utility infrastructure in the Subarea can generally accommodate the planned growth and the
Vision with upgrades. New development will be required to connect to these facilities and build
new stormwater infrastructure to meet the codes in place at the time of construction. Though
most parcels in the Subarea are currently connected to Lakehaven’s sewer system, approximately
18 developed sites with single-family homes aren’t connected. The Subarea is home to
Lakehaven’s newest Pump Station force main, which became operational in January 2023.
Lakehaven anticipates as development and redevelopment occurs, the future upgrades to the force
main will be necessary. The timing of the upgrades and expansions of some utilities will impact
the ability for growth and redevelopment to occur.
Mobility & Connectivity
The existing roadway network through this area presents challenges for increased non-motorized
mobility associated with and necessary for the future light rail station. Due in part to the volume
of traffic, the width of the streets, and the infrequent opportunities for safe pedestrian and bicycle
crossing of streets surrounding the Subarea and TOD District: Pacific Highway, Enchanted
Parkway South, and South 348th Street, creating a complete mobility network in this portion of
the City will be a challenge. However, as the area begins to redevelop with denser, mixed-use
projects, there will need to be greater attention given to creative solutions, planning, and capital
investments to overcome this challenge. While a number of the tools needed are already adopted
in the City’s Development Standards, the Subarea can introduce a hierarchy of streets, using new
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street sections, to create a fine-grained pedestrian and bicycle friendly grid in the TOD District.
These enhancements will also help to create a distinct identity for this portion of the City.
Housing & Demographics
The City does not build housing; however, the City influences housing options by setting the
zoning regulations and adopting the Development Regulations that determine where housing can
be built, what it looks like, and in part, the housing cost. Incentives or code requirements are tools
to expand access and ensure inclusivity by targeting housing types that support a variety of
income ranges, demographics, and household configurations consistent with the vision for the
TOD District, Subarea, the City, and the region. The adoption of new code for the TOD District
will support the long-term strategy in anticipation of the new TDLE station and the associated
opportunities for this area’s transformation.
Forecasted Growth 2024-2044:
A growing residential population in mixed use areas newly available for residential and mixed-
use development will increase residential units from the existing 453 to 1,600 or more as well as
offering a diverse range of income-restricted, rental, and ownership options.
Employment & Economic Development
The Subarea contains large employers such as Costco, Lowes, and Home Depot while St. Francis
Hospital and Walmart are adjacent, but outside of the Subarea boundary to the north. Although
construction, warehousing, and other industrial uses make up a small portion of the total
employment, these sectors occupy a disproportionately larger land area within the Subarea. The
introduction of the TDLE light rail station is expected to catalyze economic growth and urban
style development where it does not currently exist. The economic strategy for the Subarea
preserves and encourages employment opportunities within close access to the future light rail
station, combined with carefully limiting the expansion of industrial, storage, and auto-oriented
uses. Likely future job sectors could include retail, health care, and food & beverage/hospitality.
Planning for a mix of uses and forms of work ensures the area retains some of the Vision-
compatible employment opportunities and major employers currently present while transitioning
away from low-density jobs that are incompatible and inconsistent with the Vision. And, with the
opening of the future station, there is an improved likelihood to attract offices, healthcare facilities,
and hospitality establishments, which are high density employment generators that contribute to
job growth, increase economic stability, and offer residents more employment options closer to
home.
Forecasted Growth 2024-2044:
Expanded job opportunities in newly available mixed-use areas will increase the existing 2,174
jobs to 3,100 or more. With the expectation of higher density redevelopment, it should be noted
that some existing jobs may be displaced due to business relocations, however, the overall effect
is job growth.
Natural Environment, Parks, & Open Space
The natural amenities located adjacent to the Subarea, such as the West Hylebos Wetlands Park
and the Spring Valley Open Space, are unique to the City and serve as one of the most significant
and distinctive elements for this part of the City. As the TOD District builds out, it will be
exceptional to have this extensive respite so close to an urbanizing area. Preservation and
upgrading of these areas as well as improving community access to them are a priority of the City
including expanding and enhancing the trail network. There is a deficit of active recreational
opportunities and the 2019 Parks Plan identified the need for a park is this area. The development
of a new neighborhood park should coincide with the development of new housing for this area.
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One possibility worthy of exploring is evaluating the feasibility of moving the existing
stormwater pond into a vault with a lid that could accommodate recreational activities. The
stormwater pond is located in the TOD District.
Community Assets & Placemaking
Though the Subarea has protected open space and historic structures in and around it, overall, it
has few of the community assets and amenities necessary to underpin a successful Subarea and
TOD District. As a result, the Subarea Plan provides an important opportunity to develop the
design elements before the light rail station opens, to ensure these elements are successfully
incorporated into the evolution of this area. Additional forethought can ensure that the Subarea
and TOD District have an identity supported by gateways, amenities, wayfinding, and art. A
streetscape plan can provide the overall guidance that ensures that each development or
redevelopment contributes to this shared vision.
Appendices
There are four appendices to the Subarea Plan. The first three provide the background analysis
that was also used to support the drafting of the Subarea Plan: Existing Conditions & Market
Assessment, Connectivity & Mobility Analysis, Conceptual Stormwater Open Space memo. The
fourth appendix is the King County Centers Designation Criteria and Framework.
Implementation Strategy
It is important to note that the Subarea Plan itself does not change or amend the Comprehensive Plan or
Zoning and Development Code; however, it does provide a basis and the policy support for those actions.
And though the Subarea Plan identifies the future vision and implementing actions to achieve it, prior to
the changes in the Comprehensive Plan and Zoning & Development Code, the current land use
designations and zoning classifications must be applied; therefore, implementation of the Subarea Plan is
essential for achieving the Vision.
Following approval of the Subarea Plan, a phased approach will focus on developing and introducing
urban Development Regulations for high-density employment, mixed-use residential areas, and walkable
streets in the TOD District, situated between Pacific Highway South, Enchanted Parkway South, South
348th Street and South 356th Street. The balance of the Subarea will be addressed as the Subarea Plan is
updated. By monitoring development within the Subarea over the next decade, before the TDLE light rail
station is scheduled to begin operations, both Development Regulations and implementation actions can
undergo reevaluation and revision as needed in 2029 and 2034, as part of the next Comprehensive
Plan Periodic Update cycle.
Procedural Summary and Approval Schedule
•6/28/2024: Issuance of Determination of Nonsignificance (DNS) pursuant to the State
Environmental Policy Act (SEPA) (24-102429-SE)
•6/28/2024: Public Notice of SEPA Decision published in Federal Way Mirror and posted
(website)
•7/12/2024: End of SEPA Comment Period
•8/2/2024: End of SEPA Appeal Period
•8/7/2024: Planning Commission Public Hearing
•9/9/2024: LUTC Council Committee (anticipated date)
•10/1/2024: City Council 1st Reading (anticipated date)
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Public Comments and edits to the June 24, 2024 draft
The City received no comments during the SEPA comment period and, as of the date of this staff report,
one comment from Lakehaven has been received during the public hearing comment period. This
comment is for minor edits to the June 24 draft. Staff have also received the City’s legal department
comments which will necessitate edits for clarity, not content. Finally, the draft contains a placeholder
for a summary of the public review process which will be completed following the Planning
Commission’s review and recommendation.
Planning Commission Action
Forward a recommendation to City Council regarding approval of the proposed South Station Subarea Plan.
Staff Recommendation
Subject to public comment and Commission deliberation, based on the above staff analysis, staff
recommends that the proposed South Station Subarea Plan be recommended for approval to the Land
Use/Transportation Committee (LUTC) and City Council.
Attachments
1.Comments from Lakehaven
2. Draft South Station Subarea Plan, June 24, 2024
3. Draft South Station Subarea Plan Appendices
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ATTACHMENT 1: LAKEHAVEN COMMENTS
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Acknowledgements
Mayor and City Council
Mayor Jim Ferrell
Council President Linda Kochmar
Councilmember Lydia Assefa-Dawson
Councilmember Paul McDaniel
Councilmember Susan Honda
Councilmember Hoang V. Tran
Councilmember Jack Walsh
Councilmember Jack Dovey
Planning Commission
Lawson Bronson, Chair
Vickie Chynoweth, Vice Chair
Diana Noble-Gulliford
Anna Patrick
Tim O'Neil
Jae So
Lawson Bronson
Project Team
Keith Niven, AICP CEeD Community Development
Director
Jonathan Thole Planning Manager
Chaney Skadsen Senior Planner
Evan Lewis, AICP Senior Planner
Lucy Sloman, AICP Special Projects Planner
Consultant Team
Otak
Leland Consulting Group
Fehr & Peers
CityWorks, Inc
Stakeholder Group
Mike Benzien FWPS
Michael Swartz FWPS
Kevin Crossen South King Fire
Ben Heidgerken Resident
Shelley Pauls We Love Our City
Joni Dennison FW Historical Society
Tom Medhurst Former Property Owner
Tony Kim Community Member
Technical Review Team
Rick Perez, PE City Traffic Engineer
Sarady Long Senior Traffic Engineer
Jason Gerwen Deputy Parks Director
Tanja Carter Economic Development
Director
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Contents
I. Executive Summary .................................................................................................................................. 5
II. Introduction ............................................................................................................................................. 7
A. Historical Context ................................................................................................................................. 7
B. Subarea Overview ................................................................................................................................ 9
C. Establishment of TOD District ............................................................................................................ 12
D. Community Engagement Process ...................................................................................................... 14
E. Vision & Guiding Principles ................................................................................................................ 16
F. Subarea Plan Structure ...................................................................................................................... 17
G. Key Terms ........................................................................................................................................... 17
III. Land Use & Zoning ................................................................................................................................. 20
A. Existing Conditions and Opportunities .............................................................................................. 22
B. Future ................................................................................................................................................. 23
C. Conclusions & Implementation .......................................................................................................... 24
IV. Utilities ................................................................................................................................................... 27
A. Existing Conditions ............................................................................................................................. 27
B. Future ................................................................................................................................................. 29
C. Conclusions & Implementation .......................................................................................................... 30
V. Mobility & Connectivity ......................................................................................................................... 32
A. Existing Conditions ............................................................................................................................. 32
B. Future ................................................................................................................................................. 38
C. Conclusions & Implementation .......................................................................................................... 45
VI. Housing & Demographics ....................................................................................................................... 49
A. Existing Conditions ............................................................................................................................. 49
B. Future ................................................................................................................................................. 51
C. Conclusions & Implementation .......................................................................................................... 56
VII. Employment & Economic Development ................................................................................................ 58
A. Existing Conditions ............................................................................................................................. 58
B. Future ................................................................................................................................................. 59
C. Conclusions & Implementation .......................................................................................................... 61
VIII. Natural Environment, Parks & Open Space ........................................................................................... 63
A. Existing Conditions ............................................................................................................................. 63
B. Future ................................................................................................................................................. 66
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C. Conclusions & Implementation .......................................................................................................... 66
IX. Community Assets & Placemaking ......................................................................................................... 68
A. Existing Conditions ............................................................................................................................. 68
B. Future ................................................................................................................................................. 69
C. Conclusions & Implementation .......................................................................................................... 71
X. Appendices ............................................................................................................................................. 73
A. Existing Conditions and Market Assessment, Otak and Leland Consulting Group ............................ 73
B. Federal Way South Station Connectivity and Mobility Analysis, Fehr, and Peers ............................. 73
C. Conceptual Stormwater Open Space Memo, Otak ............................................................................ 73
D. King County Centers Designation Criteria and Framework ............................................................... 73
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I. Executive Summary
Opportunity
The future Sound Transit Tacoma Dome Link Extension (TDLE) adds a second light rail station in Federal
Way. With convenient access to large employers, commercial centers, retail, restaurants, services, places
of worship, schools, and substantial natural open space network, this area is poised for change. By
leveraging the significant public investment in light rail access and the changes associated with inserting
the elevated tracks and station into the Subarea, the city has an opportunity to build on this area’s
strengths and transform it from an auto-oriented, suburban portion of the City into a multimodal, vibrant,
mixed-use, urban neighborhood with community wide benefits. The South Station Subarea Plan provides
the roadmap for the area's transformation into a new dynamic transit-oriented hub by planning for
housing, employment opportunities, recreational spaces, regional transit service, and a host of amenities.
Vision Statement
The Federal Way South Station Subarea will provide new residential, commercial, and employment
opportunities in a livable and thriving neighborhood. It will be bordered by protected natural areas,
including ample green spaces and parks. The area will feature a network of multimodal streets and trails
that enhance connectivity and mobility for all residents throughout the Subarea and to and from the future
light rail station.
Guiding Principles
1. Promote a diverse and thriving economy with new employment opportunities.
2. Provide new residential opportunities.
3. Protect natural recreational amenities.
4. Preserve buildings of historic significance.
5. Enhance placemaking and transit-oriented development within walking distance of mass transit.
6. Expand connectivity within and around the Subarea and improve options for pedestrian and bicyclist
mobility.
The Plan
The Subarea Plan has several overlapping phases, focusing initial changes in an area around the
anticipated TDLE station. (Sound Transit has not selected the final location of the TDLE station but the
approximate locations are known.) The Subarea Plan looks at two geographic areas: 1) a 59-acre, transit-
oriented district (TOD District) located within 2) the broader 388-acre South Station Subarea (Subarea).
Following approval of the Subarea Plan, a phased approach will focus on developing and introducing
urban Development Standards for high-density employment, mixed-use residential areas, and walkable
streets in this TOD District, situated between Pacific Highway South, Enchanted Parkway South, South
348th Street and South 356th Street. The balance of the Subarea will be addressed as the Subarea Plan is
updated.
This Plan is viewed as a living document, evolving and being updated as the area undergoes its
transformation. Though the City does not know the final location and configuration of the TDLE station or
how the light rail station and track alignment will impact existing properties, approximate locations are
known, and the Subarea Plan is being adopted in coordination with the City of Federal Way 2024 Periodic
Update to the Comprehensive Plan, currently underway, and to comply with King County’s requirements
for the area’s candidate designation as a Countywide Growth Center. This evolving approach to the
Subarea Plan has also been taken as the City does not know the pace at which properties will redevelop
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following anticipated rezones and before the TDLE station is built; whether adopted standards and
guidelines will achieve the desired outcome; and, where the future park for this neighborhood will be
located.
Forecasted Growth 2024-2044
As properties are rezoned to allow for increased densities and intensities, the Subarea is expected to
accommodate the following:
1. A growing residential population, increasing from the existing 453 units to 1,600 or more. As well as
offering a diverse range of income-restricted, rental, and ownership options.
2. Expanded job opportunities, increasing the existing 2,174 jobs to 3,100 or more. With the expectation
of higher density redevelopment, it should be noted that some existing jobs may be displaced due to
business relocations, however, the overall effect is job growth.
3. A new park will be established within the TOD District.
4. The trail network adjacent to the Subarea will undergo expansion and enhancement.
Implementation Strategy
The Subarea Plan outlines incremental actions necessary to implement the Plan with several purposes:
1. Modify the land use designations in the Comprehensive Plan and Zoning Code in the City code to allow
increased uses, density, and intensity to achieve the Vision.
2. Revise the Development Standards to implement the Comprehensive Plan and Zoning Code.
3. Monitor development within the Subarea over the next decade before the TDLE light rail station is
scheduled to begin operations so that both Development Standards and implementation actions can
undergo reevaluation and revision as needed in 2029 and 2034, as part of the next Comprehensive
Plan Periodic Update cycle.
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II. Introduction
Background
The South Station Subarea Plan (Subarea Plan) establishes a long-range vision for the area surrounding the
future Tacoma Dome Link Extension (TDLE) station. It serves as a blueprint for guiding redevelopment in
this southern portion of Federal Way over the next twenty years. The Plan presents an opportunity to
leverage the public investment in light rail, aiming to transform the area into an urban, transit-oriented
neighborhood, with communitywide benefits.
At the policy level, the Subarea Plan comprises a series of implementing actions recommended to be
included with the City of Federal Way 2024 Periodic Update to the Comprehensive Plan adoption and
beyond. It is important to note that the Subarea Plan itself does not change or amend the Comprehensive
Plan, Zoning Code, or Development Standards; however, it does provide a basis and the policy support for
those actions. And though the Subarea Plan identifies the future vision and implementing actions to
achieve it, prior to the changes in the Comprehensive Plan and Zoning Code, the current land use
designations and zoning classifications must be applied; therefore, implementation of the Subarea Plan is
essential for achieving the Vision.
A. Historical Context
Historical imagery and previously-adopted planning policies for this area provide the context for
the current state of the area. From an undeveloped stretch of unincorporated King County in
1936, the region has undergone a significant transformation, now featuring a blend of
commercial, industrial, and residential uses. Figure 1 illustrates this evolution through King County
iMap, comparing the landscape in 1936 and 1998, illustrating the substantial changes up to the
City’s incorporation in 1990. In examining the aerial photography available for 1998 (the iMap
image closest in time to the City’s incorporation), much of the uses appear to be oriented to
freight trucks, recognizing this area’s location adjacent to the Port of Tacoma, Pacific Highway
South, and proximity to Interstate 5 and SR 18. Figure 2 further illustrates the evolution of the
area between 2009 and 2021.
Figure 1: King County iMap: left, 1936; right, 1998
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Figure 2: King County iMap: left, 2009; right, 2021
The following highlights a chronological transformation of this area of the city from a truck-
oriented area to a retail center, home to many of the big box retail stores currently located in the
City.
Figure 3: City of Federal Way Original Comprehensive Plan Map 1990
1987 Jet Chevrolet opens at current
location, 35700 Enchanted Parkway
South.
1989 Costco Wholesale opens at
current location, 35100 Enchanted
Parkway South.
1990 City of Federal Way
incorporation. At incorporation, the
Federal Way Comprehensive Plan
Land Use designations for the
Subarea include Rural Residential,
Low Density Residential, Business
and Industrial/Office Park
Crosspointe Apartments open at
current location adding the first of
two multifamily complexes in the
Subarea.
1992 Eagle Hardware & Garden
opens at the location, currently
used for U-Haul at 35205
Enchanted Parkway South.
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1994 Home Depot opens at current location, 1715 South 352nd Street.
1995 Federal Way Comprehensive Plan Land Use designations for the Subarea evolve to
include Multifamily (Crosspointe Apartments), Single Family, Parks and Open Space,
Community Business and Business Park
2003 Todd Beamer High School opens at current location, 35999 16th Avenue South.
2006 The Crossings Mall opens at current location, 35009 South 348th Street.
2007 Comprehensive Plan introduces the Commercial Enterprise designation and
subsequent zoning was developed from the former Business Park and Community
Business designations.
2007 Lowe’s opens at current location, 35425 Enchanted Parkway South.
2014 Park 16 Apartments open at current location, 35703 16th Avenue South.
2015 Seattle Children’s Hospital, South Clinic opens at current location, 34920 Enchanted
Parkway South.
2016 Sound Transit ST3 ballot measure passes with a plan to extend the light rail line from
the northern Federal Way station to Tacoma, creating the opportunity for the TDLE
station.
2019 The City and Sound Transit partnered in a community outreach effort. This process
was referred to as Framing City South. (See Section D below for details)
2020 Neumeier Engineering manufacturing facility opens at current location, 1019 South
351st Street.
2021 King County conditionally approved the City’s candidacy of South Station as a
Countywide Growth Center (CGC).
2022 The City begins the South Station Subarea Planning process.
B. Subarea Overview
Determining the appropriate boundary for the Subarea was an iterative and interactive process
responsive to the existing uses, large transportation facilities, the area’s natural systems and
protected lands, and the likely location of the future TDLE station. In 2022, the final South Station
Subarea Boundary was refined and set through community outreach, input from the City’s
Planning Commission, and feedback from the South Station Stakeholder Group, an ad hoc group
of property owners and community members formed by City staff.
The Subarea boundary is delineated by South 348th Street to the north, Interstate 5 (I-5) to the
east, South 364th Street to the south, and the West Hylebos Wetlands Park to the west. Portions
of the Spring Valley Open Space to the south and West Hylebos Wetlands to the west have been
omitted due to the expectation of minimal change in those areas. The Subarea contains
approximately 388 acres which includes public rights of way or 330 acres without rights of way.
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While Sound Transit has not identified a preferred location and track alignment for the new light
rail station at the time of this Subarea Plan’s preparation, the South Station Subarea Plan
boundary encompasses the potential TDLE station locations (see Figure 15) and the Subarea Plan
is prepared to accommodate them.
In addition to establishing the Subarea, and as a means of capitalizing on this catalytic investment,
the City worked with King County to establish a Countywide Growth Center (CGC) surrounding the
proposed TDLE station; see historical chronology above. The CGC boundary is a subset of the
Subarea and enabled the City to participate in countywide transportation funding competitions in
2022 and 2024. See Figure 4 for the CGC boundary. The purpose of the CGC Framework is to
establish focal points for local and county investment to equitably concentrate jobs, housing,
shopping, and recreational opportunities. The criteria and framework are provided in Section X,
Appendix D. Designated CGCs are expected to comply with VISION 2050 Regional Growth Strategy
and meet the center criteria for planned activity of residential and employment, access to transit,
market potential, and serve as an important destination. These CGC criteria are referenced
periodically in the Subarea Plan.
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Figure 4. Subarea and CGC boundary Overview Map
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C. Establishment of TOD District
The City evaluated three alternatives to determine the appropriate strategy for South Station
Subarea planning. This analysis was guided by community voices as well as Planning and Economic
consultants. The purpose was to determine how and where to focus implementing actions to best
realize the Vision for the Subarea’s transformation even with the light rail station not anticipated
to open until 2035.
Figure 5: Alternative Analysis
Alternative 1. Limited Area of
Change and Redevelopment to
TOD District
Alternative 2. Expanded Area of
Change and Redevelopment
Alternative 3. Phased
Within the Subarea, the alternatives consider different geographic areas of focus and the timing of
those efforts: 1) consecutive efforts, first around the TDLE station in the TOD District then the
entire Subarea, 2) more or less the entire Subarea all at the same time, or 3) overlapping phases of
effort starting with the area around the light rail station and expanding to the entire Subarea.
The Subarea Plan Alternative 3 was identified as the appropriate approach and became the
primary organizing element of the Subarea Plan because though the anticipated construction of
the TDLE station is likely to impact the entire Subarea, these impacts are unlikely to be at the
same time or equal throughout the Subarea. That is, property redevelopment will likely be more
significant around the TDLE station than in the other areas within the Subarea as the
neighborhood changes progress but at the same time, the entire Subarea will experience the
changes. Therefore, the phases represent the primary and secondary focuses for revisions to the
Zoning Code and Development Standards, prioritizing the introduction of high density mixed-use
residential and commercial for urban walkable redevelopment first in the area closest to the
future TDLE station.
This approach provides an opportunity for the Plan to remain adaptable, identifying the need for
addressing evolving conditions with future Plan updates as necessary.
Based on stakeholder and property owner discussions, the Phase 1: TOD District boundary was
established and is illustrated in Figure 6. The TOD District is designed to target urban
redevelopment and generate the initial transformation for the Subarea. The District boundary
emerged from evaluating the likelihood of redevelopment, the proximity to either of the future
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light rail stations, the potential for establishing a pedestrian-oriented street grid, and providing
sufficient area to satisfy Countywide Growth Center (CGC) criteria for a mix of residential units and
jobs. The CGC criteria and framework are provided in Section X, Appendix D.
Figure 6: TOD District
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D. Community Engagement Process
The Subarea planning effort included broad, targeted, and intentional community engagement to
ensure that historically excluded and marginalized communities have been included. Public
discussions emphasized creating opportunities for expanding housing choices; mitigating
displacement pressures; ensuring the mobility network considers all modes of transportation; and,
planning for an inclusive and inviting neighborhood that will foster cohesion and provide access to
essential services and amenities.
This multi-layered public involvement effort guided the Subarea planning process, focusing on
gathering insight into community desires and aspirations which then led to drafting of this
Subarea Plan. Interviews with property owners, stakeholders, and staff were conducted to gain a
shared understanding of existing conditions, market dynamics, and opportunities and challenges
influencing the Subarea’s future. At the same time, staff were coordinating with agency partners.
The City also conducted several additional engagement efforts: In the fall of 2019, in collaboration
with Sound Transit, the City organized Framing City South, a community engagement open house
and survey. The primary objective was to disseminate information regarding the planning process
and establish a platform for the community to voice their opinions.
Part one, the survey, contained 19 questions and gathered 69 responses. Additionally, the online
materials attracted 552 unique visitors. Notable themes from the survey responses were:
▪ An urban, walkable, transit-oriented area.
▪ The most useful characteristic of the area today is the shopping opportunities.
▪ Light rail station area in a compact, mixed-use district.
▪ A variety of restaurants and retail, including small and local businesses.
▪ Expanded transit options and parking at the light rail station.
▪ Additional housing options.
Figure 7: South Station Subarea Plan Town Hall Banner
Part two took place on June 22, 2022, when the City held a Townhall public meeting at Todd
Beamer High School. The purpose of the event was to formally announce to the community that
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the City would be embarking on the process for developing a Plan for the area. Eighteen people
signed in at the meeting and the meeting functioned as primarily a question and answer session
about the Subarea plan, possible changes happening in the area, and impacts to people who live
and work there.
As part of this process, the City partnered with the Federal Way Public School District to discuss
the advantages of including Todd Beamer High School within the Subarea Boundary. Both parties
agreed there were advantages to include the high school within the Plan boundary.
Place holder – feedback from Draft for Public Review
Project Website
The City established a dedicated project webpage (engagefw.com/southstation) to disseminate
information to the public and serve as a platform for a survey regarding the Vision and Guiding
Principles, discussed below. The public insight from this online survey was an integral part of
developing the Vision and principles contained in this plan.
Stakeholder Group
A Stakeholder Group was formed from
interested community members and
property owners within the Subarea.
Their initial meeting took place on July
21, 2022, with subsequent monthly
meetings with City staff and the project
team. At the Stakeholder Group’s
meetings, the participants provided
feedback on various aspects of the plan;
served as a conduit for community’s
interests and values; and both acted as a
sounding board for ideas and brought
additional perspectives for consideration.
At each stage of Plan development,
presentations were made and vetted
Photo 2: Stakeholder members Tony Kim left,
Planning Commissioners Tim O’Neil middle, Anna
Patrick right.
Photo 1: City staff Evan Lewis, Chaney Skadsen, and Jason Gerwen answering questions at
South Station Subarea Plan Town Hall, June 22, 2022.
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with the South Station Stakeholder group, ensuring their input was integrated.
Additionally, the Stakeholder Group and City staff also conducted two mobile tours of existing
Sound Transit light rail stations and transit-oriented development projects in the region. The
purpose of these tours was to gather insights and envision the Subarea’s possible future. The
mobile tours visited six Sound Transit light rail stations along the 1 Line and three East Side
projects: Totem Lake in Kirkland, Spring District in Bellevue, and The Landing in Renton.
E. Vision & Guiding Principles
The Vision statement describes the desired state for the future of the Subarea. The guiding
principles reflect the shared aspirations and values of the community and support the realization
of the Vision by identifying key priorities to inform the policy framework. The Subarea Plan Vision
statement and guiding principles were developed based on the Community Outreach described in
the previous Section.
Vision Statement:
The Federal Way South Station Subarea will provide new residential, commercial, and employment
opportunities in a livable and thriving neighborhood that is bordered by protected natural areas
and includes ample green spaces and parks, as well as a safe network of multimodal streets and
trails that enhance connectivity and mobility for all throughout the Subarea and to and from the
light rail station.
Guiding Principles:
1. Promote a diverse and thriving economy with expanded employment opportunities
The future station area presents development opportunities that support the vitality of both
small and larger scale commercial businesses. Ensure redevelopment maintains important
existing commercial businesses, while supporting the incorporation of local retail, restaurants,
and additional small businesses to the area. Simultaneously, the area should provide a setting
that appeals to attracting higher-paying employment and institutional uses.
2. Expand residential opportunities
Promote transit-oriented redevelopment that will expand housing opportunities and provide a
mix of residential uses. A mix of uses, activities, and services allows TOD residents to commute
to work, run errands, recreate, and meet basic needs relying less on the need for a personally
owned vehicle. Ensure a variety of moderate and higher density housing options located
within easy walking distance from a centrally located transit station is essential to the success
of the Plan area.
3. Protect natural areas and expand recreation access
The Subarea is surrounded by valuable natural areas, including the Hylebos Blueberry Farm
Park, West Hylebos Wetland Park, and Spring Valley Open Space which are connected by
existing and planned trail networks. Leveraging these natural areas as assets enhances the
quality of life for anyone that lives, works, or plays in the Subarea. Ensure residential and
employment growth is met with expanded recreation access, protected natural areas, and
expanded tree canopy.
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4. Preserve buildings of historic significance
Preservation and adaptive reuse of locally significant and historic landmarks, such as the
Federal Way Bethel Baptist Church in the historic Harding School and the Brooklake
Community Center. Recognizing the importance of these structures ensure that future
transformation of the Subarea can honor the history while enhancing the authentic character
within the community.
5. Enhance lacemaking and transit-oriented development within walking distance of mass
transit
Encourage development of dense, walkable, and mixed-use spaces near transit that support
vibrant, sustainable, and equitable communities. Beyond planned transit improvements,
encourage development of infrastructure to include public spaces and amenities, like plazas
and public art installations to bring the community together and thrive.
6. Expand connectivity within and around the Subarea and improve options for pedestrian and
bicyclist mobility
Enhance streetscapes by integrating sidewalks and diverse amenities that promote pedestrian
and bike mobility and safety. Consider changes that help to make the area more appealing for
pedestrians with new pathways, midblock connections, alleys, and to reduce barriers for
crossing busy roads. By prioritizing these enhancements, we create a more inviting and
accessible environment that fosters ground level transportation and community connectivity.
F. Subarea Plan Structure
The Subarea Plan consists of an introduction and seven areas of focus, which frame the context
and changes that can achieve the Subarea Vision and are the basis for its Plan: Land Use & Zoning,
Utilities, Mobility & Connectivity, Housing & Demographics, Employment & Economic
Development, Natural Environment, Parks & Open Space, and Community Assets & Placemaking.
Each section includes Existing Conditions, delineating key characteristics; and Future, outlining
desired outcomes and anticipated changes. Then a Conclusions & Implementation section derives
crucial actions from the Existing Conditions and Future subsections to realize the Vision and
guiding principles for the Subarea.
G. Key Terms
These are terms used in the Subarea Plan which have been defined for ease of use. Key terms are
capitalized when used in the Subarea Plan.
Active
Transportation:
Transportation that relies on human energy, such as walking and biking. The
facilities that serve this, such as trails and sidewalks, are sometimes called
Active Transportation facilities. And people who using those facilities are
Active Transportation users.
Active Uses: These are located along key streets and have indoor spaces with large windows
facing the street, opening onto activities inside, such as shops, salons, and
restaurants.
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AMI: Area Median Income is the household income for the median — or middle —
household in a region.
Basic Daily
Services:
Services residents and people who work in the area need to meet their daily
needs without having to travel out of the neighborhood. These services might
include groceries, pharmacies, daycare, hardware store, gym, pet supplies,
eateries including coffee shop, restaurants, bars.
Buffered
Sidewalk:
A sidewalk with a planting strip between the sidewalk and curb/travel lanes.
Typically, the planting strip is wide enough to include street trees.
CGC: Countywide Growth Center; Federal Way received a conditional designation for
a portion of the Subarea as a CGC.
Comprehensive
Plan:
A Comprehensive Plan is a 20-year planning document required by Washington
State. The plan articulates a community’s vision through a series of goals,
policies, and actions that guide the day-to-day decisions of elected officials and
staff. The plan includes broad categories of allowed land use. It is not
regulatory.
Design
Guidelines:
Design Guidelines are created to preserve or enhance the character of a
community by identifying the specific requirements for the physical aspects of
a pleasant and successful urban development.
Development
Standards:
Like the Zoning Code, Development Standards also implement the
Comprehensive Plan’s policies and goals. These regulations can be the ones
that govern and shape new development, and they can also establish programs
and requirements outside of the zones, such as critical area protections. The
Development Standards or Regulations must also be consistent with the
Comprehensive Plan.
Festival Street: A public right of way designed to be easily and regularly closed to traffic and
used for pedestrian-focused special events, such as markets and celebrations.
Parks Plan: The 2019 City of Federal Way Parks, Recreation and Open Space (PROS) Plan
Placemaking: Placemaking is related to and a subset of Urban Design, and focuses on public
places and spaces. It is a people-centered approach that aims to make -better,
identifiable, and welcoming spaces, through design and collaborative
processes. Placemaking promotes wellbeing, connection and interaction
between users, adjacent businesses, and the community.
Public Realm: Publicly or privately-owned areas, available to most people, such as streets,
parks, and plazas.
Subarea: In general, a planning area that is smaller than the entire city, such as a
neighborhood or a corridor. In the case of this plan, the South Station Planning
Area.
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TDLE: Sound Transit’s Tacoma Dome Link Extension, extending light rail from Federal
Way Downtown Station to Fife and Tacoma. The new station, which is the
subject of this Subarea Plan, may be referred to equally as a TDLE station, light
rail station, or TDLE light rail station.
TOD: Transit Oriented Development
TOD District: A portion of the South Station Subarea, surrounding the future TDLE station,
which is the first phase of focus and the portion of the Subarea mostly likely to
change through construction/redevelopment in the short-term.
Urban Design: Urban Design considers the arrangement of buildings, public spaces,
circulation, and amenities to create a Public Realm that is identifiable, livable,
and appealing, and provides a link between the built, natural, and social
environments. Therefore, discussion of it occurs in several Sections of the
Subarea Plan.
Zoning Code: A city’s or county’s Zoning Code implements its Comprehensive Plan’s policies
and goals. At the highest level, the purpose of zoning regulations is to
promote, protect, and facilitate public health, safety, and general welfare. To
do that it divides the city into land use zones, such as residential, commercial,
industrial. The zones establish the allowed uses and specific rules that govern
and shape new development to achieve the Comprehensive Plan’s vision. The
Zoning Code must be consistent with the Comprehensive Plan.
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III. Land Use & Zoning
At a high level, land use is determined by the City’s Comprehensive Plan which describes the desired
future development pattern. Zoning classifications implement the Comprehensive Plan. The zoning
classifications identify allowed uses for each zone and provide specific Development Standards and Design
Guidelines for each zone. Combined, land use and zoning regulations are instrumental in defining the built
environment and functionality of the City and therefore this Subarea. Thoughtful land use practices also
enable efficient and optimized infrastructure investments, protect environmentally sensitive areas, and
facilitate the growth of a complete neighborhood.
The Subarea boasts a diverse array of existing land uses while offering opportunities for future
development. Currently, the Subarea includes major retail establishments, industrial and office spaces,
self-storage facilities, as well as institutional landmarks such as Todd Beamer High School and Brooklake
Community Center, Hylebos Blueberry Farm Park and Spring Valley Open Space. There are underutilized
areas and vacant parcels which may present potentially the first opportunities for reimagining the
District's character and promoting sustainable, mixed-use development. Figure 8 reflects the existing
development pattern of land uses.
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Figure 8: Existing Land Use Map
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A. Existing Conditions and Opportunities
Existing Comprehensive Plan Designations
The 2015 Comprehensive Plan, which currently governs the City, classifies the Subarea into
distinct designations, largely characterized by commercially-designated land. Currently, the
Subarea is predominantly auto-oriented and characterized by one-story, low-intensity
development. These designations and development in this part of the City preceded plans for the
future Federal Way south light rail station here. (See chronology in Historical Context section.)
Per the 2015 Comprehensive Plan: “in the future, it is desired that these areas become more
intensively developed and pedestrian oriented, and in some designations, accommodate housing.
Transforming existing areas into places where people want to live, shop, and work requires
changes. Commercial areas should contain street furniture, trees, pedestrian shelters, well-
marked crosswalks, and buildings oriented to and along the street to provide interest and allow
easy pedestrian access.”
The Subarea’s current Comprehensive Plan land use designations of Commercial Enterprise and
Single-Family Low-Density each contribute toward the mixture of uses called for in the 2015
Comprehensive Plan, but they do so independently: The Commercial Enterprise designation
captures the demand for industrial, office, and retail but no residential, while the Single-Family
Low-Density designation accommodates single-family, large lot housing but no nonresidential.
Without allowing all these uses in a single area, such as around the future light rail station, it is not
possible to achieve the 2015 Comprehensive Plan vision.
Existing Zoning
Of the six zoning classifications within the Subarea, two are commercial oriented (CE and OP) and
the remaining are residential (RS 35, RS 15, RM 2400, and SE); see Table 1 below for zoning
classification abbreviations. Though each of these zoning classifications has a primary use, such as
commercial and residential, other uses are often allowed. Along the western Subarea boundary
there are several parcels that have split zoning classifications of OP and SE. Table 1 provides the
area for each Comprehensive Plan designation and zoning classification within the Subarea,
excluding the area of right of way located between zones; and Figure 9 is a map of the zone
classifications.
Table 1: Existing Subarea Comprehensive Plan designations
Comprehensive Plan
Designations
Zoning Classifications
and their abbreviations
Area
(acres)
Total
%
Commercial Enterprise Commercial Enterprise (CE) 217.4 66%
Single Family - Medium Density
Residential
Single Family Residential (RS
35 & RS 15)
75.1 23%
Single Family - Low Density
Residential
Suburban Estate (SE) 13.5 4%
Multifamily Multifamily Residential (RM
2400)
21.5 6%
Office Park Office Park (OP) 2.8 1%
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Figure 9: Existing Zoning Map
Commercial Enterprise (CE): The
most prominent zone in the Subarea
and most industrial zone in the City.
Notably, one of the only zones that
does not allow housing, other than
permanent supportive housing,
emergency housing, and shelters.
Medium Density Single-Family
Residential (RS 15 and RS 35):
Minimum lot sizes for single-family
homes are 15,000 square feet and
35,000 square feet, respectively.
Low Density Single-Family
Residential Suburban Estate (SE):
There are only three SE-zoned lots
within the Subarea, and they are
owned and occupied by Brooklake
Community Church.
Multifamily Residential (RM 2400):
Requires 2,400 square feet of lot
area per unit. There are two
properties zoned RM 2400, both
developed as multifamily apartment projects (Park 16 and Crosspointe).
Office Park (OP): There are only five OP-zoned properties within the Subarea. Two lots are vacant
and split zoned with SE. Two lots are developed with office buildings.
Existing Urban Design Conditions
The current zones, corresponding Development Standards and Design Guidelines have resulted in
a Subarea and TOD District primarily for travel by automobile; with low-density buildings set far
back and disconnected from the streets and sidewalks. The area between the sidewalk and
buildings is occupied by small landscaped areas, outdoor storage, and large parking lots. As this
existing development demonstrates, these current standards and Design Guidelines will not lead
to a transit-oriented neighborhood consistent with the Subarea Vision.
