Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
2024 09 September 04 Planning Commission Agenda Packet
PLANNING COMMISSION REGULAR MEETING AGENDA City Hall – Council Chambers September 4, 2024 – 5:00 p.m. 1.CALL MEETING TO ORDER 2.ROLL CALL 3.APPROVAL OF MINUTES Planning Commission Meeting Minutes of August 21, 2024 4.PUBLIC COMMENT None scheduled 5.COMMISSION BUSINESS a.Public Hearing: 2024 Annual Comprehensive Plan Amendments b.Public Hearing: 2024 Comprehensive Plan Periodic Update i.Presentation of Comprehensive Plan Chapters 1-6 6.STAFF BUSINESS Manager’s Report 7.NEXT MEETING September 18, 2024 5:00pm – Regular Meeting a.Public Hearing: Rezone of properties south of S 336th ST b.Proposed continuation of Public Hearing for 2024 Comprehensive Plan Periodic Update 8.ADJOURNMENT Planning Commission meetings are held in-person. To request accommodation to attend or to provide public comment virtually, please contact Samantha Homan at 253-835-2601 or samantha.homan@federalwaywa.gov, no later than 5:00 p.m. on September 3, 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 1 of 800 PLANNING COMMISSION Meeting Agenda Table of Contents City Hall – Council Chambers September, 2024 – 5:00 p.m. 1.Planning Commission Minutes August 21, 2024… page 3 2.Commission Business Item A: 2024 Annual Comprehensive Plan Amendments Public Hearing a.Staff Memo… page 5 b.Current Zoning Map… page 21 c.Updated Zoning Map with Flowers Rezone… page 22 d.Current Comprehensive Plan Map… page 23 e.Updated Comprehensive Plan Land Use Consistent with Flowers Rezone… page 24 f.Flowers property application and supporting materials… page 25 g.Commons property application and supporting materials… page 32 3.Commission Business Item B: 2024 Comprehensive Plan Periodic Update Public Hearing a.Staff Memo….page 49 b.Staff Responses to Public Comments… page 63 c.Public Participation Summary… page 88 d.Comprehensive Plan Chapters 1-6… page 106 2 of 800 PLANNING COMMISSION REGULAR MEETING AGENDA City Hall – Council Chambers August 21, 2024 – 5:00 p.m. 1. CALL MEETING TO ORDER Chair Medhurst called the meeting to order at 5:00pm 2. ROLL CALL Commissioners Present: Lawson Bronson, Tim O’Neil, Vickie Chynoweth, Anna Patrick, Tom Medhurst, Jae So Excused: Diana Noble-Gulliford City Staff Present: Senior Planner Andrew Leon, Senior Planner Becky Chapin, Planning Manager Holly Bosak, City Attorney Kent Van Alstyne, Office Manager Samantha Homan 3. APPROVAL OF MINUTES Planning Commission Meeting Minutes of August 7, 2024 Commissioner O’Neil moved to approve the minutes as written Second by Commissioner Bronson Motion Passes 6-0 4. PUBLIC COMMENT None scheduled 5. COMMISSION BUSINESS a. Electric Vehicle Code Amendment Briefing Senior Planner Andrew Leon presented a briefing on potential Electric Vehicle Code Amendments. The Washington State Legislature passed legislation in 2009 (HB 1481) requiring jurisdictions near major transportation corridors to allow electric vehicle infrastructure in all nonresidential zones by 2011. Further legislation was passed in 2019 (HB 1257) and 2021 (HB 1287) to require electric vehicle infrastructure for most new buildings that provide on-site parking. The Federal Way Revised Code does not currently have standards regarding electric vehicle infrastructure. This has led to a lack of clarity on how to administer and permit electric vehicle infrastructure throughout the city. The amendments include adding definitions as well as revising definitions on Title 19, updates to land use tables to allow EV infrastructure as a primary use in zones were vehicle service stations are allowed, and adding a new chapter that establishes development regulations regarding electric vehicles. It was clarified that currently national and state regulations are being followed in regards to EV’s, but the City does not have any regulations of its own. The Commissioners also commented on what these may look like and how will this affect current and future gas/fuel stations. Next steps include a Planning Commission Public Hearing, anticipated for October 2024. 3 of 800 b. Project Permits and Local Project Code Amendment Briefing Planning Manager Holly Bosak presented a briefing on the proposed code amendments to project permits and local project codes. SB5290 was intended to improve and streamline the permitting process, permitting fees, and also addresses expected timelines for review for specific permit types. Federal Way Revised Code already addresses some of the Bill requirements and only a few code updates are necessary. Proposed code updates include language changes to Title 18 and Title 19. Next steps include a Planning Commission Public Hearing, anticipated for October 2024. 6. STAFF BUSINESS Manager’s Report Planning Manager Holly Bosak gave a brief overview on the planning division’s current major projects. It was also noted that the Comprehensive Plan hearings are scheduled for September and attendance is critical as the last few meetings have barely made quorum. 7. NEXT MEETING September 4, 2024 5:00pm – Regular Meeting 8. ADJOURNMENT Commissioner O’Neil moved to adjourn the meeting Second by Commissioner So Motion Passes 6-0 Meeting adjourned at 5:59pm ATTEST: APPROVED BY COMMISSION: _______________________________________ _____________ SAMANTHA HOMAN, OFFICE MANAGER DATE 4 of 800 S T A F F R E P O R T DATE: August 30, 2024 TO: Federal Way Planning Commission FROM: Evan Lewis, Senior Planner SUBJECT: 2024 Annual Comprehensive Plan Amendments – Flowers Daycare & Commons Mall Properties I. BACKGROUND Pursuant to RCW 36.70A.130(5)(a), the City of Federal Way must update its Comprehensive Plan every 10 years. However, per FWRC 19.80.050, the City can review Comprehensive Plan amendments annually. Having an annual amendment process allows the City to amend its comprehensive plan quickly to respond to major changes in circumstances and stay relevant to local needs. Under RCW 36.70A.130(2), cities and counties may consider proposed amendments no more frequently than once per year, with some exceptions. Proposed Comprehensive Plan amendments fall into two general categories: (1) City-initiated amendments; and (2) privately-initiated amendments. Proposed privately-initiated Comprehensive Plan amendments must first be accepted by Council to an annual comprehensive plan ‘docket’ in ordered to be reviewed further for adoption. Two privately-initiated amendments proposals were received in 2023 and accepted to the 2024 annual amendment docket: 1. Flowers Property Comprehensive Plan Amendment 2. Commons at Federal Way Comprehensive Plan Amendment Both 2024 annual Comprehensive Plan amendments are summarized as follows: Flowers Daycare Property File Number: 23-104820-UP VI Parcel No.: 082104-9139 Applicant / Owner Teshia Flowers Address: 30819 14th Avenue S Location: South west corner of the intersection of S 308th Street and 14th Ave S. Parcel Size: 0.93 acres (40,453 sq. ft.) Existing Land Use: Office building (future daycare use) Existing Comp Plan Multi-family residential (RM 1800) Existing Zoning: RM 1800 (one dwelling unit per 1,800 square feet) Proposed Comp Plan: Professional Office (PO) Proposed Zoning: Professional Office (PO) The applicant and property owner, Teshia Flowers, is requesting a comprehensive plan amendment and rezone from the current comprehensive plan and zoning designations of Multi-family (RM 1800) to Professional Office (PO). The applicant was approved for a daycare on the property through a City Hearing Examiner’s decision on March 21, 2024. However, under the current RM zoning the daycare is limited to serving no more than 50 children. The applicant would like the daycare to serve more than 50 children, and therefore has requested a rezone to PO to in order to allow for a daycare that does not put a limit on the number of children served. 33325 8th Avenue South Federal Way, WA 98003-6325 253-835-7000 www.cityoffederalway.com Jim Ferrell, Mayor 5 of 800 2 Current and Proposed Flowers Comprehensive Plan Designations and Zoning The following maps depict the current and proposed Comprehensive Plan and zoning designations for the site. Note that the ‘Proposed’ Comprehensive Plan map depicts the City’s proposed new Comprehensive Plan land use designations that would be adopted with the 2024 Comprehensive Plan periodic update. Under those new designations, the PO zone would be implemented in the Comprehensive Plan under a new ‘Commercial’ land use designation rather than a PO land use designation. Current Comprehensive Plan Designation Proposed Comprehensive Plan Designation Current Zoning Proposed Zoning 6 of 800 3 The requested amendment, if approved, would revert the property back to the original professional office/office Comprehensive Plan designation and zoning that existed on the site from the City’s incorporation in 1990 under until 2013. The city’s permit records indicate that the property has never contained multifamily residential since the city’s incorporation. Surrounding Zone Designation and Land Use: Zoning Land Use North Community Business (BC) Federal Way High School South Professional Office (PO) Medical Office East Multi-Family (RM1800) Bellridge Townhouses Condominium West Multi-Family (RM1800) Lake Easter Estates Condominium If approved, the amendment would expand, to the one subject parcel, the Professional Office land use and zoning designations that exist on the adjacent parcel to the south. Relevant materials from the applicant’s comprehensive plan amendments, as well as from their already- issued building permit for a new daycare use on the property, are attached. Commons at Federal Way File Number: 23-104869-UP Parcel Number: 762240-0010, -0111, -0012, -0013, -0014, -0016, -0017, -0018, -0019, - 0020, -0021 Address: 1701 and 2001 S 320th St., and 2201 S Commons Location: Site bounded by Pacific Hwy S to the west, S 320th St to the north, 23rd Ave S to the east, and S 324th St. to the south Size: 61-acres (appx) Applicant: Jamas Gwilliam, Merlone Geier Partners Owner: MGP XI Commons FW, LLC Existing Land Use: Retail, restaurants, office, and vacant Existing Comp Plan: City Center Core Existing Zoning: City Center Core (CC-C) Proposed Comp Plan: City Center Core (no change proposed) Proposed Zoning: CC-C (no change proposed) The applicant proposes to amend maps and text in the City Center and Transportation Chapters of Federal Way’s Comprehensive Plan pertaining to the Commons Mall site. The proposed amendment would modify the motorized and non-motorized public transportation network for the site on Comprehensive Plan maps, depictions of bike and pedestrian connections associated with that planned network, and provide text amendments consistent with those comprehensive plan map depictions for the site. The proposed amendment is for the purpose of allowing a private local street network on the site that may be part of a future redevelopment proposal. Surrounding Zone Designation and Land Use: Zoning Land Use North City Center Core (CC-C) S. 320th St with retail, restaurant and vacant uses beyond South Community Business (BC) and Residential Multifamily 3600 (RM-3600) S 324th St. with office, medical/dental, retail, public utility, and mobile home park uses beyond East City Center Core (CC-C) 23rd Ave S with retail and vacant properties beyond 7 of 800 4 West City Center Frame (CC-F) Pacific Hwy S with office, retail and restaurant uses beyond Below is a summary table that describes the applicant’s requested amendments and City staff’s response: Transportation Chapter Proposed Amendments Existing 2015 Maps/Text Applicant’s Proposed Amendments City Staff Response Map III-3: Functional Classification of Existing and Planned Streets and Highways Remove the Minor Collector street from the Property in Map III-3. The new streets on the Commons Property would be private streets once redeveloped. The private street grid would be classified as “Local Streets” governed by the standards established in a City-approved development agreement, not Minor Collector as currently shown. Per the current Transportation element, local street networks are established through development review (see page III-18). This allows for the local streets to be defined in a way that supports the planned development and can respond to access and circulation needs for the development. The Minor Collector configuration on Map III-3 should be removed from the Commons Property. All maps associated with the Commons Property should include a footnote reading: “The final version of the street and pedestrian/bike network on the Commons will be set through a City-approved development agreement, and as needed, Washington Department of Transportation (“WSDOT”) approval for certain components.” The existing Map III-3 Functional Classification of Existing and Planned Streets and has been replaced with Map III- 2 in the 2024 Comprehensive Plan. The Minor Collector configuration “ring road” within the mall property has been removed and replaced with a single north- south Principal Collector street. The proposed north-south street would extend Pete Von Reichbauer Way S from South 320th Street to South 324th Street. All relevant maps will depict this proposed north-south street. The City does not support adding a specific project level/property footnote to maps in the 2024 Comprehensive Plan. Remove the Q Street Section designation on the Commons Property from Map III-4. As previously described, the future street grid on the Property should be similar Local Streets planned through the development agreement. Not applicable. Map III-4 from the existing Comprehensive Plan has been deleted and no longer included in the proposed 2024 Comprehensive Plan. See previous comment on footnote. Proposed Updated Map III-2 8 of 800 5 Existing 2015 Maps/Text Applicant’s Proposed Amendments City Staff Response Map III-4: Cross Section Application by Street Accordingly, the Q Street Section designation on the Commons Property should be removed from Map III- 4. Add above referenced footnote. Map III-7: Existing and Planned Traffic Signals Map III-7 should be updated to include a possible planned traffic signal (or round about) at 324th Street subject to future project-level review. Add above referenced footnote. The Comprehensive Plan does not specify the type of intersection control. The type of intersection traffic control will be determined at project level. City Center Chapter Proposed Amendments Existing 2015 Maps/Text Applicant’s Proposed Amendments City Staff Response Map VII-7: Concept Plan In the red cross-hatch area above on SR- 99/Pacific Highway South show a potential pedestrian crossing. It should be reflected on Map VII-7 as a conceptual zone where a future crossing could be located. Add above referenced footnote. Map VII-7 from the 2015 Comprehensive Plan has been removed/deleted. The proposed crossings in City Center are depicted on Map VII-5 (Potential Location of Public Spaces and Pedestrian and Bicycle Connections) in the Centers chapter. These locations are conceptual and subject to project- specific analysis. See previous comment on footnote. Proposed Updated Map VII-5 9 of 800 6 Existing 2015 Maps/Text Applicant’s Proposed Amendments City Staff Response Map VII-8: Street Network This map assumes the existing Commons building will remain while running a Minor Collector Class Q through the parking lot. An updated grid is described at right. Map VII-8 should be updated to show the above conceptual plan for private local streets network. Add above referenced footnote. Applicant’s revised proposal (June ’24) Map VII-8: Street Network from the 2015 Comprehensive Plan has been removed/deleted. Private street networks are not part of the overall monitored transportation network and therefore are not shown in the Comprehensive Plan maps. A new Map VII-3 (Proposed Street Network) depicts the proposed public street network. See previous comment on footnote. Map VII-9: Potential Location of Public Spaces and Pedestrian Connections Map VII-9 should be updated with above red cross-hatch area on SR-99/Pacific Highway South to show the general location of a future potential pedestrian crossing. It should be reflected as a conceptual zone where a future crossing could be located. Add above referenced footnote. Map VII-9: Potential Locations of Public Spaces Street Network from the 2015 Comprehensive Plan has been removed/deleted and replaced with Map VII-5. Proposed Updated Map VII-3 Proposed Updated Map VII-5 10 of 800 7 Existing 2015 Maps/Text Applicant’s Proposed Amendments City Staff Response See previous comment regarding pedestrian crossing location and footnote. Figure VII-2 depicting a highrise building in CC- C, pg.VII-12. Consider replacing the highrise building image with one reflecting 5-8 story midrise, mixed-use development which is a better reflection of the density that can be economically supported in the City Center. The City agrees that the referenced image was not reflective of the type of development we expect and desire for City Center, and therefore that image was not included in the new Centers Chapter. Circulation section, describing Roadways, pg. VII-8. This section currently states in part: “An insufficient hierarchy of streets feed these arterial roadways. The area lacks a system of minor arterial and smaller collector streets that could diffuse traffic efficiently away from these two principal arterials.” This section should add the following sentence: “Local Streets are also needed to break down existing super blocks to increase circulation and pedestrian connectivity.” The 2024 Comprehensive Plan does not address the same level of detail as the 2015 Comprehensive Plan. The proposed 2024 Comprehensive Plan text directs that superblocks should be broken up but does not specify the exact method to do-so (see policy C P3.5) Automobile Circulation, pg. VII-14 “Automobiles are likely to continue as a dominant mode of transportation. A comprehensive network of collector arterials and other streets must be developed to distribute this traffic and create more driving choices.” See previous comment regarding the proposed road network. Pedestrian/ Bicycle Connections, pg. VII-15 “In addition to adding public sidewalks and creating mid-block pathways, Map VII-9 depicts seven principal pedestrian connections to improve pedestrian circulation.” Since local streets are not being shown in the existing or proposed future Centers Chapter, fewer pedestrian connections are indicated. However, the three pedestrian connections shown in our updated City Center pedestrian map reflect the minimum necessary pedestrian connections. Pedestrian facilities are an integral component of local streets, therefore as local streets are added around or in the Commons site, pedestrian facilities are also expected to be added. Streetscape, pg. VII-18 “The Transportation chapter illustrates several street standards developed specifically for the City Center area. These streets, including project-specific Local Streets, will connect to other proposed and existing streets to complete a street grid. These standards also incorporate the City Center Street Design Guidelines adopted by the City Council in May 1998.” See previous comments about street sections and local streets in the comprehensive plan. 11 of 800 8 II. PROCEDURAL SUMMARY 1/17/24: Planning Commission Docket Selection Public Meeting 2/5/24: LUTC Meeting for Docket Selection 2/20/24: Council Meeting for Docket Selection approval 2/29/24: WA Dept. of Commerce notification for Flowers amendment 7/12/24: SEPA Determinations for both annual amendment proposals 7/24/24: Notification given to WA State Dept. of Commerce for Commons amendment 7/26/24: End of SEPA Comment Period for both proposed annual amendments 8/16/24: End of SEPA Appeal Period for both proposed annual amendments 9/4/24: Public Hearing 10/7/24: LUTC Meeting 10/15/24: City Council 1st Reading 11/6/24: City Council 2nd Reading III. 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. VI. DECISIONAL CRITERIA – FLOWERS PROPERTY FWRC 19.80.140 provides that the city may consider, but is not limited to, the following factors when considering a proposed amendment to the comprehensive plan: 1. The effect upon the physical environment. No adverse impacts are anticipated from the rezone. A daycare use was already approved for the site on 3/21/24, and the applicant was issued a building permit for improvements related to that new daycare use on 6/11/24 and, as of the time of this staff report, was working toward receiving a certificate of occupancy for that use; building permit materials are attached. Effects on the physical environment were considered during review of those previous permit approvals. It’s anticipated that any site- improvements related to a daycare that can serve additional children, if any, will have no negative effects upon the physical environment; compliance with City requirements will be reviewed through any future permits required for a daycare use that serves more than 50 children. 2. The effect on open space, streams, and lakes. Same response as #1. Potential effects on open space, streams and lakes from marginal site improvements related to an expansion of the daycare that serves more than 50 children, if any, will be reviewed associated with permit(s) required for that future daycare expansion. 3. The compatibility with and impact on adjacent land uses and surrounding neighborhoods. Uses on surrounding properties include multifamily residential, a dental office, and a public school. A daycare is compatible with such surrounding uses. Additionally, should the new zoning accommodate any additional use proposals on the property in the future, the PO zone allows significantly fewer uses than the existing RM zone which should reduce the potential for incompatibilities with nearby uses. The adjacent lot to the south is already zoned PO, and until 2013 the site was zone PO since the City’s 1990 incorporation; a zone that was, and still would be, consistent with the site’s commercial use. 4. The adequacy of and impact on community facilities including utilities, roads, public transportation, parks, recreation, and schools. Such impacts were considered and sufficiently addressed during review of the land use and building permit approvals mentioned in #1 above. Any impacts to utilities, roads, public transportation, parks, 12 of 800 9 recreation and school from a daycare that serves 50 vs. more than 50 children is expected to be marginal and minimal and would be reviewed consistent with City code including PO-zone requirements. Additionally, should the new zoning (PO) accommodate any additional use proposals on the property in the future, the proposed rezone is to PO, and the PO zone allows significantly fewer uses than the existing RM zone which should reduce the potential for incompatibilities with nearby uses. 5. The benefit to the neighborhood, city, and region. The new zoning is expected to reduce non-conformities of the site’s existing use, and accommodate expanded daycare options for the region. 6. The quantity and location of land planned for the proposed land use type and density and the demand for such land. The City will still have sufficient residentially-zoned land, consistent with its growth targets, if this single parcel is rezoned from RM to PO. Additionally, in the city’s neighborhood-specific growth assumptions for the Comprehensive Plan 2024 update, no future household growth has been assumed at this location. 7. The current and projected population density in the area. The rezone will not effect the area’s population density; this parcel’s population density is currently zero and it would likely remain zero with the updated zoning. 8. The effect upon other aspects of the comprehensive plan. There are no anticipated effects on other aspects of the comprehensive plan. FWRC 19.80.140 also states: “For site-specific comprehensive plan amendments, the provisions of FWRC 19.75.130(3)(a) shall also apply.” The following addresses criteria from FWRC 19.75.130(3)(a) (as referenced in 19.80.140) and 19.75.130(3)(b) as required for project-related rezones: (a) The city may approve an application for a quasi-judicial nonproject rezone only if it finds that: (i) The proposed rezone is in the best interest of the residents of the city; and Reducing zoning nonconformities and accommodating zoning that better reflects market and physical conditions of an area is in the best interest of city residents. (ii) The proposed rezone is appropriate because either: (A) Conditions in the immediate vicinity of the subject property have so significantly changed since the property was given its present zoning and that, under those changed conditions, a rezone is within the public interest; or (B) The rezone will correct a zone classification or zone boundary that was inappropriate when established; Part ‘B’ is applicable. The property appears to have had a non-residential use since incorporation. It was also originally zoned for office from 1990 -2013. The City has not received multifamily proposals for this property since its 2013 rezone and the property does not need to be zoned multifamily for the city to achieve its housing goals and targets. The property is more appropriately zoned for office than for multifamily. (iii) It is consistent with the comprehensive plan; The proposal is consistent with the following goals and policies of the Comprehensive Plan: LUP 8 Designate and zone land to provide for Federal Way’s share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. 13 of 800 10 LUP35 Allow a broad range of commercial, retail, office, industrial, and supportive uses to meet the needs of workers and consumers, in well integrated, well-functioning, high quality developments. EDP2 Periodically monitor local and regional trends to be able to adjust plans, policies, and programs. EDG2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. EDP6 Provide a better balance between housing and jobs by increasing the number of jobs within the City relative to the number of households. EDP8 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide jobs. (iv) It is consistent with all applicable provisions of the title, including those adopted by reference from the comprehensive plan; and The proposal is procedurally and substantively consistent with the FWRC Title 19 and the Comprehensive Plan. It’s consistent with at least the previously noted comprehensive plan policies, and once the simultaneous Comprehensive Plan land use designation amendment is approved it will also be consistent with the comprehensive plan land use map. The daycare use that’s triggered the proposed rezone has already been reviewed and approved for the site; the rezone would allow the applicant a daycare that exceeds 50 children once any subsequent permits are approved for a daycare for more than 50 children. (v) It is consistent with the public health, safety, and welfare. The proposed amendment would better reduce the potential for ongoing zoning non-conformities on the site which is consistent with public health, safety and welfare. The Flowers property was previously zoned Professional Office (PO). In 2013, a Comprehensive Plan Amendment and rezone of the property was granted under Ordinance No. 13.745 to change the designation to Residential Multi-Family (RM1800). Since the adoption of the comprehensive plan and rezone to multi-family the city has not received applications for multi-family development on the site. The Comprehensive plan and rezone of the subject property created a non-conforming development and use and the existing building continued to be utilized primarily for office uses. The current proposal to amend the comprehensive plan and rezone the property back to PO would eliminate the non-conforming use element of the property. A daycare use and building permit on the site were already approved after review for consistency with public health, safety and welfare. Subsequent permits related to an expanded daycare use would also be reviewed as such. (b) The city may approve an application for a quasi-judicial project-related rezone only if it finds that: (i) The criteria in subsection (3)(a) of this section are met; and As noted above, said criteria are met. (ii) The proposed project complies with this title in all respects; and As noted under (a)(iv) above, the proposal complies with Title 19. (iii) The site plan of the proposed project is designed to minimize all adverse impacts on the developed properties in the immediate vicinity of the subject property; and The site plan for the already approved daycare use and building permit on the site, up to 50 children, was designed to minimize all adverse impacts on the developed properties in the immediate vicinity of the subject property consistent with code. Any site or building improvements necessary to serve more 14 of 800 11 than 50 children, under the new zoning, would also need to meet code requirements to minimize adverse impacts and would be reviewed as such. (iv) The site plan is designed to minimize impacts upon the public services and utilities; and The site plan for the already approved daycare use on the site, up to 50 children, was designed to minimize such adverse impacts consistent with code. Any site or building improvements necessary to serve more than 50 children, under the new zoning, would also need to meet code requirements to minimize adverse impacts. (v) Traffic safety impacts for all modes of transportation, both on and off site, are adequately mitigated; and The site plan for the already approved daycare use on the site, up to 50 children, was reviewed for consistency with traffic safety impacts. Any site or building improvements necessary to serve more than 50 children, under the new zoning, would also need to meet code requirements to mitigate traffic impacts. (vi) The rezone has merit and value for the community as a whole. Reducing zoning nonconformities and accommodating zoning that better reflects market and physical conditions of an area has merit and value for the community as a whole. FWRC 19.80.150 provides criteria for amending the comprehensive plan. The city may amend the comprehensive plan only if it finds that: 1. The proposed amendment bears a substantial relationship to public health, safety, or welfare; The proposed amendment would better reduce the potential for ongoing zoning non-conformities on the site which is consistent with public health, safety and welfare. The Flowers property was previously zoned Professional Office (PO). In 2013, a Comprehensive Plan Amendment and rezone of the property was granted under Ordinance No. 13.745 to change the designation to Residential Multi-Family (RM1800). Since the adoption of the comprehensive plan and rezone to multi-family the city has not received applications for multi-family development on the site. The Comprehensive plan and rezone of the subject property created a non-conforming development and use and the existing building continued to be utilized primarily for office uses. The current proposal to amend the comprehensive plan and rezone the property back to PO would eliminate the non-conforming use element of the property. 2. The proposed amendment is in the best interest of the residents of the city; Reducing zoning nonconformities and accommodating zoning that better reflects market and physical conditions of an area is in the best interest of city residents. 3. The proposed amendment is consistent with the requirements of Chapter 36.70A RCW and with the portion of the city’s adopted plan not affected by the amendment. The proposed amendment is procedurally and substantively consistent with the WA State Growth Management Act (GMA), including the following goals of RCW Chapter 36.70A.020 (2) of the Growth Management Act (GMA): (1) Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. 15 of 800 12 (5) Economic development. Encourage economic development throughout the state that is consistent with adopted comprehensive plans, promote economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons, promote the retention and expansion of existing businesses and recruitment of new businesses, recognize regional differences impacting economic development opportunities, and encourage growth in areas experiencing insufficient economic growth, all within the capacities of the state's natural resources, public services, and public facilities. (11) Citizen participation and coordination. Encourage the involvement of citizens in the planning process, including the participation of vulnerable populations and overburdened communities, and ensure coordination between communities and jurisdictions to reconcile conflicts. The proposal is also consistent with the following goals and policies of the Comprehensive Plan: LUP 8 Designate and zone land to provide for Federal Way’s share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. LUP35 Allow a broad range of commercial, retail, office, industrial, and supportive uses to meet the needs of workers and consumers, in well integrated, well-functioning, high quality developments. EDP2 Periodically monitor local and regional trends to be able to adjust plans, policies, and programs. EDG2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. EDP6 Provide a better balance between housing and jobs by increasing the number of jobs within the City relative to the number of households. EDP8 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide jobs. VII. DECISIONAL CRITERIA – COMMONS PROPERTY FWRC 19.80.140 provides that the city may consider, but is not limited to, the following factors when considering a proposed amendment to the comprehensive plan: 1. The effect upon the physical environment. No adverse impacts are anticipated from the comprehensive plan amendment on the physical environment. The amendment would potentially accommodate a wider range of redevelopment possibilities on the site without a ring road depicted on the Commons property. However, any such redevelopment on the property is subject to a land use permit during which all effects upon the physical environment will be reviewed for consistency with City code. 2. The effect on open space, streams, and lakes. No adverse impacts are anticipated from the comprehensive plan amendment on open space, streams and lakes. The amendment would potentially accommodate a wider range of redevelopment possibilities on the site without a ring road depicted on the Commons property. However, any such redevelopment on the property is subject to a land use permit during which any effects upon the natural environment will be reviewed for consistency with City code. 16 of 800 13 3. The compatibility with and impact on adjacent land uses and surrounding neighborhoods. The comprehensive plan amendment would be compatible with adjacent land uses and surrounding neighborhoods. Public Works Traffic staff reviewed the proposal to ensure surrounding roads would still be adequate to accommodate growth. The amendment would potentially accommodate a wider range of redevelopment possibilities on the site without a ring road as currently depicted on the Commons property. However, any such redevelopment on the property is subject to a land use permit during which any effects upon adjacent land uses and surrounding land uses will be reviewed for consistency with City code. Portions of the requested amendment that staff are not recommending to accept include the applicant’s request for a complete elimination of the ring road on the Commons site without a substitute road connection depicted on the map, a cross-hatched area depicted on the map where pedestrian crossing area(s) may occur, and certain text amendments that reference project-specific and conceptual local roads on the project site. Regarding those portions of the amendment that are not recommended for approval, staff find that they are inconsistent with the city’s traffic and pedestrian circulation needs through and around the Commons site, and also inconsistent with the roadways network that are typically appropriate to depict in the Comprehensive Plan. The extent of the ring road removal that City staff support, with a north-south connection depicted through the entire Commons site, is necessary to ensure the roadways network near the Commons site still achieve their planned levels of services. As such, those requested amendments not recommended for approval would not be compatible with and may detrimentally impact adjacent land uses and surrounding neighborhoods. 4. The adequacy of and impact on community facilities including utilities, roads, public transportation, parks, recreation, and schools. The amendment has no detrimental impact on the noted facilities, amenities and infrastructure. The amendment was reviewed by City of Federal Way Planning, Public Works Development Services and Traffic reviewers, South King Fire, and Lakehaven Water & Sewer District. Updates were made consistent with Public Works Traffic and Planning Comments. Other reviewer comments were relevant to potential future redevelopment on the site, but not the Comprehensive Plan amendment. 5. The benefit to the neighborhood, city, and region. The Commons is part of Downtown, as delineated by the City Council in 2023. The Commons proposed amendment is consistent with the overall vision of the Comprehensive Plan. Two of the eight core characteristics of the vision are Vibrant and Diverse Growth and Economic Vitality. The amendment would allow for increased flexibility to redevelop the site and thus facilitate more redevelopment possibilities in the City Center; an area Federal Way’s Comprehensive Plan envisions for a greater amount and diversity of growth. 6. The quantity and location of land planned for the proposed land use type and density and the demand for such land. The amendment would not directly impact the quantity and location of growth for the site. It may facilitate more redevelopment possibilities in the City Center, and such redevelopment potential for the site has already been factored into growth assumptions in the city’s comprehensive plan. 7. The current and projected population density in the area. The site currently has a population density of zero people per acre since the site is currently comprised entirely of commercial uses. Future potential redevelopment of the site may be more mixed-residential and commercial, so its anticipated that the site’s future population density will be significantly higher and those assumptions already factored into the City’s Comprehensive Plan. 8. The effect upon other aspects of the comprehensive plan. The amendment is consistent with Federal Way’s comprehensive plan as a whole. 17 of 800 14 Regarding those portions of the requested amendment that are not recommended for approval, staff find that they are inconsistent with the city’s traffic and pedestrian circulation needs through and around the Commons site. The requested depiction of pedestrian crossings and conceptual local roads, in the way depicted by the applicant, are overly prescriptive and could have a detrimental effect in ensuring the necessary on-site circulation and access for vehicles and pedestrians during a project review. As such, those requested amendments not recommended for approval would not be compatible with and may detrimentally impact adjacent land uses and surrounding neighborhoods. FWRC 19.80.150 provides criteria for amending the comprehensive plan. The city may amend the comprehensive plan only if it finds that: 1. The amendment bears a substantial relationship to public health, safety, or welfare; and The amendment may allow for increased flexibility to redevelop the site and thus facilitate more redevelopment possibilities in the City Center; an area Federal Way’s Comprehensive Plan envisions for a greater amount and diversity of growth. Such potential for redevelopment of City Center to accommodate more mixed use development, and fewer super blocks, is consistent with the Vision, goals and policies of the Comprehensive Plan and therefore bears a substantial relationship to public health, safety, or welfare. Portions of the amendment that staff are not recommending to accept include the applicant’s request for a complete elimination of the ring road on the Commons site without a substitute road connection depicted on the map, a cross-hatched area depicted on the map where pedestrian crossing area(s) may occur, and certain text amendments that reference project-specific and conceptual local roads on the project site. A factor for the city not supporting certain aspects of the applicant’s request is the need to ensure that the necessary road and pedestrian connections are not left fully up to decisions as part of a subsequent development agreement or permitting for the site’s redevelopment. Regarding those portions of the amendment that are not recommended for approval, staff find that they are inconsistent with the city’s traffic and pedestrian circulation needs through and around the Commons site, and also inconsistent with roadways that are typically appropriate to depict in the Comprehensive Plan. As such, those requested amendments not recommended for approval do not bear a substantial relationship to public health, safety or welfare. 2. The proposed amendment is in the best interest of the residents of the city; and The amendment may allow for increased flexibility to redevelop the site and thus facilitate more redevelopment possibilities in the City Center; an area Federal Way’s Comprehensive Plan envisions for a greater amount and diversity of growth. Such potential for redevelopment of City Center to accommodate more mixed use development, and fewer super blocks, is consistent with the Vision, goals and policies of the Comprehensive Plan and therefore is in the best interest of the residents of the city. Regarding those portions of the amendment that are not recommended for approval, staff find that they are inconsistent with the city’s traffic and pedestrian circulation needs through and around the Commons site, and also inconsistent with roadways that are typically appropriate to depict in the Comprehensive Plan. As such, those requested amendments not recommended for approval are not in the best interest of the residents of the city. 3. The proposed amendment is consistent with the requirements of Chapter 36.70A RCW and with the portion of the city’s adopted plan not affected by the amendment. The proposed amendment is procedurally and substantively consistent with the WA State Growth Management Act (GMA), including the following goals of RCW Chapter 36.70A.020 (2) of the Growth Management Act (GMA): (1) Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. 18 of 800 15 (4) Housing. Plan for and accommodate housing affordable to all economic segments of the population of this state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. (5) Economic development. Encourage economic development throughout the state that is consistent with adopted comprehensive plans, promote economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons, promote the retention and expansion of existing businesses and recruitment of new businesses, recognize regional differences impacting economic development opportunities, and encourage growth in areas experiencing insufficient economic growth, all within the capacities of the state's natural resources, public services, and public facilities. (11) Citizen participation and coordination. Encourage the involvement of citizens in the planning process, including the participation of vulnerable populations and overburdened communities, and ensure coordination between communities and jurisdictions to reconcile conflicts. The proposal is also consistent with the following goals and policies of the Comprehensive Plan: LUP 9 UP 9 Support a diverse community comprised of neighborhoods that provide a range of housing options; a vibrant City Center; well designed and functioning mixed-use, commercial and office areas; and distinctive neighborhood retail areas. LUP35 Allow a broad range of commercial, retail, office, industrial, and supportive uses to meet the needs of workers and consumers, in well integrated, well-functioning, high quality developments. EDP2 Periodically monitor local and regional trends to be able to adjust plans, policies, and programs. EDG2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. EDP8 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide jobs. Regarding those portions of the amendment that are not recommended for approval, staff find that they are inconsistent with the following goals of RCW Chapter 36.70A.020 (2) of the Growth Management Act (GMA): (1) Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. (3) Transportation. Encourage efficient multimodal transportation systems that will reduce greenhouse gas emissions and per capita vehicle miles traveled, and are based on regional priorities and coordinated with county and city comprehensive plans. (12) Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. For those same portions of the amendment that are not recommended for approval, staff find that they are inconsistent with the following goals and policies of the Comprehensive Plan: 19 of 800 16 TP1.3 Identify the improvements and strategies needed to fully implement the City’s Layered Network and meet the level-of-service requirements for transportation. TP1.15 Continue to enhance the City’s Layered Network by using the following methods: o Require dedication of rights-of-way as a condition for development when o the need for such rights-of-way is linked to the development or where o shown on the Future Roadway Network; o Request donations of rights-of-way to the public; o Purchase rights-of-way in accordance with State laws and procedures; and o Acquire development rights and easements from property owners. TG3 Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. TP3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. TP4.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limiting the area to be served by a single access point commensurate with planned density. VIII. STAFF RECOMMENDATION Subject to public comment and Planning Commission deliberation, based on the above staff analysis and decisional criteria, staff recommends that the following be recommended to the Land Use/Transportation Committee (LUTC) and City Council: 1. Approval of the requested Flowers Daycare rezone and Comprehensive Plan amendment and rezone; 2. Approval, in part, of the requested Commons property Comprehensive Plan amendment; and 3. Denial, in part, of the requested Commons property Comprehensive Plan amendment. IX. ATTACHMENTS Attachment 1 Current Zoning Map Attachment 2 Updated Zoning Map with Flowers Rezone Attachment 3 Current Comprehensive Plan Map Attachment 4 Updated Comprehensive Plan Land Use Consistent with Flowers Rezone Attachment 5 Flowers property application and supporting materials Attachment 6 Commons property application and supporting materials 20 of 800 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−−−PPPCCC11−−PPCC11−−PPCC11−−PPCC111111−−−−−−PPPPPPCCCCCC111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCPPPPPPPPPPPPOOOOOOOOOOOOPPPPPPPPPPPPOOOOOOOOOOOOPPPPPPPPOOOOOOOOPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOPPPPPPPPPPOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPOOOOPPPPPPPPPPPPOOOOOOOOOOOOPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO1111¯¯¯¯PPPPOOOO111111111111111111111111111111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO1111111111111111111111111111111111111111111111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOO111111111111¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPOOOOOOOOOOOO1111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOO11111111111111111111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO111111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO22222222222222222222¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOO333333333333333¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPOOOOOOOOOOOOOOO4444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444444¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPPPOOOOOOOOOOOOPPPPPPPPPPPPOOOOOOOOPPPPPPPPOOOOOOPPPPPPOOOOOOPPPPPPOOOOOOOOPPPPPPPPOOOOOOOOOOOOPPPPPPPPPPPPOOOOOOPPPPPPOOPPOOOOOOPPPPPPOOOOOOOOOPPPPPPPPPOOPP000000......5555550000000000000000................5555555555555555000000000.........555555555000000000.........555555555000000......555555000000000000000000..................555555555555555555000000......555555000000000000............55555555555500000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000..............................................................................................................55555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555000000000000............55555555555500000000000000000000000000000000................................55555555555555555555555555555555000000000.........555555555000000000000000000000000000000..............................555555555555555555555555555555000000......5555550000000000000000................55555555555555550000....5555000000000000............55555555555500000000000000000000....................55555555555555555555000000000000............555555555555000000000000000...............555555555555555000000......5555550000000000000000000000000000............................55555555555555555555555555550000000000000000000000000.........................5555555555555555555555555000000000.........55555555500..55000000000.........55555555522222222222222222222....................7777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..............................................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222................777777777777777722222222222222222222222222222222................................777777777777777777777777777777772222222222222222222222222222222222222222........................................77777777777777777777777777777777777777772222222222222222222222222222222222222222........................................777777777777777777777777777777777777777722222222........7777777722222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222....................................................................................................................................................................................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222...7772222222222222222................77777777777777772222222222222222................777777777777777722222222........77777777222222222222............77777777777722222222........777777772222222222222222................7777777777777777222222222222............77777777777722222222222222222222....................77777777777777777777222222222222............77777777777722222222........777777772222222222222222................777777777777777722..77222222222222............777777777777222222222.........777777777222222222222222222222222........................777777777777777777777777222222222222222...............777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222.....................................................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222......77777722222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..............................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222....................................77777777777777777777777777777777777722222222222222222222....................77777777777777777777222222222222222222222222222222222222222222..........................................77777777777777777777777777777777777777777722222222222222222222....................77777777777777777777222222......777777222222222222222222222222222222..............................777777777777777777777777777777222222222.........777777777222222222.........777777777222222222222222222222222222222222222222222222222222222222222222222222222........................................................................7777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222222.........777777777222222222222222...............777777777777777222222222222222222222222222222222222222222..........................................777777777777777777777777777777777777777777222222222222222222222.....................7777777777777777777772222222222222222222222222.........................77777777777777777777777772222222222222222................777777777777777722222222........7777777722222222........7777777722222222........7777777722222222........77777777222222......777777222222222222222222222222222222..............................777777777777777777777777777777222222222.........777777777222222222222222222222222222222222222222222..........................................7777777777777777777777777777777777777777772222222222222222................7777777777777777222222222222222222222222222222222222222222222222................................................777777777777777777777777777777777777777777777777222222222.........77777777722..77222222222222222222222222222222222222222222..........................................7777777777777777777777777777777777777777772222222222222222................77777777777777772222222222222222................77777777777777772222....77772222....7777222222222222222222222222222222..............................7777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222222222............777777777777222222222222222222222222........................7777777777777777777777772222....77772222....7777222222......777777222222222222222222222222222222222222222222..........................................777777777777777777777777777777777777777777222222222222222222222222222222222222....................................7777777777777777777777777777777777772222222222222222................7777777777777777222222222222222222222222222222222222222222222222................................................777777777777777777777777777777777777777777777777222222222222222222..................7777777777777777772222222222222222222222222222222222222222........................................7777777777777777777777777777777777777777222222222222222222222222222222222222....................................7777777777777777777777777777777777772.7222222222222222222..................777777777777777777222222222222............77777777777722222222........77777777222222......777777222222222222............777777777777222222222222222...............77777777777777722222222222222222222....................77777777777777777777222222222222............77777777777722222222222222222222....................7777777777777777777722222222222222222222222222222222................................77777777777777777777777777777777222222222222222222222.....................777777777777777777777222222222222222222222.....................7777777777777777777772222222222222222................7777777777777777222222222222............777777777777222222222222............7777777777772222222222..........7777777777222222222222222222222222222222..............................777777777777777777777777777777222222222222............77777777777722222222222222222222....................77777777777777777777222222222222222222222222........................777777777777777777777777222222222222222222222222........................777777777777777777777777222222222.........77777777722222222........7777777722222222........7777777722222222222222222222....................77777777777777777777222222222222222222222222222222222222....................................777777777777777777777777777777777777222222222222............77777777777722222222........777777772222222222222222................7777777777777777222222222222............7777777777772222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222...........................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222............................................................7777777777777777777777777777777777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222222.........7777777772222222222222222222222222.........................777777777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222222............................77777777777777777777777777772222222222222222................77777777777777772222222222222222................77777777777777772222222222222222222222222222222222222222........................................7777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222........................................................................................................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222..................777777777777777777222222222222222222222222222222222222222222222222222222222222222...............................................................77777777777777777777777777777777777777777777777777777777777777722222222222222222222222222222222222...................................777777777777777777777777777777777772222222222222222222222222222222222222222........................................7777777777777777777777777777777777777777222222222222............7777777777772222222222222222222222222222222222222222222222222.................................................7777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222..........................................777777777777777777777777777777777777777777222222222222222222..................777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222.................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222222222............777777777777222222222222222...............777777777777777222222222222222...............777777777777777222222222222............777777777777222222222222222222222222222222222222....................................77777777777777777777777777777777777722222222222222222222....................77777777777777777777222222222222............777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222................................................................................................................................................................................................................................................................................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222222222222222222........................................7777777777777777777777777777777777777777222222222222222222222222222222222222....................................77777777777777777777777777777777777722222222222222222222....................77777777777777777777222222222.........777777777222222222222222222222222222222222222222222222222222222222222222222222222........................................................................777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222.......................................................................................................................................................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777722222222222222222222....................777777777777777777772222222.......7777777222222222222222222222222222222222222222222222222222222222222222...............................................................77777777777777777777777777777777777777777777777777777777777777722222222222222222222222222222222222222222222222222222222........................................................77777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222..................................................................777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222......................................................................................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222......777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..........................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222..............................777777777777777777777777777777222222......777777222222222.........77777777722222222222222222222222222222222222222222222222222..................................................7777777777777777777777777777777777777777777777777722..7722222.....77777222222222.........7777777772222222222222222222222222.........................7777777777777777777777777222222......777777222222......7777772222222222..........7777777777222222222222............7777777777772222222222..........7777777777222222222222............7777777777772222....77772222222222222222222222222222222222222222........................................777777777777777777777777777777777777777722222222222222222222....................777777777777777777772222222222..........7777777777222222222222222222222222222222222222....................................7777777777777777777777777777777777772222222222..........7777777777222222222.........77777777722222222222222222222222222222222222...................................77777777777777777777777777777777777222222222222222222222222........................777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..........................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222............777777777777222222222222222222222222........................777777777777777777777777222222......777777222222222222222222..................777777777777777777222222222222222222222222222222..............................7777777777777777777777777777772222222222222222................7777777777777777222222222222............777777777777222222222222............777777777777222222222222222222222222........................77777777777777777777777722222222........77777777222222222222............77777777777722222222222222222222....................77777777777777777777222222222.........777777777222222222222222222..................7777777777777777772222222222222222222222222222............................77777777777777777777777777772222222222222222................77777777777777772222222222222222................777777777777777722222222222222222222222222222222222...................................77777777777777777777777777777777777222222222.........777777777222222222222222...............7777777777777772222222222222222................77777777777777772222222222..........77777777772222222222222222................7777777777777777222222222222............77777777777722222222........7777777722222222222222222222222222222222................................77777777777777777777777777777777222222222222222222222222........................777777777777777777777777222222222.........777777777222222222.........777777777222222222.........777777777222222222222222222222222........................777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..........................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222.................................77777777777777777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777722222222222222222222....................77777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222................................................................................................................................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777772222....7777222222222222............777777777777222222222.........77777777722222222........7777777722222222222222222222....................77777777777777777777222222222.........777777777222222......777777222222222222222222222222222222222222222222222222222222222222222...............................................................777777777777777777777777777777777777777777777777777777777777777222222222.........77777777722222222........777777772222....7777222222222.........777777777222222......777777222222222222222222222222........................777777777777777777777777222222222222222222222222........................7777777777777777777777772222222222222222................7777777777777777222222222222............77777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222222.........777777777222222222222222222222222222222..............................7777777777777777777777777777772222222222222222222222222222222222222222222222222.................................................7777777777777777777777777777777777777777777777777222222222.........77777777722222222........77777777222222222222222222222.....................7777777777777777777772222222222222222................7777777777777777222222222222............7777777777772222222222222222................7777777777777777222222222222222222222222222222222222222222222222222222222222222222..................................................................777777777777777777777777777777777777777777777777777777777777777777222222222222222...............77777777777777722222222222222222222....................77777777777777777777222222222222............777777777777222222222222222222..................777777777777777777222222222222............777777777777222222222222............777777777777222222222222............777777777777222222222222............777777777777222222222222222222..................777777777777777777222222222222............7777777777772222....77772222222222222222222222222222222222222222222222222222....................................................7777777777777777777777777777777777777777777777777777222222222222............77777777777722222222........7777777722222222........77777777222222222222222222..................777777777777777777222222222222............777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222..................................................................................................................................................................................................................777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222......777777222222222222............77777777777722..7722222222........777777772222....7777222222......77777722..7722222222........777777772222222222222222................7777777777777777222222......777777222222222222222222222222222222222222....................................777777777777777777777777777777777777222222......77777722222222222222222222....................77777777777777777777222222222222222222222222........................777777777777777777777777222222......777777222222222222222222222222222222..............................777777777777777777777777777777222222222222222222..................777777777777777777222222222222222222222222222222222222222222222222222222222222............................................................777777777777777777777777777777777777777777777777777777777777222222222222222222222222........................777777777777777777777777222222222222222222..................777777777777777777222222222.........77777777722222222222222222222222222222222222222222222222222222222........................................................77777777777777777777777777777777777777777777777777777777222222222222222222222.....................777777777777777777777222222222222222...............777777777777777222222222.........77777777722222222222222222222222222222222222...................................77777777777777777777777777777777777222222222.........777777777222222222.........777777777222222222222............777777777777222222222.........777777777222222......7777772222222222222222................777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222........................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777222222......777777222222222222............77777777777722222222........77777777222222222222222222222222222222222222222222222222222222222222222222222222........................................................................7777777777777777777777777777777777777777777777777777777777777777777777772222222222..........7777777777222222222222222222..................777777777777777777222222222222222222222222222222222222....................................7777777777777777777777777777777777772222222222222222................7777777777777777222222222222............777777777777222222222222............777777777777222...777222222222222222222222222........................777777777777777777777777222222222222222...............77777777777777722222222........777777772222....7777222222......777777222222222222222222..................7777777777777777772222....77772222....7777222222222222222...............777777777777777222222222222222222222222........................777777777777777777777777222222222222............777777777777222222222222222222222.....................777777777777777777777222222222222222222222222222222222222222222..........................................777777777777777777777777777777777777777777222222222222222222222222........................777777777777777777777777222222......77777722222222........77777777222222......7777772222222222222222................7777777777777777222222222222222222222222222222..............................7777777777777777777777777777772222222222222222222222222222............................777777777777777777777777777722..77222222222222222222222222222222..............................77777777777777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222.............................................................................777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222222222222.........................7777777777777777777777777222222222222222222222222222222..............................7777777777777777777777777777772222222222222222................7777777777777777222222......7777772222....77772222....77772222....77772222222222222222222222222222222222222222........................................7777777777777777777777777777777777777777222222222.........7777777772222222222222222222222222222............................7777777777777777777777777777222222222.........77777777722222222222222222222....................77777777777777777777222222222222............777777777777222222222222............777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222...................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777722222222........777777772222222222222222................7777777777777777222222222222222222222222........................777777777777777777777777222222222.........777777777222222222.........777777777222222222222............777777777777222222222222222...............7777777777777772222222222222222222222222.........................77777777777777777777777772222222222222222................7777777777777777222222222222222222222222222222222222....................................777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222....................................................................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222..........7777777777222222......77777722222222........77777777222222222222222222222222222222..............................77777777777777777777777777777722..7722222222222222..............77777777777777222222222222222222222222222222222222....................................777777777777777777777777777777777777222222......777777222222222.........777777777222222222222............777777777777222222222222222222222222222222222222222222222222222222222222............................................................777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222....................................................................................7777777777777777777777777777777777777777777777777777777777777777777777777777777777772222222222222222................7777777777777777222222222222222222222.....................7777777777777777777772222222222222222222222222222............................7777777777777777777777777777222222222222............777777777777222222222222222...............7777777777777772222222222222222222222222222222222222222222222222222222222222222222222......................................................................77777777777777777777777777777777777777777777777777777777777777777777772222222222222222................7777777777777777222222222222222222222222........................7777777777777777777777772222222222222222................7777777777777777222222222222222222222222222222222222222222222.............................................777777777777777777777777777777777777777777777222222222222222222222222........................777777777777777777777777222222222222222222222222222222222222222222222222................................................77777777777777777777777777777777777777777777777722..7722..77222222......777777222222222222222...............777777777777777222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222.....................................................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222222................................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777777222222222222222222222222222222..............................777777777777777777777777777777222222222.........7777777772222222222..........7777777777222222......777777222222222222222...............777777777777777222222222222............77777777777722222222222222222222....................77777777777777777777222222......777777222222222222222222222222222222222222222222222222222222222222............................................................777777777777777777777777777777777777777777777777777777777777222222222222222222..................7777777777777777772222222222222222222222222222222222222222222222222222222222222222222222......................................................................777777777777777777777777777777777777777777777777777777777777777777777722222222222222222222222222222222222222222222222222222222222222222222222222222.............................................................................77777777777777777777777777777777777777777777777777777777777777777777777777777666666666666666666666.....................9999999999999999999996666....9999666666......9999996666666666666666666666666666666666666666666666666666666666666666666666......................................................................99999999999999999999999999999999999999999999999999999999999999999999996666666666666666................9999999999999999666666666666............999999999999666666666666666666..................999999999999999999666666666666666666666.....................99999999999999999999966666666666666..............999999999999996666666666666666666666666666............................999999999999999999999999999966666666666666..............9999999999999966666666666666..............99999999999999666666......9999996666666666666666................99999999999999996666....99996666666666666666666666666666666666666666666666666.................................................999999999999999999999999999999999999999999999999966666666........9999999966666666666666666666....................9999999999999999999966666666........9999999966666666........99999999666666666666666...............999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666............................................................................................................................................................99999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999966666666........9999999966666666........9999999966666666........9999999966666666........9999999966..99666666666666............999999999999666666666.........99999999966..99666666666666666666666666666666666666....................................999999999999999999999999999999999999666666......999999666666......999999666666......999999666666......99999966666666........999999996666666666..........999999999966666666666666666666666666666666666666666666666666666666........................................................9999999999999999999999999999999999999999999999999999999966666666666666666666....................999999999999999999996666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666..........................................................................................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666666666............................................................999999999999999999999999999999999999999999999999999999999999666666666666............9999999999996666666666666666666666666666666666666666666666666666666666666666666666......................................................................9999999999999999999999999999999999999999999999999999999999999999999999666666666666............9999999999996666666666666666666666666666666666666666........................................9999999999999999999999999999999999999999666666666666............99999999999966666.....9999966666.....9999966666666........999999996666666666..........999999999966666666666666666666666666666666666...................................999999999999999999999999999999999996666666666666666666666666666............................9999999999999999999999999999666666666666............9999999999996666666666666666666666666666666666666666666666666.................................................999999999999999999999999999999999999999999999999966666666666666666666....................99999999999999999999666666666666666666666666666666666666....................................999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666....................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999996666666666666666666666666666............................999999999999999999999999999966666666666666666666....................99999999999999999999666666666.........999999999666666......9999996666666666666666666666666666666666666666........................................9999999999999999999999999999999999999999666666666666666...............9999999999999996666666666..........9999999999666666666666............999999999999666666666666666666666666666666..............................99999999999999999999999999999966666666666666..............9999999999999966666666666666..............99999999999999666666666666666666666666666666666666....................................999999999999999999999999999999999999666666666.........99999999966666666666666666666....................99999999999999999999666666666.........9999999996666666666666666666666666666666666666666666666666.................................................9999999999999999999999999999999999999999999999999666666666666............999999999999666666666666............99999999999966666666666666666666....................99999999999999999999666666666666............999999999999666666......999999666666666666666666666666........................999999999999999999999999666666666666666666666666666666..............................99999999999999999999999999999966666666666666666666....................9999999999999999999966666666........9999999966666666666666..............99999999999999666666666.........99999999966666666666666666666....................99999999999999999999666666......999999666666666666666...............999999999999999666666666666666666666666666666..............................999999999999999999999999999999666666666666............999999999999666666666666............999999999999666666666666666666666666666666..............................999999999999999999999999999999666666666666666666..................9999999999999999996666666666666666666666666666............................999999999999999999999999999966666666666666666666666666666666666...................................99999999999999999999999999999999999666666666666666666666666666666..............................9999999999999999999999999999996666666666..........9999999999666666......999999666666666666............99999999999966666666........99999999666666666666............999999999999666666666666666666666666666666666666666666666666666666666666666...............................................................999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666..........................................999999999999999999999999999999999999999999666666666.........999999999666666......999999666666......99999966666666........999999996666666666666666................9999999999999999666666......999999666666666666666...............9999999999999996666....9999666666666666666...............999999999999999666666666666666666666666666666666666666666666.............................................9999999999999999999999999999999999999999999996666....9999666666......99999966666666666666666666....................999999999999999999996666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666................................................................................................................................................................................................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666........................................................................................................................................................................................................................99999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999966666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666....................................................................................................................................................................................................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999966666666666666666666....................9999999999999999999966666666666666666666....................999999999999999999996666666666..........999999999966666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666..............................................................................................................99999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666..........................................9999999999999999999999999999999999999999996666666666666666................9999999999999999666666666666666666666666666666666666666666666666666666666666666666..................................................................999999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666666.............................................999999999999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666......................................................9999999999999999999999999999999999999999999999999999996666666666666666666666666666666666666666666666666.................................................999999999999999999999999999999999999999999999999966666666666666666666....................99999999999999999999666666666666666666666666666666666666666666..........................................999999999999999999999999999999999999999999666666666666666666666666........................9999999999999999999999996666666666..........9999999999666666666666666...............999999999999999666666666666666666666.....................9999999999999999999996666666666666666666666666666............................99999999999999999999999999996666666666666666666666666666............................9999999999999999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666................................................................................................................................................999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999666666......999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666........................................................................................................................999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666....................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999996666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666........................................................................................................................................999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999966666666666666666666....................9999999999999999999966..99666666666666666666666666666666666666666666666666666666666666666666..................................................................99999999999999999999999999999999999999999999999999999999999999999966666666666666666666....................99999999999999999999666666666666666666666666666666..............................9999999999999999999999999999996666....999966666666666666666666....................9999999999999999999966666666666666666666....................9999999999999999999966666666666666666666....................99999999999999999999666666666666666666666666666666666666666666666666666666666666666666..................................................................9999999999999999999999999999999999999999999999999999999999999999996666666666666666................99999999999999996666666666666666................999999999999999966666666666666666666666666666666666666666666666666666666........................................................99999999999999999999999999999999999999999999999999999999666666666.........999999999666666666666............999999999999666666666666............999999999999666666......999999666666666666666666666666666666666666666666666666666666666666666...............................................................99999999999999999999999999999999999999999999999999999999999999966666666666666666666666666666666666666666666666666666666666666666666666666666666................................................................................99999999999999999999999999999999999999999999999999999999999999999999999999999999666666666666666666..................999999999999999999666666666666666666666666666666666666666666..........................................999999999999999999999999999999999999999999666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666666.......................................................................................................................................9999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999999996666666666666666666666666.........................9999999999999999999999999666666......99999966666666666666666666....................99999999999999999999000000......555555111111000000......555555111111000000......555555111111000...555111000000......555555111111000000......555555111111000...555111000000......555555111111000000......555555111111000000......555555111111000000......555555111111000...555111000000......555555111111000000......555555111111000...555111000...5551110000....5555111100..551100..5511000...5551110000000000..........55555555551111111111000000000000000...............5555555555555551111111111111110000000000..........55555555551111111111000000......555555111111000000......555555111111000000......5555551111110000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000....................................................................................................................................................................................................55555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111000000000000000000000000........................555555555555555555555555111111111111111111111111000000000000............55555555555511111111111100000000000000000000000000000000................................5555555555555555555555555555555511111111111111111111111111111111000000000000000000000000........................555555555555555555555555111111111111111111111111000000000000............5555555555551111111111110000000000000000000000000000000000000000000000000.................................................555555555555555555555555555555555555555555555555511111111111111111111111111111111111111111111111110000000000..........555555555511111111110000....55551111000000000000000000000000000000000000....................................555555555555555555555555555555555555111111111111111111111111111111111111000000000000............55555555555511111111111100000000........5555555511111111000000......555555111111000000......555555111111000000000000000000000000000000000000000000000000................................................555555555555555555555555555555555555555555555555111111111111111111111111111111111111111111111111000000000000000000000000000000..............................55555555555555555555555555555511111111111111111111111111111100000000000000000000000000000000................................555555555555555555555555555555551111111111111111111111111111111100000000000000000000000000000000000000000000000000000000000000000000000000000000................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555511111111111111111111111111111111111111111111111111111111111111111111111111111111000000000000000000000000........................555555555555555555555555111111111111111111111111000000000000000...............55555555555555511111111111111100000000000000000000000000000000................................5555555555555555555555555555555511111111111111111111111111111111000000000000000000000000........................555555555555555555555555111111111111111111111111000000000000000000000000000000..............................555555555555555555555555555555111111111111111111111111111111000000000000............55555555555511111111111100000000........5555555511111111000000000000............555555555555111111111111000000000000000...............555555555555555111111111111111000000000000000000..................55555555555555555511111111111111111100000000000000000000....................55555555555555555555111111111111111111110000000000000000000000000000000000000000000000000000000.......................................................55555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111000000000000............5555555555551111111111110000000000000000................55555555555555551111111111111111000000000000000000000000000000000000000000..........................................55555555555555555555555555555555555555555511111111111111111111111111111111111111111100000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000................................................................................................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555511111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000................................................................................................................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111110000....555511110000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000..............................................................................................................................................................................................................................................555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555511111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111110000000000000000000000000000............................55555555555555555555555555551111111111111111111111111111000000000000000000..................55555555555555555511111111111111111100000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000.....................................................................................................................................................................................................................................................................................................................................................................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555511111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111000000......555555111111000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000..................................................................................................................................................................555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111110000....55551111000000000000000000..................555555555555555555111111111111111111000000......555555111111000000000000000000000000........................555555555555555555555555111111111111111111111111000000......5555551111110000000000000000000000000000000000000000000000000000000000000000000000......................................................................55555555555555555555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111111111111111111000000000.........555555555111111111000000......5555551111110000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000..............................................................................................................................................................................................55555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555551111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111000000000000000000..................5555555555555555551111111111111111110000000000000000000000000000000000000000000000000000000000000000000000000000000000000000........................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555333333333333333333333333333333333333333333333333333333333333333333333333333333333333333300000000........55555555333333330000....555533330000000000000000000000000.........................55555555555555555555555553333333333333333333333333000000000000000000000000000000000000000000000000000000000000............................................................555555555555555555555555555555555555555555555555555555555555333333333333333333333333333333333333333333333333333333333333000000000000000000000000........................555555555555555555555555333333333333333333333333000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000................................................................................................555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555553333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333330000000000000000000000000000............................555555555555555555555555555533333333333333333333333333330000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000....................................................................................................................................................................................................555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555533333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333330000000000000000000000000000000000000000........................................5555555555555555555555555555555555555555333333333333333333333333333333333333333300000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000........................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555533333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333000000000000000000000000000...........................555555555555555555555555555333333333333333333333333333000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000........................................................................................................................5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555553333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333333330000000000000000000000000.........................55555555555555555555555553333333333333333333333333SSSSEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESESESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSEEEESSEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEELakehaven Treatment Center (Redondo) Lakehaven Treatment Center (Lakota)Lake Grove Elem. Lake Dolloff Elem. Valhalla Elem. Silver Lake Elem. Adelaide Elem. Sherwood Forest Elem. Nautilus Elem. Mark Twain Elem. Green Gables Elem. Enterprise Elem. Mirror Lake Elem. Star Lake Elem. Lakota Middle School Sacajawea Middle School Kilo Middle School Saghalie Middle School Public Academy Todd Beamer High School Truman H.S. Totem Middle School Camelot Elem. Decatur High School Olympic View Elem. Twin Lakes Elem. Panther Lake Elem. Brigadoon Elem. Illahee Middle School Lakeland Elem Sequoyah Middle School Rainier View Elem. Federal Way High School Wildwood Elem. Thomas Jefferson High School Golf Golf Twin Course Course Lakes Northshore Golf Course Lakota Sacajawea Park FrenchPark Lake Park Adelaide Park Camelot Park Dash Point State Park Saghalie Park Glen Nelson Park West Hylebos Wetlands Park Bingaman Pond Park B.P.A. Trail B.P.A. TrailWest Campus TrailB.P.A.TrailDumas Bay Sanctuary Park Brooklake Community Center Town Square Park South County Ballfields ParkCelebration Dash Point Highlands Park Laurelwood Park Steel Lake Park Lake Geneva Park Five Mile Lake Park Alderbrook Park Federal Way/ S 320th Street Park & Ride Twin Lakes Park & Ride South Federal Way Park & Ride Transit Center Federal Way Downtown Link Station (Future) Redondo Heights Park & Ride Enchanted Park The Commons at Federal Way Spring Valley Open Space Fisher's Pond Panther Lake Open Space Park Poverty Bay Open Space Federal Way Community Center City Hall Dumas Bay Centre Knutzen Theatre Steel Lake Maintenance FacilitySteel Lake Annex ! !!! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !!! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! !! !!!!!!!! ! !!! !!! !!!! ! !! !!!!!!!!!!! !!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !! ! ! ! !! !! ! ! !!!!!!! ! ! H y l e b o s C r e e k W a t e r w a y Bl a i r W a t e r w a y P u y a l l up Riv erPuget Sound Bay Dumas Poverty Bay S i t c um W a t e r w a y Commencement Bay Lake Steel Star Lake Mirror Lake Geneva Lake North Lake Easter Lake D oll o f f LakeTrout Lake Five Mile LakeLake KillarneyLake Lorene Jeane Lake PantherLake Pi e r c e C o u n t y Ki n g C o u n t y Pi e r c e C o u n t y King County Pierce County King County Pierce County Ki n g C o u n t y Fife Milton Tacoma Des Moines Edgewood Pacific Kent Federal Way Federal Way SW 312th St SW 320th St P o r t o f T a c o m a R dMar i ne V i e w Dr Northshore Pkw y Mi li t a r y Rd S28th Av SMilitary Rd SP e asl ey Canyon RdRedondo Wy SR edon d o B each Dr SPacific Hwy SInterstate 5Star La k e Rd 1st Wy SS 324th St E 11th StInterstate 5SW D a s h P oi nt R d S W D a s h P o in t R d NE 49th St10th Av SWSW Campus Dr S W Campus Dr S 336th St Pacific Hwy SSW 330th St SW 356th St Norpoint Wy NES 356th St Pacific Hwy SS 356t h St Hwy 18Weyerhaeuser Wy SS Dash P o in t R d 1st Av SS 304th St Mi l i tary Rd S S 288th St Military Rd SS 288th St S 272nd St Pacific Hwy SS 312th St Int erstate 5Military Rd SS 272nd St Pacific Hwy S16th Av SM arine Vie w D r Military Rd1st Av S9th Av S21st Av SW23rd Av S16th Av SHwy 18S 348th St S 308th St Pacific Hwy SMilitary Rd SSW 340th StHoyt R d S WSW 336th St 21st Av SWHo y t R d SWSW 320th St SW 308th St SW Dash Point RdSW Da s h Point Rd 35th Av SW47th Av SW12th Av SW21st Av SW11th Av SW8th Av SWS 3 2 8 t h St5th Av SS 336th St 7th Av6thAv8thAv6th Av SWSW 344th St 28th Av S20th Av SS 373rd St 34th Av SS 298th St 37th Av SS 304th St 31st Av SS 320th St S 312th St Pacific Hwy SS 320th St 11th Pl S1st Av S8th Av SPVR Wy SEnchanted Pkwy !"#5 !"#5 !"#5 !"#5 99 99 99 18 161 161 509 509 509 509 509 1 2 3 4 5 5 5 5 5 5 5 5 5 5 5 6 7 8 9 10 10 11 11 11 11 11 11 21 7 6 5 4 3 2 1 FEDCBA Official Zoning Map Map Date: Dec 12, 2023 City of Federal Way GIS Division 33325 8th Ave S Federal Way, WA 98003 (253) 835-7000 www.cityoffederalway.com This map is accompanied by NO warranties, and is simply a graphic representation.50 Acres 5 20 ´King County Locator Map0 0.5 10.25 Miles Scale:Please Note:Map Notes: In the event of any inconsistency between this map and the ordinance establishing the current zoning designation, the ordinance shall prevail. See the Quarter Section Detail Maps for more information. The information included on this map was compiled from a variety of sources, and all information is subject to change at any time, without notice. The City of Federal Way shall not be liable for any damages due to the use or misuse of the information represented on this map. Zoning designations may have been adopted for some areas outside the current city limits, but these designations are not shown on this map. Contact the Federal Way Department of Community Development for an explanation of zoning designations. Source: City of Federal Way 47°15'05.77"N122°25'03.33"W47°21'37.34"N 122°25'15.20"W47°21'44.47"N 122°16'21.78"W47°15'12.89"N 122°16'11.03"WEffective Date: December 5, 2023 by ordinance #23-976 J:\standard\reference\Zoning.aprx Federal Way Zoning Designations: Commercial Zones CCCCCCBBBBBBBC - Community Business NNNNNNBBBBBBBN - Neighborhood Business EEEEEECCCCCCCE - Commercial Enterprise Mixed-Use Zones CCCCCCCCCCCCCCCCCCCC - City Center Core FFFFFFFFFCCCCCCCCCCF - City Center Frame Multi-Family Zones 000000000000000000888888888111111111RM1800 - 1 Unit / 1,800 Square Feet 000000000000000000444444444222222222RM2400 - 1 Unit / 2,400 Square Feet 000000000000000000666666666333333333RM3600 - 1 Unit / 3,600 Square Feet Office Zones 111111111−−−−−−−−−PPPPPPPPPCCCCCCCCCCP-1 - Corporate Park PPPPPPPPPOOOOOOOOOOP - Office Park 111111111¯¯¯¯¯¯¯¯¯PPPPPPPPPOOOOOOOOOOP-1 - Office Park 1 222222222¯¯¯¯¯¯¯¯¯PPPPPPPPPOOOOOOOOOOP-2 - Office Park 2 333333333¯¯¯¯¯¯¯¯¯PPPPPPPPPOOOOOOOOOOP-3 - Office Park 3 444444444¯¯¯¯¯¯¯¯¯PPPPPPPPPOOOOOOOOOOP-4 - Office Park 4 OOOOOOOOOPPPPPPPPPPO - Professional Office Single Family Zones 000000000.........555555555RS5.0 - 1 Unit / 5,000 Square Feet 222222222.........777777777RS7.2 - 1 Unit / 7.200 Square Feet 666666666.........999999999RS9.6 - 1 Unit / 9,600 Square Feet 000000000.........555555555111111111RS15.0 - 1 Unit / 15,000 Square Feet 000000000.........555555555333333333RS35.0 - 1 Unit / 35,000 Square Feet SSSSSSSSSEEEEEEEEESE - 1 Unit / 5 Acres Overlays: VP - Mount Rainier View Protection DT - Downtown Architectural Special Conditions: 1 Resolution #05-439 (Replaces Council Agreement #90-8, Resolutions #93-128 and #93-144) 2 Resolution #05-443 (Replaces Council Agreement #90-9, Resolutions #93-144 and #97-253) 3 Council Agreement #90-10 4 Ordinance #91-099 5 Ordinance #93-190 6 Council Agreement #94-210 7 Council Agreement #94-211 8 Ordinance #98-310 9 Ordinance #04-461 10 Ordinance #05-490; #07-556; #08-581; #09-614 11 Ordinance #10-645 21 Ordinance #22-938 21 of 800 CBCCCCCCBBBBBBCCCCBBBBCCCCCCBBBBBBCCCCCCBBBBBBCCCCBBBBCCBBCCBBCCCCBBBBCCCCCCBBBBBBCCCCBBBBCCCCCCBBBBBBCCBBCCBBCCBBCBCCCCCCBBBBBBCCBBCCCBBBCCCBBBCBCCCBBBCBCBCBCBCBCBCCBBCCCCCCCCBBBBBBBBCCCBBBCCCCCCBBBBBBCBCCCCCCBBBBBBCCBBCCCCBBBBCBNNNNBBBBNNNNBBBBNBNNNNNNBBBBBBNNNNNNBBBBBBNBNNBBNBNNBBNNNNBBBBNBNNNNBBBBNNBBNBNNNNBBBBNNBBNNBBNNBBNNBBNNBBNNNNBBBBNNNNNNBBBBBBNNNNBBBBNBNNBBNNNNBBBBNNBBNBNBNNNNBBBBNNBBEEEEEECCCCCCEEEEEEEEECCCCCCCCCEEEEEECCCCCCEEEECCCCEEEECCCCECEEEEEEEEECCCCCCCCCECEECCEEEEEEEEECCCCCCCCCEEEEEECCCCCCEEEEEEEEEEEECCCCCCCCCCCCEEEEEEEEEEEECCCCCCCCCCCCEEEECCCCEEEECCCCEEEEEECCCCCCEEEEEEEEECCCCCCCCCEEEEEEEEECCCCCCCCCEEEEEECCCCCCEEEEEEEEECCCCCCCCCEECCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCFFFFFFCCCCCCFFFFCCCCFFFFFFCCCCCCFFFFFFFFFCCCCCCCCCFFFFCCCCFFFFFFFFFCCCCCCCCCFFCC000000008888111100008811008100008811008100000000888811110081000088110000000000008888881111110000000000000000000000008888888888881111111111110000000000000000000000008888888888881111111111110000000088881111008100000000888811110000000088881111000000008888111100008811000000008888111100000000888811110081000088110000881100000000000088888811111100000000888811110000000000008888881111110000881100008811000088110000881100000000888811110000008881110000000088881111000088110000000088881111000000008888111100008811000088110000000000000000008888888881111111110000000044442222000000000000444444222222000000004444222200004422000044220000000044442222000000004444222200000000444422220000000000000000004444444442222222220000000000000000000000000000004444444444444442222222222222220000442200004422000000000000444444222222000000004444222200000000000044444422222200000000444422220000442200000000444422220000442200000000444422220000000044442222000000004444222200004422004200000000444422220000000044442222000044220000000000000000004444444442222222220000000000004444442222220000000044442222000044220000442200420000004442220000000044442222000000004444222200000000000000000044444444422222222200000000444422220000442200000000444422220000000044442222000044220000442200420000442200000000000044444422222200000000000044444422222200000000666633330000663300000000666633330000000066663333006300000000666633330000000000000000006666666663333333330000663300000000000000000066666666633333333300000000000066666633333300000000000066666633333300000000000000000000000000000000000000006666666666666666666633333333333333333333006300006633000000006666333300000000666633330000000066663333000000006666333300000000000000000066666666633333333300006633000066330000000000006666663333330000663300006633000066330063006300006633000000000000000000000000666666666666333333333333000000666333000066330000000066663333006300006633006300000000666633330000000066663333000066330000663311−−PPCC1−PC1−PC1−PC1−PC11111111111111111111111111111111111−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC111111111111111111111111111111−−−−−−−−−−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC111111111111111111111−−−−−−−−−−−−−−−−−−−−−PPPPPPPPPPPPPPPPPPPPPCCCCCCCCCCCCCCCCCCCCCPPOOPPOOPPOOPPPPOOOOPPPPOOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPOOOPPPPOOOOPPPPPPOOOOOOPPPPPPPPPOOOOOOOOOPPOOPPPPOOOOPPPPPPOOOOOOPOPPOOPPPOOOPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOPPPPOOOO1¯PO111111111¯¯¯¯¯¯¯¯¯PPPPPPPPPOOOOOOOOO111111¯¯¯¯¯¯PPPPPPOOOOOO111111¯¯¯¯¯¯PPPPPPOOOOOO11¯¯PPOO1111¯¯¯¯PPPPOOOO11111111¯¯¯¯¯¯¯¯PPPPPPPPOOOOOOOO111111¯¯¯¯¯¯PPPPPPOOOOOO111111111111¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPOOOOOOOOOOOO2222¯¯¯¯PPPPOOOO33¯¯PPOO444444444444444¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯PPPPPPPPPPPPPPPOOOOOOOOOOOOOOOOOOOPPPPOOOOPPPPOOPPOOPPOOPPOOOOPPPPOOPPOOPPOOPPOOPPOOPPOPOOOOPPPP00..551100..551100..55110000....555511110.510.510.5100..55110.510.5100..551100..551100..551100..551100..551100..551100..551100..551100..551100..551100..55110000....5555111100..55110.5100..55110.5100000000000000000000....................5555555555555555555511111111111111111111000000......5555551111110000....55551111000000......555555111111000000......555555111111000...555111000000......555555111111000000......5555551111110.51000000000.........5555555551111111110000....5555111100..55110.510.51000000......5555551111110000....55551111000...555111000000000000............555555555555111111111111000000......5555551111110000....55551111000000......555555111111000000......5555551111110000....555511110000....5555111100..55110000....555511110000....55551111000000......5555551111110000....5555111100000000........55555555111111110000....555511110000....555511110000....5555111100000000000000000000....................555555555555555555551111111111111111111100000000000000000000....................55555555555555555555111111111111111111110.51000000000000000000000000........................555555555555555555555555111111111111111111111111000000......55555511111100..5511000000000000000000000000000000000000000000..........................................5555555555555555555555555555555555555555551111111111111111111111111111111111111111110.51000000000000000000..................55555555555555555511111111111111111100000000........55555555111111110.510000....555511110.51000000......5555551111110000....55551111000000000.........55555555511111111100..551100..5511000000000000000000..................55555555555555555511111111111111111100..5511000000000.........5555555553333333330.530.530000....55553333000000000.........555555555333333333000...555333000000000000000...............5555555555555553333333333333330000000000000000000000000000000000000000000000000.................................................55555555555555555555555555555555555555555555555553333333333333333333333333333333333333333333333333000...55533300000000000000000000....................5555555555555555555533333333333333333333000000......555555333333000000000000............555555555555333333333333000...555333000000000000............555555555555333333333333000000......5555553333330.500..5500..550000....555500..550000....55550.500..55000000000000............5555555555550000....5555000...55500..550000....555500..550000....55550.50.5000000......5555550000....555500..5500..550000....555500..5500..5500..550000....55552222....7777222222222222............77777777777722..77222222......777777222222......7777772222....77772.7222222222222222222222222........................7777777777777777777777772.72222....77772222....77772.72222....777722..772222....777722..7722..7722..772222....77772222....77772.72222....777722..772222....777722..77222222222222............7777777777772222....777722..772222222222222222................7777777777777777222...7772222....77772222....77772222....77772222....77772222....777722..772.7222222222.........777777777222222......7777772222....77772222....7777222222222.........77777777722..772222....777722..7722..7722..772222....77772.722..77222222......77777722..77222222......7777772222....7777222222......77777722..7722..77222222......77777722..7722..7722..7722..77222222......777777222222......7777772222....7777222...7772.722..772.7222222......7777772222....777722..77222222222.........7777777772222....777722222222........777777772222....77772.72222....77772222....777722..7722..7722..7722..7722..77222222......7777772222....7777222...777222222......777777222...77722..77222222......77777722..7722..772222....77772222....77772222....7777222222......7777772222....777722..772.722..772222....777722222222........7777777722..7722..772222....777722..77222222222222............777777777777222222......7777772222....77772.72222....7777222222......7777772222....777722..772.7222222......777777222222222222222222..................7777777777777777772222....7777222222222.........777777777222222......777777222222......7777772222....7777222222......7777772222....77772222....7777222222222.........7777777772222....777722..7722..7722..772222....7777222222......7777772222....77772222....7777222222222222222222222222222222222222222222..........................................777777777777777777777777777777777777777777222222......7777772222....77772222....77772222....7777222222......777777222222222222222222222222........................7777777777777777777777772222....777722..77222222......777777222222......77777722222222........77777777222222222222222...............77777777777777722..77222222222.........7777777772222....77772222....77772222....7777222222......77777722..7722..772222....77772222....77772.72222....777722..7722..7722..7722..7722..7722222222........77777777222...77722..77222222......7777772222....777722..772222....77772222....7777222222222222............7777777777772.72222....77772.722..772222....777722..772.722..77222222......77777722..772222....77772222....77772222....7777222222......777777222222......7777772222....7777222222......7777772222....77772.72222....77772222....777722..772222....777722..772222....7777222222......77777722..7722..7722..7722..77222...777222222222.........77777777722222222........77777777222222......777777222222......777777222222222222222222222222........................77777777777777777777777722..772222....77772222....777722..772222....77772222....777722..77222222222.........7777777772.722..7722..772222....77772.7222222......777777222222......7777772222....777722..77222222222222222...............7777777777777772222....7777222222......777777222222......77777722..772222....77772222....77772222....77772222....777722..7722222222........777777772222....77772222....77772222....777722..7722..772222....777722..7722..772222....777722..772.722222222........7777777722..7722..772.72222....777722..7722222222222222222222....................777777777777777777772.72222....77772222....77772222....77772222....77772222....777722..772222....77772222....77772222....7777222222......7777772.72222....7777222222......77777722..77222222......7777772222....777722222222........777777772222....77772222....77772222....7777222222222.........777777777222...77722..772222....7777222222......7777772222....777722..772222....77772222....777722..772222....7777222222222222............77777777777722..772222....777722..77222222222.........77777777722..772222....7777222222......77777722..772222....77772.722..77222222......7777772222....777722..772.72.722..7722..7722..772222....777722..7722..772222....77772222....77772222....777722..772.72222....777722..772222....7777222...7772.7222222222.........777777777222222222222............7777777777772222....77772222....77772222....777722..7722..7722..7722..77222222......7777772222....7777222222......7777772222....7777222222......77777722..772222....7777222222222.........7777777772222....777722..772222....77772.722..7722..772222....77772222....77772222....7777222222......777777222222222222............7777777777772222....777722..772.72222....77772.72222....77772222....77772.72.72222....7777222222222.........777777777222222222222............7777777777772222....777722..7722..7722..772222....7777222222222.........77777777722..772222....77772222....7777222222......7777772222....77772222....77772.72.72222....7777222222......77777722222222222222222222....................77777777777777777777222222222.........7777777772222....777722..7722..7722..772222....77772222....77772222....777722..77222222......77777722..77222222222.........777777777222222222222............777777777777666...99966..996.9666666666666............9999999999996666....99996666....999966..9966..9966..996666....999966..996666....99996.966..9966..99666666666.........9999999996666....9999666666......99999966..996666....999966..99666666666666............9999999999996.96666....99996666....999966..996.96.966..996.96666....99996.96666....999966..996.966..996666....99996666666666..........99999999996666....999966666666666666666666....................99999999999999999999666666......9999996.966666666........999999996666....999966666666........999999996.966..9966..9966..9966..99666666......999999666666......99999966..99666666666.........999999999666666......99999966666666........999999996666666666..........9999999999666666......9999996666....999966..9966..99666666666.........9999999996666....999966..996666....99996666....999966..996666....9999666666......9999996666....99996666....99996666....9999666666666.........99999999966..9966..996.9666666......99999966..996666....9999666666......9999996666....999966..99666...9996.96666....99996666....99996666....99996666....99996666....99996666....99996666....99996666....9999666666......999999666666......9999996666....999966..996.966..996666....999966..99666666666.........999999999666666......9999996666....99996.96.96666....999966..9966..996666....99996.966..99666666......99999966..996666....999966..996666666666666666666666666.........................9999999999999999999999999666666666666666666666666........................9999999999999999999999996666666666666666666666666666............................99999999999999999999999999996666....99996666....999966..996666666666666666................9999999999999999666666......99999966..9966666666........9999999966666666........99999999666666666.........999999999666666......9999996666....9999666666......9999996666....999966..996666....999966..99666666......999999666666......99999966666666666666666666....................9999999999999999999966..99666666666666666...............999999999999999666666666666............999999999999666666666666666666..................9999999999999999996666....999966..9966666666........999999996666....9999666666......99999966..996666....99996666....99996666....9999666666666666............9999999999996666....99996666....9999666666666.........99999999966..996.96666....99996666....9999666666......999999666666666666............999999999999666666......999999666666666.........99999999966666666666666666666....................999999999999999999996666....99996666....99996666....9999SSSSEEEESSSSSSEEEEEESSSSSSSSSSSSEEEEEEEEEEEESSSSSSSSEEEEEEEESESESSSSSSSSSSSSSSSEEEEEEEEEEEEEEESESESSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEESSSSSSSSSSSSEEEEEEEEEEEESSSSEEEESSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEESSSSSSSSSSSSSSSSEEEEEEEEEEEEEEEELakota SacajaweaPark FrenchParkLake Park Adelaide Park Camelot Park Dash Point State Park SaghaliePark West Hylebos Wetlands Park Bingaman Pond Park B.P.A. Trail B.P.A. Trail West Campus TrailB.P.A.TrailDumas Bay Sanctuary Park Brooklake Community Center Town Square Park South County Ballfields ParkCelebration Dash Point Highlands Park Laurelwood Park Steel Lake Park Lake Geneva Park Five Mile Lake Park Alderbrook Park The Commons at Federal Way Lakehaven Treatment Center (Redondo) Lakehaven Treatment Center (Lakota)Lake Grove Elem. Lake Dolloff Elem. Valhalla Elem. Silver Lake Elem. Adelaide Elem. Sherwood Forest Elem. Nautilus Elem. Mark Twain Elem. Green Gables Elem. Enterprise Elem. Mirror Lake Elem. Lakota Middle School Sacajawea Middle School Kilo Middle School Saghalie Middle School Public Academy Todd Beamer High School Truman H.S. Camelot Elem. Decatur High School Olympic View Elem. Twin Lakes Elem. Panther Lake Elem. Brigadoon Elem. Illahee Middle School Lakeland Elem Sequoyah Middle School Rainier View Elem. Federal Way High School Wildwood Elem. Thomas Jefferson High School Golf Golf Twin Course Course Lakes Northshore Golf Course Enchanted Park Spring Valley Open Space Fisher's Pond Panther Lake Open Space Park Poverty Bay Open Space Federal Way/ S 320th Street Park & Ride Twin Lakes Park & Ride South Federal Way Park & Ride TransitCenter Federal Way Downtown Link Station(Future) Redondo Heights Park & Ride Federal Way Community Center City Hall Dumas Bay Centre Knutzen Theatre Steel LakeMaintenanceFacilitySteel Lake Annex ! !! ! !! ! !! !! ! !! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!H y l e b o s C r e e k W a t e r w a y Bl a i r W a t e r w a y P u y a l l u p Riv erPuget Sound BayDumas PovertyBay S i t c um W a t e r w a y Commencement Bay Lake Steel Star Lake MirrorLake Geneva Lake North Lake Easter Lake Doll o ff LakeTrout Lake Five Mile LakeLake KillarneyLake Lorene JeaneLake PantherLake Pi e r c e C o u n t y Ki n g C o u n t y Pi e r c e C o u n t y King County Pierce County King County Pierce County Ki n g C o u n t y Milton Tacoma Des Moines Pacific Kent Federal Way Federal Way SW 312th St SW 320th St P o r t o f T a c o m a R dMar i ne V i ew Dr Northshore P k w y Mili t a r y Rd S28th Av SMilitary Rd SP easl ey Canyon RdRedondo Wy S R ed o n d o B each Dr SInterstate 5Star L a k e Rd 1st Wy SS 324th St E 11th StInterstate 5SW D a s h P oi nt R d S W D a s h P o in t R d NE 49th St10th Av SWSW Campus Dr S W Campus D r S 336th St Pacific Hwy SSW 330th St SW 356th St Norpoint Wy NES 356th St Pacific Hwy SS 356th St Hwy 18Weyerhaeuser Wy SS Das h P o in t R d 1st Av SS 304th St Mi li tary R d S S 288th St Military Rd SS 288th St S 272nd St S 272 n d Wy S 312th St I nt erstate 5Military Rd SS 272nd St Pacific Hwy S16th Av SM arine Vie w DrMilitary Rd1st Av S9th Av S21st Av SW51st Av S55th Av S16th Av SHwy 18S 348th St S 308th St Pacific Hwy SMilitary Rd SSW 340th StHoyt R d S WSW 336th St21st Av SWH o y t Rd SWSW 320th St SW 308th St SW Dash Point RdSW D a s h Poi n t Rd35th Av SW47th Av SW12th Av SW21st Av SW11th Av SW8th Av SWS 3 2 8 th S t 5th Av SS 336th St 7th Av6thAv8thAv6th Av SWSW 344th St 20th Av SS 373rd St 34th Av SS 298th St 37th Av SS 304th St 31st Av SS 320th St S 312th St Pacific Hwy SS 320th St 11th Pl S1st Av S8th Av SEnchanted Pkwy23rd Ave S28th Ave SPVR Way S!"#5 !"#5 !"#5 99 99 99 18 161 509 509 509 509 181 1 2 3 4 5 5 5 5 5 5 5 5 5 5 5 6 7 8 91010 11 11 11 11 11 11 21 7 6 5 4 3 2 1 Official Zoning Map:City Center Map Date: August 8, 2024 City of Federal Way GIS Division 33325 8th Ave S Federal Way, WA 98003 (253) 835-7000 www.federalwaywa.govEffective Date: April 24, 2024 by ordinance #24-984 50 Acres 5 20 J:\standard\reference\Zoning.aprx Scale:Please Note:Map Notes: In the event of any inconsistency between this map and the ordinance establishing the current zoning designation, the ordinance shall prevail. See the Quarter Section Detail Maps for more information. The information included on this map was compiled from a variety of sources, and all information is subject to change at any time, without notice. The City of Federal Way shall not be liable for any damages due to the use or misuse of the information represented on this map. Zoning designations may have been adopted for some areas outside the current city limits, but these designations are not shown on this map. Contact the Federal Way Department of Community Development for an explanation of zoning designations. 0 0.5 10.25 Miles ´ This map is accompanied by NO warranties, and is simply a graphic representation. Source: City of Federal WayLocator MapKing County FEDERAL WAY ZONING DESIGNATIONS: Commercial Zones CCBBBC - Community Business NNBBBN - Neighborhood Business EEEECCCCCE - Commercial Enterprise Mixed-Use Zones CCCCCC - City Center Core FFCCCF - City Center Frame Multi-Family Zones 0000000088881111RM1800 - 1 Unit / 1,800 Square Feet 0000000044442222RM2400 - 1 Unit / 2,400 Square Feet00006633RM3600 - 1 Unit / 3,600 Square Feet Office Zones 1111−−−−PPPPCCCCCP-1 - Corporate Park PPPPOOOOOP - Office Park 11¯¯PPOOOP-1 - Office Park 1 2222¯¯¯¯PPPPOOOOOP-2 - Office Park 2 3333¯¯¯¯PPPPOOOOOP-3 - Office Park 3 44¯¯PPOOOP-4 - Office Park 4 OOOOPPPPPO - Professional Office Single Family Zones 00..5511RS15.0 - 1 Unit / 15,000 Square Feet 00..5533RS35.0 - 1 Unit / 35,000 Square Feet 0000....5555RS5.0 - 1 Unit / 5,000 Square Feet 22..77RS7.2 - 1 Unit / 7.200 Square Feet 66..99RS9.6 - 1 Unit / 9,600 Square Feet SSSSEEEESE - 1 Unit / 5 Acres OVERLAYS: VP - Mount Rainier View Protection DT - Downtown Architectural SPECIAL CONDITIONS: 1 Resolution #05-439 (Replaces Council Agreement #90-8, Resolutions #93-128 and #93-144) 2 Resolution #05-443 (Replaces Council Agreement #90-9, Resolutions #93-144 and #97-253) 3 Council Agreement #90-10 4 Ordinance #91-099 5 Ordinance #93-190 6 Council Agreement #94-210 7 Council Agreement #94-211 8 Ordinance #98-310 9 Ordinance #04-461 10 Ordinance #05-490; #07-556; #08-581; #09-614 11 Ordinance #10-645 21 Ordinance #22-938 22 of 800 ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !! !! !! !! !! !! !! !! !! !! !! !! ! ! !!! !! !!!! !!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !! !! !! !! !! !! !! !! !! ! ! ! !! !! !! !! !!!!! !!!!! !!!!! !!!!! !!!!!!! !! !! !! !! !! !! !! !! !! !! !! !! !! !! ! ! !!! !! !! ! ! ! !! !! !! ! ! ! !!! !!! !!! !!! !!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !! !! !! !! !! !!! !!! !!! !!! !!! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !! !!!!!!!! !!!!!! !!!!!! !!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!!!!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !! !! !! !! !! !! !! !! !! !! ! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!! !!! !!!! !!!! !!! !!!!!! !!! !!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !! !! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !! !! !! !! !! !! !! !! !! !! !! !! !!!!! !!!!! !!!!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!! !!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!! !!! !!! !!! !!! !!! !!!! !!!! !!!! !!! !!! !!! !!!! !!!! !!!!! !!!!! !!!!! !! !! !! !! !! !! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! ! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !! !! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !! !! !! !! !! !! !! !! !! !! !! !! ! ! !!! !! !!!! !!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !! !! !! !! !! !! !! !! !! ! ! ! !! !! !! !! !!!!! !!!!! !!!!! !!!!! !!!!!!! !! !! !! !! !! !! !! !! !! !! !! !! !! !! ! ! !!! !! !! ! ! ! !! !! !! ! ! ! !!! !!! !!! !!! !!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !! !! !! !! !! !!! !!! !!! !!! !!! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !! !!!!!!!! !!!!!! !!!!!! !!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!!!!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!!!!!!!!!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !! !! !! !! !! !! !! !! !! !! ! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!! !!! !!!! !!!! !!! !!!!!! !!! !!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !!!!!!!! !! !! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !!!!!! !! !! !! !! !! !! !! !! !! !! !! !! !!!!! !!!!! !!!!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!! !!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!! !!! !!! !!! !!! !!! !!! !!!! !!!! !!!! !!! !!! !!! !!!! !!!! !!!!! !!!!! !!!!! !! !! !! !! !! !! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! ! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!!!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!! !!!!!!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!!! !!!! !!!! !!!! !!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !!!!!!!!!! !! !! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! !!!!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! ! !! ! ! ! ! ! ! ! !!!!!!!!!!!!! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! !!!!!!!!!! ! !!!!!! !!!! ! ! !!! !!!!!!! !! !!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! !! ! ! !! !! ! ! !!!!!!! ! ! !"#5 !"#5 !"#5 !"#5 99 99 99 18 161 161 509 509 509 509 509 1 2 3 4 5 5 5 5 5 5 5 5 5 5 5 6 7 8 9 10 10 11 11 11 11 11 11 21 Lakehaven Treatment Center (Redondo) Lakehaven Treatment Center (Lakota)Lake Grove Elem. Lake Dolloff Elem. Valhalla Elem. Silver Lake Elem. Adelaide Elem. Sherwood Forest Elem. Nautilus Elem. Mark Twain Elem. Green Gables Elem. Enterprise Elem. Mirror Lake Elem. Star Lake Elem. Lakota Middle School Sacajawea Middle School Kilo Middle School Saghalie Middle School Public Academy Todd Beamer High School Truman H.S. Totem Middle School Camelot Elem. Decatur High School Olympic View Elem. Twin Lakes Elem. Panther Lake Elem. Brigadoon Elem. Illahee Middle School Lakeland Elem Sequoyah Middle School Rainier View Elem. Federal Way High School Wildwood Elem. Thomas Jefferson High School Golf Golf Twin Course Course Lakes Northshore Golf Course Lakota Sacajawea Park FrenchPark Lake Park Adelaide Park Camelot Park Dash Point State Park Saghalie Park Glen Nelson Park West Hylebos Wetlands Park Bingaman Pond Park B.P.A. Trail B.P.A. TrailWest Campus TrailB.P.A.TrailDumas Bay Sanctuary Park Brooklake Community Center Town Square Park South County Ballfields ParkCelebration Dash Point Highlands Park Laurelwood Park Steel Lake Park Lake Geneva Park Five Mile Lake Park Alderbrook Park Federal Way/ S 320th Street Park & Ride Twin Lakes Park & Ride South Federal Way Park & Ride Transit Center Federal Way Downtown Link Station (Future) Redondo Heights Park & Ride Enchanted Park The Commons at Federal Way Spring Valley Open Space Fisher's Pond Panther Lake Open Space Park Poverty Bay Open Space Federal Way Community Center City Hall Dumas Bay Centre Knutzen Theatre Steel Lake Maintenance FacilitySteel Lake Annex H y l e b o s C r e e k W a t e r w a y Bl a i r W a t e r w a y P u y a l l up Riv erPuget Sound Bay Dumas Poverty Bay S i t c um W a t e r w a y Commencement Bay Lake Steel Star Lake MirrorLake Geneva Lake North Lake Easter Lake D oll o f f LakeTrout Lake Five Mile LakeLake KillarneyLake Lorene Jeane Lake PantherLake Pi e r c e C o u n t y Ki n g C o u n t y Pi e r c e C o u n t y King County Pierce County King County Pierce County Ki n g C o u n t y Fife Milton Tacoma Des Moines Edgewood Pacific Kent Federal Way Federal Way SW 312th St SW 320th St P o r t o f T a c o m a R dMarine V i ew DrNorthshore Pkw y Mi l i t a r y Rd S28th Av SMilitary Rd SP e asl ey Canyon RdRedondo Wy SR edon d o B each Dr SPacific Hwy SInterstate 5Star Lak e Rd 1st Wy SS 324th St E 11th StInterstate 5SW D a s h P oi nt R d S W D a s h P o in t R d NE 49th St10th Av SWSW Campus Dr S W Campus Dr S 336th St Pacific Hwy SSW 330th St SW 356th St Norpoint Wy NES 356th St Pacific Hwy SS 356t h St Hwy 18Weyerhaeuser Wy SS Dash P o in t R d 1st Av SS 304th St Mi l i tary Rd S S 288th St Military Rd SS 288th St S 272nd St Pacific Hwy SS 312th St I nterstate 5Military Rd SS 272nd St Pacific Hwy S16th Av SM arine Vie w D r Military Rd1st Av S9th Av S21st Av SW23rd Av S16th Av SHwy 18S 348th St S 308th St Pacific Hwy SMilitary Rd SSW 340th StHoyt R d S WSW 336th St 21st Av SWH o y t R d SWSW 320th St SW 308th St SW Dash Point RdSW Da s h Point Rd 35th Av SW47th Av SW12th Av SW21st Av SW11th Av SW8th Av SWS 3 2 8 t h St5th Av SS 336th St 7th Av6thAv8thAv6th Av SWSW 344th St 28th Av S20th Av SS 373rd St 34th Av SS 298th St 37th Av SS 304th St 31st Av SS 320th St S 312th St Pacific Hwy SS 320th St 11th Pl S1st Av S8th Av SPVR Wy SEnchanted Pkwy 7 6 5 4 3 2 1 FEDCBA Comprehensive PlanComprehensive Plan Map Date: Dec 12, 2023 City of Federal Way, GIS Division 33325 8th Ave S Federal Way, WA 98003 (253) 835-7000 www.cityoffederalway.com This map is accompanied by NO warranties, and is simply a graphic representation. 47°15'05.77"N122°25'03.33"W47°21'37.34"N 122°25'15.20"W47°21'44.47"N 122°16'21.78"W47°15'12.89"N 122°16'11.03"W50 Acres 5 20 ´King County Locator MapScale:Please Note:Map Notes: In the event of any inconsistency between this map and the ordinance establishing the current zoning designation, the ordinance shall prevail. See the Quarter Section Detail Maps for more information. The information included on this map was compiled from a variety of sources, and all information is subject to change at any time, without notice. The City of Federal Way shall not be liable for any damages due to the use or misuse of the information represented on this map. Zoning designations may have been adopted for some areas outside the current city limits, but these designations are not shown on this map. Contact the Federal Way Department of Community Development for an explanation of zoning designations. Source: City of Federal Way J:\standard\reference\ComprehensivePlan.aprx 0 0.5 10.25 Miles Comprehensive Plan Designations City Center Core ! ! ! ! ! ! ! ! ! City Center Frame Community Business Commercial Enterprise Commercial/Recreation Corporate Park Office Park Professional Office Neighborhood Commercial Parks and Open Space Multi-Family D D D D D D D D D Single Family, Low Density !!! !!! !!! Single Family, Medium Density ! ! ! ! ! ! ! ! ! Single Family, High Density Overlays: Mount Rainier View Protection Downtown Architectural Special Conditions: 1 Resolution #05-439 (Replaces Council Agreement #90-8, Resolutions #93-128 and #93-144) 2 Resolution #05-443 (Replaces Council Agreement #90-9, Resolutions #93-144 and #97-253) 3 Council Agreement #90-10 4 Ordinance #91-099 5 Ordinance #93-190 6 Council Agreement #94-210 7 Council Agreement #94-211 8 Ordinance #98-310 9 Ordinance #04-461 10 Ordinance #05-490; #07-556; #08-581; #09-614 11 Ordinance #10-645 21 Ordinance #22-938 Effective Date: December 5, 2023 by ordinance #23-976 23 of 800 ! ! !! ! ! ! ! ! ! ! !!!!!!!!!!!!! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! !!!!!!!!!! ! !!!!!! !!!! ! ! !!! !!!!!!! !! !!!!!!!!!!!!!!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! !! ! ! !! !! ! ! !!!!!!! ! ! !"#5 !"#5 !"#5 !"#5 99 99 99 18 161 161 509 509 509 509 509 ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^^ ^ ^ ^ ^ ^^^ ^ ^ ^^ ^ ^ ^ ^^^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^^ ^ ^ ^ ^ ^^^^ ^ ^ ^^ ^ ^ ^ ^^^ Lakehaven Treatment Center (Redondo) Lakehaven Treatment Center (Lakota)Lake Grove Elem. Lake Dolloff Elem. Valhalla Elem. Silver Lake Elem. Adelaide Elem. Sherwood Forest Elem. Nautilus Elem. Mark Twain Elem. Green Gables Elem. Enterprise Elem. Mirror Lake Elem. Star Lake Elem. Lakota Middle School Sacajawea Middle School Kilo Middle School Saghalie Middle School Public Academy Todd Beamer High School Truman H.S. Totem Middle School Camelot Elem. Decatur High School Olympic View Elem. Twin Lakes Elem. Panther Lake Elem. Brigadoon Elem. Illahee Middle School Lakeland Elem Sequoyah Middle School Rainier View Elem. Federal Way High School Wildwood Elem. Thomas Jefferson High School Golf Golf Twin Course Course Lakes Northshore Golf Course Lakota Sacajawea Park FrenchPark Lake Park Adelaide Park Camelot Park Dash Point State Park Saghalie Park Glen Nelson Park West Hylebos Wetlands Park Bingaman Pond Park B.P.A. Trail B.P.A. TrailWest Campus TrailB.P.A.TrailDumas Bay Sanctuary Park Brooklake Community Center Town Square Park South County Ballfields ParkCelebration Dash Point Highlands Park Laurelwood Park Steel Lake Park Lake Geneva Park Five Mile Lake Park Alderbrook Park Federal Way/ S 320th Street Park & Ride Twin Lakes Park & Ride South Federal Way Park & Ride Transit Center Federal Way Downtown Link Station (Future) Redondo Heights Park & Ride Enchanted Park The Commons at Federal Way Spring Valley Open Space Fisher's Pond Panther Lake Open Space Park Poverty Bay Open Space Federal Way Community Center City Hall Dumas Bay Centre Knutzen Theatre Steel Lake Maintenance FacilitySteel Lake Annex H y l e b o s C r e e k W a t e r w a y Bl a i r W a t e r w a y P u y a l l up Riv erPuget Sound Bay Dumas Poverty Bay S i t c um W a t e r w a y Commencement Bay Lake Steel Star Lake MirrorLake Geneva Lake North Lake Easter Lake D oll o f f LakeTrout Lake Five Mile LakeLake KillarneyLake Lorene Jeane Lake PantherLake Pi e r c e C o u n t y Ki n g C o u n t y Pi e r c e C o u n t y King County Pierce County King County Pierce County Ki n g C o u n t y Fife Milton Tacoma Des Moines Edgewood Pacific Kent Federal Way Federal Way SW 312th St SW 320th St P o r t o f T a c o m a R dMarine V i ew DrNorthshore Pkw y Mi l i t a r y Rd S28th Av SMilitary Rd SP e asl ey Canyon RdRedondo Wy SR edon d o B each Dr SPacific Hwy SInterstate 5Star Lak e Rd 1st Wy SS 324th St E 11th StInterstate 5SW D a s h P oi nt R d S W D a s h P o in t R d NE 49th St10th Av SWSW Campus Dr S W Campus Dr S 336th St Pacific Hwy SSW 330th St SW 356th St Norpoint Wy NES 356th St Pacific Hwy SS 356t h St Hwy 18Weyerhaeuser Wy SS Dash P o in t R d 1st Av SS 304th St Mi l i tary Rd S S 288th St Military Rd SS 288th St S 272nd St Pacific Hwy SS 312th St I nterstate 5Military Rd SS 272nd St Pacific Hwy S16th Av SM arine Vie w D r Military Rd1st Av S9th Av S21st Av SW16th Av SHwy 18S 348th St S 308th St Pacific Hwy SMilitary Rd SSW 340th StHoyt R d S WSW 336th St 21st Av SWH o y t R d SWSW 320th St SW 308th St SW Dash Point RdSW Da s h Point Rd 35th Av SW47th Av SW12th Av SW21st Av SW11th Av SW8th Av SWS 3 2 8 t h St5th Av SS 336th St 7th Av6thAv8thAv6th Av SWSW 344th St 20th Av SS 373rd St 34th Av SS 298th St 37th Av SS 304th St 31st Av SS 320th St S 312th St Pacific Hwy SS 320th St 11th Pl S1st Av S8th Av SEnchanted Pkwy23rd Ave S28th Ave SPVR Way S7 6 5 4 3 2 1 FEDCBA Comprehensive PlanComprehensive Plan Map Date: August 8, 2024 City of Federal Way, GIS Division 33325 8th Ave S Federal Way, WA 98003 (253) 835-7000 www.cityoffederalway.com This map is accompanied by NO warranties, and is simply a graphic representation. 47°15'05.77"N122°25'03.33"W47°21'37.34"N 122°25'15.20"W47°21'44.47"N 122°16'21.78"W47°15'12.89"N 122°16'11.03"W50 Acres 5 20 ´King County Locator MapScale: Effective Date: January 2025 Please Note:Map Notes: In the event of any inconsistency between this map and the ordinance establishing the current zoning designation, the ordinance shall prevail. See the Quarter Section Detail Maps for more information. The information included on this map was compiled from a variety of sources, and all information is subject to change at any time, without notice. The City of Federal Way shall not be liable for any damages due to the use or misuse of the information represented on this map. Zoning designations may have been adopted for some areas outside the current city limits, but these designations are not shown on this map. Contact the Federal Way Department of Community Development for an explanation of zoning designations. Source: City of Federal Way J:\standard\reference\ComprehensivePlan.aprx 0 0.5 10.25 Miles ^Special Conditions ^See City of Federal Way Official Zoning Map for possible additional regulations Comprehensive Plan Designations Commercial Residential 1 Residential 2 Mixed Use - Centers Mixed Use - Non-Centers Open Space, Parks and Recreation 24 of 800 Process V Rezone TESHIA FLOWERS 23-104820-UP Narrative for Planting Flowers Learning Center – 30819 14 th Ave S., Federal Way, WA 98003 2 Story building – 4815 sq ft upper, 3144 sq ft lower Program Introduction: Planting Flowers Learning Center is a Licensed childcare facility offering full time, part time, care to children 1month-10 years old. These services include preschool options and ECEAP services to ensure equitable care is provided to children throughout the community. We prioritize the needs of low-income families by providing quality care and wrap around services to the child and family. To support commuters, specifically those utilizing nearby transit & train station, the center is open Monday thru Friday between the hours of 6:30am- 6:00pm. Planting Flowers Learning Center has a current application to complete the Process IV Hearing Examiner decision due to the current RM 1800 zoning. If approved Planting Flowers Learning Center would be restricted to 50 attendees, therefore I am completing an application for a Quasi- Judicial Rezone. The rezone would expand the services my program could provide families allowing my program to grow to unlimited capabilities, utilizing the entire building for many years to come. The impact Planting Flowers Learning Center will have on the community are immeasurable. Childcare services are in high demand within the City of Federal Way. According to the below report furnished by DCYF, the City of Federal Way is one of many cities deemed a childcare desert. https://www.dcyf.wa.gov/practice/oiaa/reports/early-learning-dashboards/child-care-need- supply-data. There are over 3,000 children infant to preschool age under the state median income of 85% that need childcare in zip code 98003. Together we have an opportunity to work together to address and meet the needs of families in the community as it supports the neighborhood well with Federal Way High School across the street. To the South is a medical office and east and west and further south are multi-family apartment complexes that will likely utilize my services. Building History: Zoning for this property was Professional Office from 1971-2014. To my understanding a rezone was requested and approved in 2014 by the previous owner to change the zoning to RM1800. Although the zoning change was made the tenant that occupied the building from 2009-2023 was Pure Heart Ministries and no further steps towards development for use RM1800 was completed. Previous tenants on the subject property included Northwest Radiological Association (1975); multiple medical professionals (1975-1990); Radiology Puget Sound (1980-1984); Federal Way Community (1980); Women’s Clinic (1980-1984); Federal Way Radiology (1990-1994); Accredited Sports & Medical Message Therapy (1994-1998); Aiken Muscular Therapy (1994); Sum-R-Art Therapy (1994-1998); Mandalla Center for the Healing Arts 25 of 800 (1998); A&A Towing (2000); Auburn Youth Resources (2000-2003); Federal Way Philharmonic (2000); Federal Way Public Schools (2003-2008); Federal Way Symphony (2003-2012); Natural Alternative Massage (2003); Diamond Driving Schools (2008); Evergreen Senior Club (2008-2016); Samoan American Pacific (2012-2016); Pure Heart Ministries (2009-Present). Based upon the information provided above, I believe the proposed rezone is in the best interest of the residents of the city; and the proposed rezone is appropriate because: It is consistent with the comprehensive plan; It is consistent with all applicable provisions of the title, including those adopted by reference from the comprehensive plan; and, It is consistent with the public health, safety, and welfare. 26 of 800 SEPARATE SUBMITTAL PERMITS -run concurrently THE FOLLOWING SEPARATE PERMIT SUBMITTALS SHALL BE RUN CONCURRENTLY, AND TO BE DESIGNED AND SUBMITTED BY THE SELECTED DESIGN-BUILD SUBCONTRACTOR: 01. FIRE SPRINKLER 02. MECHANICAL 03. FIRE ALARM 04. ELECTRICAL 05. PLUMBING INCLUDED IN THIS SUBMITTAL THE FOLLOWING DRAWINGS / FORMS ARE BEING SUBMITTED: 01. ARCHITECTURE DRAWINGS COPYRIGHT © 2022/2023 THIS DESIGN IS THE PROPERTY OF THE ARCHITECTURAL DESIGN FIRM WEDDERMANN ARCHITECTURE. ALL RIGHTS RESERVED. NO COPYING, REPRODUCTION, OR RE- CREATION WITHOUT THE PERMISSION OF WEDDERMANN ARCHITECTURE. WATER METER WATERSEWERS 308TH STREET 14TH AVENUE SOH POWER(6) 8'X23' PARALLEL STALLS (29) 8'-6"X18' 90 DEGREE STALLS >12' AISLE: ONE WAY NORTH ONLY >25.5' AISLE: TWO WAY (11) 8'-6"X18' 90 DEGREE STALLS W/ MIN. 25.5' AISLE (TW0 WAY) "NO ENTRY" EXIT ONLY SIGNAGE LEVEL ACCESSIBLE PATH TO PLAY AREA SEE LANDSCAPE PLANS FOR ROCKERY AND LANDSCAPE BUFFERS SEE LANDSCAPE PLANS FOR LANDSCAPE BUFFERS CB CB CB CB CB SIDEWALK135'299.47'299.47'135' EXISTING GATE AT TRASH ENCLOSURE LANDSCAPE ISLAND 586 SF NEW FIRE HYDRANT EXISTING BUILDING NO CHANGE TO BUILDING FOOTPRINT ONE WAY ONE WAYONE WAY RIGHT ONLYRIGHT ONLYRISER ROOM GENERAL NOTE: DIRECTIONAL SIGNAGE WILL BE INSTALLED IN COORDINATION WITH THE CITY FOR PLACEMENT R O W D E D IC A TIO N R 25' - 0"58.1GATE 1 NEW ADA RAMP 6" RISE MAX 1:12 SLOPE PROVIDE VISUAL AND TACTILE INDICATORS FOR RAMP 1 5' - 8"EXISTING PARKING AREA TO BE PAVED LEVEL FOR NEW WALKWAY = 530 SF 1 ELEVATE ADA PARKING TO MATCH SIDEWALK, FEATHER ASPHALT BEYOND PARKING STALLS WITH MAX 5% SLOPE REAR YARD SETBACK 20' - 0" LANDSCAPE BUFFER 10' - 0"SIDE YARD SETBACK20' - 0"LANDSCAPE BUFFER10' - 0"FRONT YARD SETBACK 20' - 0" LANDSCAPE BUFFER 20' - 0" GRAVEL DRAINAGE BASE 1'-6" DIA CONC BASE 2" DIA x 188 GALV STEEL PIPE, PAINT PIPE BASE BLUE SLOPE TOP 1'-6" x 1'-0" x 18 GA. REFLECTIVE PORCELAIN ENAMEL ACCESSIBLE PARKING SIGNAGE STATING: "RESERVED PARKING" AND "STATE DISABLED PARKING PERMIT REQUIRED" WITH THE INTERNATIONAL SYMBOL OF ACCESS DISPLAYED. BOLT TO STEEL TUBE WITH 3/8" CADMIUM PLATED BOLTS, NUTS, AND WASHERS. 0'-4" x 1'-0" x 18 GA. REFLECTIVE PORCELAIN ENAMEL SIGNAGE STATING: "VAN ACCESSIBLE" AT VAN STALL ONLY CL RESERVED PARKING STATE DISABLED PARKING PERMIT REQUIRED VAN ACCESSIBLE 60"24"PROJECTSHEET NO.JENNIFER WEDDERMANN, AIA, LEED AP4629 SOUTH YAKIMATACOMA, WA 98408(253)-973-6611JENNIFER@WEDDERMANN.COM REVISIONSINFOSHEET NAMEStart Date:Project Number:Plot Date:File Name:WEDDERMANNARCHITECTURE6/26/2024 11:57:45 AMCOVERCOVERTESHIA FLOWERS30819 14TH AVE SFEDERAL WAY, WA 98003AUGUST 2023FLOWERS LEARNING CENTER23066FLOWERSPERMIT SETPLANTING FLOWERS LEARNING CENTER LEGAL DESCRIPTION E 165 FT OF NW 1/4 OF SE 1/4 OF NE 1/4 LESS E 30 FT LESS N 30 FT LESS S 330 FT GENERAL PROJECT NOTES 1. THE CONTRACTOR IS RESPONSIBLE FOR FAMILIARIZING HIMSELF WITH THE CONTENT OF THESE DRAWINGS PRIOR TO PROCEEDING WITH THE WORK. 2. THE CONTRACTOR SHALL PREVIEW DESIGN INTENT AS SUBSTANTIATED IN THESE DOCUMENTS PRIOR TO COMMENCING CONSTRUCTION ACTIVITIES. THE CONTRACTOR SHALL ISSUE REQUEST FOR INFORMATION (RFI'S) INQUIRIES TO THE OWNER AND THE ARCHITECT WHERE DESIGN INTENT IS NOT SELF EVIDENT TO ELIMINATE DETRIMENTAL INTERPRETATIONS. 3. IN THE EVENT THE CONTRACTOR FINDS A CONFLICT OR DISCREPANCY WITH THESE DRAWINGS, THE ARCHITECT SHALL BE NOTIFIED IMMEDIATELY IN WRITING. SHOULD THE CONTRACTOR PROCEED WITHOUT NOTIFYING THE ARCHITECT OF SUCH CONFLICT, THE CONTRACTOR SHALL BE PROCEEDING AT THEIR OWN RISK & ASSOCIATED LIABILITY. 4. THESE DRAWINGS SERVE TO REPRESENT DESIGN INTENT AS DIRECTED BY THE OWNER & COMPLIANT WITH GOVERNING JURISDICTIONAL LAW. IN NO WAY SHALL THESE DRAWINGS SERVE TO DICTATE METHODS OF CONSTRUCTION RELATIVE TO ADHERENCE TO EITHER. IT IS THE CONTRACTOR'S & OWNER'S RESPONSIBILITY TO WORK WITHIN THE PARAMETERS OF THE AGENCY APPROVED DOCUMENTS TO MAINTAIN THE INTEGRITY OF THE DESIGN INTENT AND AGENCY COMPLIANCE. 