More information related to the existing land uses can be found in Appendix A. Existing Conditions
and Market Assessment.
B. Future
To achieve the Plan’s Vision of a livable, thriving subarea with green spaces and multimodal
transportation opportunities, the Subarea needs an active TOD District with the right mix of land
uses at a density and intensity where the built environment will be pedestrian oriented, offers a
variety of destinations, and feels well connected.
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As an important part of the implementation of this Subarea Plan, changes to zoning classifications
and Development Standards are necessary. Presently, the Commercial Enterprise (CE) zone, which
comprises 66% of the Subarea, prohibits residential uses, impeding effective transit-oriented
development. To address this, new zoning regulations are needed that permit mixed-use and
residential uses in the TOD District while discouraging the further propagation of low-density and
low activity uses throughout the Subarea in the near term.
Development Standards should align with transit-oriented principles, encourage mobility
alternatives options, and facilitate the creation of denser, more diverse developments. The
envisioned changes will include building form and placement adjustments, modification to parking
requirements, and area-specific Design Guidelines to cultivate varied, vibrant urban environments.
Urban Design
Along with the changes identified for the Comprehensive Plan and Zoning Code, the future
Development Standards, Design Guidelines, and uses need to ensure a walkable, pedestrian scale,
comfortable TOD District. Some of the most important standards to achieve the Vision will be
those placing moderate height buildings at the street with their primary entrances from the
sidewalk, with Active Uses lining key streets and possibly others, revisiting parking ratios and
putting the parking into on-street and structured parking. Design Guidelines can be used to set
minimum aesthetic standards and disguise uses like parking garages through screening and design
requirements.
C. Conclusions & Implementation
The Subarea has seen significant redevelopment since the City’s incorporation. Future economic
expansion, housing growth, and new transportation modes necessitate modifying the approach to
Photo 4: Land Use and TOD Example
Totem Lake Redevelopment, Kirkland, WA
26 Acre Site 850 Market Rate Housing Units, Grocery,
Retail, Restaurants, Office Space, and Other Active Uses
at Ground Floor Level, Amenity Spaces, On-Site Park,
Movie Theater, 7 to 8 Stories with Structured, Surface,
and On-Street Parking.
Photo 3: Stakeholders Tony Kim and
Ben Heidgerken in front of pedestrian
pathway to parking garage at The
Village at Totem Lake in Kirkland,
Washington
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land use planning. New Comprehensive Plan designations and zoning classifications should be put
in place to foster a mixture of desired uses that currently cannot coexist in the Subarea. Standards
that regulate the built environment should give the resident and visitor a welcoming experience
they will want to repeat.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
Throughout the Subarea
II-1. Change the Comprehensive Plan’s land use designation(s) within at least the CGC
boundary to a mixed-use land use designation that is compatible with and
supportive of anticipated high-capacity transit and associated density.
II-2. Identify and work with key property owners within the Subarea interested in
building partnerships and supporting the Subarea Vision.
To Be Accomplished in Future:
TOD District
II-3. Rezone the TOD District from Commercial Enterprise to a mixed-use zone.
1. Ensure the overlay encourages Active Uses on the ground floor for both
residential and commercial buildings. Incorporate standards for
residential uses and that include amenities for remote work, such as co-
working space.
2. Consider minimum residential densities, minimum FAR (Floor Area Ratio,
a method for measuring density), and other more-urban scale
Development Standards to promote compact form and efficient use of the
land closest to the future light rail station and easy, walkable, multi-modal
connections between uses.
II-4. Develop Design Guidelines for the TOD District that will result in buildings, public
spaces, and streets that reflect the unique identity of the community and promote
character building in the transit-oriented neighborhood.
II-5. Work with Sound Transit to enable housing and/or mixed-use development on
surplus land and above proposed parking garage(s).
Throughout the Subarea
II-6. Modify the underlining zoning classifications of the South Station Subarea
Boundary to limit uses that are inconsistent and incompatible with the Subarea
Vision such as storage facilities, service yards, and other low density and low
employing uses outside of the TOD District.
II-7. Identify and work with key property owners within the Subarea interested in
building partnerships and supporting the Subarea Vision.
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II-8. Periodically reassess and update the Subarea Plan, land use designation(s), and
zoning regulations to respond to shifts in market conditions, evolving legislation
for transit-oriented areas, and unanticipated changes within the area.
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IV. Utilities
A. Existing Conditions
Understanding the existing utility infrastructure is crucial to adequately serve future development.
Utilities can also be a land use when they have a significant presence at the surface or above
ground, such as the stormwater ponds in the southwest corner of the TOD District. Understanding
utilities’ role in serving the future and how to use the land as the area redevelops is important in
successfully realizing the Vision for the Subarea.
For a more complete description of the utility system, see Appendix A. Existing Conditions and
Market Assessment, Appendix C. Conceptual Stormwater Open Space Memo, and the Utilities
Chapter of the Federal Way Comprehensive Plan.
Stormwater: There is significant stormwater infrastructure located in the planning area. Some
parcels in the planning area are not served by private stormwater infrastructure and these areas
drain directly to wetlands, Hylebos Creek, or the public conveyance system that drain to Hylebos
Creek.
The South 356th Regional Storm Water Storage and Treatment Facility is approximately 6 acres in
size and located within the TOD District of the Subarea. The bioretention facilities are under-
drained, and the resulting filtered water leaving this facility is discharged to West Hylebos Creek or
surrounding wetlands. These facilities were designed under prior State standards and are deemed
currently at capacity. Therefore, there is no surplus capacity in these facilities to benefit future
development in the Subarea. Any modification or expansion to the facility would first require
bringing the existing facility into compliance with current regulations.
Sewer and Wastewater: Lakehaven Water and Sewer District provides wastewater services to the
Subarea and manages wastewater infrastructure. As of 2015, there was wastewater infrastructure
in most of the Subarea except for some properties located in the West Hylebos basin.
Photo 5: South 356th Regional Storm Water Storage and Treatment Facility.
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Though most parcels in the Subarea are currently connected to Lakehaven’s sewer system, the
following are not connected to sewer: Spring Valley Open Space, West Hylebos Wetland Park, and
a cluster of parcels near Todd Beamer High School on South 359th Street and 16th Avenue South.
According to Lakehaven Water and Sewer District Active Sewer Service Connections map,
approximately 18 developed sites with single-family homes are not served by sewer. The
remaining unserved parcels are vacant or are used by the Federal Way Bethel Baptist Church.
Figure 10: Lakehaven Active Sewer Connections Map
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Water: Lakehaven Water and Sewer District serves as the provider of potable water service to the
Subarea, overseeing the management of its water system infrastructure. Most parcels in the
Subarea are connected to Lakehaven’s water system. Notably, the Subarea is home to
Lakehaven’s newest Pump Station (PS 33B, located at South 359th Street, just east of Pacific
Highway South) which became operational in January 2023.
Private Utilities: Puget Sound Energy is the primary provider of electric and natural gas services to
the Subarea, with no known service area gaps. The Broadband services and other private utilities
are provided to the area by multiple providers. For more information and an exhaustive list, see
the Utilities Chapter of the Comprehensive Plan.
More information regarding the existing conditions concerning stormwater, maps of areas served
by sewer and wastewater, water and private utilities can be found in Appendix A. Existing
Conditions and Market Assessment.
B. Future
Utility investments are integral to the future success of the Subarea. First and foremost, utility
investments support the development and redevelopment of an area by serving those new and
changing activities especially if they are more intensive than the existing ones. Secondly, how that
infrastructure is integrated and designed impacts the character of the community and may offer
opportunities for recreation, art, and other people-oriented amenities.
Stormwater: There are no regional stormwater facilities with unused capacity available to
facilitate expansions, changes, or redevelopment in this portion of the City. Therefore, as
properties evolve, they will need to meet current City-adopted stormwater standards, as required
throughout the City regulations. Similarly, any modifications to the existing regional storage and
treatment facility will require upgrades to the existing facility to meet current standards.
Sewer and Wastewater: The 2015 Lakehaven Comprehensive Wastewater System Plan’s capital
facilities plan indicates the existing infrastructure is sufficient for the growth that was projected in
2015. Lakehaven has confirmed that there is sufficient capacity to accommodate both the parcels
not currently connected to the sewer as well as the targeted growth in the Subarea. [Awaiting
confirmation that Lakehaven has incorporated the Subarea’s growth projections.]
Water: The 2016 Lakehaven Comprehensive Water System Plan indicates that in order to meet
increasing demand, improvements in transmission capacity are warranted. Two proposed capital
improvement projects in the Subarea, P-56, and P-68, improve transmission capacity, meet
pressure, and fire requirements under future forecasted demand conditions. Lakehaven has
verified that there is sufficient capacity to accommodate both the parcels not currently connected
to the water system as well as the targeted growth anticipated within the Subarea. [Awaiting
confirmation that Lakehaven has incorporated the Subarea’s growth projections.]
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Multi-functioning property for infrastructure and other purposes: One possible strategy for
supporting urban development and fostering a vibrant lifestyle hub in the City is combining
essential infrastructure with community amenities such as parks, public art, and cultural
amenities. In densely populated areas, this strategy is an opportunity for multipurpose
investments, enhancing livability and promoting social cohesion while recognizing that available
land for such facilities is limited. Some modest yet valuable examples are discussed below under
Community Assets & Placemaking. A more significant example of this is stormwater parks.
Stormwater parks enhance communities by treating stormwater and providing recreational
opportunities. Stormwater parks are community facilities that both manage stormwater from a
larger area and provide recreational opportunities (parks, trails, open space, community gardens,
etc.)
C. Conclusions & Implementation
The Utility infrastructure in the Subarea can accommodate the planned growth and the Vision
established with this Plan with upgrades to potable water and stormwater. New development will
be required to connect to these facilities and build new stormwater to meet the codes in place at
the time of construction. This condition is neither advantageous or disadvantageous to other
parts of the City; however, the timing of the upgrades and expansions of some utilities will impact
the ability for growth and redevelopment to occur. [Awaiting confirmation that Lakehaven has
incorporated the Subarea’s growth projections and needed upgrades.]
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption
III-1. Adopt goals and policies in the Comprehensive Plan that encourage the use of
urban infrastructure design such as vaults for stormwater treatment and
detention, as well as low impact development features such as stormwater
planters and rain gardens throughout the Subarea.
Multiuse Infrastructure Examples, Photos 6 & 7:
Manchester Stormwater Park Cook Park, Atlanta
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To Be Accomplished in the Future
III-2. Continue to coordinate with Lakehaven to confirm that sufficient capacity is
available for wet utilities to allow for the efficient redevelopment of this Subarea.
III-3. Conduct a feasibility study for reusing the City’s stormwater pond to jointly meet
stormwater needs and serve park/plaza uses for the TOD District.
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V. Mobility & Connectivity
This section of the Subarea Plan looks at the various means of mobility through the area including cars,
transit, bicycles, and walking, and how the area supports their utilization and connectivity.
A. Existing Conditions
Currently, the Subarea’s transportation network is oriented to motor vehicle circulation. Roughly
73% of trips in the Subarea are taken in a single occupant vehicle (SOV). This statistic is in line with
King County and State averages.
Vehicular Circulation
Three State Routes provide access to the Subarea (Note: Buffered Sidewalks are ones with a
planting strip containing landscape and street trees; see Key Terms):
▪ SR 99 (Pacific Highway South) is a major arterial ranging from 4 to 9 lanes and provides a
north/south connection from Tacoma to Seattle-Tacoma International Airport and beyond. A
majority of Pacific Highway South has sidewalks; north of South 356th Street there are
Buffered Sidewalks on both sides of the road; whereas south of South 356th Street, the
planting strip disappears and sidewalks do not extend south of South 359th Street. There are
no formal, dedicated bicycle facilities along Pacific Highway South and the vehicle travel
speeds and freight traffic make it uncomfortable for many cyclists to select this facility for
commuting.
▪ SR 161 (Enchanted Parkway South) is a five-lane major arterial that provides a connection to
the Subarea from the south and across Interstate 5 to the southeast. There are sidewalks
along Enchanted Parkway South, though sidewalk widths and buffering with planting strips are
inconsistent. The road has a bikeable shoulder south of South 352nd Street but 40 mph posted
speed limits and multiple lanes of traffic make it a challenge for in-lane bicycle use within the
Subarea.
▪ SR 18 (South 348th Street, west of Enchanted Parkway South) is an eight-lane arterial that
provides a major east/west connection through Federal Way, becoming South 348th Street
and Southwest Campus Drive to the west. There are sidewalks along South 348th Street, with
varying widths and inconsistent buffering. There are many large driveways interrupting the
pedestrian routes and no formal bicycle facilities. South 348th Street was identified in the
City’s Bicycle and Pedestrian Master Plan as a priority corridor for Active Transportation.
Currently, this corridor needs additional engineering and capital improvements to provide the
planned-for designated bicycle facilities.
Other notable vehicular circulation facilities in the Subarea:
▪ South 352nd Street is an east/west connection that traverses the TOD District and may
provide direct access to the future South Federal Way light rail station. It has less vehicle
volume than the major north-south arterials and is more suitable for enhanced complete
street elements such as bicycle lanes west of Enchanted Parkway South. It has Buffered
Sidewalks on both sides of the street within the TOD District.
▪ South 356th Street is another east/west connection at the southern edge of the TOD District.
The City’s Transportation Improvement Plan includes plans for widening and retrofitting the
corridor west of Pacific Highway South to 5 lanes. Therefore, South 356th Street is viewed as
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an opportunity to enhance connectivity for Active Transportation users in the study area as it
has existing bicycle lanes that could be improved. It has Buffered Sidewalks on both sides of
the street within the TOD District.
▪ 16th Avenue South is a north/south connector that joins Enchanted Parkway South just north
of South 356th Street. In the City’s Bicycle and Pedestrian Master Plan, it is identified for
improved bicycle lanes due to the existing wide shoulder. Improvements are also needed to
improve crossings at Enchanted Parkway South for other users. Currently sidewalks are
inconsistent south of South 359th Street.
In addition to the State Routes, Interstate 5 forms the eastern edge of the Subarea and provides
an additional north/south connection, though only South 348th Street directly connects to
Interstate 5, until the next phase of WSDOT Triangle Interchange Project is built, which would
connect at South 356th Street.
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Figure 11: Vehicle Transportation Map
Transit & High Occupancy Vehicles (HOV) Lanes
The Subarea is currently served by Pierce Transit routes 402, 500 and 182, providing connections
to the Federal Way Transit Center and points south to Tacoma:
▪ Bus 402 runs along Enchanted Parkway South and terminates in the north at Federal Way
Transit Center, and in the south at Pierce County Airport – Thun Field.
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▪ Bus 500 runs along Pacific Highway South and terminates to the north at Federal Way Transit
Center and to the south in Downtown Tacoma.
▪ Bus 182 runs along South 348th Street then heads north on 9th Avenue South. The north
terminus is the Federal Way Transit Center and the south terminus is in Northeast Tacoma.
HOV lanes have been installed on SR 99 north of South 356th Street and exist on the north side of
SR 18/South 348th Street through the Subarea. This provides a more efficient travel way for bus
route 500 and an incentive for carpooling.
Active Transportation (Walking and Biking)
Presently, this area does not provide advantageous connectivity for people walking and biking due
to the type, scale, and speed of vehicular circulation, compounded by the lack or design of Active
Transportation facilities. The study area is intersected by arterials Pacific Highway South and
Enchanted Parkway South, which challenge options for non-vehicular mobility. The intersections
created by these state routes are significant, with multiple lanes of traffic and considerable
distances to cross. For instance, at the intersection of SR 99 and South 348th Street, crossing
distances are 130 feet and nine lanes of traffic. Similarly, at the intersection of Enchanted Parkway
South and South 352nd Street, directly adjacent to the probable location of the future TDLE light
rail station, crossing distances are as long as 90 feet over six lanes of traffic. These extensive
crossing distances not only contribute to an unwelcoming pedestrian environment, but may be
inaccessible to those most vulnerable members of the community such as the young, elderly, and
differently-abled individuals who may be most dependent on transit for their mobility.
Bicyclists: The existing bicycle network consists of non-buffered, on-street bike lane corridors
along South 352nd Street, South 356th Street, and 16th Avenue South. These facilities serve as a
foundational element of a larger network; for example, South 356th Street provides the only
contiguous bicycle facility to other areas of the City. Due to vehicle speeds and volumes of traffic
on Enchanted Parkway South and Pacific Highway South, these roads are unsuitable for bicycle
facilities. Bicycle facilities should be prioritized on roadways with lower traffic volumes and
reduced operating speeds, ensuring safer and more accessible options for cyclists.
Pedestrians: The pedestrian infrastructure is present along most of the streets in the Subarea with
sidewalks that include a landscape buffer (also called a Buffered Sidewalk); however, the speed
and proximity of the travel lanes do not make this a pleasant walking environment. Additionally,
inconsistency of facilities makes pedestrian travel uncertain. Trail connections are currently
limited to the pedestrian hiking trails in West Hylebos Wetland Park.
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Figure 12: Active Transportation Figure 13: TDLE Station Area Walkshed Maps
Southwest King County Regional Trail Plan
Since 2022, the City of Federal Way has been leading the development of the Southwest King
County Regional Trails Plan. Set to be completed and adopted in August 2024, this project
identifies new trail networks to boost bicycle and pedestrian connectivity to transit hubs,
neighborhood jurisdictions, and recreation and transportation amenities within the City. The
Southwest King County Regional Trails Plan will include preliminary design concepts and estimates
for construction of key routes.
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Figure 14: Draft Southwest King County Regional Trail Plan
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Urban Design
The existing development pattern of retail and industrial uses resulted from intentional land use
designations adopted by the City Council. This past city planning effort was done to revitalize the
area, which at the time was known regionally as a truck stop with undesirable criminal activity.
The change in land uses achieved its intended goal, and the area now is one of the most successful
retail hubs in South King County. However, the current auto-oriented environment presents
challenges to overcome in the future redevelopment of this Subarea with light rail and residential
uses. For example, the existing block lengths along the east and west edges of the TOD District are
very long: from 1230 to 1360 feet or about ¼ mile, making convenient access to the future TOD
District difficult and inconvenient; whereas pedestrian scale blocks are 300-400 feet long.
B. Future
Sound Transit’s catalytic investment in the Federal Way South Station will provide a direct rail
connection to several major population centers in the region and an opportunity to restructure
mobility and connectivity in this Subarea. Included in that is a livable, thriving TOD District which
requires a pedestrian-scale Public Realm that serves as a “living room” to the District, and
frequent, safe access to and from the TOD District and the rest of the Subarea, which will support
a place in which people want to walk and linger.
Transit
The TDLE light rail station planned for South Federal Way will be the northernmost of four new
light rail stations extending south from the Federal Way Transit Center station to the Tacoma
Dome. However, the TDLE station in the Subarea is not expected to begin service until 2035.
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Figure 15: Tacoma Dome Link Extension – Spring 2023 Segment Alternative Map
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Analysis of Longitudinal Employer-Household Dynamics (LEHD) data indicates that most commutes
to and from the Subarea are primarily directed towards the north. The introduction of the new rail
line will provide a reliable and frequent transit service in this direction as well as offering a new
alternative to those connecting to the south.
Ensuring robust transit service to the TDLE light rail station by bus will be another essential
component of maximizing the transportation benefits of the new light rail station as well as to
meet CGC criteria of frequent, all-day, fixed route bus service (16 hours, 15-minute headways). It
is anticipated that there will a reduction in service from Pierce Transit, as they plan to terminate
Routes 402 and 500 at the South Federal Way light rail station; however, Metro’s plans anticipate
future route revisions to serve the TDLE station. (The CGC criteria and framework are provided in
Section X, Appendix D.)
Vehicular Circulation
No alteration to the existing roads, specifically for vehicular use, have been identified, aside from
the WSDOT Triangle Interchange project. This planned new exit features a pair of roundabouts to
improve traffic flow, provide more options for accessing residential and business areas, and
reduce congestion in the area. However, due to funding uncertainties, timing for this planned
improvement is currently undetermined.
Figure 16: WSDOT Interstate 5 / SR 161 / SR 18 Triangle Interchange Project
From presentation Materials from Curt Winningham, PE
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Mobility and Connectivity in TOD District
To implement the Vision of the Subarea via the TOD District’s development, it is necessary and
important to break up the existing large blocks. This would be achieved through the addition of
new streets to create a fine-grained and gridded street network which would facilitate a more
walkable and bikeable environment, enabling access to and from the light rail station, and
enhance pedestrian and bicycle circulation. Figure 17 illustrates a conceptual street grid map,
demonstrating the kind of smaller blocks conducive to urban environments; however, this
conceptual plan doesn’t adjust for the TDLE station alternatives shown in Figure 15. At the edges
of the TOD District, these new streets will provide new pedestrian and bicycle connections into
the TOD District and offer key gateway opportunities.
Figure 17: Conceptual TOD District Connectivity Map
As previously mentioned, the TDLE station location has not yet been determined by Sound Transit
and therefore is not depicted on Figure 17; however, Figure 15 does show the Sound Transit
alternatives and the TOD District grid can and will be finalized with the selected TDLE station to
ensure the light rail station location fits within the envisioned urban fabric to promote walkable
connections between origins and destinations.
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Two conceptual street sections were prepared for this Subarea Plan by engineering consultants;
refer to Figure 18 and 19 for details. These proposed street sections feature one travel lane in
each direction, on-street parking (both parallel and back-in angled), and two to three zones
behind the curb: planting zone (6 ft minimum), pedestrian zone (10 ft minimum), and on Core
Streets, space allocated for privately-owned business amenities. The width of the area behind the
curb is either 16 or 21 feet, providing appropriate area to support active and passive uses such as
walking, tables, benches, plantings, trees, bike racks, business displays. On-street parking serves as
a convenient parking option to support the District, in addition to on-site parking facilities. The
proposed location for the Core Street cross section is illustrated by blue dashed arrows on Figure
17, one north/south and another east/west. The TOD District Secondary Street Conceptual Cross
Section illustrated in Figure 19, is intended for the remaining streets within the TOD District shown
in Figure 17. Additional design details are available in the consultant memos, Appendices A & B.
Incorporating unique urban street sections will enhance the identity of the TOD District and will
reinforce its more urban character.
Figure 18: TOD District Core Street Conceptual Cross Section
Figure 19: TOD District Secondary Street Conceptual Cross Section
In addition, these streets within the TOD District intend to function primarily for local access and
access to the light rail station. A few blocks could also be designed to share dual functions as
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“festival” streets, accommodating temporary events like farmers markets or other community
events and activities. This makes efficient use of the TOD District land, reinforces the idea of the
Public Realm as a “urban living room” for the District, and contributes to the District’s overall
identity. Specific designs that accommodate this type of use will need to be created and approved
by the City prior to their incorporation. Conceptual examples are provided below.
Figure 20: Festival Street Example
Festival Street Concept from the Lincoln District Streetscape Plan from the Lincoln
Revitalization Project in Tacoma, WA
Photo 8: Lincoln District Illustration
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Active Transportation (Walking and Biking)
The City is actively implementing the 2012 Bicycle and Pedestrian Master Plan. Several Pedestrian
and Bicycle improvements have already been constructed in the Subarea, including sidewalks
along South 352nd Street, South 356th Street, and parts of Pacific Highway South. Moreover,
additional proposals for bicycle and pedestrian facilities are under consideration for the Subarea;
see Figure 21 below. Some of the bicycle improvements will included bike lanes, protected bike
lanes (with spaces and/or barriers to protect bicyclists), and sharrows on lower speed and volume
roadways. (A sharrow is a road marking that indicates the travel lane is shared lane by cyclists
and motorists.)
Furthermore, efforts are underway to secure funds to extend the trail system in West Hylebos
Wetland Park, south of the planning area. The extended trail system includes several new trail
heads at Todd Beamer High School and at Hylebos Blueberry Farm Park.
Figure 21: 2012 City of Federal Way Bicycle and Pedestrian Master Plan, excerpt Planned Bicycle Facilities
In addition to the initiatives outlined in the City’s 2012 Bicycle and Pedestrian Master Plan, the key
corridors along and to/from the TOD District (in relation to the entire Subarea) should be
prioritized for pedestrian and bicycle access improvements both because it is consistent with a
transit-oriented development and to meet the CGC criteria. (The CGC criteria and framework are
provided in Section X, Appendix D.) Mobility and connectivity analyses were conducted within the
TOD District using WSDOT’s Complete Streets Design parameter for Route Directness & Level of
Traffic Stress. These metrics gauge how direct and comfortable non-motorized transportation
connections are to the TOD District. Details are available in Section X, Appendix B. Federal Way
South Station Connectivity and Mobility Analysis. In summary, it concludes that the Subarea
currently falls short both in terms of route directness and level of traffic stress. Improvements to
the Subarea’s roads, provided in Section X, Appendix B. Federal Way South Station Connectivity
and Mobility Analysis, can improve these two measures of pedestrian comfort and connectivity.
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There is one specific route that
needs further attention related to
the future South Station
neighborhood. This is the non-
motorized route between the
South Federal Way Park & Ride and
the TOD District/future TDLE
station. This direct pedestrian
connection is important as there is
substantial parking capacity in the
Park & Ride, 515 spaces as of
September 2023. The Park & Ride
also serves the Metro 182 bus
route, and CGC criteria requires
infrastructure (i.e., pedestrian and
bicycle) that improves rider access to transit service. (The CGC criteria and framework are
provided in Section X, Appendix D.)
The current walking route, using public streets, is ¾ of a mile or about 15 minutes to most
potential TDLE station locations. This option is long and lacks safety measures and amenities that
encourage pedestrian and bicycle mobility. Comparatively, the southern route, Figure 22, is
approximately a ¼ mile shorter, i.e., ½ mile roundtrip, and about 5 minutes quicker each way.
Enhancing the pedestrian and bicyclist experience through a more direct route may encourage
increased overall transit use. However, the benefits from these connections may not be realized if
the design of this route does not appear safe, enjoyable, and inviting.
Therefore, any future design considerations should include features such as adequate lighting
along the pathway, interactive installations like decorative lighting, public art installations,
educational placards, or similar engaging activities that enhance the overall ambiance and
experience for pedestrians and cyclists.
Urban Design
Urban Design will center on the TOD District where a pedestrian- and bicycle-oriented street grid
can support connectivity with the future light rail station. In the context of Mobility &
Connectivity, this includes the design of a fine-grained, gridded TOD District street network with
blocks no more than 300-400 feet on a side. Beyond enhancing walkability, such a street grid
establishes a Public Realm that is inviting for use whether spending time or passing through. This
street network not only provides for local movement and comprehensible connectivity for
pedestrians, bicycles, and vehicles, but plays a significant role in shaping the character of the
neighborhood, Placemaking, and community gathering. In addition, the new fine-grained street
grid results in frequent intersections with existing surrounding streets, which can improve
pedestrian and bicyclist access to the TOD District.
C. Conclusions & Implementation
The existing roadway network through this area presents challenges for increased non-motorized
mobility associated with and necessary for the future light rail station. As the area begins to
Figure 22: Park & Ride nonmotorized connection options
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redevelop with denser, mixed-use projects, there will need to be attention given to overcoming
these challenges. As the City is currently far along in looking for opportunities to improve
pedestrian and bicycle mobility in its Downtown, through a grade separated pedestrian oriented
crossing South 320th Street enhancing connectivity in Downtown Federal Way, crossing Pacific
Highway, Enchanted Parkway South, and South 348th Street in the Subarea will also require
similar creativity, planning, and capital investments.
While a number of the tools needed are already adopted in the City’s Development Standards, the
Subarea can introduce a hierarchy of streets, including a new street type for a “street of
importance”. These streets would be equated with the Core Street shown above in Figures 17 and
18 and designed with wide sidewalks, pedestrian street lighting and regularly spaced street trees,
all of which distinguish the area from the City Center, Downtown, and other neighborhoods in the
City. These enhancements will help to create a distinct identity for this portion of the City.
Visualizations of Potential Future TOD
The project team has developed several conceptual visualizations that illustrate how future TOD
District streetscapes could look with implementation under new codes and guidelines.
Photos 9 & 10: TOD District streetscape conceptual visualizations.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
TOD District
IV-1. Adopt goals and policies in the 2024 Comprehensive Plan that ensure walkable
block sizes and a grid network to promote a pedestrian-oriented environment
within the TOD District.
To Be Accomplished in Future:
IV-2. TOD District: Consider the adoption of new or revised City street cross sections for
the TOD District.
1. Include improvements to the existing streets.
2. Locate bike lanes or sharrows on lower volume and speed streets.
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IV-3. Evaluate the construction of controlled crossing treatments for Active
Transportation users at new intersections internal to and along the edges of the
TOD District.
IV-4. Improve the Route Directness & Level of Traffic Stress assessments (see Appendix B)
to ensure that the improvements, including the new intersections, will objectively
achieve the goals.
Connections within the Subarea and TOD District
IV-5. Develop enhanced multimodal connections from existing origins outside of the TOD
District to the District.
1. Explore the design opportunities and implementation of a pedestrian
connection between the existing 348th Park & Ride and the new TOD District.
The connection design should be well lit and as direct as possible from the
Park &Ride.
2. To enhance connectivity, consider installing Buffered Sidewalks connecting to
Brooklake Community Center.
IV-6. Develop pedestrian and bicycle circulation connections and systems for recreation
and alternative routes within and throughout the Subarea.
IV-7. Revisit the existing Complete Streets ordinance, program, and Development
Standards, and consider amendments as shown in Section X, Appendix B, including
traffic stress calming measures at crossings and curb bulb-outs where appropriate.
IV-8. Design both the new street intersections along the TOD District edge and the
Subarea’s existing intersections to be pedestrian- and bike-friendly, so Active
Transportation users can easily get to and from the new TDLE station, TOD District,
and destinations within and adjacent to the Subarea, such as the West Hylebos
Wetlands Park.
General Connection and Circulation throughout the Subarea
IV-9. Work with the State on future state route improvements where there are or are
anticipated to be large numbers of pedestrian and bicycle users to ensure vehicular
improvements complement nonmotorized users needs.
IV-10. Consider the adoption of area-specific street standard details and amenities for the
right of way in the Subarea and/or the TOD District. The purpose is to create unique
and identifiable Development Standards and potentially new streetscape design
including street trees, landscaping, pedestrian-scale lighting, banners/wayfinding
elements, furnishings, artworks, and other elements to enhance the identity of the
Subarea, supporting Placemaking and wayfinding. Consider if these plans and
standards will apply to future redevelopment thereby encouraging private entities
to also contribute to the installation of public amenities.
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IV-11. Monitor the progress of the acquisition of property by the City for the conservation
of environmentally sensitive areas to ensure convenient and safe connections to
and from future trail networks are planned.
IV-12. Explore a “Central Federal Way” transit circulator that could facilitate connecting
this neighborhood with other neighborhoods.
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VI. Housing & Demographics
Housing profoundly influences the quality of life for residents. The Subarea aspires to become a vibrant
and inclusive hub that embraces activity, welcoming people from diverse backgrounds, income levels, and
abilities.
Guided by the Federal Way Housing Action Plan (HAP) adopted in October 2021, the Subarea Plan aligns
with the strategic Housing Objectives to:
• Promote new market-rate and affordable housing construction that expands housing choices and
is inclusive to community needs.
• Encourage homeownership opportunities and support equitable housing outcomes.
• Plan for forecasted growth and ensure the built environment promotes community development
and increases the quality of life for Federal Way’s existing and future residents.
• Preserve existing affordable housing stock to reduce displacement pressure.
The section identifies housing issues and priorities for the Subarea that were identified and highlighted
through the community engagement processes.
A. Existing Conditions
Housing
A substantial portion of the Subarea lacks zoning that allows housing; therefore, residential
capacity in the Subarea is currently limited. Existing housing stock is small – about 453 housing
units in total, which are located towards the south end of the Subarea, just south of South 356th
Street. These existing housing units can be categorized as either low-density, single-family
development, or 3-story multi building apartment complexes.
Among these existing units are approximately 30 single family homes on large parcels, most of
which were built between the 1970s and 1990s. The remaining 423 units are comprised of two
multifamily garden apartment developments:
• Crosspointe Apartments is a multifamily housing development with 130 units built in
1990.
• Park 16 Apartments is a 293-unit complex built in 2014 that serves households earning
60% of the AMI (Area Median Income) or below. Park 16 offers a wide variety of unit sizes
ranging from small 1 bedroom/1 bath units to large 5 bedroom/3 bath family-oriented
ones.
The existing apartment complexes, Park 16 and Crosspointe, are garden apartments, which are
limited to three stories due to existing zoning regulations and do not include structured parking
but instead rely on surface garages or parking lots.
Given the current composition of housing types in the Subarea, 93% are renter-occupied units,
which is a much larger percentage when compared to the percentage of renters citywide which is
45%. Among the 453 housing units, 278 are income restricted to households earning 60% AMI for
a limited term and 15 units are income restricted to households earning 50% AMI for the life of
the project.
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Demographics
In 2019, the estimated residential population in the Subarea totaled 1,246 individuals. According
to the 2020 American Community Survey 5-year estimates, the residential population has notable
differences compared to that of the city as a whole. Figures 23 & 24 below display a comparison of
the residential population disaggregated by age and race/ethnicity.
Figure 23, Above: U.S. Census Bureau. (2020). American Community Survey: Five-Year Estimate.
(OTAK Calculation see Chart from Section X, Appendix A)
Figure 24, Above: U.S. Census Bureau. (2020). American Community Survey: Five-Year Estimate.
(OTAK Calculation, see Chart Section X, Appendix A)
Currently, there is one public school within the Subarea boundary, Todd Beamer High School,
which serves High School students. Public elementary and middle schools serving the Subarea are
Rainier View Elementary and Sequoyah Middle School.
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B. Future
A thriving and livable neighborhood
needs diverse housing options. Housing
plays an essential role, ensuring
convenient access to transit and
fostering a vibrant community
atmosphere. Without an expansion of
housing options within and around the
TOD District, the City would be
relegating this TDLE station to a
commuter station, relying on parking
and bus routes for light rail access,
rather than enabling people to live in
close proximity and walk or bike to the
light rail station.
To achieve the Vision of a dense, mixed-
use neighborhood with a variety of
housing options, new housing types and
densities are essential. Over the next 20
years the Subarea is anticipated to
growth from the existing 453 units to
1,600 or more.
TOD District versus the Subarea
Recognizing the TOD District’s potential for accommodating future growth, high density housing
emerges as one of the primary and expected land uses due to the draw of living near a light rail
station, where people can be less dependent upon owning a personal vehicle for mobility. Over
time demographic shifts are anticipated, with an influx of young adults and seniors seeking
amenity rich, walkable neighborhoods with efficient transit access. This evolving demographic,
combined with the diversity of the surrounding community, underscores the need for planning for
a wide range of housing options. Due to these factors and others, the TOD District will be denser
with different types of buildings than those likely built or desired in the rest of the Subarea.
As illustrated in Figure 25, the TOD District is shaded in purple and reflects the proposed location
for introducing high density residential. The existing single-family neighborhoods shaded in yellow
provide a future opportunity for introducing new housing types that can serve as a bridge
between the high density multifamily and low density detached single family and expand
homeownership opportunities.
Photo 11: Mid-Rise Podium Example
Plaza Roberto Maestas, Beacon Hill, Seattle
3.75 Acre Site Near Beacon Hill Light Rail Station
6 Stories; Structured Parking 112 Affordable Units and
Live/Work Units
15,000 Commercial Space (Retail and Office) and
Community Event Space
Festival Street and Plaza Space
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Figure 25: Potential Residential Redevelopment by Typology Map
Purple: The densest of residential typologies are intended within the TOD District, closest to
the future light rail station.
Moderate density housing typologies like townhomes and multiplexes are more
compatible with the existing single-family neighborhoods.
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Housing Typology: Density & Ownership
Ensuring a mix of housing that meets the varying needs and desires of the community is essential
and will require Zoning Code changes, both to allow residential in some areas and to change the
its Development Standards in others, such as height and density. The necessary mix of housing will
include various housing configurations, affordability, and ownership/rental choices.
Development Standards and Design Guidelines can push developers to build structures that both
achieve the Vision and the neighborhood character. The two of many options that are available
for meeting the density needs and have different resulting neighborhood character; examples
follow:
• Midrise residential buildings of 4-7 stories relies on structured parking and can include a
nonresidential ground floor that provides Basic Daily Services and other commercial
businesses that make it possible to live with less reliance on a car as well as creating an
active district, providing jobs and economic vitality.
• Urban garden apartments are less dense, usually not more than 4 stories but still retain an
urban feel, due to the inclusion of structured or tuck-under parking solutions.
Photo 12: Mixed Use building with ground floor commercial, below multiple floors of residential.
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Ensuring the Subarea welcomes a variety of household incomes requires intentional planning
efforts. Since different housing types typically are affordable to different income ranges or bands,
understanding future housing need by income band is essential to ensure compatibility between
allowed types of housing and who it may serve. As part of the 2024 Periodic Update to the
Comprehensive Plan, the City is planning to accommodate 11,260 housing units by citywide 2044.
As illustrated in Figure 26 below, the Permanent Housing Need is disaggregated by income band
and allocated by the King County Countywide Planning Policies.
Figure 26: Federal Way Net New Permanent Housing Units Needed, 2019-2044
Ownership can be accommodated in the TOD District and Subarea though a variety of building
types such as zero lot line townhomes and mid-rise or mixed-use condominiums. The decision to
build these types of units is typically market driven but the City can explore methods for
encouraging or incentivizing different types of housing that are likely available for ownership.
Non PSH 0-
30%PSH 0-30%>30-50%>50-80%>80-100%>100-120%>120
Net New Units 1799 946 842 208 981 1112 5372
0
1000
2000
3000
4000
5000
6000
Federal Way Net New Permanent Housing Units
Needed, 2019-2044
Photos 13 & 14: Urban Garden Apartment Examples
Columbia City Light Rail Station Area, Seattle
Left: Two 4-Story Bldgs, 126 stall underground garage. Right: Through-block pedestrian passage.
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It is anticipated that due to the existing undersupply and growing demand, in general housing
production will be primarily driven by market forces. Ensuring a balanced housing stock with
options that serve households between 0-50% AMI requires substantial public subsidy, and thus
cannot entirely depend on market forces and will be unlikely to accommodate ownership. As seen
in Figure 26 above, approximately one third (3,587 units) of Federal Way’s future housing need is
at or below 50% AMI.
Preservation
In addition to the introduction of new housing units, it’s important to implement strategies aimed
to prevent displacement of the existing residents. Federal Way has a higher share of family
households than many comparable communities and has lower median household incomes than
other cities in the county. Moreover, the age and race exhibit a greater diversity than that of the
region. These indicators suggest the need to consider how the existing community may be
vulnerable to displacement pressures from future redevelopment.
The existing residents may become vulnerable to displacement if new residential development
does not serve the spectrum of incomes present in the City.
Displacement
Investment and improvement in transit access can spur development close to the TDLE station
area. As a result, the Subarea properties’ market value is likely to increase which may result in
displacing existing residents. The following are two examples.
• Outside of the TOD District, in the southern area of the Subarea there are 30 single-family
homes, representing a form of Naturally Occurring Affordable Housing (NOAH), a term
used to denote non-subsidized housing units which are affordable to low- or moderate-
income households. These single-family homes may face redevelopment potential and
displacement pressure in the Subarea due to rising land values as the area redevelops.
• Park 16 Apartments was permitted subject to the City’s Affordable Housing Regulations,
mandating that 5% of units serve incomes at or below 50% AMI for the life of the project.
In addition, Park 16 was partially funded by the Low-Income Housing Tax Credit (LIHTC), a
federal program which guarantees affordability for a 30-year horizon, resulting in a
potential expiration date of 2045 of income restrictions for project residents, and thus
affordability. When LIHTC properties’ income restrictions expire, they need to be
recapitalized to ensure continued affordability; otherwise all the units, besides the 5%
subject to the City’s Affordable Housing Regulations, can be converted to market-rate
units. If affordability is not preserved through recapitalization with new tax credits, public
purchase, or purchase by a nonprofit, displacement of low-income and vulnerable
households may occur.
School Capacity
The Federal Way Public School District has been a partner in the planning of the South Station
Subarea Plan. New students associated with future residential development can be
accommodated at: Panther Lake, Rainier View, and Lakeland Elementary Schools; Illahee and
Sequoyah Middle School; and Todd Beamer High School. However, as demand grows and capacity
in existing schools’ changes, locating potential new and innovative hybrid public-school facilities in
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the Subarea may be considered and supports the Vision for a thriving and livable neighborhood
especially where available land for a new school is tight.
C. Conclusions & Implementation
The City does not build housing; however, the City influences housing options by setting the
zoning regulations and adopting the Development Standards that determine where housing can
be built, what it looks like, and in part, the housing cost. Incentives or code requirements are tools
to expand access and ensure inclusivity by targeting housing types that support a variety of
income ranges, demographics, and household configurations consistent with the TOD District,
Subarea, the City, and the region. The adoption of new code now for the TOD District will support
the long-term strategy in anticipation of the new TDLE station and the associated opportunities.
As discussed more under Employment and Economic Development below, and assuming the
remote work trend continues, new housing developed in the Subarea will also function as de facto
job locations, somewhat blurring the relationship between housing and office development and
uses. This factor may have implications for the configuration of housing units or TOD District
services to support hybrid work.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
TOD District
V-1. To support the future light rail station, maximize property in the TOD District
which is zoned for compact urban residential development, primarily mixed
use, high-density residential, and midrise development.
V-2. Encourage housing that supports remote work either through the
configuration of units and/or the provision of TOD District services.
Existing Multifamily Complexes Outside TOD District
V-3. To the extent possible, protect existing multifamily housing in the Subarea. And
continue SKHHP (South King County Housing and Homelessness Partners)
membership.
To Be Accomplished in Future:
Existing Single-Family Neighborhoods Outside of TOD District
V-4. Conduct community conversations regarding changes to zoning regulations to
maximize residential housing production within walking distance of the future
light rail station.
TOD District
V-5. Utilize existing Affordable Housing tools in this area such as extending the
Multifamily Tax Exemption (MFTE) program.
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V-6. Identify pathways to long-term affordable homeownership. These options
include potential expansion of the existing MFTE program to include the 20-
year option for permanent and affordable homeownership units.
Subarea and TOD District
V-7. Monitor and evaluate residential unit production performance ahead of the
scheduled opening of the light rail station. If production is falling short of goals,
periodically revise or add to the incentives or requirements.
V-8. Periodically amend Development Standards and Zoning Code to remove
barriers, encourage housing production, and consider future expansion of
areas permitting residential uses.
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VII. Employment & Economic Development
The introduction of the TDLE light rail station will catalyze economic growth and urban style development
where it does not currently exist. The economic strategy for the Subarea preserves and encourages
employment opportunities within close access to the future light rail station, combined with carefully
limiting the expansion of industrial, storage, and auto-oriented uses. This section of the Subarea Plan
considers the existing economic environment, identifies employment sectors that are likely to grow and
are appropriate for the Subarea, and opportunities for fostering economic vitality.
A. Existing Conditions
Federal Way, like most of King County, has a large percentage of service sector jobs. A large
portion are concentrated in health care, retail, education, and hospitality; while a smaller
percentage exist in technology and professional services. Following national trends, health care
jobs have been on the rise in recent years, and there was also a notable pre-pandemic rise in retail
jobs.
As of 2019, there were 2,174 jobs in the Subarea. The current top ten employment sectors in the
Subarea are shown in Table 2 below.
Table 2: Top Ten Employment Sectors in the Subarea (2019)
Employment Sector Employees Share
Retail Trade 910 56%
Hospitality & Food Service 331 20%
Health Care 79 5%
Construction 63 4%
Professional Services 53 3%
Management 49 3%
Arts, Entertainment, and Recreation 44 3%
Other Services 43 3%
Real Estate & Leasing 30 2%
Transportation & Warehousing 29 2%
Notable large employers such as Costco, Lowes, and Home Depot are inside the Subarea while St.
Francis Hospital and Walmart are adjacent but outside of the Subarea boundary to the north.
Lastly, although construction, warehousing, and other industrial uses make up a small portion of
the total employment, these sectors occupy a disproportionately larger land area within the
Subarea.
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TOD District Commercial
Located in the TOD District area is the Federal Way Crossings, a 220,000 square foot neighborhood
retail center. This suburban retail mall is comprised of many national and local stores, restaurants,
entertainment, and services. It is a major attraction in the area and has been serving the Federal
Way community and region since 2007.
Photo 15: Federal Way Crossings Mall
Industrial uses like contractor yards, manufacturing plants, tire sales, and storage facilities
dominate the employment landscape within the TOD District along Pacific Highway and the area
around South 352nd Street. These sectors have low employment density, as much of the property
is devoted to storage and vehicle parking/maneuvering. Within the TOD District, more than 60% of
the area falls into this category, with almost all of the southern block occupied by these uses.
Photos 16 & 17: images of existing outdoor equipment storage and contractor yard storage
B. Future
A livable, thriving neighborhood requires employment that supports new residences and provide
living wage employment opportunities. The Subarea Plan acknowledges how important it is to
foster an environment that encourages economic growth, entrepreneurship, and job creation.
While office jobs provide a dense employee per square foot ratio and efficient land use in urban
environment, there has been little office development in Federal Way and in South King County
overall in the past decade. In addition, the post pandemic office market is forecasted to struggle
for the foreseeable future as current vacancies remain high and remote and hybrid work
represent preferences for many current office-type employees.
For a diverse and thriving economy with a higher concentration of employment opportunities, the
Subarea should promote the following employment sectors:
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▪ Office: Due to continued remote work and the lack of existing urban amenities in the area,
over the short to medium term new office buildings are unlikely to be a major contender
when development or redevelopment occurs in the Subarea. However, coworking spaces, or
smaller offices for medical clinics and professional offices may emerge as the area redevelops
and the resident population increases. Zoning for the area should accommodate these uses.
▪ Retail: Due to the existing presence of retail in the Subarea, especially big-box retail, those
uses will continue to flourish and to attract smaller retailers that look to locate near regional,
big-box businesses. The Subarea should allow for existing retail uses to continue and include
locations for additional retail uses as the area redevelops.
▪ Healthcare: Healthcare is a growing sector both nationally and regionally. Due to the proximity
of St. Francis Hospital and Seattle Children’s Federal Way Urgent Care, this sector should be
both an allowed and an encouraged use in the Subarea’s future. Light rail will also make
healthcare an accessible use and the location potentially more desirable. (Seattle Children’s is
a moderate-sized health care facility located in the northeast corner of the Subarea, south of
South 348th Street and east of Enchanted Parkway South.)
▪ Hospitality: Following the post-pandemic lockdowns and the resurgence of social activities,
the food and beverage sector has experienced significant expansion. This trend is expected to
continue, indicating both the likely continuation of the Subarea’s existing restaurants and
opportunities for new food and beverage businesses. Growth is especially desirable in areas
where buildings will have ground floor nonresidential that residents, employees, and light rail
users might frequent. As the Subarea matures and redevelopment takes place, there may be
demand for a modest-sized hotel.
▪ Industrial and self-storage: These land uses serve a key role in a well-balanced city. However,
they are land intensive, provide low employment density, and do not typically activate the
street or serve pedestrians. Therefore, the expansion of these uses should be limited
especially in the TOD District.
Displacement:
Some existing service, retail, and industrial businesses may be at risk of displacement due to the
insertion of the Sound Transit TDLE station. This includes buildings physically displaced from the
station and track alignment construction and those businesses that are financially displaced due to
increased rent or property values but the goal is to have net growth of jobs.
Forecasted Employment Growth
Based on trends observed in comparable light rail station areas in the region, local market factors,
impacts from changes to zoning, and likely redevelopment, the Subarea is forecasted to generate
about 900 additional net new jobs by 2044, with total jobs in the Subarea increasing from 2,174
existing jobs to 3,100 jobs. Details on the job growth calculation and methodology that informed
the 2044 citywide employment allocation for the Subarea are outlined in Appendix A. Existing
Conditions and Market Assessment. Please note that these are forecasted numbers whereas the
total employment capacity in the Subarea can accommodate more than what is forecasted by
2044.
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C. Conclusions & Implementation
Likely future job sectors could include retail, health care, and food & beverage/hospitality.
Employment in the Subarea may also come in the form of remote work. Planning for a mix of uses
and forms of work ensures the area retains some of the employment opportunities present
currently while transitioning away from low density jobs that are incompatible and inconsistent
with the Vision.
The objective of fostering a diverse and flourishing economy with increased job opportunities
should consider the following aspects:
Preserve and Protect Existing Vision-Compatible Employment Uses in the TOD District
This is crucial for maintaining a vibrant, mixed-use environment within the TOD District.
Supporting businesses and uses like restaurants, services, pedestrian-oriented establishments,
gyms, entertainment venues, and retail creates a lively and attractive community around transit
hubs. These businesses can cater to both residents and commuters, enhancing the area’s appeal
and livability.
Restrict Expansion of Existing Uses Incompatible with the Vision
By limiting the expansion and future development of incompatible activities, the area in the
immediate vicinity of the future TDLE station will remain conducive to pedestrian traffic, and the
areas outside the TOD District will achieve higher densities. This restriction helps maintain the
focus of the District, promoting a walkable, mixed-use zone.
Attract and Promote New Employers
Encouraging diverse employment opportunities within the Subarea not only broadens the
economic base but also caters to various skill sets. Offices, healthcare facilities, and hospitality
establishments are high density employment generators that contribute to job growth, increase
economic stability, and offer residents more employment options closer to home.
Preserve and Protect Existing Major Employers
Major existing employers play a significant role in the local economy. Preserving those located in
the Subarea ensures job stability, continued economic contributions, and the provision of
goods/services within the community. They can also serve as anchors for attracting other
businesses and maintaining the area’s economic vitality.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
Throughout the Subarea
VI-1. Conduct outreach with large property owners in the Subarea to align private
development and redevelopment with the Vision and guiding principles of the
Subarea.
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To Be Accomplished in Future:
TOD District
VI-2. Adopt or amend zoning classifications and Development Standards to allow for a
higher job density through the types of allowed uses, building forms, density, etc.
VI-3. Encourage housing that supports remote work either through the configuration of
units or TOD District services.
Throughout the Subarea
VI-4. Coordinate with large existing employers within and around the Subarea (such as
Virginia Mason St. Francis Hospital) to develop easy access to transit. For those
adjacent to the Subarea, discuss expanding into the Subarea for better employee
and customer access.
VI-5. Through economic development and other efforts, attract high wage jobs, such as
health care, and retain existing high-density job sectors.
VI-6. Market and recruit corporations that provide employment high density
employment such as urban office settings.
VI-7. Create an environment that supports entrepreneurship and economic
development serving both the Subarea and the community. Remove barriers
hindering small businesses and startups.
VI-8. Support various activities and events that aim to boost commercial opportunities,
such as ways to repurpose large vacant buildings for new and engaging purposes,
encompassing social, experiential, pop-up, and innovative uses.
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VIII. Natural Environment, Parks & Open Space
The existing open space network of parks, open space, and critical areas is a valued amenity in and around
the Subarea. When surveyed, hiking and walking were identified as being among the most popular
recreation activities by respondents.
A. Existing Conditions
Along the western and southern edges of the Subarea are critical areas. These areas, mandated
for protection by state regulations, include wetlands, streams, and aquifer recharge zones.
Figure 27: Critical Areas Map
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The critical areas reflected in Figure 27 include high functioning wetlands associated with the
Hylebos watershed and several waterways that make up the West Fork of Hylebos Creek. A
portion of the East Fork of Hylebos Creek runs along the east side of the Subarea near Interstate 5.
The Muckleshoot Tribe maintains fishing rights on Hylebos Creek. Today Hylebos Creek continues
to support salmon spawning. This impacts the kinds of activities that can happen near the critical
areas.
The West Hylebos Wetlands Park is a model for open space in the City that integrates habitat
preservation, public access, educational opportunities, and community stewardship. It includes
natural and cultural features unique to Federal Way such as historic structures located at both
trail heads.
Spring Valley Open Space is a Conservation District set aside to preserve natural areas and is made
up of an assemblage of parcels east of Pacific Highway South.
Trails connect the Subarea and the larger community
with the natural environment, provide numerous
education and outreach opportunities, and
encourage environmental stewardship. The City of
Federal Way has played an active role in the
conservation and restoration of the natural
environment and critical areas within and along the
southwest border of the Subarea. The West Hylebos
Basin Land Acquisition and trail expansion project is
designed to increase trail connectivity and
recreational opportunities within and around the
Subarea. Likewise, the West Hylebos Watershed
Trail project, included on the 2015-2021 Capital
Improvement Plan includes a proposed nature trail
system within the Spring Valley and Lower West
Hylebos conservation areas to expand on the
existing West Hylebos Wetland Park trails.
The scope and timing of the West Hylebos
Watershed Trail Project is highly dependent upon
grant funding success.
Parks and Open Spaces
Public gathering places are essential for thriving
neighborhoods, especially high-density urban areas. The 2019 Federal Way Parks Recreation and
Open Space Plan (Parks Plan) shows that within or adjacent to the Subarea there are community
parks, trails, and open spaces.
The approximately 250 acres identified in the Parks Plan as either Community Parks or Open
Spaces comprise most of the land identified in the Subarea. Development of West Hylebos
Wetlands Park and Spring Valley Open Space with active recreation uses is unlikely given the
presence of critical areas and other restrictive covenants. And the kind of existing parks and opens
Figure 28: West Hylebos Basin Land Acquisi-
tion Project Map
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spaces nearby are passive recreation, including trails and protecting critical areas, and thus do not
offer active recreational amenities like sport courts and play equipment.
Figure 29: 2019 City of Federal Way Parks Plan, excerpt
The Parks Plan identifies this area of the City to be operating below the City standard for park
improvements, and neighborhood parks are absent from this area. The Parks Plan also
recommends upgrades to West Hylebos Wetlands Park including enhanced public access and
education and a plan for the Brooklake Community Center.
Table 3: Parks and Open Space around and within the Subarea (excerpt from 2019 Parks Plan)
COMMUNITY PARKS
Acres Features
Hylebos Blueberry Farm Park 7.85 U-pick blueberries, fruit & nut trees, picnic tables,
kiosk
Brooklake Park 4.99 Community center, lake access
West Hylebos Wetlands Park 102.86 Parking lot, trails, boardwalk, benches, picnic tables,
kiosk, interpretive signs, historic cabins
OPEN SPACES
Acres Features
Spring Valley Open Space 138.59 Wetlands, wooded
Subtotal 254.29
TRAILS
Trail Name Length Features
West Hylebos Wetlands Park 1.17 mi Raised boardwalk, educational and interpretive
signage, historic cabins
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B. Future
A livable, thriving neighborhood requires
stewardship of the environment, accessible
parks, respect for historic buildings, an
identifiable neighborhood that attracts
people, and a place that is designed with
amenities for people to enjoy. Also
understanding the needs of underserved
populations in the City continues to be an
important factor as new capital investments
in parks and other infrastructure are made
to serve the needs of the City’s diverse
population.
In 2023, the City adopted a park impact fee
and amended the City’s Capital
Improvement Plan (also known as the CIP)
to include a new park within or near the
Subarea. Within the TOD District, it is also
important to recognize the future need for
community spaces. Adaptable and flexible
spaces that accommodate a variety of programs and activities will further the Vision of an
inclusive and community serving district.
The identified TOD District has limited area and opportunity for Parks and Open Space. There is an
opportunity to rethink existing public infrastructure to serve multiple purposes. Figure 30 above is
a conceptual design of a neighborhood park co-located with existing regional stormwater
detention pond, on a possible pond lid. This concept is covered under the Utilities section of this
Plan.
C. Conclusions & Implementation
The natural amenities located adjacent to the Subarea are unique to the County and serve as one
of the most significant and distinctive elements for this part of the City. And as the TOD District
builds out, it will be exceptional to have this extensive respite so close to an urbanizing area.
Preservation and enhancement of these areas as well as improving community access to them are
a priority of the City.
There are recreational fields located at Todd Beamer High School. However, the lack of
elementary or middle schools in the Subarea creates a deficit of active recreational opportunities.
The development of a new neighborhood park should coincide with the development of new
housing for this area.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
TOD District
Figure 30: Conceptual stormwater park and
detention facility.
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VII-1. Update the Capital Facilities Chapter of the 2024 Comprehensive Plan to include
a new park within the TOD District on the Capital Improvement Plan (CIP).
To Be Accomplished in Future:
TOD District
VII-2. Explore interagency partnerships and funding mechanisms for the creation of a
new park space, partially funded by the park impact fee.
Throughout the Subarea
VII-3. Implement the Parks Plan improvements to the existing open spaces in or
adjacent to the Subarea to serve the TOD District. Continue to expand the
existing open spaces both to ensure critical areas are protected and to provide
respite to adjacent urbanizing areas.
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IX. Community Assets & Placemaking
This section of the Plan explores the distinct community assets that currently characterize the Subarea and
identifies opportunities for urban vitality and bringing the Vision for the Subarea to life. It involves creating
spaces that people enjoy, connect with, and feel a part of. By strategically designing public areas,
streetscapes, and landmarks, the resultant Placemaking will help shape this into an identifiable, distinct,
and vibrant neighborhood.
A. Existing Conditions
Historic Features
There are a number of historically significant structures located within and near the Subarea
boundary. The Brooklake Community Center is among the oldest remaining structures in Federal
Way with a history dating back to 1934 when construction was completed for the Wagon Wheel
Inn. (#10 on Figure 31) The historic Harding School was built in 1920 and still stands in its original
location. The building is currently owned and occupied by the Federal Way Bethel Baptist Church.
(#9 on Figure 31)
The David T Denny and John Barker Cabins are just outside the Subarea’s northwest boundary at
the trail head to the West Hylebos Wetland Park. (#4 and #5 respectively on Figure 31) These
historic buildings are an important window into the past and provide an opportunity to connect
with the present.
Figure 31: Historical Places Around Federal Way
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Public Art
Since 2014, Utility boxes throughout Federal Way have been wrapped with vinyl by numerous
artists through the Utility Box Art Program administered by the Federal Way Arts Commission1.
This program is an example of utilizing essential infrastructure for beautification and Placemaking.
There are already two examples of these public art installations within the Subarea.
Gateway features, wayfinding between destinations, and other elements of Placemaking are not
currently present in the Subarea; however, these existing natural, built, and historic elements
promote a distinct and recognizable place and offer a starting point for developing an identity for
the future Subarea and TOD District.
B. Future
Subarea Identity
Gateways assist in defining the boundaries of an area, signaling to visitors that they are entering a
special area. For example, public art installations at key entry points and intersections, curated
landscaping specific to the area, and consistent design elements in street furniture and lighting are
ways to communicate to the greater community that they are in a distinct part of the City.
Furthermore, integration of elements reflecting Federal Way’s diverse demographics provides an
opportunity to cultivate an inclusive and representational atmosphere within the Subarea,
welcoming to all members of the community.
Wayfinding features are comparable to signage for key locations and can help people find their
way around. Wayfinding efforts are already documented in the Parks Plan, which envisions a
Comprehensive Citywide Walking Program. Considering the growing diversity in the City, inclusive
wayfinding design can include incorporating commonly spoken languages in wayfinding materials.
1 Link to City of Federal Way Arts Commission Public Art Collection (https://media.itallhappenshere.org/ArtBook-
20b/mobile/index.html#p=1)
Photo 18, left: Photo of Sasquatch by Margie Sheeley is installed at South 352nd Street & Pacific
Highway South. Photo 19, right: Photo of Octopus’s Garden by Tal Renfro is installed at South 348th
Street and Enchanted Parkway South.
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The introduction of new public spaces, public artwork installations, and achieving walkable and
bikeable streets that are easy to navigate sets the stage for a people-centric area. An active Public
Realm is a strong indicator the Subarea is operating as envisioned.
Efforts to promote a Subarea identity through the creation of functional and interesting public
spaces require amendments to regulations and standards. For example, the creation of streets
designed for “festivals” or shared streets where the space can function for public events requires
adopted street cross sections that are conducive to the Vision. Examples are shown in the
Mobility & Connectivity section under Future.
Amenities and Art
A curated streetscape design specific to the Subarea and which reflects the multicultural and
diverse Federal Way community is a tool that can add to a neighborhood’s identity. Subarea
and/or TOD District specific streetscape amenities such as pedestrian-scaled lighting, benches,
bike racks, bus shelters, street trees, landscaping, planter locations, café tables and chairs, and
waste receptacles are functional assets that transform an area and make it distinct. These types of
features can add to both the aesthetics and functionality inherent to a successful Public Realm and
also contribute to the identity of the Subarea. Public art installations can serve a dual purpose,
adding to the human scale of the neighborhood and serving as gateway features establishing
recognizable destinations.
Urban Design
Promoting a distinct neighborhood character and identity for the Subarea involves several
strategies. This includes locating and designing buildings to frame key intersections, public art
installations as gateway features, and signage for effective wayfinding. In the TOD District vision,
emphasis is placed on fostering diverse and pedestrian-oriented uses, along with integrating the
Photo 20: Placemaking Highlight
Totem Lake Redevelopment, Kirkland, WA
Evening view of “Dandelion” Art Photography by Erika
Plummer, CenterCal Properties taken from “Meet Me At The
Dandelions” Article by Bryan Kozu.
Photo 21: South Station Subarea Plan
Stakeholders Tom Medhurst and Tony
Kim in front of the “Dandelions”
sculpture in the plaza at The Village
at Totem Lake in Kirkland
Washington.
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highest density residential with employment areas. Additionally, prioritizing the use of high-
quality materials and amenities visually distinguishes the TOD District as a unique place.
In urban environments, land needs to be used efficiently. That is, multiple uses on one piece of
property such as streets as public spaces, tall buildings with mixed uses, and integrated utilities.
The Public Realm will mainly be the streets which ideally create a linear area of comfortable, safe,
and interesting spaces and at least one new public park and/or plaza serving the District. Unifying
urban elements, such as lighting, street furniture, and signage, will work to create a distinct urban
environment.
C. Conclusions & Implementation
Though the Subarea has protected open space and historic structures in and around it, overall, it
has few of the community assets and amenities necessary to underpin a successful Subarea and
TOD District. As a result, the Subarea Plan provides an important opportunity to prepare before
the light rail station opens, to ensure these elements are successfully incorporated into City plans,
code provisions, and Development Standards.
The critical areas/open spaces existing in and adjacent to the Subarea provide a unique asset for
the planning area and are within a short walk of the new light rail station. The existing open space,
due to the presence of critical areas, cannot have active recreational uses added there.
Furthermore, a neighborhood park or plaza needs to be incorporated into the TOD District itself;
see Section VIII for more information. Therefore, it is essential to identify the possible location(s)
early and consider where and how to include this feature in the TOD District.
Photo 22: South Station Subarea Plan Stakeholders Tom Medhurst and Tony Kim enjoying the
public amenities and taking a seat on a swinging bench at the Spring District in Bellevue
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Additional forethought can ensure that the Subarea and TOD District have an identity supported
by gateways, amenities, wayfinding, and art. A streetscape plan can provide the overall guidance
that ensures that each development or redevelopment contributes to this shared vision.
Implementation Actions
To Be Accomplished at time of 2024 Comprehensive Plan Period Update Adoption:
Throughout the Subarea
VII-1. Collaborate with the Parks Department on the Brooklake Master Plan,
anticipating an increased population and aligning with character and identity of
the Subarea Plan to support Placemaking.
To Be Accomplished in Future:
TOD District
VII-2. Conduct a public process to prepare a streetscape master plan for the TOD
District to establish amenities that serve the Public Realm, contribute to
neighborhood identity, and support pedestrian and bicyclist use in the TOD
District. These amenities would include street trees, landscaping, pedestrian-
scale lighting, banners/wayfinding elements, furnishings, artworks, and other
elements.
VII-3. Revise Development Standards to implement these plans for the right of way.
This is further discussed under Section V, Mobility & Connectivity.
Throughout the Subarea
VII-4. Collaborate with the Arts Commission to identify opportunities to incorporate
public art installations within the Subarea, beginning with additional utility box
art installations, possibly with a unified theme.
VII-5. Provide opportunities for new residents to contribute to the planning and
locational decisions regarding public spaces in the Subarea.
VII-6. Ensure that public spaces, amenities, and cultural features are accessible and
serve the diverse community when identifying and planning for them. This
includes an urban park/plaza within the TOD District.
VII-7. Create and implement a wayfinding plan for the Subarea promoting nearby
assets, light rail use, and Subarea identity. Provide this in multiple languages.
VII-8. Encourage funding for design and installation of prominent artworks that help
to strengthen the character and identity of the new TOD District.
VII-9. Collaborate with the Federal Way Historical Society to protect and celebrate the
historic structures in and adjacent to the Subarea.
VII-10. Prepare a TOD District plan with gateway locations and markers identified.
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X. Appendices
A. Existing Conditions and Market Assessment, Otak and Leland Consulting Group
B. Federal Way South Station Connectivity and Mobility Analysis, Fehr, and Peers
C. Conceptual Stormwater Open Space Memo, Otak
D. King County Centers Designation Criteria and Framework
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X.Appendices
A.Existing Conditions and Market Assessment, Otak and Leland Consulting Group
B.Federal Way South Station Connectivity and Mobility Analysis, Fehr, and Peers
C.Conceptual Stormwater Open Space Memo, Otak
D.King County Centers Designation Criteria and Framework
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Federal Way South Station Subarea Plan
REVIEW OF EXISTING CONDITIONS AND
MARKET ASSESSMENT MEMORANDUM REPORT
To: Chaney Skadsen and Keith Niven, City of Federal Way
From: Otak and Leland Consulting Group
Date: January 11, 2024
Subject: Federal Way South Station Existing Conditions and Market Assessment
Project No.: 33487
Table of Contents
REVIEW OF EXISTING CONDITIONS ...................................................................... 3
Overview .................................................................................................................................................. 3
Project Background ................................................................................................................................ 3
Project Purpose ...................................................................................................................................... 3
Countywide Growth Center Boundary and Preliminary Planning Area .................................................. 3
Planning Context .................................................................................................................................... 7
Demographic Context ............................................................................................................................ 8
Land Use and Zoning ............................................................................................................................. 9
Existing Land Use Patterns .................................................................................................................... 9
Comprehensive Plan Land Use Designations ...................................................................................... 11
Zoning Classifications and Requirements ............................................................................................ 12
Major Property Owners and Tenants.................................................................................................... 15
Critical Areas and Community Assets ............................................................................................... 16
Hylebos Creek Watershed .................................................................................................................... 18
West Hylebos Parks ............................................................................................................................. 18
Spring Valley Open Space ................................................................................................................... 20
Multimodal Transportation .................................................................................................................. 16
Existing Transportation Network ........................................................................................................... 20
Planned Transportation Improvements ................................................................................................ 23
Mobility and Connectivity Challenges and Opportunities ..................................................................... 24
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Utility Services ...................................................................................................................................... 30
Surface Water (Stormwater) Management ........................................................................................... 30
Sewer/Wastewater................................................................................................................................ 36
Water .................................................................................................................................................... 37
Power & Natural Gas ............................................................................................................................ 37
Communication ..................................................................................................................................... 37
MARKET ASSESSMENT AND ECONOMIC ANALYSIS ......................................... 39
Introduction ........................................................................................................................................... 39
Vision .................................................................................................................................................... 39
Regional Comparison Areas ................................................................................................................. 41
National Trends and Indicators ........................................................................................................... 41
Emerging Trends in Real Estate Development and Placemaking ....................................................... 42
Indicators of Likelihood to Live and Work in TODs .............................................................................. 44
Indicators of Displacement ................................................................................................................... 44
Demographics and Housing ................................................................................................................ 46
Population Growth and Demographic Characteristics.......................................................................... 46
Housing Inventory ................................................................................................................................. 47
Employment .......................................................................................................................................... 49
Regional Employment Trends .............................................................................................................. 49
Federal Way and Subarea Employment .............................................................................................. 49
Real Estate Analysis ............................................................................................................................. 54
Multifamily Housing .............................................................................................................................. 56
Office .................................................................................................................................................... 57
Retail ..................................................................................................................................................... 58
Industrial ............................................................................................................................................... 60
Hospitality ............................................................................................................................................. 62
Development Potential ......................................................................................................................... 62
South Sound Development Trends ...................................................................................................... 62
Redevelopment Potential in South Station Subarea ............................................................................ 65
Growth Scenarios ................................................................................................................................. 68
Population ............................................................................................................................................. 68
Employment .......................................................................................................................................... 69
Land Capacity ....................................................................................................................................... 73
Potential City Actions to Support Future Growth .................................................................................. 74
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REVIEW OF EXISTING CONDITIONS
Overview
Project Background
The South Station Subarea’s
Preliminary Planning Area (the
Subarea) in Federal Way,
Washington is poised for
significant investment and
transformation. Sound Transit is
scheduled to add a Link Light Rail
station to South Federal Way in
2032, as part of Sound Transit 3 (ST3) and the Tacoma Dome Link Extension (TDLE), strengthening
Federal Way’s light rail connection with cities to the north, and extending it to Fife and Tacoma. Sound
Transit’s preferred location for the new station is at the intersection of Enchanted Pkwy S and S 352nd St.
As a means of capitalizing on this catalytic investment, the City of Federal Way (the City) worked with
King County to establish a 212-acre area immediately surrounding the proposed station as a cond itional
Countywide Growth Center (CGC), enabling the City to participate in countywide transportation funding
competitions in 2022 and 2024. The existing uses in this area are of relatively low density, largely retail-
focused, and include high volumes of surface parking, allowing for ample opportunity to leverage these
investments into large scale redevelopment of portions of the Subarea.
Project Purpose
The purpose of this plan is to establish a long-range planning approach that will leverage the Subarea’s
planned Link Light Rail station and conditional CGC designation to transform this part of Federal Way into
a more dense, economically vibrant, walkable, transit-oriented neighborhood. This Subarea Plan will be
incorporated into the 2024 periodic update t o the City’s Comprehensive Plan. It is anticipated that the
Subarea will be planned to accommodate a portion of Federal Way’s future growth and meet the CGC
designation criteria for activity units which are a product of population, housing, and employment. As a
next step in our process, we will be working with the City and the Stakeholder Group to further develop
the vision and goals for this Subarea.
Countywide Growth Center Boundary and Preliminary Planning Area
The Subarea is located in southeast Federal Way (see Vicinity Map in Figure 1) and the boundaries for
the CGC (212 acres) and Subarea (388 acres) are shown in Figure 2. The CGC boundary has been pre-
determined as part of the City’s application to the County for the CGC designation. The Subarea
boundary extends beyond the CGC boundary to include additional area that is relevant to connectivity
and land use relationships to the CGC. The Subarea boundary is currently a preliminary planning area
and is generally defined by S. 348th St. to the north, Interstate 5 (I-5) to the east, S. 364th Wy. to the
south, and the West Hylebos Wetlands to the west, with the caveat that much of the Spring Valley Open
Aerial Image of The South Station Subarea
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Space and wetlands to the south has been omitted because no substantial change is expected in that
area.1, 2
Figure 1: Vicinity Map
1 That said, the Spring Valley Open Space is an important resource to the Subarea as a natural
conservation area.
2 The City’s Surface Water Management division is actively working on the West Hylebos Basin Land
Acquisition and trail expansion, which is anticipated to result in increased trail connectivity.
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Figure 2: Preliminary Planning Area (Subarea) and Countywide Growth Center (CGC) Boundaries
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The South Federal Way Link Light Rail station will be the northernmost of four new stations (see Figure 3)
extending southward from the Federal Way Transit Center station (anticipated to begin service in 2024)
and terminating near the Tacoma Dome, connecting the Subarea via light rail to Seattle, Bellevue,
Tacoma, and eventually as far north as Everett. The Subarea also connects to adjacent jurisdictions via I -
5 and State Routes 99 and 18.
Figure 3: Tacoma Dome Link Extension Stations3
3 Sound Transit. (2022). Tacoma Dome Link Extension. Retrieved from
<https://www.soundtransit.org/system -expansion/tacoma-dome-link-extension>.
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Planning Context
Prior to applying for CGC designation candidacy, the City made several additional related planning efforts
in the lead up to this Subarea Plan. Some of the most relevant include the Framing City South open
house and survey, the Housing Action Plan, and existing affordable housing provisions in the Federal
Way Revised Code (FWRC).
In the fall of 2019, the City held their first Framing City South online open house and survey. The purpose
of this event was to share information about the planning process and provide an opportunity for the
community to share their thoughts on City South (a planning area that is geographically similar to the
Subarea reviewed in this document) and how the new transit station could create a more livable and
vibrant area in this part of the city. The survey had 19 questions and received 69 responses, while a total
of 552 unique visitors viewed the online materials.4 The most prominent themes from the survey
responses are listed below.5
▪ When prompted to share their desires for the future of the Subarea, respondents described an
urban, walkable, transit-oriented area.
▪ The most useful characteristic of the area today is the shopping opportunities.
▪ A plurality would like the station area to be a compact mixed-use district.
▪ Respondents want a variety of restaurants and retail, including small and local businesses.
▪ Respondents hope to see expanded transit options and parking at the Light Rail station
▪ Throughout the survey, responses indicated a desire for additional housing options
Furthermore, the City summarized their primary takeaways as follows:6
▪ City South serves as an important economic center for the City and the region
▪ Respondents are open to adjusting today’s status quo
▪ There is opportunity for new retail and housing in this area
▪ Those who engaged want to leave their car at home
▪ Encouraging higher density is welcome
▪ Look for opportunities to enhance public space, green space, and tree canopy
In October of 2021, the City adopted the Federal Way Housing Action Plan. This plan used an evaluation
of existing housing options and community input to create strategies intended to: promote housing
construction, encourage home ownership opportunities, plan for forecasted growth, and preserve existing
affordable housing stock.7 In particular, Strategy #2 calls for the City to “promote mixed-use, walkable
subareas, and neighborhood centers” by identifying opportunities to enhance and promote neighborhood
centers and subarea plans.8 The purpose of these plans would be to encourage local economic
development for accessible, vibrant, and livable neighborhoods. To implement this strategy, the plan
4 City of Federal Way. (2020). Framing City South: Phase I Outreach Summary.
5 Ibid
6 Ibid
7 City of Federal Way. (2021). Housing Action Plan. Retrieved from
<https://www.cityoffederalway.com/sites/default/files/Documents/Department/CD/Planning/Land%20Use/
Final%20Draft%20Housing%20Action%20Plan.pdf>
8 Ibid
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includes several recommendations including the “encouragement of mixed-use areas to include elements
that foster local economic development through partnerships with community-based organizations.”
Existing affordable housing provisions in the FWRC include the Multifamily Tax Exemption (MFTE),
Inclusionary Zoning (IZ), and an optional density bonus. The MFTE program ’s area of eligibility does not
overlap with the Subarea.9 This program serves tenants with household incomes between 80 and 115%
of the Area Median Income (AMI), though the eight-year MFTE program has no affordability requirement.
The Mandatory IZ code section requires developments with 25 units or more to have at least 5% of the
total units be affordable for households with incomes at or below 50% of the AMI.10 Lastly, the optional
density bonus allows developers to add one bonus market-rate unit for each affordable unit in the project
(limited to 10% above the maximum allowable density of the zoning district).11
Demographic Context
According to ESRI, the residential population of the Subarea is 1,181 in 2022, an increase of nearly 200%
compared to the 2010 Census.12 This increase is mostly due to the addition of the two multifamily
buildings located in the Subarea. The City’s population increased 15% over the same period, to 102,935
in 2022. Distributions of age, race, and household income are shown below.13
9 City of Federal Way. (2001). Federal Way Revised Code. Section 3.30.
10 Ibid. Section 19.110.010.
11 Ibid
12 United States Census Bureau. (2010). Decennial Census
13 United States Census Bureau. (2020). American Community Survey: Five-Year Estimate.
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The median household income for the Subarea is $49,904, about 27% less than the City median of
$68,566.14
Land Use and Zoning
The City’s current land use designations, as well as corresponding zoning designations, can be found in
the City’s Comprehensive Plan, adopted in 2015. Between now and 2024, this plan is being updated. In a
preliminary evaluation of the Subarea, prepared in November of 2021, the City described the area as an
“opportunity to create an urban, mixed-use, amenity-rich, walkable, regionall y-oriented activity center” that
“will attract a balance of residents, visitors, and employees connected by sustainable regional
transportation” and locate “future housing and jobs around transit.”15
Existing Land Use Patterns
A diverse set of uses exists within the Subarea (see Figure 4), though much of the it is currently in
commercial use, typified by retail establishments with large surface parking lots such as Costco and
Home Depot, and the Jet Chevrolet car dealership. There are also four institutional uses in the Subarea:
14 United States Census Bureau. (2020). American Community Survey: Five-Year Estimate.
15 City of Federal Way Department of Community Development. (November 2021). Preliminary Evaluation
– Countywide Center & South Station Subarea Planning Area.
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Todd Beamer High School, the Brooklake Community Center, a maintenance facility owned by South
King Fire and Rescue, and the South Federal Way Park and Ride (King County Transit). In the south end
of the Subarea are the only residential uses: two multifamily apartments complexes and about 30 single
family lots. Several self-storage facilities comprise most of the land in industrial use, open spaces include
a blueberry farm, and there are about 25 vacant parcels (most of which are zoned commercial). Office
uses, religious services, and utilities are few but scattered throughout and makeup the rest of the
Subarea. The nearest hospital is St. Francis Hospital, less than 0.2 miles northwest of the Subarea.