5. GENERAL CONTRACTOR IS RESPONSIBLE FOR UNDERSTANDING THE WSEC REQUIREMENTS AND MEET ANY AND ALL REQUIREMENTS FOR COMPLETING A PROPERLY INSULATED AND SEALED SHELL (WHERE APPLICABLE). THIS INCLUDES MEETING WSEC REQUIREMENTS FOR LIMITING AIR INFILTRATION. OWNER: FLOWERS CAPITAL INVESTMENTS TESHIA FLOWERS 30819 14TH AVENUE SOUTH FEDERAL WAY, WA 98003 T: 206.650.1830 EMAIL: TESHIAFWA@YAHOO.COM ARCHITECT: JENNIFER WEDDERMANN WEDDERMANN ARCHITECTURE PLLC 4629 SOUTH YAKIMA AVE TACOMA WA 98408 CONTACT: SARAH COMMET T: 253.973.6611 EMAIL: SARAH@WEDDERMANN.COM PROJECT TEAM APPLICABLE CODES 2018 INTERNATIONAL BUILDING CODE (INCLUDING IBC 2018-WSBC AMENDMENTS, FEB 1, 2021, W/IEBC-2018 AND ANSI-2009) 2018 INTERNATIONAL MECHANICAL CODE (INCLUDING IMC 2018-WSBC AMENDMENTS, FEB 1, 2021, W/ IFGC-2018, NFPA-54, NFPA-58) 2018 INTERNATIONAL FIRE CODE (INCLUDING IFC 2018-WSBC AMENDMENTS, FEB 1, 2021) 2018 UNIFORM PLUMBING CODE (INCLUDING UPC 2018-WSBC AMENDMENTS, FEB 1, 2021) 2020 NATIONAL ELECTRICAL CODE (NFPA 70) -SEE DEPT. OF L& I ADOPTION/ AMENDMENTS 2018 INTERNATIONAL FUEL GAS CODE (WAC 51-50) 2018 WASHINGTON STATE ENERGY CODE (WAC 51-11C) ICC / ANSI A.117-2009 ACCESSIBLE AND USABLE BUILDINGS AND FACILITIES (INCLUDING IBC 2018-WSBC AMENDMENTS, FEB 1, 2021, W/IEBC-2018 AND ANSI-2009) CITY CODE -FEDERAL WAY MUNICIPAL CODE PROJECT CODE ANALYSIS PROJECT NAME PLANTING FLOWERS LEARNING CENTER PROJECT DESCRIPTION MINOR REMODEL TO EXISTING FACILTIY. MAIN FLOOR WILL BE A DAYCARE (E OCCUPANCY) AND WILL BE REMODELD TO PROVIDE REQUIRED SPACE, RESTROOMS, AND ACCESSIBIITY TO THE SPACE. BASEMENT LEVEL (S2 OCCPANCY) WILL BE UNOCCUPIED. THE BASEMENT HAD BEEN REMODELED BY A PREVIOUS TENANT INTO OFFICE SUITES WHICH WILL BE DEMOED AT THIS TIME. THE HOPE IS TO REMODEL THE BASEMENT INTO DAYCARE SPACE IN 2030 WHEN FUNDS ARE AVAILABLE BUT NO ONE WILL OCCUPY THE SPACE UNTIL PERMITS ARE ISSUED FOR THIS CHANGE OF USE. JURISDICTION FEDERAL WAY ZONE MULTI FAMILY ZONE: RM1800 MAX. 50 CHILDREN FOR CHILDCARE FACILITY PARCEL NUMBER 0821049139 GROSS LAND AREA 0.93 Acres (40,453 sq. ft.) IBC OCCUPANCY CLASS E, S2 (NO SEPARATION REQUIRED PER IBC 508.4) IBC CONSTRUCTION TYPE VB FIRE SPRINKLER YES STORIES AND HEIGHT 30' SETBACKS FRONT: 20' INTERIOR:20' REAR:20' PARKING 1 STALL PER 300 GSF BUILDING = 7,959 SF PLAY AREA = 2,500 SF TOTAL AREA = 10,459 SF 10,459 / 300 = 35 PARKING SPACES REQUIRED LANDSCAPE 75 SF OF PLAY AREA PER CHILD SERVED PARKING LOT LANDSCAPING REQUIRED 20 SF PER PARKING STALL = 740 SF REQUIRED IMPERVIOUS SURFACE MAX. 75% LOT SIZE 0.93 ACRES 40453 SF EXISTING MAIN STRUCTURE:6,933 SF COVD. BALCONY 240 SF ASPHALT PARKING AND DRIVEWAY 20,638 SF WALKWAYS 1,511 SF STAIRWAY 281 SF TOTAL = 29,603 SF (73.2%) NEW MAIN STRUCTURE 0 = NO CHANGE ASPHALT PARKING AND DRIVEWAY -530 SF (CONVERT TO WALKWAY) WALKWAY 1,358 SF TOTAL NEW = 646 SF TOTAL IMPERVIOUS AREA = 30,249 SF (74.7%) TOTAL AREA TO BE REPAVED = 617 SF TOTAL AREA NEWLY PAVED = 646 SF TOTAL AREA PAVED AS SCOPE OF THIS PROJECT = 1,263 SF EXISTING PERVIOUS LAWN & PROPOSED PLAY AREA 9,098 SF PROPOSED LANDSCAPE AREA 1,752 SF TOTAL = 10,850 SF SITE COVERAGE BUILDING FOOTPRINT = 5,883 SF = 14.5% CRIME PREVENTION NO CHANGES TO THE BUILDING EXTEIOR WILL BE MADE.. CUT AND FILL = 133 CU YARDS PLAY YARD 126 CU YARDS CUT 7 CU YARDS FILL DRAWING INDEX 1" = 20'-0" SITE PLAN1 NORTH COVER SITE PLAN, PROJECT NOTES G2.01 AREAS -OVERALL BUILDING G2.11 FIRE, LIFE, SAFETY PLANS A2.01 DEMO PLANS A2.11 MAIN FLOOR PLAN, DOOR SCHEDULE A2.12 BASEMENT FLOOR PLAN A2.13 FURNITURE PLAN A2.21 ROOF PLAN A3.01 EXTERIOR ELEVATIONS A10.10 INTERIOR DETAILS A10.12 ANSI SIGNAGE DETAILS E2.01 REFLECTED CEILING PLANS E2.11 LIGHTING PLAN 1/2" = 1'-0" ADA PARKING SIGN2 Rev# Date Description1 3-28-24 Per Building Rev#11 SEE SHEET A2.13 FOR ENLARGED PLAY AREA PLAN 1 1 27 of 800 360' 30819 14TH AVE SPARCEL No. 082104 -9139 4604594 5 9 4594 5 8 4574564554544534 5 2 4514504494484 4 8 S 01°14'32" W 299.63'S 01°14'32" W 299.54'S 88°56'43" E 135.00' 459.80 457.91 456.67 459.78 459.78 460.01 460.01460.48460.58 459.92 460.57 460.50 460.25460.34 460.38 459.65 459.73 459.49 459.72 457.72 457.80 457.06 455.83 456.64 456.68 457.25 456.91 452.96 450.55 452.44 455.69 455.86 454.64 449.07 448.31 448.43 448.68449.18 449.19 448.91 448.15 446.35 456.11 456.96 450.14448.75 449.50 451.32 450.12 454.44 456.54 459.79 459.64460.12 460.39459.94 459.94460.33 460.48 460.11460.03 460.10460.18 460.55 460.04 459.99460.46 460.31459.80 460.12 460.35 460.48 460.45 459.98 460.06 460.46 460.40 460.50 459.95 459.05 458.86 458.88 459.12 459.36 458.62 459.10 459.83 459.58 459.38 459.46 459.66 460.32 459.29 458.56 458.55 458.50 458.73 458.68 456.24 454.32 453.28449.00 449.50 453.93 455.04 456.67 459.20 459.19 458.94 458.93 448.92 448.51 448.30 448.24 448.37 448.69 448.64 448.97 448.56448.53 448.61 448.42 448.47 447.98 448.10 452.90 456.74 456.84 459.91 459.68 448.65 448.11447.66 447.35447.91 448.44447.94 447.98 446.81 447.61 447.47 447.41 447.54 447.61 447.72 447.97 448.05 448.32 447.73 446.85 448.29 448.21 448.18 448.17 448.15 448.14 448.11 448.29 456.00 456.64 457.29 457.85 457.99 458.09 458.23 458.35 458.92 458.79 458.73 458.73 458.72 458.61 458.43 457.87 458.01 457.96 458.28 458.05457.51 457.09 455.76 453.81 453.40450.01 448.05447.98 458.36 457.97 457.02 457.00 459.74 448.99 459.48 460.43 460.37 458.69 454.19454.25 454.19 454.34 448.59 458.38 458.27 MAG,CHK 200, H/T,5' OS TO PROP COR, H/T,5' OS TO PROP, MAG, , FL FL FLTBCBSW FH BSW TBC TBCBSW BSW WALK WALK WALK MAG 24" C, , FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD, FNC,6' WOOD,CONNECT TO 10602 36 " F, , FNC,5' CHAINLINK, FNC,5' CHAINLINK/4' WOOD, FNC,4' WOOD,FNC,4' WOOD, FNC,4' WOOD,FNC,4' WOOD, FNC,4' WOOD,FNC,4' WOOD, FNC,4' WOOD, HYD, , GS, , GS, , GS, , GS, ,GS, , GS, , GS, , GS, , GS, , GS, , UPP,WIRE RUNS N&S, FL, ,TBC, , TBC, ,FL, , FL, ,TBC, , TBC, , TBC, ,FL, , FL, ,TBC, , TBC, , FL, , FL, ,TBC, , TBC, ,FL, , EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK,FL, , EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK, HYD, , EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, TEFC, , TEFC, , TBC, , TBC, , TBC, , TBC, , TBC, , TBC, , TBC, , EA,PARKING LOT, EA,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, TBC, ,TBC, , TBC, , TBC, , TBC, , TBC, , TBC, , TBC, , EA,PARKING LOT, EA,PARKING LOT, EA,PARKING LOT, EA,PARKING LOT, EA/TEFW,PARKING LOT/ROCK WALL, EA/TEFW,PARKING LOT/ROCK WALL, EA/TEFW,PARKING LOT/ROCK WALL, EA/TEFW,PARKING LOT/ROCK WALL, EA/EC,PARKING LOT,EA/EC,PARKING LOT, EA/EC,PARKING LOT, EA/EC,PARKING LOT, EA/EC,PARKING LOT, EA/TEFC,PARKING LOT, EA/TEFC,PARKING LOT, EA,PARKING LOT, EA,PARKING LOT, EA,PARKING LOT, EA/EC,PARKING LOT/SIDEWALK, CB,TYPE 1, TBC, , TBC, ,TEFC, , TEFC, ,TBC, , TBC, ,TEFC, , PSTR, , CB,TYPE 1, PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , CB,TYPE 1, CB,TYPE 1, PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, ,PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, ,PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , PSTR, , CB,TYPE 1, TBW,ROCK WALL, TBW,ROCK WALL, TBW,ROCK WALL, TBW,ROCK WALL,TBW,ROCK WALL, TBW,ROCK WALL, TBW,ROCK WALL, TBW,ROCK WALL, TBW,ROCK WALL,TBW,ROCK WALL, GPM, ,GPM, , GPM, , GS, , GS, , GS, , 20" D, , MAG,CHK 100, SET H/T,SET HUB & TAC, BLDG, ,BLDG, , EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK/STAIR, EOC,SIDEWALK/STAIR, EOC,SIDEWALK/STAIR, EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK, EOC,SIDEWALK, 120 125 126 200 1016 1017 101810191020 1021 1022 1023 10241025 1026 1027 1028 1029 1192 10500 10600 10601 10602 10603 10604 10605 10606 10607 10608 10609 10611 10612 10613 10614 10615 10616 1061710618 10619 10620 10621 10626 10627 10629 10632 1063310634 10635 10636 10637 10638 10639 10640 1064410645 1064610647 1064810649 10650 1065110652 1065310654 10655 10656 1065710658 1065910660 10661 10662 10663 10664 10665 10666 10667 10668 10696 10697 10698 10699 10700 10701 10702 10703 10704 10705 10706 10707 10708 10709 10710 10711 10712 10713 10714 10715 10716 10717 10718 1071910720 10721 10722 10723 10724 10725 10726 10727 10728 10729 10730 10731 10732 10733 10734 10735 10736 1073710738 10739 10740 10741 10746 10747 10748 10749 10750 10751 10752 10753 1075410755 1075610757 1075810759 10786 10787 10788 10789 10790 10791 10792 10793 10794 10795 10796 10797 10798 10799 10800 10801 10802 10803 10804 10805 10806 10807 10808 10809 10810 10811 10812 10813 10814 10815 10816 10817 10818 10819 10820 10821 10822 10823 10824 1082610827 10828 10829 10830 1083110832 1083310834 10839 10840 10841 10842 131 132 5000 5001 5002 5003 5004 5005 5008 5010 5014 5015 S E C 8 -T 2 1 N -R 4 E W M A S N O T E D E WATER METER WATEROH POWERNEW ACCESSIBLE ROUTE TO PLAY AREA CB CB SIDEWALK135'299.47'299.47'LANDSCAPE ISLAND 586 SF NEW FIRE HYDRANT ONE WAY 459' 457' LAWN 454.5' LAWN 452' LAWN 459'MAX 30" RETAINING WALLMAX 30" RETAINING WALLMAX 30" RETAINING WALLGATE WITH PUSH-BAR HARDWARE HARNEY PANIC EXIT DEVICE PE550036PPB 14' - 11" 449.6' LAWN 451 451 24' - 0"12"12" RAMP DOWN 1:12 MAX457' 5' - 0" 60" X 60" LEVEL LANDING 3' - 1 1/2"12"30' - 0"12"454.5'0' - 0"RAMP DOWN 1:12 MAXRAMP DOWN 1:12 MAX452' 449 450'30' - 0"12"12"GATE WITH-PUSH BAR HARDWARE 40' - 1 1/2"13' - 0"15' - 1"48' - 11"47' - 5 1/2"40' - 1 1/2"50' - 6" NEW WALKWAY TO PLAY YARD = 150 SF 1 NEW STAIRS = 17 SF NEW RAMP = 254 SF NEW RAMP =225 SF 4' - 6" 1 REAR SETBACK 20' - 0"SIDE SETBACK20' - 0"LANDSCAPE BUFFER10' - 0"LANDSCAPE BUFFER 20' - 0" 1' - 0" 1' - 0" TOP AND BOTTOM EXTENSIONS AT RAMPS RAMP HANDRAILS SHALL EXTEND HORIZONTALLY ABOVE THE LANDING 12 INCHES MINIMUM BEYOND THE TOP AND BOTTOM OF RAMP RUNS. EXTENSIONS SHALL RETURN TO A WALL, GUARD, OR FLOOR, OR SHALL BE CONTINUOUS TO THE HANDRAIL OF AN ADJACENT RAMP RUN EDGE PROTECTION -BARRIER BARRIERS SHALL BE CONSTRUCTED SO THAT THE BARRIER PREVENTS THE PASSAGE OF A 4- INCH DIAMETER SPHERE WHERE ANY PORTION OF THE SPHERE IS WITHIN 4 INCHES OF THE FLOOR EDGE PROTECTION NOSING 0' - 1" 0' - 11" MIN.0' - 7" MAXTHE LEADING 2 INCHES OF THE TREAD SHALL HAVE VISUAL CONTRAST OF DARK- ON-LIGHT OR LIGHT-ON-DARK FROM THE REMAINER OF THE TREAD, PROVIDE ANTI-SLIP STAIR FRAMING PER STRUCTURAL 705.5 TRUNCATED DOMES DETECTABLE WARNING SURFACES SHALL HAVE TRUNCATED DOMES COMPLYING WITH SECTION 705.5 SIZE TRUNCATED DOMES SHALL HAE A BASE DIAMETER OF 0.9 INCH MINIMUM AND 1.4" MAXIMUM, AD A TOP DIAMETER OF 50 PRECENT THE MINIMUM AND 65 PERCENT THE MAXIMUM OF THE BASE DIAMETER HEIGHT TRUNCATED DOMES SHALL HAVE A HEIGHT OF 0.2 INCHES SPACING TRUNCATED DOMES SHALL HAVE A CENTER-TO-CENTER SPACING OF 1.6 INCHES MINIMUM AND 2.4 INCHES MAXIMUM AND A BASE-TO-BASE SPACING OF 0.65 INCHES MINIMUM, MEASURED BETWEEN THE MOST ADJACENT DOMES ON THE GRID. ALIGNMENT TRUNCATED DOMES SHALL BE ALIGNED IN A SQUARE GRID PATTERN 1.6" - 2.4" PLAN BASE DIAMETER 50% - 60% OF 0.9" - 1.4"0.2" HEIGHTSECTION PROJECTSHEET NO.JENNIFER WEDDERMANN, AIA, LEED AP4629 SOUTH YAKIMATACOMA, WA 98408(253)-973-6611JENNIFER@WEDDERMANN.COM REVISIONSINFOSHEET NAMEStart Date:Project Number:Plot Date:File Name:WEDDERMANNARCHITECTURE6/26/2024 11:57:46 AMA1.01RAMP DETAIL PLANTESHIA FLOWERS30819 14TH AVE SFEDERAL WAY, WA 98003AUGUST 2023FLOWERS LEARNING CENTER23066FLOWERSPERMIT SETRev# Date Description1 3-28-24 Per Building Rev#11" = 10'-0" PLAY AREA ENLARGED PLAN1 1 1/2" = 1'-0" ADA HANDRAIL DETAIL2 1 1/2" = 1'-0" ADA - STAIR NOSING DETAIL3 1 1/2" = 1'-0" ADA - RAMP INDICATOR4 28 of 800 FIRST FLR 0' -0" B ACDE ROOF PLT 9' -0" BASEMENT-gross bldg sf -9' -0" NEW CASCADE SCREEN IN STUCCO FINISH TO MATCH EXISTING ROOF PARAPET INSTALL PER MANUFACTURER, TYPICAL FIRST FLR 0' -0" 1 2 3 4 5 6 ROOF PLT 9' -0" BASEMENT-gross bldg sf -9' -0" NEW CASCADE SCREEN IN STUCCO FINISH TO MATCH EXISTING ROOF PARAPET INSTALL PER MANUFACTURER, TYPICAL FIRST FLR 0' -0" BA C D E ROOF PLT 9' -0" BASEMENT-gross bldg sf -9' -0" NEW CASCADE SCREEN IN STUCCO FINISH TO MATCH EXISTING ROOF PARAPET INSTALL PER MANUFACTURER, TYPICAL PROJECTSHEET NO.JENNIFER WEDDERMANN, AIA, LEED AP4629 SOUTH YAKIMATACOMA, WA 98408(253)-973-6611JENNIFER@WEDDERMANN.COM REVISIONSINFOSHEET NAMEStart Date:Project Number:Plot Date:File Name:WEDDERMANNARCHITECTURE6/26/2024 11:57:56 AMA3.01EXTERIOR ELEVATIONSTESHIA FLOWERS30819 14TH AVE SFEDERAL WAY, WA 98003AUGUST 2023FLOWERS LEARNING CENTER23066FLOWERSPERMIT SET1/8" = 1'-0" EAST ELEVATION4 1/8" = 1'-0" SOUTH ELEVATION1 1/8" = 1'-0" WEST ELEVATION3 NORTH ELEVATION EAST ELEVATION SOUTH ELEVATION WEST ELEVATION Rev# Date Description 29 of 800 360'36'ADDITIONAL RIGHT-OF-WAY TO BEDEEDED TO THE CITY OFFEDERAL WAYFLOWERS CAPITAL INVESTMENTS30819 14TH AVE SPARCEL No. 082104-9139SOUTH 308THSTREET460459459459459459459459458458457457456456455455454454453453452452451450450449449449448448448S 01°14'32" W 299.63'S 01°14'32" W 299.54'S 88°56'43" E 135.00'S 88°58'56" E 135.00' SEC8-T21N-R4E WM AS NOTEDWATER METERWATERSEWERS 308TH STREETOH POWER(11) 8'-6"X18'90 DEGREESTALLS W/ MIN.25.5' AISLE (TW0WAY)NEW ACCESSIBLEROUTE TO PLAY AREACBCBCBCBCBSIDEWALK135'299.47'299.47'135'LANDSCAPEISLAND586 SFNEWFIREHYDRANTEXISTING BUILDINGNO CHANGE TO BUILDING FOOTPRINTONE WAYONE WAYNEW ADARAMP 6"RISE MAX1:12 SLOPEPROVIDEVISUAL ANDTACTILEINDICATORSFOR RAMPRIGHT ONLYRIGHT ONLYRISER ROOMROW DEDICATIONR 25' - 0"58.1459'457'LAWN454.5'LAWN452'LAWN459'MAX 30" RETAINING WALLMAX 30" RETAINING WALLMAX 30" RETAINING WALLGATE WITH PUSH-BARHARDWAREHARNEY PANIC EXIT DEVICEPE550036PPB14' - 11"449.6'LAWN45145124' - 0"12"12"RAMP DOWN 1:12 MAX457'5' - 0"60" X 60" LEVELLANDING3' - 1 1/2"12"30' - 0"12"454.5'0' - 0"RAMP DOWN 1:12 MAXRAMP DOWN 1:12 MAX452'449450'30' - 0"12"12"GATE WITH-PUSHBAR HARDWARE40' - 1 1/2"13' - 0"15' - 1"48' - 11"47' - 5 1/2"40' - 1 1/2"50' - 6"NEW WALKWAYTO PLAY YARD= 150 SF1NEW STAIRS= 17 SFNEW RAMP= 254 SFNEW RAMP=225 SF4' - 6"1REAR SETBACK20' - 0"SIDE SETBACK20' - 0"LANDSCAPE BUFFER10' - 0"LANDSCAPE BUFFER20' - 0"WM2500 SF ACTIVE PLAY AREA - REQUIRED6,082 SF PROPOSEDACCESSIBLE ROUTE TO PLAYARBUTUSHEDGECOTONEASTER GROUNDCOVERTYPE III LANDSCAPEPERIMETERTYPE III LANDSCAPEPERIMETEREXISTING ROCKERYTO REMAIN12'-3"5'-4"7'-2"19'-6"TREES UNDER POWER LINESDOUGLAS FIR - 30" TO REMAINEX. MUGO PINE TO REMAINEXISTING MULCHTO REMAINEXISTING CONC PADTO REMAIN6' HIGH SOLID BOARD FENCEUSE EXISTING WHERE FEASIBLEREPLACE W/NEW WHERE DAMAGED10' TYPE III LANDSCAPING10' TYPE III LANDSCAPING20' TYPE IIILANDSCAPINGNEW 42" HIGH BLACKVINYL COATED CHAINLINKFENCING ON TOP OF ROCKERYS 308TH ST887 SF PARKING LOT LANDSCAPING37 TOTAL PARKING STALLS20 SF PER STALL = 740 SF REQUIREDPARKING LOT LANDSCAPINGALDER - 23"TO REMAINBITTER CHERRY - 1.9"TO REMAINHONEY LOCUST - 28"TO REMAINDOUGLAS FIR - 34"TO REMAINALDER - 19"TO REMAINKnow what'sbelow.before you dig.CallRLANDSCAPE PLAN020204010N X-REFS:CIVILPLOT SCALE:1:1DRAWING SCALES: 1:20DRAWING CONTENTSLANDSCAPEPLANDRAWING NO.:L11 OF 2www.naturebydesigninc.com1320 Alameda Avenue, Suite B, Fircrest, WA 98466253.460.6067AGENCYREVIEWJUNE 24, 2024C. REVISED WITH NEW SITE BASEPROJECT NO:2383FILE NAME:2383LSCDRAWN BY:KLOCHECKED BY:KLOORIG. SHEET SIZE 22X34PLANT LEGEND TREESSYMBOLQTYDESCRIPTIONSIZEDROIUGHTTOLERANT /NATIVE1Existing Evergreen (Douglas Fir)-NATIVE10Laegerstromia indica 'Tuscaora'Tuscany Crape Myrtle1.5" Cal. Min.Well FormedDT8Pinus contorta Shore Pine6' Ht Min.Full/CompactNATIVE, DT6Thuja plicata 'Green Giant' Green Giant Cedar6' Ht Min.Full/CompactDT11Acer circinnatum Vine Maple1.5" Cal. Min. (multitrunk combinedinches)Well FormedNATIVE, DT SHRUBS & GROUND COVERSSYMBOLQTYDESCRIPTIONSIZE1Myrica californica Pacific Wax Myrtle (Native)5 Gal. Min. or B&B24" Ht Min.NATIVE, DT32Potentilla fruticosa 'Gold Finger' Gold Finger Cinquefoil (Native)3 Gal. Min.18" Ht Min.NATIVE, DT48Carex testecea Orange Sedge1 Gal. Min.12" Ht Min.DT12Arbutus unedo compacta Strawberry Bush5 Gal. Min.24" Ht Min.DT2Nandina domestica c. Gulf Stream Gulf Stream Nandina5 Gal. Min.18" Ht Min.DT4Prunus l. Otto Luyken Otto Luyken Laurel5 Gal Min.12" Ht Min.DT17Pennisetum alopecuroides Hameln Hameln Dwarf Fountain Grass1 Gal. Min.12" Ht Min.DT61Stachys lanata Lamb's Ear1 Gal. Min.GroundcoverDT8Miscanthus sinensis 'Gracillus'or 'Red Chief' Maiden Hair Grass1 Gal. Min.24" Ht Min.DT14Viburnum davidii David's Viburnum3 Gal. Min.18" Ht Min.DTExisting Lawn Area - to remain - repair whereneeded with low grow native seedmix30 of 800 Know what'sbelow.before you dig.CallRGROUNDCOVER PLANTING DETAILNo ScaleEQUIDISTANTEQUIDISTANTEQUIDISTANT(X)(X)DISTANCE (X) PER PLANT LEGENDNOTES:ALL GROUNDCOVER SHALL BE PLANTED AT EQUAL TRIANGULARSPACING AS SPECIFIED IN THE PLANT LEGEND.LOCATE GROUNDCOVER ONE-HALF OF SPECIFIED ON-CENTERSPACING FROM ANY CURB, SIDEWALK OR OTHER HARD SURFACE. 2 X BALL DIA.NOTES:1. PLANTING BACKFILL:50% EXISTING SOIL, 50% 1/4 MINUSCOMPOST, MIXED THOROUGHLY2. FOR MULCH TYPE SEELANDSCAPE NOTES.3. IF B&B AND BURLAP ISGREEN IN COLOR. REMOVE COMPLETELYBEFORE INSTALLING PLANT.SHRUB PLANTING DETAILNo ScaleWHEN PLANTING ON A STEEP SLOPE,MAINTAIN PLANT IN VERTICALPOSITION WITHIN PLANTING PIT.MAKE A RIM ON DOWNSLOPE SIDE OFPLANT PIT TO RETAIN WATER.MULCH TO DEPTHSPECIFIED IN NOTESFORM CONTINUOUS RIMBACKFILL W/ BACKFILL MIXTURE ASINDICATED IN NOTE IN 9" LAYERS.WATER AND TAMP TO REMOVE AIR POCKETSREMOVE ALL WIRE WRAPAND PLASTIC WRAP.REMOVE BURLAP FROMTOP OF ROOT BALLMULCH & TOPSOIL OR AMENDED BASE,REFER TO LANDSCAPE NOTES FOR DEPTHLINEAR STYLE PLANTING WITH DEEPROOT BARRIERSA. DIG THE TRENCH TO THE DEPTH BASED UPON THE PARTICULAR BARRIERCHOSEN.B. INSTALL THE BARRIER. WHEN USING DEEP ROOT LINEAR BARRIERS,SIMPLY PULL THE APPROPRIATE NUMBER OF PANELS OUT OF THE BOXAND SEPARATE THE JOINER AT THE CORRECT LENGTH. WHEN INSTALLINGDEEPROOT UNIVERSAL BARRIERS IN A LINEAR FASHION, YOU WILL NEEDTO JOIN THE APPROPRIATE NUMBER OF PANELS TOGETHER.C. NEXT PLACE THE BARRIER IN THE TRENCH WITH THE VERTICAL RIBSFACING TOWARD THE TREE AND ALIGN IN A STRAIGHT FASHION. IT ISHELPFUL TO PLACE THE BARRIER AGAINST THE HARD SCAPE. USE THEHARD SCAPE AS A GUIDE AND BACKFILL AGAINST THE BARRIERS TOPROMOTE A CLEAN SMOOTH FIT TO THE HARD SCAPE. BE SURE TO KEEPTHE BARRIER'S DOUBLE TOP EDGE AT LEAST 1/2" ABOVE GRADE TOENSURE ROOTS DO NOT GROW OVER THE TOP.D. PLANT THE TREE. THE LINEAR STYLE OFFERS A MORE EXPANSIVEROOTING GROWTH AREA. HOWEVER, ADVERSE SOIL AND DRAINAGECONDITIONS MAY EXIST IN THE ACTUAL PLANTING AREA. TAKE STEPS TOENSURE HEALTHY GROWTH OF THE TREE AT PLANTING.FOR INFORMATION REGARDING PRODUCT CALL: 1 800 ILV ROOT (458-7668).SIDEWALK / ROADGROUND LOCKSDEEPROOT UB 24 ORUB 18 SEE NOTESSIDEWALKCURBGENERAL LANDSCAPE NOTES1. Contractor is responsible for obtaining all necessary permits from the appropriate agency prior to commencing work.Contractor shall contact Line Locators (811) a min. of 48 hours prior to any digging or trenching. If there are anydiscrepancies with existing lines and landscaping, it is the contractor's responsibility to contact the landscapearchitect and request a site visit to address the conflicts. Contractor shall comply and conform to any and all localand state codes for work, schedules and any other project related requirements.2. Contractor shall coordinate directly with the landscape architect for all landscape related issues, concerns,inspections and approvals. Contractor shall provide the landscape architect with a written request for a site visit toaddress any related items.3. Scope of work shall include any and all specified and unspecified but related incidental work to achieve the designindicated on the landscape plans. All labor, materials, subcontractors, equipment, and related incidental items shallbe supplied and installed to achieve a complete project, unless directed otherwise by the general contractor orlandscape architect.4. Contractor to verify all sub grades are set below required amendments to insure the finished grade will match what isintended by civil or drainage design. All sub grades and finished or final grades shall be graded to drain to thedesigned drainage system with positive drainage away from all structures.5.Grade Preparation:a. Slopes used for grass plantings or turf shall be less than 3:1 or 33 percent. Otherwise plantings should not requiremechanized mowing equipment.Soil Preparation.a. Where soils are compacted, planting beds should be deep tilled to a depth of at least 12 inches. Soils shall beenhanced through the addition of the following materials: bark and forestry by-products, organic matter such ascomposted yard waste, organics and other amendments as needed through a soils test. Where Pit Planting, seeplanting detail for planting ring sizes and depths. Scarify the edges of planting pits to encourage root expansion.b. On project sites where topsoil is limited or nonexistent, a minimum depth of 6 (six) inches of sandy loam topsoilshould be tilled into the soil to a depth of 12 inches through all planting areas with compacted soils.c. For all newly planted areas, three cubic yards of composted organic matter per 1,000 square feet of landscape areashould be added to a depth of four inches to the top of the soil and Tilled in.d. Seeded areas shall be fine graded and rolled. New Soil depths in lawn areas shall be 4 Inches.6. Mulching of Newly Planted or Replanted Areas.a. Mulches must be applied to the following depths: a minimum 3 (three) inches over bare soil, and two inches whereplant materials will cover.b. Mulches must include organic materials, such as wood chips and shredded bark.c. Nonporous materials, such as plastic sheeting, shall not be used in any area of the landscape because of down-slopeerosion and potential soil contamination from herbicide washing.d. Mulch should be applied regularly to and maintained in all planting areas to assist soils in retaining moisture, reducingweed growth, and minimizing erosion.7. Contractor shall field layout all plant material and contact the landscape architect for a site visit to approve thelayout. Any field modifications shall be done by the landscape architect prior to planting.8. Contractor shall immediately notify the landscape architect of any poor drainage condition in landscape areas. Nostanding water shall be permitted in any landscape areas - either on the surface or below the topsoil. The landscapearchitect shall coordinate the drainage solution with the general contractor and civil engineer. Once the concernshave been remedied planting shall commence.9. All groundcover to be planted in a triangular spacing formation, equal in all directions to the centers of thegroundcovers in distances indicated in the legend. Contractor shall verify all quantities of groundcovers by areacalculations and spacing requirements.10.Landscaping is to be per plan. Plant substitutions due to availability or otherwise will be allowed only with landscapearchitect, owner and agency approval. Any substitutions will be with material of similar size, growth characteristics,and quality.11.All trees must be staked as necessary so as to maintain material in a healthy, vigorous growing condition.12.Landscaping shall be installed in a professional workmanlike manner that is consistent and accepted throughout theindustry. All landscape and irrigation work shall be performed by experienced persons familiar with scope of project.13.All landscape material and labor is to be guaranteed for a period of one full year from the time of completion.14.When planting 'Balled and Burlapped' product, remove all burlap, string & wire from any B&B plant material, cut andremove jute strings. Gently place in tact Rootbal into planting pit. If rootball breaks or is not solid - the plant isunacceptable and shall be replaced.15. Street trees shall be high branching with canopy that starts at least 6' above finish grade.16. All plant I.D. tags are to remain on the plant material until final inspection has been completed. Once approved allplant I.D. tags shall be removed and discarded appropriately.17.Trees shall be cared for in accordance with the American National Standards Institute (ANSI) standard practices fortrees, shrubs and other woody plant maintenance (ANSI 300) in order to allow them to reach there mature height andform.18. Pruning of street trees shall be performed per the ANSI 300 standards so as to maintain the natural form of thetree, encourage vigorous growth to a mature spread and height, and avoid weakening the tree to create a hazard.Street trees shall not be topped pollarded, or otherwise pruned in a manner contrary to these goals, unless there isno practicable alternative that would preserve essential utility services.19. Plant material selected is drought tolerant or native species. The project proponent (property Owner) shallbe responsible for maintaining and watering all plant material throughout the first growing season and intimes of drought.Temporary irrigation shall be provided via TREE GATOR BAGS attached to each tree. The bags shall befilled when 14 empty - approximately 1 time per week and as needed during drought months. The bags willremain on the trees for the establishment period of two summer seasons afterwhich they shall beremoved by the owner.Owner may elect to have the contractor hired to water and warranty the plants for the establishmentperiod. For planting warranties from contractor to be ensured, contractor shall be responsible forwatering the plant material and keeping the mulch ring weed free for the first growing season as part ofthe contract.It is recommended to install the landscaping in the Spring (February - April) or Fall (October - December)when dormantbut before hard freeze.TEMPORARY IRRIGATIONThe project proponent shall ensure that a minimum of one (1) inch of water is supplied each week to the restorationarea between May 1 and October 15 for a least the first two years following initial planting. The calculated amount ofrequired water shall include both natural rainfall and temporary irrigation.NOTES:1. PLANTING BACKFILL:50% EXISTING SOIL, 50% 1/4 MINUSCOMPOST, MIXED THOROUGHLY2. FOR MULCH TYPE SEELANDSCAPE NOTES.3. IF B&B AND BURLAP ISGREEN IN COLOR. REMOVE COMPLETELYBEFORE INSTALLING PLANT.EVERGREEN TREE STAKING &PLANTING DETAILNo ScaleEXCAVATE PIT TO DEPTH OFROOTBALL OR POT.SCARIFY SIDES AND BOTTOMOF PIT, BACKFILL W / SOILSMIXTURE INDICATED IN NOTES,FILL IN 9 INCH LAYERS, WATERAND TAMP TO REMOVE AIRPOCKETSWHEN B&B REMOVE ALL WIREAND ROLL BURLAP OFF TOPOF ROOTBALLMULH & TOPSOIL OR AMENDED BASEREFER TO LANDSCAPE NOTES FORREQUIRED DEPTHSFORM SAUCER WITH CONTINUOUSRIM TO RETAIN WATERCONIFER TREE2X2 STAKE DRIVEN INTO SUBGRADESECURE STAKE TO TREE W/INTERLOCKING PLASTIC TIESWHEN PLANTING ON A STEEP SLOPE,MAINTAIN PLANT IN VERTICAL POSITIONWITHIN PLANTING PIT. MAKE A RIM ONDOWNSLOPE SIDE OF PLANT PIT TORETAIN WATERMULCH TO DEPTH SPECIFIEDIN LANDSCAPE NOTESX-REFS:NONEPLOT SCALE:1:1DRAWING SCALES: N.T.S.DRAWING CONTENTSLANDSCAPEDETAILS &NOTESDRAWING NO.:L22 OF 2www.naturebydesigninc.com1320 Alameda Avenue, Suite B, Fircrest, WA 98466253.460.6067AGENCYREVIEWJUNE 24, 2024C. REVISED WITH NEW SITE BASEPROJECT NO:2383FILE NAME:2383LSCDRAWN BY:KLOCHECKED BY:KLOORIG. SHEET SIZE 22X3431 of 800 Overview of Proposed Comprehensive Plan Amendment Requests. MGP XI Commons FW, LLC (“Merlone Geier”) owns the Commons at Federal Way located in the City Center (“Property” or “Commons Property”). Merlone Geier is pursuing entitlements for phased redevelopment of the Commons into a mixed-use urban village that furthers the City Center vision (the “Project”). To align the Comprehensive Plan with the proposed Project, Merlone Geier requests amendments to the City Center and Transportation Chapters of the Comprehensive Plan addressing planned streets and potential pedestrian crossings on and adjacent to the Commons. Broadly, Merlone Geier proposes to update the identified land use and transportation maps (Chapter 3 and 7) to allow for a private local street network on the Property. All maps and references to the Commons Property should include the note that, “The street and pedestrian/bike network on the Commons Property will be set through a City-approved development agreement, and as needed, Washington Department of Transportation (“WSDOT”) approval for certain components.” Merlone Geier’s conceptual network – as proposed in this amendment – will advance the City Center vision while also being flexible to respond to potential modifications to facilitate redevelopment of the Commons without needing more Comprehensive Plan amendments. A general conceptual plan for a private street network associated with the Project is provided below. Exact locations and road sections for streets and crossings would be further reviewed and defined with the City-approved development agreement and future site development permits. Because the current Comprehensive Plan states “Local Streets” are reviewed at a project-specific level, the proposed private streets network with the Project will be treated as “Local Streets” for project permitting purposes. 32 of 800 Each requested amendment to maps and text in Chapters 3 and 7 of the Comprehensive Plan are identified and described in detail in the following sections. The last section of this application addresses the amendments consistency with the Federal Way Revised Code (“FWRC”) criteria. Reason for Amendments: Commons at Federal Way Redevelopment. The reason for the proposed amendments is to better align the Comprehensive Plan with future plans for the Commons Property. Merlone Geier proposes phased redevelopment to create a mixed- use urban village including approximately 370,000 s.f. of retail and 1,300 residential units (“Project”) at full build out. The conceptual site plan for redevelopment is below. The Project furthers the City’s vision for increased density and housing in the City Center. The current Comprehensive Plan contains multiple goals and policies for the City Center with maps and 33 of 800 related references that assume the existing mall would remain as-is, and would require amending in order to redevelop the Commons Property to a mixed-use retail and residential community more aligned with the City Center vision. Please see requested detailed descriptions of proposed amendments to Chapters 3 and 7 in subsequent sections. Chapter 3 Transportation Proposed Amendments. Chapter 3 contains maps and text designating new streets on the property as Minor Collectors and Q Cross Sections (See Maps III-3 and III-4). These designations as currently defined would require two to three lanes, up to 70 feet in width accommodating up to 5,000 daily traffic trips. See Table III-1, and Appendix III-A, pg. 10. Streets of this magnitude would not be appropriate for most of the future street grid contemplated on the Commons Property, where we seek to create a pedestrian- friendly environment balanced with adequate multimodal transportation infrastructure in keeping with the goals of the City Center. Additionally, the streets on the Commons Property are to remain private roads. The private street network primarily serves as connections within the parking lot to the retail and multifamily, but not through streets. A future City-approved development agreement for the redevelopment of the Property would also provide for landscaping and pedestrian infrastructure. Merlone Geier currently contemplates a north-south connection from 320th to 324th as part of the proposed Project, that would have similar functionality to a “Minor Collector” to accommodate through-traffic, however, it would remain as a private road in the Project with a unique street cross-section specific to the needs of the future project. A conceptual cross-section for this north-south connection is below: This amendment request proposes that all streets on the Commons be designated Local Streets with cross-sections and design standards to be defined within a future development agreement and site development permitting processes. In general, the current Comprehensive Plan identifies a Minor Arterial circling the existing mall; this implies a public street running through the parking lot and would not be appropriate given the intent and goals associated with a future redevelopment. Specific amendments for the proposed change to Local Streets are provided below. 34 of 800 Chapter 3 Transportation Proposed Amendments. Requested updates to Chapter 3 to align with the proposed Commons Project are itemized in the below table. Existing 2015 Maps Proposed Amendments Map III-3: Functional Classification of Existing and Planned Streets and Highways Remove the Minor Collector street from the Property in Map III-3. The new streets on the Commons Property would be private streets once redeveloped. The private street grid would be classified as “Local Streets” governed by the standards established in a City-approved development agreement, not Minor Collector as currently shown. Per the current Transportation element, local street networks are established through development review (see page III-18). This allows for the local streets to be defined in a way that supports the planned development and can respond to access and circualtion needs for the development. The Minor Collector configuration on Map III-3 should be removed from the Commons Property. All maps associated with the Commons Property should include a footnote reading: “The final version of the street and pedestrian/bike network on the Commons will be set through a City-approved development agreement, and as needed, Washington Department of Transportation (“WSDOT”) approval for certain components.” 35 of 800 Map III-4: Cross Section Application by Street Remove the Q Street Section designation on the Commons Property from Map III-4. As previously described, the future street grid on the Property should be similar Local Streets planned through the development agreement. Accordingly, the Q Street Section designation on the Commons Property should be removed from Map III- 4. Add above referenced footnote. Map III-7: Existing and Planned Traffic Signals Map III-7 should be updated to include a possible planned traffic signal (or round about) at 324th Street subject to future project-level review. Add above referenced footnote. Proposed amendments to Chapter 7 are detailed in the following section. Chapter 7 City Center Proposed Amendments. The below table outlines existing maps and policies alongside proposed amendments to align with the current Project vision and further existing Comprehensive Plan goals for City Center. Existing 2015 Maps Proposed Amendments Map VII-7: Concept Plan 36 of 800 In the red cross-hatch area above on SR- 99/Pacific Highway South show a potential pedestrian crossing. It should be reflected on Map VII-7 as a conceptual zone where a future crossing could be located. Add above referenced footnote. Map VII-8: Street Network This map assumes the existing Commons building will remain while running a Minor Collector Class Q through the parking lot. An updated grid is described at right. Map VII-8 should be updated to show the above conceptual plan for private local 37 of 800 streets network. Add above referenced footnote. Map VII-9: Potential Location of Public Spaces and Pedestrian Connections Map VII-9 should be updated with above red cross-hatch area on SR-99/Pacific Highway South to show the general location of a future potential pedestrian crossing. It should be reflected as a conceptual zone where a future crossing could be located. Add above referenced footnote. Existing Text Proposed Amendment Figure VII-2 depicting a highrise building in CC-C, pg.VII-12. Consider replacing the highrise building image with one reflecting 5-8 story midrise, mixed-use development which is a better reflection of the density that can be economically supported in the City Center. Circulation section, describing Roadways, This section should add the following 38 of 800 pg. VII -8. This section currently states in part: “An insufficient hierarchy of streets feed these arterial roadways. The area lacks a system of minor arterial and smaller collector streets that could diffuse traffic efficiently away from these two principal arterials.” sentence: “Local Streets are also needed to break down existing super blocks to increase circulation and pedestrian connectivity.” Automobile Circulation, pg. VII-14 “Automobiles are likely to continue as a dominant mode of transportation. A comprehensive network of collector arterials and other streets must be developed to distribute this traffic and create more driving choices.” Pedestrian/ Bicycle Connections, pg. VII-15 “In addition to adding public sidewalks and creating mid-block pathways, Map VII-9 depicts seven principal pedestrian connections to improve pedestrian circulation.” Streetscape, pg. VII-18 “The Transportation chapter illustrates several street standards developed specifically for the City Center area. These streets, including project-specific Local Streets, will connect to other proposed and existing streets to complete a street grid. These standards also incorporate the City Center Street Design Guidelines adopted by the City Council in May 1998.” Consistency with FWRC 19.80.080(2) – (3). The proposed amendments are consistent with docketing criteria required by FWRC 19.80.080(2) – (3). Each is addressed below. 39 of 800 (2) The planning commission shall consider the following criteria in selecting the docketed proposals to be considered during the upcoming cycle: (a) Whether the same area or issue was studied during the last amendment process and conditions have significantly changed so as to make the requested change within the public interest. Applicant Response: The proposed amendments have not been previously considered. The proposed amendments address a significant increased demand in housing coupled with a lack of new redevelopment in the City Center. Since the 2015 Comprehensive Plan, the City has updated its housing goals and developed the Housing Action Plan (“HAP”), which identifies a need for 6,800 new units before 2040 to accommodate population growth. This represents a need for a 68% increase over current residential development production trends. Despite the Housing Policies in the 2015 Comprehensive Plan, the City received no new market-rate housing development in City Center since 2017. The 2015 Comprehensive Plan assumes that the existing buildings on the Commons property will remain undeveloped. Given that the vision for City Center is mixed-use, dense development that should include multifamily development, the proposed Project and requested amendments align with the public interest to further those goals. (b) Whether the proposed amendment is consistent with the overall vision of the comprehensive plan. Applicant Response: The proposed amendments seek to facilitate the Project, which entails investment and redevelopment of the Commons mall into a mixed-use urban center with residential, which is consistent with the City Center vision for creation of an urbanized, walkable “Downtown” destination. Specifically, the proposed amendments allow for a private local street grid with pedestrian infrastructure that will break down the size of the current super block into a more pedestrian-friendly environment with vibrant retail that is attractive to future residents and visitors. The current Chapter Seven, City Center element of the Comprehensive Plan calls for increased investment, development and density in the City Center. Pg. VII-12. The current City Center plan also calls for proactive efforts to attract higher-density development. Pg. VII-30. The proposed amendments are consistent with the following goals and policies of the current Chapter 3 Transportation: TP1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high-capacity transit and HOV facilities, or reduce air pollution. Applicant Note: The proposed amendments allow for the new private street grid will enhance pedestrian safety by providing sidewalks and marked pedestrian paths through the super block with connections to existing and potential future pedestrian crossings of the surrounding arterials. TP1.6 Employ traffic calming measures in neighborhoods through context-sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. 40 of 800 Applicant Note: The proposed private street grid is intended to create a more pedestrian- friendly environment on the Commons Property in a future development with one primary north-south connection that would accommodate larger volumes of traffic and improve site porosity. TP1.14 Develop and maintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. Ensure that the Layered Network continues to provide for all varieties of street uses including: regional mobility and cross-town trips, commuting, shopping, and recreational travel, property and business access, and parking, regardless of mode. Applicant Note: The requested Local Streets on the Commons will add to the Layered Network, helping to break down the scale of the Property while also responding to and encouraging new development and existing businesses who will remain. TP3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. Applicant Note: The Project currently contemplates a bicycle lane along the proposed north- south private road and will add pedestrian sidewalks and landscaping through project-specific entitlements. The existing property condition and current Comprehensive Plan contains no bicycle infrastructure and pedestrian paths are limited to disconnected sidewalks. TP3.12 Include sufficient area in rights-of-way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. Applicant Note: The conceptual street cross-section for the north-south connection to be added with Project development is consistent with this policy. Additional sidewalks, landscaped planting areas and separation from pedestrians and motorized traffic will also be provided. The proposed amendments are consistent with the following goals and policies of the current Chapter 7 City Center: CCP2 Develop an attractive City Center that will attract quality development. Applicant Note: As previously discussed, the proposed amendments are necessary for the overall Project to redevelop the Commons into a mixed-use urban village with residential housing opportunities and retail. 41 of 800 CCG6 Encourage housing opportunities in commercial/residential mixed-use settings. Promote housing opportunities close to employment. Applicant Note: The proposed street grid with Local Streets is the ideal plan to facilitate multifamily development on the Property in City Center. The street configuration in the current plan, without the proposed amendments, does not contemplate redevelopment of existing buildings. CCG7 Encourage the availability of affordable housing to all economic segments of the population of this state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. Applicant Note: As discussed in further detail above, the addition of multifamily housing is necessary to meet the City’s housing goals. The Comprehensive Plan seeks to prioritize new units in the City Center. CCG10 Create an environment that attracts high quality housing, commercial, and office uses. Continue to enforce requirements for quality design in buildings, streetscape, and site planning. Applicant Note: The proposed amendments facilitate the best overall design for pedestrian and transportation infrastructure for the Project and will enhance the streetscape with new landscaping. Merlone Geier has a proven track record of high-quality design projects similar to that envisioned for the Project. We are happy to provide more information about projects underway in Shoreline and Lynwood demonstrating high-quality design. CCG13 Improve the flow of vehicular traffic through the City Center and minimize increases in congestion. Applicant Note: The proposed amendments would allow for a future private street grid including a north-south connection. The design of the north/south connection would be identified through the development review process but is intended to be similar in functionality to a Minor Collector. This will help alleviate congestion in City Center, as described further in the Transpo memorandum. The current Comprehensive Plan in this location does not provide any through-connection. CCG14 Promote and facilitate the effective use of non-motorized transportation. Create a safe, efficient, and enjoyable pedestrian and bicycle system. Applicant Note: The proposed amendments allow for new infrastructure to be reviewed with entitlements for future redevelopment. The conceptual private street grid and Project includes a bicycle lane and pedestrian infrastructure. In general, the Project will install pedestrian infrastructure where none currently exists. CCP15 Emphasize pedestrian and bicycle circulation, as well as other travel modes in all aspects of developing the City Center transportation system. Include public sidewalks, street trees, and other pedestrian amenities for streets. 42 of 800 Applicant Note: Same comment as above. CCP17 Encourage new development to include active ground floor uses such as shops, community services, office, and restaurants. Applicant Note: The proposed amendment will facilitate the Project which includes new retail uses at the ground level. CCP18 Provide pedestrian connections between adjacent buildings where possible to provide for streetscape continuity and develop clear and safe pedestrian paths through large parcels to enhance the pedestrian network. Applicant Note: This is a large parcel that will benefit from the proposed street grid and new pedestrian infrastructure to break down scale and improve site porosity. The proposed amendments are consistent with the following 2015 Comprehensive Plan Housing Policies: Objective 1: Promote new market-rate and affordable housing construction that expands housing choices and is inclusive to community needs. HG3: Develop a zoning code that provides flexibility to produce innovative housing solutions, does not burden the cost of housing development and maintenance, and diversifies the range of housing types available in the city. HG6: Encourage development of mixed-income projects and communities. Applicant Note: The proposed amendments are to facilitate redevelopment of the Commons which will add 1,284 new multifamily units. (c) Whether the proposed amendment is consistent with the planning goals of the Growth Management Act, RCW 36.70A.020. The proposed amendments are consistent with all planning goals enumerated in RCW 36.70A.020. In particular, the proposed amendments further following two goals: (3) Transportation. Encourage efficient multimodal transportation systems that will reduce greenhouse gas emissions and per capita vehicle miles traveled and are based on regional priorities and coordinated with county and city comprehensive plans. Applicant Response: The proposed amendments will allow for the implementation of a new street grid and pedestrian infrastructure on the Commons Property. 43 of 800 (4) Housing. Plan for and accommodate housing affordable to all economic segments of the population of this state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. Applicant Response: As discussed, the Commons property contains no housing, and the current Comprehensive Plan does not contemplate redevelopment. The amendments are necessary to implement the new Project and add 1,284 new housing units. (d) In the case of text amendments or other amendments to goals and policies, whether the request benefits the city as a whole versus a selected group. Applicant Response: The amendments requested on the maps are specific to the Commons property in order to further the overall vision for the City Center, which is a Citywide priority. As the largest assemblage of redevelopment opportunity in the City Center, the successful redevelopment of the Commons Property is of Citywide significance in achieving the housing, economic development and urbanist goals of creation of a Downtown community in the City of Federal Way. The amendments support economic investment in development that will result in housing and ground floor retail with high quality design and improvements to pedestrian and bicycle infrastructure. These are benefits to the City as a whole. (3) If the request meets the criteria set forth in subsections (2)(a) through (d) of this section, it shall be further evaluated according to the following criteria: (a) Whether the proposed amendment can be incorporated into planned or active projects. Applicant Response. As described at length in this application, the amendments are requested to align with the proposed Commons redevelopment Project. (b) Whether the proposal can be reasonably reviewed as part of the annual amendment process and the city has staffing resources available to accomplish such review. (c) Volume of requests received. A large volume of requests may necessitate that some requests be reviewed in a subsequent year. (d) Order of requests received. Applicant Response. We understand criterion 3(b)-(d) are intended to be evaluated by City staff. Since the proposed new street grid may affect surrounding new street locations, and the Commons key to the City Center vision, we assume it would be beneficial to review the amendments together with the overall 2024 Update. 44 of 800 NProperty #729-730The Commons at Federal WayDecember 2023Federal Way, WANew Map VII-8New Map VII-8LegendPlanned Streets(Local Streets)Potential PedestrianCrossingsPlanned Bicycle RoutePlanned IntersectionImprovementNew Map VII-8 & 9New Map VII-8 & 9June 2024Potential North-SouthConnection AreaPotential PedestrianCrossing Area45 of 800 MEMORANDUM DATE: June 12, 2024 TO: Jamas Gwilliam Merlone Geier Partners FROM: Jeff Schramm / Curtis Chin, PE TENW SUBJECT: Traffic Assessment for Comprehensive Plan Amendment Commons at Federal Way, City File No. 23-104869-UP TENW Project No. 2024-160 The purpose of the memo is to provide a traffic assessment requested by City staff for the proposed Comprehensive Plan Amendment related to the block represented by Commons at Federal Way. This memo includes a project description, traffic comparison of current grid roads adopted in the Comprehensive Plan, adjacent intersection LOS a new potential north-south connection through the site, and recommendations. Existing Block The Commons at Federal Way site is located on the block that is surrounded by S 320th Street on the north, S 324th Street on the south, Pacific Hwy S (SR 99) on the west, and 23rd Ave S on the east as shown in the snip below. The existing block is served by 10 driveway access points, 2 of which are signalized. The current City of Federal Way Comprehensive Plan (adopted in 2015) Transportation Element (Chapter 3) includes a map of the Commons at Federal Way block that has a singular public minor collector road grid circling the existing mall buildings. Existing Commons at Federal Way Block 46 of 800 Proposal The proposed Comprehensive Plan Amendment would provide for a new potential north-south “grid road” through the site that would connect the north (S 320th Street) and south (S 324th Street) public roads in a more central location within the block. The specific location of the connection is flexible and is not intended or required to be located at the center of the block. Road Grid Comparison The proposed north south “grid road” through the site would allow for a mid-block north-south connection between S 320th Street and S 324th Street thereby breaking up the block and allowing improved circulation within the site and to the adjacent road network. As a result of this new north-south connection, which may become known as the PVR Connection, some traffic generated by the site (entering and exiting) is anticipated to re-route to utilize the new connection. The amount traffic re-route is not anticipated to be significant because the site block has multiple driveways and access opportunities to each of the adjacent City blocks. Based on review of the Federal Way City Center Access Study Access Revision Report I-5 Milepost 143 (Vicinity), June 2022, the Commons at Federal Way block is anticipated to generate a total of 2,391trips during the weekday PM peak hour (1,049 in, 1,342 out). Of that future traffic, it is estimated that about 284 trips (120 in, 164 out) would re-route with the new north-south connection; this would represent about 12 % of the total site-generated traffic. The re-distribution of site-generated PM peak hour trips was included in this traffic assessment for the purpose of comparing LOS at the study intersections and at the future intersection of the connection to S 324th Street. The LOS analysis results are described next. Intersection LOS The City Center Access Study evaluated several ‘study’ intersections during the weekday PM peak hour based on a future 2045 forecast with a future I-5 interchange at S 324th Street. The following intersections adjacent to the Commons at Federal Way site were included in that analysis: • S 320th Street / Pacific Hwy (SR 99) [signalized] • S 320th Street / 23rd Ave S [signalized] • S 324th Street / Pacific Hwy (SR 99) [signalized] • S 324th Street / 23rd Ave S [new signalized] For the purpose of this traffic assessment, weekday PM peak hour LOS were evaluated with the City’s 2045 traffic forecasts at the 4 intersections identified above, and at the following additional intersections: • S 320th Street / 20th Ave S (PVR) [signalized] • S 324th Street / PVR Extension [new] Future 2045 PM peak hour LOS were also evaluated with the re-routing of traffic as a result of the new north- south connection. Table 1 summarizes the weekday PM peak LOS with and without the north-south connection. 47 of 800 Table 1 PM Peak Hour LOS Summary for 2045 Forecast (#) Intersection City Center Access Study (Preferred Build Alt.) 1 With North-South Connection (9) S 320th Street / Pac Hwy E E (10) S 320th Street / 20th Ave S (PVR) C C (11) S 320th Street / 23rd Ave S D D (18) S 324th Street / Pac Hwy F F (new) S 320th Street / North-South Connection - C (30) S 324th Street / 23rd Ave S C C 1. Federal Way City Center Access Study Access Revision Report I-5 Milepost 143 (June 2022) The LOS results indicate that with a future north-south connection through the Commons at Federal Way site, the LOS at the adjacent intersections would remain the same. It should be noted that the LOS evaluated at the future intersection of S 324th Street/North-South Connection included a traffic signal. Recommendations With the north-south connector road through the site, a new intersection with S 324th Street would result. Based on evaluation of 2045 PM peak hour traffic volumes, a future signal would provide sufficient capacity and circulation at the intersection, and is expected to operate at LOS C during the PM peak hour. An urban roundabout may also be a consideration at that intersection. 48 of 800 S T A F F R E P O R T DATE: September 4, 2024 TO: Federal Way Planning Commission FROM: Keith Niven, AICP, CEcD Director of Community Development Holly Bosak, Planning Manager SUBJECT: Comprehensive Plan – Periodic Update I. OBJECTIVE Provide an opportunity for the Planning Commission to discuss, give input on, and ultimately recommend to the City Council to adopt, adopt with additional changes, or deny the proposed changes resulting from the comprehensive plan periodic update process. II. BACKGROUND Pursuant to RCW 36.70A.130(4), the City, as a fully planning city under the Growth Management Act (GMA), must conduct a thorough review and update its Comprehensive Plan every 10 years. The City has conducted the periodic updated consistent with state, regional and county planning requirements and proposes the attached updated Comprehensive Plan chapters and Appendix to the Planning Commission in order to meet the state deadline of December 31, 2024 for adopting the updated Comprehensive Plan. Throughout the periodic update, City staff have provided more than two dozen briefings to the Planning Commission to discuss the proposed amendments to the 2015 Comprehensive Plan. In the briefings, the proposed substantive changes were outlined by Planning staff. In this last phase (moving to Hearing and Planning Commission recommendation), Planning staff have considered all comments received through August 27th (see Staff Responses to Public Comments) on the updated chapters including prior comments from the Planning Commission that were responded to in separate response memorandums. Given the voluminous nature of the City’s Comprehensive Plan and the 2024 update, this staff report is responsive to the Chapters being covered at the September 4 portion of the Hearing only. The balance of the Comprehensive Plan update will be evaluated in two Staff Reports being prepared for the September 18 meeting and hearing continuance. 33325 8th Avenue South Federal Way, WA 98003-6325 253-835-7000 www.cityoffederalway.com Jim Ferrell, Mayor 49 of 800 CHAPTER 1 – INTRODUCTION BACKGROUND The Introduction Chapter was reworked to better express the history of Federal Way and who we are as a City while providing an overview of the entire document. Chapter update highlights: • Refreshes historical and demographic information about the city. • Adds an overview of the comprehensive plan outline, including existing, new and removed chapters. • Summarizes the public participation process for the periodic update. • Presents the city’s new 20-year vision statement and its guiding principles. • Highlights how the periodic update was conducted through a lens of Diversity, Equity, Inclusion and Accessibility (DEIA) through all comp plan chapters. • Consolidates policy background information in the introduction chapter rather than in each chapter, including the state, regional and county planning requirements with which our comp plan must be consistent. CHAPTER FORMAT A BRIEF HISTORY Staff reworked the history from the 2015 Comprehensive Plan to be more succinct and to highlight key elements of the City’s history WHO WE ARE Explains who we are as a City today, including an outline of current demographics. THE COMPREHENSIVE PLAN Provides an overview of the history of the Growth Management Act mandate for counties and jurisdictions to develop and update a comprehensive plan to guide growth along with the history of the Federal Way Comprehensive Plan, initially approved in 1995. COMMUNITY ENGAGEMENT This section was added to clarify the role and importance of involving the citizens of Federal Way in actively assisting staff in creating a specific vision for growth and development within the City. PLANNING FRAMEWORK Explains the relationship between the Growth Management Act and initial comprehensive plan requirements and how those requirements have changed over time. It also highlights the regional and county planning framework. COMMUNITY VISION – 2044 Highlights the City’s new 20-year vision statement. The Vision is further defined through guiding principles that are also highlighted. All chapters were updated consistent with this Vision. DIVERSITY, EQUITY, INCLUSION, & ACCESSIBILTY Describes the focus on diversity, equity, inclusion, and accessibility (DEIA), recognizing communities historically impacted by the field of planning in the United States, with a focus on 50 of 800 awareness and reduction of those impacts while ensuring that Federal Way plans for a more diverse, equitable, inclusive and accessible future for all residents and visitors. HOW TO USE THE PLAN Provides an overview of how the Comprehensive Plan is organized and divided as well as an outline of how the plan is intended to be utilized to reach community goals. CHAPTER 2 – LAND USE BACKGROUND Staff’s approach to updating the Land Use Chapter focused on: 1. Updating data 2. Simplifying the land use designations 3. Pulling in Potential Annexation Area goals and policies 4. Removing the Zoning Map from the Comprehensive Plan CHAPTER FORMAT INTRODUCTION The text was updated and a new Vision statement was added to be consistent with other chapters. Projected growth and development capacity section was deleted and information on the topic was updated and incorporated into the Introduction Section. LAND USE DESIGNATIONS This Section was rewritten to be significantly simpler (see Table below). The existing Comprehensive Plan & Map have 14 designations. The proposal is to collapse the designations to 5. This action will allow for more requests for rezoning property without necessitating a Comprehensive Plan amendment. Existing Designation Proposed Designation Single Family Low Density Residential 1 Single Family Medium Density Residential 1 Single Family High Density Residential 1 MultiFamily Residential 2 Commercial Enterprise Commercial Commercial Business Mixed Use Non-Centers Neighborhood Business Commercial Commercial Recreation Commercial Professional Office Commercial Office Park Commercial Corporate Park Commercial City Center Core Mixed Use - Centers City Center Frame Mixed Use - Centers Other than the simplification of designations, there are proposed to be 2 areas that will be changed. They are described and illustrated below: 5 Designation s 51 of 800 1. Christian Faith Center – this will be addressed in a separate staff report. Existing Proposed POTENTIAL ANNEXATION AREAS (NEW SECTION) A decision was made to remove 2015 Chapter 8 Potential Annexation Areas from the Comprehensive Plan. Although the Chapter contains 7 pages of goals and policies, the information contained in the Chapter was prepared in 2003 for a 2007 proposal for annexation. That effort was rejected by voters 1. Existing Proposed 2. South Station TOD Area – included in the South Station Sub-Area Plan is a vision for re-designating a portion of the area as appropriate for mid-rise, mixed-use development. This will necessitate a change from Commercial Enterprise to Mixed Use – Centers. It would also require a rezone from CE to Centers. 52 of 800 and there has been little effort committed to keeping this Chapter current. A decision was made to incorporate a new goal and policies into this Chapter, recognizing prior to any future efforts to annex any or all of the PAAs, the technical information will need to be made current. GOALS & POLICIES MAPS • Comprehensive Plan • Potential Annexation Areas CHAPTER 3 - TRANSPORTATION BACKGROUND Pursuant to RCW 36.70A.130(5), the City of Federal Way must update its comprehensive plan every ten years. The City must plan for growth in housing and employment over the next 20 years through 2044 consistent with county-adopted growth targets. Based on county-adopted growth target, Federal Way is planning for more than 11,000 new housing units and more than 20,000 new jobs through the year 2044, resulting in a total of more than 46,000 housing units and more than 53,000 jobs (within current City limits) by 2044. The travel demand forecasts utilized Federal Way’s local assumptions for accommodating growth targets to generate future demands on the transportation system. The Transportation Chapter of the Comprehensive Plan is about the mobility of people to get around the City by using travel mode such as walking, cycling, auto, buses, and light rail. The State’s Growth Management Act (GMA) requires that communities include goals and policies to guide the development and implementation of the Transportation Chapter and be consistent with state and regional goals and policies. Goals and policies are central to the plan since they define priorities in written terms. While there are no set rules about how many goals and policies should be included, the Transportation Chapter should address important elements in the following areas: • Street and Highway System that provide safe access and travel for all users, including motorists, transit vehicles and riders, bicyclists, and pedestrians; • Non-Motorized (Bicycle and pedestrian) modes of travel; • Transit (Public transportation), including public transit and passenger rail, intermodal transfers, and multimodal access; • Transportation demand management, including education, and encouragement; • Freight and Goods including port trucks, truck, air, rail, and water-based freight; Transportation finance, including City funding, grant funding, and strategies for addressing impacts of development through concurrency, impact fees, and other mitigation. The overall vision for Federal Way’s Transportation Chapter is to serve all users and modes of travel by offering a safe, well-maintained, and efficient multi-modal transportation system that is consistent with the City’s overall vision and adequately serves anticipated growth. The Transportation Chapter sets a framework for understanding, prioritizing, measuring, and creating a transportation network to help Federal Way achieve its vision. To serve as a useful document for the community, including both City staff and the general public, this Transportation Chapter focuses on the City’s vision and the projects and programs intended to meet that vision. 53 of 800 CHAPTER FORMAT III. INTRODUCTION IV. POLICY BACKGROUND THE TRANSPORTATION CONCEPT EXISTING CONDITIONS FUTURE TRANSPORTATION VISION The addition of a vision statement for Transportation has been included in the Chapter - Federal Way envisions a transportation system that serves all users and modes of travel by offering a safe and well-maintained network of walkways, bicycle facilities, intersections, and roadways that conveniently connect residents, workers, and visitors to public transportation, downtown Federal Way, and other major destinations. This vision is a revised version from Section 3.5 of the Transportation Chapter. NEAR-TERM AND LONG-TERM PROJECTS FINANCING AND IMPLEMENTATION VISION, GOALS, AND POLICIES • Revision to the Level of Service (LOS) standard for City Center from an average 1.1 vehicle-to- capacity (v/c) ratio to a 1.2 vehicle-to-capacity (v/c) ratio consistent with all signalized intersection throughout the City. The revised LOS standard is as follow: ➢ Signalized intersections will experience a 1.2 vehicle-to-capacity (v/c) ratio or lower ➢ Unsignalized intersections will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower ➢ Facility completeness will be measured as described in the pedestrian, bicycling, and transit priority areas level of service tables. • Remove Map III-4 (Cross Section Application by Street) and associated street design guidelines in the Appendix. These elements are already incorporated into the Public Works Department Development Standards. • Adopted the Southwest King County Trails Plans by reference, which establishes a framework for a trail network to improve connectivity for pedestrians and cyclists throughout the city and surrounding agencies. By incorporating this plan into the Comprehensive Plan, it will enable the City to move forward with plan implementation as funding allows. The Southwest King County Trails Plan is being presented to Council for adoption in July. 54 of 800 • Incorporate elements of the Bicycle and Pedestrian Master Plan into the Non- Motorized section. The Bicycle and Pedestrian Master Plan was adopted in March 2012 by the City Council and incorporated by reference into the 2015 Comprehensive Plan. • Remove the Six-Year Transportation Improvement Plan (TIP) from the Transportation Chapter. Projects identified in the Comprehensive Plan are intended to meet long-range goals for accommodating growth and development of a transportation system that supports all modes of travel. The six-year TIP project is a short term list needed to serve growth and must be updated yearly as mandate by state law. Furthermore, the TIP projects are also included in the Capital Improvement Program (CIP) project list. • Intelligent Traveler Systems (ITS) Plan is updated to reflect the application of technology to improve mobility and provides a framework for implementation. Changes to Goals and Policies: • The existing six goals (TG1 to TG6) Transportation goals were revised and consolidated in order to eliminate redundancy. Policies supporting these goals are listed below each one. • Replace TG2 - Be fiscally and environmentally sustainable and supporting policies (TP2.1 to TP2.10 with TG6) - Preserve, maintain, and expand the lifespan and usefulness of Federal Way’s existing transportation infrastructure and new supporting policies (TP6.1 to TP6.4) • 15 new policies were added to provide additional support of the overarching goals and also to meet VISION 2044 requirements. • 26 existing policies were removed because they are either already reflected in the goals, already required by law, completed, or lack the ability to measure. For example, TP6.1, which states “Implement federal, state, and countywide planning policies” is already required by GMA and Vision 2050. Please see goals and policies tracking document. As discussed previously with a number of chapters, we are proposing to make the document easier to use by focusing on goals and policies and deleting superfluous language. This will be a theme throughout the update process. CHAPTER 4 – ECONOMIC DEVELOPMENT BACKGROUND The Economic Development Chapter is an expanded chapter in Federal Way’s Comprehensive Plan that provides an overview of economic development initiatives within Federal Way. It aims to highlight the significance of these elements in shaping the identity of the community, including outreach to put Federal Way on the map. 55 of 800 CHAPTER FORMAT The Economic Development chapter sets a vision for the city and provides the framework to guide planning, programming and policy direction related to businesses and economic development. INTROCUATION AND VISION Introduction & Vision section provides the context and purpose for the chapter and sets the aspirations to be realized by 2044. EMPLOYMENT Employment section explores the forecasting for job development within the City to be in compliance with the Growth Management Act, Puget Sound Regional Council and the King County Countywide Planning Policies. BUSINESS RETENTION AND EXPANSION Business Retention & Expansion section explores the strategy behind the promotion of business growth, capital investment, and job creation. BUSINESS ATTRACTION Business Attraction section explores the strategy behind attracting a new corporate headquarters to the City. ECONOMIC GARDENING Economic Gardening section promotes growing the City’s economy from within and entrepreneurial support. PLACEMAKING & SISTER CITY COORDINATION Placemaking & Sister City Coordination section provides insight to creating a healthcare-hub within Federal Way to attract new residents that live and work in Federal Way, while simultaneously increasing cultural bonds through the diverse population of Federal Way. TOURISM Tourism section highlights the current tourism offerings and the efforts to increase tourism from current residents and visitors. GOALS & POLICIES Goals & Policies section outlines the high-level action items needed to advance the chapter initiatives. CHAPTER 5 – HOUSING BACKGROUND Staff’s approach to updating the Housing Chapter focused on: 1. Consistency with state and regional requirements 2. Accommodating housing need by income band 3. Conduct land capacity analysis 4. Update existing data and include previously omitted data points 5. Revise key housing topics to more accurately reflect current housing issues 56 of 800 CHAPTER FORMAT The Housing Chapter sets a vision for the city and provides the framework to guide planning, programming, and policy direction for accommodating and meeting housing need. INTRODUCTION The text was updated and a new Vision statement was added to be consistent with other chapters. POLICY BACKGROUND (deleted) The relationship of the City’s Comprehensive Plan to the Countywide policies and its compliance with GMA is covered in the Introduction chapter. It does not need to be repeated in this chapter. This section was deleted. HOUSING IN FEDERAL WAY (retitled from: “Federal Way and its Housing”) This section was substantially revised and includes information regarding the community’s profile and housing inventory. This section is written as a summary based the content included in Appendix B - Housing Chapter Supplementary Housing Report, Inventory, and Analysis. HOUSING PRIORITIES (retitled from: “Key Housing Issues”) This section identifies the 5 housing priorities for the City and identifies why they are priorities: 1. Increase housing supply; 2. Increase housing choices for all; 3. Support & facilitate affordable & special needs housing; 4. Improve housing stability; and 5. Support regional coordination HOUSING CHAPTER GOALS AND POLICIES Changes to the substance of the goals and policies are responsive to the identified key housing topics and are intended to realize the draft vision statement and inform implementation measures included in Appendix A Implementation of the Comprehensive Plan. CHAPTER 6 – CAPITAL FACILITIES BACKGROUND Staff updates to the Capital Facilities Chapter focused on refreshing or clarifying background information and relevant statistics; adding information about new capital facilities; removing or simplifying unnecessary information that doesn’t need to be shown in the body of a comprehensive plan chapter; clarifying unclear information; reframing how external plans are referenced; establishing a chapter Vision statement; and updating goals and policies consistent with city priorities and with state, regional and county planning requirements. CHAPTER FORMAT INTRODUCTION AND VISION Added ‘Vision’ and both an ‘Introduction’ and ‘Vision’ subsection consistent with other chapters 57 of 800 FUNDING CAPITAL FACILITIES Funding Capital Facilities: Section/subsection headers unchanged. Updates reflect the latest levels of service and funding sources information. • Level of Service • Concurrency • Impact Fees • Funding/Financing SURFACE WATER Surface Water: Section/subsection headers unchanged. Information updated consistent with the most recent (2021) Surface Water Management Comprehensive Plan. TRANSPORTATION Transportation: Section header unchanged. This brief section references the Comprehensive Plan Transportation Chapter for complete transportation capital facilities information. Edits are for clarity. PARKS & RECREATION Parks & Recreation: Deleted all existing subsections since complete Parks & Recreation capital facilities information will be referenced in the Parks & Recreation Chapter and the Parks, Recreation and Open Space (PROS) Plan. A new main section description is added, similar to Transportation section, for clarity. COMMUNITY FACILITIES Community Facilities: Consolidated information about some facilities in a new “Community Gathering Facilities” subsection. Deleted two subsections about 1) PAEC which didn’t need its own subsection, and 2) a different facility that is longer part of the city’s planning. Consolidated or clarified information in a new “Summary of Existing Facilities and Future Needs.” Also deleted a long Parks capital projects list since it’s redundant with a list that’s in the PROS Plan. Other edits refresh information and provide clarity. SCHOOL FACILITIES School Facilities: Deleted all subsections since complete schools capital facilities information is found in the Federal Way Public Schools (FWPS) Capital Facilities Plan incorporated by reference; the section description is updated to reflect this. WATER SYSTEMS Water Systems: Section/subsection headers unchanged. Content updated primarily with new information from Lakehaven, but also from Highline Water District and Tacoma Water. SEWER SYSTEMS Sewer Systems: Section/subsection headers unchanged. Content updated primarily with new information from Lakehaven, but also from Midway Sewer District. FIRE FACILITIES Fire Facilities: Section/subsection updated with new information from South King Fire. GOAL & POLICIES 58 of 800 Goals and Policies: Updated consistent with city priorities and state, regional and county requirements. APPENDIX Appendix: Added section to list all plans incorporated by reference and to list maps referenced in chapter. The proposed list of maps is reduced from 11 maps in the current chapter to three in the updated chapter. Maps proposed for deletion are labeled as such in the attached chapter. V. PROCEDURAL SUMMARY 2022-24: Planning Commission Briefings on Periodic Update 6/28/24: SEPA Determination on Periodic Update 6/28/24: Notification given to WA State Dept. of Commerce 7/12/24: End of SEPA Comment Period 8/2/24: End of SEPA Appeal Period 9/4/24: Public Hearing – Planning Commission 10/7/24: LUTC Meeting 10/15/24: City Council 1st Reading 11/6/24: City Council 2nd Reading VI. PUBLIC COMMENTS The City received comments in response to the SEPA notification during the SEPA comment period and, addressed each of the comments received. Additionally, attached as part of the packet is a detailed summary (Public Participation Summary) on the nearly three years of public participation that informed the Comprehensive Plan update. VII. 