Figure 4: Existing Land Use
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Comprehensive Plan Land Use Designations
The 2015 Comprehensive Plan shows six different land use designations within this Subarea (see Figure
5). These designations, along with Comprehensive Plan’s corresponding zoning classifications, are listed
in Table 1.
Table 1: Zoning in the Subarea
Comprehensive Plan
Classification
Zoning Classification Area (acres)
Commercial Enterprise Commercial Enterprise (CE) 213.3
Single Family, Medium Density,
Parks and Open Space
RS 35 & 15 85.0
Single Family, Low Density Suburban Estates (SE) 14.4
Multifamily RM 2400 21.5
Office Park Office Park 1.8
Most of the Subarea is designated as Commercial Enterprise, with some residential designations and
open space at the south and west edges. A collection of five smaller parcels is designated as Office Park.
There are also four parcels of Parks and Open Space.
The Commercial Enterprise designation is intended for a mix of industrial, office, and retail uses, and not
for housing. Single Family designations are intended for varying densities of single family residential, with
Low Density recommended for use as a buffer between higher-density land use designations. Intended
uses for the Multifamily designation range from duplexes and townhouses to apartment buildings. The
Office Park designation allows for office and light manufacturing uses, in addition to limited retail and
warehouse uses.
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Figure 5: Comprehensive Plan Map of Future Land Use
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Zoning Classifications and Requirements
The zoning classifications within the Subarea are CE, RS35, RS15, RM2400, SE, and Office Park (Figure
6). The City’s Zoning and Development Code can be found in Title 19 of the Federal Way Revised Code
(FWRC) and delineates permitted uses and development regulations for each zone. These regulations
vary depending on use and specify minimum lot size, setbacks, maximum height of structures, parking
requirements, and some special exceptions.
CE is the most prominent zone in the Subarea, and while this zone allows for a wide variety of uses,
these properties are primarily in use as retail or industrial businesses. Notably, the proposed station
location is roughly at the center of this area, and CE is one of the only zones in Federal Way that does
not allow housing. The predominant users of this zone (within the Subarea) are big box retailers such as
Costco and Home Depot. Zoning regulations require these users to have a minimum side and rear yard of
20 feet, with some exceptions allowing for yards of as little as 15 or even five feet. Bulk retail users
require a 1.5-acre minimum lot size, while general retailers have no minimum lot size. All retailers are
required to provide one parking space for every 300 gross square feet of the building. The maximum
height for retailers is 30 feet, though this can be as high as 55 feet when meeting requirements pertaining
to necessity, additional yard separation, ceiling height, and roofline design. In reality, only a handful of
these structures exceed 30 feet in height, but none appear to exceed two floors.
There are also three self-storage businesses (Storquest, Federal Way Heated, and U-Haul) and two car
dealerships (ICAR Motors and Jet Chevrolet) within the CE zone of the Subarea, which are beholden to a
similar set of development standards as bulk retailers. Minimum yard requirements range from 10-20 feet
and the maximum height is 30-55 feet. Less parking is required, with a minimum of one space per 300
gross square feet of building. Again, in practice, these range from 1-2 stories.
The next most prominent zones, by land area, are the medium-density single-family zones: RS15 and
RS35. Most of the lots in the RS15 zone, within the Subarea, are in use as single-family homes, whereas
RS35-zoned properties are occupied by a high school, church, community center, and open space, with
several properties being vacant. As their name implies, minimum lot sizes for single-family homes in
these zones are 15,000 square feet and 35,000 square feet for RS15 and RS35 respectively. In either
zone, a minimum of two parking spaces is required for a single-family home, the maximum lot coverage is
50% of the lot’s area, and the maximum height is 30 feet.
The SE zone is intended for a lower density of single-family housing, though several other uses are
allowed, and the only three SE-zoned lots within the Subarea are owned and occupied by Brooklake
Church. These properties include the church structure itself in addition to sports facilities. In this zone,
churches are required to have a minimum lot size of five acres, yards of 30 feet, and one parking space
for every five attendee seats. The maximum lot coverage is 75% and height is 30 feet, with flexibility to
build as high as 55 feet when meeting additional yard requirements, demonstrating necessity, and
minimizing blockage of views.
There are two RM2400 lots, both in use as multifamily projects (Park 16 and Crosspointe). Multifamily
dwelling units such as these require 2,400 square feet of lot area per unit and at least 5-20 feet of yards
on each side (depending on adjacency to single-family uses). A minimum of 1-2 parking spaces is
required for each unit, depending on the size of the unit. The maximum lot coverage is 70% and the
maximum height is 30 feet. Each of the existing multifamily developments includes buildings that range
from 2-3 stories and while the Park 16 development provides 2,400 square feet of land area per unit, the
Crosspointe project provides closer to 1,600 square feet per unit.
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Figure 6: Zoning Map
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Major Property Owners and Tenants
The Commercial Enterprise zone allows for a variety of business types and, as such, there are dozens of
businesses within the Subarea. Most are retailers, though some office and industrial users exist as well.
Some of these businesses own their space, such as Home Depot, Neumeier Engineering, and Costco,
while many others rent from strip mall owners or other property owners.
Property Owners
The two largest property owners in the Subarea are public entities: Federal Way School District (Todd
Beamer High School) and the City (Brooklake Community Center, public utilities, and some undeveloped
properties). Other major property owners include entities that own malls (Fana Group and Delandria
Properties), Brooklake Church, big box retailers (ex. Home Depot and Costco), and the Park 16
Apartments. The property owners with the highest volume of land are listed in Table 2.
Table 2: Largest Property Owners by Area
Property Owner Use Total Area
(Square
Feet)
Federal Way School District Institutional 1,624,352
City of Federal Way Institutional, Open Space, Vacant, Utilities 1,619,398
Federal Way Crossings (Fana Group) Retail 846,108
Home Depot Retail 818,09
Park 16 Apartments Multifamily 721,187
Neumeier Engineering Office 699,818
Brooklake Church Religious 671,454
Campus Square (Delandria Properties) Retail 581,642
Costco Retail 544,350
DBM Contractors Office, Industrial 493,592
Lowe’s Retail 480,857
Tenants
There are more than 60 tenants in the Subarea, the majority of which are retailers renting space at one of
three malls: Federal Way Crossings, Campus Square, or Brooklake Village. Examples of tenants in the
Subarea include:
▪ Seattle Children’s South Clinic
▪ Hobby Lobby
▪ Mattress Depot
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▪ LA Fitness
▪ Office Depot
▪ Quiznos
▪ AT&T
▪ The Rock Wood Fired Pizza
▪ VCA Panther Lake Animal Hospital
▪ Burger King
Critical Areas and Community Assets
Critical areas in the Subarea are located along the south and west edge of the boundary and create a
natural edge to potential development near the new light rail station (see Figure 7). The critical areas are
high functioning wetlands associated with the Hylebos watershed and include several waterways that
make up West Fork of Hylebos Creek. A portion of the East Fork of Hylebos Creek runs along the east
side of the Subarea near I-5. The Muckleshoot Tribe maintains fishing rights on Hylebos Creek.
Downstream of the Subarea, the lower portions of the West and East forks flow through Puyallup Tribal
lands. Once home to substantial runs of coho, chum, and chinook salmon, as well as cutthroat and
steelhead trout, the stream now has diminished fish populations. Today Hylebos Creek continues to
support salmon spawning, including threatened chinook.16
Many of the parcels most encumbered by wetlands have already been acquired by public agencies and
set aside as parks and open space. The Spring Valley located directly south of the Subarea is an open
space Conservation District set aside to preserve natural areas and provide areas of public access and
passive recreation opportunities. These spaces provide a unique asset for the planning area and are
within a short walk of the new light rail station in south Federal Way.
16 EarthCorps. (2016). Hylebos Watershed Plan. Retrieved from
<https://www.earthcorps.org/ftp/ECScience/Hylebos/HylebosWatershedPlan_2016.pdf .>
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Figure 7: Critical Areas Map
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Hylebos Creek Watershed
The Hylebos watershed is divided into three sub-
basins: the West Fork, the East Fork, and the Lower
Hylebos. The West Fork drains the central and
southern portion of Federal Way and runs along the
west edge of the Subarea. It has smaller tributaries
of its own, several of which converge at the West
Hylebos Wetland Park in Federal Way. A significant
tributary in this sub-basin, often called the “North
Fork,” joins the West Fork slightly farther
downstream near the border of King and Pierce
Counties17. Most of the waterways that run though
or near the Subarea are daylit. GIS data shows a
piped stream that runs east west along S 352nd St.
A large portion of the parcels to the west and south of the planning area are encumbered by wetlands
associated with the West Fork, see Figure 7. The City has undertaken a substantial effort to acquire
property in these critical areas to protect the high-quality habitat area in the watershed. Many parcels
have been turned into parks, developed with trails, or placed into conservation. Property not owned by
public entities is mostly zoned low density residential, with only one home allowed per five acres.
The Parks and Open Space Plan designates that these wetlands are separated into two areas.
▪ The West Hylebos Parks include multiple public parks, trails, and educational features. These parks
are located just to the west of the planning area boundary.
▪ Spring Valley Open Space, located south of the planning area, is set aside as open space
conservation land. Existing public access is limited, but the conservation land is intended for passive
recreation and conservation educational facilities.
West Hylebos Parks
There are three public parks located to
the west of the planning area.
The West Hylebos Wetlands Park,
located just west of the planning
boundary on 348th, features a large trail
network through 120 acres of unique old
growth forest and wetlands in the heart
of Federal Way. These wetlands
are equal parts wildlife refuge, ecological
and hydrological conservatory, nature
trail, and pure natural wonder. The
community park features public trails,
17 EarthCorps. (2016). Hylebos Watershed Plan. Retrieved from
<https://www.earthcorps.org/ftp/ECScience/Hylebos/HylebosWatershedPlan_2016.pdf.>
West Hylebos Creek wetlands
Boardwalk overlooking the lake at Brooklake Park
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historic cabins, and educational signage about the unique park and watershed. The City has indicated
that long term, a master plan should be developed for the park. The City also plans on increasing access
to the park by creating new trail connections from the south part of the site and adding bike lanes on S
356th St.
Brooklake Park & Community Center is
a five-acre Community Park serving
the southern portion of Federal Way.
The site is heavily wooded and is
immediately adjacent to Blueberry
Farm Park and West Hylebos Wetland
Park. A small lake is located on the
border of Brooklake Park and West
Hylebos Wetland Park. The Brooklake
Community Center structure is among
the oldest remaining structures in
Federal Way with a history dating back
to 1934 when construction was
complete for the Wagon Wheel Inn.
The historic structure is in need of renovation with long term plans to turn it into a nature center, a historic
visitor’s center, an environmental educational center, or a community center with rental opportunities for
celebrations. Increased trail connectivity to the existing West Hylebos Wetland Park boardwalk is
planned.
The Blueberry Farm is a unique open space
with a quiet, natural setting surrounding on an
old blueberry farm. No structures from the
original farm remain on the site, but many rows
of blueberries still grow. The open space is
situated on the south side of the Brooklake
Pond and the West Hylebos Wetlands Park. It
functions as an open space with an opportunity
for the public to u-pick in-season blueberries.
Long-term plans for the park include increasing
passive recreation use with picnic areas and
providing improved facilities and developing
more of a farm setting with orchards and nut
trees that could enhance the u-pick and
educational experience. Local organizations like We Love Our City have been involved with restoring and
preserving this unique community asset.18
18 Federal Way Mirror. (2018). Federal Way residents to restore historic Hylebos Blueberry Farm Park.
Retrieved from <https://www.federalwaymirror.com/news/federal-way-residents-to-restore-historic-
hylebos-blueberry-farm -park/>
Historic Community Center at Brooklake Park
Picnic bench and signage at the Blueberry Farm
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Spring Valley Open Space
The Spring Valley Open Space is made up of several parcels totaling approximately 138.59 acres along
Pacific Highway South. Acquisition of the sites has been primarily by the Public Works Department for the
purposes of protecting the west branch of Hylebos Creek and managing stormwater. The City has
continued to purchase property to expand the open space. Most recently the City began the acquisition
process for three additional parcels that will help fill in s ome gaps in the open space network. The City is
also in the process of planning a more comprehensive trail network through the open space.
The Spring Valley Conservation District is a made up of three parcels in the Spring Valley Open Space.
The parcels were originally purchased by King County in 1989, and later sold to the City in 2004. The
parcels located within the Conversation District are protected through covenants19 to be used for passive
recreation purposes such as open space, green space, greenbelt, park and trails for the public good. The
wetlands included on the property acquired under these protections were included to be used as parks
and wetland interpretive centers. Active Recreation and motorized recreation such as off-road
recreational vehicle uses is prohibited in areas protected as Open Space . Requirements for uses allowed
in Open Space are found in the Revised Code of Washington Chapter 84.34.
Multimodal Transportation
Existing Transportation Network
Currently, the Subarea transportation network is oriented to motor vehicle access more than to other
modes. Roughly seventy-three percent of trips in the Subarea are taken in a single occupant vehicle
(SOV). This is in line with county and state averages. The breakdown of modes is shown in Figure 8. The
existing mode choice patterns reflect the transportation network in the Subarea which can be
characterized as a vehicle centric network with some multi-modal pieces. Transportation networks and
walkshed are illustrated in Figure 11, Figure 12, and Figure 13.
19 Protected though the restrictions found in King County Ordinance 09071, 10750, and 13717.
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Figure 8: Means of Transportation to Work20
Roads
Three major state routes provide access to the Subarea:
▪ SR 99 (Pacific Highway) is a four-lane major arterial
which provided a North/South connection from Tacoma
to the Sea-Tac airport then on to Seattle., with median
treatments varying between a raised median, left turn
lanes, and no median. There are buffered sidewalks
along SR 99 in the Subarea, but no formal bicycle
facilities exist. The speed limit within the Subarea is 40
mph. Daily traffic counts from the Washington State
Department of Transportation (WSDOT) Traffic Count
Database System show that the Average Daily Traffic on
SR99 is approximately 26,500 vehicles per day (vpd) in
2021.
▪ SR 161 (Enchanted Parkway) is a four-lane major arterial which provides a connection from the
Subarea to the south, with median treatments varying between a two way left turn lane and
dedicated left turn lanes. There are sidewalks along SR 161 in the Subarea, and a bikeable shoulder
south of 352nd St. The speed limit within the Subarea is 40 mph. Daily traffic counts from WSDOT
Traffic Count Database System show that the Average Daily Traffic on SR161 varied between
approximately 30,000 vpd at the southern end of the Subarea and 38,000 vpd at the northern end in
2021.
▪ SR 18 (348th St) is a four-lane major arterial which provides a major east/west connection, with
median treatments varying between a varying between a raised median and dedicated left turn
lanes. There are sidewalks along SR 18 in the Subarea, but no formal bicycle facilities exist. The
speed limit within the Subarea is 35 mph. Daily traffic counts from WSDOT Traffic Count Database
System show that the Average Daily Traffic on SR18 varied between approximately 66,000 vpd at
the eastern end of the Subarea and 41,900 vpd at the western end in 2021.
In addition to the state routes, I-5 runs alongside the Subarea and provides an additional major
north/south connection. While these roadways do provide great vehicular connections to surrounding
communities they can function as barriers to local travel and non-vehicular travel like walking and biking
within the Subarea. The intersections created by the state routes in the Subarea are massive. At the
intersection of SR99 and SR18 crossing distances are as long as 130’ over 9 lanes of traffic and the
intersection of SR161 and 352nd St., directly adjacent to the planned station, has crossing distances as
long as 90’ over 6 lanes of traffic. These long crossing distances not only create an unpleasant
environment for pedestrians but also do not provide an acceptable level of safety and visibility for the
most vulnerable roadway users in the Subarea. These barriers will need to be addressed and improved
as the new station is developed for the station to provide the mobility and access desired in the Subarea.
20 United States Census Bureau. (2020). American Community Survey: Five-Year Estimate.
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Crash data from 2017-2021 was analyzed for the Subarea. During that time there were 1,166 crashes,
with 249 of these occurring at intersections and 917 at mid-block. Tables 3 and 4 indicate the manner of
collision and Injury levels associated with these crashes at the two locations .
The crashes at the intersection are shown on Figure 14. This data reveals several crash hot-spots – at
both signalized and unsignalized intersections. Table 5 shows the Injury level for the crashes occurring
mid-block. The crashes involving bicycles and pedestrians tended to happen at midblock locations rather
than at intersections. One fatality occurred mid-block along SR99 which involved a pedestrian in June of
2021. There were no bicycle collisions recorded at an intersection during this study period.
Table 3: Collisions by Type and Location
Collision
Type Midblock
At
Intersection
Angle 137 20
Bicycle 8 0
Head On 3 0
Object 39 21
Other 1 0
Overturned 1 0
Pedestrian 18 6
Rear End 362 90
Sideswipe 194 44
Turning 153 68
Unknown 1
Total 917 249
Table 4: Collisions by Injury Level and Location
Injury Level
Midblock - All
Types
At
Intersection
- All Types
Midblock -
Bike/Peds
At
Intersection -
Bike/Peds
Fatalities 1 0 1 0
Incapacitating Injury (A) 5 3 3 1
Non-Incapacitating Injury (B) 56 15 7 2
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Possible Injury (C) 201 66 8 3
Property Damage Only 654 165 7 0
Table 5: Mid-Block Collisions Counts and Injury Level
Transit Connections
The Subarea is served by three existing bus routes:
▪ Bus 402 Runs along SR 161 (Enchanted Parkway), This route terminates in the north at Federal
Way Transit Center, and in the south at Pierce County Airport.
▪ Bus 500 runs along SR 99 (Pacific Highway), This Route terminates in the north at Federal W ay
Transit Center, and in the south in Downtown Tacoma.
▪ Bus 182 runs along S 348th St. before heading north on 9th Ave, this route terminates in the north at
Federal Way Transit Center, and in the south in Northeast Tacoma.
In addition to the bus routes, a Bus/HOV lane has been installed on State Route 99 north of S 356 th St.
This provides a more efficient travel wa y for bus route 500 and an incentive for carpooling.
Active Transportation Facilities
The existing bicycle network is made up of non-buffered on-street bike lane corridors along 352nd St. 356th
St., and Enchanted Parkway South of 352nd Street. These facilities are the beginning pieces of a network,
however 356th St. provides the only contiguous bicycle facility to other areas. The pedestrian
infrastructure is well developed along the streets in the Subarea with a majority of the streets in the
Subarea having sidewalks with a landscape buffer. The walkshed created by this network of sidewalks is
shown on the transportation map.
Trail connections in the Subarea are currently limited to the pedestrian hiking trails in the West Hylebos
Wetland Park.
Planned Transportation Improvements
There are two major transportation improvements planned in the Subarea. Sound Transit’s planned Link
Light Rail improvements are the impetus for this study and will provide a direct rail connection to several
Roadway Total
Property
Damage
Only Fatalities
Incapacitating
Injury (A)
Non-
Incapacitating
Injury (B)
Possible
Injury (C)
SR 18 (348th
St) 353 271 0 2 18 62
SR 99 (Pacific
Highway) 288 188 1 1 20 78
SR 161
(Enchanted
Parkway) 276 195 0 2 18 61
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major population centers in the region. In addition to this WSDOT is in the process of the Triangle
Interchange Project which includes improvement the I-5/SR18/SR 161 interchange in Federal Way. This
project is being completed in multiple stages. Stage two will add a new southbound I-5 exit to South 356th
St. This new exit features a roundabout to improve traffic flow, provides more options for accessing
residential and business areas, and reduces congestion in the area. This improvement is shown in Figure
9.
Figure 9: WSDOT Planned Transportation Improvements
The City is in the process of implementing the 2012 Bicycle and Pedestrian Master Plan. Several
Pedestrian and Bicycle improvements have already been constructed, including sidewalks along S 352nd
St., S 356th St., and parts of Pacific Highway. Additional bicycle and pedestrian facilities listed in the 2012
plan are still proposed for the Subarea and have been listed below. Existing and proposed pedestrian and
bicycle facilities are shown in Figure 11.
▪ Planned Facilities:
Extend new sidewalk south on Pacific Highway
Extend new sidewalk west on S 356th St past the Blueberry Farm
Add an Enhanced sidewalk along S 348th St heading west of the Subarea
Add trail connection between the intersection of Pacific Highway and S 352 nd St and the Park and
Ride
Add a trail connection to the west to Hylebos Wetland Park and to 9th St. and further north.
SW Trail Project K
The City is also in the process of securing funds to extend the trail system in West Hylebos Wetland Park
south of the planning area. The extended trail system would include several new trail heads, including two
at Todd Beamer High School, and one at the Blueberry Farm Park.
Mobility and Connectivity Challenges and Opportunities
This Subarea has historically been designed to prioritize vehicles and the present state of the network for
other modes reflects that. The construction of the new station presents a huge opportunity to re-shape the
way the Subarea work from a mobility perspective.
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Present commute patterns revealed by Longitudinal Employer-Household Dynamics (LEHD) data indicate
that a majority of commutes to and from the Subarea are to/from the north (10). The new rail line will
provide a reliable and frequent service in this direction which will shift commuters to alternative modes.
Figure 10: Commute Patterns by Distance and Direction
The existing pedestrian network will allow people to move around the Subarea without a car. In addition,
the construction of new active transportation/trail connections to West Hylebos Wetland Park to 9th
Avenue South. and further north can provide enhanced connections to other areas of Federal Way.
With the new transportation options, less parking may be required – the current parking-centric land use
provides ample redevelopment opportunity to create a more human scaled Subarea. The existing barriers
to active mobility will need to be addressed to improve the safety and user experience of crossing the
many major intersections in the Subarea.
Figure 11: Active Transportation Networks
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Figure 12: Vehicle Transportation Networks
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Figure 13: Walkshed
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Figure 14: Vehicle Incident Map
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Utility Services
Surface Water (Stormwater) Management
The Subarea is located in the Hylebos Creek Basin of Water Resource Inventory Area (WRIA) 10. The
majority of the planning area is in the West Hylebos Creek Subbasin and a small section of the eastern
portion of the planning area is in the East Hylebos Creek Subbasin. Hylebos Cr eek discharges into
Tacoma’s Commencement Bay which is part of Puget Sound.21 A detailed description Hylebos Creek and
adjacent wetlands is included in the Critical Areas section of this report above.
The planning area has largely been developed. The Subarea is 42.4% impervious (164 acres of 388
acres) based on the Nature Conservancy’s Stormwater Heatmap raster data (see Figure 15). The
northeast corner of the planning area is almost completely impervious. The eastern and northern
boundaries of the planning area have numerous impervious and pervious surfaces, such as b aseball and
football fields, which require stormwater infrastructure to manage stormwater runoff.
Impervious surfaces alter the hydrology of watersheds and piped stormwater management is generally
used to manage stormwater runoff. Therefore, there is significant stormwater infrastructure in the
planning area, particularly in the north and east portions of the planning area. According to the City’s GIS
data more than half of the stormwater conveyance system (pipes) is maintained by private entities (Figure
16). This private infrastructure is mostly on privately-owned parcels. The City is responsible for
maintaining stormwater conveyance along the public right-of-way (ROW) and on publicly owned parcels.
Private stormwater conveyance is maintained by private entities. Privately managed pipe sizes in the
planning area mostly range from 4 inches to 36 inches although there is one 4-inch pipe and one 60-inch
pipe. Publicly managed pipe sizes in the planning area mostly range from 6 inches to 60 inches although
there is a 4-inch pipe and 240-inch pipe in the planning area. The City’s GIS data also indicates the City
and private entities maintain open channels that convey stormwater runoff including, but not limited to,
ditches and swales (see Figure 16).
21 EarthCorps. (2016). Hylebos Watershed Plan. Retrieved from
<https://www.earthcorps.org/ftp/ECScience/Hylebos/HylebosWatershedPlan_2016.pdf .>
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Figure 15: Impervious Surfaces Map
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Figure 16: Private and Public Stormwater System Map
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Table 6 details the 11 types of facilities in the Subarea. There is a regional stormwater detention facility
(RDF) in the center of the planning area north of S 356th St. and east of Pacific Hwy S. These facilities
include a combined detention stormwater treatment wetland (CDSTW) consisting of two wetland
structures and two bioretention areas, called the east and west bioretention areas. The bioretention
facilities are under-drained, and filtered water is eventually discharged to West Hylebos Creek (from the
east bioretention facility) or surrounding natural wetlands (from the west bioretention facility).22
Table 6: Storm Sewer Facilities in the Subarea
Storm Sewer
Facility Type
Attributes Maintenance
Responsibility
Total
Number in
Planning
Area
Retention Detention Water
Quality
Public Private
Bioswale 0 0 3 1 7 8
Coalescing Plate 0 0 3 2 1 3
Dispersal Trench 0 0 0 1 3 4
Dumpster/Compactor 0 0 0 0 51 51
Filterra 0 0 19 19 0 19
Lake 0 1 0 1 0 1
Modular Wetland 0 0 1 0 1 1
Pond 0 6 1 4 15 19
Stormfilter 0 0 9 7 6 13
Vault/Tank 1 21 2 12 28 40
Other 3 0 5 3 7 10
Total 4 28 43 50 119 169
22 King County. (2019). Effectiveness Monitoring of the S. 356th St. Project, Federal Way, WA: Appendix
A: Additional Site Information. Retrieved from
<https://your.kingcounty.gov/dnrp/library/2019/kcr3020/kcr3020AppA.pdf.>
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Figure 17: Stormwater Infrastructure
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Some parcels in the planning area are not served by private infrastructure (Figure 16). These areas drain
directly to wetlands, Hylebos Creek, or the public conveyance system that ultimately drains to Hylebos
Creek. Stormwater runoff from the majority of privately-owned parcels is collected into private conveyance
in areas east of Pacific Hwy S. Most of these private conveyance systems drain to stormwater facilities
before entering the public conveyance system which ultimately discharges to Hylebos Creek. The
northwest corner of the planning area (west of Pacific Hwy S) drains to a wetland which ultimately
discharges to West Hylebos Creek. The remainder of the planning area west of Pacific Hwy S drains
either to West Hylebos Creek or stormwater enters the public conveyance system and drains east. Figure
17 provides a depiction of existing surface water (stormwater) management infrastructure and facilities in
the Subarea.
The capacity of the existing stormwater system is unlikely to be negatively affected by development and
redevelopment projects in the Subarea because projects will be required to do on-site mitigation.
Targeted growth through future development or redevelopment in the Subarea will be required to adhere
to the King County Surface Water Design Manual (KCSWDM) and the Federal Way Addendum to the
KCSWDM. The KCSWDM requires the construction of surface and storm water management system to
mitigate the impacts of new development or redevelopment on drainage systems. Flow control on these
sites means that runoff needs to be detained and released at rates that match the peak flows and flow
durations that existed prior to development. Water quality on these sites means that runoff from those
new and replaced pollution-generating impervious surfaces and new pollution-generating pervious
surfaces must be treated. It is unlikely that new development or redevelopment projects in the Subarea
will be able to utilize a regional facility to meet these standards.
The largest regional facility in the planning area is the CDSTW . The CDSTW treats an approximate 189-
acre area of highly developed commercial, industrial, and residential areas including most of the
northeast area of the planning area. The east and west biofiltration facilities treat an additional 22.6 acres ,
all of which is in the planning area. King County states that the CDSTW “is undersized given the growth in
the City”.23 King County also notes that “Due to space limitations at the site, the bioretention facilities
were undersized” and approximately 89% of the stormwater from the drainage basin is treated.24
23 King County. (January 2019). Effectiveness Monitoring of the South 356th Street Retrofit and
Expansion Project, Federal Way, WA – SAM Effectiveness Study, Appendix A – Additional Site
Information. Retrieved from <https://your.kingcounty.gov/dnrp/library/2019/kcr3020/kcr3020AppA.pdf >
24 King County. (January 2019). Effectiveness Monitoring of the South 356th Street Retrofit and
Expansion Project, Federal Way, WA – SAM Effectiveness Study, Appendix A – Additional Site
Information. Retrieved from <https://your.kingcounty.gov/dnrp/library/2019/kcr3020/kcr3020AppA.pdf >
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Figure 18: Drainage basins for the regional stormwater detention facility (RDF).25
Sewer/Wastewater
Lakehaven Water and Sewer District (Lakehaven) provides wastewater services to the Subarea and
manages wastewater infrastructure. The majority of the Subarea is located in the Lakota basin and the
southern portion of the basin is located in the West Hylebos basin (proposed Central Hylebos). As of
2015 there was wastewater infrastructure in the majority of the Subarea with the exception of the area of
the Subarea located in the West Hylebos basin (see Figure 19).
Lakehaven updates the Comprehensive Wastewater System Plan every six years and develops a long-
term planning strategy that accommodates future growth according to population and employment
25 King County. (January 2019). Effectiveness Monitoring of the South 356th Street Retrofit and
Expansion Project, Federal Way, WA – SAM Effectiveness Study.
<https://your.kingcounty.gov/dnrp/library/2019/kcr3020/kcr3020-Report.pdf>
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forecasts. The 2015 Comprehensive Wastewater System Plan capital facilities plan is based on a
computer modelling system analysis of the collection system that accounts various growth scenarios. The
plan indicates infrastructure in Lakehaven’s Lakota basin service area of the Subarea is sufficient for
growth that was expected in 2015. Sufficient capacity assumes a major capital improvement project is
completed, Pump Station 33B and Force Main Upgrade, which was schedule to be completed in 2022.
The vast majority of parcels in the Subarea are connected to Lakehaven’s sewer system. Spring Valley
Open Space and Hylebos Wetland area are not connected to the sewer. There are also a handful of
vacant parcels in the center of the Subarea that are not currently connected to Lakehaven’s
infrastructure. Finally, there is a cluster of parcels near Todd Beamer High School on S 359th St. and 16th
Ave. S that are not connected to the sewer. Many of these parcels are vacant or have a church, single
family houses, or mobile homes. Lakehaven has noted that there is sufficient capacity to accommodate
the parcels not currently connected to the sewer and targeted growth in the Subarea.26
Water
Lakehaven Water and Sewer District (Lakehaven) provides water services to the Subarea and manages
infrastructure for this water system. Lakehaven updates the Comprehensive Water System Plan every six
years and develops a long-term planning strategy that accommodates future growth according to
population and employment forecasts. The 2016 Comprehensive Water System Plan indicates that in
order to meet increasing demand improvements in transmission capacity are warranted. Two proposed
capital improvement projects in the Subarea, P-56 and P-68, would improve transmission capacity and
meet pressure and fire goals under future forecasted demand conditions.
The vast majority of parcels in the Subarea are connected to Lakehaven’s water system. Spring Valley
Open Space and Hylebos Wetland area are not connected to the system. There are also a handf ul of
vacant parcels in the center of the Subarea that are not currently connected to Lakehaven’s
infrastructure. Lakehaven has noted that there is sufficient capacity to accommodate the parcels not
currently connected to the water system and targeted growth in the Subarea.27
Power & Natural Gas
Puget Sound Energy provides electric and natural gas services to the Subarea.
Communication
Broadband services are provided by the following providers to the Subarea: Xfinity (cable), Century Link
(DSL, fiber). Internet from Xfinity is available through cable while internet from Century Link is available
through DSL and fiber.
26 Lakehaven Water and Sewer District. (2022). Personal Communication.
27 Lakehaven Water and Sewer District. (2022). Personal Communication.
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Figure 19: Lakehaven Sewer Basins and Infrastructure28
28 Lakehaven Water & Sewer District. (March 2017). Comprehensive Wastewater System Plan. Retrieved
from <https://www.lakehaven.org/DocumentCenter/View/60/Comprehensive-Wastewater-System-Plan-
PDF?bidId=.>
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MARKET ASSESSMENT AND ECONOMIC ANALYSIS
Introduction
Leland Consulting Group (LCG) was engaged as part of a consulting team by the City to develop a
Market Assessment and Economic Analysis of the area around the proposed LINK Light Rail station in
South Federal Way for the Subarea Plan. The Demographic & Housing Profile includes a housing
inventory, current population and future population forecasts, and analysis of various demographic
characteristics. The Economic Analysis evaluates the market conditions in the area, including
employment trends, property values, rent and lease rates, existing employment numbers and future jobs
forecasts, and analyzes potential City actions to spur new development in the Subarea.
Key Questions:
▪ How is the Subarea likely to grow over the next two decades?
▪ What growth scenarios are most likely?
▪ How many residents, housing units, and jobs are likely to be added to the Subarea over the coming
decades?
▪ Because the City’s vision for the Subarea is for a mixed-use, transit-oriented community, what
actions can the City take to encourage this type of environment?
Clarifications:
▪ The planning time horizon is defined in two ways: 2024 to 2044; and “over the long term” which
includes development that may occur after 2044.
Vision
The City has articulated a vision for the Subarea in several planning documents and reports in recent
years. The application for the CGC designation for the area calls for an “urban, mixed-use, amenity-rich,
walkable, regionally-oriented activity center” which will “attract a balance of residents, visitors, and
employees connected by sustainable regional transportation.”
Federal Way’s 2015 Comprehensive Plan also contains goals for “new retail and service employment
opportunities around the I-5/South 230th interchange” and “new opportunities for residential development
near transit centers.” Other applicable goals of the Comprehensive Plan which relate to this Subarea
include:
▪ Diversification of the City’s employment base by creating opportunities for employment growth
▪ Well-designed commercial and office developments
▪ Preservation of environmentally sensitive areas
▪ Accommodation of adopted growth targets for households and jobs and Puget Sound Regional
Council (PSRC) growth projections
Figure 20 below shows the Comprehensive Plan’s vision for corridors, the City Center area, and other
activity nodes, including “intensive residential communities” and “distinct employment areas” near the
Light Rail station site.
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Finally, the 2021 Housing Action Plan envisions “mixed-use, walkable subareas and neighborhood
centers” as one of its main strategies. Regarding the station area, the HAP states29:
The north and south station locations can support opportunities for new housing development that
should be incorporated into future planning for the city. Higher density housing near amenities like
grocery stores, retail businesses, parks, schools, services, and existing and future transit lines
support healthy walkable communities.
This strategy encourages the development of market-rate townhome and condominium units to
increase entry-level homeownership opportunities at a lower cost at higher densities than single -
family detached housing.
Figure 20: Concept Plan Diagram from 2015 Federal Way Comprehensive Plan30
29 City of Lynnwood. (2021). Housing Action Plan. Retrieved from <
https://www.cityoffederalway.com/sites/default/files/Documents/Department/CD/Planning/Land%20Use/Fi
nal%20Draft%20Housing%20Action%20Plan.pdf>
30 City of Federal Way. (2015). Federal Way 2015 Comprehensive Plan. Retrieved from <
https://www.cityoffederalway.com/content/2015-comprehensive-plan>
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Regional Comparison Areas
Figure 21 shows the south Puget Sound area, with the regional LINK and Sounder transit network,
including the entire forthcoming TDLE alignment. In addition, the circles indicate other areas that were
analyzed for this report. These areas have concentrated transit-oriented development around station
areas which has occurred in recent decades and can help inform recommendations, spotlight regional
trends, and compare and contrast with the Subarea.
Figure 21: South Sound Comparison Areas 31
National Trends and Indicators
This section discusses important national and regional trends and indicators in real estate and economic
development which set the stage for analysis of the Subarea’s future development potential.
31 Leland Consulting Group via Sound Transit. (2022). ST3 Alignment and Stations, Sounder Alignments
and Stations.
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Emerging Trends in Real Estate Development and Placemaking
Figure 22 below shows how real estate developers and other industry professionals associated with the
Urban Land Institute (ULI) evaluate the desirability of development various property types nationwide. ULI
is the leading national professional association for developers of infill and mixed -use projects. This chart
shows that developers are shifting away from building hospitality, office, and retail properties in favor of
industrial, single family, and multifamily housing. While this chart reflects national sentiment, LCG’s
assessment is that it is also applicable in Federal Way and the greater Seattle -Tacoma metro area.
Figure 22: Developer Interest by Property Type, 2018-202232
Even prior to the pandemic, the demand for industrial space was growing due to the need for warehouses
closer to urban centers to solve the “last mile” problem of delivery-based retail. In addition, the persistent
shortage of housing in cities of all sizes has led to low vacancy rates and bolstered developer interest in
the housing sector. Retail has been on the decline for several years due to changing consumer
preferences but took an added hit due to the COVID-19 pandemic, which also caused a significant drop-
off in interest in hotels and office properties. While the hospitality sector appears to be bouncing back
slightly, developers nationwide are still wary of building new projects. There is continued uncerta inty in
the office market as workers continue taking advantage of work from home policies and organizations are
starting to reassess how much space they need to accommodate a remote or hybrid workforce. As of
June 2022, many people had returned to in-person social gatherings and travel, but far fewer have
returned to the office. The chart in Figure 23 below shows activities as a percent of the 2019 baseline.
While sporting events, dining, and airports are drawing nearly as many people as in 2019, offices were
still at just 44% of pre-pandemic capacity.
32 Urban Land Institute. (2022). Emerging Trends in Real Estate.
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Figure 23: Kastle Back to Work Barometer33
Developer interest in building new office space increased slightly in 2022, but there is still significantly
less interest in building new office space than there is for industrial, single-family, and multifamily housing.
According to the National Association of Realtors, while Millennials and Gen Z, es pecially those with kids,
shifted their preferences slightly from urban, walkable neighborhoods to suburban auto-centric
neighborhoods with detached homes at the beginning of the pandemic, 20% of people living in detached
homes in July 2020 would have preferred to live in an apartment or townhome in a walkable
neighborhood.
Figure 24: Mismatch Between Where People Live and Where They Prefer to Live34
33 Kastle. (2022) ”Recreation Activity vs. Office Occupancy.“ Retrieved from
<https://www.kastle.com/safety-wellness/getting-america-back-to-work-recreation-vs-office-occupancy/>
34 National Association of Realtors. (2020). “National Transportation and Community Preferences
Survey”. Retrieved from <https://cdn.nar.realtor/sites/default/files/documents/2020-transportation-survey-
analysis-slides.pdf.>
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In addition to younger adults, seniors are also interested in moving to more walkable communities.
Walkability has a positive impact on quality of life and continues to be in demand despite pandemic -
related disruptions within the real estate industry.
The pandemic has accelerated trends toward remote work and online shopping that had already begun
prior to 2020, and while the future remains uncertain it does seem clear that housing, office, and retail are
undergoing major shifts. In the Seattle region, the proliferation of tech nology and professional services
jobs increase the ability of employees to work from home. As cities plan for growth, old formulas that use
office space as a proxy for the number of new jobs may not be as accurate due to the prevalence of
shared office space and work from home policies. Similarly, sales tax generated by online sales will also
be associated with housing units rather than traditional retail.