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: 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. VIII. DECISIONAL CRITERIA FWRC 19.80.140 provides that the city may consider, but is not limited to, the following factors when considering a proposed amendment to the comprehensive plan: 59 of 800 Periodic Update 1. The effect upon the physical environment. No detrimental effects are anticipated on the physical environment. The Comprehensive Plan sets a long-range policy framework for the city, and future growth and development in the City will have to comply with code that is adopted consistent with the Comprehensive plan. The Comprehensive Plan anticipates and ensures the city is properly planning for its expected growth consistent with state, regional, and county requirements and with the City’s 20-year vision, and those requirements and vision anticipate and account for the necessary protections of Federal Way’s physical environment. 2. The effect on open space, streams, and lakes. No detrimental effects are anticipated on open space, streams and lakes. The Comprehensive Plan sets a long-range policy framework for the city, and future growth and development in the City will have to comply with code that is adopted consistent with the Comprehensive plan. The Comprehensive Plan anticipates and ensures the city is properly planning for its expected growth consistent with state, regional, and county requirements and with the City’s 20-year vision, and those requirements and vision anticipate and account for the necessary protections of Federal Way’s open space, streams and lakes. 3. The compatibility with and impact on adjacent land uses and surrounding neighborhoods. The Comprehensive Plan considers and ensures compatible land uses city-wide and that, where incompatibilities exist, the necessary mitigation requirements are in place. 4. The adequacy of and impact on community facilities including utilities, roads, public transportation, parks, recreation, and schools. Capital facilities planning in the City’s Capital Facilities, Utilities, Transportation, and Parks and Recreation chapters ensures that adequate utilities, roads, access to public transportation, parks, recreation and schools is in place or funded concurrent with the City’s adopted growth targets. 5. The benefit to the neighborhood, city, and region. All chapters of the Comprehensive Plan are adopted consistent with the City’s 20-year vision, which was developed based on extensive public participation. As a reflection of the Community’s desired future for the City, and as it was developed consistent with the regional planning vision (Vision 2050), the Comprehensive Plan is to the benefit of the neighborhoods throughout the city, the city as a whole, and the region. 6. The quantity and location of land planned for the proposed land use type and density and the demand for such land. Foundational to the City’s planning throughout all chapters, the City has shown it has the zoned capacity and available buildable lands to accommodate its adopted growth targets. Future employment and housing growth assumptions made during the periodic update 60 of 800 also ensure that the necessary densities will exist in the future in areas of the city that will accommodate most of Federal Way’s future growth. 7. The current and projected population density in the area. Future employment and housing growth assumptions made during the periodic update ensure that the necessary densities will exist in the future in areas of the city that will accommodate most of Federal Way’s future growth. 8. The effect upon other aspects of the comprehensive plan. The periodic update was conducted in a manner that ensures all chapters of the Comprehensive Plan are consistent with one another, with the City’s 20-year vision, and with state, regional and county planning requirements. FWRC 19.80.150 provides criteria for amending the comprehensive plan. The city may amend the comprehensive plan only if it finds that: Periodic Update 1. The proposed amendment bears a substantial relationship to public health, safety, or welfare; and The periodic update is consistent with state, regional and county requirements. Adopting and implementing the updated Comprehensive Plan will ensure the city is adequately planning for its anticipated growth, including the mitigation of impacts from that growth and the necessary services and infrastructure to serve that growth, in a way consistent the City’s 20-year Vision. Those foundational reasons for this Comprehensive Plan will help ensure the necessary public health, safety and welfare for city residents, businesses and visitors for the foreseeable future. 2. The proposed amendment is in the best interest of the residents of the city; and The comprehensive plan is consistent with state law, regional and county requirements, and a 20-year vision that was developed based on extensive public input that will ensure a more livable, vibrant and well-connected city; all of which is in the best interest of city residents. 3. The proposed amendment is consistent with the requirements of Chapter 36.70A RCW and with the portion of the city’s adopted plan not affected by the amendment. The updated comprehensive plan is consistent with the WA State Growth Management Act (RCW 36.70A) and consistent across chapters, including portions of any chapters that were not updated as part of this periodic update. IX. STAFF RECOMMENDATION Subject to public comment and Commission deliberation, based on the above staff analysis 61 of 800 and decisional criteria, staff recommends that the proposed 2024 City of Federal Way Comprehensive Plan Periodic Update public hearing be continued to Wednesday, September 18, at 5:00PM. X. ATTACHMENTS A. Staff Responses to Public Comments (to be provided on August 30th) B. Public Participation Summary C. Comprehensive Plan Periodic Update 62 of 800 Attachment A: Staff Responses to Public Comments Comprehensive Plan Periodic Update The following table lists comments received on the Comprehensive Plan periodic update in response to draft chapters posted for public comment near the end of May 2024, the SEPA determinations issued 6/28/24 and 8/30/24, and the public hearing notices posted/published on 8/16/24 and 8/30/24. PUBLIC COMMENTS Commenter Comment Staff Response Marie Sciaqua – Email comment received 6/18/24 For St George change “Is” to was. Changed, page ACHP-2 For the shopping center it was called “Federal Shopping Way” and the entertainment was called “Santa Fair”. Changed, page ACHP-3 Change Camp Kilworth the historic site to “Landmark”. Changed, page ACHP-3 On references: (2008) Images of America- Federal Way, Historical Society of Federal Way Changed, page ACHP-3 Jonathan Lounds, MBAKS – letter dated 6/4/24 MBAKS supports this policy (H P1.1). Removing or lessening regulatory barriers to construction is a crucial step towards solving the housing affordability and attainability crisis in our region. No edits warranted. MBAKS supports this policy (H P1.3) and will continue to partner with the city to address housing issues in Federal Way. No edits warranted. MBAKS supports this policy (H P1.4). Streamlining the permitting process reduces the carrying costs of construction. This efficiency lowers housing costs and benefits the community by more quickly providing needed housing. No edits warranted. MBAKS supports Housing Goal 3. Homeownership benefits individuals and the community. No edits warranted. MBAKS supports this policy (H P3.5). This policy can provide more affordable housing options, promote land-use efficiency, and meet the diverse needs of the community by increasing the variety of available housing types. No edits warranted. 33325 8th Avenue South Federal Way, WA 98003-6325 253-835-7000 www.cityoffederalway.com Jim Ferrell, Mayor 63 of 800 Page 2 of 25 Commenter Comment Staff Response MBAKS supports this policy (H P5.1). By diversifying housing options, we can better meet the varied needs of our community. No edits warranted. EngageFW.com response from anonymous individual on 6/7/24 I'd love to see some emphasis on local businesses (rather than big box stores). I'd also love to hear of ways you're considering differentiating from other local downtowns. Have you considered a section that is open container, especially since the end goal is to make the district very walkable? Savannah, Georgia for example is an open container downtown, and it's a big draw for tourism. I'd love to see some community engagement spaces for adults, maybe even something like Woodinville has locally with the wine district, or even showcasing local breweries. This could also help distinguish Federal Way as a local destination for people in the Puget Sound area to come and visit, especially since this will be right on a light rail stop. Having the light rail stop here and some adult community venues near the rail would also benefit the local hotel industry, as people from all over Washington could come, stay here, and commute to say a football or baseball game, potentially even Tacoma dome for a concert when the light rail is eventually expanded. Staff concur with the comments. These comments bridge topics covered by both Chapter 4 (Economic Development) and Chapter 7 (Centers). The following to represent some of the Goals and/or Policies that address these comments: Chapter 4 ED G3 Invest in placemaking spaces and community amenities to help attract businesses to Federal Way. ED P4.4 Promote local businesses and locally- produced goods and services. ED G97 Encourage and support the development of recreational and cultural facilities and/or events that will bring additional visitors to Federal Way, and increase visitor spending attract new residents. Chapter 7 RGC P1.2 Promote a cohesive Downtown character through adoption of recognizable architectural and streetscape design standards and development regulations that both reflect the distinct character and history of the community, and create an inviting and memorable environment. RGC G3 Make the City Center an inclusive hub for community gatherings, local entrepreneurship, and cultural celebrations to foster a strong sense of identity and belonging among residents, businesses, and visitors, and to promote civic pride. As some of the properties begin to redevelop, the City will evaluate whether additional public measures are needed to achieve these goals and policies. Kia McGlone – email comment received 7/26/24 My hope is our city makes more efforts to increase economically and equitably to communities that live here. There are many businesses I have spoken to and they all want space to have their businesses/organizations in Federal Way. There are goals and policies in Chapter 4 (Economic Development) that are responsive to this comment: ED G1 Support an equitable and strong local economy with opportunities for all to prosper. ED P31.2 In conjunction with the local business community, including the Chamber of Commerce and cultural and ethnic community groups, actively pursue ties to Pacific Rim nations and businesses to stimulate related business activity living-wage employers to support the local economy. 64 of 800 Page 3 of 25 Commenter Comment Staff Response ED P1.3 Develop an environment that fosters respect for all individuals and groups and promotes equitable employment opportunities. ED P1.4 Ensure that local economic development programing is inclusive, accessible, culturally appropriate, and serves the diverse community. No additional edits are warranted. I also like to see the PAEC be available and utilized for more diverse events. Staff agree with this comment. Although not specifically calling out the PAEC, the following policy is intended to address this comment: ACHP P5.3 Ensure city functions, facilities, and events are accessible to and inclusive of the diverse cultures in the community, for example providing culturally appropriate language services and food and beverage options (e.g. Halal, non-pork, vegetarian, vegan). No additional edits are warranted. Joan Hammond – email comment received 8/16/24 Once again the COFW schedules meetings where you pretend to want community input at a time that employed people cannot participate. We are a bedroom community, meaning that the vast majority of us make a commute involving a great deal of distance and time. That sends a clear message that you are neither interested in our input/concerns/questions nor are you interested in anything that might roadblock YOUR plans. You repeatedly schedule meetings that only the retired or unemployed can attend, yet you want those of us with no say to fund it. And you wonder why you can't create a sense of community. We understand concerns about meeting time. Hearings conducted by the Planning Commission occur during the official Planning Commission meeting time, which starts at 5 pm the 1st and 3rd Wednesday of each month. The 9/4 public hearing for the Comprehensive Plan Periodic Update comes toward the end of what’s been a nearly three-year planning process involving extensive public participation and input from around the City. That outreach has involved dozens of meetings with stakeholders groups in varied locations, outreach at existing events/festivals where people are already gathering, 4 city-wide open houses, and other meetings held at various times and throughout the day and week to maximize the opportunity for public input. The public’s input on the Comprehensive Plan update has been critically important to the city throughout the planning process. As is always the case with Comprehensive Plan amendments, whether annual amendments or these once per decade major updates, the formal adoption process toward the end requires an official public hearing, and there is rarely any one hearing time that works for everyone who’s provided input over the last three years. If unable to attend the hearing itself, people can provide written comment as well that are included in the hearing packet. Unfortunately there were no suggestions offered to make the process more inclusive. No edits are warranted. 65 of 800 Page 4 of 25 Commenter Comment Staff Response Jackie Anderson – Email comment received 8/22/24 [email re. the rezone S of 336th] I have many other concerns, and I ask your help to have measures addressed to help ensure my quality of life and property value doesn't diminish during construction and operation of the proposed 27/7 maintenance facility. How do I see that the following types of measures are included in the final plans: Installation of sound barriers Installation of light barriers Traffic congestion mitigation Road integrity reinforcement Control of flying debris and grime Addition of foliage/vegetation to for some kind of aesthetic What I can do as a homeowner to work with the City of FW and ST to preserve my quality of life and property value? These measures are more important than ever, as we at South Garden Court have been enduring the development of Creekside Canyon Townhomes on our north property line for two years. In that time, we've had to suspend all building/property pressure washing and window washing because we can't keep up with the dirt. We've had to keep our windows closed two years now during the hottest months of the year. We've had to listen to the heavy equipment and trucks rumble and beep from 7am to 5pm, 5 days a week. The road of 20th Ave S, to the east is already starting to show signs of fracture from the trucks. Traffic on 336th is so congested during commute hours that cars are backed up from the light at Pacific Hwy to 20th Ave S, making entry and exit from any property along 336th a challenge. Ms. Anderson raises a number of issues and concerns regarding the rezoned property being used by Sound Transit. Although this is a potential outcome should the properties be rezoned and redesignated, this proposed action does not guarantee this outcome. Should Sound Transit purchase the properties for a future Public Transportation Facility as they have indicated, there would be future opportunities (either through future SEPA review or City permitting) to address the concerns raised in the email. City staff will forward this email to Sound Transit. Harold Geno – Email comment I oppose the rezone with file number 24-103289-SE. I think this property This comment relates to the proposed rezone and change of designation for the Christian Faith Center 66 of 800 Page 5 of 25 Commenter Comment Staff Response received 8/14/24 should stay zoned as multi-family. I am not a proponent of having more multi- family in Federal Way. BUT if this property is already zoned for that, then this property should stay zoned in that way. Properties. It is unclear as to the reason Mr. Geno does not support the proposed rezone and change in designation other than it appears as though he supports status quo. The City’s Comprehensive Plan contains goals and policies that address reevaluating the plan periodically to respond to changes in the economy and region. The City supports the rezone of these properties. AGENCY COMMENTS Agency Comment Staff Response King County AHC Federal Way should update its land capacity analysis to demonstrate how future zoning will provide sufficient capacity for its permanent supportive housing needs. Eliminating the spacing requirement to comply with RCW 36.130.020(1) would likely ensure Federal Way has sufficient capacity for permanent supportive housing. Staff are currently leading a code amendment through the Planning Commission (briefing was held 8/7/24). Staff presented options to the Planning Commission that including adjustments to the spacing as well as the zoning caps. All options discussed would ensure Federal Way will be able to meet its need of 946 PSH units. This code amendment is expected to be forwarded to Council before the end of the year. Federal Way should provide more information about the assumptions in its land capacity analysis or propose additional capacity that would demonstrate that Federal Way is meaningfully planning for and accommodating its housing needs for very low- and extremely low-income households. Staff believe adequate analysis has been conducted to demonstrate compliance for capacity of housing at all income bands (with the exception of PSH – see response above). Also, see response provided in 15 July 2024 letter from Mr. Keith Niven to Mr. Isaac Horwith. In addition, the following implementing action have been included in Appendix A to address this comment: Audit existing zoning code, and propose amendments to development regulations to effectively meet 67 of 800 Page 6 of 25 Agency Comment Staff Response housing need. (3-5 yr timeframe) Conduct assessments of economic and social impacts of City policies, development regulations, and zoning changes on vulnerable populations. (1- 2 yr timeframe) Partner with affordable housing developers, SKHHP, Sound Transit, and community-based organizations, etc., to secure financing to meet the households with the greatest needs. (on-going) Incent development of affordable housing and continue to fund projects that serve very low- income residents. (on- going) Coordinate and participate in County and subregional level conversations and investigate best practices for sustainable data collection of income restricted and low-income housing. (3-5 yr timeframe) Coordinate and participate in County and subregional level conversations and investigate best practices for establishing anti- displacement programs like a right to return. (3-5 yr timeframe) After adoption of its comprehensive plan, Federal Way should submit implementation strategies that demonstrate how Federal Way will take meaningful action to implement CPPs H-2, H-10, H-12, H-16, H-21, H-23, H-24, and H-27. AHC staff will coordinate and provide additional guidance to support this recommendation in 2025. Staff will engage with AHC following adoption of the Comprehensive Plan. Please review Appendix A (Implementation) of the City’s Comprehensive 68 of 800 Page 7 of 25 Agency Comment Staff Response Plan to help guide that conversation. WA dept of Fish & Wildlife CAO’s should be updated to reflect the most up-to-date science for protecting riparian critical areas. NE P1.6 Update environmentally critical area regulations to be consistent with best available science while also taking into consideration the city’s obligation to meet urban- level densities and other requirements under the GMA. Policy NE P1.6 identifies the need for the update consistent with the comment. This becomes an implementation item for Appendix A. Currently, this has not been included in the next 5-year work plan due primarily to a lack of availability of staffing resources. This will be reassessed after 2 years. No additional edits are warranted. WA Dept. of Natural Resources – email received 7/2/24 See attached email Most the goals/policies about frequently flooded areas and geologic hazards that were marked for deletion in the draft Natural Environment chapter that DNR reviewed were moved to the Climate Change & Resiliency Chapter. Earthquake hazards are also addressed in the Climate Change & Resiliency chapter. No additional edits are warranted. 69 of 800 Page 8 of 25 Agency Comment Staff Response PSRC Pre- Certificati on review comment letter received 8/13/24 Housing The City realizes it is deficient in providing the land necessary to meet its allocation for PSH. Staff have been working on an ordinance to bring to Council before the end of the year to rectify this deficiency. Although the City has not completed an analysis of the barriers to the construction of affordable housing that may be specific to Federal Way, the City believes the Chapter contains adequate Goals & Policies to address barriers to the development of affordable housing that are common to all jurisdictions. See below: H P1.1 Amend development regulations to remove or lessen regulatory and financial barriers to housing construction and facilitate a diverse range of housing forms that expand housing choice, are land use efficient, and are inclusive to community needs. H P1.2 Periodically monitor, analyze, and evaluate residential development and displacement to determine progress toward meeting regional targets at all income bands. H G2 Diversify housing supply typology, size, renter/ownership options, and affordability levels at urban densities to maximize the accessibility 70 of 800 Page 9 of 25 Agency Comment Staff Response to public transit investments. H G4 Collaborate and build connections with populations most disproportionately impacted by past housing policies. H P4.1 Evaluate and consider the potential economic and social impact that City policies, development regulations, and zoning may have on the cost of housing for those vulnerable to displacement. H P4.2 Prioritize expanding access to neighborhoods of choice and reducing disparities by ensuring equitable distribution of housing options across the City, particularly in historically underserved communities and areas affected by exclusionary practices. H G6 Encourage and incent the development of affordable housing and mixed income projects, providing for a range of housing opportunities affordable to households with moderate, low, and very low incomes. H P6.3 Continue to require a portion of new housing on sites of significant size to be affordable to households at a level not provided otherwise by the private market, while continuing to compensate developers for providing this affordable housing. 71 of 800 Page 10 of 25 Agency Comment Staff Response Prioritize the creation of units serving the income bands with the greatest need for new housing units. H P6.5 Explore federal, state, and local resources to assist in financing affordable housing development. Advocate for increased resources from the State Housing Trust Fund. Encourage expansion of home ownership options through such means as first time home buyer programs, housing cooperatives, lease-purchase ownership, and other housing models. H P6.6 Consider delaying, deferring, or exempting affordable housing from development fees, concurrency requirements, payment of impact fees, offsite mitigation, and other development expenses that do not compromise environmental protection or public health, safety, and welfare concerns, or constitute a nuisance. H P6.7 Consider options for locally financing affordable housing and prioritizing public support and resources for housing for very low incomes. H P6.8 Support nonprofit affordable housing organizations during all stages of siting, project planning and permitting. H P6.9 Support tax law amendments that provide relief to owners of 72 of 800 Page 11 of 25 Agency Comment Staff Response affordable and special needs housing. H P6.10 Advocate for tax law reform that encourages even and proportionate distribution of affordable housing on a countywide basis. No additional edits are warranted. Transportation PSRC comments have been incorporated into an updated Transportation chapter. Environment Park level of service is located in the new Parks Chapter. The City provides a LOS based on population (See Table PR- 1). No additional edits are warranted. Climate Change The data provided in the Chapter by Cascadia recognizes the regional factors of climate change and the work done by PSRC (See Chapter 13). In addition, the following specifically the need to collaborate regionally: CR P1.7 Collaborate with Puget Sound Energy to achieve mutually-desired outcomes for greenhouse gas reduction, energy efficiency, community support, and system reliability and resiliency. CR P2.6 Support state and federal air quality standards and the 73 of 800 Page 12 of 25 Agency Comment Staff Response regulation of activities that emit air pollutants. CR P9.8 Coordinate and support public education by utility providers that raises awareness of the need for water and energy conservation and resilience. No additional edits are warranted. Centers Noted. The City will apply for the change in center size to increase the size from 200 to 220 acres. The City has already taken a corrective action to address the low activity units in the RGC. The City added minimum FAR and Density (units/ac) standards to the City Center-Core zone. Staff would like to discuss with PSRC whether a separate market analysis is warranted. The City was unaware that PSRC was requiring an analysis of housing by income band specific to the RGC. If this is required, the City will work on this analysis prior to the 2025 RGC review process that is expected. See Chapter 7 (Centers) for Job growth information. The Utilities Chapter identifies citywide needs. Edits will be made to the Utilities Chapter to be responsive to this comment. 74 of 800 Page 13 of 25 Agency Comment Staff Response The City will include language in the Chapter regarding the location of Steel Lake. The Parks and Recreation Chapter and Capital Facilities Chapter provide a citywide understanding of existing and planned parks, trails, and open space in and near the Center. Puget Sound Partnershi p Ecosystem Coordinati on Board – emailed letter dated 8/14/24 See attached letter The city will consider the recommendations and resources in the letter in its ongoing long-range planning and in implementing the Comprehensive Plan. Sound Transit – emailed letter dated 8/23/24 See attached letter Sound Transit provided comments specific to the SEPA checklist prepared for the Christian Faith Center rezone. More specifically, relating to question 4 of the SEPA Checklist in Section D stating: Project permit applications will be required to apply for SEPA review and specific project details will be analyzed to ensure no significant adverse environmental impacts will occur. No new provisions are necessary. Should Sound Transit purchase the properties that are subject to this proposed rezone and change of designation, they could elect to serve as the SEPA authority for 75 of 800 Page 14 of 25 Agency Comment Staff Response specific project review, as allowed by state statutes. WA Departme nt of Commerce Emailed comments dated 8/22/24 See Figure H-4 No edits are warranted. Staff believe adequate analysis has been conducted to demonstrate compliance for capacity of housing at all income bands except for PSH (see comment below). See full response to similar comment from AHC on Page 6 regarding the requirement for additional analysis. The City is working on an ordinance to amend it current separation requirements to ensure the City’s allocation of PSH can be accommodated. This ordinance will be to the City Council prior to the end of 2024. The City has chosen to remove the Zoning map from the Comprehensive Plan. The City recognizes code edits are required for consistency with HB 1110. Those code edits are currently being drafted and are expected to be provided to the Planning Commission in Q1 2025. The City is working on an ordinance to ensure there is capacity to meet the forecast need. This will be completed in 2024. 76 of 800 Page 15 of 25 Agency Comment Staff Response The City’s current code provides adequate capacity to meet its forecast need for Emergency Housing & Shelter. No additional edits are warranted. WA Departme nt of Commerce emailed comments dated 8/27/24 Land Use On page II-8, Parks and Open Space (active recreation opportunities) No explicit language considering reduction in VMT per capita. Suggest adding language. Reducing vehicle miles traveled is addressed overall as a priority for the City in the Transportation chapter. The City will ensure there is specific language applicable to the allocation of land uses. Land Use Population projection as allocated by the county does not appear in the land use element. Population information is provided in Chapter 1 (Introduction). “Federal Way is a growing city of approximately 102,000 (WA OFM) with a variety of places to live, work, shop, and recreate.” No additional edits are warranted. Land Use The land use element shall provide for protection of the quality and quantity of groundwater used for public water supplies. The draft land use element does not explicitly provide protection of groundwater for public supplies in its goals or policies. We recommend adding specific language aligned with the requirement in RCW 36.70A.070(1). The City addresses protection of Critical Aquifer Recharge Areas in its Natural Environment Chapter. Included in that chapter are the following: NE G3 Protect and enhance aquifer recharge areas. NE P3.1 Identify and map aquifer recharge areas within the City and its potential annexation area. Such areas shall be subject to additional regulations to protect the integrity of identified aquifer recharge areas. NE P3.2 Encourage the retention of surface water runoff in wetlands, regional retention facilities, and low impact 77 of 800 Page 16 of 25 Agency Comment Staff Response development stormwater facilities, or use other similar stormwater management techniques to promote aquifer recharge. NE P3.3 Encourage water reuse and reclamation for irrigation and other non- potable water needs. NE P3.4 Require connection to sanitary sewer service where poor soil conditions persist and/or sewer service is available. NE P3.5 Protect the quality and quantity of groundwater supplies by supporting water use conservation programs and adopting regulations to minimize water pollution. No additional edits are warranted. Land Use Each county and city that is required or chooses to prepare a comprehensive land use plan under RCW 36.70A.040 shall identify lands useful for public purposes such as utility corridors, transportation corridors, landfills, sewage treatment facilities, stormwater management facilities, recreation, schools, and other public uses. The draft land use element does not identify lands useful for public purposes, as described above. Map II-3 identifies general existing land uses but the comprehensive plan land use designations map (Map II-1) nor the zoning designations map (Map II-2) identify such lands as required by RCW 36.70A.150. We recommend clearly identifying lands useful for public purposes as required by the statute noted above. Thank you for bringing up this concern. The City is reviewing the Chapters to see if the location of these facilities/uses is contained in documents incorporated by reference. As a follow up action, staff will either conclude that these uses/facilities are adequately identified through incorporated references; or, the City will generate a new map (or maps), if necessary. Land Use As a courtesy, please be advised of the new section RCW 36.70A.142 (2022), HB 1799. References to siting of organic materials management facilities were not included in the draft land use element nor the capital facilities element. The City’s Comprehensive Plan includes the following Goal and Policies in the Climate & Resiliency Chapter: CR G5 Support sustainable waste management. 78 of 800 Page 17 of 25 Agency Comment Staff Response CR P5.1 Provide incentives for recycling and reusing construction and demolition debris. CR P5.2 Promote recycling, composting, and sustainable consumption for residential communities and commercial activities to reduce the city’s carbon footprint. CR P5.3 Ensure solid waste collection services consider the impact on ecosystems, community health, and welfare by minimizing pollution, litter, and disruption to all neighborhoods, especially those at risk of increased environmental health disparities. Since organic materials management facilities are not a listed use in the City code, it would likely be handled through the Essential Public Facilities provisions. Staff will consider whether additional code amendments are warranted. Land Use Present in draft land use element: LUP 6.8 Consider incorporation of ICC Wildland Urban Interface Code. Missing: The land use element must reduce and mitigate the risk to lives and property posed by wildfires by using land use planning tools and through wildfire preparedness and fire adaptation measures. RCW 36.70A.070(1) amended in 2023. We recommend amending draft policy LUP 6.8 (page II-11) according to the statutory requirements in RCW 36.70A.070(1). In addition to LU P 6.8, the City addresses wildfires in Chapter 13 (Climate & Resiliency). The following policy has been included: CR P9.7 Support forest health improvements to reduce wildfire risk and expand public awareness campaigns on wildfires by providing community education and outreach on wildfire mitigation. 79 of 800 Page 18 of 25 Agency Comment Staff Response No additional edits are warranted. Capital Facilities CF P1.5 References the annual update of the Federal Way Capital Improvement Program for parks/recreation, surface water management, and the Transportation Improvement Program to support implementation of the FWCP. Where is the CIP? The CIPs for those noted chapters are located within the City’s Parks, Recreation and Open Space (PROS) Plan, Transportation Chapter, and Surface Water Management Plan. All three of those are listed in the Capital Facilities chapter and noted as incorporated by reference into the chapter, but they are plans, each with their own CIPs, that live outside of the capital facilities chapter. Capital Facilities Present: Park and Rec included. Missing: While CF P4.6 identifies strategies if probable funding falls short, it nor other policies explicitly state a procedure to also reassess the land use element as required by RCW 36.70A.070(3)(e). Please amend the draft capital facilities element to include this provision. The City will add a policy to address this requirement. Utilities Suggest providing contact name and phone/email for each provider. The City has contact info and names associated with utilities with franchise agreements with the City. Such information frequently changes and thus would quickly become outdated in a long-range planning document. No edits are warranted. Transportation Could not locate the following: Appendix III-A. ITS Master Plan Appendix III-B. Transportation System Management Summaries Is there a general Transportation Master Plan? Both appendices are included in the 9/4/24 public hearing packet. The City does not have a Transportation Master Plan. Transportation A transition plan for transportation as required in Title II of ADA. Perform self-evaluations of current facilities and develop a program access plan to address deficiencies and achieve the identification of The City’s ADA Transition Plan is found here: https://www.federalwaywa 80 of 800 Page 19 of 25 Agency Comment Staff Response physical obstacles, establish methods, perform modifications and identify leadership roles. RCW 36.70A.070(6)(a)(iii)(G) new in 2023. Does not appear to be included. Please confirm. .gov/page/ada-transition- plan This document will be included in Chapter 3 by reference. Policies or procedures that ensure the comprehensive plan does not preclude the siting of EPFs. RCW 36.70A.200(5) Note: If the EPF siting process is in the CWPPs, this policy may be contained in the comprehensive plan as well. WAC 365-196-550(3) Language was in previous version but does not appear to be included in current draft. The City has codified allowance for Essential Public Facilities (FWRC 19.105.020). They do not need to be additionally addressed in the Comprehensive Plan. No edits are warranted. 81 of 800 Page 20 of 25 82 of 800 Page 21 of 25 From: Sears, Tricia (DNR) <Tricia.Sears@dnr.wa.gov> Sent: Tuesday, July 2, 2024 12:14 PM To: Keith Niven <Keith.Niven@cityoffederalway.com> Cc: Sears, Tricia (DNR) <Tricia.Sears@dnr.wa.gov>; Holman, Carol (COM) <carol.holman@commerce.wa.gov> Subject: Federal Way’s Comprehensive Plan: WGS comments [EXTERNAL EMAIL WARNING] This email originated from outside of the City of Federal Way and may not be trustworthy. Please use caution when clicking links, opening attachments, or replying to requests for information. If you have any doubts about the validity of this email please contact IT Help Desk at x2555. 7/2/24 Hello Keith, In keeping with the interagency correspondence principles, I am providing you with comments on the proposed changes to Federal Way’s Comprehensive Plan (Commerce ID# 2024-S-7181). For this proposal submitted via Planview, I looked at the proposal and focused on areas related to WGS work. Of note, but not limited to, I look for language around the geologically hazardous areas, mineral resource lands, mining climate change, and natural hazards mitigation plans. Specifically in this proposal, I reviewed 2024 Chapter 2 Land Use, 2024 Chapter 8 Natural Environment, and 2024 Chapter 13 Climate & Resiliency. In Chapter 2, a word search revealed the word geologic once and it is proposed to be removed. Critical areas is mentioned three times, and two of those are proposed to be struck. It might be useful to note that critical areas are discussed in Chapters 8 and 13. In Chapter 8, critical areas are discussed. There is a brief description of geologically hazardous areas on pages labeled 5 and 6 in the lower right-hand corner. There is a statement that seismic hazards are fully discussed in the Climate & Resiliency Chapter. In reviewing Chapter 13, it has landslides and other hazards noted. Suggest revising the sentence to be more inclusive of the hazards described in Chapter 13. This sentence has a typo, “Many steep slopes in the City are moving or shows signs of ancient landslides.” In this sentence “Although engineering may offer solutions to mitigate the environmental constraints associated with geologic hazards, the most effective method of minimizing the impacts of slope instability is to limit development, preserve native vegetation, and retain forested conditions within geologic hazard areas,” su ggest noting that the most effective is avoiding then minimizing. Also in Chapter 8, it states “Geologically hazardous areas include steep slope hazards, landslide hazards, erosion hazards, and seismic hazards areas.” However, the map IX-6 Geologic Hazards does not include earthquake hazards or a note referring to where earthquake hazards are mapped. You propose to strike the bulk of the language about geologic hazardous areas in Chapter 8, why? In Chapter 13, it states, “As of the time of the city’s 2024 periodic update, the city was embarking on development of its first Hazard Mitigation Plan (HMP) as an annex to King County’s Regional Hazard Mitigation Plan (RHMP). Federal Way expects to complete its HMP in 2025, after which point the city may amend this chapter to incorporate the HMP by reference.” This is good, connecting the HMP, land use planning, emergency management, hazard mitigation planning, and climate resilience is important. 83 of 800 Page 22 of 25 Recognizing the limitations of the current proposals, I want to mention that it would be great for you to consider these in future work, be it in your comprehensive plan, development code, and SMP updates, and in your work in general: • Consider adding a reference to WAC 365-190-120 geologically hazardous areas for definitions in other areas besides the CAO. In addition, consider adding a reference to WAC 365-196-480 for natural resource lands. • Consider adding a reference to the WGS Geologic Information Portal in other areas besides the CAO. If you have not checked our interactive database, the WGS Geologic Information Portal, lately, you may wish to do so. Geologic Information Portal | WA - DNR • If you have not checked out our Geologic Planning page, you may wish to do so. Geologic Planning | WA - DNR Thank you for considering our comments. If you have any questions or need additional information, please contact me. For your convenience, if there are no concerns or follow-up discussion, you may consider these comments to be final as of the 60-day comment deadline of 8/27/24. Cheerio, Tricia Tricia R. Sears (she/her/hers) Geologic Planning Liaison Washington Geological Survey (WGS) Washington Department of Natural Resources (DNR) Cell: 360-628-2867 | Email: tricia.sears@dnr.wa.gov 84 of 800 Page 23 of 25 85 of 800 Page 24 of 25 86 of 800 Page 25 of 25 87 of 800 Public Participation Summary – Comprehensive Plan Periodic Update Executive Summary The City of Federal Way conducted nearly three years of public outreach to inform the Comprehensive Plan periodic update. Residents, businesses and visitors were asked to help “Shape the Future of Federal Way” for the next 20 years. Public participation was integral to the development of the City’s new 20-year vision, goals and policies, and in informing other aspects of the City’s Comprehensive Plan that will guide the decisions of city staff, the Mayor, and City Council members for years to come. Through this public participation process, the City has also increased and strengthened relationships with Federal Way residents across demographic and income groups as well as with community groups, businesses, and local institutions. These relationships will help ensure the City’s Comprehensive Plan is maintained and implemented consistent with the community’s 20-year vision. Public Participation was conducted consistent with the periodic update “Public Participation Plan” adopted in November 2021, as well as with the Growth Management Act (GMA) requirement to “establish and broadly disseminate to the public a public participation program identifying procedures providing for early and continuous public participation in the development and amendment of comprehensive land use plans and development regulations implementing such plans.” The overarching goal of the Public Participation Plan was to fulfill that GMA requirement and to “generate a comprehensive plan that ensures a high quality of life and access to opportunities for all community members.” Other public participation goals are detailed below as shown in the adopted Public Participation Plan: Public Participation Methods Public participation paired both formal processes such as hearings and city-wide open houses with less formal outreach methods. Outreach was conducted throughout the city 88 of 800 Public Participation – Detailed Overview The City of Federal Way conducted nearly three years of public participation outreach events that were guided by the following three “Public Engagement Goals” in the adopted Public Participation Plan: ▪ Ensure the process was clear and there was a good understanding from participants how information would be used and incorporated into the updated Comprehensive Plan. ▪ Engage with a broad spectrum of the community, including those who had been historically underrepresented. ▪ Build and sustain partnerships with individuals, neighborhoods, businesses, organizations and the institutions that represent the diversity of the community. To meet these goals, City staff conducted outreach consistent with the public participation plan as detailed below. 1. Planning Commission: The Planning Commission received regular briefings on updates to Comprehensive Plan chapters since early 2022, and the Planning Commission’s ideas, questions, and direction were integral to the final plan. Briefings on draft Comprehensive Plan chapters and other aspects of the Comprehensive Plan update were conducted at approximately three dozen Planning Commission meetings. The Planning Commission also conducted the public hearing on the recommendation to adopt the Comprehensive Plan. All Planning Commission meeting agenda packets and minutes are available via https://www.federalwaywa.gov/page/agendas-and-minutes. 2. Comprehensive Plan Update ad hoc Committee Federal Way’s Mayor appointed a Comprehensive Plan ad hoc Committee to keep the Comprehensive Plan periodic update on track, review drafts and provide recommendations throughout the periodic update process. The Comprehensive Plan ad hoc Committee comprised representatives from: • City Council • Arts Commission • Diversity Commission • Human Services Commission • Parks Commission • Planning Commission • Senior Advisory Commission • Youth Commission • Chamber of Commerce • FW School District Ad Hoc Committee meeting minutes are found at https://engagefw.com/update-2024 and at https://docs.cityoffederalway.com/WebLink/Browse.aspx?id=1878738&dbid=0&repo=CityofFederalWay. 3. Stakeholder Engagement Meetings Direct engagement through one-on-one meetings with Community Based Organizations (CBOs), industry groups, and various clubs and issue-specific programs in Federal Way occurred throughout the periodic update process. The City had one-on-one meetings with the following organizations to inform the Comprehensive Plan Update: • Build the Bridge • Curves Federal Way • El Centro de La Raza • Federal Way Arts Commission 89 of 800 • Federal Way Bethel Babtist Church • Federal Way Black Collective • Federal Way Chamber of Commerce • Federal Way Diversity Commission • Federal Way Historical Society • Federal Way Human Services Commission • Federal Way Kiwanis • Federal Way Lions Club • Federal Way Master Builders Association • Federal Way Parks & Recreation Commission • Federal Way Rotary Club • Federal Way Senior Advisory Commission • Federal Way Senior Center • Federal Way Women’s Council of Realtors • Federal Way Youth Commission • Khalsa Gurmat Center • Multi Service Center Food Distribution Center • Pacific Bonsai Museum Board • Pacific Islander Community Association (PICA) • Rock the Spectrum (an organization serving those on the Autism spectrum) • South King Housing and Homelessness Partners • We Rock the Spectrum – Federal Way Staff also: • Provided Comprehensive Plan updates at Korean Quarterly meetings • Conducted a Townhall public meeting to inform the Centers Chapter and the South Station Subarea Plan at Todd Beamer High School • Conducted a community engagement open house called Framing City South to inform South Station planning. • Conducted a Town Hall at Royal Diva Décor at the Commons Mall with Latino entrepreneurs; conducted in Spanish • Conducted a Housing Focus Group at Mariposa Apartments • Conducted interviews with numerous individual property owners, agency and special district partners to inform specific parts of the Comprehensive Plan update. These engagements also served the purpose of allowing CBO’s to ask City Staff how Comprehensive Plan updates would/could affect/effect how services are provided within the city, how to better serve community members present, and clarifying the city’s role in providing these services. 4. Task Forces Staff worked with the following groups, functioning as Task Forces, to inform the Comprehensive Plan update: South Station 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 90 of 800 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 with the South Station Stakeholder group, ensuring their input was integrated. City Hall & Community Space Advisory Committee: As part of evolving the City’s vision for the City Center and newly-designated Downtown, the Mayor formed the Community Space Advisory Group in May 2023 to provide a forum for a community discussion on the potential need for a new or larger City Hall; and, the merits and need for a new City-owned community space in the downtown area. The group met monthly from June through September 2023 and made its recommendation in September 2023. Agendas and the final recommendation for this Task Force are found at https://docs.cityoffederalway.com/WebLink/Browse.aspx?id=1890243&dbid=0&repo=CityofFederalWay. Downtown ad hoc Committee: The Mayor appointed 3 Councilmembers to discuss a number of items related to the update of the Comprehensive Plan. These included the selection of a specific geography for downtown; how to improve the production of housing units in the City; and, how to increase densities in the City Center. The ad hoc Committee generally met biweekly for approximately 18 months. SW King County Trails Plan Steering Committee: The SW King County Trails Plan informed the Comprehensive Plan Transportation Chapter. A Steering Committee was convened to advise the city on the development of the plan. The project team and Public Works and Planning staff developed a list of recommended organizations and individuals to include on the committee; the invitation was shared broadly amongst many contacts. The committee included representatives from trail advocacy groups, businesses, organizations with an interest in the trail, and other community members. The steering committee provided guidance to the city regarding Federal Way’s diverse cultural and natural resources. They helped identify other key stakeholders and the best ways to reach them so they are incorporated into the engagement process. More information on the SW King County Trails Plan is found at https://www.federalwaywa.gov/page/southwest-king-county-trails-plan. 91 of 800 5. Webpage The City utilized www.engagefw.com as its public participation online portal throughout the periodic update process. Through the Engage Federal Way (EngageFW) website, the City hosted surveys that informed the Comprehensive Plan update; hosted topic-specific pages; distributed an opt-in newsletter; and, posted draft Comprehensive Plan Chapters for public review and comment, informational videos, and other materials to keep the public informed and engaged in the periodic update. Topic-specific EngageFW pages were created for the following: ➢ Downtown Planning ➢ South Station Subarea Plan ➢ Southwest King County Regional Trail Plan ➢ Housing ➢ Climate Change and Resiliency Through the EngageFW website, there were more than 15,000 website visits, and approximately 1800 contributions through surveys and other comment options. 177 individuals also registered through the EngageFW website to stay more actively informed and engaged through the periodic update process. 6. Surveys Online Surveys Featured surveys on EngageFW.com included: ▪ Survey to Shape Federal Way’s Future: This survey included responses that informed several Comprehensive Plan chapters including the ▪ Inspiration for Downtown Federal Way (creating a vibrant & thriving City Center Core and Frame) ▪ Town Center 3 (TC3) Master Plan Feedback ▪ TC3 Places & Spaces ▪ What do you want built on TC3 ▪ Pin the heart of downtown ▪ Climate Change & Resiliency (building a resilient future by combatting climate change through human action) ▪ Defining the South Station Subarea Plan Vision ▪ Community Service Needs Survey (Identifies social service needs within the community & provides a demographic snapshot of the community) Screenshot of EngageFW Home Page in August 2024 92 of 800 These surveys collectively received nearly 1400 responses. Complete survey results are posted at https://engagefw.com/update-2024. Surveys were also conducted for plans that are referenced in and informed the Comprehensive Plan, including: • SW King County Trails Plan: Public and agency involvement information is found as Appendices C, D and E on the SW King County Trails Plan webpage: https://www.federalwaywa.gov/page/southwest-king- county-trails-plan • Federal Way Broadband Study In-Person Surveys at Events Bonsai Festival – 5/7/22 Activity to identify desired uses of the Town Center 3 (TC3) property. 1. For visitors from outside FW) What amenities would you most like to see in FW to keep you in FW after leaving Bonsai Fest; (for FW residents) what amenity would you most like to see more of in FW: a. Dining b. Shopping c. Parks & Recreation d. Entertainment e. Other Staff surveyed 220 people. Of those, 74 were residents to Federal Way and 146 were visitors from out of town. Survey results are shown below Dining Visitors: 58 Residents: 1 Total: 59 (36% of grand total) Shopping Visitors: 11 Residents: 2 Total: 13 (8% of grand total) Parks & Rec Visitors: 61 Residents: 9 Total: 70 (43% of grand total) Entertainment Visitors: 11 Residents: 4 Total: 15 (9% of grand total) Other Visitors: 5 Residents: 0 Total: 5 (3% of grand total) Specific ‘other’ comments: • Plant nursery • Hanging bird feeders – housebuilt in USA • Injury-slipped on gravel (I think this person was trying to be funny) • Shopping, dining, parks • Hanging potted flowers (like England) • More time at Bonsai Museum 93 of 800 Federal Way Farmer’s Market – 6/4/24 Activity to identify desired uses of the Town Center 3 (TC3) property. Participants used use-specific stickers to identify their desired uses on the TC3 property. Music in the Park – 6/21/22 Question (drawing activity for children): “Look around! If this was your neighborhood, what would make it more enjoyable? Children then drew pictures of what they’d like to see in the area. 94 of 800 Question: “What do you want Downtown Federal Way to be known for in 2044?” Red, White and Blues Festival – 7/4/22 Art Wall (activity for children): “Fill in Federal Way: Draw what you love most about the City of Federal Way” 95 of 800 Question: “In one word or phrase, what does neighborhood livability, a welcoming community, and a vibrant city mean to you? Kiwanis Salmon Bake – 7/22/22 Primarily an information-sharing event about the Comprehensive Plan update. 96 of 800 Federal Way Farmer’s Market – 9/24/22 The public provided input on the draft Comprehensive Plan Vision Statement and its guiding principles. 97 of 800 Bonsai Festival 5/13/23 Question: “If you had $100,000 and could only fund 1 Social Services Program, where would you choose to allocate the resources?” Question: “What would most effectively reduce climate change through human action”. Participants also provided input on draft goals/policies of the Climate Change and Resiliency Comprehensive Plan chapter. 98 of 800 Transcribed sticky notes (for readability) from climate change & resiliency activity results shown to the left, from the 2023 Bonsai Festival: • Retain existing forests; not strip forests • Work w/arborists for climate ready species selection + long-term tree canopy success • Algae farms + food with omega 3 & [illegible] + co2-O2 • Traffic light synchronization to reduce idling 99 of 800 Farmers Market 6/3/23 Question: Town Center 3 (TC3) - Should the City include a large community building with this project? Question: Town Center 3 (TC3) – Should the City move City Hall to this project? The public also provided input on the draft Climate Change & Resiliency chapter goals, and asked participants to identify actions they were most and least excited to take to reduce their greenhouse gas emissions. 100 of 800 Red, White & Blues Mustic Festival 2023 Activity 1: The public was given 10 fake $100 bills and asked to put the fake money into tubs representing four Transportation categories, based on how they felt the City should prioritize transportation funding: Auto & Freight, Bicycle, Pedestrian, and Other/Miscellaneous. Results: Activity 2: The public was asked to rank those same Transportation categories, from 1-4, using colored stickers, based on how much those transportation improvements would improve satisfaction with the transportation system in Federal Way. Activity 3: Participants were asked “If the city was to build a community space downtown, who would that space be for?” They were then given 7 stickers and allowed to mark the options that they felt the space’s primary purpose should be used for. Vote tallies are shown to the right. Kiwanis Salmon Bake – 7-28-24 Activity: Activity 1: The public was given 10 fake $100 bills and asked to put the fake money into tubs representing four Transportation categories, based on how they felt the City should prioritize transportation funding: Auto & Freight, Bicycle, Pedestrian, and Other/Miscellaneous. Results: Activity 2: The public was asked to rank those same Transportation categories, from 1-4, using colored stickers, based on how much those transportation improvements would improve satisfaction with the transportation system in Federal Way. Transportation pt2. Final Total in $’s Auto Freight $3,030 Bicycle $3,360 Pedestrian $3,800 Other/Miscellaneous $2,270 Seniors 40 Youth 69 Business Growth 31 Destination 63 Community Organizers 40 Service Providers 28 Hang Out 53 Other 21 101 of 800 7. Open Houses The City hosted three Comprehensive Plan Open Houses in March 2022, March 2023, and February 2024 [the 2023 event was promoted as a ‘townhall’ but functioned similar to an open house]. The open houses were held in different venues to maximize the number of people who could attend among all three years, including one each at the Federal Way Performing Arts and Events Center (PAEC) (2022), Federal Way Community Center (2023), and Federal Way City Hall (2024). 2022 Open House ➢ Date: 3/24/22 ➢ Location: Federal Way Performing Arts and Events Center (PAEC) ➢ Attendees: Attended by 75 (appx) community members ➢ Event Goal(s): 1) inform about the comprehensive planning process and purpose 2) encourage the community to start thinking about the future of Federal Way to inform the vision for the next 20 years. ➢ Format: The Open House was designed in a horse shoe shape of stations containing informational posters, interactive activities, and staff ready to answer questions and discuss topics regarding the Comprehensive Plan, City Profile, City Growth Strategy, Downtown, and Mobility. In the middle of the room a 16 by 16 ft aerial map of the city was displayed on the ground. The map assisted conversations about growth and neighborhoods and provided a big-picture perspective of the City. Participants were able to point places they live, work, and visit on a daily basis and note the proximity within the rest of the City. 2022 Open House Photo – Image Courtesy of Bruce Honda 102 of 800 2023 Open House [‘Townhall’] ➢ Date: 3/9/24 ➢ Location: Federal Way Community Center ➢ Attendees: Attended by 60 (appx) community members ➢ Event Goal(s): Obtain input on the draft 20-year Vision and early input on individual Comprehensive Plan Chapters. ➢ Format: The Open House included Chapter-specific tables/stations around the room; each with a chapter-overview poster and many with activities seeking feedback to inform individual chapters. Each station included at least one Federal Way staff who answered questions from the public about the chapter. The event also featured a presentation from Federal Way Planning staff providing an overview of the Comprehensive Plan Update Process and of each comp plan chapter. 2024 Open House: ➢ Date: 3/9/24 ➢ Location: Federal Way City Hall ➢ Attendees: Attended by 50 (appx) community members ➢ Event Goal(s): Obtain input on drafts of individual comp plan chapters ➢ Format: The Open House included Chapter-specific tables/stations around the room; each with a chapter-overview poster and many with activities seeking feedback to inform individual chapters. Each station included at least one Federal Way staff who answered questions from the public about the chapter. 2023 Open House [Townhall] Photo 2024 Open House [Townhall] Photo 103 of 800 8. Community Pop-Up Events and Tabling Tabling events allow staff to interact with the public where they are, and present staff with an opportunity to vet public responses in real time. These events also allowed the public to engage in dialogue with city staff, gather informational materials, and raise topics that were important to the community. Tabling for the Comprehensive Plan update occurred at the following events: ▪ Red, White, & Blues Music Event (2022 & 2023) ▪ Kiwanis Annual Salmon Bake (2022 & 2023) ▪ Federal Way Farmers Markets (3 total – 2022 & 2023) ▪ Juneteenth Celebration (2023) ▪ Parks Appreciation Day (2023) ▪ Bonsai-FEST at the Pacific Bonsai Museum (2022 & 2023) ▪ State of the City Address (2022 & 2023) ▪ Make Music Federal Way (2022) ▪ Curves Federal Way (2022) ▪ Federal Way Senior Health & Resources Fair (2024) 9. Community Walk In addition to extensive public outreach conducted at sites directly in and around City Center and South Station, the Centers Chapter was informed by city- led tours of transit-oriented development in other areas served by existing light rail service. These tours provided ideas and inspiration for the Centers Chapter. 10. Human Services Commission The Comprehensive Plan, in particular the Community Services Chapter, was informed by staff’s participation in the following Human Services Commission meetings: • 1-15-21 • 1-24-22 • 8-15-22 • 2-27-23 • 7-17-23 • 9-18-23 11. Diversity Commission Planning staff presented briefings and heard input/fielded questions on the periodic update at the following Federal Way Diversity Commission meetings. • 5-11-22 • 9-14-22 • 3-9-23 Image from station tours to inform the Centers Chapter 104 of 800 12. Workshops Some meetings of the previously-described task forces, such as the South Station Stakeholder Group, functioned as workshops, with staff presentations followed by both full group and smaller group discussion where participants provided responses to specific topics. In addition, staff hosted tours of Sound Transit facilities as part of a mobile workshop with stakeholders. 13. Quarterly LUTC Updates Planning staff provided Comprehensive Plan status update briefings at 12 Land Use & Transportation Committee (LUTC) meetings from 2022-2024. 14. Virtual Town Hall Staff conducted a Virtual Town Hall on February 28, 2023 in approximately the same format as the subsequent in- person Town Hall on March 9, 2023. The event included an overview of each comprehensive plan chapter’s update with an opportunity for public questions, engagement with staff, and feedback. 15. SEPA Review SEPA environmental review for the entire Comprehensive Plan Periodic Update was conducted near the end of the update process in the spring and early summer of 2024. A SEPA Determination of Non-Significance was issued June 28, 2024 and is found at: https://www.federalwaywa.gov/page/land-use-notices. Additional Materials • The Public Participation Plan, online survey results, and Comprehensive Plan ad hoc Committee meeting notes are posted in the “Comprehensive Plan Visioning and Document Library” page at https://engagefw.com/update-2024. • Individual Comprehensive Plan chapters are posted at https://engagefw.com/hub-page/comprehensive- plan-update • Additional materials are found at www.engagefw.com. 105 of 800 CHAPTER ONE I NTRODUCTION 1.0 A BRIEF HISTORY __________________________________________ 1 1.1 WHO WE ARE _____________________________________________ 2 1.2 THE COMPREHENSIVE PLAN _______________________________ 4 1.3 COMMUNITY ENGAGEMENT _______________________________ 5 1.4 PLANNING FRAMEWORK __________________________________ 7 1.5 COMMUNITY VISION - 2044 _______________________________ 10 1.6 DIVERSITY, EQUITY, INCLUSION, & ACCESSIBILITY ________ 12 1.7 HOW TO USE THE PLAN __________________________________ 14 106 of 800 1.0 A BRIEF HISTORY The earliest recorded accounts of the Federal Way area tell of Native American families who resided in the area of the Muckleshoot Reservation on the east side of the Green River Valley, and traveled west to the shores of Puget Sound for the plentiful fisheries resources. Isolated on a triangular shaped plateau rising steeply from Puget Sound, the Federal Way area had little waterfront access or roadways. As late as the turn of the century, the original settlers at Dash Point and Dumas Bay had to row to Tacoma for supplies and mail. Old Military Road, constructed around 1856 and extending north from Fort Steilacoom, past Star Lake to Seattle and Fort Lawton, was the first road through the area. By the 1920s, Federal Highway 99, the interstate that linked the western states from north to south, was complete. At this time, Federal Way was still primarily forest and farmland. Soon thereafter, Peasley Canyon Road was built to connect Military Road with the Auburn Valley. This road later became known as South 320th Street. By the start of World War II, a number of small, thriving communities made up the area that is now Federal Way. Some communities were clustered around lakes, such as Steel Lake, Star Lake, and Lake Geneva. Others were sited to take advantage of the view of Puget Sound, like Adelaide and Buenna. As each of these communities grew, residents built small schoolhouses for their children. By the late 1940s, King County consolidated the many individual red schoolhouses into the Federal Way School District, from which the city gets its name. During this same period, a library was built along the edge of Highway 99, and between 308th Street and 320th Street a small “downtown” developed with a general store, lumber yard, realty office, beauty parlor, feed store, and gas station. By the end of the 1950s, the ten blocks between South 308th and South 320th Streets became the first roadside commercial district. As this commercial area developed, the rest of Federal Way was changing as well. The Boeing Company expanded their operations in Renton and the Kent Valley and began advertising nationally for engineers. Those engineers in turn began roaming the wooded acreage in Federal Way in search of housing. One of the earliest residential developments was Marine Hills, built in 1958 overlooking Puget Sound. Weyerhaeuser, one of the early timber companies, had large land holdings in the area and began to develop their land into housing with amenities like golf courses and developing commercial properties, creating the West Campus business park. 107 of 800 By the mid-1980s, South King County was growing quickly. Retail growth occurred along Highway 99, especially at the South 320th Street intersection. Roads and office space were developed to accommodate the increased growth. Residential growth was also prominent, following plans developed by King County, with a large number of apartment homes. The changes to the community, with increased housing and traffic, created a movement for greater self-determination. In 1989, the citizens of this area voted for incorporation and the city of Federal Way was born, incorporating on February 28, 1990. 1.1 WHO WE ARE Federal Way is a growing city of approximately 102,000 (WA OFM) with a variety of places to live, work, shop, and recreate. While the city is in the process of transforming its Downtown into a denser, more vibrant neighborhood, much of Federal Way retains a small-town feel, with woodsy neighborhoods, winding neighborhood streets, and a vast network of green spaces. As Federal Way continues to grow, so do the factors that shape the community. Below are a few snapshots of the demographics that make up our community: 108 of 800 109 of 800 1.2 THE COMPREHENSIVE PL AN In 1990, the State of Washington passed the Growth Management Act (GMA). GMA mandates that all growth occur within the urban growth boundary and that each city within the urban growth boundary establish a comprehensive plan. The Federal Way Comprehensive Plan, initially approved in 1995 and subsequently amended as the community grew, is the city’s guide into the future, containing maps, goals, and policies that provide the basis for city regulations, programs, and services that implement the plan. The Comprehensive Plan also tells an aspirational story of what the community wants their city to become over the next 20 years. This document is called a “Comprehensive Plan” because it is intended to be comprehensive, providing guidance for all aspects of the city as shaped by conversations with the community and the city’s volunteer and elected officials. Source: US Census Bureau 110 of 800 To be successful, the plan must be implemented by the combined efforts of individuals, neighborhoods, civic groups, and local government. Although, city government has the primary responsibility to implement the Comprehensive Plan. The city’s primary implementation activities are regulating and managing development activities and funding capital investments such as roads and parks. The scope of the 2024 update included refreshing the existing chapters to make them relevant for today’s community and incorporates the city’s new growth targets for housing and employment. In addition, the update identified a number of focus areas that warranted the inclusion of new chapters for: Arts, Culture & Historic Preservation Centers Community Services Parks & Recreation Climate & Resiliency Required Chapters Optional Chapters 2. Land Use 1.Intoduction 3. Transportation 7. Centers 4. Economic Development 11. Arts, Culture & Historic Preservation 5. Housing 12. Human Services 6. Capital Facilities 14. Parks and Recreation 8. Natural Environment 9. Private Utilities Non-Chapters 10. Shoreline Master Program Appendix A - Implementation 13. Climate & Resiliency Chapters Removed Twin Lakes Potential Annexation Areas 1.3 COMMUNITY ENGAGEME NT 111 of 800 In November of 1995, after a three-year planning process with much public involvement, Federal Way adopted its first GMA-compliant comprehensive plan. The ideas in the Comprehensive Plan were developed through discussion, debate, and the creative thinking of thousands of Federal Way residents, working with city staff and elected officials. Consistent with the GMA, the city of Federal Way provided early and continuous opportunities for residents to participate in “CityShape”. CityShape was the name given to the city’s comprehensive planning project. CityShape was also the name given to the process used to develop the Comprehensive Plan. For the 2024-2044 Comprehensive Plan update, the City Council approved a Public Participation Plan by resolution in 2021. This Public Participation Plan envisioned pairing a formal process such as hearings and city-organized open houses with a less formal approach to public outreach. Less formal public outreach methods that were utilized included presenting at existing community meetings, using videos to help get the word out, setting up a webpage (engagefw.com), attending community events, and hosting pop-up meetings in various locations in the city. For the less formal effort, more focus was placed on going to “where people are,” as opposed to inviting people to join in a traditional city setting. This double-pronged approach helped ensure the city reached those more familiar with current city-hosted events and processes, as well as groups and populations underrepresented in the historic city planning process. These efforts were intended to ensure the planning process was truly open and that participant input was convenient, authentic, and integrated into the plan update process. The Federal Way Planning Commission served as the formal backbone of the review process. But, the process also engaged a number of stakeholders, including an ad hoc task force and other city commissions and community groups. As chapters were updated and after briefing the Planning Commission, all draft documents were posted to the project webpage for public review. The city also completed a State Environmental Policy Act (SEPA) review as part of the project, which provided a formal opportunity for the public to provide comment as part of that process. All public comments received were compiled and taken into consideration throughout the process. The following goals for community outreach were included and achieved as part of the Public Participation Plan process: 112 of 800 1.4 PLANNING FRAMEWORK GMA Since 1990 when the State of Washington enacted the Growth Management Act (GMA), comprehensive plan requirements have been periodically changed and modified by the legislature. Initially, comprehensive plans were required to include elements addressing only land use, transportation, housing, private utilities, and capital facilities. In 2010, an additional requirement was added to include a shoreline element. In 2023, an additional element, Climate & Resiliency, was added to the list of required elements with a requirement for jurisdictions to incorporate such an element by 2029. The planning goals of GMA (RCW 36.70A.020) include: 1. Urban growth 2. Reduce sprawl 3. Transportation 4. Housing 5. Economic development 6. Property rights 7. Permits 8. Natural resource industries 9. Open space and recreation 10. Environment 11. Citizen participation and coordination 12. Public facilities and services 13. Historic preservation 14. Climate change & resiliency 15. Shorelines of the state 113 of 800 Consistency with the Growth Management Act will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. Federal Way’s comprehensive plan also contains many elements that are not required by the GMA; these additional components are included in the plan due to their importance to the Federal Way community. Although Federal Way’s goals and policies for growth and the provision of services are guided by the requirements of GMA, VISION 2050, and King County Countywide Planning Policies (CWPPs), the goals and policies fundamentally implement the vision and goals of our own community. VISION 2050 VISION 2050, prepared by Puget Sound Regional Council (PSRC), is the Puget Sound regional vision and guidance document for growth for Kitsap, Pierce, Snohomish, and King County and their 82 cities and towns. The region's vision for 2050 is to provide exceptional quality of life, opportunity for all, connected communities, a spectacular natural environment, and an innovative, thriving economy. To achieve this, VISION 2050 identifies the following steps: ▪ Provide opportunities for all ▪ Increase housing choices and affordability ▪ Sustain a strong economy ▪ Significantly reduce greenhouse gas emissions ▪ Keep the region moving ▪ Restore the health of the Puget Sound ▪ Protect a network of open spaces ▪ Grow in centers and near transit ▪ Act collaboratively and support local efforts Federal Way is designated as a core city in PSRC’s VISION 2050. Core Cities have designated regional growth centers that are intended to accommodate a significant share of future growth for the region. These core cities contain key hubs for the region’s long- range multimodal transportation system and are major civic, cultural, and employment centers within their counties. Federal Way’s approach to receiving the Regional Growth Center may be found in Chapter 7 (Centers). 114 of 800 Source: PSRC VISION 2050 The regional growth strategy envisions a major role for core cities in accommodating growth while also providing a significant share of the region’s housing. The regional growth strategy calls for the core cities to accommodate 28% of the region’s population growth and 35% of its employment growth by the year 2050. Within core cities, jurisdictions should encourage growth near high-capacity transit stations and within regional growth centers to achieve regional growth goals. VISION 2050’s multicounty planning policies (MPPs) serve many purposes. MPPs provide a framework for updating countywide planning policies. Cities and counties use MPPs as a guide when updating local comprehensive plans. Consistency with the MPPs will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. Countywide Planning Policies GMA calls for coordinated planning efforts among jurisdictions within a county planning under GMA. Through the execution of an interlocal agreement approved in 1992, the 115 of 800 jurisdictions in King County formed the Growth Management Planning Council (GMPC). The GMPC is a formal body, currently consisting of elected officials from King County, Seattle, Bellevue, other cities and towns in King County, special purpose districts, and the Port of Seattle. Through the GMPC, jurisdictions within King County are working together to plan for economic and population growth in King County. A major update of the Countywide Planning Policies (CPPs) occurred in 2021. The 2021 King County update was conducted in advance of the 2024 periodic update of comprehensive plans for cities within the county in order to reflect changes to the regional policy framework in VISION 2050 and to reflect new priorities addressing equity and social justice within the communities in King County. The CPPs create a shared and consistent framework for growth management planning for all jurisdictions in King County in accordance with RCW 36.70A.210. Consistency with the CPPs will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. 1.5 COMMUNI TY VISION - 2044 In recognition that the next twenty years will result in significant portions of the city transforming into a considerably more urban form, the city seeks to shape its future transformation to ensure that the city will maintain the high quality of life that makes Federal Way a special place to live and work. The Comprehensive Plan provides a set of goals, policies, and actions aimed at giving growth and development both context and direction. To guide the city in its decisions is its vision for the future – which is shared by residents, businesses, visitors, and city leaders. Community Vision: Federal Way leads South King County as a livable, vibrant, and well-connected community. A reimagined city center and defined downtown is the heart of Federal Way and a source of pride. The natural environment thrives; businesses prosper; abundant housing options meet diverse needs; the community is socially engaged and feels a sense of belonging; and, getting around is convenient and safe. The community embraces its commitment to unlocking its potential. Livable: ▪ Diverse and Abundant Housing Supply There is sufficient market rate and affordable housing available to meet the needs of the entire community. ▪ Healthy and Safe All basic needs are provided for and accessible. All residents benefit from the ability to live without fear of violence and free from environmental hazards. 116 of 800 ▪ Multigenerational Services and amenities are provided for all age groups and abilities, allowing anyone who lives here to age in place. ▪ Accessible Public Facilities and Spaces City facilities and gathering spaces are well-maintained, safe, inviting, and accessible. Services are available and convenient for all. ▪ Complete Community There is a variety of housing, transportation options, educational and employment opportunities, services, restaurants, shops, and places to gather. Vibrant: ▪ Culturally Vibrant Cultural celebrations, events, and public art can be found throughout the city and reflect the vibrant communities who live in Federal Way. ▪ Robust Economy Employment opportunities are abundant for a wide range of skillsets, experience, and education. Employers support the local, regional, and national economy. ▪ Distinctive Downtown Downtown appeals to locals and visitors alike for its mix of businesses and attractions, for being welcoming and a place people want to spend time, and for its unique sense of place. ▪ Civic Pride and Socially Engaged All feel proud of Federal Way and are committed to a prosperous, equitable, and sustainable future of the city. Well-Connected: ▪ Tight-knit Neighborhoods New and long-term residents feel connected to one another and celebrate the mix of cultures and ages found in our neighborhoods. ▪ Sense of Belonging All feel accepted and valued being themselves, and are represented in the city’s identity. ▪ Multimodal Residents and visitors easily and safely get around by foot, bike, wheelchair, public transportation, or automobile. ▪ Local Importance Tribal history, historic places, public figures, and landscapes are honored and remembered. ▪ Integrated Open Spaces 117 of 800 Current and future residents enjoy convenient access to a variety of parks, trails and outdoor recreational opportunities throughout the city. Community Vision 2044 guided the development of this Comprehensive Plan and expresses residents and others’ wishes for the future of the city in general terms. It is the basis for all the subsequent chapters of the Comprehensive Plan. 1.6 DIVERSITY, EQUITY, INCLUSION , & ACCESSIBILITY In the United States, the field of city planning began to emerge as a standardized profession and practice in the early 1900s. The American planning history timeline shows the evolution of planning in the United States and how the practice has both influenced and responded to social changes in American society. Over time, the planning field has both directly and indirectly contributed to inequality in our country. Examples of this include slum clearance, the siting of new highways and major infrastructure, exclusionary zoning, gentrification, and the placement of locally undesirable land uses. However, community perspectives and awareness are changing. The year 2020 marked a new chapter in the pursuit of equity in our country. Injustices were highlighted in America as our country grappled with the COVID-19 pandemic. Civil unrest in our cities was about much more than a demonstration against excessive force and discriminatory law enforcement practices towards Black Americans; it shined a light on the need for social reflection and community discourse. Diversity There are many ways to define diversity. A traditional definition focuses on differences related to age, ethnicity, gender, and race. Communities that support this definition of diversity support people of different backgrounds through programs that include education, affinity groups, and other means of targeted engagement. However, these efforts often fail to create a truly inclusive community. Forward-thinking communities use a broader definition of diversity – one that is broad enough to encompass the very real differences in culture that may exist in different locations across the globe. Using a wider view, diversity also considers sexuality and accessibility, creates the potential to learn from and engage with others, and leverages multiple approaches to problem solving, creativity, and innovation. Equity Most city policies and programs have been founded on an idea of fairness that is grounded in equality rather than equity. An equality lens or perspective assumes that one size fits all and that to be fair, everyone must be offered the same opportunities and 118 of 800 resources. An equality lens ignores the differences we have and assumes everyone has the same starting point and/or the same access to services and information. This, in turn, unintentionally fuels inequities and perpetuates disparities in historically marginalized groups. Equity exists where all people share rights, access, choice, opportunities, and outcomes, regardless of characteristics such as race, economic class, physical abilities, or gender. Equity is realized though targeted actions and intentional investments to improve outcomes for those who possess health, social, and economic challenges. Addressing issues of inequity in transportation, housing, employment, income, health, education, and socioeconomic outcomes through an equity lens will allow the city to address systemic inequities and their underlying drivers. Inclusion Community inclusion is the opportunity to live in the community and be valued for one’s uniqueness and abilities. To truly be inclusive, a community must foster a culture that makes everyone feel respected, valued, accepted, and encouraged to freely participate in the community. Creation of such an environment ensures that people feel a sense of belonging, and are comfortable being their authentic selves. An inclusive environment is a place where the voices of everyone in a community can be encouraged, heard, valued, and understood. Community inclusion is important because all people, regardless of their abilities or backgrounds, should be able to participate and engage in a full range of community activities. Inclusion provides a sense of belonging: feeling respected, valued for who you are; feeling a level of supportive energy and commitment from others so than you can be your best.1 Achieving an inclusive community brings the following outcomes: ▪ Improved feelings of well-being. ▪ Offering access to resources and activities not otherwise available. ▪ Expanded “horizons”/life experiences. ▪ Allowing people to participate in activities in different types of settings. ▪ Increased participation; engaging with others; being known. 1 Miller and Katz, 2002. 119 of 800 ▪ Creating excitement in being part of a larger community group. ▪ Offering opportunities to make new friends and develop new and varied relationships. ▪ Creating more diversity in people’s personal relationships. Accessibility Accessibility is giving equitable access to everyone along the continuum of human ability and experience. As defined by the Federal Government, accessibility is the design, construction, development, and maintenance of facilities, information, and communication technology, programs and services so that all people, including people with disabilities, can fully and independently use them. An accessible environment means that everyone can access your city’s facilities and services. Including ramps, automatic doors, and Braille signage is a good start, but does not take into consideration invisible or non-physical barriers. For example, someone with Autism may struggle with sensory overstimulation in crowded, busy places. Similarly, the font used for public signage may not be readable for those with dyslexia. Each of these barriers impact accessibility. Following discussions with the city’s Diversity Commission and the Comprehensive Plan ad hoc Committee, it was determined that the Goals, Policies and Actions supporting DEIA in Federal Way should be spread through the topical chapters, as appropriate. 1.7 HOW TO USE THE PLA N The Comprehensive Plan is divided into chapters (see Section 1.2). The chapters contain background information and goals and policies relating to the chapter subject matter. There is also a separate appendix (Implementation) that contains the initial actions necessary to implement the Goals and Policies contained in this Comprehensive Plan. Each of the chapters provide Goals and Policies that aid the city of Federal Way in pursuing the type of growth, construction of infrastructure, and provision of services that support the community’s desired quality of life. Adopting the plan is the first step toward shaping the city’s future. Federal Way’s implementation appendix of the Comprehensive Plan is comprised of a combination of short-term (1-2 year) and long-term (3-5 year) actions, as well as ongoing actions without a defined completion date. It is anticipated the Planning Commission and city Council will receive an annual progress report on the implementing actions following plan adoption. Some of the short-term actions include amendment of regulations such as the Land Use Code and the Traffic Standards and approval of rezones that match the comprehensive plan’s land use designation. Long-term actions include neighborhood monitoring, evaluating and amending the plan as conditions change, and developing a capital 120 of 800 investment program that allocates resources to projects that will spur the city’s development in the direction envisioned in the plan. Pursuant to GMA, the Comprehensive Plan will go through a periodic update on a schedule coordinated with other cities planning under GMA. However, the city conducts an annual process to consider amendments to the Comprehensive Plan. The GMA specifies, with few exceptions, that amendments to a comprehensive plan cannot be made more frequently than once per year. The purpose for this limitation is two-fold: it gives the plan stability over time, avoiding spontaneous changes in response to development pressures; and, it groups all proposed amendments into a common process for consideration, providing the city the opportunity to examine their collective effect on the plan. Proposed annual amendments to the Comprehensive Plan follow a prescribed process in the city’s municipal code. Hierarchy of Language When a goal or policy states that the city "shall" or "will" do something, such language requires that the city take actionable and measurable steps to accomplish the purpose of the goal or policy. When a goal or policy states that the city "should" or "may" do something, such language requires that the city make an earnest effort to accomplish the stated purpose of the goal or policy; however, "should" and "may" indicate that unknown information, additional analyses, other parties, or financial constraints may cause the city to approach these less directly, requiring actions from others or requiring more time. In addition, many equivalent verbs are used in the goals and policies. These verbs have no hierarchy within their respective category; for example, "mandate" is not intended to be stronger than "require." However, all of the verbs within the first category are stronger and more easily measured than those verbs in the second category. And, although the following listed verbs are reflected in the goals and policies found in the comprehensive plan, these lists do not represent all verbs. Category 1: Similar to “shall” and “will”, the intent of the following words is that the action within the goal/policy will occur and the outcomes can be measured and documented: adopt, acquire, designate, develop, eliminate, establish, evaluate, finance, fund, implement, mandate, monitor, prepare, permit, prevent, prohibit, purchase, require, track, monitor. Category 2: Similar to “should” and “may”, the intent of the following words is that the action within the goal/policy will occur; however, the process for accomplishment may be ongoing and the ability to measure outcomes and/or completion may be difficult or may require commitment from those outside of the city: assist, balance, collaborate, cooperate, coordinate, consider, continue, defer, discourage, emphasize, encourage, enhance, ensure, expand, facilitate, foster, improve, increase, investigate, limit, locate, participate, plan, promote, pursue, recognize, reduce, represent, review, seek, support, use. 121 of 800 CHAPTER ONE I NTRODUCTION 1.0 INTRODUCTIONA BRIEF HISTORY _________________________ 1 1.1 POLICY BACKGROUNDWHO WE ARE _____________________ 12 Growth Management Act ________________________________________ 2 VISION 2040 ___________________________________________________ 2 Countywide Planning Policies ___________________________________ 3 1.2 THE COMPREHENSIVE PLANLANNING EFFORT ____________ 34 Why Plan? _____________________________________________________ 3 What Is a Comprehensive Plan? __________________________________ 4 How Was the Plan Developed? ___________________________________ 4 Organization of the Plan ________________________________________ 5 1.3 FEDERAL WAY’S COMMUNITY PROFILEENGAGEMENT ______ 6 1.4 PLANNING FRAMEWORK _________________________________ 37 1.5 COMMUNITY VISION - 2044 ______________________________ 310 1.6 DIVERSITY, EQUITY, INCLUSION, & ACCESSIBILITY _______ 312 1.7 HOW TO USE THE PLAN _________________________________ 314 Past and Present ________________________________________________ 6 Federal Way’s Future Vision _____________________________________ 8 Getting to the Future from the Present ___________________________ 11 How Will The Plan Be Implemented? ____________________________ 11 Application of the Plan _________________________________________ 14 Comprehensive Plan Amendment Process ________________________ 15 122 of 800 Acknowledgements ____________________________________________ 15 123 of 800 This page intentionally left blank. 124 of 800 1.0 INTRODUCTION A BRIEF HISTORY The Federal Way Comprehensive Plan (FWCP) lays out a vision for the future of Federal Way during a 20-year period. It articulates the community’s vision and reflects community values. This chapter gives an overview of the comprehensive planning effort and lays out Federal Way’s vision for its future. This plan contains a glossary of terms at the end of the document to help the reader with terms that may not be clear or understandable. 1.1 POLICY BACKGROUND The FWCP responds to the requirements of the Growth Management Act (GMA) of 1990 and subsequent amendments. The FWCP also carries out Vision 2040, a shared strategy for how and where the Central Puget Sound Region can distribute a forecasted total of five million people and three million jobs by the Year 2040, while maintaining the well- being of people and communities, economic vitality, and a healthy environment. The FWCP is also consistent with the 2012 King County Countywide Planning Policies (CWPPs), which call for multiple Urban Centers and defined Urban Growth Areas (UGAs), with much of the growth in employment and new housing occurring in the Urban Centers. Souce: City of Federal Way 125 of 800 Federal Way’s plan also contains many components that are not referenced in the GMA; these additional components are included in the plan due to their importance to the Federal Way community. Although Federal Way’s goals and policies for growth and the provision of services are guided by the requirements of GMA, VISION 2040, and King County Countywide Planning Policies (CWPPs), they primarily reflect the vision and goals of our own citizens. GROWTH MANAGEMENT AC T The GMA (RCW 36.70A. 140) was passed by the Washington State Legislature in 1990, with amendments added in 1991 and subsequent years. The legislature passed the GMA in recognition of the rate of growth that was occurring throughout the state, particularly on the west side of the Cascades. The GMA requires that each jurisdiction produce a comprehensive plan that contains, at a minimum, elements pertaining to land use, transportation, capital facilities, housing, private utilities, economic development, and parks and recreation. These elements must be consistent with one another. The GMA also requires jurisdictions to undertake a complete review of their comprehensive plan every eight years. Jurisdictions are required to adopt policies and regulations protecting resource lands and critical areas, such as agricultural land, wetlands, and geologically hazardous areas. Each jurisdiction must coordinate its plan with the plans of surrounding jurisdictions. The GMA also requires that each city designate an urban growth boundary (UGA) or potential annexation area (PAA) as they are called in King County. The PAA defines the area within which the city anticipates it could provide the full range of urban services at some time in the future. It also represents the area within which the city will consider annexations and the boundary beyond which it will not annex. Perhaps what most distinguishes the GMA from previous planning statutes is the requirement that public services be available or funded at some designated level of service before development may occur. If a jurisdiction cannot provide services to an area, then it may not permit development in that area. VISION 2040 VISION 2040’s Regional Growth Strategy is a preferred pattern for accommodating residential and employment growth. It is designed to minimize environmental impacts, support economic prosperity, improve mobility, and make efficient use of existing infrastructure. 126 of 800 VISION 2040’s Regional Growth Strategy identifies the role that various cities, unincorporated areas, and rural lands categories play in accommodating the region’s residential and employment growth. The strategy is organized around categories of “regional geographies.” The majority of the region’s employment and housing growth is allocated to Metropolitan Cities and Core Cities, which together contain more than two dozen designated regional growth centers. Large Cities also play an important role over time as places that accommodate growth. Small Cities provide jobs and housing that support vital and active communities at a less intensive scale. Growth in the unincorporated urban growth area is prioritized for areas that are identified for annexation into adjacent cities. Significantly less growth is allocated to the rural areas than has occurred in the past. Federal Way is designated as a Core City with a Regional Growth Center/Urban Center, which is the City Center Core zoning district. Discussion of the Urban Center can be found in Chapter 7, “City Center,” of this plan. COUNTYWIDE PLANNING POLICIES The 1991 amendments to the GMA require all counties planning under the act to adopt Countywide Planning Policies (CWPPs). The jurisdictions in King County formed a group called the Growth Management Planning Council (GMPC) composed of elected officials from the King County Council, City of Seattle, and suburban cities. The mission of the GMPC was to draft the CWPPs for King County. These policies were adopted in 1992. In 1994, major amendments to the CWPPs were proposed by the GMPC. These amendments were subsequently adopted by King County and are binding on all jurisdictions in the county. Since 1994, the CWPPs have been updated as needed, with the last major amendments done in 2012. After approval and ratification by the King County Council, amendments are forwarded to the cities for ratification. Amendments to the CWPPs become effective when ratified by at least 30 percent of the city and county governments, representing 70 percent of the population of King County. 1.2 THE COMPREHENSIVE PL ANNING EFFORT WHY PLAN? Federal Way plans for people. People need a safe and secure place to live, an economy that provides living wage jobs, a transportation system that allows them to get around, and schools, colleges, and recreational opportunities. People also benefit from a human- scaled built environment that provides opportunities for walking and bicycling with 127 of 800 access to healthy foods and opportunities to experience the natural environment. It is the city government’s responsibility to provide public services and facilities, develop policies, and adopt regulations to guide the growth of a city that meets the needs of its people. From incorporation to the present, the guide for Federal Way’s growth and development has been the comprehensive plan. WHAT IS A COMPREHENS IVE PLAN? The role of the FWCP is to clearly state the community’s vision for its future, and to articulate a plan for accomplishing this vision over a 20-year period. The FWCP seeks to answer a number of questions: • What areas are most suitable for development or redevelopment? • What areas should be preserved in their natural state? • How can we encourage the type of development we desire? • How should we address traffic congestion? • How many parks do we need, of what size, kind, and where? • What steps should we take to encourage economic development? • How can we encourage preservation of our historic resources? • How can we ensure an adequate supply of affordable housing for all income levels? • What utilities and public services will we need? • How will the community pay for all of these things? Each of the FWCP’s chapters addresses these questions, and more, in the areas of transportation, land use, economic development, capital facilities, utilities, and housing. The answers form the policies, which guide implementation of our community vision. The policy statements within each chapter are used to guide new or revised zoning and other regulations. The FWCP also sets a clear framework for where the community will need to spend money on capital facilities, how much, and identifies available funding sources. As a whole, the FWCP offers a flexible framework for Federal Way’s future, allowing for adaptation to real conditions over time. HOW WAS THE PLAN DEV ELOPED? Federal Way adopted an Interim Comprehensive Plan at the time of incorporation in February of 1990. In November of 1995, after a three-year planning process with much public involvement, Federal Way adopted its first GMA-compliant comprehensive plan (FWCP). The ideas in the FWCP were developed through discussion, debate, and the creative thinking of thousands of Federal Way citizens, working with City staff and elected officials. Consistent with the GMA, the City of Federal Way provided early and continuous opportunities for citizens to participate in CityShape. CityShape was the name 128 of 800 given to the City’s comprehensive planning project. CityShape was also the name given to the process used to develop the FWCP. The plan was subsequently amended in December 1998, September 2000, November 2001, March 2003, July 2004, June 2005, July 2007, June 2009, October 2010, January 2011, January 2013, and August 2013. The March 2003 update was the major seven-year update, required at that time. The public participation process for the major 2015 update involved the following steps: • March 19, 2014 – An Open House was hosted by the Planning Commission. This was advertised by a press release and flyers were sent home to all homes of students in middle schools and elementary schools. • Three variable message signs (VMS), advertising the March 19 Planning Commission Open House, were placed in three high-traffic areas within the City. • A Comprehensive Plan Update Web Page was created. • An on-line survey was posted. • The Planning Commission was briefed as the draft chapters were prepared. • The draft chapters were posted on the Comprehensive Plan Update Web Page. • Citizens on the Notify Me List were informed. ORGANIZATION OF THE PLAN While we cannot predict the future, we can attempt to shape the future character of the community in which we live, work, and play. The FWCP functions as the City’s statement of how it will grow and change in the 21st century. The FWCP contains the following 12 chapters that outline goals and policies to guide the future of the City. Of the 12 chapters, seven are required by the GMA. Required Chapters Optional Chapters 2. Land Use 1. Introduction 3. Transportation 7. City Center 4. Economic Development 8. Potential Annexation Area 5. Housing 9. Natural Environment 6. Capital Facilities 12. Twin Lakes Commercial Subarea Plan 10. Private Utilities 11. Shoreline Master Program Source: City of Federal Way 129 of 800 Each of these chapters has been coordinated with the others, resulting in a plan that is internally consistent. Each of the goals in the FWCP, while expressing a specific policy direction, also functions as part of a coordinated expression of the City’s vision for the future. 1.3 FEDERAL WAY’S COMMUN ITY PROFILE PAST AND PRESENT Planning for the future requires a good understanding of how our community has grown and changed in the past. The following discussion provides that backdrop as a context for subsequent chapters. The earliest recorded accounts of the Federal Way area tell of Native American families who resided in the area of the Muckleshoot Reservation on the east side of the Green River Valley, and traveled west to the shores of Puget Sound for the plentiful fisheries resources. Generations of Muckleshoot Indians wore a westward trail across the heavily forested plateau to the area which is now Saltwater State Park. The arrival of the white man in the nineteenth century resulted in a steady decline in the Indian population and by 1890, nearly the entire population had disappeared from the area. Isolated on a triangular shaped plateau rising steeply from Puget Sound, the Federal Way area had little waterfront access or roadways. and accordingly, was sparingly developed compared to Tacoma and Seattle. As late as the turn of the century, the original settlers at Dash Point and Dumas Bay had to row to Tacoma for supplies and mail. Old Military Road, constructed around 1856 and extending north from Fort Steilacoom, past Star Lake to Seattle and Fort Lawton, was the first road through the area. Over time, narrow dirt roads were added to provide east/west access and by 1900, a road was constructed between Star Lake and Redondo. The second crossroad, the “Seattle Road,” connected old Military Road and Kent. The Seattle-Tacoma Interurban Line, completed in 1901, provided a fast and easy way to reach these urban cities. Improved access brought many visitors to the area and Star Lake became a popular summer recreation site. By the 1920s, Federal Highway 99, the interstate that linked the western states from north to south, was complete. At this time, Federal Way was still primarily forest and farmland. Fred Hoyt had a cabin on Dumas Bay and started a road to Tacoma (still called Hoyt 130 of 800 Road). The timber companies, which had a major logging operation going, built an early railroad line and were instrumental in getting Marine View Highway (now Dash Point Road) built in the early 1920s. This roadway spurred development along the coastline. Soon thereafter, Peasley Canyon Road was built to connect Military Road with the Auburn Valley. This road later became known as South 320th Street. In these early days, roadways set the stage for development in the area and they still play an important role in the City today. By the start of World War II, a number of small, thriving communities made up the area that is now Federal Way. Some communities were clustered around lakes, such as Steel Lake, Star Lake, and Lake Geneva. Others were sited to take advantage of the view of Puget Sound, like Adelaide and Buenna. As each of these communities grew, residents built small schoolhouses for their children. By the late 1940s, King County consolidated the many individual red schoolhouses into the Federal Way School District, from which the City city gets its name. During this same period, a library was built along the edge of Highway 99, and between 308th Street and 320th Street, a small “downtown” developed with a general store, lumber yard, realty office, beauty parlor, feed store, and gas station. By the end of the 1950s, the ten blocks between South 308th and South 320th Streets became the first roadside commercial district. One of the more unique developments was Santa Faire, a family oriented theme park. New shopping areas were added around the park, helping to create a “community focus” for the residents of the area. As this commercial area developed, the rest of Federal Way was changing as well. The Boeing Company expanded their operations in Renton and the Kent Valley and began advertising nationally for engineers. Those engineers in turn began roaming the wooded acreage in Federal Way in search of housing. One of the earliest residential developments was Marine Hills, built in 1958 overlooking Puget Sound. Weyerhaeuser, one of the early timber companies, had large land holdings in the area and began to develop their land into high quality housing with amenities like golf courses and developing commercial properties, creating the West Campus business park. Weyerhaeuser’s development company also began developing commercial property, creating the West Campus business park. The plan was to integrate offices and businesses with lush landscaping. Though initially the corporate office market was not strong, West Campus has grown almost to capacity, providing space for many civic buildings such as City Hall, the police station, the area’s major health care centers, and higher density housing. Another major landmark in the area is the Commons, built in the mid-1970s on what was farmland south of 320th Street. The Commons is one of the largest malls in South King County and is the anchor for retail development in the area. The mall was a result of 131 of 800 population growth in the region and its location was determined by the 320th Street intersection with Interstate 5. The Interstate supplanted Highway 99 as the main artery for commuter traffic in the County. By the mid-1980s, South King County was growing quickly. Retail growth occurred along Highway 99, especially at the South 320th Street intersection. Roads and office space were developed to accommodate the increased growth. Residential growth was also prominent, following plans developed by King County, with a large number of apartment homes. The changes to the community, with increased housing and traffic, created a movement for greater self-determination. In 1989, the citizens of this area voted for incorporation and the Ccity of Federal Way was born, incorporating on February 28, 1990. FEDERAL WAY’S FUTURE VISION In the year 2035, Federal Way has changed significantly during the 45 years that have elapsed since incorporation. This is due to the following characteristics: Government For and By the People: All governmental entities reflect the can-do attitude of Federal Way citizens and partner with them to provide quality services, often through volunteerism. Governmental entities reflect the community’s values of diversity, innovation, and participation. Together, the community and its neighborhoods have built a sense of identity and ownership for Federal Way and its future. Fiscally conservative, innovative financial and management strategies, along with economic growth, have allowed the community to enjoy a moderate tax rate, with bond issues approved to support major projects. Vibrant and Diverse Growth: Development goals have fostered the preservation of a primarily residential community and open natural areas, with concentrated urban development in the City’s Center and secondary commercial districts. Development activity is focused on in-fill and redevelopment to create vibrant neighborhoods where residents have the option of walking, bicycling, or using transit for most of their needs. An increase in the number of corporate headquarters, annexation of the Potential Annexation Areas (PAA), and build out of available single-family sites, at competitive prices, has accommodated Federal Way’s population target. New multiple-family development is concentrated in the City Center/Highway 99 corridor area, primarily through mixed-use condominiums and apartments. The pedestrian friendly, multi-use City Center, with multi-story and underground parking facilities works well for many. Federal Way citizens enjoy a wide variety of dining and shopping options, and the pedestrian plazas, parks and civic amenities of the City Center. Infrastructure has been developed concurrently with growth, preserving the community’s quality of life. 132 of 800 Economic Vitality: Strategically located in the Pacific Rim, between SeaTac Airport and the Port of Tacoma, Federal Way provides jobs as an international and regional retail and employment center. Federal Way is home to several corporate headquarters and regional headquarters such as Kiewit Bridge and Marine. There is also a growing medical services sector that includes St. Francis Hospital, Virginia Mason Hospital, Group Health Cooperative, Total Renal Care Inc (Davita), and Children’s Hospital. Companies choose Federal Way for its sense of neighborhood identity, mix of housing stock, proximity to natural resources (mountains, oceans, and waterways), and safety. The growth in the corporate headquarters and medical services segment of the economy has netted economic spinoffs for Federal Way’s small business community, as small business provides support services for these companies. Growth in the small business economy has generated some redevelopment of previously large retail warehouse facilities to accommodate office, retail, and light manufacturing. Quality jobs have boosted disposable income, supporting expansion of Federal Way’s retail and commercial sectors. The resulting enhancements to the community’s tax base have helped to support a high quality of community life. Efficient Transportation System: Federal Way’s transportation system links neighborhoods with the City Center, and Federal Way with other communities in the Puget Sound region. Concentrated economic growth in East and West Campus and the City Center has allowed mass transit to connect Federal Way’s economic core with the economic and leisure hubs of Puget Sound communities. Concentrated growth has allowed the community to maintain the infrastructure in outlying areas, focusing new infrastructure in the City Center. Selective investment in emerging transportation technologies optimize safety and reduce delays. Bicycling improvements provide a range of route alternatives for a variety of skill levels. Sidewalk improvements provide safer passage to schools, parks, and shopping. Multi-use trails connect parks and community centers to provide increased recreational opportunities and convenient non-motorized transportation. Safety, Infrastructure, and Utilities: This issue has been addressed at the neighborhood level, where community-based policing philosophies and citizen efforts to create a sense of neighborhood with real and perceived safety are most effective. Professional and compassionate law enforcement communicates clearly with the community’s diverse populations and business community, providing a visible community presence, as well as acceptable emergency call response times. Improvements in safety have been a cornerstone for the community’s economic and residential growth. The utility and fire districts share this community vision and have targeted their efforts and resources to continue to provide effective and efficient delivery of water, sewer, telephone, television, power, and fire services. Increased coordination between these districts and the City, and 133 of 800 these districts and their regional counter-parts, has ensured adequate service expansion to make the community’s development vision a reality. Caring for Our Own: Governmental and social service agencies work in concert to provide a caring and safe environment for all Federal Way citizens. Ever-improving educational institutions, public and private, serve all interests and ages throughout the community. Neighborhoods have joined with the schools in their area to improve student achievement, school facilities, and resources. Strong educational institutions and the leadership of the Federal Way School District, Highline Community College, and DeVry University have contributed to the community’s economic growth, providing a trained work force and quality education for the families of employees who locate here. The City has been the catalyst for creating a one-stop center for human services, affordable housing, neighborhood services, and related programs to serve low- and moderate- income residents of the City. The City works in partnership with non-profit service providers and residents to support economic empowerment and self-sufficiency for all households in Federal Way. Quality Culture, Environment, and Play: Parks, trails, sports, urban agriculture, and cultural arts facilities cater to the active lifestyle of Federal Way citizens. By partnering with the Federal Way School District and other agencies, the community has developed a long-range plan for facilities, parks, and services. This partnership is yielding more and better facilities, and greater joint facility utilization than any one agency could provide alone. A performing arts and events center (PAEC) has been built and serves the area’s residents, business community and the greater region. Construction of the PAEC (Town Center I), Town Square Park (Town Center II), shopping center (Town Center III), and transit oriented development (Town Center IV) has positively affected the City Center by attracting new businesses and stimulating redevelopment of existing sites (the Town Center Concept is discussed in Chapter 7, City Center). This has resulted in a vibrant downtown with attractions for all ages. The Federal Way area is blessed with a bounty of natural beauty and scenery. This bounty includes dramatic vistas of Mt. Rainier; numerous lakes, streams, and wetlands; the pastoral setting in the Spring Valley area; and views of Puget Sound and Vashon Source: City of Federal Way 134 of 800 Island from the saltwater ridge. The City is committed to preserving this vast natural resource for the citizens and future citizens of Federal Way. Regional Player: Finally, Federal Way institutions and citizens are regional partners and participants in the economic, political, and cultural life of Puget Sound. This participation has yielded funding opportunities for community facilities, including housing and human services. Regional participation has crossed the seas with sister city relationships which are supported by Federal Way citizens. These relationships have had significant cultural, educational, and economic benefits for the community. This vision demands bold actions and thoughtful choices. In order to grow gracefully, and remain a healthy and desirable community, tomorrow’s higher density growth areas must be accompanied by improved amenities for urban life. More resources will be required to maintain the high quality of life we currently enjoy, thanks to our parks, streets, and other public services. A combined effort of the public sector, neighborhood groups, local churches, non-profit agencies such as the Multi-Service Center, businesses, schools, and individual citizens will be required. The early and continuing cooperation and collaboration of these groups in this process will ensure this vision will be realized. GETTING TO THE FUTUR E FROM THE PRESENT The FWCP is intended to manage growth and change in Federal Way over the next 20 years. The future described in the FWCP cannot be achieved all at once. Over the life of the FWCP, growth will likely occur more slowly at times, more rapidly at others, and in somewhat different patterns and sequences than is currently foreseen. An effective comprehensive plan must be flexible enough to succeed within a range of likely conditions and must be adjusted as those conditions are monitored and evaluated, while maintaining a steady aim at its ultimate goals. HOW WILL THE PLAN BE IMPLEMENTED? A comprehensive plan is the first step toward realizing the City’s vision. The vision is achieved when the comprehensive plan is implemented. Federal Way’s implementation program is comprised of a combination of short-term and long-term actions. Short-term actions include the approval of comprehensive plan amendments and rezones that match the FWCP’s vision. Other actions include the annual update of the City’s six year Capital Improvement Program, which describes the street, park, and surface water utility projects the City intends to build. There are also long-term actions including subarea planning, monitoring, evaluating, and amending the FWCP as conditions change; and developing a 135 of 800 capital investment program that allocates resources to projects that will spur the City’s development in the direction envisioned in the FWCP. Subarea Plans: Adoption of subarea plans such as the City Center and the Twin Lakes Commercial Subarea Plans will tailor the FWCP’s citywide perspective to individual areas, whether they are neighborhood retail nodes or light manufacturing areas. Subarea plans are expected to continue to aid in adjusting and fine-tuning the FWCP over time. Coordination with Other Jurisdictions: Federal Way representatives have participated with King County, other cities, Sound Transit, and the Puget Sound Regional Council in numerous discussions on various issues such as how to accommodate projected housing and employment and how to provide transportation opportunities for citizens. Undoubtedly, continued regional planning forums will need to be created to meet the GMA’s challenge for regional action toward creating, implementing, and funding a shared vision for the greater Puget Sound region. Regulatory Provisions: Implementing the FWCP will include continuing to modify existing regulations and draft new regulations consistent with the policies and goals of the FWCP. In recent years, the City has taken proactive steps to streamline regulations in order retain existing businesses and to attract new ones. A Strategic Investment Strategy: This will describe a framework for making resource allocation decisions in an environment where wants and needs always exceed the finite resources available. Tradeoffs among many possible investment choices will be made to achieve the FWCP’s goals. The framework will add dimension to the FWCP’s goals by enabling them to be addressed over time. The City of Federal Way is investing in its future by maintaining and improving its infrastructures city-wide and building the Town Square Park and the PAEC in the City Center to attract and foster economic development. Human Services, Public Safety, and Environmental Planning: These will continue to build upon the foundation established by the FWCP. Much of the FWCP, as developed to Source: City of Federal Way 136 of 800 fulfill the GMA, addresses physical development and its related regulatory and fiscal support. Federal Way works with other levels of government, non-profit providers, and citizen groups to support an array of activities and services that contribute to the quality of life of Federal Way’s citizens. These include public safety; health, cultural, educational, and environmental activities; and human services. To ensure that the interrelationships of all aspects of urban life are addressed, planning will be undertaken by the City in a way that is supportive of and coordinated with the FWCP. For example, the City is in the initial stages of designating an area in the vicinity of South 288th Street and Military Road as a Neighborhood Revitalization Strategy Area (NRSA). This designation would allow the City to invest in housing, economic development, and other community resources over a five to ten year period to build from existing neighborhood strengths and fill existing gaps. Monitoring and Evaluation: This will be done periodically to assess progress toward achieving FWCP goals, as well as to measure the conditions and changes occurring within the City. Monitoring and evaluation will help ensure consistency within and among the FWCP chapters, as well as with the GMA, VISION 2040, the CWPPs, and county and regional growth plans. Monitoring and evaluation will lead to both FWCP amendments and improved ability to project future conditions. Citizen Participation: The City will continue to build upon the dialogue between government and citizens that began with the development and adoption of the FWCP in 1995. The City will strive to find improved means to communicate with, and involve citizens in planning and decision-making such as the Mayor’s Neighborhood Connection Meetings started in 2014, and engaging in social media. The City will strive to provide information that can be easily understood and to provide access for public involvement. This will include processes for making amendments to and implementing the FWCP. 137 of 800 APPLICATION OF THE P LAN The principal purpose of the comprehensive plan is to provide policies that guide the development of the City in the context of regional growth management. These policies can be looked to by citizens and all levels of government in planning for the future of Federal Way. The FWCP format generally presents a discussion about an issue followed by a goal, and some policies related to that goal. Goals describe what the City hopes to realize over time, and are not mandates or guarantees. Policies describe actions that will need to be taken if the City is to realize its goals. Policies should be read as if preceded by the words, “It is the City’s general policy to….” A policy helps guide the creation or change of specific rules or strategies (such as development regulations, budgets, or subarea plans. Implementation of most policies involves a range of City actions over time, so one cannot simply ask whether a specific action or project would fulfill a particular FWCP policy. For example, a policy that the City will “give priority to” a particular need indicates that need will be treated as important, not that it will take precedence in every City decision. Some policies use the words “shall” or “should,” “ensure” or “encourage,” and so forth. In general, such words describe the relative degree of emphasis that the policy imparts, but not necessarily to establish specific legal duty to perform a particular act, to undertake a program or project, or to achieve a specific result. Whether such a result is 138 of 800 intended must be determined by reading the policy as a whole, and by examining the context of other related policies in the FWCP. Some policies may appear to conflict, particularly in the context of a specific fact situation or viewed from the different perspectives of persons whose interests may conflict on a given issue. A classic example is the “conflict” between policies calling for “preservation of the environment” and policies that “promote economic development.” Because FWCP policies do not exist in isolation and must be viewed in the context of all potentially relevant policies, it is largely in the application of those policies that the interests, which they embody, are reconciled and balanced by the legislative and executive branches of City government. COMPREHENSIVE PLAN A MENDMENT PROCESS The City will update the FWCP annually in order to keep this document current with the community’s vision and the City Council’s policy direction. Individual requests for site- specific comprehensive plan amendments will be considered during the annual update process. In addition, the City will undertake a major comprehensive plan update every eight years or as otherwise mandated by the GMA. ACKNOWLEDGEMENTS The City Council and staff thank the citizens who have made the major comprehensive plan update a success. We look forward to working with you and others over the coming years to make your vision Federal Way’s future. 1.1 WHO WE ARE Federal Way is a growing city of approximately 102,000 (WA OFM) with a variety of places to live, work, shop, and recreate. While the city is in the process of transforming its Downtown into a denser, more vibrant neighborhood, much of Federal Way retains a small-town feel, with woodsy neighborhoods, winding neighborhood streets, and a vast network of green spaces. 139 of 800 As Federal Way continues to grow, so do the factors that shape the community. Below are a few snapshots of the demographics that make up our community: 140 of 800 141 of 800 1.2 THE COMPREHENSIVE PL AN In 1990, the State of Washington passed the Growth Management Act (GMA). GMA mandates that all growth occur within the urban growth boundary and that each city within the urban growth boundary establish a comprehensive plan. The Federal Way Comprehensive Plan, initially approved in 1995 and subsequently amended as the community grew, is the city’s guide into the future, containing maps, goals, and policies that provide the basis for city regulations, programs, and services that implement the plan. The Comprehensive Plan also tells an aspirational story of what the community wants their city to become over the next 20 years. This document is called a “Comprehensive Plan” because it is intended to be comprehensive, providing guidance for all aspects of the city as shaped by conversations with the community and the city’s volunteer and elected officials. Source: US Census Bureau 142 of 800 To be successful, the plan must be implemented by the combined efforts of individuals, neighborhoods, civic groups, and local government. Although, city government has the primary responsibility to implement the Comprehensive Plan. The city’s primary implementation activities are regulating and managing development activities and funding capital investments such as roads and parks. The scope of the 2024 update included refreshing the existing chapters to make them relevant for today’s community and incorporates the city’s new growth targets for housing and employment. In addition, the update identified a number of focus areas that warranted the inclusion of new chapters for: Arts, Culture & Historic Preservation Centers Community Services Parks & Recreation Climate & Resiliency Required Chapters Optional Chapters 2. Land Use 1.Intoduction 3. Transportation 7. Centers 4. Economic Development 11. Arts, Culture & Historic Preservation 5. Housing 12. Community Services 6. Capital Facilities 14. Parks and Recreation 8. Natural Environment 9. Utilities Non-Chapters 10. Shoreline Master Program Appendix A - Implementation 13. Climate & Resiliency Chapters Removed Twin Lakes Potential Annexation Areas 143 of 800 1.3 COMMUNITY ENGAGEME NT In November of 1995, after a three-year planning process with much public involvement, Federal Way adopted its first GMA-compliant comprehensive plan. The ideas in the Comprehensive Plan were developed through discussion, debate, and the creative thinking of thousands of Federal Way residents, working with city staff and elected officials. Consistent with the GMA, the city of Federal Way provided early and continuous opportunities for residents to participate in “CityShape”. CityShape was the name given to the city’s comprehensive planning project. CityShape was also the name given to the process used to develop the Comprehensive Plan. For the 2024-2044 Comprehensive Plan update, the City Council approved a Public Participation Plan by resolution in 2021. This Public Participation Plan envisioned pairing a formal process such as hearings and city-organized open houses with a less formal approach to public outreach. Less formal public outreach methods that were utilized included presenting at existing community meetings, using videos to help get the word out, setting up a webpage (engagefw.com), attending community events, and hosting pop-up meetings in various locations in the city. For the less formal effort, more focus was placed on going to “where people are,” as opposed to inviting people to join in a traditional city setting. This double-pronged approach helped ensure the city reached those more familiar with current city-hosted events and processes, as well as groups and populations underrepresented in the historic city planning process. These efforts were intended to ensure the planning process was truly open and that participant input was convenient, authentic, and integrated into the plan update process. The Federal Way Planning Commission served as the formal backbone of the review process. But, the process also engaged a number of stakeholders, including an ad hoc task force and other city commissions and community groups. As chapters were updated and after briefing the Planning Commission, all draft documents were posted to the project webpage for public review. The city also completed a State Environmental Policy Act (SEPA) review as part of the project, which provided a formal opportunity for the public to provide comment as part of that process. All public comments received were compiled and taken into consideration throughout the process. The following goals for community outreach were included and achieved as part of the Public Participation Plan process: 144 of 800 1.4 PLANNING FRAMEWORK GMA Since 1990 when the State of Washington enacted the Growth Management Act (GMA), comprehensive plan requirements have been periodically changed and modified by the legislature. Initially, comprehensive plans were required to include elements addressing only land use, transportation, housing, utilities, and capital facilities. In 2010, an additional requirement was added to include a shoreline element. In 2023, an additional element, Climate & Resiliency, was added to the list of required elements with a requirement for jurisdictions to incorporate such an element by 2029. The planning goals of GMA (RCW 36.70A.020) include: 1. Urban growth 2. Reduce sprawl 3. Transportation 4. Housing 5. Economic development 6. Property rights 7. Permits 8. Natural resource industries 9. Open space and recreation 10. Environment 11. Citizen participation and coordination 12. Public facilities and services 13. Historic preservation 14. Climate change & resiliency 15. Shorelines of the state 145 of 800 Consistency with the Growth Management Act will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. Federal Way’s comprehensive plan also contains many elements that are not required by the GMA; these additional components are included in the plan due to their importance to the Federal Way community. Although Federal Way’s goals and policies for growth and the provision of services are guided by the requirements of GMA, VISION 2050, and King County Countywide Planning Policies (CWPPs), the goals and policies fundamentally implement the vision and goals of our own community. VISION 2050 VISION 2050, prepared by Puget Sound Regional Council (PSRC), is the Puget Sound regional vision and guidance document for growth for Kitsap, Pierce, Snohomish, and King County and their 82 cities and towns. The region's vision for 2050 is to provide exceptional quality of life, opportunity for all, connected communities, a spectacular natural environment, and an innovative, thriving economy. To achieve this, VISION 2050 identifies the following steps: ▪ Provide opportunities for all ▪ Increase housing choices and affordability ▪ Sustain a strong economy ▪ Significantly reduce greenhouse gas emissions ▪ Keep the region moving ▪ Restore the health of the Puget Sound ▪ Protect a network of open spaces ▪ Grow in centers and near transit ▪ Act collaboratively and support local efforts Federal Way is designated as a core city in PSRC’s VISION 2050. Core Cities have designated regional growth centers that are intended to accommodate a significant share of future growth for the region. These core cities contain key hubs for the region’s long- range multimodal transportation system and are major civic, cultural, and employment centers within their counties. Federal Way’s approach to receiving the Regional Growth Center may be found in Chapter 7 (Centers). 146 of 800 Source: PSRC VISION 2050 The regional growth strategy envisions a major role for core cities in accommodating growth while also providing a significant share of the region’s housing. The regional growth strategy calls for the core cities to accommodate 28% of the region’s population growth and 35% of its employment growth by the year 2050. Within core cities, jurisdictions should encourage growth near high-capacity transit stations and within regional growth centers to achieve regional growth goals. VISION 2050’s multicounty planning policies (MPPs) serve many purposes. MPPs provide a framework for updating countywide planning policies. Cities and counties use MPPs as a guide when updating local comprehensive plans. Consistency with the MPPs will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. Countywide Planning Policies 147 of 800 GMA calls for coordinated planning efforts among jurisdictions within a county planning under GMA. Through the execution of an interlocal agreement approved in 1992, the jurisdictions in King County formed the Growth Management Planning Council (GMPC). The GMPC is a formal body, currently consisting of elected officials from King County, Seattle, Bellevue, other cities and towns in King County, special purpose districts, and the Port of Seattle. Through the GMPC, jurisdictions within King County are working together to plan for economic and population growth in King County. A major update of the Countywide Planning Policies (CPPs) occurred in 2021. The 2021 King County update was conducted in advance of the 2024 periodic update of comprehensive plans for cities within the county in order to reflect changes to the regional policy framework in VISION 2050 and to reflect new priorities addressing equity and social justice within the communities in King County. The CPPs create a shared and consistent framework for growth management planning for all jurisdictions in King County in accordance with RCW 36.70A.210. Consistency with the CPPs will be accomplished through the explanatory text accompanying each chapter, the chapter-specific goals and policies, and implementing actions identified in this Comprehensive Plan. 1.5 COMMUNITY VISION - 2044 In recognition that the next twenty years will result in significant portions of the city transforming into a considerably more urban form, the city seeks to shape its future transformation to ensure that the city will maintain the high quality of life that makes Federal Way a special place to live and work. The Comprehensive Plan provides a set of goals, policies, and actions aimed at giving growth and development both context and direction. To guide the city in its decisions is its vision for the future – which is shared by residents, businesses, visitors, and city leaders. Community Vision: Federal Way leads South King County as a livable, vibrant, and well-connected community. A reimagined city center and defined downtown is the heart of Federal Way and a source of pride. The natural environment thrives; businesses prosper; abundant housing options meet diverse needs; the community is socially engaged and feels a sense of belonging; and, getting around is convenient and safe. The community embraces its commitment to unlocking its potential. Livable: ▪ Diverse and Abundant Housing Supply There is sufficient market rate and affordable housing available to meet the needs of the entire community. 148 of 800 ▪ Healthy and Safe All basic needs are provided for and accessible. All residents benefit from the ability to live without fear of violence and free from environmental hazards. ▪ Multigenerational Services and amenities are provided for all age groups and abilities, allowing anyone who lives here to age in place. ▪ Accessible Public Facilities and Spaces City facilities and gathering spaces are well-maintained, safe, inviting, and accessible. Services are available and convenient for all. ▪ Complete Community There is a variety of housing, transportation options, educational and employment opportunities, services, restaurants, shops, and places to gather. Vibrant: ▪ Culturally Vibrant Cultural celebrations, events, and public art can be found throughout the city and reflect the vibrant communities who live in Federal Way. ▪ Robust Economy Employment opportunities are abundant for a wide range of skillsets, experience, and education. Employers support the local, regional, and national economy. ▪ Distinctive Downtown Downtown appeals to locals and visitors alike for its mix of businesses and attractions, for being welcoming and a place people want to spend time, and for its unique sense of place. ▪ Civic Pride and Socially Engaged All feel proud of Federal Way and are committed to a prosperous, equitable, and sustainable future of the city. Well-Connected: ▪ Tight-knit Neighborhoods New and long-term residents feel connected to one another and celebrate the mix of cultures and ages found in our neighborhoods. ▪ Sense of Belonging All feel accepted and valued being themselves, and are represented in the city’s identity. ▪ Multimodal Residents and visitors easily and safely get around by foot, bike, wheelchair, public transportation, or automobile. 149 of 800 ▪ Local Importance Tribal history, historic places, public figures, and landscapes are honored and remembered. ▪ Integrated Open Spaces Current and future residents enjoy convenient access to a variety of parks, trails and outdoor recreational opportunities throughout the city. Community Vision 2044 guided the development of this Comprehensive Plan and expresses residents and others’ wishes for the future of the city in general terms. It is the basis for all the subsequent chapters of the Comprehensive Plan. 1.6 DIVERSITY, EQUITY , INCLUSION , & ACCESSIBILITY In the United States, the field of city planning began to emerge as a standardized profession and practice in the early 1900s. The American planning history timeline shows the evolution of planning in the United States and how the practice has both influenced and responded to social changes in American society. Over time, the planning field has both directly and indirectly contributed to inequality in our country. Examples of this include slum clearance, the siting of new highways and major infrastructure, exclusionary zoning, gentrification, and the placement of locally undesirable land uses. However, community perspectives and awareness are changing. The year 2020 marked a new chapter in the pursuit of equity in our country. Injustices were highlighted in America as our country grappled with the COVID-19 pandemic. Civil unrest in our cities was about much more than a demonstration against excessive force and discriminatory law enforcement practices towards Black Americans; it shined a light on the need for social reflection and community discourse. Diversity There are many ways to define diversity. A traditional definition focuses on differences related to age, ethnicity, gender, and race. Communities that support this definition of diversity support people of different backgrounds through programs that include education, affinity groups, and other means of targeted engagement. However, these efforts often fail to create a truly inclusive community. Forward- thinking communities use a broader definition of diversity – one that is broad enough to encompass the very real differences in culture that may exist in different locations across the globe. Using a wider view, diversity also considers sexuality and accessibility, creates the potential to learn from and engage with others, and leverages multiple approaches to problem solving, creativity, and innovation. 150 of 800 Equity Most city policies and programs have been founded on an idea of fairness that is grounded in equality rather than equity. An equality lens or perspective assumes that one size fits all and that to be fair, everyone must be offered the same opportunities, and resources. An equality lens ignores the differences we have and assumes everyone has the same starting point and/or the same access to services and information. This, in turn, unintentionally fuels inequities and perpetuates disparities in historically marginalized groups. Equity exists where all people share rights, access, choice, opportunities, and outcomes, regardless of characteristics such as race, economic class, physical abilities, or gender. Equity is realized though targeted actions and intentional investments to improve outcomes for those who possess health, social, and economic challenges. Addressing issues of inequity in transportation, housing, employment, income, health, education, and socioeconomic outcomes through an equity lens will allow the city to address systemic inequities and their underlying drivers. Inclusion Community inclusion is the opportunity to live in the community and be valued for one’s uniqueness and abilities. To truly be inclusive, a community must foster a culture that makes everyone feel respected, valued, accepted, and encouraged to freely participate in the community. Creation of such an environment ensures that people feel a sense of belonging, and are comfortable being their authentic selves. An inclusive environment is a place where the voices of everyone in a community can be encouraged, heard, valued, and understood. Community inclusion is important because all people, regardless of their abilities or backgrounds, should be able to participate and engage in a full range of community activities. Inclusion provides a sense of belonging: feeling respected, valued for who you are; feeling a level of supportive energy and commitment from others so than you can be your best.1 Achieving an inclusive community brings the following outcomes: 1 Miller and Katz, 2002. 