Indicators of Likelihood to Live and Work in TODs
When planning for Transit-Oriented Development (TOD), it is important to take into consideration which
populations and industries are likely to locate in such developments. PSRC identified a number of key
groups and industries which tend to have locational preference toward TOD development in their 2012
“Transit-Oriented Development Market Study.” These indicators will inform the analysis of the
demographic data of current and potential future residents of the Subarea as well as businesses which
may benefit from locating near a future transit station. Their key findings include:
▪ Young single people and couples without children are most likely to live near transit and be
interested in walkability, mixed-use neighborhoods and short commutes.
▪ The Baby Boomer generation may be interested in downsizing and moving to more amenity and
transit-rich neighborhoods
▪ Key industries which tend to locate near to, and benefit the most from, proximity to transit include
government, knowledge-based industries, entertainment, medical and educational campuses.
Indicators of Displacement
The Puget Sound region has seen dramatic changes in population and employment in recent decades.
Although housing production has significantly increased, it has not kept pace with demand and h ousing
prices have increased substantially, forcing some residents to relocate when they can no longer afford the
cost of housing or when older housing stock is redeveloped. In addition, new investments in transit such
as the LINK Light Rail stations opening in Federal Way in the coming years can spur development around
station areas, increasing the cost of property and displacing existing residents of the areas.
PSRC has taken steps to analyze and map displacement risk in the region. According to PSRC, “In the
central Puget Sound region, communities of color, low-income households, small businesses, and renters
are recognized as being at higher risk of displacement.”35 To visualize and help plan to mitigate these
pressures, PSRC developed five key categories of metrics which can be used to help identify populations
at risk of displacement:
▪ Socio-Demographic Indicators, including race, ethnicity, linguistic isolation, educational attainment,
housing tenure, cost burden, and household income
35 Puget Sound Regional Council. (December 2019). “Displacement Risk Mapping: Technical
Documentation.” Retrieved from <https://psrc.org/sites/default/files/displacementrisk.pdf .>
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▪ Transportation Indicators, including access to jobs by car and transit and proximity to current and
future transit service.
▪ Neighborhood Characteristics, including proximity to grocery stores, restaurants, parks, and schools
▪ Housing Indicators, including development capacity and rental costs
▪ Civic Engagement, measured by voter turnout.
PSRC developed a mapping tool which aggregates these indicators into high, medium, or low
displacement risk areas. As shown in Figure 25, the Subarea is in a “moderate” displacement risk area. In
the Subarea, there is a relatively small amount of housing – about 453 housing units in total. Of these,
about 30 are single-family homes, some of which are relatively low value, representing a form of Naturally
Occurring Affordable Housing (NOAH), a term used to denote non-subsidized housing units which are
affordable to low- or moderate-income households. These single-family homes likely face the greatest
potential displacement pressure in the Subarea.
Figure 25: Displacement Risk in Federal Way36
36 Puget Sound Regional Council. (2022). Displacement Risk Map. Retrieved from
<https://www.psrc.org/our-work/displacement-risk-mapping.>
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The remaining 423 units in the Subarea are comprised of two multifamily developments. Crosspointe
Apartment is a multifamily housing development with 130 units built in 1990. Park 16 Apartments is a
293-unit complex built in 2015, of which 289 units are subsidized affordable units for households earning
60 percent of the AMI or below. The development was partially funded by the Low-Income Housing Tax
Credit (LIHTC), a federal program which guarantees affordability for a 30-year horizon, for an expiration
date of 2045 for this development. When LIHTC properties expire, they need to be recapitalized to ensure
continued affordability, otherwise they can be converted to market-rate units. This results in a double loss
– “with each apartment converted, a unit of affordable housing is lost, and a low-income household is in
need of an affordable home.” The expiration of LIHTC credits at the Park 16 Apartments therefore
represents another potential type of displacement of a large number of low-income families if affordability
is not preserved through re-syndication with new tax credits, public purchase, or purchase by a nonprofit.
Demographics and Housing
This section discusses the population, demographics, and housing stock in the South Station Subarea in
relation to Federal Way, regional comparison cities, and King County overall. The Subarea’s population is
compared to the indicators described above and the current housing units are inventoried and analyzed.
Population Growth and Demographic Characteristics
Federal Way has grown about ten percent over the past decade, to a current 2022 population of 101,800,
according to the Washington Office of Financial Management, a 14 percent increase since 2010 (Figure
26). This is consistent with South Sound municipalities in general, with the exception of Auburn which has
grown significantly more in the past decade, at 26 percent. PSRC forecasts that Federal Way’s population
will increase by another five percent by 2040, to 106,535, considerably slower than the expected King
County population increase of 19 percent in the same period. (This forecast is from the PSRC LUV-2
regional forecast model, accessed in 2022 at the time this report was prepared.)
Figure 26: Federal Way Population, 2010-202237
37 Washington State Office of Financial Management. (2022). Federal Way Population.
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The population of the Subarea is currently estimated at 1,281 residents as of July 2022. This is based on
the number of single and multifamily housing units, the average household size in Federal W ay, and is
corroborated with City estimates and estimates from ESRI, a leading GIS data provider .
Table 7 on the following page shows some key demographic indicators in Federal Way with regional
comparisons. Federal Way has a higher share of family households than many comparison communities
and has lower median household incomes than nearby municipalities. The City is also considerably more
diverse and has somewhat lower educational attainment than some comparison cities. These indicators
suggest the need to consider the possibility of displacement from new development as discussed above,
as well as for the potential for housing types targeted to a variety of income ranges in the Subarea.
Table 9, following Table 7, shows comparative demographics between the Subarea and comparison
areas centered around transit stations and newer, denser redevelopment projects in the South Puget
Sound. As discussed above in “Demographic Context,” the rapid increase in population in the Subarea is
due to the Park 16 Apartments which were constructed in the area since 2010. Many of the indicators of
populations likely to live in TOD areas discussed above are not found in the Subarea, likely due to its
relatively low number of housing units and the large share of affordable and senior u nits and presence of
single-family neighborhoods in the area. This also accounts for the larger household sizes seen below.
However, as development occurs over time in the area, some demographic shifts can be expected, and
this analysis again points to the need for a variety of housing types or job opportunities in the Subarea
due to the surrounding population’s diverse demographics.
Housing Inventory
Within the Subarea, there are approximately 452 housing units, as shown in Table 7. There is a small
neighborhood of single-family units and a few mobile homes in the southern part of the Subarea, most of
which were built between the 1970s and 1990s. These homes are appraised at relatively low values for
the region, around $200,000 according to King County Assessor data. Some of these units likely
represent Naturally Occurring Affordable Housing (NOAH) which may be vulnerable to displacement
pressures due to rising land values as the area develops. Aside from these single-family units, the
majority of housing in the Subarea is in two multifamily developments built in 1990 and 2014 – Park 16
Apartments, an affordable development, and Crosspointe Kitts Corner, a senior develo pment.
Table 7: Housing Units in the Subarea38, 39
Type
Number of
Properties
Number of
Units
Single-Family 26 26
Mobile Home 3 3
Multifamily 2 423
Total 31 452
38 CoStar. (August 2022). Commercial Property Research and Information.
39 King County. (August 2022). GIS Parcel Data.
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Table 8: Federal Way Demographic Overview with Puget Sound Comparison Cities40, 41
Federal
Way
Burien Kent Auburn University
Place
Lynnwood
Population
2010 Population 89,306 48,051 118,589 70,176 31,103 35,648
2022 Population 101,800 52,490 137,900 88,750 35,420 38,740
% Change in Population
since 2010 14% 9% 16% 26% 14% 9%
Households
Average Household Size 2.72 2.7 2.8 2.7 2.4 2.5
% Renters 40% 41% 40% 36% 39% 43%
Income
Median Household
Income $68,556 $67,602 $73,691 $73,282 $78,479 $74,925
Race/Ethnicity
White alone 49% 51% 47% 63% 65% 52%
Black/African American
alone 11% 8% 12% 6% 10% 8%
Asian alone 20% 17% 24% 13% 11% 20%
Hispanic/Latino 18% 24% 16% 15% 9% 16%
Mixed Race/Other Race 21% 24% 18% 18% 14% 26%
Education
Bachelor's Degree or
Higher 29% 30% 28% 27% 42% 35%
40 Leland Consulting Group
41 United States Census Bureau. (2010). Decennial Census. Accessed 2022.
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Table 9: Federal Way TOD Area Demographic Overview with Comparison TOD Areas 42, 43
FW South
Station 1/2
Mile 44
Auburn
Downtown
Kent 1/2
Mile
Burien
1/2 Mile
University
Place 1/2
Mile
Lynnwood
RGC 45
Population
% change in
population since
2010 86% 15% 28% 27% 7% 48%
Households
Average Household
Size 2.79 2.1 2.2 2.1 2.1 2.3
Family Households 71% 66% 64% 68% 73% 59%
Age
25-34 17% 15% 17% 15% 15% 19%
65 and Over 11% 17% 13% 18% 15% 12%
Race/Ethnicity
White alone 60% 68% 49% 58% 58% 45%
Black/African
American alone 9% 4% 17% 7% 18% 9%
Asian alone 13% 8% 12% 9% 5% 26%
Hispanic/Latino 14% 18% 23% 28% 10% 20%
Mixed Race/Other
Race 18% 20% 22% 26% 19% 20%
Education
Bachelor's Degree or
Higher 33% 15% 16% 29% 25% 33%
42 Leland Consulting Group
43 United States Census Bureau. (2010-2020). Decennial Census. Accessed 2022.
44 Circular 1/2 mile radius from Sound Transit’s preferred station site
45 Regional Growth Center (RGC)
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Table 10: Multifamily Housing Units in the Subarea
Name
Number of
Units Unit Mix
Average Unit Size
(square feet)
Park 16 Apartments
(affordable at 60% AMI, built 2014) 293
66 one-bedroom
78 two-bedroom
54 three-bedroom
66 four-bedroom
29 five-bedroom
1,041
Crosspointe Apartments
(built 1990) 130
32 one-bedroom
71 two-bedroom
27 three-bedroom
943
Employment
This section discusses employment trends in Federal Way and the Subarea in the larger context of King
County and the Seattle Metropolitan Statistical Area (MSA), as well as commuting patterns and regional
employment forecasts.
Regional Employment Trends
King County is the largest labor market in Washington State, accounting for 42 percent of non-farm jobs
statewide in 2021. The majority of these, 88 percent, were in service-producing jobs, which include
Seattle’s nation-leading technology industries. Professional, business, retail, and information jobs all saw
substantial gains in 2021 as many jobs returned after the COVID-19 pandemic in both “knowledge
industries” able to work from home, as well as certain retail sectors, particularly grocery and home
improvement.46
Figure 27 shows the Washington Employment Security Department’s projections for new jobs in King
County through 2030. As shown, the professional and information sectors are expected to continue to
lead job growth in the next decade, though retail, health care, and the hospitality industries are also
forecast to be major drivers of the King County economy in the coming decades.
Federal Way and Subarea Employment
The employment landscape in Federal Way is shown in Figure 28 below through 2019, the most recent
year of Census employment data currently available. Similar to King County overall, the majority of jobs
are in service industry sectors, though there are considerably fewer professional and technology jobs in
Federal Way, which instead has large shares of jobs in health care, retail, education, and hospitality.
Following national trends, health care jobs have been on the rise in recent years, and there was also a
notable rise in retail jobs pre-pandemic.
46 Vance-Sherman, Annelise. (May 2022). “King County Profile.” Washington State Employment Security
Department. Retrieved from <https://esd.wa.gov/labormarketinfo/county-profiles/king.>
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Figure 27: Number of New Jobs by Industry in King County, 2020-2030 (Forecast)47
Figure 28: Federal Way Jobs by Sector, 2002-201948
47 Washington Employment Security Department / Data Architecture Transformation and Analytics
(DATA)
48 United States Census Bureau (2019), Longitudinal Employer-Household Dynamics Survey (LEHD),
OnTheMap
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The current employment by industry sector in the Subarea is shown in Table 11. The majority of jobs are
in retail trade and hospitality/food service, given the presence of several shopping centers and big-box
stores in the area, with small shares of jobs in health care, construction, and other sectors as shown.
Table 11: Top Ten Employment Sectors in the Subarea (2019)49
Employment Sector Employees Share
Total Employees in Subarea 1,631 100%
Retail Trade 910 56%
Hospitality & Food Service 331 20%
Health Care 79 5%
Construction 63 4%
Professional Services 53 3%
Management 49 3%
Arts, Entertainment, and Recreation 44 3%
Other Services 43 3%
Real Estate & Leasing 30 2%
Transportation & Warehousing 29 2%
The trends and data discussed above have several implications for the Subarea over the coming
decades. The presence of large amounts of retail in the Subarea may capture some of the many retail
jobs forecast to be added in the region. If some of the existing retail uses are redeveloped into denser
mixed-use patterns, particularly around the transit station, this may open up ground floor space for
smaller retail establishments as well, though the high cost of space in new buildings can also be
prohibitive to small businesses.
Another important consideration is the continuing importance of hybrid and remote work, particularly in
sectors such as technology. As of August 2022, researchers from the Massachusetts Institute of
Technology (MIT), Stanford, the Instituto Tecnologico Autonomo de Mexico (ITAM), and the University of
Chicago found that about 45 percent of all US workers are currently remote, but levels of working from
home are much higher in information, finance, and professional sectors.50 Additionally, employers are
rapidly adapting to employees’ desires to work from home and the difference between what employees
and employers desire seems to be coalescing around about 2.5 days per week of remote work – half of a
work week – as shown below. Assuming this trend continues, new housing developed in the Subarea will
49 Ibid
50 Jose Maria, Nicholas Bloom, and Steven J. Davis. (2021). “Why working from home will stick”. National
Bureau of Economic Research Working Paper 28731. Retrieved from <http://www.wfhresearch.com>
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also function as de facto job locations, blurring the relationship between housing and office development
and uses. This is particularly relevant in relation to the forthcoming light rail st ation, which will provide
easy access to commuters who may only need to travel to Seattle a few times per week.
Figure 29: US Employer vs Employee Plans of Average Days per Week Working from Home 51
The health care sector is a major sector both nationally and regionally which could be a player in the
Subarea’s future economic landscape. As shown in Figure 30, there is a major hospital, St. Francis
Hospital, located just to the northwest of the Subarea boundary. Health care has been shown to be a
strong driver of economic development. A study by the Brookings Institution52 found several key factors
that health care jobs can bring to cities:
▪ Medical facilities bring new income to a metropolitan area by bringing in residents who would not
otherwise come to the area
▪ Medical jobs raise residents’ earnings by improving their skills
▪ Medical research spurs metropolitan economic development by fostering creation of new businesses
and involvement with other businesses in the area
▪ Health care jobs pay higher than average wages regardless of employees’ skills and demographics
Attracting the hospital to locate some services in the Subarea or attracting an agglomeration of other
medical providers may provide an opportunity for high-quality jobs in the Subarea, and future housing
built in the area will also benefit from the proximity of the hospital.
51 Jose Maria, Nicholas Bloom, and Steven J. Davis. (2021). “Why working from home will stick”. National
Bureau of Economic Research Working Paper 28731. Retrieved from <http://www.wfhresearch.com>
52 Timothy Bartik and George Erickcek. (December 2008). “The Local Economic Impact of ‘Eds & Meds”.
Metropolitan Policy Program at Brookings.
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Figure 30: Hospital Location with Subarea Boundaries53
Real Estate Analysis
This section discusses the current real estate market in the Subarea for multifamily, office, retail, and
industrial development, detailing current market conditions and regional considerations. Figure 31 below
shows the commercial properties in the Subarea with recent development since 2010 highlighted. Aside
from the Park 16 Apartments discussed above, there have been two new self -storage developments and
an industrial building developed since 2010. Overall, the Subarea contains a large number of self-storage
establishments, as well as some industrial uses and a large number of retail establishments in the north
and western parts of the Subarea, including two shopping centers (Federal Way Crossings and Cam pus
Square) and a Home Depot.
53 City of Federal Way, King County, Sound Transit, Leland Consulting Group
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Figure 31: Commercial Properties in Subarea by Type with Recent Development Highlighted54
54 Leland Consulting Group, CoStar. (August 2022). Commercial Property Research and Information.
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Multifamily Housing
The market for multifamily housing has been strong in Federal Way in recent years, particularly with the
arrival of households from Seattle who are able to work remotely and are looking for more space and
lower cost of living. CoStar reports the multifamily vacancy rate in Federal Way as a whole is currently
four percent, and rents have increased 11 percent over the past year, to an average of $1,830 per month
citywide. This is about $180 less than the average Seattle rent of $2,010. Rents per square foot are at
$2.07 in Federal Way as a whole as shown below in Figure 32. This is somewhat higher than rents at the
market-rate property in the Subarea (Crosspointe Kitts Corner) which are currently at $1.61 per square
foot.
Figure 32: Market Rent per Square Foot in Federal Way, 2021-202255
Several multifamily properties were demolished in the past decade citywide, and no market-rate projects
have been constructed since 2012. There have been five multifamily projects built since 2010, all of which
are affordable housing projects, shown below in Figure 33. These projects vary in density from 18 to 116
units per acre. Park 16, the property within the Subarea, is the lowest density, with 18 units per acre and
surface parking. Investment in multifamily property has been strong citywide in recent years, with rising
prices in the past decade an average sales price of $280,000 per unit, according to CoStar.
55 CoStar. (August 2022). Commercial Property R esearch and Information.
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Figure 33: Affordable Multifamily Properties Built in Federal Way Since 201056
Office
The Federal Way / Auburn office submarket is currently seeing rents of about $29 per square foot,
considerably less than the Seattle metro average. Rents have fluctuated significantly in the past year i n
the submarket overall, and vacancy rates have also been elevated citywide since the departure of
Weyerhaeuser from their flagship facility in Federal Way in 2016. Vacancy rates in the submarket are
currently at 6.8 percent. The average sales price for office across the submarket is $290 per square foot,
also considerably lower than the metro average of $520 per square foot.57
There has been relatively little office development in Federal Way and in the South Sound overall in the
past decade. As shown below in Figure 34, only one office building has been built in Federal Way in the
past decade, the 160,000 square foot DaVita Building at 3201 S. 323rd St. This was a bui ld-to-suit project
which broke ground in 2019 and reflects the continued prominence of the health care industry regionally,
as discussed previously. Overall, the prevailing trend in the submarket and in the Puget Sound region, is
for the majority of new office development is to occur in Seattle and its eastern suburbs which have the
type of agglomeration of technology jobs and highly educated employees to attract significant office
development, as shown in Figure 35.
When combined with the uncertain future of office work discussed above in “National Trends and
Indicators,” the low rents, high vacancy, and lack of recent development suggest that office uses are
unlikely to be major contenders for redevelopment in the Subarea in the short to medium term, though
56 CoStar. (August 2022). Commercial Property Research and Information.
57 CoStar. (August 2022). “Federal Way/Auburn Office Submarket.”
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smaller offices such as smaller medical clinics or small professional offices may eventually emerge in the
area as it redevelops and increases in population.
Figure 34: Office Construction in Federal Way since 2000 (square feet)58
Figure 35: Office Development by Submarket, 202159
58 CoStar. (August 2022). Commercial Property Research and Information.
59 CoStar. (August 2022). “Federal Way/Auburn Office Submarket”
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Retail
In the Federal Way/Auburn submarket as a whole, retail vacancies have decreased over the past several
years, with a current retail vacancy rate of 2.6 percent. The numerous malls in Federal Way have seen a
fair amount of absorption in recent years, with a new 40,000 square foot Amazon Go store opening this
year in the Commons mall as well as other forthcoming activity at the commons from Pet Supplies Plus
and Pier 1 Imports. Overall, rents for retail space are $25 per square foot on average, compared to $28
across the Seattle metro as a whole. There is no new retail construction in the pipeline, and sales have
been robust across the Federal Way/Auburn submarket, with 35 transactions in the past year (as of
August 2022) and an average price of $280 per square foot.60
In the Subarea, rents are similar at about $26 per square foot, and vacancy rate for retail is very low,
currently at 0.3 percent and forecast to remain low in the coming years, as shown in Figure 36. Sales
over the past year in the Subarea are averaging $261 per square foot.
Figure 36: Retail Vacancy Rate and Market Rent in Subarea, 2012-2027 (Forecast)61
As discussed in “National Trends and Indicators” above, the nature of retail has been changing
significantly in recent decades and even more rapidly since the onset of the COVID-19 pandemic in 2020.
Much of retail spending has moved online, particularly for hard goods and commodities that can be
bought on the internet. On the other hand, brick -and-mortar retail has proven more resilient than expected
in some sectors, with 2022 on track to be the first year of net-positive store openings since 2016,
according to a recent study by Cushman & Wakefield.62 This is reflected in the low vacancy rates in the
Subarea’s malls and strip retail centers seen above. As shown in Figure 37, home improvement has seen
60 CoStar. (August 2022). “Federal Way/Auburn Retail Submarket”
61 CoStar. (August 2022). Commercial Property Research and Information.
62 Barrie Scardina. (June 16, 2022). “Making an Impact in Retail: Why Brick & Mortar is Here to Stay.”
Cushman & Wakefield. Retrieved from <https://www.cushmanwakefield.com/en/united-states/insights/us-
articles/making-an-impact-in-retail-why-brick-and-mortar-is-here-to-stay.>
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particularly high gains since the pandemic, a promising indicator for the Home Depot located in the
Subarea.
Figure 37: Changes in Retail Sales by Category (2019-2021)63
The food and beverage industry has also seen rapid growth as people returned to socializing following
pandemic lockdowns, and this trend seems likely to continue. Figure 38 shows the relatively more rapid
growth in food and beverage sales compared with all retail sales over the past decade, and particularly
since 2020. This also potentially bodes well for the restaurants in the area as well as for the potential of
restaurants or bars in mixed-use redevelopment around the Subarea.
Figure 38: Indexed Growth in All Retail and Food and Beverage Sales, 2012-2022.64
63 United States Census Bureau, Nelson Economics
64 Federal Reserve Economic Data, St. Louis FED, United States Census Bureau
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Industrial
In Federal Way, the majority of industrial development is in logistics. The market for industrial uses is
relatively strong, with 8.9 percent rent growth over the past 12 months and current rents at $15.30 per
square foot, higher than the Seattle metro average of $13.04. Rents in the Subarea are currently at
$13.27 and expected to increase to about $17 by 2027.65
As shown in Figure 39, vacancy rates have dropped significantly in the Federal Way submarket of late,
and are currently at 1.1 percent, below the 4 percent Seattle average. There has been 110,000 square
feet of net absorption in 2022 and sales prices have averaged around $287 per square foot, relatively
high for the region, and annual sales volume has averaged $10.6 million over the past five years.66
Figure 39: Industrial Net Absorption, Net Deliveries, and Vacancy in Federal Way Submarket, 2012-
2027 (Forecast)67
There are numerous regional examples of industrial redevelopment in various forms, such as the cluster
of “maker spaces” on Granville Island in Vancouver, B.C. which cater to local artisans, or the recent
agglomeration of breweries in Hood River, OR. These redevelopments tend to be the result of larger
district-wide processes. However, in the longer term, some of the industrial areas in the Subarea may be
able to be repurposed for more community-focused uses. Additionally, there are a large number of self-
storage facilities in the Subarea as discussed previously. These are relatively profitable uses due to the
small number of employees required and substantial rents charged per unit. In the future, some regulation
of self-storage may help encourage other uses as the Subarea redevelops as well.
65 CoStar. (August 2022). Commercial Property Research and Information.
66 CoStar. (August 2022). “Federal Way Industrial Submarket.”
67 CoStar. (August 2022). “Federal Way Industrial Submarket.”
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Hospitality
There is one hotel in the Subarea, the Days Inn at 34827 Pacific Highway. There are also a number of
other hotels in Federal Way, primarily along the I-5 corridor and in the City Center Core (Regional Growth
Center). Following larger trends, the area saw a considerable drop in demand due to the COVID -19
pandemic and a subsequent uptick in recent months which has stabilized somewhat. CoStar estimates
that demand in the larger hotel market, which includes numerous South Sound jurisdictions including
Federal Way, Auburn, Kent, and Renton, will stabilize and increase slowly over the coming years, as
shown below in Figure 40.
Figure 40: Demand Change in Kent/Renton Hospitality Submarket, 2017 -2023 (Forecast)68
Hotels are generally a “following use,” developing after other redevelopment such as residential and office
occurs. They are also a derived demand, since potential hotel customers need a reason to stay in the
area. There are relatively few such activities in the Subarea at present, with the exception of the St.
Francis Hospital mentioned previously. There are other tourist attractions in Federal Way such as the
Wild Waves, though they are also currently served by existing hotels. However, as the Subarea develops
there may be the potential for some generated demand for a modest sized hotel in the coming decades.
Development Potential
This section discusses the potential for redevelopment in the Subarea using the market and existing
conditions data discussed above, regional comparison jurisdictions, and an analysis of parcel-level
assessor data in the Subarea.
South Sound Development Trends
Comparing the South Station Subarea to other jurisdictions in South Puget Sound can shed light on the
type and timeline of development likely to occur in the coming decades. Figure 41 shows multifamily,
office, and retail development across the South Sound constructed in the past 20 years. As shown, the
large majority of development has been in multifamily projects. Federal Way, Kent, and Lynwood are also
major retail centers and have seen notable amounts of retail development over the past two decades.
68 CoStar. (August 2022). “Kent/Renton Hospitality Submarket.”
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Auburn is an outlier in the large quantity of office development, representing recent health care facilities
and government offices built in the downtown area.
Figure 41: Rentable Building Area of Multifamily, Office, and Retail Development Constructed
2002-202269
Figure 43 shows the same development trends adjusted for area to show density of development. This
data shows some interesting contrasts with the previous chart. The Subarea has surprisingly seen more
development per square mile of land area that the area within ½ mile radius of the city-owned TC-3 site.
In this chart, the smaller size of the Lynwood regional growth center shows that although a great deal of
development has taken place, it has been more dispersed. Conversely, Bothell’s downtown shows the
density of development required for a more typical Transit-Oriented Development or downtown area, as
shown below in Figure 42.
69 CoStar. Rentable Building Area (RBA) shown above.
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Figure 42: Downtown Bothell70
Figure 43: Rentable Multifamily, Office, and Retail Density Constructed 2002-202271
Finally, Figure 44 compares the rate of new development around comparison TOD areas in the years
leading up to the launch of transit service in each location. The areas which have seen the most
development, particularly Lynwood, have seen most of that development occur in the decade prior to the
launch of transit. However, the area within ½ mile radius of the city-owned TC-3 site has seen relatively
little development in the years leading up to the forthcoming service. Currently, the Subarea is on par with
the area within ½ mile radius of the TC-3 site in the amount of development leading up to the launch of
light rail service. This data indicates that the next ten years will be an important time frame to incentivize
new development in the Subarea in order to maximize the potential of the future LINK light rail
connections to both Seattle and Tacoma.
70 Bothell-Kenmore Reporter, (2022). SnoKing Living
71 CoStar. Rentable Building Area (RBA) shown above.
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Figure 44: Square Feet of All Types of Development Preceding Launch of Transit 72
Redevelopment Potential in South Station Subarea
The potential for redevelopment in the Subarea can be analyzed using several metrics. Figure 45 shows
the ratio of the building (or improvement) value to the land value in the Subarea. Low ratios below 1.0
indicate a higher potential for redevelopment, whereas values above 1.0 indicate a lower likelihood to
redevelop due to the higher value of the existing buildings. As shown, many of the industrial uses in the
Subarea have low improvement to land value ratios, whereas the high school and residential uses in the
southern part of the area have considerably higher ratios. This indicates that some of the industrial uses
would be likely to redevelop in the coming decades. The Campus Square shopping center shows a
somewhat lower ratio than Federal Way Crossings. Despite Home Depot showing a high likelihood of
redevelopment, it is LCG’s assessment that the current popularity of home improvement retail suggests it
is less likely to change uses in the coming years than this assessors’ data would suggest.
72 CoStar. (August 2022). Commercial Property Research and Information.
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Figure 45: Improvement to Land Value Ratio in Subarea73
Another perspective is shown in Figure 46 which displays the combined land and building value per
square foot in the Subarea. The Crosspointe Apartments show the highest value due to their relatively
high density compared to the other uses in the Subarea. Many of the industrial areas again show
relatively low value, as does the Campus Square center, perhaps reflecting the age of the buildings.
73 Leland Consulting Group, via City of Federal Way and King County data
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Figure 46: Property Value Per Square Foot in Subarea74
Taking these metrics, as well as the local and national trends discussed previously into account, LCG’s
assessment of the likelihood of redevelopment by parcel in the Subarea is shown in Figure 47. The
lightest green indicate the most likely to redevelop – lower value industrial properties and vacant parcels.
Medium green indicates possible redevelopment, including the U-Haul, several self-storage buildings, and
several underutilized parcels on the east side of Pacific Highway. Dark green parcels may have the
possibility to redevelop in the longer term, depending on changes in the retail market, land values in the
Subarea, and overall pace of development around the light rail station. King County’s Park and Ride
74 Leland Consulting Group, via City of Federal Way and King County data
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parcel in the extreme northwest of the Subarea and the Sound Transit parcel where the new station will
be located are shown in yellow, and wetland areas which are unbuildable are also shown. Table 12
details the acreage of each of these areas and shows that 67.8 acres of land in the Subarea are likely or
possible to redevelop in the near- to mid-term.
Figure 47: Likelihood of Redevelopment in Subarea75
75 Leland Consulting Group, City of Federal Way, King County, Sound Transit
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Table 12: Redevelopment Potential (Acres) in Subarea76
Redevelopment Potential LCG Estimate
2021
Analysis
Likely (Commercial) 40.9 53.6
Likely (Residential) 5.7 7.6
Possible 21.2 N/A
Potential 42.2 N/A
Transit-Owned Parcels 8.5 N/A
Total 110.0 N/A
Likely or Possible to Redevelop 67.8 61.2
Growth Scenarios
PSRC uses “Activity Units” to measure density of development and potential for growth within the
Regional Centers framework. An “activity unit” is one person or one job. As discussed above, the CGC
comprises the majority of the Subarea. CGCs and other types of centers are eligible as “priority areas for
PSRC’s federal transportation funding” and “support VISION20 50’s objective of encouraging development
of compact, livable centers as an opportunity to accommodate a significant portion of the region’s
growth.”77 For CGCs, King County requires a minimum of 18 activity units per acre of existing density and
30 activity units per acre of planned density, as well as 20 percent residential and 20 percent employment
uses, and a size of between 200 and 640 acres.78 The following population and employment growth
scenarios illustrate the potential for the CGC to meet this designation criteria within reasonable
expectations of growth.
Population
Figure 48 shows a number of potential job growth scenarios with LCG’s forecast highlighted in red. The
current population of the Subarea, 453, is shown in blue as a baseline. The green boxes indicate three
potential growth scenarios based on regional comparisons in areas served by high capacity transit and
downtown areas. The growth rate from 2000-2020 of the area within ½ mile radius of the TC-3 site
represents a low scenario (forecasting growth at a similar rate for the Federal Way South Station area).
The moderate scenario is an average of the growth rates of Auburn, Kent, and Burien over the past 20
76 Leland Consulting Group, using King County GIS
77 Puget Sound Regional Council. (March 22, 2018). “Regional Centers Framework Update.” Retrieved
from: <https://www.psrc.org/media/3038>
78 King County Centers Designation Framework. (2021). Retrieved from
<https://kingcounty.gov/~/media/depts/executive/performance-strategy-budget/regional-
planning/GrowthManagement/GMPC-2021/GMPC-Meeting-033121/4c_Centers-Designation-Framework-
033121.ashx?la=en>
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years, and the high scenario is the rapid rate of growth seen in Lynwood. Finally, the gray bar on the right
represents the population capacity of the re-developable land in the Subarea as analyzed by the City of
Federal Way in 2021.
LGC’s forecast is for an increase of 894 housing units to a total of 1,347 units by 2044. This would equate
to an additional 1,877 people and a total population of 3,158. This is 10 percent more growth than the
Auburn, Kent, and Burien average rate due to several advantages found in the Subarea – it is significantly
closer to I-5, it will be served by more frequent light rail rather than Sounder commuter rail, and the region
is becoming increasingly built-out, forcing developers to consider infill options.
Of note, the CE zone does not currently allow residential uses. As discussed under “Potential City Actions
to Support Future Growth” below, it is anticipated that changes to the zoning within the Subarea will likely
encourage effective Transit-Oriented Development in areas not previously allowed for housing.
Figure 48: Subarea Population Growth Projections (2022-2044) (Forecast)79
Employment
Figure 49 shows a similar analysis for job growth in the Subarea. Unlike with the population forecast, a
comparison with the Federal Way Town Center is not shown here as the departure of Weyerhaeuser and
overall net loss of jobs in the RGC reflects a unique circumstance which is not likely to be repeated in the
future. Although Lynwood has seen a rapid increase in jobs over the past 20 years, it is LCG’s
79 Leland Consulting Group, via data from City of Federal Way
CoStar. (August 2022). Commercial Property Research and Information.
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assessment that the rate of job increase will be more similar to that seen in Auburn, Kent, and Burien with
a similar 10 percent comparative advantage as discussed above. This would result in an increase of 978
jobs to a total of 3,571 jobs in the subarea by 2044.
Figure 49: Subarea Employment Growth Projections (2022-2044)80
80 Leland Consulting Group, City of Federal Way, Costar, ESRI.
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This analysis also takes into account the potential jobs lost to redevelopment, shown below in Table 13.
This number is based on the share of acres in the Subarea which are likely or possible to redevelop and
are currently commercially zoned and the average square footage per job as defined in the King County
Buildable Lands Analysis. This shows a net loss of 492 jobs lost in the parcels that are likely or possible
to redevelop in the Subarea.
Table 13: Potential Jobs Lost to Redevelopment in Subarea81
Redevelopment
Potential
Area (acres) Share of Commercial
Acreage
Jobs Lost if
Redeveloped
Likely (Commercial) 40.9 19% 324
Possible (Commercial) 21.2 10% 168
Likely or Possible to
Redevelop
62.1 29% 492
Total Commercial 213.1
Table 15 summarizes the LCG forecast in relation to the PSRC activity unit density requirements
discussed above, as well as showing the City of Federal Way’s 2021 analysis of total potential activity
units in the CGC. As shown, the current population and jobs meet the requirement for 18 activity units per
acre and the LCG projections detailed above would achieve 31.7 activity units per acre by 2044, above
the required 30 units per acre.
Table 14: CGC Activity Unit Summary82
Potential (2021 City
Analysis)
LCG Forecast
Actual
(2021)
Potential
(2044)
Change
2021-
2044
Actual
(2022)
Potential
(2044)
Change
2022-
2044
Housing Units 453 2,539 2,086 453 1,347 894
Population 1,232 6,906 5,674 1,281 3,158 1,877
Employment 1,967 6,992 5,025 2,593 3,571 978
Activity Units 3,199 14,661 11,462 3,874 6,729 2,855
Activity Units /
Acre
15.1 66.6 51.5 18.3 31.7 13.5
Designation
Criteria
>18 >30 >18 >30
Meets Criteria No Yes Yes Yes
81 Leland Consulting Group, via King County data
82 Leland Consulting Group, via data from City of Federal Way
CoStar. (August 2022). Commercial Property Research and Information.
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Land Capacity
In order to achieve the forecast population and job growth, it is necessary to have sufficient land capacity
for the additional units and job locations within the land that is likely or possible to redevelop. Table 16
shows two scenarios for the potential amount of land required for the population and employment
forecasts detailed above. Both scenarios assume a household size of 2.1, in line with national and
regional TOD trends, and 400 square feet per job, based on the 2021 King County Buildable Lands
Report.
Figure 50 shows a number of housing prototypes which may be developed in the Subarea and were used
to calculate the required units per acre in both scenarios. Scenario 1, the lower density scenario,
assumes a mix of garden apartments, urban garden apartments, and wrap development for an average of
52 units per acre. Scenario 2 assumes 64 units per acre, also averaging in some mid -rise or podium
development.
From an employment perspective, Scenario 1 assumes a floor-area ratio (FAR) of 0.5, somewhat higher
than the average achieved FAR of between 0.1 and 0.2 in Federal Way between 2012 and 2018 reported
by the 2021 King County Buildable Lands Report. Scenario 2 assumes a higher FAR of 2.0, significantly
more than what has been achieved in Federal Way but in line with the denser development seen in many
of the comparison areas discussed earlier in this report.
Figure 50: Housing Development Building Prototypes83
The lower density scenario (Scenario 1) would require 49 percent of the land in the Subarea, which is
likely or possible to redevelop, and the higher density scenario (Scenario 2) would require only 29 percent
of the land likely or possible to redevelop, as shown below. Overall, this shows that the forecasts detailed
above represent population and job increases which are suited to the amount of potential land in the
Subarea.
83 Leland Consulting Group
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Table 15: Developable and Required Land in CGC84
Scenario 1 (Lower
Density)
Scenario 2 (Higher
Density)
Net New Population 1,877 1,877
People Per Household 2.1 2.1
Net New Housing Units 894 894
Units Per Acre 52 64
Acres Required for Housing 17 15
Share of Re-developable Area 29% 28%
Net New Jobs 978 978
Square Feet per Job 400 400
Floor Area Ratio (FAR) 0.5 2.0
Acres Required for Employment 18 4
Share of Re-developable Area 24% 8%
Total Acres Required 35 19
Acres Likely or Possible to Redevelop 67.8 67.8
Share of Likely or Possible Area 49% 29%
Potential City Actions to Support Future Growth
In order to achieve the population and jobs forecasts detailed above and encourage development in the
Subarea in advance of the planned light rail station, the City should consider the following types of actions
in the Subarea:
▪ Creating a pedestrian- and bicycle-friendly street network within the Subarea. These should be two-
to three-lane, low volume streets with sidewalks, and ideally with bike lanes.
▪ Creating pedestrian- and bicycle-friendly friendly connections to West Hylebos Wetlands Park and
other green spaces to the west. Bringing greenery into this area, which is now dominated by asphalt
and other hardscapes.
84 Leland Consulting Group, via data from City of Federal Way
CoStar. (August 2022). Commercial Property Research and Information.
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▪ Evaluating a “Central Federal Way” transit circulator, which could be operated by a third party transit
operator.
▪ Identifying and building one or more public parks/green spaces.
▪ Working closely with Sound Transit to enable housing and/or mixed-use development at the transit
station; i.e., adjacent to or on top of the proposed parking garage.
▪ Evaluating properties that the City could purchase and then oversee redevelopment. Engaging a
broker to understand when properties are coming onto the market.
▪ Changing the area’s zoning, including increasing allowed heights, increasing the variety of uses, and
reducing the amount of parking required. Residential uses are currently not allowed in the CE zone
but given the future of remote work and objectives for a mix of housing and the PSRC Centers
framework, this may likely need to be reconsidered. Additionally, eliminating self -storage in the
Subarea could also be considered to encourage higher quality development and increase density.