151 of 800 ▪ Improved feelings of well-being. ▪ Offering access to resources and activities not otherwise available. ▪ Expanded “horizons”/life experiences. ▪ Allowing people to participate in activities in different types of settings. ▪ Increased participation; engaging with others; being known. ▪ Creating excitement in being part of a larger community group. ▪ Offering opportunities to make new friends and develop new and varied relationships. ▪ Creating more diversity in people’s personal relationships. Accessibility Accessibility is giving equitable access to everyone along the continuum of human ability and experience. As defined by the Federal Government, accessibility is the design, construction, development, and maintenance of facilities, information, and communication technology, programs and services so that all people, including people with disabilities, can fully and independently use them. An accessible environment means that everyone can access your city’s facilities and services. Including ramps, automatic doors, and Braille signage is a good start, but does not take into consideration invisible or non-physical barriers. For example, someone with Autism may struggle with sensory overstimulation in crowded, busy places. Similarly, the font used for public signage may not be readable for those with dyslexia. Each of these barriers impact accessibility. Following discussions with the city’s Diversity Commission and the Comprehensive Plan ad hoc Committee, it was determined that the Goals, Policies and Actions supporting DEIA in Federal Way should be spread through the topical chapters, as appropriate. 1.7 HOW TO USE THE PLA N The Comprehensive Plan is divided into chapters (see Section 1.2). The chapters contain background information and goals and policies relating to the chapter subject matter. There is also a separate appendix (Implementation) that contains the initial actions necessary to implement the Goals and Policies contained in this Comprehensive Plan. Each of the chapters provide Goals and Policies that aid the city of Federal Way in pursuing the type of growth, construction of infrastructure, and provision of services that support the community’s desired quality of life. Adopting the plan is the first step toward shaping the city’s future. Federal Way’s implementation appendix of the Comprehensive Plan is comprised of a combination of short-term (1-2 year) and long-term (3-5 year) actions, as well as ongoing actions without a defined completion date. It is anticipated the Planning Commission and city Council will receive an annual progress report on the implementing actions following plan adoption. 152 of 800 Some of the short-term actions include amendment of regulations such as the Land Use Code and the Traffic Standards and approval of rezones that match the comprehensive plan’s land use designation. Long-term actions include neighborhood monitoring, evaluating, and amending the plan as conditions change, and developing a capital investment program that allocates resources to projects that will spur the city’s development in the direction envisioned in the plan. Pursuant to GMA, the Comprehensive Plan will go through a periodic update on a schedule coordinated with other cities planning under GMA. However, the city conducts an annual process to consider amendments to the Comprehensive Plan. The GMA specifies, with few exceptions, that amendments to a comprehensive plan cannot be made more frequently than once per year. The purpose for this limitation is two-fold: it gives the plan stability over time, avoiding spontaneous changes in response to development pressures; and, it groups all proposed amendments into a common process for consideration, providing the city the opportunity to examine their collective effect on the plan. Proposed annual amendments to the Comprehensive Plan follow a prescribed process in the city’s municipal code. Hierarchy of Language When a goal or policy states that the city "shall" or "will" do something, such language requires that the city take actionable and measurable steps to accomplish the purpose of the goal or policy. When a goal or policy states that the city "should" or "may" do something, such language requires that the city make an earnest effort to accomplish the stated purpose of the goal or policy; however, "should" and "may" indicate that unknown information, additional analyses, other parties, or financial constraints may cause the city to approach these less directly, requiring actions from others or requiring more time. In addition, many equivalent verbs are used in the goals and policies. These verbs have no hierarchy within their respective category; for example, "mandate" is not intended to be stronger than "require." However, all of the verbs within the first category are stronger and more easily measured than those verbs in the second category. And, although the following listed verbs are reflected in the goals and policies found in the comprehensive plan, these lists do not represent all verbs. Category 1: Similar to “shall” and “will”, the intent of the following words is that the action within the goal/policy will occur and the outcomes can be measured and documented: adopt, acquire, designate, develop, eliminate, establish, evaluate, finance, fund, implement, mandate, monitor, prepare, permit, prevent, prohibit, purchase, require, track, monitor. Category 2: Similar to “should” and “may”, the intent of the following words is that the action within the goal/policy will occur; however, the process for accomplishment may be ongoing and the ability to measure outcomes and/or completion may be difficult or 153 of 800 may require commitment from those outside of the city: assist, balance, collaborate, cooperate, coordinate, consider, continue, defer, discourage, emphasize, encourage, enhance, ensure, expand, facilitate, foster, improve, increase, investigate, limit, locate, participate, plan, promote, pursue, recognize, reduce, represent, review, seek, support, use. 154 of 800 CHAPTER TWO LAND USE 2.0 INTRODUCTION & VISION _________________________________ 2 2.1 LAND USE DESIGNATION __________________________________ 4 2.2 POTENTIAL ANNEXATION AREAS __________________________ 8 2.3 GOALS & POLICIES ________________________________________ 9 2.4 MAPS ____________________________________________________ 13 155 of 800 2.0 INTRODUCTION & VISION Introduction The Land Use chapter establishes the framework for the city's expected growth and provides a guide for the distribution, type, and intensity of various uses of land within Federal Way. The Land Use chapter (maps, goals, and policies) serves as a guide for future decision making related to property investments, land development, public services, and the provision of public infrastructure. The Land Use Chapter ensures an appropriate mix of land uses (Figure LU-1) are available to: ▪ support the city’s County-allocated growth targets; ▪ achieve the city’s economic goals; ▪ protect environmentally-sensitive lands; ▪ provide appropriate land for recreation and services to residents and businesses; and, ▪ provide choices for where to live. As Federal Way ages it will continue to grow, adding new housing units and employees. As the city plans for meeting its housing and employment targets, much of the growth will be focused in denser, mixed-use neighborhoods like City Center, Downtown, and the South Station subarea. The city’s land use vision for the next planning cycle (2024-2044) is responsive to the reality that the city has sought designations for a Regional Growth Center and a Countywide Center and those areas come with an expectation for minimum development densities (residential) and intensities (commercial) of uses. In addition, the city’s vision must evolve given recent legislation (HB 1220 and 1110) enacted by the legislature focused on ensuring cities provide permanent supportive housing and emergency shelters, and densifying existing and planned single-family neighborhoods. As Federal Way grows and makes accommodations for growth in certain parts of the city as identified above, the city must stay true to the fact that Federal Way was founded on the strength of its existing neighborhoods. Balancing the stability of those existing assets with the requirements for densification in the future is a key crossroads in the city’s journey. Federal Way will make changes to single-family zoning to be consistent with changes in state statures allowing for regulations to encourage infill redevelopment in existing residential neighborhoods, such as missing middle housing, and limited neighborhood- serving retail, but major changes to stable neighborhoods would be inconsistent with the vision of this plan. The following Table (Figure LU-1) provides the current zoning allocation in the city. In addition, it provides the amount of capacity for growth and development/redevelopment under current zones. 156 of 800 Figure LU-1 (Land Use Allocation) ZONING DENSITY (Units per Acre) FLOOR AREA RATIO (FAR) Vacant or Underbuilt (acres1) Available Capacity2 (DUs or SF) # acres Min Density Max Density Min FAR Max FAR Residential Suburban Estates 659.3 n/a 0.2 n/a 2.8 0 RS 35.0 631.9 n/a 0.8 n/a 92.1 74 du RS 15.0 1,108.9 n/a 2.9 n/a 260.7 756 du RS 9.6 1,787.1 n/a 4.5 n/a 190.7 858 du RS 7.2 3,998.9 n/a 6.1 n/a 367.8 2,244 du RS 5.0 137.2 n/a 8.7 n/a 4.2 37 du Multifamily RM 3600 483.0 n/a 12.1 n/a 41.1 497 du RM 2400 507.8 n/a 18.2 n/a 34.1 621 du RM 1800 339.1 n/a 24.2 n/a 24.1 583 du Commercial/Mixed Use CC-C 195.2 46 230 1.5 10 78.4 1,8032 du 34.1M sf CC-F 161.9 n/a 100 (est.) n/a 0.9 (est.) 38.3 3,830 du 1.5M sf BC 330.1 n/a 65 (est.) n/a 0.9 (est.) 117.4 7,631 du 4.6M sf BN 123.9 n/a 40 (est.) n/a 0.5 (est.) 31.1 1,244 du 677,358 sf Office OP 474.5 n/a n/a n/a 0.4 (est.) 77.9 1.3M sf PO 27.9 n/a n/a n/a 0.4 (est.) 3.1 54,014 sf CP-1 366.3 n/a n/a n/a 0.4 (est.) 115.7 2M sf OP-1 173.7 n/a n/a n/a 0.4 (est.) 40.6 707,414 sf OP-2 8.0 n/a n/a n/a 0.4 (est.) 0 0 OP-3 5.7 n/a n/a n/a 0.4 (est.) 2.4 41,818 sf OP-4 66.5 n/a n/a n/a 0.4 (est.) 62.1 (see agreement) Commercial/Industrial CE 442.3 n/a n/a n/a 0.9 (est.) 156.7 6.1M sf 1 Total developable acres (acres zoned minus critical areas) 2 For mixed-use zones, the available capacity is one of the following: ▪ The maximum dwelling units plus some portion of the commercial square footage for vertically mixed-use buildings; or, ▪ The maximum FAR for commercial-only buildings. 157 of 800 Although the Land Use designations are applied citywide, there are areas within the city that have been targeted with special planning efforts. The purpose of these special area plans (Map II-1) is to take a more-detailed look at a particular part of the city and to provide more detailed area-specific goals, policies, and implementation strategies. (Map II-1) – Special Planning Areas To learn more about these special planning areas refer to Chapter 7 (Centers) of the Comprehensive Plan. Additionally, information about the City Center, the South Station Area, and the Twin Lakes subarea is contained in subarea plans for these areas and can be found by contacting the Planning division of the Federal Way Community Development Department. Vision The city’s Comprehensive Plan anticipates, guides, and plans for growth in a way that helps the city achieve its vision for the future while satisfying the requirements of the Washington Growth Management Act. Land use planning in the city protects environmentally-sensitive lands and maintains the character of established neighborhoods while allowing the city to evolve to meet the changing needs of the community and the region. 2.1 LAND USE DESIGNATIONS The land use designations recognize the relationships between broad patterns of land uses found within the city. The designations set forth locational criteria for each specific class of uses consistent with the long-term objectives of the Federal Way Comprehensive Plan. These designations provide the purpose and intent for corresponding and consistent zoning districts (Table LU-1). The locations of the comprehensive plan land use designations are shown on the Comprehensive Plan Designations Map (Map II-2). 158 of 800 Table LU-1 Land Use Designation – Zoning Correlation Zones Residential 1 Residential 2 Commercial Mixed Use – Non Centers Mixed Use - Centers Open space, Parks & Rec SE RS 35 RS 15 RS 9.6 RS 7.2 RS 5.0 RM 3600 RM 2400 RM 1800 CE PO OP OP(1-4) CP-1 BN BC CC-F CC-C Residential 1 This designation is the predominant land use category in the city. Residential 1 areas are predominantly suburban in character and provide for lower-density, single-family residential housing. With the mandated code changes for increased densities within the Urban Growth Area, Residential 1 will, over time and as supported by the market, transform into a mix of single-family detached lots and redeveloped lots with multiple units located on them. The city is also hopeful that there are a number of accessory dwelling units added to properties in Residential 1 as the city continues to mature and densify. Given the city’s target for new housing units and this designation represents the lowest density of housing opportunity within the city, new requests for Residential 1 should be limited to properties constrained by critical areas. Historic densities of properties in Residential 1 range from one home per five acres to 8.7 homes per acre, dependent upon the underlying zoning. Qualities associated with this designation include: low noise levels, limited traffic, private yards, and smaller-scale, setback buildings. Compatible non-residential uses such as schools, parks, day care, governmental facilities, and urban agriculture are allowed in some zones of Residential 1. In addition to lower-density residential and compatible uses, this designation provides for the protection of environmentally-sensitive parts of the city such as Dumas Bay and Camp Kilworth, and recognizes that portions of the city are not served by urban infrastructure (i.e. water, sewer). It also provides for a diverse arrangement of interconnected subdivisions, neighborhoods, and communities that have a mix of densities and housing types. Maintaining and creating linkages to other residential areas and nonresidential areas is important for creating a connected community. Residential 2 159 of 800 The Residential 2 designation represents an opportunity to provide a range of housing types at higher densities than are supported by the Residential 1 designation, but not as dense as the Mixed-Use designations. Residential densities in this designation range from 12.1 residential units per acre to 24.2 residential units per acre, depending on the zone. Since building heights are generally capped at three stories (35 feet), most residences in this designation will be townhouses, duplexes, small-lot detached housing, and “woody-walkup” apartments. Compatible non-residential uses include schools, churches, recreation, parks, governmental facilities, and urban agriculture. This designation shares many of the same qualities as Residential 1 such as lower traffic volumes and noise, some building setbacks, and small-scale development, while allowing for multi-family uses and increased housing density along with community facilities and institutions. This designation can often act as a transition between the Residential 1 designation and higher density mixed use or non-residential designations. Commercial This designation is characterized by employment-generating land uses. Office, retail, manufacturing, and warehousing/storage represent the majority of the uses in this designation, as allowed by the underlying zones. Other uses found in the commercial designation include: entertainment, schools, day care, hospitals, churches, hotels, and breweries. Because of the variety of uses allowed, many of these commercial areas will be economically vibrant and active outside of traditional work hours. Although built for and served primarily by private vehicles, they should be developed to be accessible by foot, bike, car, and public transportation as well. The city should only consider new lands for Commercial designation that will be compatible with adjacent uses and designations and provide an economic value to the City’s tax base. This designation is comprised of the Commercial Enterprise (CE), Corporate Park (CP), Office Park (OP) and Professional Office (PO) zones. Aside from an area on S 320th Street east of I-5, the CE zone is generally limited to lands south of S 336th Street that are generally served by either Pacific Highway S or Enchanted Parkway/16th Avenue South. This designation is characterized by larger-scale buildings, longer operating hours, and moderate-to-high traffic generation. The CE zone also is the exclusive zone in the city that contains permitted industrial uses. The CP zone is limited to portions of the old Weyerhaeuser campus, east of I-5 and south of S 320th Street, and is governed by a concomitant agreement. This property is currently transitioning to warehousing use with the headquarters building currently empty. The OP and PO zones include small-scale office and residentially-compatible employment opportunities, often clustered together and located on well-landscaped parcels and on collector streets such as 1st Avenue South and S 320th Street, west of 8th Avenue S. Finally, a pre-annexation concomitant development agreement has established the Office Park-4 (OP-4) zone specifically for Enchanted Park. This portion of the commercial designation acknowledges the unique recreational opportunity associated with the Wild Waves use. Enchanted Park is an indoor/outdoor amusement facility most noted for its water park. Although hotel and warehousing uses are allowed on the properties, the city has demonstrated a desire for the continuation of the theme park use. Mixed Use – Non-Centers 160 of 800 The Mixed Use – Non-Centers designation is for land used for a mixture of residential and commercial uses on a site. Mixed-use development can take a variety of forms, but often is categorized as either vertical mixed-use (residential and non-residential uses located in the same building) or horizontal mixed-use (residential and non-residential uses in different buildings either on the same property or on adjacent parcels). Basic criteria for development include reasonable scale with the surrounding neighborhood, and engagement with the street frontage to facilitate pedestrian, non-motorized, and transit mobility options. Much of the Pacific Highway South corridor through Federal Way has designated Mixed Use – Non-Centers. There are a few other locations such as Twin Lakes and the corner of 1st Avenue South and S 348th Street. The city should only consider applying this designation where there will be a cluster of mixed land uses supported by transit or established bicycle and pedestrian corridors. This designation includes the City Center Frame (CC-F), Community Business (BC), and Neighborhood Business (BN) zones. The BN zone provides residential, retail and/or service opportunities at a modest density adjacent to residential areas. Architectural and site design guidelines are utilized to ensure compatibility between neighborhood business areas and adjacent residential neighborhoods. Neighborhood Business areas are intended to provide convenient goods (e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and neighborhood scale close to adjacent residential uses. The BC zone allows a broad mix of uses, including general, specialty, and service retail; commercial; office; commercial/residential mixed-use; and supportive uses. This designation envisions denser, high-quality development containing a vibrant and compatible mix of uses. The BC zone may be appropriate in other commercial nodes that have grown or are growing past the scale of the BN designation. The CC-F zone will have a look and feel similar to the Mixed Use – Centers designation and will provide a zone of less dense, commercial/residential mixed-use development physically surrounding a portion of the Regional Growth Center. The CC-F zone is also intended to provide a transition between the densely-developed CC-C zone and adjoining lower-density residential neighborhoods. Mixed Use – Centers This designation is limited to the Regional Growth Center as part of the City Center subarea and the Countywide Center in the South Station subarea. The Regional Growth Center has been part of the City’s plans for a number of years and should not contain any properties zoned other than CC-C. This area also includes the city’s downtown and is envisioned as mid-rise development and mixed use, benefitted from the Downtown Federal Way Sound Transit station. The Countywide Center is anchored by a future light rail station anticipated to be operational in the mid 2030’s. For this area, zoning will transform over time and may contain zoning similar to that found in the Regional Growth Center, but likely will also be comprised of CE, Multifamily Residential 1800 (RM-1800), and lower density residential zones (RS-15). Over time, the introduction of new zoning for this area that allows for the development of dense housing is appropriate in advance of the station opening to allow for this area’s transition from an employment dominated area to one that 161 of 800 is mixed use. Open Space, Parks, and Recreation Open Space, Parks, and Recreation designation applies to parks, public and privately- owned recreational areas, urban forests, and public open-space areas. Lands within this designation include both natural open space areas and active use parks and recreational areas. Natural open space is intended to be conserved and enhanced through habitat restoration and vegetation management to maximize its environmental, habitat, and stormwater benefits, along with low-impact public access such as natural area trails and viewpoints, when appropriate. Parks and recreation lands are intended to provide opportunities for active recreation such as playfields and sports facilities, and urban amenities such as plazas, pocket parks and community gardens, but may also be utilized for governmental facilities. Other areas include the system of properties tied to the Hylebos wetlands and Spring Valley. 2.2 POTENTIAL ANNEXATION AREAS The City of Federal Way Potential Annexation Areas (PAAs) were established through a series of interlocal agreements between the City of Federal Way, King County, and neighboring South King County cities. As part of the Growth Management Act, areas within the King County Urban Growth Boundary are intended to be served by urban services. Potential Annexation Areas are unincorporated areas of King County within the Urban Growth Area (UGA). Federal Way’s PAAs are located adjacent to the city where the city is expected to provide public services and utilities following an annexation process. The city’s remaining potential annexation areas are located east of I-5 (see Map II-3). Based on a land use survey conducted in 2013, the land use designations for the PAAs are detailed in Figure LU-2. Prior to moving forward with any annexations actions, updated data should be collected and analyzed to understand the costs for the annexation. Figure LU-2 (PAA Land Use Allocation) # Acres Camelot Star Lake Lakeland Parkway Jovita Residential 1 1,699.2 597.3 1,007.6 247.0 394.1 Residential 2 32.2 35.3 30.1 75.5 2.8 Commercial 2.8 6.9 12.8 3.3 0 Mixed Use – Non Centers 0 0 0 0 0 Mixed Use – Centers 0 0 0 0 0 Open Space, Parks & Recreation 67.6 61.1 88.6 7.5 0.1 Total 1,081.8 700.6 1,139.1 333.3 397.0 Source: 2015 King County 162 of 800 2.3 GOALS & POLICIES This section contains the goals and policies of the Land Use Chapter of the Comprehensive Plan. Goal LU G1 Support a land use framework and regulations that implement the goals of the Growth Management Act; are responsive to changes in state statutes; support VISION 2050 Regional Growth Strategy and King County Countywide Planning Policies; include policies addressing environmental justice; and provide sufficient actions to accomplish the goals and policies contained in this plan. Policies LU P1.1 Strongly discourage the spread of commercial zoning and uses into residentially-designated areas. Instead, strongly encourage the more intensive utilization of existing commercial and mixed-use areas for commercial purposes, mixed-residential use, and public activities. LU P1.2 Discourage speculative rezoning and require applicants provide market-based data and analysis to support rezoning requests. LU P1.3 Foster a diverse community comprised of neighborhoods that provide a range of housing options; a vibrant City Center; well designed and functioning mixed-use, commercial and office areas; and distinctive neighborhood retail areas. LU P1.4 The Federal Way Revised Code shall include a process and standards for siting essential public facilities. LU P1.5 Land use decisions shall not exacerbate environmental health disparities. LU P1.6 Track progress toward increasing health equity and ensuring environmental justice throughout the city. Goal LU G2 Develop an efficient, predictable, transparent, fair, and timely development review process. Policies LU P2.1 Maximize efficiency and predictability of the development review process and conduct regular reviews of development regulations to determine how to improve upon the permit review process. LU P2.2 Assist developers with proposals by continuing to offer preapplication meetings in order to produce projects that will be reviewed efficiently. 163 of 800 LU P2.3 Integrate and coordinate construction of public infrastructure with private development to minimize costs wherever possible. LU P2.4 Look to incorporate new technologies to improve permit processing times. LU P2.5 Ensure noticing of land use decisions is inclusive and accessible to all members of the community. LU P2.6 Consider and minimize potential impacts due to displacement resulting from land use decisions. Goal LU G3 Periodically update the city inventory of buildable land capacity and evaluate development activity and achieved densities to ensure that the city is able to meet its regionally-adopted housing and employment targets over the next 20 years as well as the criteria for the city’s centers. Policies LU P3.1 Designate and zone land to provide for Federal Way’s share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. LU P3.2 Accommodate a majority of the city’s growth in the Regional Growth Center and Countywide Center. LU P3.3 Evaluate household and employment inventory and forecasts on a periodic basis to ensure that land use policies and regulations based on previous assumptions remain relevant. Goal LU G4 Preserve and protect Federal Way’s neighborhoods. Policies LU P4.1 Maintain and protect the character of existing neighborhoods through strict enforcement of the city’s land use regulations. LU P4.2 Support the continuation of a strong residential community. LU P4.3 Protect residential areas from impacts of adjacent non-residential uses. Goal LU G5 Provide a complete range of land uses and densities to ensure the community achieves the diversity needed to be a vibrant community. Policies 164 of 800 LU P5.1 Allow and encourage a variety of multi-family housing types in designated commercial areas, especially in the City Center Core and City Center Frame areas. LU P5.2 Provide employment and business opportunities by allocating adequate land for commercial, office, and industrial development. LU P5.3 Distribute park, urban agricultural sites, and recreational opportunities equitably throughout the city. LU P5.4 Establish development regulations that allow for healthy food resources, such as urban agriculture and food banks as a permitted use, and provide for on-site sale and delivery of healthy foods where appropriate on public and private property. LU P5.5 Continue to consider special development techniques (e.g., lot size averaging, cottage housing, accessory dwelling units, townhomes, duplexes, and planned unit developments) in single-family areas provided they result in residential development consistent with the quality and character of existing neighborhoods. Goal LU G6 Develop commercial areas characterized by a viable, vibrant, and attractive mix of commercial, retail, office, industrial, and supportive uses and utilize locational and design criteria to ensure compatibility between uses. Policies LU P6.1 Require commercial development to be compatible and well-integrated into its surroundings through site and building design and development standards that reduce or eliminate land use conflicts and nuisance impacts; ensure project aesthetics; promote sharing of public facilities and services; and improve vehicular and pedestrian traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. LU P6.2 Consider minimizing impacts from traffic flows, loading bays, and outdoor storage for heavy industrial uses during the site plan review process. Goal LU G7 Provide land use regulations that allow for the flexibility and creativity of good design and the incorporation of sound planning principles. Policies LU P7.1 Use Community Design Guidelines and other tools to promote common open space, public art, and plazas in commercial/residential mixed-use and office developments. 165 of 800 LU P7.2 Use Community Design Guidelines and other tools to require commercial development to locate along the street edge (where deemed appropriate) and to provide pedestrian street access and interest. Provide direct pedestrian access and implement ADA requirements to the extent feasible between developments and transit routes. LU P7.3 Use development standards and design guidelines to maintain neighborhood character and ensure compatibility with surrounding uses. LU P7.4 Use design guidelines and performance standards to create attractive and desirable commercial, office, and commercial/residential mixed-use developments. LU P7.5 Regularly audit existing land use regulations to provide for innovation and flexibility in the design of new developments. LU P7.6 Use design and performance standards to integrate multi-family development into commercial developments as commercial/residential mixed-use development. Performance standards should focus on scale, appearance, and compatibility. LU P7.7 Revise existing land use regulations to provide for innovation and flexibility in the design of new single-family developments and in-fill. Goal LU G8 Coordinate with local and regional partners in land use planning. Policies LU P8.1 Coordinate with adjacent jurisdictions, the tribes, and affected agencies to ensure local land use decisions take into consideration the potential impacts beyond the city’s boundaries. LU P8.2 Coordinate with local and regional organizations to promote local farmers markets. Goal LU G9 Respect the character, integrity, and unique qualities of PAA neighborhoods through the annexation process. Policies LU P9.1 The city zoning designations for annexed properties should consider existing King County zoning designations and PAA growth targets; other city Goals and Policies of this Comprehensive Plan as part of the annexation process; and provide a variety of housing types. LU P9.2 Seek to expand the area of annexation proposals when such an expansion would serve to make city boundaries more regular or where the area to 166 of 800 be served is a logical extension of city service capabilities and is within a defined potential annexation area. LU P9.3 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with nearby neighborhoods. Goal LU G10 The city shall work with King County to strategically annex identified Potential Annexation Areas. Policies LU P10.1 Prior to initiation of an annexation, an updated inventory shall be conducted to understand zoning, existing uses, and infrastructure conditions of the area under consideration. LU P10.2 The city shall be responsive to requests for annexation. LU P10.3 Ensure the ability of the annexation area or King County to pay the determined fair share of required services prior to annexation. 2.4 MAPS 167 of 800 168 of 800 169 of 800 CHAPTER TWO LAND USE 2.0 INTRODUCTION & VISION _________________________________ 3 2.1 POLICY BACKGROUNDLAND USE DESIGNATION ___________ 6 Growth Management Act _______________________________________ 10 VISION 2040 __________________________________________________ 11 Countywide Planning Policies __________________________________ 12 2.2 THE LAND USE CONCEPTPOTENTIAL ANNEXATION AREAS 12 2.3 PROJECTED GROWTH & DEVELOPMENT CAPACITYGOALS & POLICIES _____________________________________________________ 17 Projected Growth ______________________________________________ 17 Development Capacity and Targets ______________________________ 17 2.4 URBAN DESIGN AND FORMMAPS _________________________ 18 2.5 DEVELOPMENT REVIEW PROCESS ________________________ 19 2.6 CITYWIDE POLICIES ______________________________________ 19 2.7 LAND USE DESIGNATIONS ________________________________ 21 Residential Areas ______________________________________________ 21 Commercial Designations ______________________________________ 24 Office ________________________________________________________ 29 City Center ___________________________________________________ 31 2.8 HEALTHY FOOD ACCESS: URBAN AGRICULTURE __________ 31 Purpose ______________________________________________________ 31 2.9 ESSENTIAL PUBLIC FACILITIES ___________________________ 33 2.10 PHASING _________________________________________________ 34 2.11 INCENTIVES ______________________________________________ 34 2.12 HISTORIC RESOURCES ___________________________________ 35 2.13 IMPLEMENTATION _______________________________________ 36 Subarea Plans _________________________________________________ 36 Incentives ____________________________________________________ 36 170 of 800 Capital Facility Investment _____________________________________ 36 Maps Map II-1 – Comprehensive Plan Designations Map II-2 – Zoning Designations Map II-3 – Generalized Existing Land Use 171 of 800 2.0 INTRODUCTION & VISION Introduction The Land Use chapter establishes the framework for the city's expected growth and provides a guide for the distribution, type, and intensity of various uses of land within Federal Way. The Land Use chapter (maps, goals, and policies) serves as the foundation of the Federal Way Comprehensive Plan (FWCP) by providing a framework for Federal Way’s future development and by setting forth policy direction for Federal Way’s current and future land uses.a guide for future decision making related to property investments, land development, public services, and the provision of public infrastructure. The Land Use Chapter ensures an appropriate mix of land uses (Figure LU-1) are available to: ▪ support the city’s County-allocated growth targets; ▪ achieve the city’s economic goals; ▪ protect environmentally-sensitive lands; ▪ provide appropriate land for recreation and services to residents and businesses; and, ▪ provide choices for where to live. As Federal Way ages it will continue to grow, adding new housing units and employees. As the city plans for meeting its housing and employment targets, much of the growth will be focused in denser, mixed-use neighborhoods like City Center, Downtown, and the South Station subarea. The city’s land use vision for the next planning cycle (2024-2044) is responsive to the reality that the city has sought designations for a Regional Growth Center and a Countywide Center and those areas come with an expectation for minimum development densities (residential) and intensities (commercial) of uses. In addition, the city’s vision must evolve given recent legislation (HB 1220 and 1110) enacted by the legislature focused on ensuring cities provide permanent supportive housing and emergency shelters, and densifying existing and planned single-family neighborhoods. As Federal Way grows and makes accommodations for growth in certain parts of the city as identified above, the city must stay true to the fact that Federal Way was founded on the strength of its existing neighborhoods. Balancing the stability of those existing assets with the requirements for densification in the future is a key crossroads in the city’s journey. Federal Way will make changes to single-family zoning to be consistent with changes in state statures allowing for regulations to encourage infill redevelopment in existing residential neighborhoods, such as missing middle housing, and limited neighborhood- serving retail, but major changes to stable neighborhoods would be inconsistent with the vision of this plan. The following Table (Figure LU-1) provides the current zoning allocation in the city. In addition, it provides the amount of capacity for growth and development/redevelopment under current zones. 172 of 800 Figure LU-1 (Land Use Allocation) ZONING DENSITY (Units per Acre) FLOOR AREA RATIO (FAR) Vacant or Underbuilt (acres1) Available Capacity2 (DUs or SF) # acres Min Density Max Density Min FAR Max FAR Residential Suburban Estates 659.3 n/a 0.2 n/a 2.8 0 RS 35.0 631.9 n/a 0.8 n/a 92.1 74 du RS 15.0 1,108.9 n/a 2.9 n/a 260.7 756 du RS 9.6 1,787.1 n/a 4.5 n/a 190.7 858 du RS 7.2 3,998.9 n/a 6.1 n/a 367.8 2,244 du RS 5.0 137.2 n/a 8.7 n/a 4.2 37 du Multifamily RM 3600 483.0 n/a 12.1 n/a 41.1 497 du RM 2400 507.8 n/a 18.2 n/a 34.1 621 du RM 1800 339.1 n/a 24.2 n/a 24.1 583 du Commercial/Mixed Use CC-C 195.2 46 230 1.5 10 78.4 1,8032 du 34.1M sf CC-F 161.9 n/a 100 (est.) n/a 0.9 (est.) 38.3 3,830 du 1.5M sf BC 330.1 n/a 65 (est.) n/a 0.9 (est.) 117.4 7,631 du 4.6M sf BN 123.9 n/a 40 (est.) n/a 0.5 (est.) 31.1 1,244 du 677,358 sf Office OP 474.5 n/a n/a n/a 0.4 (est.) 77.9 1.3M sf PO 27.9 n/a n/a n/a 0.4 (est.) 3.1 54,014 sf CP-1 366.3 n/a n/a n/a 0.4 (est.) 115.7 2M sf OP-1 173.7 n/a n/a n/a 0.4 (est.) 40.6 707,414 sf OP-2 8.0 n/a n/a n/a 0.4 (est.) 0 0 OP-3 5.7 n/a n/a n/a 0.4 (est.) 2.4 41,818 sf OP-4 66.5 n/a n/a n/a 0.4 (est.) 62.1 (see agreement) Commercial/Industrial CE 442.3 n/a n/a n/a 0.9 (est.) 156.7 6.1M sf 1 Total developable acres (acres zoned minus critical areas) 2 For mixed-use zones, the available capacity is one of the following: ▪ The maximum dwelling units plus some portion of the commercial square footage for vertically mixed-use buildings; or, ▪ The maximum FAR for commercial-only buildings. 173 of 800 Although the Land Use designations are applied citywide, there are areas within the city that have been targeted with special planning efforts. The purpose of these special area plans (Map II-1) is to take a more-detailed look at a particular part of the city and to provide more detailed area-specific goals, policies, and implementation strategies. (Map II-1) – Special Planning Areas To learn more about these special planning areas refer to Chapter 7 (Centers) of the Comprehensive Plan. Additionally, information about the City Center, the South Station Area, and the Twin Lakes subarea is contained in subarea plans for these areas and can be found by contacting the Planning division of the Federal Way Community Development Department. Vision The city’s Comprehensive Plan anticipates, guides, and plans for growth in a way that helps the city achieve its vision for the future while satisfying the requirements of the Washington Growth Management Act. Land use planning in the city protects environmentally-sensitive lands and maintains the character of established neighborhoods while allowing the city to evolve to meet the changing needs of the community and the region. Development of land, according to adopted policies and land use designations discussed in this chapter, should result in an appropriate balance of services, employment, and housing. The land use policies are supplemented by a Comprehensive Plan Designations Map (Map II-1) and Zoning Map (Map II-2) that provide a visual illustration of the proposed physical distribution and location of various land uses. This map allocates a supply of land for such uses as retail services, employment, parks, open space, and housing to meet future demand. 174 of 800 2.1 POLICY BACKGROUNDLAND USE DESIGNATIONS The land use designations recognize the relationships between broad patterns of land uses found within the city. The designations set forth locational criteria for each specific class of uses consistent with the long-term objectives of the Federal Way Comprehensive Plan. These designations provide the purpose and intent for corresponding and consistent zoning districts (Table LU-1). The locations of the comprehensive plan land use designations are shown on the Comprehensive Plan Designations Map (Map II-2). Table LU-1 Land Use Designation – Zoning Correlation 175 of 800 Zones Residential 1 Residential 2 Commercial Mixed Use – Non Centers Mixed Use - Centers Open space, Parks & Rec SE RS 35 RS 15 RS 9.6 RS 7.2 RS 5.0 RM 3600 RM 2400 RM 1800 CE PO OP OP(1-4) CP-1 BN BC CC-F CC-C Residential 1 This designation is the predominant land use category in the city. Residential 1 areas are predominantly suburban in character and provide for lower-density, single-family residential housing. With the mandated code changes for increased densities within the Urban Growth Area, Residential 1 will, over time and as supported by the market, transform into a mix of single-family detached lots and redeveloped lots with multiple units located on them. The city is also hopeful that there are a number of accessory dwelling units added to properties in Residential 1 as the city continues to mature and densify. Given the city’s target for new housing units and this designation represents the lowest density of housing opportunity within the city, new requests for Residential 1 should be limited to properties constrained by critical areas. Historic densities of properties in Residential 1 range from one home per five acres to 8.7 homes per acre, dependent upon the underlying zoning. Qualities associated with this designation include: low noise levels, limited traffic, private yards, and smaller-scale, setback buildings. Compatible non-residential uses such as schools, parks, day care, governmental facilities, and urban agriculture are allowed in some zones of Residential 1. In addition to lower-density residential and compatible uses, this designation provides for the protection of environmentally-sensitive parts of the city such as Dumas Bay and Camp Kilworth, and recognizes that portions of the city are not served by urban infrastructure (i.e. water, sewer). It also provides for a diverse arrangement of interconnected subdivisions, neighborhoods, and communities that have a mix of densities and housing types. Maintaining and creating linkages to other residential areas and nonresidential areas is important for creating a connected community. Residential 2 The Residential 2 designation represents an opportunity to provide a range of housing types at higher densities than are supported by the Residential 1 designation, but not as 176 of 800 dense as the Mixed-Use designations. Residential densities in this designation range from 12.1 residential units per acre to 24.2 residential units per acre, depending on the zone. Since building heights are generally capped at three stories (35 feet), most residences in this designation will be townhouses, duplexes, small-lot detached housing, and “woody-walkup” apartments. Compatible non-residential uses include schools, churches, recreation, parks, governmental facilities, and urban agriculture. This designation shares many of the same qualities as Residential 1 such as lower traffic volumes and noise, some building setbacks, and small-scale development, while allowing for multi-family uses and increased housing density along with community facilities and institutions. This designation can often act as a transition between the Residential 1 designation and higher density mixed use or non-residential designations. Commercial This designation is characterized by employment-generating land uses. Office, retail, manufacturing, and warehousing/storage represent the majority of the uses in this designation, as allowed by the underlying zones. Other uses found in the commercial designation include: entertainment, schools, day care, hospitals, churches, hotels, and breweries. Because of the variety of uses allowed, many of these commercial areas will be economically vibrant and active outside of traditional work hours. Although built for and served primarily by private vehicles, they should be developed to be accessible by foot, bike, car, and public transportation as well. The city should only consider new lands for Commercial designation that will be compatible with adjacent uses and designations and provide an economic value to the City’s tax base. This designation is comprised of the Commercial Enterprise (CE), Corporate Park (CP), Office Park (OP) and Professional Office (PO) zones. Aside from an area on S 320th Street east of I-5, the CE zone is generally limited to lands south of S 336th Street that are generally served by either Pacific Highway S or Enchanted Parkway/16th Avenue South. This designation is characterized by larger-scale buildings, longer operating hours, and moderate-to-high traffic generation. The CE zone also is the exclusive zone in the city that contains permitted industrial uses. The CP zone is limited to portions of the old Weyerhaeuser campus, east of I-5 and south of S 320th Street, and is governed by a concomitant agreement. This property is currently transitioning to warehousing use with the headquarters building currently empty. The OP and PO zones include small-scale office and residentially-compatible employment opportunities, often clustered together and located on well-landscaped parcels and on collector streets such as 1st Avenue South and S 320th Street, west of 8th Avenue S. Finally, a pre-annexation concomitant development agreement has established the Office Park-4 (OP-4) zone specifically for Enchanted Park. This portion of the commercial designation acknowledges the unique recreational opportunity associated with the Wild Waves use. Enchanted Park is an indoor/outdoor amusement facility most noted for its water park. Although hotel and warehousing uses are allowed on the properties, the city has demonstrated a desire for the continuation of the theme park use. Mixed Use – Non-Centers 177 of 800 The Mixed Use – Non-Centers designation is for land used for a mixture of residential and commercial uses on a site. Mixed-use development can take a variety of forms, but often is categorized as either vertical mixed-use (residential and non-residential uses located in the same building) or horizontal mixed-use (residential and non-residential uses in different buildings either on the same property or on adjacent parcels). Basic criteria for development include reasonable scale with the surrounding neighborhood, and engagement with the street frontage to facilitate pedestrian, non-motorized, and transit mobility options. Much of the Pacific Highway South corridor through Federal Way has designated Mixed Use – Non-Centers. There are a few other locations such as Twin Lakes and the corner of 1st Avenue South and S 348th Street. The city should only consider applying this designation where there will be a cluster of mixed land uses supported by transit or established bicycle and pedestrian corridors. This designation includes the City Center Frame (CC-F), Community Business (BC), and Neighborhood Business (BN) zones. The BN zone provides residential, retail and/or service opportunities at a modest density adjacent to residential areas. Architectural and site design guidelines are utilized to ensure compatibility between neighborhood business areas and adjacent residential neighborhoods. Neighborhood Business areas are intended to provide convenient goods (e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and neighborhood scale close to adjacent residential uses. The BC zone allows a broad mix of uses, including general, specialty, and service retail; commercial; office; commercial/residential mixed-use; and supportive uses. This designation envisions denser, high-quality development containing a vibrant and compatible mix of uses. The BC zone may be appropriate in other commercial nodes that have grown or are growing past the scale of the BN designation. The CC-F zone will have a look and feel similar to the Mixed Use – Centers designation and will provide a zone of less dense, commercial/residential mixed-use development physically surrounding a portion of the Regional Growth Center. The CC-F zone is also intended to provide a transition between the densely-developed CC-C zone and adjoining lower-density residential neighborhoods. Mixed Use – Centers This designation is limited to the Regional Growth Center as part of the City Center subarea and the Countywide Center in the South Station subarea. The Regional Growth Center has been part of the City’s plans for a number of years and should not contain any properties zoned other than CC-C. This area also includes the city’s downtown and is envisioned as mid-rise development and mixed use, benefitted from the Downtown Federal Way Sound Transit station. The Countywide Center is anchored by a future light rail station anticipated to be operational in the mid 2030’s. For this area, zoning will transform over time and may contain zoning similar to that found in the Regional Growth Center, but likely will also be comprised of CE, Multifamily Residential 1800 (RM-1800), and lower density residential zones (RS-15). Over time, the introduction of new zoning for this area that allows for the development of dense housing is appropriate in advance of the station opening to allow for this area’s transition from an employment dominated area to one that 178 of 800 is mixed use. Open Space, Parks, and Recreation Open Space, Parks, and Recreation designation applies to parks, public and privately- owned recreational areas, urban forests, and public open-space areas. Lands within this designation include both natural open space areas and active use parks and recreational areas. Natural open space is intended to be conserved and enhanced through habitat restoration and vegetation management to maximize its environmental, habitat, and stormwater benefits, along with low-impact public access such as natural area trails and viewpoints, when appropriate. Parks and recreation lands are intended to provide opportunities for active recreation such as playfields and sports facilities, and urban amenities such as plazas, pocket parks and community gardens, but may also be utilized for governmental facilities. Other areas include the system of properties tied to the Hylebos wetlands and Spring Valley. The City’s comprehensive plan is required to be consistent with the Growth Management Act (GMA), Puget Sound Regional Council goals and policies of Vision 2040, and the King County Countywide Planning Policies (CWPPs). VISION 2040 and the CWPPs, both required by the GMA, provide a regional framework to achieve the goals of the GMA. Policies contained in the comprehensive plan have been prepared to implement the GMA, VISION 2040, and the CWPPs as they apply to the City. By implementing the following goals, in addition to many others, the Land Use Chapter is consistent with GMA, VISION 2040, and the CWPP’s direction: • Creating a City Center as an area of concentrated employment and housing, served by high capacity transit, public facilities, parks, and open space. • Limiting growth outside the City Center to areas that are already urbanized. • Encouraging in-fill development. • Protecting environmentally sensitive areas. Growth Management Act The GMA states that, “…a lack of common goals expressing the public’s interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state” (RCW 36.70A.010). The GMA provides a framework for content and adoption of local comprehensive plans. The GMA provides 13 goals to be, “…used exclusively for the purpose of guiding development of comprehensive plans and development regulations.” A number of the GMA goals pertain to land use. They are as follows: Urban Growth – Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. 179 of 800 Reduce Sprawl – Reduce the inappropriate conversion of undeveloped land into sprawling, low-density development. Housing – Encourage the availability of affordable housing to all economic segments of the population of the state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. Open Space and Recreation – Retain open space, enhance recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. Environment – Protect the environment and enhance the state’s high quality of life, including air and water quality and the availability of water. Public Facilities and Services – Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. Historic Preservation – Identify and encourage the preservation of lands, sites, and structures that have historical or archaeological significance. Property Rights – Private property shall not be taken for public use without just compensation having been made. The property rights of landowners shall be protected from arbitrary and discriminatory actions. VISION 2040 VISION 2040 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the Puget Sound Regional (PSRC) in 2008. VISION 2040’s Regional Growth Strategy is a preferred pattern for accommodating future residential and employment growth. It is designed to minimize environmental impacts, support economic prosperity, improve mobility, and make efficient use of existing infrastructure. The overarching goal of VISION 2040 related to land use is to focus growth within already urbanized areas to create walkable, compact, and transit-oriented communities that maintain unique local character. Centers will continue to be a focus of development. Rural and natural resource lands will continue to be permanent and vital parts of the region. Development patterns of the last half of the 20th century often separated people from jobs, focused on accommodating the automobile, and altered critical ecosystems. Some of the results have been sprawl development, increasing health concerns, overburdened transportation and infrastructure systems, and increased pollution. The loss of land cover and vegetation to impervious surfaces, including buildings and pavement, also contributes to climate change—although not as significantly as the burning of fossil fuels. More recently, steps have been taken once again to build communities that are walkable and have a mix of uses, and that take advantage of materials and building techniques that have 180 of 800 less impact on the environment. To further this goal VISION 2040 has allocated the majority of the region’s employment and housing growth to Metropolitan Cities and Core Cities. The City of Federal Way is a Core City. Therefore, an important connection between VISION 2040 policies and the City’s land use policies is development of a regional growth center (Urban Center), referred to as the City Center Core in the FWCP. Designated centers are intended to attract residents and businesses because of their proximity to services and jobs, a variety of housing types, access to regional amenities, mass transit service, and other advantages. Centers are recognized for their benefits in creating compact, walkable communities that support transit and other services. Housing and jobs should be located in a manner that provides for easy mobility and accessibility. Countywide Planning Policies The 2012 CWPPs address changes to the GMA since its initial adoption in 1990 and reflect the regional direction established in VISION 2040. CWPPs provide a framework for both the county and its respective cities. Adherence to these policies ensures that plans within the county are consistent with one another. These policies address such issues as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. The overarching goal related to development patterns in the CWPPs is that growth in King County occurs in a compact, centers‐focused pattern that uses land and infrastructure efficiently and that protects rural and resource lands. It goes on to say that consistent with the GMA and VISION 2040; urban lands are intended to be the focus of future growth that is compact, includes a mix of uses, and is well‐served by public infrastructure. Urban lands also include a network of open spaces where ongoing maintenance is a local as well as a regional concern. 2.2 THE LAND USE CONCEPTPOTENTIAL ANNEXATION AREAS The City of Federal Way Potential Annexation Areas (PAAs) were established through a series of interlocal agreements between the City of Federal Way, King County, and neighboring South King County cities. As part of the Growth Management Act, areas within the King County Urban Growth Boundary are intended to be served by urban services. Potential Annexation Areas are unincorporated areas of King County within the Urban Growth Area (UGA). Federal Way’s PAAs are located adjacent to the city where the city is expected to provide public services and utilities following an annexation process. The city’s remaining potential annexation areas are located east of I-5 (see Map II-3). Based on a land use survey conducted in 2013, the land use designations for the PAAs are detailed in Figure LU-2. Prior to moving forward with any annexations actions, updated data should be collected and analyzed to understand the costs for the annexation. 181 of 800 Figure LU-2 (PAA Land Use Allocation) # Acres Camelot Star Lake Lakeland Parkway Jovita Residential 1 1,699.2 597.3 1,007.6 247.0 394.1 Residential 2 32.2 35.3 30.1 75.5 2.8 Commercial 2.8 6.9 12.8 3.3 0 Mixed Use – Non Centers 0 0 0 0 0 Mixed Use – Centers 0 0 0 0 0 Open Space, Parks & Recreation 67.6 61.1 88.6 7.5 0.1 Total 1,081.8 700.6 1,139.1 333.3 397.0 Source: 2015 King County Goal LUG PAA 1 Respect the character, integrity, and unique qualities of PAA neighborhoods through the annexation process. Policies LUP PAA 1.1 The City zoning designations for annexed properties should consider existing King County zoning designations and PAA growth targets; other City Goals and Policies of this Comprehensive Plan as part of the annexation process; and provide a variety of housing types. LUP PAA 1.2 Seek to expand the area of annexation proposals when such an expansion would serve to make City boundaries more regular or where the area to be served is a logical extension of City service capabilities and is within a defined potential annexation area. LUP PAA 1.3 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with nearby neighborhoods. Goal LUG PAA 2 The City shall work with King County to strategically annex identified Potential Annexation Areas. Policies LUP PAA 2.1 Prior to initiation of an annexation, an updated inventory shall be conducted to understand zoning, existing uses, and infrastructure conditions of the area under consideration. LUP PAA 2.2 The City shall be responsive to requests for annexation. LUP PAA 2.3 Ensure the ability of the annexation area or King County to pay the determined fair share of required services prior to annexation. 182 of 800 Federal Way’s existing land use pattern (the physical location of uses) exists as a result of development administered by King County until 1990 and subsequent development under Federal Way’s jurisdiction. As shown in Map II-3 (Generalized Existing Land Use) and Figure II-1 (Percent Gross Land Area by Existing Land Use), in December 2012, approximately 35 percent of Federal Way’s gross land area was developed as single- family development, 8 percent as multiple-family development, and 11 percent for office, commercial, and industrial uses. Updates to the FWCP will not substantially modify this land use pattern. Figure II-1 What will change is how various pieces of the land use pattern interact to achieve common land use goals. Figure II-2 depicts the land use concept. The land use concept is intended to facilitate the following: • Transformation of the retail core into an intensely developed City Center Commercial 5% Drainage 1% Industrial 2%Institutional 5% Multi- Family 8%Office 4% Open Space 7% Park 4% Recreation 1% Religious Services 1% Senior Housing 0% Single Family 35%Surface Water 3% Utilities 17% Vacant 7% Percent Gross Land Area by Existing Land Use Commercial Drainage Industrial Institutional Multi-Family Office Open Space Park Recreation Religious Services Senior Housing Single Family Surface Water Utilities Vacant Source: December 2012 City of Federal Way GIS Land Use Layer 183 of 800 that is the focus of civic activity which provides a sustainable balance of jobs and housing; • Preservation and enhancement of existing residential neighborhoods; • A network of parks, trails, open space areas and urban agricultural sites; • Healthy and active lifestyle opportunities for all residents. • Diversification of the City’s employment base by creating opportunities for employment growth; • New retail and service employment opportunities around the I-5/South 320th and I-5/SR 18 interchanges. • New opportunities for residential development near transit centers; • Convenient residentially scaled shopping for residential neighborhoods; • Housing in the City’s mixed-use commercial areas close to shopping and employment; • Redevelopment of “strip commercial” areas along major arterials into attractive, mixed-use corridors served by auto and transit; • Well-designed commercial and office developments; • Preservation of environmentally sensitive areas; and • Accommodation of adopted growth targets for households and jobs and PSRC growth projections. 184 of 800 Figure II-2 The Concept Plan Diagram Source: City of Federal Way 185 of 800 2.3 PROJECTED GROWTH & DEVELOPMENT CAPACITYGOALS & POLICIES This section contains the goals and policies of the Land Use Chapter of the Comprehensive Plan. Projected Growth According to the 2010 U.S. Census, 89,306 people called Federal Way home. As of April 2014, the population had grown to 90,147 (based on the Washington State Office of Financial Management [OFM] population estimates). Figure II-3 Population Projection, Federal Way Source: U.S. Census and Washington State of Financial Management Between incorporation in 1990 and April 2014, the City grew at an average rate of 1.39 percent per year. In 2014, Federal Way was the tenth largest city in the state and the fifth largest in King County. Based on PSRC’s projections, the population in 2031 is estimated to be 104,306 based on an average increase of 0.92 percent per year. By 2035, they estimate that the city population will be 107,057, which would equate to an average growth of 0.65 percent per year. Development Capacity and Targets The 1977 Buildable Lands amendment to the GMA required six Washington counties and the cities within them to measure their land supply (in acres) and land capacity (in 0 20000 40000 60000 80000 100000 120000 1980 1990 2000 2010 2020 2030 2040 Population Population 186 of 800 housing units and jobs). The intent is to ensure that these counties and cities have sufficient capacity, realistically measured, to accommodate forecasted growth. For the City of Federal Way, the adopted 2006-2031 targets are 8,100 new residential units and 12,300 new jobs. From 2006 to 2012, the City gained new housing units at a slower pace than preceding years. The City gained about 600 housing units by 2012. There is a remaining growth target of 7,500 housing units for 2031 and based on existing zoning, we have total capacity for 8,443 new housing units. Two-thirds of the City’s residential capacity is in the mixed-use zones, including the City Center. Between 2006 and 2012, the City experienced a slight job loss, like many South King County cities. The PSRC Covered Employment Data estimates that the City lost 628 jobs during that period. The loss occurred especially in commercial jobs; there was a very slight gain in industrial jobs during that period. However, we are starting to see an increase in job creation starting in 2013. Based on existing zoning, we have total capacity for more than 17,000 additional jobs, primarily in the mixed-use zones, including the City Center. Therefore, we have adequate capacity to accommodate the 12,300 new job target. 2.4 URBAN DESIGN AND FORM In addition to guiding development, the Land Use chapter also guides the quality and character of the City’s future development pattern through goals and policies related to the form, function, and appearance of the built environment. These goals and policies, related to quality development, serve and will continue to serve as a basis from which to develop appropriate implementation measures. Design guidelines, adopted in 1996, 1999, and 2003 are used as an integral component of the development review process. Design guidelines address location and type of pedestrian amenities and public spaces; pedestrian and vehicle circulation; building setbacks, orientation, form, and scale; landscaping; and mixed-use commercial/residential design. Goal LU G1 Create an attractive, welcoming and functional built environment. Support a land use framework and regulations that implement the goals of the Growth Management Act; are responsive to changes in state statutes; support VISION 2050 Regional Growth Strategy and King County Countywide Planning Policies;, include policies addressing environmental justice;, and provide sufficient actions to accomplish the goals and policies contained in this plan. Policies LU P1.1 Strongly discourage the spread of commercial zoning and uses into residentially-designated areas. Instead, strongly encourage the more intensive utilization of existing commercial and mixed-use areas for commercial purposes, mixed-residential use, and public activities. LU P1.2 Discourage speculative rezoning and require applicants provide market-based data and analysis to support rezoning requests. LUP1 Use development standards and design guidelines to maintain neighborhood 187 of 800 character and ensure compatibility with surrounding uses. LUP2 Use zoning regulations to achieve a greater range of housing options in multi- family designations. LUP3 Use design guidelines and performance standards to create attractive and desirable commercial, office and commercial/residential mixed-use developments. 2.5 DEVELOPMENT REVIEW PROCESS The Land Use chapter provides the policy foundation for implementing zoning and development regulations. In developing policy concerning future land use regulations, or revisions to existing regulations, every effort has been made to instill certainty and efficiency in the development process. Goal LUG2 Develop an efficient and timely development review process based on a public/ private partnership. Policies LUP4 Maximize efficiency of the development review process. LUP5 Assist developers with proposals by continuing to offer preapplication meetings in order to produce projects that will be reviewed efficiently. LUP6 Conduct regular reviews of development regulations to determine how to improve upon the permit review process. LUP7 Integrate and coordinate construction of public infrastructure with private development to minimize costs wherever possible. 2.6 CITYWIDE POLICIES Citywide policies apply to all FWCP designations. These general policies are intended to maintain the quality of the living and working environment and ensure that the interests, economy, and welfare of the community are considered. Policies LUP 8 Designate and zone land to provide for Federal Way’s share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. 188 of 800 LUP P91.3 Support Foster a diverse community comprised of neighborhoods that provide a range of housing options; a vibrant City Center; well designed and functioning mixed-use, commercial and office areas; and distinctive neighborhood retail areas. LU P1.4 The Federal Way Revised Code shall include a process and standards for siting essential public facilities. LU P1.5 Land use decisions shall not exacerbate environmental health disparities. LU P1.6 Track progress toward increasing health equity and ensuring environmental justice throughout the city. Goal LU G2 Develop an efficient, predictable, transparent, fair, and timely development review process. Policies LU P2.1 Maximize efficiency and predictability of the development review process and conduct regular reviews of development regulations to determine how to improve upon the permit review process. LU P2.2 Assist developers with proposals by continuing to offer preapplication meetings in order to produce projects that will be reviewed efficiently. LU P2.3 Integrate and coordinate construction of public infrastructure with private development to minimize costs wherever possible. LU P2.4 Look to incorporate new technologies to improve permit processing times. LU P2.5 Ensure noticing of land use decisions is inclusive and accessible to all members of the community. LU P2.6 Consider and minimize potential impacts due to displacement resulting from land use decisions. LUP 10 Support the continuation of a strong residential community. LUP 11 Evaluate household and employment forecasts on a periodic basis to ensure that land use policies based on previous assumptions are current. LUP 12 Distribute park, urban agricultural sites, and recreational opportunities equitably throughout the City. 189 of 800 2.7 LAND USE DESIGNATIONS The land use designations in the FWCP recognize the relationships between broad patterns of land uses. The designations set forth locational criteria for each specific class of uses consistent with the long-term objectives of the FWCP. These designations provide the purpose and intent for specific zoning districts. The location of comprehensive plan land use designations are shown on the Comprehensive Plan Designations Map (Map II-1). Residential Areas Single Family Federal Way is known for its quality single-family neighborhoods. This section contains goals and policies that will shape future development and protect or improve the character and livability of established neighborhoods. The demand for and development of single-family housing is expected to continue for the foreseeable future. Single-family development will occur as in-fill development of vacant lots scattered throughout existing neighborhoods and as subdivisions on vacant tracts of land. Single Family Low Density The Single Family Low Density designation continues the historic application of low density zoning (Suburban Estates, one unit per five acres) in order to retain larger urban lots. This designation is appropriate on or near critical areas, in areas lacking urban level services and infrastructure, and to retain areas that have unique area-wide circumstance. There are two notable locations: Spring Valley, located in the southern portion of the City; and along Puget Sound near Dumas Bay in the vicinity of Camp Kilworth and the Palisades Retreat property. Moreover, the application of low density zoning is appropriate as a buffer between adjacent land use designations of higher densities. Upon provision of urban services, such as water and sewer, an increase in density may be warranted. Single Family Medium Density The Single Family Medium Density designation creates urban lots with a density range of one to three dwelling units per acre to avoid developing on or near environmentally sensitive areas or areas that lack urban infrastructure. The Single Family Medium Density designation can be found along the Puget Sound shoreline and south of South 356th Street, both east and west of SR 99. Lot sizes of 35,000 and 15,000 square feet provide for a transition in density between land designated as Single Family High Density Residential and Single Family Low Density Residential. Upon provision of urban services, such as water and sewer, an increase in density may be warranted. The relatively large lot sizes along the Puget Sound shoreline areas are appropriate due to geological features, including steep slopes and landslide hazards commonly associated with marine bluffs. This area of lower density zoning occurs on both the east and west sides of 1st Avenue South, south of South 356th Street. However, there are major environmental and ownership differences between the two areas. The area east of 1st 190 of 800 Avenue South is characterized by the Hylebos Wetlands and associated streams. In addition, there are many parcels that are either publicly owned or are intended as wetland mitigation for development elsewhere in the drainage basin. Therefore, based on the relative absence of environmental constraints and the future availability of public services in the area west of 1st Avenue South, an increase in density may be warranted. Single Family High Density A majority of the single-family residential land in the City is designated as Single Family High Density, which is equivalent to RS 9.6 (one unit per 9,600 square feet), RS 7.2 (one unit per 7,200 square feet), and RS 5.0 (one unit per 5,000 square feet) zoning districts respectively, and provide for a range of housing densities. Single Family High Density residential designations are located within close and convenient proximity to neighborhood business centers, areas of existing or future employment, transit, and existing urban infrastructure and services. Future Single Family High Density development should have good access to collector and arterial streets. Goals LU G3 Periodically update the city inventory of buildable land capacity and evaluate development activity and achieved densities to ensure that the city is able to meet its regionally-adopted housing and employment targets over the next 20 years as well as the criteria for the city’s centers. LUG3 Preserve and protect Federal Way’s single-family neighborhoods. LUG3.1 Provide a wide range of housing densities and types in the single-family designated areas. Policies LU P3.1 Designate and zone land to provide for Federal Way’s share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. LU P3.2 Accommodate a majority of the cCity’s growth in the Regional Growth Center and Countywide Center. LU P3.3 Evaluate household and employment inventory and forecasts on a periodic basis to ensure that land use policies and regulations based on previous assumptions remain relevant. Goal LU G4 Preserve and protect Federal Way’s neighborhoods. Policies LUP P134.1 Maintain and protect the character of existing single-family neighborhoods through strict enforcement of the cCity’s land use regulations. 191 of 800 LU P4.2 Support the continuation of a strong residential community. LU P 144.3 Protect residential areas from impacts of adjacent non-residential uses. LUP 15 Revise existing land use regulations to provide for innovation and flexibility in the design of new single-family developments and in-fill. LUP 16 Encourage the development of transportation routes and facilities to serve single-family neighborhoods. Special attention should be given to pedestrian circulation. LUP 17 Encourage the development of parks and the preservation of open space in and adjacent to residential areas to provide adequate recreational opportunities and preserve the natural setting of Federal Way. LUP 18 Continue to consider special development techniques (e.g., lot size averaging, cottage housing, accessory dwelling units, townhomes, duplexes, and planned unit developments) in single-family areas provided they result in residential development consistent with the quality and character of existing neighborhoods. LUP 19 Preserve site characteristics that enhance residential development (trees, water-courses, vistas, and similar features) using site planning techniques such as clustering, planned unit developments, and lot size averaging. Multi-Family The multi-family residential land use designation represents an opportunity to provide a range of housing types to accommodate anticipated residential growth. The increase in population, aging population, increasing diversity, decline in average family size, and high cost of single-family homes have created heavy demand for new housing types. The Land Use chapter encourages the development of housing types, such as duplexes, townhouses, senior housing, quality apartment units and condominiums in existing multi- family areas and within mixed-use development in commercial areas. During the 1980s, the City’s landscape changed, as a number of large apartment complexes were constructed. These apartments, often built without regard to scale or amenities, created a general dissatisfaction with the appearance of multi-family development. In 1999, the City amended its Community Design Guidelines to address the appearance and character of multi- family dwelling units. Incentives for creating desired development such as duplexes and townhouses should be considered. Multi- Family uses in large part are in areas currently zoned for multi-family development. Designations of 3600, 2400, and 1800 square feet per dwelling unit, corresponding to densities of 12, 18, and 24 dwelling units per acre respectively, will continue to be used. Opportunities for new development will occur through redevelopment and build-out of remaining parcels. In May 2007, the City adopted regulations governing zero lot-line townhouse development and small lot single-family housing in the multiple-family zoning districts. 192 of 800 Goal LU G45 Provide a wide complete range of housing types land uses and densities commensurate with market demand, adopted housing targets, and to ensure the community’s needs and preferences achieves the diversity needed to be a vibrant community. Policies LU P 205.1 Allow and encourage a variety of multi-family housing types in designated commercial areas, especially in the City Center Core and City Center Frame areas. LUP 21 Support multi-family development with transportation and capital facilities improvements. LUP 22 Multi-family residential development should be designed to provide privacy and common open space. Variations in facades and rooflines should be used to add character and interest to multiple-family developments. LUP 23 Encourage the establishment of street patterns and amenities that encourage walking, bicycling, and transit use. Commercial Designations Existing commercial areas are predominantly auto-oriented and characterized by one- story low intensity development. 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. General Policies for Commercial, Office, and Commercial Enterprise The following apply to all commercial, office, and commercial enterprise designations. In some instances, specific goals and policies may follow a specific land use designation. Policies LU P 245.2 Provide employment and business opportunities by allocating adequate land for commercial, office, and industrial development. LU P5.3 Distribute park, urban agricultural sites, and recreational opportunities equitably throughout the city. LU P5.4 Establish development regulations that allow for healthy food resources, such as urban agriculture and food banks as a permitted use, and provide for on-site 193 of 800 sale and delivery of healthy foods where appropriate on public and private property. LU P5.5 Continue to consider special development techniques (e.g., lot size averaging, cottage housing, accessory dwelling units, townhomes, duplexes, and planned unit developments) in single-family areas provided they result in residential development consistent with the quality and character of existing neighborhoods. LUP 26 Provide for a mix of commercial and residential uses in most commercial areas. LUP 27 Use design and performance standards to integrate multi-family development into commercial developments as commercial/ residential mixed-use development. Performance standards should focus on scale, appearance, and compatibility. LUP 28 Use Community Design Guidelines to promote common open space, public art, and plazas in commercial/residential mixed-use, and office developments. LUP 29 Ensure compatibility between non-residential developments and residential zones by regulating height, scale, setbacks, and buffers. LUP 30 Use Community Design Guidelines to encourage quality design and pedestrian and vehicle circulation in office, commercial, and industrial developments. LUP 31 Use Community Design Guidelines to encourage commercial development to locate along street edge (where deemed appropriate) to provide pedestrian street access and interest. Provide pedestrian access between developments and to transit stations. LUP 32 Consider adopting Form-based codes as a tool to create a predictable public realm and appropriate form and scale for new development and redevelopment. LUP33 Identify and designate streets where on-street parking can be safely provided without unduly slowing traffic flow or jeopardizing traffic safety. LUP34 Provide developer incentives for inclusion of housing in commercial projects at appropriate locations. Commercial Enterprise The Commercial Enterprise (CE) designation was developed from the former Business Park (BP) designation, in order to meet changing market conditions, as indicated by City market studies and by numerous rezone requests. The CE designation is primarily intended to capture the demand for a diverse mix of industrial, office, and retail sales and services, arrayed in well integrated, high quality developments. Housing is not contemplated for this designation. The CE designation encompasses areas located generally south of South 339th Street, north of South 359th Street, and west of the Interstate-5/SR-18 interchange. Presently, these 194 of 800 areas are characterized by bulk/big box retailers such as Costco and Home Depot; “destination” retail/commercial centers such as Federal Way Crossings and Marketplace; and light manufacturing and warehouse uses; whose convenient access to Interstate-5 and Highway 18 provide a natural location for such development. The area also includes some large undeveloped and underdeveloped parcels. Goal LU G56 Develop a quality commercial enterprise environment areas characterized by a viable, vibrant, and attractive mix of commercial, retail, office, industrial, and supportive uses and utilize locational and design criteria to ensure compatibility between uses. Policies LUP35 Allow a broad range of commercial, retail, office, industrial, and supportive uses to meet the needs of workers and consumers, in well integrated, well- functioning, high quality developments. LUP36 P6.1 Require commercial development to be compatible and well integratedwell-integrated into its surroundings and adjacent zones through site and building design and development standards that reduce or eliminate land use conflicts and nuisance impacts; ensure project aesthetics; promote sharing of public facilities and services; and improve vehicular and pedestrian traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. LUP37 Allow general and specialty retail uses that serve the needs of people employed or residing in the local area, as well as “destination” retail and wholesale businesses that may serve a broader consumer base vis-à-vis the area’s convenient access to Interstate 5 and Highway 18. LUP P386.2 Do not allow Consider minimizing impacts from traffic flows, loading bays, and outdoor storage for heavy industrial uses during the site plan review process. on properties that adjoin residential zones. Community Business The Community Business designation encompasses two major retail/commercial areas along the SR-99 corridor, including the segment generally between South 272nd Street and South 312th Street, and the segment between South 324th Street and approximately South 339th Street. Presently, these areas are characterized by a wide range of development types and appearances, including older, single-story developments that provide excellent redevelopment opportunities. This designation also includes the property located at the northwest corner of 1st Avenue South and SW Campus Drive, which is subject to a concomitant development agreement. In addition, there is a Community Business designation on the southwestern corner of 1st Avenue South and SW Campus Drive. The Community Business designation may be appropriate in other commercial nodes that have grown or are growing past the scale of the 195 of 800 Neighborhood Business designation. The Community Business designation allows a broad mix of uses, including general, specialty, and service retail; commercial; office; commercial/residential mixed- use; and supportive uses. This designation envisions mid-rise (three to seven stories), high quality developments containing a vibrant and compatible mix of well integrated and designed pedestrian-oriented and auto-oriented uses. Goal LUG6 Transform Community Business areas into vital, attractive, areas with a mix of uses that appeal to pedestrians, motorists, and residents, and enhance the community’s image. Policies LUP 39 Encourage transformation of the Pacific Highway (SR-99) Community Business corridors into quality retail/commercial mixed use areas, designed to integrate auto, pedestrian, and transit circulation, and to improve traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. Continue to utilize Community Design Guidelines to ensure quality site and building design and functional and aesthetic compatibility between uses. Integration of pedestrian amenities and open space into retail and office development should also be encouraged. LUP 40 Encourage a range of pedestrian-oriented retail, while continuing to accommodate auto-oriented retail uses, and provide supportive uses to meet the needs of residents and employees in the area. Neighborhood Business There are 14 various sized nodes of Neighborhood Business located throughout the City. These nodes are areas that provide retail and/or services to adjacent residential areas. The FWCP recognizes the importance of architectural and site design guidelines to provide compatibility between neighborhood business areas and adjacent neighborhoods. Neighborhood Business areas are intended to provide convenient goods (e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and neighborhood scale close to adjacent residential uses. Developments combining residential and commercial uses provide a convenient living environment within these nodes. In the future, attention should be given to design features that enhance the appearance or function of these areas. Improvements may include sidewalks, open space and street trees, and parking either on street or oriented away from the street edge. The function of neighborhood business areas can also be enhanced by safe pedestrian, bicycle, and transit connections to surrounding neighborhoods. The need to address expansion or intensification may occur in the future depending on population growth. Future neighborhood business locations should be carefully chosen and sized to meet the needs of adjacent residential areas. Chapter 12 of the FWCP, “The Twin Lakes Commercial District Sub-Area Plan,” addresses the Neighborhood Business zone centered on Campus Drive SW and SW 21st Avenue more specifically. 196 of 800 Goal LU G7 Provide land use regulations that allow for the flexibility and creativity of good design and the incorporation of sound planning principles.neighborhood and community scale retail centers for the City’s neighborhoods. Policies LU P7.1 Use Community Design Guidelines and other tools to promote common open space, public art, and plazas in commercial/residential mixed-use, and office developments. LU P7.2 Use Community Design Guidelines and other tools to require commercial development to locate along the street edge (where deemed appropriate) and to provide pedestrian street access and interest. Provide direct pedestrian access and implement ADA requirements to the extent feasible, between developments and transit routes. LU P7.3 Use development standards and design guidelines to maintain neighborhood character and ensure compatibility with surrounding uses. LU P7.4 Use design guidelines and performance standards to create attractive and desirable commercial, office, and commercial/residential mixed-use developments. LU P7.5 Regularly audit existing land use regulations to provide for innovation and flexibility in the design of new developments. LU P7.6 Use design and performance standards to integrate multi-family development into commercial developments as commercial/ residential mixed-use development. Performance standards should focus on scale, appearance, and compatibility. LU P7.7 Revise existing land use regulations to provide for innovation and flexibility in the design of new single-family developments and in-fill. LUP 41 Integrate retail developments into surrounding neighborhoods through attention to quality design and function. LUP 42 Encourage pedestrian and bicycle access to neighborhood shopping and services. LUP 43 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with the neighborhood. LUP 44 Retail and personal services should be encouraged to group together within planned centers to allow for ease of pedestrian movement. 197 of 800 LUP 45 Neighborhood Business centers should consist of neighborhood scale retail and personal services. LUP 46 Encourage commercial/residential mixed-use development in Neighborhood Business designations. LUP 47 Support the provision of transit to Neighborhood Business areas. LUP 48 In designating new or expanding existing Neighborhood Business centers, the adjacent zoning and land use shall be carefully considered. New Neighborhood Business centers are most appropriately located adjacent to multi- family and high-density single-family residential areas. Commercial Recreation The Commercial Recreation designation acknowledges the unique recreational opportunity associated with the Wild Waves property. Wild Waves is an indoor/outdoor amusement facility most noted for its water park. A pre-annexation concomitant development agreement has established the comprehensive plan designation and zoning (Office Park-4) specifically for Wild Waves. Office Federal Way is well known for its quality office parks. Developments within the East and West Campus areas embody good design and are representative of desired future office park development. Office park development in West Campus has been complemented by the Weyerhaeuser Corporate Headquarters in East Campus. In 2014, the Weyerhaeuser Company announced that they plan to relocate their headquarters to Seattle in 2016. The City recognizes the opportunity presented by this large, well situated campus-like property. The City will work with the seller, future owner(s), and the surrounding community to realize the property’s potential, while maintaining compatibility with surrounding uses. Professional Office The Professional Office designation is intended to allow for well-designed small-scale office development compatible with adjacent residential neighborhoods. Office Park The Office Park designation includes the conventional OP zone as well as the OP-1, 2, and 3 zones, which are located in East Campus and governed by a pre-annexation concomitant development agreement between the City of Federal Way and the East Campus property owner(s). The Office Park designation emphasizes high quality office development that allows for a mix of office and compatible light manufacturing type activities. This classification also permits a limited amount of retail and warehouse support services. Corporate Park The Corporate Park designation applies to the Weyerhaeuser Corporate Campus generally located east of Interstate Highway 5. The property is a unique site, both in terms of its development capacity and natural features. Development standards and conditions for the Corporate Park designation are unique to Weyerhaeuser’s property and are outlined in a 198 of 800 pre-annexation concomitant development agreement between the City and the Weyerhaeuser Company. The agreement governing the Corporate Park designation allows for a wide variety of uses, including, but not limited to, corporate offices, parks, production and light assembly of goods, conference center, warehousing and distribution, and forest uses. Accessory uses such as banking and financial services, restaurants, retail, and helistops are also allowed. This zoning presents unique opportunities for development. The City will evaluate how the property can best be utilized going forward. Goals LU G8 Coordinate with local and regional partners in land use planning. Create office and corporate park development that is known regionally, nationally, and internationally for its design and function. LUG9 Work collaboratively to evaluate and realize the potential of the (former) Weyerhaeuser properties in East Campus. Policyies LU P8.1 Coordinate with adjacent jurisdictions, the tribes, and affected agencies to ensure local land use decisions take into consideration the potential impacts beyond the city’s boundaries. LU P8.2 Coordinate with local and regional organizations to promote local farmers markets. LUP 49 In the East Campus Corporate Park area, encourage quality development that will complement existing uses and take advantage of good access to I-5, Highway 18 and future light rail as well as proximity to the City Center. Goal LU G9 PAA 1 Respect the character, integrity, and unique qualities of PAA neighborhoods through the annexation process. Policies LU P9.1 PAA 1.1 The Ccity zoning designations for annexed properties should consider existing King County zoning designations and PAA growth targets; other Ccity Goals and Policies of this Comprehensive Plan as part of the annexation process; and provide a variety of housing types. LU P9.2 PAA 1.2 Seek to expand the area of annexation proposals when such an expansion would serve to make Ccity boundaries more regular or where the area to be served is a logical extension of Ccity service capabilities and is within a defined potential annexation area. LU P9.3 PAA 1.3 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with nearby neighborhoods. 199 of 800 Goal LU G10 PAA 2 The Ccity shall work with King County to strategically annex identified Potential Annexation Areas. Policies LU P10.1 PAA 2.1 Prior to initiation of an annexation, an updated inventory shall be conducted to understand zoning, existing uses, and infrastructure conditions of the area under consideration. LU P10.2 PAA 2.2 The Ccity shall be responsive to requests for annexation. LU P10.3 PAA 2.3 Ensure the ability of the annexation area or King County to pay the determined fair share of required services prior to annexation. City Center City Center Core The intent of establishing the City Center Core is to create a higher density, mixed-use designation where office, retail, government uses, and residential uses are concentrated. Other uses such as cultural/civic facilities and community services will be highly encouraged. City Center Frame The City Center Frame designation will have a look and feel similar to the Core and will provide a zone of less dense, commercial/residential mixed-use development physically surrounding a portion of the City Center Core. Together, they are meant to complement each other to create a “downtown” area. A more detailed description, along with goals and policies regarding the City Center Core and Frame, can be found in the City Center chapter. 2.8 HEALTHY FOOD ACCESS: URBAN AGRICULTURE Purpose Healthy food resources such as farmers markets, community gardens, pea patches, and urban farms provide public health and economic, social, and environmental benefits for the community. Many of these uses will be located in residential zones; therefore, it is important to ensure that the residential nature of existing neighborhoods is not negatively impacted by noise, odor, stormwater runoff, or traffic that could potentially be generated by an urban agriculture use. 200 of 800 Urban agriculture in Federal Way supports and encourages healthy and active lifestyles through a wide range of activities such as raising, cultivation, processing, marketing, and distribution of food in urban areas. Urban agriculture is sustainable as it contributes to quality of life by providing opportunities for community building and encourages social interaction for Federal Way’s diverse population. In addition, urban agriculture activities can contribute to the local economy by providing opportunities for residents to start and grow businesses such as urban farms and cottage food processing as well as by being a good steward of our environment. These policies are intended to increase access to healthy food choices for all Federal Way residents. Goal LUG 10 Provide access to healthy food resources for all residents through opportunities for urban agricultural activities, such as farmers markets, farmstands, community supported agriculture (CSA)1 drop-off sites, community gardens, pea patches, school gardens, home gardens, and urban farms. Policy LUP 50 Establish development regulations that allow for healthy food resources, such as urban agriculture and food banks as a permitted use and provide for on- site sale and delivery of healthy foods, on public and private property, where appropriate. Goal LUG 11 Encourage and support farmers’ market opportunities that are accessible to all residents. Policies 1 Community-supported agriculture (CSA) is a food production and distribution system that directly connects farmers and consumers. Consumers buy “shares” in a farm’s harvest in advance. The term “CSA” is also used to refer to an individual farm’s CSA program. Urban Agriculture in Federal Way Community gardens School gardens Home gardens Pea- patches Urban farms Farmstands Farmers markets Cottage food processing CSA drop- off sites Source: City of Federal Way 201 of 800 LUP 51 Establish development regulations that allow for farmers markets as a permitted use on public and private property, where appropriate. LUP 52 Encourage farmers market to accept public benefits such as food stamp electronic benefit cards, senior farmer market vouchers, and Women, Infant, Children (WIC) benefits. LUP 53 Coordinate with local and regional organizations to promote local farmers markets. Goal LUG 12 Promote urban agriculture activities through existing and new programming and partnerships. Policies LUP 54 Encourage and support the use of public lands for urban agricultural activities by establishing criteria for assessing suitable sites. LUP 55 Where appropriate, support joint-use agreements for publicly or privately owned sites for uses such as urban farms, community gardens, and pea patches. LUP 56 Consider development incentives, grants, and other funding sources to support development of urban agriculture sites and programming. 2.9 ESSENTIAL PUBLIC FACILITIES Essential public facilities include those facilities that are typically difficult to site, such as airports, state or regional transportation systems, correctional facilities, and mental health facilities. Pursuant to the GMA, no comprehensive plan can preclude the siting of essential public facilities and each should include a process for siting essential public facilities. The GMA includes these provisions because siting certain public facilities has become difficult due to the impacts many of these facilities have on the community. Title 19 of the Federal Way Revised Code (FWRC) defines essential public facilities and provides a land use process for siting them. Goal LUG13 Ensure the City complies with legal mandates to allow the siting of Essential Public Facilities. Policy LUP59 The FWRC shall include a process for siting essential public facilities. 202 of 800 2.10 PHASING Phasing focuses growth to those areas where public investments for services are targeted. By doing so, these areas become more attractive for development. Consistent with the CWPPs, Federal Way proposes to use a tiered system for accommodating future growth. The primary purpose of this technique is to assure a logical sequence of growth outward from developed areas. The City can influence phasing by choosing where and when to make strategic capital facility investments. Phased growth will promote efficient use of land by: • Reducing taxpayers costs by locating new development nearest to existing urban services; • Adding predictability to service and facility planning; • Reducing commuter miles and protecting air quality by locating housing and jobs near each other; • Encouraging in-fill and redevelopment where environmental impacts have already occurred; and • Reserving land for future parks and open space. Policies LUP60 Establish priority areas for public facility and service improvements, especially for transportation based on an adopted Capital Facilities Plan (CFP) and Transportation Improvement Program (TIP). Priority areas should be located where public facility and service improvements would effectively advance Federal Way’s growth vision. Priority areas will shift over time as improvements are installed and an acceptable level of service is attained. LUP61 When and where service deficiencies are identified, the City, along with service providers, will develop capital improvement programs to remedy identified deficiencies in a timely fashion or will phase growth until such programs can be completed. LUP62 Work with King County through an interlocal agreement to assign phasing to the City’s PAA. 2.11 INCENTIVES Incentives shall be used to direct development activity to desired locations, and to encourage the type and character of desired development. The City has adopted a Housing Tax Exemption for multi- family housing in the City Center and a Planned Action SEPA for a portion of the City Center. Incentives can play an important role in the development of the City Center and must be substantial enough to influence market 203 of 800 conditions by making them attractive to the development community. Policies LUP 63 Develop incentives to encourage desired development in commercial areas, especially in the City Center Core and Frame. LUP 64 Consider incentives for desired types of multi-family residential development (townhouses, duplexes, etc.). 2.12 HISTORIC RESOURCES Historic preservation involves the identification, maintenance, renovation, and reuse of buildings and sites important to a community’s history. Buildings or sites may be associated with a particular style or period in the community’s past, or with historic or significant historic events or persons. Historic preservation to date has largely been undertaken by the Historical Society of Federal Way. Historic preservation is listed as the 13th goal in the GMA which encourages jurisdictions to, “Identify and encourage the preservation of lands, sites, and structures, that have historical or archaeological significance.” Goal LUG 14 Use historic resources as an important element in the overall design of the City. Policies LUP 65 Identify vista points and historic buildings for preservation. LUP 66 Develop a process to designate historic landmark sites and structures. Use developer incentives or other mechanisms to ensure that these sites and structures will continue to be a part of the community. LUP 67 Recognize the heritage of the community by continuing to name (or rename) parks, streets, and other public places after major figures and/or events. LUP 68 Zoning should be compatible with and conducive to continued preservation of historic neighborhoods and properties. LUP 69 Safeguard and manifest Federal Way’s heritage by preserving those sites, buildings, structures, and objects which reflect significant elements of the City’s history. LUP 70 Work with the Historical Society of Federal Way to come up with a methodology to catalog historic sites using the City’s geographic information system. LUP 71 Undertake an effort to publicly commemorate historic sites. LUP 72 The City shall continue to work with the Historical Society of Federal Way 204 of 800 towards attainment of historic resource policies. 2.13 IMPLEMENTATION The following actions are recommended to implement the policy direction outlined in this chapter. Implementation will occur over time and is dependent on resources available to the City and community, level of private investments, and market conditions. The following items are not listed in order of importance or preference. Many of the implementation strategies identified in the past comprehensive plans have already been completed. Subarea Plans Over the years, citizens from various areas of the City have come forth to testify before the Planning Commission and City Council regarding their neighborhood or business area. Development of subarea plans can lead to area specific visions and policies. This type of specific planning, developed with citizen input and direction, can lead to improved confidence and ownership in the community. Areas where subarea planning should be considered include: SR-99 Corridor, South 348th Street area, and the South 356th area. Incentives Develop an incentives program, for both residential and commercial development. Incentives should be substantial enough to attract development and should be used to create affordable and desired types of housing and to encourage development within the City Center. Capital Facility Investment Invest in capital facilities in areas where development and redevelopment is intended to be directed. Table II-3 Land Use Classifications Comprehensive Plan Classification Zoning Classification Single Family – Low Density Residential Suburban Estates (SE), one dwelling unit per five acres Single Family – Medium Density Residential RS 35,000 & 15,000 Single Family – High Density Residential RS 9600, 7200, 5000 Multiple Family Residential RM 3600, 2400, 1800 205 of 800 City Center Core City Center Core City Center Frame City Center Frame Office Park Office Park, Office Park 1, 2, & 3 Professional Office Professional Office Community Business Community Business Commercial Enterprise Commercial Enterprise Neighborhood Business Neighborhood Business Corporate Park Corporate Park-1 Commercial Recreation Office Park-4 Open Space & Parks A variety of zoning is assigned. 2.4 MAPS 206 of 800 207 of 800 208 of 800 209 of 800 210 of 800 211 of 800 CHAPTER THREE TRANSPORTATION 3.0 INTRODUCTION & VISION _________________________________ 1 3.1 POLICY BACKGROUND ____________________________________ 2 State Policies _____________________________________________ 2 Regional Policies __________________________________________ 3 3.2 THE TRANSPORTATION CONCEPT _________________________ 3 How Do People Travel? ____________________________________ 6 3.3 EXISTING CONDITIONS ____________________________________ 8 Introduction to the Layered Network ________________________ 8 Transportation Level of Service _____________________________ 8 Street and Highway System ________________________________ 9 Non-Motorized __________________________________________ 20 Transit __________________________________________________ 32 Freight and Goods________________________________________ 39 Transportation System Management (TSM) _________________ 43 3.4 FUTURE TRANSPORTATION VISION _______________________ 46 Future Travel ____________________________________________ 47 Project Prioritization _____________________________________ 48 Regional Growth Center Mode Share Goal __________________ 54 High-Occupancy Vehicle (HOV) ___________________________ 54 Non-Motorized __________________________________________ 54 Transit __________________________________________________ 62 Centers__________________________________________________ 64 Freight and Goods________________________________________ 64 Transportation System Management _______________________ 65 212 of 800 3.5 NEAR-TERM AND LONG-TERM PROJECTS _________________ 67 3.6 FINANCING AND IMPLEMENTATION ______________________ 73 Financing _______________________________________________ 73 Estimates of Revenue _____________________________________ 76 Future Revenues for Transportation Capital Projects _________ 78 Transit Funding __________________________________________ 79 3.7 GOALS AND POLICIES ____________________________________ 79 MAPS Map III-1, Existing Significant Streets and Highways 5 Map III-2, Functional Classification of Existing and Planned Streets and Highways 12 Map III-3, Existing and Planned Traffic Signals 15 Map III-4, 2023 Traffic Volumes 16 Map III-5, 2023 Weekday PM Peak Congested Streets and Intersections 19 Map III-6, Bicycle and Pedestrian Priority Network 23 Map III-7, Existing Bicycle Facilities 25 Map III-8, Existing Bicycle Level of Service 27 Map III-9, Existing Pedestrian Facilities 29 Map III-10, Existing Pedestrian Level of Service 31 Map III-11, Existing Transit Routes 34 Map III-12, Existing Truck Routes 42 Map III-13, 2044 Weekday PM Peak Congested Streets and Intersections 51 Map III-14, 2044 Planned Bicycle Facilities 56 Map III-15, Planned Pedestrian Facilities 57 Map III-16, 2044 Future Bicycle Level of Service 59 Map III-17, 2044 Future Pedestrian Level of Service 60 Map III-18, Transit Priority Corridors 62 Map III-19, 2024-2044 Capital Improvement Plan 73 213 of 800 APPENDIX Appendix III-A. ITS Master Plan Appendix III-B. Transportation System Management Summaries ACRONYMS ATC Advanced Traffic Controller ADA Americans with Disabilities Act BPA Bonneville Power Administration CIP Capital Improvement Program CMS Changeable Message Signs CCTV Closed Circuit Television Cameras CTR Commute Trip Reduction DART Dial-A-Ride Transit EMS Extinguishable Message Signs FHWA Federal Highway Administration FWCP Federal Way Comprehensive Plan GMA Growth Management Act HOV High-Occupancy Vehicles HAR Highway Advisory Radio METRO King County Metro Transit LOS Level of Service MMLOS Multimodal Level of Service PSRC Puget Sound Regional Council RMS Ramp Metering Systems RCW Revised Code of Washington RWIS Roadway Weather Information Systems SOV Single-Occupant Vehicle SEPA State Environmental Protection Act SR State Route TMS Traffic Monitoring Station TDM Transportation Demand Management TIP Transportation Improvement Program TSM Transportation Systems Management VMT Vehicle Miles Traveled v/c Vehicle-to-Capacity WAC Washington Administrative Code WSDOT Washington State Department of Transportation 214 of 800 3.0 INTRODUCTION & VISION Introduction The Transportation chapter of the Federal Way Comprehensive Plan (FWCP) establishes a framework for providing a future transportation system (facilities and services) that supports anticipated land use described in Chapter 2. This chapter focuses on actions and investments needed to create and manage the transportation infrastructure and services to accommodate future growth assumptions. The City of Federal Way continues to enhance the vibrancy of its community for living, working, and playing. The new public facilities, trails, and roadway investments contribute toward a vibrant downtown that the City will continue to enhance. This Transportation chapter will guide efforts to enhance mobility and safety for all modes of travel in Federal Way through 2044. The process of providing a transportation system involves numerous agencies at the local, state, and national levels. The cycle of providing a system involves planning, change approval, funding, implementing, operating, maintenance, monitoring, and administering the elements of the system. Also, some of the transportation system is provided by other agencies, such as King County Metro Transit (Metro), Sound Transit, Pierce Transit, and the Washington State Department of Transportation (WSDOT). Where possible, the City partners with these agencies to improve mobility and safety. Vision W e l c o m e t o C i t y 215 of 800 3.1 POLICY BACKGROUND State and county transportation policies provide a statutory framework for the development of City land use policies. It is important to consider state and county level policies when developing the Transportation Element because they can help guide the development of transportation-supportive policy and investment. State Policies The Growth Management Act states that, “…a lack of common goals expressing the public’s interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state” (RCW 36.70A.010). The Growth Management Act provides a framework for content and adoption of local comprehensive plans. The Growth Management Act provides 15 goals to be, “…used exclusively for the purpose of guiding development of comprehensive plans, development regulations, and, where specified, regional plans, policies, and strategies.” A number of the Growth Management Act goals pertain to transportation: • Transportation – Encourage efficient multi-modal transportation systems that will reduce greenhouse gas emissions and per capita vehicle miles traveled, and are based on regional priorities and coordinated with county and city comprehensive plans. • Open Space and Recreation – Retain open space and green space, enhance recreational opportunities, enhance fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. • Environment – Protect and enhance the environment and enhance the state’s high quality of life, including air and water quality and the availability of water. • Public Facilities and Services – Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. • Climate Change and Resiliency – Ensure that comprehensive plans, development regulations, and regional policies, plans, and strategies under RCW 36.70A.210 and chapter 47.80 RCW adapt to and mitigate the effects of a changing climate; support reductions in greenhouse gas emissions and per capita vehicle miles traveled; prepare for climate impact scenarios; foster resiliency to climate impacts and natural hazards; protect and enhance environmental, economic, and human health and safety; and advance environmental justice. 216 of 800 Regional Policies The Puget Sound Regional Council’s VISION 2050 and the 2021 King County Countywide Planning Policies, both required by the Growth Management Act, provide a regional framework to achieve the goals of the Growth Management Act. VISION 2050 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the Puget Sound Regional Council (PSRC) in 2020. VISION 2050’s Regional Transportation Plan provides a framework for long-range transportation planning by emphasizing transportation investments that offer greater mobility options, alternatives to driving alone, and lower transportation-related energy consumption. The 2021 King County Countywide Planning Policies address changes to the Growth Management Act since its initial adoption in 1990 and reflect the regional direction established in VISION 2050. The countywide policies provide a framework for both King County and its respective cities, such as Federal Way. Adherence to these countywide policies ensures that city plans are consistent with one another. These policies address issues such as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. In addition, the King County Countywide Planning Policies call for minimizing air pollution and greenhouse gas emissions through supporting mass transit, encouraging non-motorized modes of travel, and reducing trip lengths. Policies contained in this comprehensive plan have been prepared to implement VISION 2050 and the King County Countywide Planning Policies as they apply to the City. This chapter must be consistent with both VISION 2050 and the King County Countywide Planning Policies. By implementing the goals in Section 3.7, the Transportation Chapter is consistent with VISION 2050 and the 2021 King County Countywide Planning Policies direction. 3.2 THE TRANSPORTATION CONCEPT Federal Way is primarily situated between Puget Sound and Interstate-5; see Map III-1, Existing Significant Streets and Highways. State Route 99 (SR 99), a Highway of Statewide Significance, parallels I-5 through the eastern part of the City. The connections of SR 18, a major east-west corridor and Highway of Statewide Significance, with SR 99, SR 161, and I-5 are closely spaced within the City. These routes experience traffic congestion regularly. Traffic incidents 217 of 800 occurring along these routes greatly impact transportation conditions for people traveling within the City and connecting between Tacoma, Des Moines, Seattle, and communities to the east. In this regional context, the City coordinates its transportation planning with a variety of jurisdictions, including the State of Washington, Puget Sound Regional Council, King County, and neighboring communities. The City of Federal Way’s existing transportation network accommodates many modes of travel, including walking, bicycling, public transit, and driving. In Federal Way, the predominant mode of travel is the private automobile, which will continue to play a principal role in the City’s transportation. However, shorter trip lengths are becoming more common and the total miles people are traveling in vehicles is declining. These two factors affect how people choose to travel, such as by walking, by bicycling, by transit, or by vehicle. To achieve City and regional goals, emphasis will be placed on providing integrated and balanced mobility opportunities for all modes. The transportation concept is intended to facilitate the following: 218 of 800 219 of 800 • Promotion of high-occupancy vehicles (HOV) use such as trains, buses, carpools, and vanpools; • Incorporation of high-capacity transit such as bus rapid transit, light-rail, and commuter rail; • Expanded bicycle and pedestrian facilities; • Maximizing existing infrastructure through transportation system management strategies. How Do People Travel? Travel patterns in the Federal Way generally follow the hierarchy of roadways; people use neighborhood roads to connect to major collector and arterials. The regional facilities of I-5, SR 99, SR 18, SR 161, and Military Road are the predominant facilities used between Federal Way and neighboring cities. Travel to work in Federal Way is dominated by the single-occupant vehicle (SOV), which accounts for roughly 67 percent of work trips within the City, according to the 2022 American Community Survey. About thirteen percent of work trips are made by carpoolers. Transit trips are about four percent of work trips. Biking and walking modes account for approximately two percent of work trips. Impacts from the COVID-19 pandemic resulted in an increase in people working from home. In Federal Way, this share is about thirteen percent. Wynstone neighborhood at SW Campus Drive and 12th Avenue SW Intersection 220 of 800 Table III-1 (Federal Way Travel Patterns), summarizes morning origin and destination trip patterns in Federal Way. The most common pair that accounts for approximately half of the trips are internal trips within Federal Way. Seattle, Tacoma, Kent, and Auburn are the next highest common pair origin and destination locations outside of internal Federal Way trips with trip percentages between 4.0-8.0%. Table III-1 Federal Way Travel Patterns Trip Origin - City Trip Destination - City Percent Trip Origin - City Trip Destination - City Percent Federal Way Federal Way 50.8% Federal Way Federal Way 53.1% Federal Way Seattle 7.5% Tacoma Federal Way 6.2% Federal Way Tacoma 6.3% Kent Federal Way 4.2% Federal Way Kent 5.5% Auburn Federal Way 4.1% Federal Way Auburn 4.4% SeaTac Federal Way 3.3% Federal Way Des Moines 2.0% Lakeland South CDP Federal Way 2.8% Federal Way Renton 2.0% Seattle Federal Way 2.7% Federal Way Lakeland North CDP 1.7% Des Moines Federal Way 2.5% Federal Way SeaTac 1.7% Lakeland North CDP Federal Way 2.1% Federal Way Tukwila 1.5% Milton Federal Way 1.3% Federal Way Lakeland South CDP 1.5% Fife Federal Way 1.1% Federal Way Fife 1.1% Puyallup Federal Way 0.8% Federal Way Lakewood 1.0% Lakewood Federal Way 0.8% Federal Way Bellevue 1.0% Renton Federal Way 0.8% Federal Way Redmond 0.8% Edgewood Federal Way 0.7% Federal Way Burien 0.8% South Hill CDP Federal Way 0.7% Federal Way Milton 0.8% Burien Federal Way 0.6% Federal Way Puyallup 0.6% Pacific Federal Way 0.5% Federal Way Pacific 0.6% Tukwila Federal Way 0.5% Federal Way Edgewood 0.5% Bellevue Federal Way 0.5% Federal Way Other 7.8% Other Federal Way 10.8% Total 100% Total 100% 221 of 800 3.3 EXISTING CONDITIONS This section provides a summary of the existing transportation conditions in Federal Way. These existing conditions provide a base to create the future transportation vision for the City. Introduction to the Layered Network It can be a challenge for a single roadway to meet the demands and expectations of all modes of transportation at any given time. This is also generally not desirable from a user or a planning perspective. In response to this challenge, the City of Federal Way has adopted a layered network approach that focuses on how the City’s transportation network can function as a system to meet the needs of all users. In such a system, individual travel modes are prioritized on different facilities throughout the overall network. Figure III-1 illustrates the concept of a layered network. The City will implement this layered network through a system of roadway cross- sections that define each street’s user priorities and associated infrastructure needs. The City also incorporates recommendations from the Bicycle and Pedestrian Master Plan with roadway projects. Transportation Level of Service Transportation level of service (LOS) is a qualitative measure used to evaluate the quality of public infrastructure. Cities have historically measured transportation level of service based on the experience of drivers, in terms of vehicle speed, traffic density, or how long vehicles wait at an intersection. As shown in the Figure III-2 from Planning Urban Roadway Systems (Institute of Transportation Figure III-1. Layered Network Concept 222 of 800 Engineers, 2011), transportation level of service does not have to be limited to the experience of just vehicles. This Transportation Element considers the transportation level (quality) of service for walking, biking, and taking transit in Federal Way. This section includes a level of service standard for vehicles, transit, pedestrians, and bicycles. This section also evaluates the level of service for each of these modes under existing conditions, and a later section evaluates the level of service for each mode under future conditions. Figure III-2 Example Modal Level of Services Street and Highway System Federal Way is served by a network of publicly maintained streets and highways connecting local communities and urban centers in the Puget Sound region, as shown in Map III-1 (Existing Significant Streets and Highways). There are two major freeways and two highways, which are Highways of Statewide Significance (HSS) and Highways of Regional Significance (HRS), respectively, in Federal Way: • Interstate 5 (I-5) is five lanes in each direction including an HOV lane, with a posted speed limit of 60 mph. This freeway serves as the main north/south freeway for regional travel in western Washington. • State Route 18 (SR 18) is two to three lanes in each direction, with a posted speed limit of 60 mph. This freeway acts as an east/west alternative to I-90, connecting to I-90 east of Issaquah and serving the communities 223 of 800 of Auburn, eastern Kent, Covington, and Maple Valley. It also connects I- 5 to SR 167 just east of Federal Way. The Level of Service (LOS) standards for Highways of Statewide Significance, which include Interstate 5 and State Route 18, are set by WSDOT at LOS D. The LOS for Highways of Regional Significant (HRS) are set by the Puget Sou nd Regional Council (PSRC). These highways are SR 509 (S/SW Dash Point Road) and SR 161 (16th Avenue South and Enchanted Parkway South) with Tier 1 LOS E mitigated. Other primary roadways serve major activity centers within Federal Way, including commercial activities in the South 320th Street corridor between Pacific Highway South (SR 99) and I-5 (the City Center), commercial developments along Pacific Highway South, at South 348th Street and Enchanted Parkway South, and several smaller commercial centers located within various residential areas. The roadway system also serves concentrations of office uses located within the City Center, West Campus, and the former Weyerhaeuser Headquarters/East Campus area. The roadway system within the City connects to the surrounding regional transportation network, which provides access to other major activity centers including Seattle, SeaTac Airport, Tacoma, the Port of Tacoma, Kent, and Auburn. Functional Classification of Streets Public streets are classified according to their functions related to mobility and land access. These functional classifications help facilitate planning for access and circulation, standardization of road designs, and provision of a hierarchy for roadway funding. See Map III-2 (Functional Classification of Existing and Planned Streets and Highways) and Table III-2 (Characteristics of Functional Classification of Streets). The types of functional classifications established within Federal Way include: • Freeway: A multi-lane, high speed, high capacity roadway intended exclusively for motorized traffic with all access controlled by interchanges and road crossings separated by bridges. • Principal Arterial: A roadway connecting major community centers and facilities, often constructed with partial limitations on access and minimum direct access to abutting land uses. • Minor Arterial: A roadway connecting centers and facilities within the community and serving some through traffic while providing greater access to abutting properties. • Collector: A roadway connecting two or more neighborhoods or commercial areas, while also providing a high degree of property access within a localized area. Collectors have been separated into principal and minor designations according to the degree of travel between areas and the expected traffic volumes. 224 of 800 • Local Street: All other roadways not otherwise classified, providing direct access to abutting land uses and serving as feeders to facilities with higher functional classifications. Designation of roadway functional classification is an integral part of managing street use and land development. The classification of streets is necessary for receipt of state and federal highway funds. It is important to coordinate roadway classification with anticipated land use change and to apply a consistent approach to the designation of facilities. This ensures that roadways are sized correctly and provide the appropriate level of pedestrian and bicycle accommodation to support the surrounding land use. This also helps reduce the likelihood of long-term capacity problems. Map III-2 includes planned roadways. While the intended future location of planned roadways is depicted, the precise location of planned roadways may ultimately be subject to minor modification based on geographic features, critical areas, or other reasons, so long as the functionality and intent of the planned roadway remains unchanged. 8th Avenue S south of S 312th Street 225 of 800 226 of 800 Table III-2 Characteristics of Functional Classification of Streets Road Classification Number of Lanes Right of Way Width7 Expected Daily Traffic Existing Code Posted Speed Interstate/Freeways1 4+ (varies) Varies 60 mph 30,000+ Principal Arterial2 2 to 7 68' to 124' 35-50 mph 5,000+ Minor Arterial3 2 to 5 68' to 106' 30-40 mph 5,000-35,000 Principal Collector4 2 to 5 68' to 100' 25-35 mph 5,000-25,000 Minor Collector5 2 to 3 60' to 80' 25-35 mph 1,000-5,000 Local Street6 2 36' to 66' 25-35 mph up to 1,000 1. Limited access, state jurisdiction. 2. Connects subregional activity centers and communities. 3. Provides major movement capacity; collecting neighborhood and business traffic to higher level arterials. 4. Connections between neighborhood or commercial areas. Design consideration for trucks. 5. Channels local traffic to principal collectors or arterials. Design for buses per Metro standards. 6. Primary function is access to abutting land use. Through traffic can be discouraged by use of traffic control devices. 7. The exact cross-sections and standards for a particular street within the community are governed by the City's Development Standards, and established through the City’s development review process. Access Management Classification Access management is the regulation of intersection and driveway spacing along a corridor to enhance safety and preserve roadway capacity. Roadway crash rates are related to the spacing of turning conflicts. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas, the safety and efficiency of the City’s streets can be maintained. This also reduces conflict zones for vehicles, pedestrians, and bicycles. Access is a major factor influencing functional classification. Generally, higher classifications (interstates or freeways) serve a limited access function, while lower classifications (local roads, cul-de-sacs) serve a local access function. Washington State legislation (RSC 47.50) requires access to state facilities to be granted by permit and conform to an access management classification system defined in WAS 468.51 and 468.52. The state permits access in unincorporated areas, and cities do so in incorporated areas. Street standards in the city code support the vision of the Comprehensive Plan and guide development activities, ensuring that street designs promote transit- comparable development with specific standards for widths and parking. Development and Street Standards Federal Way city street standards are adopted in the city code. The street standards convey the vision of the Comprehensive Plan in greater detail, and guide the development process. For example, components of the subdivision code can require certain types of street standards (e.g. widths, parking, etc.) to support designated transit compatible development. Street design standards show preferred cross sections for each arterial and street segment in the City. 227 of 800 Traffic Signal Locations Map III-3 (Existing and Planned Traffic Signals) shows the locations of signalized intersections in Federal Way. Currently, signals are maintained and operated by the City under a contract with King County. The ability to coordinate signals and update signal timing plans throughout Federal Way is important to achieve the maximum operating efficiency (move the greatest number of people, freight, and goods) of roadways. Currently, traffic signal timing plans can be adjusted from the traffic control center for most intersections in the City. Traffic Volumes Map III-4 (2023 Traffic Volumes) shows the average weekday traffic volumes on selected arterials. Major arterials such as SR 99, SR161, 348th Street, 320th Street, and access points to I-5 carry the most vehicles in the City. Federal Way’s busiest arterial, SR 18 between 16th Avenue and the northbound on-ramp of I-5, carries more than 60,000 vehicles per day. In addition, several segments on SR 99 and the segment between SR 99 and I-5 on South 320th Street, carry between 35,000 and 45,000 vehicles per day. According to the Federal Highway Administration (FHWA), annual vehicle miles traveled (VMT) was steadily increasing between 2012 and 2019, before the COVID-19 pandemic. Due to the pandemic, VMT between February 2020 and January 2021 was the lowest since 2002. VMT has increased since then, and as of 2023, is back to around 2017 levels. VMT is expected to continue to increase. 228 of 800 229 of 800 230 of 800 High-Occupancy Vehicle Facilities High Occupancy Vehicle (HOV) facilities are typically roadway lanes dedicated to vehicles with two or more people per vehicle and include motorcycles. HOV facilities are viewed at the regional, state, and federal levels as essential to meet public travel demand needs because they are capable of moving more people than general purpose travel lanes. Also, HOV facilities provide vital accessibility to developing urban centers in the Puget Sound Region. HOV lanes are provided on I-5 within Federal Way. Locally, the objective of providing HOV lanes in Federal Way is to improve traffic safety and circulation, and support the use of transit, carpools, and right- turn movements. HOV lanes are provided on 348th Street, SR 99, and on 320th Street. Auto Level of Service Standard The City of Federal Way has the following level of service standard for intersections. This level of service is specifically for vehicles, later sections will address the multimodal level of service for bicycles, pedestrians, and transit. • Signalized intersections will experience a 1.2 vehicle-to-capacity (v/c) ratio or lower • Unsignalized intersections will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower Existing Street Deficiencies Congested intersections result in people experiencing an increased delay to travel through the intersection. They are typically larger intersections with high vehicle demand and have longer crossing times for pedestrians. Congested intersections in Federal Way are located predominately in the City Center area and along South 320th Street Looking East 231 of 800 SR 99. East/west routes that experience high levels of vehicle demand include South 320th Street and Campus Drive/ South 348th Street. To determine where intersection deficiencies exist today, the existing traffic volumes and roadway network is compared to the level of service policy (TP 1.2), which defines the volume-to-capacity ratios at signalized and unsignalized intersections in the City. Map III-5 (2023 Weekday PM Peak Congested Streets and Intersections) illustrates the results of this analysis. The highlighted intersections have a volume-to-capacity ratio over 0.9 during the PM peak hour. The highlighted corridors typically experience queues and delay during the PM peak hour. 232 of 800 233 of 800 Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. Some collisions in Federal Way are related to congestion; congested roadways can increase user frustration and result in riskier maneuvers. Common risky maneuvers include running a red light at a traffic signal, darting across a busy roadway, rapid lane changes, and speeding. Many collisions in neighborhoods are related to speeding, but also to poor sight distance at unsignalized intersections. The development of the Future Transportation Vision and Near-Term and Long- Term Projects considers areas with safety issues. Non-Motorized The City aims to establish a connected network of bicycle and pedestrian facilities throughout Federal Way. This initiative sets an important foundation for continuing the City’s success in securing transportation project and program funding. It also establishes an overview of the current status of walking and biking facilities, including barriers and opportunities, and gauges citizen opinion about walking and biking preferences. The City’s overall goal is to set the stage for the City’s long-term vision of a safe, accessible, and connected bicycle and pedestrian network. The Bicycling and Walking goals will include: • Bicycle and Pedestrian Network and Support Facilities; • Safety, Security, and Equity; • Transportation and Land Use; • Education and Awareness; • Maintenance and Operations. These efforts align with state policies such as the Growth Management Act (GMA) and the Safe Routes to School program. Additionally, these developments are crucial for positioning the City favorably in competitive transportation funding programs. The City has coordinated with two regional agencies—PSRC and King County. Federal Way’s existing built environment is characterized by conventional suburban style development featuring curvilinear streets, cul-de-sacs, and limited through-street connections. This lack of connectivity poses a challenge in developing a safe and convenient network of bicycling and pedestrian facilities. 234 of 800 Southwest King County Trails Plan The City of Federal Way is leading the effort to create a regional trails plan for southwest King County. The goal of the plan is to identify a trail network that will improve connectivity for pedestrians and bicyclists, which will be a resource for City staff and nearby agencies who are involved with trail development and management. As of May, 2024, the draft plan is currently in the public review. The plan builds on previous work done for the Bicycle and Pedestrian Master Plan, the Greenway Plan Program, and the Parks, Recreation and Open Space Plan. The plan lays out a vision and goals for a trail network, inventories the existing trail and active transportation infrastructure (including greenways), describes the community engagement process and results, and provides system recommendations. The plan evaluates and prioritizes trail projects based on connectivity, access, and equity. Fourteen key routes are recommended that form the trail system vision, including seven internal connections and seven regional connections. Three internal corridors were selected as strategic projects for early implementation: 16th Ave S sidepath, Weyerhaeuser Way S sidepath, and S 336th St sidepath. These projects contain details about alignment, trail width/typical cross-sections, buffers, connections, and key destinations. The plan will also include estimated costs and potential funding sources for these three projects. The plan’s final chapter presents a variety of implementation strategies for development, partnerships, and grants. Priority Walking and Bicycling Network The priority walking and bicycling network was developed using the potential for active transportation travel. This includes any method of travel that is human- powered, but most commonly refers to walking and bicycling. The potential for active transportation is commonly measured by considering land use characteristics, density of development, and access to transit. The network was created by allocating points using various criteria: school, live, work, shop, play, equity, and transit, and determining the best non-motorized routes to access these locations. Map III-6 (Bicycle and Pedestrian Priority Network) will be used for determining where investments in bicycling and pedestrian facilities will likely result in the greatest increase in active transportation in Federal Way. Areas that have the greatest potential for active transportation include the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas. Additionally, investment in bicycle and pedestrian facilities in these areas can support economic development by making these areas more attractive to pedestrians and bicyclists and complementary to mixed use infill development. This “Priority Network” is also used as part of the multimodal level of service (LOS). 235 of 800 The following criteria were used for identifying priority walking and bicycling routes: • Suitability for bicycling/walking without improvements • Whether the route closes a critical gap • Whether the route provides/enhances a Safe Route to School connection • Proximity to collision locations • Whether the route services an immediate safety need • Whether the route serves key origins and destinations • Geographic distribution • Availability and/or Suitability of right-of-way • How the route will interface with other transportation modes 236 of 800 237 of 800 Bicycle Conditions Currently, there are approximately 93 miles of bicycle facilities in Federal Way (summarized in Map III-7(Existing Bicycle Facilities), which are all either paved trails, bike lanes, shared lane markings (sharrows), or wide shoulders. These facilities include the shared-use Bonneville Power Administration (BPA) Trail. A challenge in the city is that many potential cyclists do not feel comfortable riding on or crossing high-volume, high-speed roadways, such as SR 99. Bonneville Power Administration (BPA) Trail Midblock Pedestrian Crossing on SW 356th Street 238 of 800 239 of 800 Bicycle Level of Service Building on the Bicycle and Pedestrian Priority Network (see Map III-6), Table III-3 (Bicycle Priority Network Level of Service Standard) establishes the level of service standard for bicycling facilities in Federal Way. The Bicycle LOS is for the Bicycle Priority Network, roadways outside of the Priority Network are not included in the Bicycle LOS standard. The best level of service for bicycling, indicated in the green row, would provide the proposed facilities exactly as shown in, or with greater separation than, the Street Design Guidelines. The yellow level of service requires some sort of bicycle infrastructure on streets called out along Bicycling Priority Areas. At a minimum, these facilities would be signed bike routes. Incomplete or missing bicycle facilities along Bicycling Priority Areas would fall into the red category and not satisfy the City’s level of service for bicycling. Map III-8 shows the Existing Conditions Bicycle LOS analysis results. Table III-3 Bicycle Priority Network Level of Service (LOS) Standard LOS Within Bicycle Priority Network Bicycle facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided 240 of 800 241 of 800 Pedestrian Conditions Most of the City’s 145.3 miles of pedestrian facilities are sidewalks. Other facilities include the Bonneville Power Administration (BPA) Trail and recreational trails through park facilities. Map III-9 shows existing sidewalks on the pedestrian priority network identified in Map III-6. Local roads are omitted from this map for clarity. Federal Way’s pedestrian network provides a greater level of connectivity to retail centers than the current bicycle network, although many residents do not find walking to retail centers a pleasant experience due to the high volume and high speeds of traffic on arterial corridors. Also, the State of Washington permits the use of sidewalks by bicyclists unless prohibited in the City. Currently, Federal Way has restrictions for bicycles on sidewalks in the City Center area. 242 of 800 • 243 of 800 Pedestrian Level of Service Building on the Bicycle and Pedestrian Priority Network (see Map III- 6), Table III-4 (Pedestrian Priority Network Level of Services) establishes the level of service standard for pedestrian facilities in Federal Way. The Pedestrian LOS is for the Pedestrian Priority Network, roadways outside of the Priority Network are not included in the Pedestrian LOS standard. The best level of service for walking, indicated in the green row, would provide the proposed facilities exactly as shown in, or with greater separation than, the Street Design Guidelines. The yellow level of service, which meets the basic needs for safe walking around the City, requires sidewalks or shoulders protected by raised curbs on one side of all the streets called out along Pedestrian Priority Areas. Incomplete or missing pedestrian facilities along Pedestrian Priority Areas would fall into the red category and not satisfy the City’s level of service for walking. Map III-10 shows the Existing Conditions Pedestrian LOS analysis results. In addition to the presence of pedestrian facilities along a corridor, the City also emphasizes the importance of safe pedestrian crossings. Particularly downtown, at busier transit stops, and within half-mile of schools, the City is looking to provide enhanced crossings at regular intervals. The City has installed Rectangular Rapid Flashing Beacons (RRFBs) at midblock locations to improve pedestrian crossing throughout the City. Table III-4 Pedestrian Priority Network Level of Service (LOS) LOS Within Pedestrian Priority Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided 244 of 800 245 of 800 Public Input and Preferences Public input was considered in the development of the proposed bicycle and pedestrian facility networks and also informed the development of goals and objectives. The following results were collected: • When trips are less than one mile, residents are more likely to walk. • People are more apt to bike than walk if a trip is between one and five miles. • Most residents will drive once trips exceed one mile. • People who walk in general do so more frequently than those who bike. • Most people walk or bike for exercise, followed by shopping or errands for walkers, and work commute for cyclists. • The lack of facilities and/or their condition are the primary detractors for people walking and biking more. Transit Public transit service is provided to area residents by a combination of fixed- route, express, dial-a-ride, and subscription bus services. King County Metro serves the City directly, while Pierce Transit buses provide connections from the Park and Ride lot on I-5 at South 320th and Federal Way Transit Center to Tacoma and Puyallup. Sound Transit serves the Federal Way and Star Lake Park and Ride lots with regional express buses between SeaTac and Lakewood, and between Seattle and Puyallup. Amenities supporting transit patronage include Park and Ride lots and waiting-area shelters. The Federal Way School District and King County’s Multi-Service Center also provide special, local area bus services. Federal Way Transit Center 246 of 800 Locally and nationally, public transit services, ranging from local buses to regional rail, are witnessing increased attention. Despite declining transit ridership in the late 1980s and early 90s, these services are being viewed at the regional, state, and federal levels as essential to meet public travel needs. Many people with low incomes or special mobility needs depend on transit. The City of Federal Way supports the provision of viable transit services as a component in a multimodal transportation system. Coupled with carpooling and van pooling, improved transit service is viewed by the City of Federal Way as essential to providing area residents with mobility options in the future. Unlike road services however, the City is constrained by state law and federal regulations in its ability to provide these alternatives. The City’s involvement with the provision of transit services is indirect—through such efforts as supportive land use planning (to generate sufficient transit patronage) and roadway design features (to accommodate transit and other high occupancy vehicles). The City’s planning process has focused on development of a transit- supportive environment, including improved pedestrian and bicycle access to transit. Public Works projects anticipate enhanced regular route, local bus service, and the future implementation of a regional light rail system. Expansion of regional transit and HOV systems is critical to the achievement of VISION 2050, which guides the Regional Transportation Plan. Federal Way’s vision, which includes a City Center with surrounding commercial and residential land uses, is enhanced by both an improved regional bus system and a rail system. Local circulation routes will also be essential. The Federal Way plan has been structured with primary emphasis on locations that can become transit centers. In the interim, transit centers will be focused at Park and Ride lots. The Federal Way Link Extension (FWLE) is currently under construction for service to City Center, and is expected to open in 2026. More information on the light rail extension to Federal Way is available in Chapter 7. In Federal Way there are 14 regular, express, and DART service routes that serve Federal Way. About four percent of work trips in Federal Way are made by transit, which is comparable to other suburban areas in King County. The majority of service is provided to park and ride facilities where many of Federal Way’s transit riders access transit. Routes into the neighborhoods of the City are oriented to the higher density areas where there is lower auto ownership and greater reliance on transit. Under a demonstration project, Metro instituted Dial-A-Ride Transit (DART) service to portions of the City in 1992. Today, DART service follows a flexible fixed-route transit to provide service to patrons who may not live or work along the regular fixed routes. Map III-11 and Table III-5 show Existing Transit Routes and ridership in Federal Way as of Fall 2023. 