▪ Work with St Francis Hospital to determine whether healthcare or medical office uses could locate in
the Subarea.
▪ Evaluating the creation of a tax increment area (TIA) where new property tax revenue can be
collected and directed towards important improvements in the area. Other district -level funding
approaches may also be appropriate.
▪ Evaluating the creation of a district-wide stormwater management approach and/or facility into which
individual redeveloping properties can discharge stormwater.
▪ Leverage existing City programs including the Multifamily Tax Exemption (MFTE) program and
existing density bonus programs to encourage denser development, as well as the City’s existing
mandatory inclusionary zoning program to encourage affordable housing in new development.
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Memorandum
Date: July 24, 2023
To: Chaney Skadsen, Senior Planner, and Keith Niven, AICP, CeCD, Community
Development Director, City of Federal Way; Mandi Roberts, AICP, PLA, Otak
From: Chris Grgich, PE, and Krista Runchey, Fehr & Peers
Subject: Federal Way South Station Subarea Plan – TOD Mobility & Connectivity
Analysis
As part of the Otak project team, Fehr & Peers is supporting the City of Federal Way in providing
mobility and connectivity improvement recommendations for the planned South Federal Way
Light Rail Station. Part of this analysis includes transportation improvements to better
accommodate user access to the light rail station, including people arriving on foot or by bike.
Additional recommendations include references to the attached Tacoma Dome Link Extension
(TDLE) Nonmotorized Access Projects Draft and the Draft Trail Network produced for the City of
Federal Way.
The project team performed state-of-the-practice analysis techniques prescribed by WSDOT’s
Complete Streets Design guidelines to determine the need for multimodal improvements. These
techniques included using route directness index (RDI) and level of traffic stress (LTS) evaluation
and they are described in more detail throughout this memo.
Results from these analyses lead to the development of multimodal transit-oriented development
(TOD) access improvements.
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Existing Conditions
The South Federal Way Light Rail Station will be located within the Countywide Center Boundary
shown in Figure 1. The 2024-2044 Mixed Use Transit Oriented Development (TOD) District is
shown in Figure 2
Today, this area does not provide advantageous connectivity for people walking and biking. It is
an auto-oriented environment with large crossings and multiple lanes of traffic. Additionally, the
study area is constrained by arterials SR-99 and Enchanted Parkway/SR 161, acting as major
barriers for active modes of transportation. and constraints on either side of the study area by SR-
99 and Enchanted Parkway/SR 161. The Team recommends improvements in the study area that
will enhance connectivity and safety for people walking and biking to /from the future light rail
station and to/from and within the new TOD district and that support implementation of the
City’s Complete Streets Ordinance (FWRC 19.135.205)..
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Figure 1: Federal Way Countywide Center Boundary
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Figure 2: Federal Way South Station Subarea Proposed TOD District*
*Note: The light rail alignment and station location has not yet been determined.
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SR 161 (Enchanted Parkway)
SR 161 is a major arterial with high speeds and multiple lanes of traffic that make it a hostile
environment for walking and biking. However, SR 161 is the only crossing of I-5 that offers bike
lane lanes and sidewalks between S 336th Street and Tacoma. To provide a lower stress system for
all ages, bicycle facilities should be prioritized on roadways that carry less traffic volume and
operate at lower motor speeds,, with consideration of new opportunities for an I-5 crossing.
,Improvements should also be made to crossings of SR 161 such that people on foot or on bike
can safely access the station area. A typical cross section is shown in Figure 3.
Figure 3: SR 161 (Enchanted Parkway) facing North (between I-5 and S 352nd Street)
SR 99 (Pacific Highway)
SR 99 is an extremely wide and busy corridor that serves as one of the few through routes in
south Federal Way. SR 99 serves heavy vehicle traffic, including freight traffic, operates at high
speeds, and has seven-plus lanes of travel. To better serve people not traveling by car, WSDOT
should consider the use of this right-of-way and if there are reasonable options to retrofit bicycle
facilities by reallocating existing vehicle lanes to active modes. Other priority projects on SR 99
would include safe and enhanced crossings for pedestrians and bicyclists that provide access to
the station area. A typical section of SR 99 within the TOD area is shown in Figure 4.
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Figure 4: SR 99 (Pacific Highway) Facing north just south of SR 18
SR 18 (S 348th Street)
SR 18 (S 348th St) was identified in the bicycle and pedestrian master plan as a priority corridor
for active transportation. Today, this corridor would need engineering to provide bicycle facilities,
but sidewalks do present with landscaped buffers, making it a suitable walking environment for
pedestrians. A typical roadway section for the corridor is shown in Figure 5.
Figure 5: SR 18 (S 348th Street) facing east between Federal Way Park & Ride and SR 99
S 352nd Street
S 352nd Street is an east/west connection that traverses the TOD and may serve the South
Federal Way Light Rail Station. It is a through route that has less vehicle volume than the major
arterials and would be suitable for enhanced complete street elements, like buffered bicycle
lanes and enhanced pedestrian crossings. A typical roadway sections for S 352nd Street is shown
in Figure 6.
Figure 6: S 352nd Street facing west just east of SR 99
S 356th Street
S 356th Street is another east/west connection in the southern portion of the TOD area. The City’s
Transportation Improvement Plan includes plans for widening and retrofitting the corridor west of
SR 99. Therefore, S 356th St is viewed as an opportunity street to enhance connectivity for active
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transportation users in the study area as it has existing bicycle lanes that could be enhanced with
widening or adding vertical/horizontal barriers to increase protection and lower level of traffic
stress for bicyclists. A typical roadway section is shown in Figure 7.
Figure 7: S 356th Street facing east just west of SR 99
16th Ave S
16th Ave S is a north/south connector that connects with SR 161 just north of S 356th Street. In
the bicycle and pedestrian master plan, it is noted for improved bicycle lanes due to the existing
wide shoulder and suggested improvements would be to improve crossings at SR 161 for other
users. A typical roadway section is shown in Figure 8
Figure 8: 16th Avenue S facing north south of S 356nd Street
Multimodal Mobility &
Connectivity Analysis
A mobility and connectivity analysis was conducted in the TOD area using WSDOT’s Complete
Streets Design parameter for Route Directness & Level of Traffic Stress. These metrics are used to
measure how direct and comfortable non-motorized transportation connections are to the TOD.
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Route Directness Index (RDI)
Route directness index (RDI) is a measure of the out-of-direction travel required for someone
walking or rolling to reach their destination. It is calculated as a ratio that compares the straight-
line (as the crow flies) distance between two points to the actual distance imposed by the
roadway network (as demonstrated in Figure 9. The lowest RDI is 1 because a trip between those
two points can be made directly along an existing roadway. A higher RDI indicates that available
routes require out-of-direction travel for active travelers, which is also less desirable. Using RDI
allows for analysis to determine ways to reduce the travel distance between destinations.
Figure 9: Route Directness Index Definition
The TOD is bounded by three major state routes with five or more vehicle travel lanes: SR 161 to
the east; SR 18 to the north; and SR 99 to the west. The south edge of the TOD is bound by South
356th Street, a local arterial. All four of these roadways create barriers to the TOD for cyclists and
pedestrians with crossings only provided at signalized intersections, which are approximately ¼
mile apart. Employment, institutional, retail, recreation, and housing destinations w ithin a 15
minute walkshed of the proposed light rail station were chosen to calculate existing RDI and the
RDI after proposed improvements are in place. The improvements show a 10-40% reduction in
out-of-direction travel for the destinations identified.
Level of Traffic Stress (LTS)
Level of traffic stress (LTS) provides an objective, quantitative assessment of how roadway
characteristics affect safety, mobility, and access for people walking and rolling. LTS is calculated
on a scale of 1 (lowest level, generally suitable for people of all ages and abilities to use) to 4
(highest level, will be used only out of necessity) shown in Figure 10. Roadway characteristics that
are analyzed can be speed limits, existing facilities, travel lanes, and traffic volume.
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Figure 10: Level of Traffic Stress Definition
The LTS for the roadways connecting to or running along the perimeter of the TOD are LTS 3 or 4
for bicycles and pedestrians, and some routes are missing facilities altogether. This means that the
routes are only tolerable to a small subset of pedestrians and cyclists. Improvements to the LTS
can remove these barriers and create greater connection to the TOD.
The same locations from the RDI analysis were used for the LTS analysis. This analysis observed
the highest LTS experienced by someone walking to and from the proposed light rail station
today, compared to the highest experienced LTS once the proposed infrastructure is in place.
Both analyses assumed that people accessing the station on foot would choose the shortest
route.
Reduced LTS on the improved routes means that users are able to use more comfortable routes
to travel to the light rail station which may promote consistent active transportation travel. When
considered with RDI, the measurements show that the proposed improvements create more
direct, lower stress routes between the surrounding destinations and the proposed light rail
station.
Multimodal TOD Access
Improvements
Using RDI and LTS analyses, the team developed several proposed improvements that will create a
more welcoming environment for walking and biking to the proposed light rail station. By
increasing route directness alongside safety and comfort, users will be more able to travel to the
station without using a vehicle. These improvements will benefit everyone, but especially
households without access to a vehicle or those that have other access needs.
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All roadways internal to the TOD site will include low stress pedestrian and bicycle facilities to
encourage convenient movement without a car. Several connections across the roadways
bounding the perimeter of the TOD have been identified to reduce the RDI and LTS. These
include improved crossing treatments (such as pedestrian signals or roundabouts) at new
intersections created by internal roadways, as well as multiuse trails and complete streets
connections along roadways outside of the TOD.
The recommended improvements can be categorized into three types of investments: complete
streets improvements, enhanced pedestrian crossing improvements, and multi-modal
connections.
Complete Streets Improvements are defined as improvements to reduce the level of traffic
stress for pedestrians and bicycles to LTS 2 or better. The level of the improvements depends on
the expected traffic travel speeds and volumes; higher speeds and volumes create a need for
more separation between the active and vehicle modes to reduce the traffic stress experienced by
people walking and rolling. Examples of complete streets improvements are shown in Figure 11.
Note that these cross-sections represent generic examples from NACTO’s Complete Street Active
Transportation Manual and some element may need to be refined to address specific design
requirements in Federal Way.
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Figure 11: Typical Complete Streets Improvements Cross Sections
Source: NAACTO Complete Streets, Complete Network Active Transportation Manual
Enhanced Pedestrian Crossings protect pedestrians and bicycles while crossing vehicle traffic.
These crossings usually consist of some sort of controlled crossing that includes specific phasing
for pedestrians (such as at a traffic signal) or a pedestrian beacon (like an RRFB). The appropriate
type of improvement depends on the volume of traffic and travel speeds on the corridor, as well
as the number of travel lanes. Additional elements to lower the traffic stress at crossings could
include median refuges, curb bulbs, lane reduction or radii shrinking to reduce the length of the
crosswalk and slow approaching vehicles. An engineering study is needed to identify the right
crossing treatment for each location. Typical enhanced crossings are shown in Figure 12.
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Figure 12: Typical Enhanced Pedestrian & Bicycle Crossings
Source: NAACTO Urban Bikeway Design Guide
Multi-modal Connections are separate pedestrian/bicycle facilities. These could be installed as
part of a complete streets improvements but could also include grade separated crossings or
separated multiuse trail improvements. A typical multiuse trail is shown in Figure 13.
Figure 13: Typical Multiuse Trail
Source: WSDOT Design Manual
Proposed Improvements in Study
Area
The proposed mobility and connectivity improvements associated with the TOD are shown in
Figure 14. Proposed improvements to roadways and intersections include, but are not limited to,
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the examples above. Each corridor in the study area provides detailed descriptions of proposed
improvements below. Additional references improvements include the attached Nonmotorized
Access Projects for South Federal Way Draft, Tacoma Dome Link Extension (TDLE), drafted by
Sound Transit as well as the attached Draft Trail Network produced for the City of Federal Way.
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Figure 14: Proposed Mobility and Connectivity Improvements
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SR 161 (Enchanted Parkway)
Complete streets improvements are recommended for SR 161 from S 356 Street to the crossing
of I-5 to connect the TOD to existing housing and recreational land use east of the highway. As
noted above, existing conditions on SR 161 are high stress for active modes due to the volume
and speeds of traffic. These conditions are unlikely to change in the future due to the regional
demand for the corridor. Therefore, complete streets improvements to the corridor should
include a robust barrier between the traffic and active modes. While a six-foot planter strip exists
along portions of the corridor, in other areas, barriers between people walking and cars are less
robust. Therefore, improvements could consist of a widened landscape barrier or concrete traffic
barriers in areas where none exist, depending on engineering design and right-of-way availability.
The existing width of the SR 161 bridge over I-5 will limit the ability to widen and add additional
pedestrian & bicycle facilities with a robust separation. An engineering study should be
completed to determine if a separate multimodal bridge can be added to the existing bridge, or if
a new bridge can be constructed adjacent to the existing alignment. Additional recommendations
can be found in the Tacoma Dome Link Extension (TDLE) nonmotorized access projects. Relevant
projects include bicycle safety and signal improvements for pedestrians at SR 161 and S 359 th St
as well as a nonmotorized crossing of I-5. As stated above, these improvements should consist of
appropriate separations for bicycle and pedestrian facilities to ensure safety and comfort.
Alternatives to the SR 161 connection include construction of grade separated pedestrian/bicycle
bridges at other locations. Two potential locations identified in this preliminary analysis include a
new bridge at S 356th Street and a bridge south of Todd Beamer High school connecting to 16th
Avenue S. S 356th Street aligns with planned WSDOT improvements for a new roundabout and
off ramp from I-5. Improvements to the vehicle access at this location should include
consideration of the pedestrian and bicycle connections across I-5. The 16th Avenue S connection
would connect to proposed improvements on 16th Avenue S and provide a more direct
connection to the Wild Waves theme park and housing to the south but would not provide a
direct route to the housing north of SR 161. Note that a Type-Size-Location study should be
conducted to further evaluate the feasibility and value of potential I-5 crossing locations.
Additionally, connections from the proposed TOD to the existing retail east of SR 161 should be
improved by adding enhanced crossing treatments at mid-block locations between SR 18, S
352nd Street, and S 356th Street. These crossings should include signalization and upgrades to
reduce crossing width with inclusion off protected intersection elements. While these locations
may not meet signalization and/or crossing warrants according to pedestrian volumes, they
could be warranted by system and network performance standards.
SR 99 (Pacific Highway)
While SR 99 has separated pedestrian facilities throughout the TOD area, vehicles parking near
the driveways impacts sight distance and pedestrian safety. Driveway consolidation and
enforcement of improperly parked vehicles could improve this condition. Additionally, crossings
between the TOD and the West Hylebos Wetland Park are facilitated by a single location: the
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signal at S 352nd Street. Depending on the location of the station and other developments on
the roadway, additional enhanced crossings could be needed at mid-block locations. These
enhanced crossings would need to consist of a full traffic signal due to the traffic volumes and
speeds and number of lanes on SR 99. Signalization and/or crossing treatments could be
warranted by system and network performance standards.
The TDLE nonmotorized access projects recommend pedestrian safety improvements along SR 99
as well as separated bicycle lanes. Due to traffic volumes, speeds, and number of lanes, the
bicycle facilities will need to be separated by at least a vertical separated facility to provide
enough safety for users travelling on SR 99.
SR 18 (S 348th Street)
SR 18 provides a valuable connection to the Federal Way South Park and Ride, hospitals, and
housing to the northwest. The existing corridor has high stress pedestrian and bicycle facilities
due to the speed and volume of vehicle traffic. Improvements to the corridor to reduce the traffic
stress could include enhancing the existing pedestrian facilities by installing more robust barriers
(such as landscaped buffers) and/or adding a multi-use trail or separated bicycle facilities.
Complete streets improvements to enhance the crosswalks at the intersection of SR 18 and SR 99
are also recommended. These improvements could include a protected intersection with
improvements to shorten pedestrian crossing distances and reduce left and right-turning
conflicts with vehicles (by providing no-right on red or protected only vehicle turning movements
that do not overlap with pedestrian and bicycle signal phases). As an alternative to widening SR
18, additional opportunities to improve the traffic stress and connectivity include multiuse trails
through West Hylebos Wetland Park to the South Federal Way Park and Ride lot. The alignment
of the trail would require an engineering study and right-of-way acquisition. Two possibilities are
shown on the improvements map, one shown on previous City planning documents, and another
that roughly follows existing parcel lines in the area and reduces the amount of wetlands crossed.
The latter would likely require enhanced crossing improvements of SR 99 midblock between S
352nd Ave and SR 18.
S 352nd Street
S 352nd Street currently has sidewalks with a landscaped barrier with marked bike lanes. This
corridor could see increased vehicle travel due to trip attractions at the new TOD. To reduce traffic
stress for bicycles, an engineering study should evaluate protected bike lane alternatives. TDLE
nonmotorized access projects also includes a recommendation at the intersection of S 352nd St and
16th Ave S to include bicycle safety and signal improvements for pedestrians.
The proposed internal intersection providing access to the TOD will require additional analysis to
determine if signal or all way stop warrants are met. If signal warrants are met, consider protected
bicycle signal phasing and bicycle boxes for two-stage left turns, or a roundabout with bicycle
treatments including escape ramps.
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S 356th Street
Enhancements recommended for this corridor include complete streets impr ovements along
South 356th Street between SR 161 and 1st Avenue. The corridor currently connects the TOD to
an existing single family residential area to the east. It does not currently include sidewalks or bike
lanes between SR 99 and 1st Avenue South. Bike lanes and sidewalks between SR 99 and SR 161
exist adjacent to the vehicle lanes without buffer or separation. Construction of low stress
pedestrian and bicycle facilities along South 356th Street would enable residents to the east to
comfortably walk or bike to access the future light rail. These improvements could include
elements such as landscape buffers, multi-use trails, or protected bike lanes depending on the
forecasted traffic. To improve the level of traffic stress, design elements to reduce vehicle speeds
and volumes should be considered. East of SR 161, WSDOT is planning improvements including
roundabouts and a new off-ramp from I-5. Those improvements should include low stress
pedestrian and bicycle connections to the adjacent land use. The se could consist of the same
elements suggested for the cross section west of SR 161 or identification of more appropriate
facilities given the off-ramp traffic characteristics. Finally, S 356th is also part of the recommended
trail network found in the Draft Trail Plan. This indicates that a shared use path would be
appropriate on S 356th Street.
16th Avenue S
16th Avenue S is a local street connecting existing apartments, single family housing and Todd
Beamer High School. Traffic volumes on this corridor are lower with slower speeds than other
corridors within the study area. Complete streets improvements on 16th Avenue S could consist
of filling in sidewalk gaps and adding sharrows or bike lanes. These improvements would also
improve the safe route to school between the TOD and Todd Beamer High School. Additionally,
TDLE nonmotorized access projects include recommendations along 16th Avenue S for separated
bicycle lanes and completing sidewalk gaps. As part of the Draft Regional Trails Plan, a trail is
proposed that would connect to Todd Beamer High School. A path is not proposed along 16th
Avenue South, so recommendations would still include filling sidewalk gaps and creating
comfortable facilities so that users can travel to the proposed trail system using low stress
facilities.
SR 161/S 356th WSDOT Proposed Roundabouts
WSDOT’s future plans to install a roundabout at SR 161 and S 356th St are conceptual. Further
analysis would need to be conducted to determine the appropriate treatments to accommodate
active modes of transportation. Pedestrian and bicycle treatments at the proposed roundabouts
should include RRFB’s at multi-lane pedestrian crossings, and bicycle escapes on roundabout
approaches with bike lanes. The timeline for the construction for these improvements is
expected in 2032, and if not completed prior to the South Federal Way Light Rail Station
opening, reconsider additional improvements for the signalized intersection.
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RDI and LTS Figures
The improvements to the mobility and connectedness of the proposed station areas as measured
by the route directness and level of traffic stress are shown in Figures 15 and 16.
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Figure 15:Change in Route Directness Index with the Proposed Improvements
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Figure 16: Change in LTS with Proposed Improvements
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INTRODUCTION
Otak has conducted a conceptual analysis of the potential for creating a combined stormwater management/park space
that could include a combination of active and passive recreation uses that could serve future residents, employees, and
visitors to the South Station transit-oriented development (TOD) district previously envisioned as part of this project.
The specific assignment description is as follows:
Evaluate the Potential for Converting Stormwater Management Ponds into Vaults and Creating Green
Space/Turf over the Vault Space as a New Neighborhood/Community Park serving the TOD District
• Create a conceptual plan for this park area and prepare a high-level planning cost estimate for the conversion
costs to inform park impact fees.
CONTEXT AND THE NEED FOR FURTHER STUDY
The most ideal area for creating a combined stormwater management and park space encompasses mostly city-owned
property at the southwest end of the new TOD district, south of S 352nd Street, and in the area where the S. 356th
Street right-of-way has been shifted (with abandoned right-of-way space as part of the potential park land). Refer to
the map on the next page. This is a downslope area from the TOD that is already used for stormwater management
functions. There is the potential for this area to provide more stormwater management capacity than for just the TOD,
such as for example covering other upslope properties north of S. 348th Street. Much of the area within the South
Station subarea as well as property to the north of S. 348th Street are heavily covered with paved surface parking, and
these areas could be suitable for stormwater management retrofit work to improve water quality treatment and
reduce the amount of run off, for which grant funding from the Department of Ecology has traditionally been made
available through competitive applications.
A more detailed feasibility analysis of this potential investment project would need to be completed to confirm the
parameters of retrofit, as well as storage capacity and the extent of water quality treatment needed. This analysis
could also assess eligibility for grant funding. As such, this very preliminary conceptual analysis focuses on the potential
to create a combined stormwater management/park space to serve the future TOD district and the potential
considerations and associated planning-level costs related to such an effort. Key findings of this conceptual analysis are
further described beginning on page 3.
To: Chaney Skadsen, Senior Planner, and Keith Niven, AICP,
CeCD, Community Development Director, City of Federal
Way
From: Mandi Roberts, AICP, PLA, Otak
Date: December 12, 2023
Subject: Federal Way South Station—Conceptual Analysis of the
Potential to Create a Combined Stormwater
Management/Park Space to Support Future Transit-
Oriented Development
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Context Map: Combined Stormwater Management and Park Space Concept and Phase 1 TOD District Map
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KEY FINDINGS OF THE CONCEPTUAL ANALYSIS
• According to description in the King County Monitoring Report, the existing regional detention facility in the
southwest area of the proposed TOD district is a combination of two engineered stormwater wetland facilities:
first pond constructed 1997, second pond (expansion) in 2014. Based on the description in the King County
Monitoring Report, we believe the regional detention facility site should be classified as stormwater facilities,
not natural wetlands.
• Regarding potential fish passage issues (see email attached from EJ Walsh), the Hylebos Creek layer in the King
County GIS drains into the regional detention facility at the north end, and the regional detention facility
discharges back to Hylebos Creek to the south. It does not appear from oldest available King County aerial
(1936) that there was a stream located through the regional detention facility site (see image next
page). There appears to be a split in Hylebos upstream near I-5 to send a portion west towards to the regional
detention facility through pipes. It is possible that this was done historically for irrigation, but further research
would be needed to confirm. The classification of the stream system upstream of the regional detention
facility site (all the way back to Hylebos at I-5) is a key issue that will need to be further reviewed and
confirmed to assess feasibility for an upgraded stormwater management facility.
• It is not likely that the current regional detention facility site has enough horizontal/vertical space to provide
flow control storage for the entire existing contributing area, which would include the TOD district, as well as
area to the north (see image on page 5 showing the estimated contributing area). As such, more space would
be needed to build a larger facility to serve the TOD district, as well as to accommodate area north of S. 348th
Street (that could be considered as part of a future stormwater retrofit project). Our conceptual analysis
assumes that adjacent properties could potentially be acquired to further expand the capacity of the facility, as
shown in the context map on page 2.
• The benefit of providing an expanded regional detention facility and/or a regional stormwater facility system
through capital investment is that this would:
o Reduce the amount of on-site space future developers would need to dedicate to stormwater
management/detention. They would still need to provide water quality treatment on site, but storage
could be managed through the downstream facility if construction. As such, more land area in each
individual development site could be dedicated to development of uses such as residential, mixed use,
and parking).
o Reduce upfront costs to developers as part of their projects (although a late comers fee system could
be established to help contribute to the capital cost of the system development after it is in place).
There are grant programs available that may help to support design and construction of a regional
facility such as what is conceptualized in this analysis. Further identification of funding opportunities
and feasibility would be needed to confirm the best path forward for the City of Federal Way related
to this project.
o These factors can help to catalyze redevelopment potential by making the TOD district more attractive
due to financial feasibility for redevelopment than other areas that require on-site detention.
• Another limiting factor to development of a regional stormwater facility may be depth, particularly for the
concept of buried vault with park use on top. In a preliminary review of topography, it appears that a ten foot
water storage depth may be maximum that can be achieved for a buried vault based on downstream grades
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and leaving a couple feet of head for water quality treatment. This analysis is very preliminary, based on LIDAR
contours and could be further evaluated with further feasibility analysis and development of a design report
for the regional facility expansion.
• Assuming 1.2M CF estimated by Desiree below is in ballpark for required volume, see map on page 6 and
required footprint area for 1.2M cubic feet (CF) of buried vaults of different storage depths:
a. 150,000 SF footprint @8ft depth live volume
b. 133,334 SF footprint @9ft depth live volume
c. 120,000 SF footprint @10ft depth live volume (approximately the deepest facility to achieve
cover/storage/2’ additional head for treatment/drain to downstream Hylebos)
1936 Aerial Photo of the Study Area (Source: King County iMap)
• Options to make the regional facility more feasible as the primary end-of-line flow control facility could
include:
a. Acquiring additional property adjacent to site (as assumed in this conceptual analysis).
b. Dispersed low impact development (LID) facilities throughout contributing basin (TOD district and to
the north) to reduce runoff peaks and required downstream storage volume; LID might include
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stormwater planters, permeable pavers, roof gardens, rain gardens, infiltration facilities, tree root
boxes, and various other types of treatments.
c. Infiltration through LID or other infiltration facilities higher in basin, if suitable soils are present
(geotechnical analysis would be needed to confirm).
d. A second regional facility upstream.
e. In addition to the LID options mentioned, upstream treatment facilities either dispersed within basin,
or end-of-line biofiltration treatment facilities with a proprietary filter media that allow for smaller
footprint compared to conventional bioretention preferably a couple feet higher in elevation than RDF
site).
f. Considering the potential for an open top facility to increase storage depth or combination of
open/closed storage cells; or a combination of some open top and some below ground vault storage.
Conceptual Estimation of Potential Contributing Basin Area to Regional Facility
(Yellow Dashed Line; More Analysis is Needed to Confirm these Parameters)
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Conceptual Estimation of Needed Storage Capacity for Assumed Contributing Basin Area
(Schematic, with Shape Altered in Conceptual Park Plan; More Analysis is Needed to Confirm these Parameters)
• In considering the potential for design and development of a park space to serve the new TOD district, many
factors can influence the types of recreational facilities to be provided. Such influencing factors may include
community engagement results, parks needs assessments and citywide parks planning, other available parks
and recreation facilities in the surrounding area, trends in recreation, and other factors. While there are
nearby passive recreation facilities, such as the trails system through the West Hylebos Wetlands Park, there
are no active recreation areas within walking distance of the proposed TOD district, such as playgrounds/play
areas, sports fields, picnicking areas, and plazas.
• As such, we have developed a conceptual plan (see next page) for the purposes of this analysis and to support
a planning level calculation of potential costs. This conceptual plan shows a variety of different types of park
facilities. While as mentioned above, the park could ultimately be designed with a combination of open water
and below ground vault facilities, to maximize the capacity for park use and anticipate the highest potential
cost, we have shown all below-grade vaulting in this concept on page 7. Keep in mind that this concepts
assumes acquisition of the property immediately to the west of the City-owned parcel. Combined, the total
site area is approximately eight (8) acres.
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Conceptual Layout Plan for the Combined Stormwater Management and Park Space
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• There are many examples of open and closed top stormwater facilities that are collocated with park uses. The
various images below include few examples from the Pacific Northwest and beyond of parks and public spaces
over vaults, as well as combinations of open water and vaulted facilities that are collocated with public
uses/park spaces. Puget Sound Regional Council is currently in the process of piloting implementation of
stormwater parks around the region, and there may be funding available for innovative projects that efficiently
combine public uses to maximize public investment. Federal Way South Station could become another model
in the region in showing how collocated parks and stormwater facilities can be implemented in an emerging
transit-oriented district (similar to the facilities in implementation at the Overlake Village station area in
Redmond, WA).
Sports Court over Vault for Tri-
Pointe Homes, Kirkland, WA
Playground over Vault for Tri-
Pointe Homes, Kirkland, WA Tri-Pointe Homes, Kirkland, WA
Marysville, WA Collocated Facilities
with Open Water Areas
Public Spaces and Parks in Design in
the Overlake Village Light Rail
Station Area of Redmond, WA
Collocated Parks and Storage
Facilities (Including Cal Anderson
Park) in Seattle, WA
Cromwell Park, Shoreline, WA Northwest Portland, OR Fourth Ward Park, Atlanta, GA
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• Estimated costs for conversion and expansion of the existing regional detention facility into a collocated
regional stormwater system with public use/park space are presented below. These are preliminary, planning-
level estimates and many additional factors may affect cost. The next step to proceeding with this project
would be to conduct a more detailed feasibility analysis along with an engineering design report.
Element Estimated Cost
in Millions
Stormwater facilities: vaults and associated
infrastructure (could reduce cost with
construction of partial open water facilities)
$15
Park improvements: sports complex, playground,
picnic shelters, pavilion, plaza spaces, parking and
circulation (these improvements could be phased
over time to reduce initial capital costs and/or
leverage multiple funding sources/budgeting
streams)
$10
Property acquisition $2
Contingencies; complexity of site
demolition/reconstruction
$5
Initial studies, design, permitting, services during
construction
$4
$36
Important note: These are planning level costs that will need to be evaluated and confirmed with further study, analysis,
and design of the collocated stormwater management/park facility at the South Station area.
• Immediate next steps that could be considered to further explore the potential of this project include:
o Review and confirmation of stream characterization information for Hylebos upstream and
downstream.
o Review and confirmation of critical Areas information for downstream off site wetlands.
o Completion of a geotechnical study and review of geotechnical information from previous projects at
the regional detention facility site and other sites higher in the basin.
o Further research on precedent projects and examples.
o Evaluation/identification of potential funding sources and financial options for implementation.
o Completion of a full feasibility study with alternatives analysis and an engineering design report
(similar to that Otak prepared for the Overlake Village light rail station area/TOD district for the City of
Redmond, WA).
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APPENDIX 6 – King County Centers Designation Framework
Metro Growth Centers Urban Growth Centers Countywide Growth Centers Industrial Employment Centers Industrial Growth Centers Countywide Industrial Centers
1. Purpose of Center Regional Metro Growth Centers
have a primary regional role. They
have dense existing jobs and
housing, high quality transit service,
and are planning for significant,
equitable growth and opportunity.
They serve as major transit hubs for
the region and provide regional
services and serve as major civic and
cultural centers.
Regional Urban Growth Centers
play an important regional role, with
dense existing jobs and housing,
high- quality transit service, and
planning for significant, equitable
growth and opportunity. These
centers may represent areas where
major investments – such as high-
capacity transit –offer new
opportunities for growth.
Countywide growth centers1 serve
important roles as places for
equitably concentrating jobs,
housing, shopping, and recreational
opportunities. These are often
smaller downtowns, high-capacity
transit station areas, or
neighborhood centers that are linked
by transit, provide a mix of housing
and services, and serve as focal
points for local and county
investment.
Regional Industrial Employment
Centers are highly active industrial
areas with significant existing jobs,
core industrial activity, evidence of
long-term demand, and regional
role. They have a legacy of
industrial employment and represent
important long-term industrial areas,
such as deep-water ports and major
manufacturing and can be accessed
by transit. Designation is to, at a
minimum, preserve existing industrial
jobs and land use and to continue to
equitably grow industrial
employment and opportunity in
these centers where possible.
Regional Industrial Growth Centers
are clusters of industrial lands that
have significant value to the region
and potential for future equitable
job growth. These large areas of
industrial land serve the region with
international employers, industrial
infrastructure, concentrations of
industrial jobs, evidence of long-
term potential, and can be accessed
by transit. Designation will continue
growth of industrial employment and
preserve the region’s industrial land
base for long-term growth and
retention.
Countywide industrial centers serve
as important local industrial areas.
These areas support equitable
access to living wage jobs and serve
a key role in the county’s
manufacturing/industrial economy.
2. Distribution of Centers Centers are designated to achieve
the countywide land use vision and
are based on meeting the
expectations of the framework. No
arbitrary limit on the number of
centers will be established.
Same Same Same Same Same
PART 1. DESIGNATION
PROCESS AND SCHEDULE
A. Designation Process
1. jurisdiction ordinance,
motion, or resolution
authorizing submittal of
application
Yes Yes Yes Yes Yes Yes
2. Fill out Form Yes Yes KC to have an application form and
process.
Yes Yes KC to have an application form and
process.
3. Submit for eligibility
review. Staff review and
report
Yes Yes IJT staff to review and present to
GMPC.
Yes Yes IJT staff to review and present to
GMPC.
4. GMPC recommendation to
PSRC
Yes Yes KC to have an application form and
process.
Yes Yes KC to have an application form and
process.
B. Schedule
1. Applications limited to
major updates. Call for new
application approx. every 5
years.
Yes Yes Yes. KC to have a 5 year cycle, or
consider following PSRC major plan
updates.
Yes Yes Yes. KC to have a 5 year cycle or
consider following PSRC major plan
updates.
C. Redesignation
1. Follows PSRC re-
designation process
Yes Yes Yes Yes Yes Yes
1 King County does not yet have designated countywide centers, although many jurisdictions have local centers that may be equivalent. Local centers are eligible for regional and countywide funding, and this funding is distributed based on criteria and formula.
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Metro Growth Centers Urban Growth Centers Countywide Growth Centers Industrial Employment Centers Industrial Growth Centers Countywide Industrial Centers
PART 2: CENTER
ELIGIBILITY
A. Local and Countywide
Commitment
1. center identified in
Comprehensive Plan
Yes Yes Yes Yes Yes Yes
2. demonstrate center is
local priority for growth and
investments
Yes Yes Yes Yes Yes. And, commitment to protecting
and preserving industrial uses,
strategies and incentives to
encourage industrial uses in the
center, and established partnerships
with relevant parties to ensure
success of manufacturing/industrial
center.
Yes. And area has important county
role and concentration of industrial
land or jobs with evidence of long-
term demand.
B. Planning
1. completed center plan
meeting Plan Review Manual
specifications 2
Yes Yes Yes 3 Yes Yes. And, in consultation with public
ports and other affected government
entities.
Yes 3
2. environmental review
shows area appropriate for
density
Yes Yes Yes Yes Yes Yes
3. assessment of housing
need and cultural assets,
including displacement of
residents and businesses
Yes Yes Yes, as part of subarea plan Not applicable Not applicable Not applicable
4. documentation of tools to
provide range of affordable
and fair housing
Yes Yes Yes, as part of subarea plan Not applicable Not applicable Not applicable
5. documentation of
community engagement,
including with priority
populations 4
Yes Yes Yes Yes Yes Yes
C. Jurisdiction and Location
1. new Centers should be in
cities
Yes Yes Cities or Unincorporated Urban Yes Yes Cities or Unincorporated Urban
2. if unincorporated area:
a. it has link light rail and is
affiliated for annexation
Not allowed in unincorporated
urban area
Not allowed in unincorporated urban
area
Encouraged Not allowed in unincorporated
urban area
Not allowed in unincorporated urban
area
Encouraged
b. joint planning is occurring Not allowed in unincorporated
urban area
Not allowed in unincorporated urban
area
Encouraged Not allowed in unincorporated
urban area
Not allowed in unincorporated urban
area
Encouraged
c. plans for annexation or
incorporation are required
Not applicable (center type does
not exist in unincorporated area).
Not applicable (center type does not
exist in unincorporated area).
Encouraged Not allowed in unincorporated
urban area
Not allowed in unincorporated urban
area
Encouraged
2 The PSRC Center Plan Checklist defines key concepts and provisions jurisdictions should use in planning for the designated centers. This includes the following: establishing a vision, considering natural and built environment topics, establishing geographic boundaries and growth targets,
planning for a mix of land uses, addressing design standards, planning for a variety of housing types including affordable housing in growth centers, addressing economic development, and providing for public services and facilities, including multimodal transportation, all as appropriate
and tailored to the center type and function.
3 For Countywide Centers, until such time as the Plan Review Manual is completed, the requirements can be met through inclusion of a chapter in the Comprehensive Plan that specifies how each required topic is addressed for each countywide center, rather than in stand-alone subarea
plans.
4 King County's "Fair and Just" Ordinance 16948, as amended, identifies four demographic groups, including: low-income, limited English proficiency, people of color, and immigrant populations.
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Metro Growth Centers Urban Growth Centers Countywide Growth Centers Industrial Employment Centers Industrial Growth Centers Countywide Industrial Centers
D. Existing Conditions
1. infrastructure and utilities
can support growth
Yes Yes Yes Yes. Must include presence of
irreplaceable industrial
infrastructure such as working
maritime port facilities, air and rail
freight facilities.
Yes. Access to relevant
transportation infrastructure
including freight.
Yes
2. center has mix of housing
and employment
Yes Yes Yes Same The center has an economic impact. Same
E. Boundaries
1. justification for center
boundaries
Yes Yes Yes Yes Yes Yes
2. boundary generally round
or square
Yes Yes Compact, walkable size Not applicable Not applicable Not applicable
F. Transportation
1. center has bicycle and
pedestrian infrastructure and
amenities
Yes Yes Yes. Supports multi-modal
transportation, including pedestrian
infrastructure and amenities, and
bicycle infrastructure and amenities.
Defined transportation demand
management strategies in place.
Defined transportation demand
management strategies in place.
Defined transportation demand
management strategies in place
2. center has street pattern
supporting walkability
Yes Yes Yes. Supports multi-modal
transportation, including street
pattern that supports walkability.
Not applicable Not applicable Not applicable
3. freight access Yes To be addressed in subarea plan To be addressed in subarea plan Access to relevant transportation
infrastructure including freight.
Same To be addressed in subarea plan
PART 3: CENTER CRITERIA
A. Purpose
1. Compatibility with VISION
centers concept, Regional
Growth Strategy and
Multicounty Planning Policies
Yes Yes Yes Yes Yes Yes
B. Activity level/Zoning 5
1. existing activity 6 60 activity unit density 30 activity unit density (AUs refer to
combined jobs and population)
18 activity unit density 10,000 jobs 4,000 jobs 1,000 existing jobs and/or 500
acres of industrial land
2. planned activity Above 120 activity unit density 60 activity unit density 30 activity unit density 20,000 jobs 10,000 jobs 4,000 jobs
3. sufficient zoned capacity Yes. Can Should be higher than
target and supports a compact,
complete and mature urban form.
Yes. Can Should be higher than
target.
Should have capacity and be
planning for additional growth
Yes. Should be higher than target. Yes. Should be higher than target. Should have capacity and be
planning for additional growth.
4. planning mix of housing
types and employment types
Planning for at least 15% residential
and 15% employment activity
Planning for at least 15% residential
and 15% employment activity
Planning for at least 20% residential
and 20% employment, unless unique
circumstances make these
percentages not possible to achieve.
At least 50% of the employment
must be industrial employment.
Strategies to retain industrial uses
are in place.
At least 50% of the employment
must be industrial employment.
Strategies to retain industrial uses
are in place.
At least 50% of the employment
must be industrial employment.
Strategies to retain industrial uses
are in place.
C. Geographic Size
1. minimum size 320 acres 200 acres 160 No set threshold; size based on
justification for the boundary.
2000 acres 1,000 existing jobs and/or 500
acres of industrial land
2. maximum size 640 acres (larger if internal HCT) 640 acres (larger if internal HCT) 500 acres No set threshold; size based on
justification for the boundary.
No set threshold; size based on
justification for the boundary.
No set threshold; size based on
justification for the boundary.
5 PSRC’s 2015 guidance on Transit Supportive Densities and Land Uses cites an optimal level of 56-116 activity units per acre to support light rail, dependent on transit costs per mile. The guidance indicates an optimal threshold of at least 17 activity units per acre to support bus rapid
transit. Note: the existing threshold in the CPPs is roughly equivalent to 85 AUs existing activity for King County Urban Centers.
6 For existing centers, not meeting existing activity unit thresholds is not grounds for de-designation or re-designation by the Growth Management Planning Council.
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Metro Growth Centers Urban Growth Centers Countywide Growth Centers Industrial Employment Centers Industrial Growth Centers Countywide Industrial Centers
D. Transit
1. existing or planned transit
service levels
Major transit hub, has high
quality/high capacity existing or
planned service including existing or
planned light rail, commuter rail,
ferry, or other high capacity transit
with similar frequent service as light
rail. (18 hours, 15-minute headways)
Fixed route bus, regional bus, Bus
Rapid Transit or frequent all-day
bus service (16 hours, 15 minute
headways). High-capacity transit
may substitute for fixed route bus.
Yes, has frequent, all-day, fixed-
route bus service (16 hours, 15-
minute headways).
Must have existing or planned
frequent, local, express, or flexible
transit service.
Should have documented strategies
to reduce commute impacts through
transportation demand management
that are consistent with the Regional
TDM Action Plan.
Same. Should have local fixed-route or
flexible transit service.
2. transit supportive
infrastructure
Provides transit priority (bus lanes,
queue jumps, signal priority, etc.)
within the right-of-way to maintain
speed and reliability of transit
service. Provides infrastructure (i.e.
pedestrian and bicycle) that
improves rider access to transit
service and increases amenities to
make transit an inviting option.
Provides transit priority (bus lanes,
queue jumps, signal priority, etc.)
within the right-of-way to maintain
speed and reliability of transit
service. Provides infrastructure (i.e.
pedestrian and bicycle) that
improves rider access to transit
service and increases amenities to
make transit an inviting option.
Supports connection/transfers
between routes and other modes.
Provides infrastructure (i.e.
pedestrian and bicycle) that
improves rider access to transit
service and increases amenities to
make transit an inviting option.
Provides transit priority (bus lanes,
queue jumps, signal priority, etc.)
within the right-of-way to maintain
speed and reliability of transit
service. Provides infrastructure (i.e.
pedestrian and bicycle) that
improves rider access to transit
service and increases amenities to
make transit an inviting option.
Supports connection/transfers
between routes and other modes,
and increases amenities to make
transit an inviting option.
Supports connection/transfers
between routes and other modes,
and increases amenities to make
transit an inviting option.
E. Market Potential
1. Evidence of future market
potential to support target
and planned densities
Yes, with Market Study required Yes, with Market Study required Market Study encouraged Yes, with Market Study required Yes, with Market Study required Market Study encouraged
2. Market data will inform
adoption of land use,
housing, economic
development, and investment
strategies, including
equitable development
strategies.7
Required within Market Study Required within Market Study Encouraged within Market Study Required within Market Study,
tailored for industrial employment.
Required within Market Study,
tailored for industrial employment.
Encouraged within Market Study,
tailored for industrial employment.
F. Role
1. Evidence of regional or
countywide role by serving
as important destination
Yes Yes Yes Yes Yes Yes
2. Planning for long-term,
significant, and equitable
growth
Yes Yes Yes Yes Yes Yes
G. Zoning
1. specific zones required No No No At least 75% land area zoned for
core industrial uses. This includes
manufacturing, transportation,
warehousing and freight terminals.
Same At least 75% of land area zoned
for core industrial uses.
2. specific zones prohibited No No No Commercial uses within core
industrial zones shall be strictly
limited.
Same Same
7 For residential development, strategies and tools could include mandatory inclusionary housing, multifamily tax exemption, or others. For commercial and industrial development, strategies and tools could include priority hire policies, incentives for affordable commercial space, or others.
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S T A F F R E P O R T
DATE: July 31, 2024
TO: Federal Way Planning Commission
FROM: Evan Lewis, Senior Planner
SUBJECT: Annual Code Clarifications, Cleanups, Corrections & Consistency Amendments Public Hearing
I.BACKGROUND
The City occasionally conducts a review of all development regulations to clean up and fix errors,
inconsistencies, ambiguities and lack of clarity in code, and to incorporate certain new requirements from
state law. Such code updates may be made to: Title 14 – Environmental Policy; Title 15 – Shoreline; Title
18 – Subdivisions; and Title 19 – Zoning and Development Code.
Planning staff internally refer to these regular code cleanups as ‘snowball’ code amendments. The last such
‘snowball’ code amendments were passed in 2022 as ordinance #22-932. Since that time, during the course
of permit review, Planning staff have identified several new areas of code that require such updates. The
table below summarizes the 2024 ‘snowball’ code amendments
More than 20 additional ‘snowball’ code amendments were identified during the 2024 snowball amendment
development process. Staff expect to bring those additional amendments forward to the Planning
Commission in 2025.
II.CODE AMENDMENT SUMMARY
Updates Summary of Code Amendment
1)18.10.010(5) –
Boundary line
adjustment (BLA)
review criteria in BLA
‘Scope’ section
The amendment clarifies and reduces the subjectivity of BLA criterion #5
which currently states that BLAs “shall not circumvent city code requirements
associated with a land division approval, or an obligation to pay latecomer
fees.” This amendment is particularly needed for situations where BLAs are
proposed to establish new perimeter lot lines around a site to facilitate a future
subdivision as it decreases the likelihood that applicants can obtain a BLA
that’s proposed specifically for the purpose of avoiding required public
improvements related to a subsequent plat application.
2)18.45 Alteration of Plats Amend plat alteration code to ensure additional decision maker options are
available, as allowed under state law.
3)FWRC 19.05.050 &
19.275 – “Emergency
housing shelter”
definition & Temporary
Uses
The amendment clarifies that warming and cooling centers are severe weather
and disaster shelters and function as temporary uses since such uses are
intended to function temporarily related to severe weather. It also clarifies the
permit review process for such temporary uses.
4)19.05.060 – ‘Façade’
definition update
The amendment ensures that zoning requirements for building ‘façades’ are
applied to each building ‘face’, unless otherwise noted in code. The current
‘façade’ definition leaves too much ambiguity whether façade requirements
apply to just the front façade or all building faces. That can lead to potential
33325 8th Avenue South
Federal Way, WA 98003-6325
253-835-7000
www.cityoffederalway.com
Jim Ferrell, Mayor
196 of 244
Updates Summary of Code Amendment
confusion and inconsistency in how façade requirements are applied.
5)FWRC 19.05.060 –
Fence definition and
new “arbor, pergola,
and trellises” definition
The amendment reduces ambiguity in the city’s ability to regulate fences,
arbors, pergola’s and trellises, in particular on vacant properties. This involves
amendments to zoning definition for ‘fence’ as well as a new definition for
“arbor, pergola, and trellises.”
6)19.05.160 – ‘Front’
property line definition
The amendment:
1)Clarifies that the City can determine the ‘front’ property line for lots
fronting multiple rights of ways and that it’s not only applicants who can
make such a determination.
2)Ensures that a ‘front’ property line can be defined along arterial and
primary collector roads for properties along multiple right of ways. The
‘front’ is based on the “primary vehicular access,” but the current
definition says property lines along arterials or primary collectors shall not
be a primary vehicular access; that is a problem for properties that are only
along an arterial or primary collector.
7)19.05.210 ‘Use’
definition
Update ‘use’ definition to ensure it is applicable to all zoning ‘use’ charts and
uses in those charts. The current ‘use’ definition references a specific range of
code subsections, however such subsections can change over time as uses are
added or removed and the current code sections currently referenced don’t
encompass all uses.
8)18.05.080 & 19.15.050 Remove an outdated requirement that the city must request information from
applicants “by mail” in order for applications to be expired by the city; instead
just require that request “in writing” (typically via email).
9)19.15.030 Ensure that expansions of existing uses over 100% of gross floor area are not
subject to more restrictive land use review processes than similar expansions
of new uses on a site.
10)19.55.040 & 19.60.070
& 19.75.150
Add a required valuation statement for UPI, II and V notices.
11)19.65.070(2)(b) &
19.70.060(2)(a) – Use
Process III and IV
notice board posting
requirements
Update public notice board posting requirements for Use Process III and IV
(UPIII & IV) applications to be consistent with UPV, Development
Agreement, and preliminary plat notice board posting requirements. Current
UPIII and UPIV notice board requirements can also result in notice boards
being required a long distance from a project site, which can be confusing to
the public.
12)19.110.010 Affordable
housing regulations
Ensure inclusionary units are of a comparable size and quality as market rate
units, consistent with state law.
13)18.55.040 & 19.115.120 Move cluster design guidelines to 18.55.040 from Title 19 for clarity and to
ensure they are applied consistently during permit review.
14)19.120.030 and
19.120.050 – Clearing
and grading code
exemptions and
modifications
Remove certain clearing/grading/tree retention code references to ‘article’
when code really should reference the entire ‘chapter’. These references are in
a clearing/grading/tree retention ‘exemptions’ and ‘modifications’ section.
Certain references to ‘article’ in those sections would potentially limit any
requests for zoning exemptions or modifications to only requirements of the
purpose and applicability ‘article’. However, most requirements that would
cause someone to request such exemptions or modifications are found in other
articles in that chapter, not the purpose/applicability article.
15)19.120.110(4) –
Residential land
Clarify which aspects of FWRC 19.120.110(4) are enforceable or not
enforceable and reduce redundancies with Federal Way’s Critical Areas code
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Updates Summary of Code Amendment
divisions on slopes over
15%
for slopes. Clearing and grading code chapter includes a section with several
restrictions that are ‘encouraged’ for sites with slopes over 15%. This section
would be updated to ensure aspects of this section are enforced consistently.
16)19.125.060(3) –
Landscaping tracts in
RM zone
Update landscaping requirements by zone section to clarify that required
Residential Multifamily (RM) zone landscaping along right of ways must be in
its own landscaping tract only when associated with subdivisions. That is how
staff currently interprets and applies such landscaping requirements, but the
code language has caused confusion.
17)19.125.160 – Clarify
fences atop retaining
walls
Establish clearer code requirements for fences atop retaining walls, and their
height calculation. This situation arises frequently in the City but has caused
confusion.
18)19.130.080 – Criteria
for modifications from
off-street parking
requirements
Additional criteria are needed to clarify when applicants can deviate from off-
street parking requirements.
19)19.130.160 - Parking
Area Design
The city enforces a handout titled “Parking Lot Design Criteria” which is
found as “Bulletin #42” and available through the Permit Center. This specific
bulletin must be more clearly and specifically referenced under 19.130.160
Parking Area Design so there is no question as to its enforceability and so it’s
clear where such parking design criteria are found.
20)19.205.040 – RM zone
multifamily dwelling
units
Within the multifamily dwelling units use chart in the Residential Multifamily
(RM) zone, special note #4 sets a maximum depth of 15 feet for such ground
floor retail, while the same use in BN and BC zones sets a minimum ground
floor retail depth of 15 feet. The update would remove the ground floor retail
maximum depth requirement when associated with multifamily housing in the
RM zone to be more consistent with other zones.
III.PROCEDURAL SUMMARY
2/21/24: Planning Commission Briefing #1
5/15/24: Planning Commission Briefing #2
6/7/24: SEPA Determination
6/13/24: Notification given to WA State Dept. of Commerce
6/21/24: End of SEPA Comment Period
7/12/24: End of SEPA Appeal Period
8/7/24: Public Hearing
9/9/24: LUTC Meeting
9/17/24: City Council 1st Reading
10/1/24: City Council 2nd Reading
IV.PUBLIC COMMENTS
The City received zero comments during the SEPA comment period and, as of the date of this staff report,
zero comments during the public hearing comment period.
V.PLANNING COMMISSION ACTION
FWRC Title 19, “Zoning and Development Code” and specifically Chapter 19.80, “Process VI Review,”
establishes a process and criteria for development regulation amendments. Consistent with Process VI review,
the role of the Planning Commission is as follows:
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1.To review and evaluate the proposed development regulation amendments.
2.To determine whether the proposed development regulation amendment meets the criteria
provided by FWRC 19.80.130 (item VI below).
3.To forward a recommendation to City Council regarding adoption of the proposed
development regulation amendment.
VI.DECISIONAL CRITERIA
FWRC 19.80.130 provides three criteria for development regulation amendments. The following section
analyzes the compliance of the proposed amendments with the criteria provided by FWRC 19.80.130. The
City may amend the text of the FWRC only if it finds that:
1.The proposed amendment is consistent with the applicable goals and policies of
the comprehensive plan.
The proposed FWRC text amendments are consistent with the following Federal Way
Comprehensive Plan (FWCP) goals and policies:
LUG2 Develop an efficient and timely development review process based on a public/
private partnership.
LUP4 Maximize efficiency of the development review process.
LUP6 Conduct regular reviews of development regulations to determine how to
improve upon the permit review process.
EDP1 Cooperate with the federal, state, and region’s public jurisdictions and private
entities on matters of individual interest including: economic, social and
environmental issues.
EDP10 Continue to implement a streamlined permitting process consistent with state
and federal regulations to reduce the upfront costs of locating businesses or
redeveloping businesses in the City.
HP9 Continue to provide streamlined permitting processes for development that is
consistent with the FWCP and FWRC, and that has minimum adverse impacts.
2.The proposed amendment bears a substantial relationship to public health, safety, or welfare.
The proposed code amendments improve the clarity with which applicants understand city code
requirements as well as the accuracy and efficiency in which staff enforce city code. They also increase
the consistency of city code with state law. Both city code and state law have a basis in public health,
safety and welfare, and code amendments that increase the accurate compliance with and enforcement
of such city code and state law therefore have a substantial relationship to public health, safety, or
welfare.
3.The proposed amendment is in the best interest of the residents of the city.
The code amendments are in the best interest of the residents of the City of Federal Way since they
improve the clarity and accuracy in which city codes are enforced and city code consistency with state
law.
VII.STAFF RECOMMENDATION
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Subject to public comment and Commission deliberation, based on the above staff analysis and decisional
criteria, staff recommends that the proposed annual code clarifications, cleanups, corrections and consistency
amendments to FWRC Title 18 “Subdivision” code, and Title 19, “Zoning and Development” code, be
recommended for approval to the Land Use/Transportation Committee (LUTC) and City Council.
VIII.ATTACHMENTS
Attachment 1 Annual code clarifications, cleanups, corrections and consistency amendments
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Attachment 1: Annual Code Clarifications, Cleanups, Corrections & Consistency Amendments
File No: 24-102298-SE; 24-102297-UP
1) 18.10.010 – Clarify BLA Criteria #5; BLAs shall not circumvent code
Draft Proposed Text Amendment:
18.10.010 Scope.
(1) Boundary line adjustments shall be an alteration in the location of lot boundaries on existing lots. Such
alteration shall not increase the number of lots nor diminish in size open space or other protected
environments.
(2) Such alteration shall not diminish the size of any lot so as to result in a lot of less square footage than
prescribed in the zoning regulations.
(3) Such alteration shall not result in the reduction of setbacks or site coverage to less than prescribed by the
zoning regulations.
(4) Such alteration shall not adversely affect storm drainage, water supply, existing or future sanitary sewage
disposal, and access easements for vehicles, utilities, and fire protection.
(5) Such alteration shall not serve to eliminate or circumvent any state or local requirements, including but not
limited to frontage improvements, payment of fee-in-lieu, payment of latecomer fees, or installation of required
infrastructure. Assessment of fees, right-of-way dedication, and frontage improvements for the entire length of
property lines bordering rights-of-way may be required as a condition of approval. circumvent city code
requirements associated with a land division approval, or an obligation to pay latecomer fees. When a
boundary line adjustment is proposed for the purpose of establishing new perimeter lot lines for a future
subdivision site, such as for a preliminary plat or short plat, the BLA shall be reviewed concurrent with the
subdivision application, shall reflect any required improvements related to the subdivision, and shall be
recorded prior to any subdivision decision.
(6) All lots resulting from the boundary line alteration shall be in conformance with the design standards of this
title.
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2) 18.45 and potentially other applicable code chapters – Amend Plat
Alteration code to allow for director/staff-level decision and other
code flexibilities allowed under state law
Draft Proposed Text Amendment:
For consideration – consistent with RCW 58.17.215?:
18.45.010 Plat alteration distinguished from boundary line adjustment.
(1) Applications for revisions alterations to plats shall be processed pursuant to the procedure for alterations of plats
in this Chapter, except as provided in RCW 58.17.040(6), as the same now exists or is hereafter amended, and except
for alterations to short subdivisions. This Chapter shall not be construed as applying to the alteration or replatting of
any plat of state-granted tide or shore lands.and shall not be considered boundary line adjustments if any one of the
following threshold criteria are met:
(a) The proposed revision will result in the relocation of any internal private or public street access point to an
exterior street from the plat, or an increase in the number of single-family driveway access points according to the
following threshold criteria:
# of Relocated
Driveways Affected Street
1 or more Principal Arterial
1 or more Minor Arterial
1 or more Collector Arterial
2 or more Residential Collector
3 or more Neighborhood Access
3 or more Cul-de-Sac
(b) The change will result in any loss of open space area or buffering provided in the plat; or
(c) The city determines that the change will result in or increase any adverse impacts or undesirable effects of the
project and the change significantly alters the project.
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(2) This section shall not be construed as applying to the alteration or replatting of any plat of state granted tide or
shorelines.
(3) This section shall not apply to alterations or reconfigurations to short subdivisions, as short subdivisions are
defined in FWRC 18.05.010; provided, however, that this exception shall not apply if the short subdivision is
simultaneously owned by the owner of a contiguous lot or parcel at the time of application.
(4) As used in this title, “plat alteration” shall also include reconfigurations of legally created platted or legally
created unplatted lots, or both.
18.45.040 Process for review and notice of public hearing.
(1) Upon confirmation that the plat alteration application is complete and that all pertinent requirements to the
environmental policy, FWRC Title 14, have been fulfilled, the application shall be processed and reviewed following
the procedures defined in Chapter 18.35 FWRC, except that:
(a) the City shall also provide the notice of application to all owners of property within the subdivision
proposed to be altered;
(b) the notice of application shall provide that a hearing may be requested by a person receiving notice
within fourteen days of receipt of the notice;
(c) the required statement under FWRC 18.35.090(1)(g) shall state that notification of the public hearing date,
if requested, will occur approximately 15 days prior to the scheduled hearing date;
(d) a public hearing on the application shall only be held if timely requested;
(e) if no public hearing is requested, the Community Development Director shall be the decisionmaker on
the application rather than the hearing examiner..
(2) The public notice shall either establish a date for a public hearing or provide that a hearing may be requested by
a person receiving notice within fourteen days of receipt of the notice. If no public hearing is requested, the
decisionmaker for the plat alteration shall be the Community Development Director.
(2) Notice of the hearing shall be mailed to the appropriate city or county officials if the proposed plat alteration lies
within one mile of the adjoining city or county boundary, and to all agencies or private companies pursuant to
FWRC 18.45.030(1). Additionally, notice shall be mailed to the State Department of Transportation if the plat
proposed to be altered abuts a state highway.
(3) All notices required in this section shall clearly describe in layperson’s terms the nature of the request, the
location of the proposal, the date, time and location of the hearing, and address and telephone number where
additional information may be obtained relative to the application.
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18.45.050 Report to hearing examiner – Review.
(1) No less than seven days prior to the date of the public hearing, the department of community development shall
submit to the hearing examiner a written report summarizing the application for plat alteration. The report shall
contain, in addition to the requirements in Chapter 18.35 FWRC, the following information:
(a) A notice of availability from the Lakehaven utility district and/or city of Tacoma public utilities department
or other applicable utility department, as appropriate.
(b) If the subdivision is to contain a septic system, a letter from the county department of public health
regarding the adequacy and safety of such a system.
(c) All communications from other agencies or individuals relating to the application which were received in
time to be included in the report to the hearing examiner.
(d) A list of recommendations from the department of community development services, department of public
works, and other appropriate departments relating to alterations or conditions of plat approval.
(e) A copy of the declaration of nonsignificance, mitigated declaration of nonsignificance, or draft
environmental impact statement and final environmental impact statement, as applicable, along with a list of
any required mitigation measures issued by the responsible official, if required.
(2) The hearing examiner shall review the application for plat alteration for compliance with
FWRC 18.05.020 (Purpose), and the following selected design criteria:
(a) FWRC 18.55.010 – Land division design;
(b) FWRC 18.55.020 – Lot design;
(c) FWRC 18.55.030 – Density;
(d) FWRC 18.55.060 – Open space and recreation;
(e) FWRC 18.55.070 – Pedestrian and bicycle access.
(3) The hearing examiner shall also review the application for plat alteration for compliance with the following
development standards:
(a) FWRC 18.60.010 – Street improvements and dedication of rights-of-way and/or easements;
(b) FWRC 18.60.020 – Density regulations;
(c) FWRC 18.60.050 – Streets and rights-of-way;
(d) FWRC 18.60.060 – Water;
(e) FWRC 18.60.070 – Sewer disposal;
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(f) FWRC 18.60.080 – Storm drainage;
(g) FWRC 18.60.090 – Other utilities;
(h) FWRC 18.60.100 – Street lighting; provided, however, that the application of FWRC 18.60.100 shall apply
only to new roadways proposed as a result of the alteration to the plat;
(i) FWRC 18.60.120 – Monuments.
(4) The hearing examiner shall also review the application for plat alteration for compliance with any other applicable
ordinances or regulations of the city and Chapter 58.17 RCW.
(5) If any land within the alteration is part of an assessment district, any outstanding assessment shall be equitably
divided and levied against the remaining lots, parcels, tracts, or be levied equitably on the lots resulting from the
alteration. Easements established by dedication are property rights that cannot be extinguished or altered without
the approval of the easement owner or owners, unless the subdivision or other document creating the dedicated
easement provides for an alternative method or methods to extinguish or alter the easement.
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3) 19.05.050 & 19.275 – Regulate severe weather and disaster shelters
as temporary uses.
Draft Proposed Text Amendment:
19.05.190 S definitions.
“Schools” means institutions of learning, excluding those offering post-secondary education, offering instruction in
the several branches of learning and study required by the Basic Education Code of the state of Washington to be
taught in public, private and parochial schools, including those disciplines considered vocational, business-related,
or trade in nature.
“Secondhand merchandise” means used or remanufactured goods and includes used books, records, clothing,
furniture, and appliances; and includes such merchandise typically for sale or found at pawn shops, thrift stores,
consignment stores, and flea markets. Secondhand merchandise does not include used, remanufactured, or junk
motor vehicles or boats; nor antiques or collectibles.
“Self-service storage facilities” means a structure or group of structures for the storage of personal property where
individual stalls or lockers are rented out to different tenants for storage.
“Severe weather or disaster shelter” means a location that provides temporary shelter and related facilities for persons
impacted by severe weather, natural disasters, or similar events, including but not limited to periods of extreme cold,
extreme heat, earthquakes, fires, and floods.
“Shared access points” means a common point of vehicle access from a street to more than one lot or use.
“Sight line” means the line of vision from a person to a place or building.
“Sign” means any communication device, structure, fixture, or placard that uses colors, words, letters, numbers,
symbols, graphics, graphic designs, figures, logos, trademarks, and/or written copy for the purpose of:
(1) Providing information or directions; or
(2) Promoting, identifying, or advertising any place, building, use, business, event, establishment, product, good, or
service, and includes all supports, braces, guys, and anchors associated with such sign.
Painted wall designs or patterns which do not represent a product, service, or registered trademark, and which do
not identify the user, are not considered signs. If a painted wall design or pattern is combined with a sign, only that
part of the design or pattern which cannot be distinguished from the sign will be considered as part of the sign. The
following types of signs are included in the definition of “signs”:
(1) “Abandoned sign” means any sign remaining in place after a sign has not been maintained for a period of 90 or
more consecutive days or if the activity conducted on the subject property ceases for 180 consecutive days.
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(2) Advertised activity for freeway profile signs. For the purpose of measuring from the advertised activity for an
individual business, the distance shall be measured from the sign to the nearest portion of that building, storage, or
other structure or processing area which is the most regularly used and essential to the conduct of the activity; and
for a center identification sign, which identifies businesses within a multi-tenant complex, the distance shall be
measured from the sign to the nearest portion of the combined parking area of the subject property.
(3) “Animated or moving sign” means any sign that uses movement or the appearance of movement of a sign display
through the use of patterns of lights, changes in color or light intensity, computerized special effects, video display,
or through any other method, chasing or scintillating lights, fluttering or moving lights, lights with stroboscopic
effect, or containing elements creating sound or smell; except for the scrolling of a static message, scene, or color
onto or off a sign board in one direction per message.
(4) “Awning sign” means a nonelectric sign on the vertical surface or flap that is printed on, painted on, or attached
to an awning or canopy. Illumination for the awning or canopy shall be for safety purposes only and, therefore, sh all
point toward the ground and not illuminate the canopy. (See also “marquee sign.”)
Figure 1 – Awning or Canopy Sign
(5) “Banner” means a sign made of any nonrigid material with no enclosing framework.
(6) “Billboard” means permanent outdoor advertising off-site signs containing a message, commercial or otherwise,
unrelated to any use or activity on the subject property on which the sign is located, but not including civic event
signs, signs oriented to the interior of sports fields, government signs, or instructional signs.
(7) “Building-mounted signs” means any sign attached to the facade or face of a building or mansard roof including
without limitation wall signs, marquee signs, under-canopy signs and projecting signs.
(8) “Cabinet sign” means a sign constructed of a box, rigid material, or framework over or within which is secured the
sign copy, text, graphics, or other sign elements. Cabinet signs may have either interior or exterior illumination.
Figure 2 – Cabinet Sign
(9) “Canopy sign” means the same as “awning sign.”
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(10) “Center identification sign” means a building-mounted or freestanding sign that identifies the name and/or logo
of a development con-taining more than one office, retail, institutional or industrial use or tenant and which may
separately identify the tenants.
(11) “Changeable copy sign” means a sign whose informational content can be changed or altered (without changing
or altering the sign frame, sign supports or electrical parts) by manual or electric, electro-mechanical, or electronic
means. A sign on which the message changes more than eight times a day shall be considered an electronic
changeable message sign and not a changeable copy sign for purposes of this chapter. A sign on which the
changing is an electronic or mechanical indication of time and/or temperature shall be considered a time and
temperature sign and not a changeable copy sign.
(12) “Construction sign” means a temporary sign identifying an architect, contractor, subcontractor, and/or material
supplier participating in construction on the property on which the sign is located. Construction signs also include
“Coming Soon” and “Open During Construction” signs.
(13) “Directional sign, on-site” means a sign giving directions, instructions, or facility information and which may
contain the name or logo of an establishment but no advertising copy (e.g., parking, exit or entrance signs).
(14) “Electrical sign” means a sign or sign structure in which electrical wiring, connections, or fixtures are used.
(15) “Electronic changeable message sign” means an electronically activated sign whose message content, either
whole or in part, may be changed by means of electronic programming.
(16) “Flashing sign” means a sign when any portion of it changes light intensity, switches on and off in a constant
pattern, or contains moving parts or the optical illusion of motion caused by use of electrical energy or illumination.
(17) “Freestanding sign” means a sign supported permanently upon the ground by poles, pylons, braces or a solid
base and not attached to any building. Freestanding signs include those signs otherwise known as “pedestal signs,”
“pole signs,” “pylon signs,” and “monument signs.”
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Figure 3 – Freestanding Sign
(18) “Fuel price sign” means a sign displaying the price of fuel for motorized vehicles.
(19) “Ground-mounted sign” means a pedestal sign, pole sign, pylon sign, monument sign, or any sign permanently
affixed to the ground.
(20) “Government sign” means any temporary or permanent sign erected and maintained by any city, public utility,
county, state, or federal government for designation of or direction to any school, hospital, hospital site, property, or
facility, including without limitation traffic signs, directional signs, warning signs, informational signs, and signs
displaying a public service message.
(21) “Iconic sign” means a sign containing exclusively commercial messages that, through design and artistic
expression unrelated to its message, is culturally significant to the region or community, and will serve a
placemaking function either upon completion or with the passage of time.
(22) “Instructional sign” means a sign which designates public information including, without limitation, public
restroom signs, public telephone signs, exit signs and hours of operation signs.
(23) “Integral sign” means a sign displaying a building date, monument citation, commemorative inscription, or
similar historic information.
(24) “Kiosk” means a freestanding sign, which may have a round shape or which may have two or more faces and
which is used to provide directions, advertising or general information.
(25) “Marquee sign” means any sign attached to or supported by a marquee, which is a permanent roof-like
projecting structure attached to a building.
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(26) “Menu board” means a permanently mounted sign advertising the bill of fare for a drive-in or drive-through
restaurant.
(27) “Monument sign” means a freestanding sign supported permanently upon the ground by a solid base of
landscape construction materials such as brick, stucco, stonework, textured wood, tile or textured concrete materials
harmonious with the materials of the primary structure on the subject property. (See drawing set forth in
FWRC 19.140.170(3)(b), Figure 3.)
(28) “Identification sign” means a sign whose copy is limited to the name and address of a building, institution, or
person and/or to the activity or occupation being identified.
(29) “Identification sign (subdivision)” means a freestanding or wall sign identifying a recognized subdivision,
condominium complex, or residential development.
(30) “Illuminated sign” means a sign with an artificial light source incorporated internally or externally for the
purpose of illuminating the sign.
(31) “Incidental sign” means a small sign, emblem, or decal informing the public of goods, facilities, or services
available on the premises (e.g., a credit card sign or a sign indicating hours of business).
(32) “Nameplate” means a nonelectric, on-premises identification sign giving only the name, address, and/or
occupation of an occupant or group of occupants of the building.
(33) “Neon (outline tubing) sign” means a sign consisting of glass tubing, filled with neon gas, or other similar gas,
which glows when electric current is sent through it.
(34) “Nonconforming sign” means any sign which was legally in existence on the effective date of this Code, February
28, 1990, or on the effective date of annexation if located in areas annexed to the city thereafter, but which does not
comply with this title or any other sections of this Code.
(35) “Obsolete sign” means a sign that advertises a product that is no longer made, a business that is no longer in
operation, or an activity or event that has already occurred, except for historical signs.
(36) “Off-site sign” means a sign relating, through its message and content, to a business activity, use, product, or
service not available on the subject property on which the sign is located.
(37) “On-site sign” means a sign which contains only advertising strictly applicable to a lawful use of the subject
property on which the sign is located, including without limitation signs indicating the business transacted, principal
services rendered, and goods sold or produced on the subject property, or name of the business and name of the
person occupying the subject property.
(38) “Pedestal sign” means a freestanding sign supported permanently upon the ground by a solid base of landscape
construction materials such as brick, stucco, stonework, textured wood, tile or textured concrete materials
harmonious with the materials of the primary structure on the subject property. Such base shall be equal to at least
50 percent of the sign width. (See drawing set forth in FWRC 19.140.170(3)(a), Figure 1.)
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(39) “Point of purchase display or sign” means an advertisement for an item accompanying its display indicating only
instructions and the contents or purpose of the item (e.g., an advertisement on a product dispenser, tire display,
recycling containers, collection containers, gas pumps, phone booths, etc.).
(40) “Pole or pylon signs” means freestanding signs supported permanently upon the ground by poles or braces of
materials such as brick, stucco, stonework, textured wood, tile or textured concrete materials harmonious with the
materials of the primary structure on the subject property and not attached to any building. (See drawing set forth in
FWRC 19.140.170(3)(a), Figure 2.)
(41) “Political signs” means temporary signs advertising a candidate or candidates for public elective office, or a
political party, or signs urging a particular vote on a public issue decided by ballot in connection with local, state, or
national election or referendum.
(42) “Portable sign” means any sign designed to be moved easily and not permanently affixed to the ground or to a
structure or building. Portable signs differ from temporary signs in that portable signs are made of durable materials
such as metal, wood, or plastic.
(43) “Pre-opening sign” means a temporary sign which identifies a new business moving into a new tenant space or
building. The sign must include the name of the business and copy stating the business will open soon (e.g.,
“Coming Soon...,” “Opening Soon...,” etc.).
(44) “Private advertising sign” means a temporary sign announcing an event, use or condition of personal concern to
the sign user including without limitation “garage sale” or “lost animal” signs.
(45) “Private notice sign” means a sign announcing a restriction or warning regarding the subject property, such as,
but not limited to, “no trespassing” or “beware of dog.”
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(46) “Projecting sign” means a sign, other than a flat wall sign, which is attached to and projects from a building wall
or other structure not specifically designed to support the sign.
Figure 4 – Projecting Sign
(47) “Real estate, on-site sign” means a sign placed on the subject property and announcing the sale or rental of the
subject property.
(48) “Roof sign” means any sign erected, constructed, or placed upon, over, or extended above any portion of the
roof of a building or structure, excluding signs affixed to the vertical face of a mansard or gambrel style roof, in
which case a roof sign is any sign erected, constructed, or placed upon, over, or extended above the lowest vertical
section of a mansard or gambrel roof.
(49) “Snipe sign” means a temporary sign or poster posted on trees, fences, light posts or utility poles, except those
posted by a government or public utility.
(50) “Temporary sign” means a sign not constructed or intended for long-term use.
(51) “Tenant directory sign” means a sign for listing the tenants or occupants and then suite numbers of a building or
center.
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(52) “Time and temperature sign” means any sign that displays the current time and temperature, without any
commercial message.
(53) “Under-canopy sign” means any sign intended generally to attract pedestrian traffic suspended beneath a
canopy or marquee which is at a 90-degree right angle to the adjacent exposed building face and which contains no
commercial messages other than the name of the business.
(54) “Vehicle sign” means a sign temporarily affixed or attached to a parked vehicle for the purpose of advertising a
product or service, or providing directions to such products or services.
(55) “Wall sign” means either a sign applied with paint or similar substance on the surface of a wall or a sign
attached essentially parallel to and extending not more than 24 inches from the wall of a building with no copy on
the side or edges.
(56) “Warning sign” means any sign which is intended to warn persons of prohibited activities such as “no
trespassing,” “no hunting,” and “no dumping.”
(57) “Window sign” means all signs affixed to a window and intended to be viewed from the exterior of the structure.
“Sign area” means the entire area of a sign on which colors, words, letters, numbers, symbols, graphics, graphic
design, figures, logos, trademarks and/or written copy is to be placed, excluding sign structure, architectural
embellishments and framework. Sign area is calculated by measuring the perimeter enclosing the extreme limits of
the module or sign face containing the graphics, letters, figures, symbols, trademarks, and/or written copy; except
that sign area is calculated for individual letters, numbers, or symbols using a canopy, awning or wall as the
background, without added decoration or change in the canopy, awning or wall color, by measuring the perimeter
enclosing each letter, number, or symbol and totaling the square footage of these perimeters.
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Figure 5 – Calculating Sign Area
“Sign face” means the area of a sign on which the colors, words, letters, numbers, symbols, graphics, graphic design,
figures, logos, trademark and/or written copy is placed.
“Sign inventory sticker” means the sticker that is assigned to any sign after it has been inventoried and determined to
be a legal nonconforming sign.
“Sign inventory sticker number” means the inventory number that is assigned to a sign after it has been inventoried
and determined to be a legal nonconforming sign.
“Sign registration” means the approval issued to any sign that has an approved sign permit and that has passed all
inspections required by the city, or is in conformance with this Code after an analysis conducted as part of a sign
inventory.
“Silt” or “sediment” means the soils or rock fragments mobilized and deposited by erosion, which are transported by,
suspended in, or deposited by water.
“Single-use building” means a building which contains one use.
“Site” means subject property.
“Small animals” means dogs, cats, birds, small exotic animals (snakes, gerbils, mice, guinea pigs, etc.), foxes, bobcats
and similar small wild animals.
“Spa” means a commercial establishment offering health, relaxation, and beauty treatment primarily through such
means as steam baths, baths, saunas, pools, and massage. See also “public bathhouse” in FWRC Title 12.
“Specified anatomical areas” shall mean the following:
(1) Less than completely and opaquely covered human genitals, anus, pubic region, buttock or female breast below
a point immediately above the top of the areola; or
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(2) Human male genitals in a discernibly turgid state, even if completely and opaquely covered.
“Specified sexual activities” shall mean any of the following:
(1) Human genitals in a state of sexual stimulation or arousal;
(2) Acts of human masturbation, sexual intercourse, sodomy, oral copulation, or bestiality; or
(3) Fondling or other erotic touching of human genitals, pubic region, buttocks, or female breasts, whether or not
clothed, of oneself or of one person by another; or
(4) Excretory functions as part of or in connection with any of the activities set forth in this definition.
“State Environmental Policy Act” means Chapter 43.21C RCW.
“Storm drainage” means the movement of water, due to precipitation, either surficially or subsurficially.
“Story” means the area of a structure between the floor and the horizontal supporting members of the ceiling
directly above that floor. If a floor is, on average, at least three feet below finished grade, the area between that floor
and the ceiling directly above is not a story.
“Stream” means a course or route, formed by nature, including those which have been modified by humans, and
generally consisting of a channel with a bed, banks or sides throughout substantially all its length, along which
surface waters naturally and normally flow in draining from higher to lower elevations. A stream need not contain
water year-round. In a development, streams may run in culverts or may be channeled in a concrete, rock or other
artificial conveyance system. This definition does not include irrigation ditches, stormwater facilities or other artificial
watercourses unless they are used by resident or anadromous salmonid fish, or the feature was constructed to
convey a natural stream which existed prior to construction of the watercourse. Those topographic features that
resemble streams but have no defined channels shall be considered streams when hydrologic and hydraulic analyses
done pursuant to a development proposal predict formation of a defined channel after development. For the
purpose of defining the following categories of streams, “normal rainfall” is rainfall that is at or near the mean of the
accumulated annual rainfall record, based upon the current water year for King County as recorded at the Seattle-
Tacoma International Airport.
(1) Streams shall be classified according to the following criteria:
(a) Type F streams are those streams that are used by fish or have the potential to support fish.
(b) Type Np streams are those streams that are perennial during a year of normal rainfall and do not have the
potential to be used by fish. Type Np streams include the intermittent dry portions of the perennial channel
below the uppermost point of perennial flow. If the uppermost point of perennial flow cannot be identified
with simple, nontechnical observations, then the point of perennial flow should be determined using the best
professional judgment of a qualified professional.
(c) Type Ns streams are those streams that are seasonal or ephemeral during a year of normal rainfall and do
not have the potential to be used by fish.
(2) For the purposes of this definition, “used by fish” and “potential to support fish” are presumed for:
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(a) Streams where naturally reoccurring use by fish has been documented by a government agency; or
(b) Streams that are fish passable, as determined by a qualified professional based on review of stream flow,
gradient and natural barriers, and criteria for fish passability established by the Washington Department of
Fish and Wildlife.
(3) Ditches are excluded from regulation as streams, unless they are used by fish. Ditches are artificial drainage
features created in uplands through purposeful human action, such as irrigation and drainage ditches, grass-lined
swales, and canals. Purposeful creation must be demonstrated through documentation, photographs, statements
and/or other evidence.
“Streambank stabilization” means treatments used to stabilize and protect banks of streams from erosion.
“Street” means both a public right-of-way and a vehicular access easement or tract.
“Street providing direct vehicle access” means the street from which a vehicle can enter the subject property without
traversing another street or piece of property. In the case of a multi-use complex, the street providing direct
vehicular access is the exterior street that borders the complex and not an internal street surrounded by the
complex.
“Streetscape” means the visual character and quality of a street as determined by various elements located between
the street and building facades, such as trees and other landscaping, street furniture, artwork, transit stops, and the
architectural quality of street-facing building facades.
“Streetscape amenities” means pedestrian-oriented features and furnishings within the streetscape, such as bench
seats or sitting walls, weather protection, water features, art, transit stops with seating, architectural facade
treatments, garden space associated with residences, pedestrian-scale lighting, landscaping that does not block
views from the street or adjacent buildings, special paving, kiosks, trellises, trash receptacles, and bike racks.
“Structural alteration” means any change in the supporting member of a building or structure.
“Structure” means a combination or arrangement of material for use, occupancy, or ornamentation, whether installed
on, above, or below the surface of land or water.
“Structured parking” means parking provided on more than one level and within a structure, either above or below
grade. Structured parking shall not include a surface parking lot.
“Subject property” means the entire lot or parcel, or series of lots or parcels, on which a development, activity, or use
exists or will occur, or on which any activity or condition subject to development regulations exists or will occur.
“Support structure” means any built structure, including any guy wires and anchors, to which an antenna and other
necessary associated hardware is mounted. Support structures may include the following:
(1) Lattice tower. A support structure which consists of a network of crossed metal braces, forming a tower which is
usually triangular or square in cross-section.
(2) Guy tower. A support structure such as a pole or narrow metal framework which is held erect by the use of guy
wires and anchors.
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(3) Monopole. A support structure which consists of a single steel or wood pole sunk into the ground and/or
attached to a concrete pad.
(4) Existing nonresidential structure. Existing structures to which a PWSF may be attached with certain conditions.
“Surface parking lot” means an off-street, ground level open area, usually improved, for the temporary storage of
motor vehicles.
(Ord. No. 23-951, § 3, 3-7-23; Ord. No. 22-932, § 10, 5-3-22; Ord. No. 21-921, § 5, 10-19-21; Ord. No. 20-898, § 10, 10-20-20; Ord. No.
15-797, § 10, 6-16-15; Ord. No. 14-778, § 6, 11-18-14; Ord. No. 12-713, § 3, 1-17-12; Ord. No. 09-610, § 3(Exh. A), 4-7-09; Ord. No. 09-
605, § 3(Exh. A), 3-3-09; Ord. No. 09-593, § 24, 1-6-09; Ord. No. 08-585, § 3(Exh. A), 11-4-08. Code 2001 § 22-1.19.)
19.275.020 Categories.
“Temporary uses” means all uses of a short-term nature or fixed duration, which do not require
permanent construction and which are approved with a specific time limit.
The following categories of temporary uses are established:
(1) Class I temporary uses are temporary uses, such as seasonal retail sales of agricultural or
horticultural products such as vegetable, fruit or flower stands; farmers’ markets; community festivals,
circuses, carnivals, fairs, concerts or similar transient amusement, cultural, or recreational activities;
fundraising events; outdoor sales, swap meets; temporary stands for the sale of items such as food,
toys, jewelry, goods, art and crafts, and firewood; and similar uses of a temporary or transitory nature
or fixed duration as determined by the director.
(2) Class II temporary uses are temporary uses that involve critical and essential human services of a
nonprofit social services nature, including food banks and/or clothing banks, but not including
homeless shelters, when the director determines that the conditions prompting such proposal are of a
critical and temporary nature.
(3) Class III temporary uses includeare severe weather and disaster shelters, and emergency
housing and shelter that is operated as a result of inclement weather, natural disaster, or similar
event.
(Ord. No. 23-952, § 4, 3-7-23; Ord. No. 12-716, § 3, 2-21-12; Ord. No. 09-593, § 29, 1-6-09; Ord. No.
97-291, § 3, 4-1-97; Ord. No. 94-209, § 3, 3-15-94. Code 2001 § 22-547)
19.275.030 Zoning compliance.
(1) Class I temporary uses shall only be allowed in zoning districts where the use is authorized as a
permanent use pursuant to the zoning charts of Chapter 19.195 through 19.240 FWRC, except as
noted below.
(a) Churches, schools, and public agencies may conduct temporary uses in residential zones
subject to the time limits specified in FWRC 19.275.050.
(b) Special event temporary uses such as farmers’ markets, fairs, festivals, and similar
community-oriented uses may be allowed in any nonresidential zone at the discretion of the
director.
(2) Class II temporary uses are allowed in any nonresidential zone.
(3) Class III temporary uses are allowed in all zones.
(Ord. No. 12-716, § 3, 2-21-12.)
19.275.040 Types of temporary uses, process, application requirements, and exceptions.
(1) Class I temporary use.
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(a) An application for a Class I temporary use shall be processed as a use process I applicatio n
and can be approved if found consistent with the performance standards of FWRC 19.275.060.
The director shall issue a written determination approving, conditionally approving, or denying
the temporary use; provided that the director may require an application to be decided under
process III as provided in subsection (2) of this section, when it is determined that the degree
and scope of potential impacts of the temporary use proposal warrant such review.
(b) All applications for a Class I temporary use permit shall be submitted at least 30 days prior to
the requested date of commencement of the temporary use and shall include:
(i) A completed master land use application for a temporary use on the form provided by the
community and economic development department, along with all required signatures and
temporary use information listed in that form, including signed consent from the property
owner;
(ii) Required fees; and
(iii) Such information as is necessary for the director to evaluate the temporary use pursuant
to FWRC 19.275.060.
(c) Exceptions.
(i) Any Class I temporary use that is required to obtain a temporary business registration
pursuant to Chapter 12.25 FWRC shall not be required to obtain a Class I temporary use
permit pursuant to this chapter, but shall be required to comply with the substantive
provisions of this chapter including the zoning compliance of FWRC 19.275.030.
(ii) The following temporary businesses or activities, if generally consistent with their
surroundings, shall not be required to obtain a temporary use permit:
(A) Residential garage or yard sales of typical size and duration;
(B) Merchandise and food sales by scouts, guides and similar nonprofit organizations;
(C) Typical residential-based lemonade and similar stands;
(D) Charitable car washes; and
(E) Temporary uses/activities of a similar nature as determined by the director.
(iii) Parking lot sales that are ancillary or directly related to a permitted use, that operate
less than 12 consecutive or nonconsecutive days within a 180-day period, and which do not
create parking or traffic impacts shall not be required to obtain a Class I temporary use
permit.
(2) Class II temporary use.
(a) All applications for a Class II temporary use shall be reviewed and decided upon using this
section and process III.
(b) All applications for a Class II temporary use permit shall include:
(i) A completed master land use application on the form provided by the community and
economic development department, along with all required signatures and information listed
on that form;
(ii) Required fees; and
(iii) Such information necessary for the director to evaluate the use pursuant to
FWRC 19.275.060.
(3) Class III temporary use.
(a) All applications for a Class III temporary use shall be reviewed and decided upon using this
section and shall be decided by the director with a written decision.
(b) All applications for a Class III temporary use permit shall include:
(i) A completed master land use application on the form provided by the community and
economic development department, along with all required signatures and information listed
on that form;
(ii) Required fees; and
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(iii) Such information necessary for the director to evaluate the use pursuant to
FWRC 19.275.060.
(Ord. No. 12-716, § 3, 2-21-12; Ord. No. 09-594, § 150, 1-6-09; Ord. No. 94-209, § 3, 3-15-94; Ord.
No. 90-43, § 2(127.10), 2-27-90. Code 2001 § 22-548. Formerly 19.275.030)
Cross reference: Permits and certificates of occupancy, Chapter 19.20 FWRC.
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4) 19.05.060, and/or 19.115, and/or other ‘Facade’ clarifications
Draft Proposed Text Amendment: Additional code amendments, in addition to that shown below, may be
drafted to fully address issues in the stated purpose above.
19.05.060 F definitions.
“Facade” means the entireall building front faces, including the parapet..
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5) 19.05.010 & .060 – Clarify regulation of fences and similar structures, particularly
for vacant lots
Draft Proposed Text Amendment:
19.05.010 A definitions
“Arbor, pergola, and trellises” are outdoor garden/landscape features providing shade, screening, or
opportunities for outdoor seating. These features are accessory structures to a permitted principal
use on a property.
19.05.060 F definitions.
“Fence” means a manmade barrier or wall constructed for the purpose of enclosing space or
separating parcels of land. A fence is an accessory structure to a permitted principal use on a
property.
FWRC 19.125.115 Fences Accessory.
Fences, arbors, pergolas, trellises, and similar structures are only permitted as accessory structures or uses.
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6) 19.05.160 – Clarify applicability of ‘façade’ regulations and ‘front’ property line
designations
Draft Proposed Text Amendment:
“Primary vehicular access” means the street, vehicular access easement, or private tract from which the
majority of vehicles enter the subject property.
“Property line” means those lines enclosing the subject property and those lines defining a recorded vehicular
access easement or tract. The following are categories of property lines:
(1) The front property line is theany property line that is adjacent to a the primary vehicular access. If the
subject property is adjacent to more than one primary vehicular access, the applicant shall designate which of
the adjacent property lines is the front property line and Tthe remainder of such adjacent property lines will be
considered as either a rear property line or side property line, based on the definition in this section, except the
property line adjacent to an arterial or primary collector shall not be designated as a primary vehicular access
unless those are the only streets providing access to a property.
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7) 19.05.210 – Update “Use” definition to expand reference to full use chart sections
Draft Proposed Text Amendment:
19.05.210 U definitions.
“Urban agriculture” is an umbrella term encompassing a wide range of activities involving the raising,
cultivation, processing, marketing, and distribution of food. Urban agriculture land uses include: community
gardens, urban farms, cottage food operations, farm stands, and farmers markets. See also the definitions for
“agricultural use,” “community gardens,” “cottage food operation,” “farm stand,” and “farmers market.”
“Urban farm” means privately or publicly owned land used for the cultivation of fruits, vegetables, plants,
flowers, or herbs by an individual, organization, or business with the primary purpose of growing food for sale.
“Use” means the activities taking place on property or within structures thereon. Each separate listing under
the “Use Regulations” column in FWRC 19.195.010 through 19.240.170zoning use chartsthe use zone charts
in Title 19, FWRC, is a separate use.
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8) 19.15.030 – Clarify and increase consistency of review processes for
improvements to developed sites
Draft Proposed Text Amendment:
19.15.030 Review processes for improvements and additions to developed sites.
Improvements and/or additions to existing developed sites, except critical area intrusions as regulated by
Division V of this title, shall be subject to land use review processes as follows:
(1) Minor improvements, modifications and additions. Minor improvements, modifications and additions to a
site such as parking lot and landscape area modifications and improvements, and/or additions to an existing
developed site that are exempt from SEPA shall be processed using process I, provided the improvements
and/or additions do not exceed either of the following thresholds:
(a) Twenty-five percent of the gross floor area of the existing use; or
(b) Two thousand square feet of new gross floor area.
(2) Substantial improvements. Improvements and/or additions to an existing developed site that are exempt
from SEPA and exceed the thresholds in subsection (1) of this section, but do not exceed 100 percent of the
square footage of the gross floor area of the existing use, shall be reviewed using process II. Substantial
improvements to a site for a use which requires process III or IV review shall be reviewed pursuant to the use
process indicated on the applicable use zone chart.
(3) Major improvements. Improvements and/or additions to an existing developed site that are not exempt
from SEPA and/or exceed 100 percent of the gross floor area of the existing use shall be processed under
process III, unless process IV is indicated by the applicable use zone chart in which case process IV shall be
used.
(434) Where an improvement/additionImprovements and/or additions to an existing developed site that houses
a new and different use, or exceeds 100% of the gross floor area of the existing use, is added to an existing
developed site, the new improvement/addition shall be processed under the use process indicated by the
applicable use zone chart.
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9) 19.55.040, 19.60.070, & 19.75.150– Add valuation statement to use process
notices
Draft Proposed Text Amendment:
19.55.040 Director’s administrative decision and notice.
(1) The director shall, mail in a timely manner, provide a written copy of his or her decision electronically or by
mail to the applicant, any person who submitted comments on the application, and any person who requested
a copy. No other notice is required.
(2) A statement that affected property owners may request a change in valuation for property tax purposes
notwithstanding any program of revaluation shall be included in the decision.
19.60.070 Authority – Director’s decision – Notice.
(1) Site plan review conducted under this chapter will form the basis of any modifications to any permits or
approvals issued by the city for the proposal. In this regard, the person or persons conducting the site plan
review is hereby authorized to require modifications to the proposal consistent with the criteria contained in
FWRC 19.60.040 and any administrative guidelines adopted under FWRC 19.60.060.
(2) The director shall integrate his or her decision and findings for site plan and community design guideline
review into a single decision. A copy of the written decision shall be mailed provided electronically or by mail to
the applicant, any person who submitted written comments, or any person who specifically requested a copy of
the director’s decision. No other notice is required.
(3) A statement that affected property owners may request a change in valuation for property tax purposes
notwithstanding any program of revaluation shall be included in the decision.
19.75.150 Notice of final decision.
(1) General. Following the final decision by the city council, the director shall prepare a notice of the city’s final
decision on the application.
(2) A statement that affected property owners may request a change in valuation for property tax purposes
notwithstanding any program of revaluation shall be included in the decision.
(32) Distribution. After the city council’s decision is made, the director shall distribute a copy of the notice of the
final decision as follows:
(a) A copy will be mailed provided electronically or by mail to the applicant.
(b) A copy will be mailed provided electronically or by mail to any person who submitted written or oral
comments to the hearing examiner.
(c) A copy will be mailed provided electronically or by mail to each person who has specifically requested
it.
(d) A copy will be mailed provided electronically or by mail to the King County assessor.
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10) 19.65.070 and 19.70.060 - Clarify UPIII and UPIV notice board requirements
Draft Proposed Text Amendment:
19.65.070 Notice.
(2) Distribution. Within 14 calendar days of issuing the letter of completeness, the director shall distribute this
notice of application as follows:
(a) A copy of the notice of application will be published in the official daily newspaper of the city.
(b) The applicant shall erect at least one public notification sign which complies with standards developed
by the department of community development services. This sign shall be located on or near the subject
property facing the right-of-way or vehicle access easement or tract providing direct vehicularle access to
the subject property. The director of community development services may require the placement of
additional public notice signs on or near the subject property if they determine that this is appropriate
toadditional signs are needed to provide appropriate notice to the public. The notice of application will be
conspicuously posted on or near the subject property. At least one will be posted on or adjacent to every
public right-of-way providing primary vehicular access to any property that abuts the subject property.
(c) A copy of the notice will be posted on the city website.
(d) For projects under this chapter which are located within, or are 300 feet from, property zoned SE
(suburban estates), RS (single-family residential), or RM (multifamily), a copy of the notice will be mailed
to the persons receiving the property tax statements for all property within 300 feet of each boundary of
the subject property.
19.70.060 Notice.
(2) Distribution. The director of community development shall distribute these notices as follows:
(a) Notice of application. Within 14 calendar days of issuing the letter of completeness, the director shall
distribute the notice of application as follows:
(i) A copy of the notice of application will be published in a newspaper of general circulation in the
city;
(ii) The applicant shall erect at least one public notification sign which complies with standards
developed by the department of community development services. This sign shall be located on or
near the subject property facing the right-of-way or vehicle access easement or tract providing direct
vehicularle access to the subject property. The director of community development services may
require the placement of additional public notice signs on or near the subject property if they
determine that this is appropriateadditional signs are needed to provide appropriate notice to the
public.At least three copies of the notice of application will be conspicuously posted on or near the
subject property. Of these, at least one will be posted on or adjacent to every public right -of-way
providing primary vehicular access to any property that abuts the subject property;
(iii) A copy of the notice will be posted on the city website;
(iv) A copy will be mailed to the persons receiving the property tax statements for all property within
300 feet of each boundary of the subject property.
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11) 19.110.010 – Strengthen inclusionary housing characteristics
Draft Proposed Text Amendment:
19.110.010 Affordable housing regulations.
(1) Purpose. To provide affordable housing to the citizens of Federal Way and to comply with the Growth
Management Act and the county-wide planning policies for King County.
(2) Affordable housing defined. “Owner-occupied affordable housing” means dwelling units that are offered for
sale at a rate that is affordable to those individuals and families having incomes that are 80 percent or below
the area median income (AMI). “Rental affordable housing” means dwelling units that are offered for rent at a
rate that is affordable to those individuals and families having incomes that are 50 percent or below the area
median income (AMI).
(3) Multiple-family developments; senior citizen housing; assisted living facilities; townhouse development;
zero-lot line townhouse development; mixed-use projects; and cottage housing in multifamily zones. New
projects involving 25 dwelling units or more are required to provide affordable dwelling units as part of the
project. At least two dwelling units, or four percent of the total number of proposed units rounded down to the
nearest whole number, whichever is greater, shall be affordable. Projects including affordable dwelling units
may exceed the maximum allowed number of dwelling units as follows:
(a) One bonus market rate unit for each affordable unit included in the project; up to 10 percent above
the maximum number of dwelling units allowed in the underlying zoning district.
Affordable dwelling units required under the provisions of this subsection in the BC, CC-F, and CC-C zones
shall be exempt from parking space requirements.
(4) Single-family developments. New single-family developments in the RS-35, RS-15, RS-9.6, and RS-7.2
zoning districts have the option of providing affordable dwelling units as part of the project. Projects including
affordable dwelling units may reduce minimum lot size as follows:
(a) Those lots in a new single-family conventional subdivision or short subdivision which are proposed to
contain affordable dwelling units may be reduced in area by up to 20 percent of the minimum lot size of
the underlying zoning district; provided, that the overall number of dwelling units in the subdivision may
not exceed 10 percent of the maximum number of units allowed in the underlying zoning district.
(5) Duration. An agreement in a form approved by the city must be recorded with King County department of
elections and records requiring affordable dwelling units which are provided under the provisions of this section
to remain as affordable housing for a minimum of 50 years. This agreement shall be a covenant running with
the land, binding on the assigns, heirs and successors of the applicant.
(6) Unit characteristics. Where a development utilizes or is subject to the requirements of this section,
and the development will also provide market rate housing, the low-income housing units shall be
provided in a range of sizes comparable to those units that are available to other residents. To the
extent practicable, the number of bedrooms in low-income units must be in the same proportion as
the number of bedrooms in units within the entire development. The low-income units shall generally
be distributed throughout the development and have substantially the same functionality as the other
units in the development.Affordable units shall be provided in a range of sizes comparable to those
units that are available to other residents. To the extent practicable, the number of bedrooms in low-
income units must be in the same proportion as the number of bedrooms in units within the entire
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development. The low-income units shall generally be distributed throughout the development and
have substantially the same functionality as the other units in the development
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12) 19.115.120 & 18.55.040 – Move Title 19 cluster design standards to Title 18
Draft Proposed Text Amendment:
19.115.120 Design for cluster residential subdivision lots.
(1) Garages shall be provided for all residential lots except if the lot is in a multifamily zone.
(2) Front entryways should be the prominent feature of the home. Attached garages should not compose more
than 40 percent of the front facade of the single-family home if the garage doors are flush with the front facade,
or will be set back a minimum of five feet from the rest of the front facade. Detached garages should also be
set back a minimum of five feet from the facade.
(3) If garage access is provided from alleys, the front yard setback can be reduced to 15 feet.
(4) Each dwelling unit shall be intended for owner occupancy.
18.55.040 Cluster subdivision.
(1) Purpose. The term “cluster subdivision” applies to both long and short subdivisions. The purpose of cluster
subdivisions is to provide design flexibility, sensitivity to the surrounding environment, and innovation
consistent with the site and the comprehensive plan; promote compatibility with housing on adjacent properties
through lot size and design; promote affordable housing; promote reduction of impervious surface; promote
usable open space; and promote the retention of native vegetation.
(2) Standards.
(a) The gross land area available for cluster subdivisions must be a minimum of two acres.
(b) Lots created in a cluster subdivision may be reduced in size below the minimum required in FWRC
Title 19, up to one-half of the size of the underlying zoning requirement, but in no case smaller than
5,000 square feet per lot; provided, that minimum setback requirements are met. This provision cannot
be used together with FWRC 19.110.010(4)(a) (affordable housing bonus).
(c) When the cluster subdivision abuts a single-family zoned neighborhood, the lots in the proposed
development immediately adjacent shall be no less than the neighboring lot size, or the underlying
zoning minimum lot size minus 10 percent, whichever is smaller.
(d) Refer to FWRC 19.120.110 for additional development standards for sites with slopes of 15 percent or
greater.
(e) Open space.
(i) Open space created through cluster subdivisions shall be protected from further subdivision or
development by covenants filed and recorded with the final plat of the subdivision.
(ii) Any subdivision created by this section must provide all open space on site.
(iii) The subdivision shall provide at least 150 square feet of usable open space on site per
residential unit. At least 50 percent of usable open space per unit shall be active open space.
(iv) All usable open space must be readily identifiable from streets within the development, easily
accessible by the residents, and have points of access centrally located within the development.
(f) Cluster subdivisions can be constructed with zero lot lines under the following conditions:
(i) No more than two units shall share a common wall.
(ii) Zero lot line cannot occur in zones of RS 9.6 or greater.
(iii) Each dwelling unit shall be built to respect privacy of abutting homes.
(iv) Zero lot line development cannot exceed 10 percent of the lots proposed unless it is in a
multifamily zone.
(v) Each unit shall be intended for owner occupancy.
(g) Garages shall be provided for all residential lots except if the lot is in a multifamily zone.
(h) Front entryways should be the prominent feature of the home. Attached garages should not compose
more than 40 percent of the front facade of the single-family home if the garage doors are flush with the
front facade, or will be set back a minimum of five feet from the rest of the front facade. Detached
garages should also be set back a minimum of five feet from the facade.
(i) If garage access is provided from alleys, the front yard setback can be reduced to 15 feet.
(j) Each dwelling unit shall be intended for owner occupancy.
(3) Approval criteria. The innovative or beneficial overall quality of the proposed development shall be
demonstrated by the following criteria:
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(a) The subdivision provides innovative development, otherwise not allowed, but which promotes the
goals of the comprehensive plan for architectural compatibility with single-family housing on adjacent
properties.
(b) The subdivision provides the required open space.
(c) Native trees are retained in accordance with FWRC 19.120.130 et seq.
(d) Cluster lots immediately adjacent to existing neighborhoods have incorporated design elements
through lot size and architecture to be compatible as approved by the community development director.
(e) The cluster subdivision will not result in destruction or damage to natural, scenic, or historic features.
(f) Each dwelling unit shall meet the design standards in the FWRC community design guidelines for
cluster subdivisions.
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13) 19.120.030 and .050 – Delete certain references to ‘article’ when they should
be ‘chapter’
Draft Proposed Text Amendment:
19.120.030 Exemptions.
Nothing in this section shall be interpreted to allow clearing, grading, and/or the removal of trees or other
vegetation within sensitive areas or sensitive area buffers where prohibited under FWRC Title 19, Division IV, critical
areas, or in designated native growth protection areas. Clearing and grading activities are also subject to review
under Appendix J of the International Building Code.
The following actions shall be exempt from the provisions of this chapterarticle:
(1) Digging and filling for cemetery graves.
(2) Clearing and grading in a right-of-way authorized in writing by the director of the department of public works for
pothole and square cut patching; overlaying existing asphalt or concrete pavement with asphalt or concrete without
expanding the area of coverage; shoulder grading; reshaping/regrading drainage systems; crack sealing; resurfacing
with in-kind material without expanding the road prism; and vegetation maintenance.
(3) Mining, quarrying, excavating, processing, stockpiling of rock, sand, gravel, aggregate, or clay where a permit has
been issued by the State Department of Natural Resources.
(4) Exploratory excavations under the direction of a professional engineer licensed in the state; provided, that the
extent of the clearing and grading does not exceed the minimum necessary to obtain the desired information.
(5) Normal maintenance and repair of the facilities of a common carrier by rail in interstate commerce within its
existing right-of-way.
(6) Excavations for utility service connections to serve existing and/or new structures and that is outside any area
that is within the jurisdiction of Chapter 19.145 FWRC.
(7) Actions which must be undertaken immediately, or within a time too short to allow for compliance with the
requirements of this chapterarticle, to avoid an imminent threat to public health or safety; to prevent an imminent
danger to public or private property; or to prevent an imminent threat of serious environmental degradation. This
determination will be made by the director.
19.120.050 Modifications.
(1) Purpose. The purpose of this section is to provide a process for requesting modification from the general
standards specified in this chapterarticle. The director shall have the authority, consistent with the criteria provided
herein, to modify specific requirements, or impose additional requirements in unique or special circumstances to
assure the fulfillment of the stated purposes of this article. The applicant must demonstrate one or more of the
following in order to obtain approval of a modification request:
(a) There are no feasible and reasonable alternatives to the clearing, grading or tree/vegetation removal
activity being proposed;
(b) The proposed modification will result in the same or less impacts than meeting the standards;
(c) The proposed modification will meet or exceed the intent of this article;
(d) Meeting the standards would create an unacceptable risk to health or safety.
(2) Modification submittal requirements. A request for modification shall:
(a) Be submitted in the same form and according to the same terms as the required clearing and grading
and/or tree and vegetation retention plan documents of this article and subject to the same enforcement
requirements;
(b) Be clearly labeled as “Clearing and Grading, and/or Tree and Vegetation Retention Modification Plan”; and
(c) Clearly delineate and identify the deviations requested from the provisions of this chapterarticle.
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14) 19.120.110(4) clarify clearing/grading requirements for 15% slopes
Draft Proposed Text Amendment:
19.120.110 Clearing and grading standards for sites with slopes of 15 percent or greater.
(4) Residential land divisions on sites with slopes of 15 percent or greater are encouraged to implement the
following standards in order to minimize clearing and grading necessary to support development on individual
lots.
(a) Lot size averaging may be utilized for residential land divisions on sites that contain areas with slopes
in excess of 15 percent as well as areas with slopes less than 15 percent as follows:
(i) More steeply sloped portions of a site shouldall have larger lots resulting in a reduced percentage
of lot disturbed for construction. In no case shouldshall any lot created with a slope of 15 percent or
greater be less than the minimum lot size of the underlying zoning district.
(ii) Reduced lot sizes may be allowed within the portions of the site that are less than 15 percent
slope. Minimum lot size may be reduced by up to 50 percent of minimum lot size requirement of the
underlying zoning designation, but in no case less than 5,000 square feet for each single-family
residential building lot, and no less than 1,800 square feet for each small lot single-family or zero lot
line townhouse lot.
(iii) The maximum allowable density of the underlying zoning district shouldhall not be exceeded for
the overall development for which lot size averaging is being applied.
(b) As an alternative to lot size averaging, cluster development may be employed, pursuant to
FWRC 18.55.040, in order to limit disturbance of sloped areas of a site. Cluster development should be
employed where this option will result in successful retention of mature tree canopy and native
vegetation.
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15) 19.125.060(3)(a) Landscape tract applicability in RM Zone
Draft Proposed Text Amendment:
19.125.060 Landscaping requirements by zoning district. ((3) Multifamily residential, RM.
(a) Type III landscaping 20 feet in width shall be provided along all public rights-of-way and ingress/egress
easements, except for zero lot line townhouse and small lot detached development, which shall be required to
provide Type III landscaping 10 feet in width along all arterial rights-of-way. RequiredSaid landscaping in
subdivisions shall be in a separate tract.
(b) Type II landscaping 20 feet in width shall be provided along the common boundary abutting single-family
zoning districts, except for zero lot line townhouse and small lot detached development.
(c) Type III landscaping 10 feet in width shall be provided along all perimeter lot lines, except as noted in
subsections (3)(a) and (b) of this section and except for zero lot line townhouse and small lot detached
development.
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16) 19.125 (or potentially different section): Clarify regulations for fences atop or
near retaining walls
Draft Proposed Text Amendment: The following is a placeholder for this potential clarifying code
amendment. The actual amendment may be different consistent with the purpose noted above.
19.125.160 Structures and improvements
(5) Fences and railings not over six feet in height may be located in required yards subject to the fence regulations
contained within this chapter. When a retaining wall is within 5 ft of a fence or railing, the total height of the fence
and the retaining wall may be no more than 6 ft high.
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17) 19.130.080 – Clarify criteria for approving parking reduction
Draft Proposed Text Amendment:
19.130.080 Criteria.
The city may grant or require a modification to the provisions of this chapter if the city determines, based on
the submitted plans and/or other information that the following criteria have been met for modifications to the
applicable sections:
(1) The parking area design provisions of FWRC 19.130.160(2) and 19.130.200 may be modified if:
(a) The modification will not create any vehicular or pedestrian safety problems;
(b) The modifications will not affect the ability to provide any property with police, fire, emergency medical
and other essential services; and
(c) One of the following requirements is met:
(i) The modification is necessary because of a pre-existing physical condition; or
(ii) The modification will produce a site design superior to that which would result from adherence to
the adopted standard.
(2) A decrease in the required number of parking spaces under FWRC 19.130.020 may be permitted if a
thorough parking study documents that fewer parking spaces will be adequate to fully serve the uses. iIf:
(a) a thorough parking study prepared by a qualified professional that considers ITE parking
requirements; any proposed Transportation Demand Management Plan; access to transit; review of similar
projects constructed in the region; availability of unencumbered street parking; and, any other relevant
information to determinedetermines that fewer parking spaces will be adequate to fully serve the proposed use
or uses; and,
(b) the proposed reduction is supported by the Public Works Director concurs with the determination in
the parking studyor designee.
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18) 19.130.160 – Reference parking lot dimensions/design requirements in code
Draft Proposed Text Amendment:
19.130.160 Generally
(1) The applicant shall design parking areas in accordance with Chapter 19.115 FWRC, Community Design
Guidelines.
(2) The director of community development is authorized to adopt standards, specifications and requirements,
consistent with the provisions of this title, which shall be on file in the city clerk’s office, regarding the design
and dimensional requirements of parking areas, driveways and related improvements. These standards,
specifications and requirements are available through the Community Development Department as “Parking
Lot Design Criteria” in Bulletin #042” and shall be followed and have the full force and effect as if they were set
forth in this chapter.
(Ord. No. 07-554, § 5(Exh. A(11)), 5-15-07; Ord. No. 98-330, § 3, 12-15-98; Ord. No. 96-270, § 3(D), 7-2-96;
Ord. No. 90-43, § 2(105.50, 105.55), 2-27-90. Code 2001 § 22-1441.)
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19) 19.205.040 – RM multifamily dwelling units
Draft Proposed Text Amendment
4. If located along an arterial or collector and is visible from the right-of-way, up to 50 percent of the total length
of the ground floor facade of all buildings facing a right-of-way may be developed with commercial uses
allowed by office/retail use zone chart, FWRC 19.215.010, or entertainment use zone chart,
FWRC 19.215.020. The commercial ground floor uses must have a minimum floor-to-ceiling height of 13 ft.
may occupy up to a maximum depth of 15 ft. and a minimum interior height of 13 ft. of commercial space for
any single tenant.
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20) 18.05.080 & 19.15.050 – Remove “by mail” requirement to initiate clock for
expiration of permits
Draft Proposed Text Amendment:
18.05.080 Application cancellation.
(1) If an applicant for a boundary line adjustment, lot line elimination, binding site plan, short subdivision plat,
preliminary plat, final plat, alteration of plat, or vacation of subdivision fails to provide additional information to
the city within 180 days of being notified by mailin writing that such information is requested, the application
shall be deemed null and void and the city shall have no duty to process, review, or issue any decision with
respect to such an application.
19.15.050 Application cancellation.
(1) If an applicant fails to provide additional information to the city within 180 days of being notified by mailin
writing that such information is requested, the application shall be deemed null and void and the city shall have
no duty to process, review, or issue any decisions with respect to such an application.
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M E M O R A N D U M
DATE: August 7, 2024
TO: Federal Way Planning Commission
FROM: Becky Chapin, Senior Planner
SUBJECT: Permanent Supportive Housing (PSH) Code Amendment – Briefing
OBJECTIVE
Provide an opportunity for Planning Commission to discuss and provide input on a proposed code
amendment that will increase the amount of permanent supportive housing and transitional housing units
within the city that will come to a public hearing on October 2, 2024.
BACKGROUND
The GMA was amended in 2021 via HB 1220 requiring counties and cities planning under RCW
36.70A.040 to adopt a comprehensive plan including a housing element that identifies sufficient land
capacity for all housing needs. In 2021, during the initial implementation of the house bill, Planning
Commission provided a recommendation to City Council on proposed options for required separation
between permanent supportive housing and transition housing projects.
The GMA further clarifies that jurisdictions shall ensure that, taken collectively, the comprehensive plan and
development regulations provide sufficient land capacity to accommodate their allocated housing needs per
RCW 36.70A.115. Under RCW 36.70A.130(1)(a), comprehensive plans and development regulations must
be compliant with the GMA when they are adopted or amended through the periodic update process.
When the code was updated in response to HB 1220 in 2021, the allocated number of permanent supportive
housing units that Federal Way would be obligated to meet was not yet established. Recently specific
number of units required by the State have been provided to the City. Due to the specifically allocated
numbers the City is now out of compliance.
The City’s land capacity analysis identifies a deficit of 469 units in meeting the permanent supportive
housing needs of 946 units, allocated by the King County Countywide Planning Policies. Based on the
existing development regulations and zoning applicable to permanent supportive housing, there is only
capacity for 388 units.
The existing deficit requires that the City amends current code standards pertaining to the separation
requirement of PSH. The Planning Commission currently has three options to consider and eventually make
a recommendation on October 2, 2024. The proposal is to amend Title 19 of the Federal Way Revised Code
(FWRC) for the purpose of revising the distancing requirements for permanent supportive housing and
transitional housing and/or allowing more units in certain zones (see, maps in Attachment A).
Potential Amendments include:
33325 8th Avenue South
Federal Way, WA 98003-6325
253-835-7000
www.cityoffederalway.com
Jim Ferrell, Mayor
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1. Decrease the separation distancing requirements
2. Increase the unit cap in certain zones
3. Combination of both options
NEXT STEPS
1) Planning Commission hearing proposed date of October 2, 2024.
2) LUTC November 4, 2024
3) Council first reading November 19, 2024; Adoption December 3, 2024
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Planned
HTH - 86
Units
Existing
Existing
RS7.2
BN
CC
BN
BN
RM3600
BN
CE
SE
BN
CE
RM3600
BC
BC
RM2400
RS7.2
RS9.6
RS15.0
RS15.0
RS7.2
RS15.0
RS35.0
RS7.2
RS15.0
SE
Existing/Planned PSH
Parcels
Existing/Planned PSH
Buffers
Possible PSH Locations
POSSIBLE PSH BUFFERS (4,000FT)
Max 6 Units
Max 10 Units
Max 50 Units
Max 110 Units
Max 150 Units
950
TOTAL
UNITS
Permanent Supportive Housing
Reduced Buffers Only
Attachment A
Page 1 of 3
RS9.6
BN
SE
BN
BN
RS15.0
CE
SE
BN
BN CE
BC
RS15.0
BN
RM1800
RS7.2
Planned
HTH - 86
Units
Existing
Existing
Existing/Planned PSH
Parcels
Existing/Planned PSH
Buffers
Possible PSH Locations
POSSIBLE PSH BUFFERS (5,280FT)
Max 6 Units
Max 10 Units
Max 100 Units
Max 150 Units
1,144
TOTAL
UNITS
Permanent Supportive Housing
Reduced Buffers &
Increased Capacity
Attachment A
Page 2 of 3242 of 244
RS9.6
BN
RS7.2
SE
BN
BN
RS7.2
CE
SE
BN
BN CE
RS15.0
BN
RS7.2
RS9.6
Planned
HTH - 86
Units
Existing
Existing
Existing/Planned PSH
Parcels
Existing/Planned PSH
Buffers
Possible PSH Locations
POSSIBLE PSH BUFFERS (5,400FT)
Max 6 Units
Max 10 Units
Max 100 Units
Max 150 Units
956
TOTAL
UNITS
Permanent Supportive Housing
Reduced Buffers &
Increased Capacity
Attachment A
Page 3 of 3
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CITY COUNCIL
SPECIAL MEETING AGENDA
City Hall – Council Chambers*
August 13, 2024 – 5:00 p.m.
1.CALL MEETING TO ORDER
2.PLEDGE OF ALLEGIANCE
3.CITY COMMISSION RECOGNITION
a.Commissioner Comment
Each Commission has the opportunity to address the City Council (up to 5
minutes per Commission).
b. Recognition
City Council invites current Commissioners to a reception honoring their
contributions to the city.
4.EXECUTIVE SESSION
•Collective Bargaining Pursuant to RCW 42.30.140(4)(b)
•Pending/Potential Litigation Pursuant to RCW 42.30.110(1)(i)
5.ADJOURNMENT
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