247 of 800 248 of 800 Table III-5 Active Transit Routes as of Fall 2023 Route Number Route Description Weekday Service Peak Hour Frequency Weekend Service Weekend Frequency 2023 Avg. Weekday Ridership* King County Metro Routes 177 Federal Way to Downtown Seattle Peak Hour Only 30 minutes N/A N/A 100 181 Twin Lakes P&R to Green River College All Day 20 minutes All Day 30 minutes 1700 182 Northeast Tacoma to Federal Way All Day 30 minutes All Day 60 minutes 400 183 Federal Way to Kent All Day 30 minutes All Day (Sat Only) 30 minutes 1000 187 Twin Lakes to Federal Way All Day 40 minutes All Day 60 minutes 400 A Line Tukwila to Federal Way All Day 10 minutes All Day 15 minutes 7900 DART 901/903 Federal Way to Twin Lakes All Day 60 minutes All Day 30 minutes 300 249 of 800 Sound Transit Routes 574 Lakewood to SeaTac All Day 30 minutes All Day 30 minutes 1700 577 Federal Way to Seattle All Day 15 minutes All Day 60 minutes 800 578 Puyallup to Seattle All Day 20 minutes All Day 60 minutes 1300 586 Tacoma to University District Peak Hour Only 30 minutes N/A N/A 200 Pierce Transit Routes 402 Meridian to Federal Way All Day 60 minutes All Day 60 minutes - 500 Commerce St Station to Federal Way All Day 60 minutes All Day 45 minutes - 501 Milton to Federal Way All Day 60 minutes All Day 60 minutes - *Sound Transit Ridership is average daily ridership, including weekends *Pierce Transit ridership data is not available Transit Level of Service Federal Way’s transit level of service is based on the passenger amenities provided at transit stops along Transit Priority Corridors. The transit level of service is determined using a transit agency's policy for the types of passenger amenities provided at transit stops based on the number of passengers accessing the stop. Where more than one transit agency accesses a transit stop, the highest 250 of 800 level of amenity provision should be considered the standard. Optionally, the level of service for transit priority corridors could be expanded to consider pedestrian access and the quality of transit service. The City can achieve the green level of service standard by having over 80% of transit stops meeting amenity minimums along transit priority corridors. The yellow standard, which the City will adopt as its minimum target, can be achieved with more than 60% of transit stops meeting minimum amenity provisions. Transit Priority Corridors with less than 60% of transit stops meeting the minimum amenity provision would fall into the red category and not satisfy the City’s level of service for transit. Federal Way’s measurement of transit level of service is summarized in Table III-6 (Transit Priority Corridor Level of Service). Table III-6 Transit Priority Corridor Level of Service (LOS) LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park- and-rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park-and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations Local Transit Service Development Most transit service to and from Federal Way is oriented toward downtown Seattle. Historic, radial expansion of the system from the downtown is one reason for this. More significant is that density, congestion, and parking costs have kept transit competitive in the downtown Seattle market. While transit routes exist within Federal Way neighborhoods, the existing street layout, with its many cul-de-sacs and dead-end streets, is not always conducive to transit use. Buses cannot run along every residential street. They usually operate on collector and arterial streets; thus residents often have to walk several blocks to 251 of 800 reach a route. Research has shown that when potential patrons must walk over half a mile, many will not use transit. Because of the distance between residences and bus stops, and frequent express- type service to Park and Ride lots, many transit users travel to the three Federal Way lots near I-5. Peak hour occupancy at the Park and Rides has fallen since 2019, and as of 2023, most Park and Ride lots have significant available capacity during peak hours. WSDOT constructed a new 600-space Park and Ride lot at 21st SW at SW 344th Street, and Metro constructed another Park and Ride lot at Pacific Highway South and South 276th Street. Sound Transit also constructed a City Center Transit Center with a 1,200 stall parking structure, with 500 additional stalls being added in preparation for light rail service, connecting to an HOV direct access ramp to I-5 via South 317th Street. In considering future land use and transportation alternatives for the City, a balance must be sought between creating transit compatible land uses and providing system access from park and ride facilities and stations. Regional Transit System In November 1996 and November 2016, voters within areas of King, Pierce and Snohomish Counties approved funding for a Regional Transit System including light rail, commuter rail, and regional express bus services, including funding the Federal Way light rail extension. VISION 2050 and the Regional Transportation Plan, adopted by the Puget Sound Regional Council, and the Countywide Planning Policies for King County call for a high capacity transit (HCT) system linking urban centers and supported by other travel modes. High-capacity transit is defined as various types of transit systems operating on an enhanced facility (such as fixed guideway, dedicated right-of-way, priority lane, or freeway/express facility) that is designed to carry a large number of riders at higher speeds than conventional transit. HCT may include a mix of commuter rail, light rail, express bus services and facilities and/or other high capacity transit technologies, plus other associated transit improvements that tie local/regional transit services to each other and to other travel centers. Today, King County Metro’s RapidRide A-line provides frequent bus service between Tukwila International Boulevard Station and the Federal Way Transit Center generally along International Boulevard and Pacific Highway (SR 99). Based on 2023 ridership data, the A Line has an average weekday ridership of 7,900, as summarized in Table III-5. The City worked closely with Metro on the development of supportive capital infrastructure such as transit lanes, transit signal priority, and stations. The Federal Way Link Extension project, currently under construction, will extend light rail from an Angle Lake Station at South 200th Street in SeaTac to Kent/Des Moines and is expected to be open by 2026. The 7.8-mile extension includes three stations in Kent/Des Moines near Highline College, South 272nd 252 of 800 Street, and the Federal Way Transit Center. All three stations add parking for a total of 3,200 spaces along the route. The projected ridership of this project is expected to be approximately 29,000 to 34,000 daily riders by 2026. Implementing the regional transit system will require an array of City efforts in the coming decades. Priorities include City participation in detailed system design, preservation of right-of-way, and station area planning, along with other needs to be identified as the system progresses. Dial-a-Ride Transit (DART) As noted above, this service was introduced by Metro in 1992. Dial-A-Ride service is demand activated by the users. Users originally phoned in and van service was provided within two hours. Unlike regular route service, only the area being served was defined, not the routes. DART is a fixed-route transit service operated in King County under contract with Hopelink, using smaller transit vehicles with the flexibility to perform a limited number of off-route deviations upon request. DART may also go off route to pick up and drop off passengers within a defined service area. Paratransit Service In addition to the service program for general-purpose travel, Metro has embarked on a significant program to improve services for persons who cannot use regular route bus service. This program has been developed to meet the requirements of the Americans with Disabilities Act (ADA) of 1990. It provides high quality public transportation service to eligible customers. People with limited resources who are either 65 or older or who have disabilities (age 14 and over) may qualify for Paratransit. Called ACCESS Transportation, Paratransit service currently provides door-to-door transportation Monday through Friday. Monthly and annual pass stickers are available as well. Key elements to Metro’s Paratransit Plan are the provision of: • Supplemental service in Western King County within ¾ of a mile on either side of regular route service; • Next-day reservations up to 14 days in advance, with trips scheduled seven days a week; • Fares held to the same level as one-zone regular bus fares; and • Scheduled service to be the same as the nearby, regular routes. Freight and Goods Dial- a- Ride Transit (DART ) 253 of 800 Decisions that impact the street and highway system can impact the movement of freight and goods. This can affect the economic competitiveness of local and regional businesses. Washington has one of the most trade-dependent economies in the country. More than 60 percent of freight in the state is transported using trucks. Today, Federal Way depends on trucks and motorized vehicles for deliveries. The City’s development standards help assure the provision of adequate on-site facilities for freight delivery such as loading docks; loading zones; the width, frequency, and location of driveways; the turning radius at intersections for curbs; and pavement standards to carry heavy vehicles such as trucks and buses. Other City actions include the restriction of oversized vehicles on roads and bridges that cannot support heavy vehicle weights or size, and the designation of truck routes. Many of these actions are echoed by regional and state activities. In addition to this, Washington aims to provide options and recommendations to address issues related to limited truck parking and rest area shortages. Local Level Needs and Opportunities Federal Way displays a unique set of circumstances for freight and goods movement. While extensive truck and rail-oriented development has not taken place in Federal Way, freight and goods movement, primarily by trucks passing through the City, impacts roadway operations. Situated between the major urban centers of Tacoma and Seattle, the Federal Way planning area has four primary arterials carrying freight traffic: • Military Road, the original arterial through the City, is designed to accommodate heavier freight and goods vehicles. This road no longer carries large numbers of pass-through truck traffic, but provides local access for truck deliveries to established neighborhoods. • Highway 99 was used as a primary truck route through the area until the interstate system was developed in the 1960s and 70s. Today, SR 99 provides a distribution function, mostly for delivery purposes, but also affording access to regional facilities such as the US Postal facility just west of Pacific Highway near South 336th Street. SR 99 also provides freight trucks an alternate route to I-5. • Today, the major roadways for freight and goods movement into and through the area are provided by I-5 and SR 18 (between SR 99 and SE Auburn-Black Diamond Road). This section of SR 18 is a major commuter and freight route, and provides regional connections to several corridors and freeways. As the regional economy has grown, the volume of truck traffic along these highways has increased. Today, the highest concentration of regional truck traffic passes through Federal Way’s section of the I-5 corridor. 254 of 800 Within the City, continued growth of local truck traffic is anticipated. Densification of the urban core, along SR 99 and South 320th, as well as the South 348th corridor, will lead to increased truck trips. • Street design standards and road classifications will assure that new and rehabilitated facilities are built to appropriate standards. These efforts are coordinated with the City of Federal Way Truck Route as illustrated in Map III-12 (Existing Truck Routes), which depicts existing truck routes, as adopted by City of Federal Way Ordinance 23-946. 255 of 800 256 of 800 Transportation System Management (TSM) Transportation Systems Management (TSM) focuses on optimizing use of the existing systems travel capacity. The concept first originated in the mid-1970s by the U.S. Department of Transportation. Since that time, it has been applied in a host of different ways in cities and metropolitan areas around the country. More recently, the 1991 Federal Transportation Act (ISTEA) expanded the vision of Transportation System Management introducing the term Congestion Management Systems. The focus of Transportation System Management is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to achieve local objectives such as improving safety, reducing delay for system users, providing information to travelers and improving the reliability of the transportation. Transportation System Management activities can include new construction, but they typically modify an existing facility. Of these activities are strategies that include coordinating with other transportation agencies. These activities can be grouped into the following categories: • Geometric Improvements • Access Management • Signalization Improvements • Capacity Enhancements • Integrated Corridor Management • Traffic Incident Management • Event Planning • Road and Weather Management Not all Transportation and System Management (TSM) strategies are appropriate for a city to undertake. The more popular and successful ones are listed in Table III-7 (TSM Strategies Applicable to Federal Way). Table III-7 TSM Strategies Applicable to Federal Way Strategy Low or None High Geometric Improvements -Channelization -Bus Turnouts -Exclusive Turn Lanes -Intersection Widening ✔ ✔ ✔ ✔ Signalization Improvements -New Signals -Signal Removal ✔ ✔ 257 of 800 -Coordination -Timing/Phasing Optimization -Monitoring - Adaptive Signal Timing - Advanced Traffic Signal Performance Measures ✔ ✔ ✔ ✔ ✔ Access Management -Turn Prohibitions -Restrictive Mediums -Driveway Consolidations/Removal -Signing ✔ ✔ ✔ ✔ Capacity Enhancements -Arterial Frontage Roads -Railroad Over-Crossings -Intersection Grade Separation - Addition of Turn Lanes ✔ ✔ ✔ ✔ Integrated Corridor Management - Develop plans to manage parallel corridors for all users ✔ Traffic Incident Management - Implement quick clearance goals for traffic incidents - Safety and incident management training for emergency responders ✔ ✔ Event Planning - Response plans for planned special events (festivals, sporting events etc.) -Response plans for emergencies (major crashes, Haz Mat) ✔ ✔ Road and Weather Management - Implement field devices to measure road and weather conditions. -GPS on snowplows and de- icer trucks to improve ✔ 258 of 800 situational awareness and routing -Reporting road and weather conditions to the public ✔ ✔ Intelligent Transportation Systems Intelligent Transportation Systems (ITS) are a subset of TSM strategies. ITS is a combination of field devices and communication systems designed to help manage congestion, enhance safety, and inform travelers of multiple travel options. Examples of Intelligent Transportation Systems active in the Federal Way area include: • Closed Circuit Television (CCTV) Cameras • Changeable Message Signs (CMS) • Ramp Metering Systems (RMS) • Traffic Monitoring Station (TMS) • Highway Advisory Radio (HAR) & Extinguishable Message Signs (EMS) • Roadway weather Information Systems (RWIS) • Fiber Optic (FO) Systems • Advanced Traffic Controller (ATC) The City of Federal has updated their ITS plan in 2024. This updated Plan is included in Appendix III-A. Transportation Demand Management (TDM) Transportation demand management (TDM) refers to activities that help people use the transportation system more efficiently. The Puget Sound Regional Council’s VISION 2050 requires the identification of transportation system management and demand management programs and strategies. Appendix III-B, Table B-2 summarizes the various transportation demand management alternatives by their functional grouping and potential effectiveness, implementation difficulties, and expected cost effectiveness. Fortunately, several of the more effective options are within the purview of the City. While many of these transportation demand management strategies will need to be implemented and managed by the private sector, Federal Way can provide the infrastructure needed to support such strategies, such as transit and HOV lanes and expanded bicycle and pedestrian networks. PSRC’s VISION 2050 identified basic strategies that overlap with those presented in Appendix III-B. These strategies include: 259 of 800 • Telecommuting Programs • Parking Management and Pricing • Flexible Work • Shuttle Services • Ridesharing Programs • Traveler Information, Public Relations, and Marketing • ITS Technology, such as a data management system and communication tools Commute Trip Reduction Federal Way is required by the State to provide a Commute Trip Reduction (CTR) plan. This plan applies to employers with more than 100 employees. It provides a framework for reducing the proportions of drive alone commute trips and vehicle miles traveled per employee by affected employers in the City’s jurisdiction, major employment installations, and other areas designated by the City with local major employers to customize strategies and programs to most effectively reduce the number of drive-alone trips employees make. Federal Way currently has 8 worksites affected by the Commute Trip Reduction (CTR) law. 3.4 FUTURE TRANSPORTATION VISION Federal Way envisions a future transportation system that serves all users and modes of travel by offering a safe and robust network of walkways, bicycle facilities, intersections, and roadways. This chapter describes Federal Way’s vision for its future transportation network and the infrastructure improvements that will get the City there. As identified in this plan, most of the improvements are focused on the development of a ‘layered’ transportation network, which focuses less on providing vehicular capacity and more on accommodating all modes of travel. While some of the roadway improvements are needed to meet the City’s vehicular level of service (LOS) standard, many of the future improvements could focus on providing safer and more complete facilities for walking, bicycling, and riding transit in order to improve access and mobility for all road users, and meet multimodal level of service (LOS) standards. The layered network was introduced in the existing conditions section, along with auto, bicycle, pedestrian, and transit LOS standards. This section provides a system for prioritizing modal travel by corridor, the process for forecasting future travel demand, and the process employed to prioritize projects. 260 of 800 Future Travel Travel can be described in terms of the purpose of the trip and the trip beginning and end points. Federal Way exhibits a wide variety of travel purposes. Trips cover all modes of travel such as walking, bicycling, driving, and taking transit. To help predict future travel, transportation professionals develop models that are typically city-specific, but coordinated with the regional vision and model. The models were used to estimate existing and future traffic volumes within the Federal Way planning area. The model can also be used to estimate demands for various modes of travel, including auto, carpool, and transit. There is a fairly consistent relationship between the number of trips produced each day and the density of residential dwelling units. Depending on the density of the area and other factors, it is possible to forecast the total number of trips produced in an area. In a similar fashion, employment densities can be used to forecast person trips attracted to an area. Each parcel of land generates traffic based on its type of use and intensity of development. The evening peak hour is a modeling standard, since it usually is when the highest demand occurs. The Growth Management Act (GMA) requires that the Transportation Element supports the land uses envisioned in the Comprehensive Plan. Thus, an important component of the work was forecasting how the future land uses envisioned in the City, as well as regional growth, would influence demand on Federal Way’s transportation network. The following is a description of the travel demand modeling process: • The Modeling Tool: As a part of the Comprehensive Plan update, Federal Way updated the city-focused travel model adapted from the latest version of the Puget Sound Regional Council (PSRC) Trip-Based Travel Model. This model forecasted traffic volumes during the evening commute hour (highest volume hour between 4pm and 6pm) along many of Federal Way’s key streets and intersections. This tool provides a reasonable foundation developing year 2018 and 2044 forecasts, as the underlying land use assumptions have been updated to match the land use forecasts for the current Comprehensive Plan. • Estimate Land Use Growth in the City: As a part of the Comprehensive Plan update, the City is planning for expected growth in housing units and employment over the next 20 years through 2044 consistent with county- adopted growth targets. Based on growth estimates from PSRC and review by City staff, Federal Way is preparing for over 46,000 households and more than 53,000 jobs (within current City limits) by 2044. The City then allocates the growth throughout Federal Way based on adopted zoning, observed development patterns, and other City policies. The same growth assumptions contained in the Land Use Chapter were used for the 261 of 800 Transportation Chapter. Neighboring cities are assumed to develop in a pattern consistent with VISION 2050 and King County Countywide Planning Policies. • Capture Regional Growth Patterns: Other communities throughout the region are going through this very same process, based on direction from PSRC. Because travel does not stop at a jurisdiction’s borders, it is important to capture how regional growth could influence travel patterns on Federal Way’s streets. One of the primary advantages of basing the Federal Way model on the PSRC Trip-Based Travel Model is that all regional growth assumptions are naturally consistent with PSRC estimates. • Translating Land Uses into Trips: The next step is evaluating how the City and regional growth assumptions described above translate into walking, biking, transit, and auto trips. The travel model represents the number of housing units and employees in spatial units called traffic analysis zones (TAZs). Traffic analysis zones can be as small as a few street blocks to as large as an entire neighborhood. They provide a simplified means to represent trip making rather than modeling individual parcels. The travel model estimates trips generated from each traffic analysis zones (both inside and outside of the City) using established relationships between different land use types with trip making. These trips are then assigned onto the roadway network to estimate how much traffic would be on each street during the evening commute hour. • Model Refinements: The final step is refining the forecasts based on reality checks that the travel model may not capture. In this case, travel patterns were refined to reflect existing driver preferences, including recognizing the relative attractiveness of principal and minor arterials over minor collector and local residential streets with significant traffic calming features. Project Prioritization Project Prioritization is part of the process associated with implementing projects in the order most needed. Because the total estimated cost of all identified network improvements is substantial, it is unrealistic to expect that all of the improvements will be implemented in the near term. Therefore, it is important to establish a strategy for moving forward. The project prioritization process is a tactical effort to determine the sequence of events to meet strategic goals, as summarized in the Transportation Improvement Program (TIP). To assist City staff, elected officials, and citizens in making potentially difficult near-term decisions, this plan uses a modal focus to evaluate project prioritization and then links each project back to Federal Way’s transportation goals. The process for prioritization is described below: 262 of 800 Project Prioritization Step One: Layered Network All projects are considered as part of the layered network and ranked. This reduces double-counting for level of service improvements and for meeting concurrency, and ensures that the appropriate project modal elements are being considered. The equally-weighted project prioritization measures used to prioritize projects are summarized as follows: • Concurrency Requirement: The project is needed to maintain the proposed multimodal level of service and/or concurrency. Projects that provide improvements for more than one mode would receive higher scores. This includes projects along walking, bicycling, and transit priority areas, and improving roadway conditions. • Level of Service Improvement: The project reduces vehicle delay or enhances the quality of the facility (modal specific) based on the adopted level of service standards. Projects that provide the improvements described in the street standard guidelines would receive higher scores. • Safety: The project enhances a safety concern. Projects that enhance safety would receive higher scores. • Severity: The project enhances a safety concern with a history of severe collisions. Locations with severe or increased severity collisions would receive higher scores. • System Efficiency: The project includes transportation system management elements, including those described in the Intelligent Transportation Systems (ITS) plan. Projects that improve the travel of non-drive-alone trips, including transit, would receive higher scores. • Ease of Implementation: The project is evaluated using engineering judgment to consider the likely scope elements of the project, such as right-of-way acquisition, overall project cost, and sensitive areas impacts. Projects that are easier to implement or have multi-jurisdictional support would receive higher scores. • Community Support: The project has been identified as having community support. Projects that exhibit positive community support would achieve higher scores. • Freight: The project would have an impact on an identified freight route. Projects that enhance freight travel would receive higher scores. Step Two: Achieving Goals After each ranked project list is created, projects are evaluated by their relationship to the six overarching transportation goals based on a weighting completed by City staff. Projects that meet more goals would achieve higher scores. Project Prioritization Step Three: Cost / Benefit A cost/benefit weighting is used to related how well a project performs as part of the layered network and achieves the citywide transportation goals related to the 263 of 800 anticipated cost to Federal Way of the project. Projects with a good benefit/cost ratio would receive higher scores. Process for Modal Integration The bicycle and pedestrian LOS standards, described in the existing conditions section, are based on the bicycle and pedestrian Priority Network. The bicycle and pedestrian LOS standards were considered in developing the Transportation Improvement Plan (near-term) and Capital Improvement Program (long- term). To refine the project prioritization, it is recommended that the Priority Network selection criteria be employed. The Priority Network selection criteria would encourage bicycle and pedestrian projects that align with the Priority Network, shown in Map III-6. This priority network is also used as part of the multimodal level of service. Modal Networks The transportation vision for Federal Way is a multimodal, integrated transportation system where the focus is on user choice and safety. Still, system needs and future projects are best understood at the modal level. This section summarizes the future transportation vision for roadways, walking, bicycling, and transit, and identifies 2044 Future LOS for each mode. During the prioritization process, projects were identified that contained multimodal elements. Street and Highway System Nearly every street in Federal Way’s roadway network is used by residents and workers at some point each day to access their homes, jobs, and other destinations. Many of these streets are local streets and do not see significant traffic volumes throughout the day. Similarly, goods movement and delivery vehicles use some corridors frequently while other streets see only the occasional local delivery. Bonneville Power Administration (BPA) Trail Bonneville Power Administration (BPA) Trail 264 of 800 The auto LOS standards described in the Existing Conditions section were used to develop the future roadway improvements, which have been incorporated into the City’s Street Design Guidelines). Map III-13 illustrates intersections that are expected to exceed a volume-to- capacity ratio of 0.9 during the PM peak hour in 2044. The highlighted corridors are expected to see queues and delay during the PM peak hour in 2044. 265 of 800 266 of 800 Future State Actions The City’s transportation plan is in compliance with the WSDOT’s direction and vision. The transportation plan for Federal Way relies on the State in the following action areas: • HOV system completion on I-5 and other freeways. • Implementation of the State System Plan. This plan identifies, in priority order, the need for maintenance, preservation, safety, economic initiatives, environmental retrofit, and mobility (capacity) improvements. The latter may not be fully funded and may therefore affect the implementation of the following WSDOT projects: o HOV access improvements, primarily I-5 medians. o Interchange improvements for I-5 from SR 18 to SR 161. o SR 509 extension from Burien along the western and southern sections of SeaTac Airport south to I-5. o The SR 509 extension north from Tacoma to the new SR 167 connection on I-5 at Fife. • Continued improvements to monitoring, with possible provision of information systems regarding travel conditions. • Right-of-way acquisition for rail and the above improvements before construction. • The addition of park and ride lots and added capacity for existing ones. • SR 18 improvements east of SR 99 • Advanced vehicle identification (AVI) on SR 99 to provide transit priority. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. These safety issues can be addressed by implementing the following measures: • Identify high collision locations on an annual basis, and identify projects to enhance safety at these locations. • Implement access management measures to reduce turning conflicts in high collision corridors • Enforce intersection sight distance standards to remove vision obstructions on the corners of intersections and at driveways. • Where supported in residential areas, install traffic calming measures. 267 of 800 • Educate the public through project open houses and press releases on safety benefits of transportation projects. • Increase enforcement of traffic laws, particularly laws pertaining to behaviors that cause the most severe and highest frequency of crashes. Regional Growth Center Mode Share Goal For its regional growth centers (RGCs), Federal Way is required to develop mode split targets that align with the policy goals of planning these areas to be more compact and accessible for walking, biking, and transit modes. The following is a summary of and envisioned future mode split targets for commute trips within Federal Way’s City Center Regional Growth Center. • SOV – 70% • HOV – 13% • Walk and Bike – 4% • Transit – 13% The non-SOV mode shares reflect the City’s goal of accommodating travel by all modes and prioritizing transportation investments within the RGC. These mode share goals also informed the travel modeling performed for this plan to ensure that transportation infrastructure investments align with forecasted travel demand. High-Occupancy Vehicle (HOV) HOV enhancements within the Federal Way planning area will consist of signal priority treatments, exclusive lanes, increased park and ride opportunities, and other improvements to be identified as demand increases. These latter improvements can include separate (preferential) access lanes or roadways. This means utilizing HOV lanes on highways and arterial streets wherever practical, if transit and carpool movements can be enhanced, and optimizing the occupancy rate to move the most people possible. Non-Motorized The Bicycle and Pedestrian Priority Network, shown in Map III-6, along with the existing conditions bicycle and pedestrian level of service analysis (Maps III-8 and III-10, respectively), were used to identify priority non-motorized projects. 268 of 800 Improved walking and biking conditions will improve transportation choices, safety, and mobility for citizens who do not have access to a car. It may also have an overall benefit to residents’ health. Walking Pedestrian facilities proposed are largely new sidewalk sections. The location of the proposed new sidewalk sections was largely influenced by information the Federal Way School District maintains on recommended walking routes to elementary schools and priority walking and bicycling areas. Establishing safe and convenient walking routes enables more children to walk to school which improves student health and potentially saves the School District transportation costs where bus routes can sometimes be reduced when safety deficiencies are corrected. A more complete pedestrian network also can support Federal Way’s business centers. With better sidewalk connections, residents who live close to business centers may choose to make more trips by foot. Once a person gets in a car, it is easier to decide to drive far away for that cup of coffee or small errand. Making it easier and more pleasant to walk encourages more localized shopping decisions in a community and supports economic development. Bicycling The proposed bicycle facilities consist of a variety of facility types that are dependent on the existing configuration and function of the City’s roadways. Where possible, bike lanes are proposed, but these popular solutions are limited in Federal Way where there are few cross-town connections and lots of competition for pavement width with virtually all motor vehicle traffic being necessarily funneled into these few corridors. Implementing the Proposed Bicycle and Pedestrian Plan Network The resources necessary to implement this vision are well beyond what is immediately available to the City. Therefore, moving forward with development of the network will require further review and possibly some difficult decisions in establishing priorities for the near term. Planning Level Cost Estimates Plans should prepare planning-level cost estimates for the bicycle and pedestrian facilities proposed in this plan. These estimates are general in nature and useful for determining the relative scale of investment that will be necessary to implement all the identified facilities. The planning-level cost estimates do not take into consideration all the unique physical characteristics of each roadway segment. 269 of 800 Prioritization Criteria Given the high total estimated cost of all proposed improvements, a prioritization strategy is crucial. It would be unrealistic to expect that all improvements will be implemented in the near term. The criteria for prioritizing projects include the potential for active transportation, connection to existing facilities, and safety considerations. These criteria will guide the selection of projects to ensure the most critical and beneficial improvements are addressed first. In implementing the prioritization criteria, the City can choose to weigh certain criteria more heavily than others. Proposed Facility Networks Maps III-14 and III-15 summarize the future bicycle and pedestrian facilities, respectively. As with the proposed future location of planned roadways, the intended future location of planned pedestrian and bicycle facilities may ultimately be subject to minor modifications, so long as the functionality and intent of the planned improvements remains unchanged. The following pedestrian and bicycle facility types are proposed. • Bike Boulevard (also called Greenways): Low-volume and low-speed (typically residential) streets that have been optimized for bicycle travel. Bicycle Boulevard treatments can be applied at several different intensities. • Bike Lane: Marked space along a length of roadway designated with paint for the exclusive use by bicyclists. If there is space available, some bike lanes can be buffered with a wider (a minimum two-foot) pavement marking. • Enhanced Shared Sidewalk: Shared bicycle and pedestrian facility adjacent to, but separated from, the roadway. Designed to function similar to a shared use path. • Paved Trail: These provide a desirable facility and recreational trips, particularly for novice riders and for cyclists of all skill levels preferring separation from traffic. Shared use paths generally provide new travel opportunities. • Shared Lane Marking: Also called “sharrows,” shared lane markings are pavement markings used to indicate shared space for bicyclists and motorist on low volume streets that do not have room for bike lanes. 270 of 800 271 of 800 272 of 800 Citizens indicated the greatest preference for facilities separated from vehicles or having clearly designated pavement area exclusively for bikes. However, the opportunities for designated bicycle lanes and separate shared use facilities are limited or expensive. As a result, bicycle boulevards are a key element of building a complete bicycle network in Federal Way. Due to limited resources, the development of the walking and bicycling network will require further review and establishment of priorities for the near term. The following 2024 planning level estimate costs were developed to help determine the relative scale of investment that will be necessary to implement all of the identified facilities. A summary of projects costs to complete the walking and bicycling layered network is presented in Table III-8 (Non-Motorized Improvement Costs). Table III-8 Non-Motorized Improvement Costs Facility Types Estimate Costs Sidewalk Network $62 million for facilities on 61 miles roadway (approx. 320,000 linear feet) Trail network $21 million for facilities on 16 miles (84,000 linear feet) Bicycle Network $57 million for facilities on 71 miles of roadway (374,000 linear feet) Crossing Modifications $4 million for modifications at 21 intersections along 320th and 348th/Campus Drive. With the projects from Map III-14 and Map III-15, Map III-16 and Map III-17 show the 2044 Future Conditions for Bicycle and Pedestrian Level of Service, respectively. 273 of 800 274 of 800 275 of 800 Transit While the City itself does not operate transit, corridors that are welcoming to transit and have appropriate supportive amenities can encourage residents and employees to use transit. This could lead to additional service hours from transit providers such as King County Metro, Pierce Transit, and Sound Transit. The Transit Priority Corridors identifies the corridors that the City should focus their efforts on and is shown in Map III-18 (Transit Priority Corridors). The City can enhance transit use by offering: • Street lighting • Safe routes for accessing transit stops • Transportation System Management approaches to enhance transit speed and reliability 276 of 800 277 of 800 Centers Chapter 7 of the Comprehensive Plan addresses the Regional Growth Center and Countywide Center in Federal Way. Federal Way is expecting two future Link Light Rail stations: the Federal Way Link Extension (FWLE) Federal Way Downtown Station (located west of 23rd Avenue S and north of S 320th Street) scheduled to begin operations in 2026, and the Tacoma Dome Link Extension (TDLE) station (located west of Enchanted Parkway S and either north or south of S 352nd Street), anticipated in 2035. The Centers surrounding the Light Rail stations will focus on transit-oriented development with dense housing land use and multimodal connections. Details regarding the planned streets and multimodal connections in the Centers are available in Chapter 7. Freight and Goods With the enhancement of neighborhood centers, truck deliveries may increase as consumer activity shifts to these areas. While localized neighborhood intrusion is unlikely, isolated cases can be managed using traffic calming techniques. Where pavement, bridge, and neighborhood traffic management systems, or planned land uses indicate that roadways cannot handle truck traffic, designated truck routes will be adopted to protect existing investments and assure continued quality of life. To accomplish effective planning and management of freight and goods movement in the area, traffic monitoring (volume counts) will include vehicle classification, allowing the patterns of use to be better understood. Another technique that can be employed to assure adequate consideration of truck needs is the involvement of those industries and businesses generating the traffic in roundtable discussions. Regional Activities The only trucking center in Federal Way is Ernie’s Center on SR 99 at South 330th Street. This facility caters to the movement of freight and goods by offering fuel. Looking toward the future, several regional road projects may affect freight and goods movement through the area. Perhaps one of the most significant regional improvements is the SR 167 completion project, which will add a new connection to I-5 in Fife. Construction began in 2022, and the final stage of construction is expected to be complete in 2029. The current industrial development in the area of the Port masks the growing importance of the Green River Valley, both as a transportation corridor and as a generator of freight and goods movement. Increasing accessibility to the SR 167 corridor will provide an alternate route for truck-based freight and goods movement. 278 of 800 The SR 509 completion project began construction in 2022. This route will open an alternate route to the Port of Seattle’s international freight facilities, as well as provide access to the airport industrial complex. To the extent that this new route’s design considers impacts to I-5, SR 99, and the local street system in Federal Way, it will increase traffic on I-5 through Federal Way which will cause greater diversion to SR 99 and other City streets. Other long-range actions that will affect freight and goods movement in this north/south corridor include Intelligent Traveler Service (ITS)—with improved (truck) vehicle identification, and commuter rail service in the Green River Valley. Intelligent Traveler Service features will be incorporated into the “high tech,” I-5 corridor being designed under the state DOT’s Venture Program. Advanced communication systems will allow better detection of slow-downs, accidents, and even hazardous vehicles moving through Federal Way, which certainly affect the City’s local residents traveling these regional facilities. To the extent that Commuter Rail service in the Valley can avoid impacting freight and goods movement, it is viewed as a positive step in the direction of providing high capacity transit to the south end of the region. Care must be taken to avoid forcing a shift in cargo carrying capacity from rail to truck in the south county corridor. Highway commuter needs warrant keeping this “traffic” on rails. Consistent with the requirements set at the federal level, PSRC and WSDOT are focusing increased efforts towards understanding freight and goods movement and identifying solutions to problems faced by local, regional, state, and international shippers. PSRC’s VISION 2050 calls for a safe, efficient, and reliable transportation system for the movement of people, goods, and services. PSRC’s VISION 2050 highlights freight-related considerations for local jurisdictions to consider in future planning, including: • Safety and mobility considerations as population and freight needs grow simultaneously. • Maintenance and preservation of major freight corridors as heavy truck traffic increases. • Increase in door-to-door deliveries with small and medium trucks may put strain on the space available to accommodate deliveries. Transportation System Management Transportation Systems Management (TSM) focuses on optimizing use of the existing systems travel capacity. Its focus is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to achieve local objectives such as improving safety, reducing delay 279 of 800 for system users, providing information to travelers and improving the reliability of the transportation system.. Intelligent Transportation Systems Federal Way outlines their approach for future transportation system management in their Intelligent Transportation Systems (ITS) plan. These plans define the application of technology to address transportation problems such as congestion, safety, and mobility. The City has completed the Traffic Management Center (TMC) and will create a secondary Satellite Management Center in conjunction with an enhanced Emergency Management Center. The plan provides a framework to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • King County • Transit Agencies (King County Metro Transit, Pierce Transit, Sound Transit) • Adjacent Cities • Valley Communications (“ValleyCom”) • Participants of the City of Federal Way Emergency Operations Center As the ITS program grows to include more technology and extended interagency coordination, the Public Works Department that oversees and operates these projects will periodically update the ITS Master Plan, included in Appendix III-A, and evaluate changing needs and technology. The plan documents current needs and provides a strategic plan for completing proposed ITS projects and programs. Commute Trip Reduction (CTR) Plan The City’s Commute Trip Reduction (CTR) plan and Transportation Demand Management (TDM) strategies should be updated to reflect new legislation and to be aligned with PSRC’s Regional Transportation Demand Management (TDM) Action Plan. The goal of the Federal Way CTR plan is to achieve a drive-alone rate (DAR) of 63% in the 2025-2029 timeframe. Building upon the success of the existing commute trip reduction program, the City strives to meet the goals of the plan for the future by working in partnership and coordination with other agencies and employers. Commute Trip Reduction (CTR) Recommendations The following recommendations are made for Commute Trip Reduction (CTR): • Encourage voluntary expansion of the CTR Program to employers of less than 100 employees as funding allows. The encouragement by employers 280 of 800 may be as diverse as subsidized bus passes, carpool space priority, bike racks, shower facilities, van pools, carpool information access, telecommuting, variable work hours, etc. • Facilitate enhancements to the HOV System. This may include the acquisition of property for HOV lanes, construction of arterial HOV lanes on City arterials and State highways, and priority treatments for buses at traffic signals. At the very least, opportunities to support improved access to the state system of HOV lanes should be identified and supported. • Increase density of land uses and encourage a mix of uses to locate near bus routes, park and ride lots, and transit centers through the adoption of the FWRC and its supporting zoning. This policy is vital to the creation of a regional bus and rail system and will also be an effective way to reduce traffic congestion and air pollution. • Enhanced pedestrian and bicycle access and security in the City Center, neighborhood shopping areas, and multifamily nodes. • Improve pedestrian and bicycle access to bus routes and transit centers. This can be a requirement of subdivision, development, and redevelopment. The City may need to acquire easements and construct trail connections. Development incentives could be granted for providing such amenities that are pedestrian, bike, and transit friendly. • While bicycle, pedestrian, and bus transit services and facilities may be desirable for other reasons; they should not be looked on as highly cost- effective strategies to the exclusion of those actions listed above. 3.5 NEAR-TERM AND LONG-TERM PROJECTS This chapter presents the Capital Improvement Program (which includes near- term and long-term) which forms the basis of this Transportation Element. Collectively, the capital improvements add up to over $1.4 billion in transportation projects to be constructed over the next few decades. The long-term Capital Improvement Program list (1-20+ years) reaches out to, and potentially beyond, the 2044 year time horizon and represents important projects that tend not to have identified funding or are only necessary to address future growth. The Capital Improvement Program was developed to create a transportation system that realizes Federal Way’s ultimate transportation goals: • Goal 1: Maintain and enhance mobility through a safe, balanced, and integrated transportation system. 281 of 800 • Goal 2: Enhance community health and livability through pedestrian, bike, and transit transportation improvements that are regionally connected. • Goal 3: Ensure Federal Way’s future transportation network decisions are consistent with the City’s land use vision and plan. • Goal 4: Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. • Goal 5: Be an active partner with outside agencies and groups to achieve Federal Way’s transportation vision. • Goal 6: Preserve, maintain, and expand the lifespan and usefulness of Federal Way’s existing transportation infrastructure. With these goals in mind, as well as completing the layered network, the respective project lists were developed. The full list of projects that the City would like to complete during the 20 year planning horizon (including the 6 year projects) are shown in Table III-9 (Capital Improvement Program – 2024 to 2044) and illustrated in Map III-19 (2024-2044 Capital Improvement Plan). While all of these projects would help complete the layered network and realize the City’s transportation vision, many are deemed to be longer-term. Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 07-03 30th Ave S @ S 288th St: Install signal or roundabout 512 10-01 Military Rd S @ Camelot: Roundabout 1,763 07-07 1st Ave S @ S 308th St: Install signal or roundabout 512 00-02 28th Ave S @ S 312th St: Add SB right-turn lane (11) 831 98-34 21st Ave SW @ SW 320th St: Add WB left-turn lane, interconnect to 26th Ave SW (9) 7,815 07-06 1st Ave S @ SW 301st St: Install signal or roundabout 1,015 16-12 11th Pl S @ S 320th St: Add 2nd NB left-turn lane 859 16-20 S 320th St @ 20th Ave S: Add 2nd left-turn lanes EB, WB (5) 3,618 07-14 23rd Ave S @ S 320th St: Add SB left-turn lane, NB thru and right-turn lanes 11,027 02-01 City Center Access (Phases 1 and 2): S 320th St @ I-5 Bridge Widening: Add HOV lanes through interchange, reconstruct SE quadrant of interchange to realign ramps (1a & 1b) 120,186 282 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 16-15 SR 99 @ S 324th St: Add 2nd left-turn lanes NB, SB, and NB right-turn lane 3,866 16-19 1st Ave S @ S 328th St: Install raised median, improve access at 328th (4) 2,403 16-16 21st Ave SW @ SW 336th St: Add 2nd left-turn lanes NB, SB, and SB right-turn lane 3,866 16-17 S 336th St: SR 99 - 20th Ave S: Widen to 5 lanes, add 2nd left-turn lanes EB, WB @ SR 99 4,714 93-07c 21st Ave SW: SW 344th St - SW 356th St: Widen to 5 lanes, add 2nd SB right-turn lane @ 356th 27,412 10-01 S 373rd St @ SR99: Add Signal or roundabout or two-way left-turn lane 5,273 16-01 SR 99 @ S 288th St: Add NB right-turn lane 573 98-15 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 29,706 16-02 Military Rd S @ S 288th St: Add 2nd left-turn lanes and right-turn lanes eastbound and westbound 2,947 98-01 S 304th St @ SR 99: Add left-turn lanes on 304th 1,842 94-24 14th Ave S: S 312th St - S 316th St: Ring Road extension 6,932 01-05 SR 99 @ S 312th St: Add 2nd NB left-turn lane (6) 8,497 16-09 SR 99 @ S 312th St: Add 2nd left-turn lane EB, WB, and WB right-turn lane 2,148 16-10 23rd Ave S: S 316th St - S 317th St: Add NB lane 859 93-08 S 316th St: SR 99 - 11th Pl S: Ring Road extension 10,503 16-11 8th Ave S @ S 320th St: Add left-turn lanes NB, SB 614 99-02 S 320th St @ 1st Ave S: Add 2nd left lanes all legs, WB, SB right-turn lane, widen 1st Ave S to 5 lanes to S 316th St (15) 11,225 16-13 S 324th St Interchange: Extend 5-lane minor arterial to 32nd Ave S 170,491 98-32 13th Pl S: S 330th St - S 332nd St: Extend 3 lane collector 6,077 16-18 16th Av S @ S 341st Pl: Add signal 512 16-25 16th Ave S: S 344th St - S 348th St: Add SB auxiliary lane (21) 6,576 05-03 Weyerhaeuser Wy S @ S 344th Wy: Install roundabout (16) 2,233 92-22 1st Ave S: S 348th St - S 356th St: Widen to 5 lanes, add 2nd SB right-turn lane @ 356th 9,137 92-18a S 356th St: SR 99 - SR 161: Widen to 5 lane, bike lanes, sidewalks (13) 7,309 93-09 1st Ave S: S 366th St - SR 99: Extend 2-lane road, signal or roundabout at SR 99 9,564 92-14 Military Rd S: S Star Lake Rd - S 288th St Widen to 5 lanes, sidewalks, and illumination 44,915 07-01 S Star Lake Rd @ 25th Dr S: Install signal or roundabout 512 283 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 10-01 S Star Lake Rd: @ Military: Add right-turn lane on S Star Lake Rd 1,282 02-04 SR 18 @ SR 161: Add 3rd thru lane NB, SB. 3rd left-turn lane NB, SB 15,467 05-01 SR 509 @ 4th Ave S: Install roundabout 1,079 94-10b SR 509: 9th Pl S - 16th Ave S: Widen to 5 lanes, signal at 9th Pl S 11,140 98-05 S 324th St: SR 99 - 23rd Ave S: Widen to 5 lanes 13,367 92-20 47th Ave SW @ SW 320th St: Signalize (10) 654 97-01 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Signal Coordination 358 98-07 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Widen to 5 lanes (12) 27,642 98-10a SW 344th St: 12th Ave SW - 21st Ave SW: Extend 3-lane principal collector with bike lanes, sidewalks (3) 12,875 98-10c 10th Ave SW @ SW Campus Drive: Add SB right-turn lane (2) 1,557 98-13 SW 344th St & 35th Ave SW: 21st Ave SW - SW 340th Street: Bike lanes, sidewalks 15,657 16-23 Citywide: Traffic signal modifications (18) 1,158 16-24 Citywide: Implement Adaptive Traffic Control System (22) 5,910 16-21 Citywide Pedestrian Safety: Install mid-block crossing treatments (28) 4,401 01-03 SR 509 @ 26th Pl SW: Add WB left-turn lane 1,288 14-01 Weyerhaeuser Wy S: S 336th St - 33rd Pl S: Widen to 5 lanes 3,580 92-23 S 304th St: SR 99 - 28th Ave S: Widen to 3 lanes 14,584 16-03 SR 509 @ SW 301st St: Install compact roundabout 915 16-14 S 324th St: 11th Pl S - SR 99: Widen to 5 lanes 2,292 07-12 6th Ave SW @ SW 320th St: Install signal or roundabout 512 07-18 Military Rd S @ S 328th St: Install signal or roundabout 512 92-06b S 356th St: 1st Ave S - SR 99: Widen to 5 lanes 21,539 98-20 S 312th St: 1st Ave S - 14th Ave S: Widen to 5 lanes 36,389 16-07 SR 509 @ SW 312th St: Add 2nd WB left-turn lane 1,145 05-04 S 312th St @ 18th Ave S: Install signal 512 98-17 S Star Lake Rd: S 272nd St - Military Rd S: Widen to 3 lanes (see 10-1) for intersection improvement 11,815 98-39 1st Ave S: SW 301st St - SW 312th St: Widen to 3 lanes 14,853 98-24 Hoyt Rd SW: SW 320th St - SW 340th St: Widen to 3 lanes 15,276 93-07a 21st Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 15,662 16-04 SR 509 @ SW 308th St: Install roundabout 1,705 16-05 SR 509 @ SW 306th St/12th Av SW: Install roundabout 1,705 284 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 16-06 SR 509 @ 16th Ave SW: Install roundabout 1,705 16-08 8th Ave SW @ SW 312th St: Install roundabout 1,705 94-11 S 308th St: 5th Pl S - 8th Ave S: Extend 2-lane street 2,455 07-13 SR 99 @ S 320th St: Add NB right-turn lane 3,652 98-23 47th Ave SW: SR 509 - SW 318th St: Widen to 3 lanes 6,377 98-14 S 288th St: Military Rd S - I-5: Widen to 5 lanes 14,620 94-10a SR 509: 1st Ave S - 9th Pl S: Widen to 3 lanes 19,805 94-17 SR 509: 1st Ave S - 16th Ave SW: Widen to 3 lanes 37,808 05-02 City Center Couplet: S 316th St/S 324th St: 11th Pl S - 23rd Ave S: Restripe for clockwise couplet 1,024 07-02 SR 99 @ S 288th St: Add EB left-turn lane 1,433 07-15 25th Ave S @ S 320th St: Add 2nd EB left-turn lane, NB right-turn lane 16,469 98-18 28th Ave S: S 304th St - S 317th St: Widen to 3 lanes 20,795 98-57 SR 509: 30th Ave SW - 47th Ave SW: Widen to 3 lanes 23,765 98-58 SR 509: 47th Ave SW - West City Limits: Widen to 3 lanes 29,706 07-19 1st Wy S @ S 336th St: Add 2nd SB left-turn lane 9,330 98-30 10th Ave SW @ SW 334th St: Signalization or roundabout 512 98-26 S 320th St @ 5th Ave S: Signalization 512 00-07 S 348th St @ 9th Ave S: Add 2nd SB left-turn lane 2,947 92-12 4 Av S: S 312 St - S 316 Pl: improve vertical alignment 40,509 95-02 S 312th St: 23rd Ave S - 28th Ave S: Widen to 3 lanes 9,451 98-31 SW 356th St @ 13th Wy SW/14th Ave SW: Signalization 512 07-16 Military Rd S @ S 320th St: Add 2nd NB left- turn lane 7,119 98-29 SW 320th St @ 11th Ave SW: Signalization 512 14-02 SR 509 @ 30th Ave SW: Install roundabout 1,278 98-28 SW 320th St @ 7th Ave SW: Signalization 512 98-19 S 308th St: 8th Ave S - 14th Ave S: Install curb, gutter, sidewalks 6,752 92-11 SW Campus Dr: 1st Ave S - 7th Wy SW: Widen lanes/sidewalk 2,626 00-16 SR 99 @ Spring Valley Montessori School: Add NB left-turn lane 8,838 95-20 Military Rd S: S 320th St - SR 18: Widen to 3 lanes 48,610 24-009 SW 340th St: 37th Ave SW - City Limits: Widen to 5 lanes 3,650 24-010 SW 340th St: 31st Ave SW - 37th Ave SW: Widen to 5 lanes 6,465 24-011 21st Ave S @ S 320th St: Install traffic signal 1,190 24-012 Citywide: Install variable lane use control signs 1,085 285 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 24-013 SW 344th St @ 27th Ave SW: Construct compact roundabout 699 24-014 Citywide: High Friction Surface Treatment Application 4,121 24-015 S 332nd St: 13 Pl S - SR 99: Extend S 332nd St from 13 Pl S to SR 99 1,300 24-016 Citywide: Local Road Safety Plan 500 Subtotal Street and Intersection Projects 1,126,021 Non-Motorized Capital Projects Project Number Project Description Cost (2024 $1,000) 00-06b S 314th St: PVR Wy S - 23rd Ave S: Add sidewalks and streetlights (23) 3,570 98-41 1st Ave S: S 292nd St - S 312th St: Shoulder improvement (24) 4,057 16-30 S 336th St: SR 99 - 20th Ave S: Add sidewalk north side (25) 809 16-27 SR 509: 11th Pl S - 16th Ave S: Install sidewalk on south side (27) 1,791 98-39 9th Ave S: S 332nd St - S 348th St: Widen for Bike Lanes 19,805 98-42 S Park & Ride Trail: SR99 @ 352nd - S 348th @ 9th: Extend Trail 1,891 24-017 SW King County Regional Trail Plan: Plan to connect trails to adjacent cities 300 16-21 Citywide Pedestrian Safety: Install mid-block crossing treatments (28) 4,401 24-018 Citywide RRFB Upgrades: Replace median- mounted RRFB's with mast arm mountings 853 24-019 Federal Way Transit Center: Pedestrian Access Improvements 1,024 24-020 S 312th St: Steel Lake Park - 28th Ave S: Install sidewalk and streetlights on south side 771 24-021 City Center Access - BPA Trail Extension: Construct multi-use path between Celebration Park and Federal Way Transit Center 7,217 24-022 Pacific Hwy S Trail - 16th Ave S (S 288th St to S 308th St): Construct multi-use path 3,678 24-023 Pacific Hwy S Trail - 16th Ave S (SR 509 to S 308th St): Construct multi-use path 2,347 24-024 Pacific Hwy S Trail - S 288th St to S 272nd St: Construct multi-use path 11,000 24-025 S 288th St: Military Rd S - 34th Ave S: Restripe to 3 lanes with bike lanes, improve pedestrian facilities 911 24-026 S 288th St: 16th Ave S - 34th Ave S: Restripe to 3 lanes with bike lanes, improve pedestrian facilities 2,681 24-027 FWHS - City Center Greenway: S 308th St / 20th Ave S: Greenway improvements 538 24-028 Citywide: Local Improvement District Non- Motorized Improvement Program 2,267 286 of 800 Non-Motorized Capital Projects Project Number Project Description Cost (2024 $1,000) 24-029 S 320th St Grade Separation: Conceptual design and feasibility analysis to lower S 320 St in City Center 300 24-030 28th Ave S: S 312th St - S 308th Ln: Install sidewalk and streetlights on east side of 28th Ave S and south side of S 308th Ln 3,150 Subtotal Non-Motorized CIP 73,362 Maintenance and Preservation Project Number Project Description Cost (2024 $1,000) 24-001 Overlay Citywide 105,800 24-002 Street Vegetation Management 4,200 24-003 Street Operations and Maintenance 80,000 24-004 ADA Retrofits 8,620 24-005 Intelligent Transportation System (ITS) and Traffic Signal Replacements 21,780 24-006 Traffic Maintenance (Signs, markings, signals, ITS, and streetlights) 16,500 24-007 Electricity for signal and streetlights 9,500 24-008 Demand Management Program 2,000 Subtotal Maintenance and Preservation 248,400 Total City Expenditures 1,447,783 3.6 FINANCING AND IMPLEMENTATION Provision of transportation facilities and services requires the timing of new projects to meet the needs of the community. At the same time, existing facilities must be maintained and the public’s investment protected, maximizing the life of the infrastructure. The purpose of this section is to describe various strategies available to the City to implement the preferred transportation and land use plan. The preferred plan proposes a balanced investment among modes of travel, providing mobility options and increasing the commitment to travel by transit, ridesharing, bicyclists, and pedestrians. The implementation plan for Federal Way focuses on the next six-year time period within which to forecast needs and to identify reliable options for transportation funding. Financing The purpose of a transportation financing strategy is to develop an adequate and equitable funding program to implement transportation improvements in a timely 287 of 800 manner. Without adequate funding the transportation plan cannot be implemented in an efficient and cost-effective manner. The financing program recognizes various user groups and modes. 288 of 800 289 of 800 Funding sources are not fixed and require annual review and reprogramming. Where non-City funds are sought, the City’s projects may be competing for limited funds. Without attention to financing requirements, the operation, maintenance, and expansion of the transportation system will not occur in a timely fashion. Estimates of Revenue The last four years (2021 to 2024) of financial revenues were reviewed. Table III- 10 presents annual revenue estimates for six existing sources of revenue for transportation capital improvements for the City of Federal Way. Each source of revenue has a low estimate, a high estimate, and the average of the two. Table III-10 Estimates of Specific Revenue by Sources 2021-2024 ($ Millions) Low High Source of Revenue Estimate ($) Estimate ($) Average ($) I. Existing Revenue Sources for Capital 1. Federal Grants – Annual Average 1.5 3.1 2.3 2. State Grants - Annual Average 1.8 3.6 2.7 3. Motor Vehicle Fuel Tax 0.4 0.7 0.5 4. Road/Street Maintenance 0.1 0.2 0.2 5. Traffic Mitigation 1.4 2.8 2.1 6. Transfer from Other Sources such as Real Estate Excise Tax and Community Development Block Grants 7.0 14.0 10.5 Total: Existing Annual Revenue for Capital 12.2 24.4 18.3 Total: 20-year Revenue for Capital 244 489 367 The estimate of each of the existing revenue sources listed in Table III-10 is described below in Existing Revenues for Transportation Capital Projects, with existing revenue sources numbered 1 through 6. Existing Revenues for Transportation Capital Projects 1. Federal Grants – Annual Average (net of Committed Grants) The estimate is based on the annual average of $3.1 million of federal grants received by the City since 2021. The low estimate of $1.5 million is based on 50 percent of the historical average, while a high estimate of $3.1 million is based on 100 percent of the historical average. The average of these values is $2.3 million. 290 of 800 2. State Grants – Annual Average (net of Committed Grants) The estimate is based on the annual average of $3.6 million of state grants received by the City since 2021. The low estimate of $1.8 million is based on 50 percent of the historical average, while a high estimate of $3.6 million is based on 100 percent of the historical average. The average of these values is $2.7 million. 3. Motor Vehicle Fuel Tax The Street Fund was established to account for the receipt and disbursement of state levied unrestricted motor vehicle fuel taxes, which must be accounted for in a separate fund. The Street Fund is used primarily for ongoing operating and maintenance expenses of the street system. However, the City transfers a portion of the Street Fund money to the City’s capital improvement program (CIP) for transportation projects. The estimate is based on the annual average of $708,000 received by the City since 2021. A low estimate of $354,000 is based on 50 percent of the historical average. The high estimate of $708,000 is based on 100 percent of the historical average. The average of these values is $531,000 4. Road and Street Maintenance The Street Fund funds ongoing operations and maintenance of the Federal Way street system. Since 2021, an annual average of $225,000 has been allocated from this fund. A low estimate of $113,00 is based on 50 percent of the historical average. The high estimate of $225,000 is based on 100 percent of the historical average. The average of these values is $169,000 5. Traffic Impact Fee Funds Federal Way assesses traffic impact fees for new developments through the adopted traffic impact fee program . The City has collected an annual average of $2.8 million in TIF fees since 2021. A low estimate of $1.4 million is based on 50 percent of the historical average. The high estimate of $2.8 million is based on 100 percent of the historical average. The average of these values is $2.1 million. 6. Transfer from Other Sources Federal Way also uses funds from other sources, such as real estate excise taxes (REET) and community block grants, to fund many types of infrastructure improvements, including transportation projects. This estimate is based on an average of $14 million transferred from other sources since 2021. A low estimate of $7 million is based on 50 percent of the historical average. The high estimate of $14 million is based on 100 percent of the historical average. The average of these values is $10.5 million. 291 of 800 Future Revenues for Transportation Capital Projects A key GMA planning requirement is the concept of fiscal restraint in transportation planning. A fiscally constrained Transportation Element must first allow for operation and maintenance of existing facilities, and then capital improvements. To introduce fiscal constraint into the plan, an inventory of revenues and costs was undertaken to identify funds that are likely to be available for capital construction and operations. The proposed Transportation Element for Federal Way contains a variety of projects that would cost approximately $1.4 billion over 20 years. Table III-11 summarizes the costs of the major types of transportation investments by type. The Transportation Element focuses on capital projects that will help the City achieve its mobility goals. The plan also includes ongoing pavement maintenance to ensure that the roadway network is kept in good condition. Table III-11 Costs of Federal Way Transportation Element (20+ years) Project Type Description Total Cost ($ Millions) Intersection and Street Traffic signals and roundabouts 1,126 Non-motorized Sidewalks, trails, bike lanes, and downtown investments 73 Maintenance Overlay and pavement repair, lighting, signal operations, snow removal 248 Total 1,447 *Costs denoted in millions It is worthwhile to note that average annual funding for transportation (including maintenance) in the City of Federal Way has averaged around $18 million in recent years. Revenues include those from outside sources and grants, general city funds, real estate excise taxes, impact fees, and gas tax receipts. The City aggressively pursues federal and state funding sources for transportation projects in order to maximize the use of City funds to maintain City streets and fund improvements to streets that would not fare well in grant-funding selection criteria. Based on the data in Table III-10 (Estimates of Specific Revenue by Sources 2021- 2024) the City’s existing revenue sources could generate between $244 and $489 million over the next 20 years. 292 of 800 The comparison of revenues to costs indicates that the City will need to carefully prioritize its projects, since not all of the transportation needs are likely to be affordable with existing revenue sources during the 20-year period. If this occurs, the City has several options: • Increase the amount of revenue from existing sources, including impact fees, real estate excise taxes, transportation benefit district, or increased general fund revenues. • Adopt new sources of revenue: o Proceeds from General Obligation Bonds o Creation of Local Improvement Districts o Reciprocal impact fees with adjacent jurisdictions o Business license fee per employee • The City can explore the feasibility and likely revenue amounts from these or other sources as the plan is implemented over the next several years. • Lower the level of service standard, and therefore reduce the need for some transportation improvements. Note that the City could also weigh changing the land use element to reduce the amount of development planned (and thus reduce the need for additional public facilities). However, overflow from congested freeways would be likely to congest City arterials regardless. Transit Funding Operating funding for transit services primarily comes from local (regional) sales tax revenues, farebox revenues, and in the case of Sound Transit, a Motor Vehicle Excise Tax. Capital funding primarily comes from federal grants. One of King County Metro’s priority investments in ridership recovering. Transit ridership is still down following travel pattern disruptions of the COVID-19 pandemic. Metro is working to bring service back towards pre-pandemic levels to increase ridership and bring reliable service to the region. 3.7 GOALS AND POLICIES Federal Way’s transportation vision is an aspirational statement that expresses the type of transportation system Federal Way will have by the year 2044 or, in many cases, much earlier. Federal Way envisions a transportation system that serves all 293 of 800 users and modes of travel by offering a safe and well-maintained network of walkways, bicycle facilities, intersections, and roadways that conveniently connect residents, workers, and visitors to public transportation, downtown Federal Way, and other major destinations. The following goals further define the vision, while policies express how the goals will be achieved. Goal T G1 Maintain and enhance mobility through a safe, balanced, and integrated transportation system. Policies T P1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local- level transit, high occupancy vehicle (HOV), and non-motorized improvements for pedestrians and bicycles. T P1.2 Develop a transportation system that achieves the following level of service (LOS) metrics: o Vehicles at signalized intersection will experience a 1.2 v/c ratio or lower o Vehicles at unsignalized intersection will experience a 1.0 v/c ratio or lower o Facility completeness as described in the following pedestrian, bicycling, and transit priority areas level of service tables Pedestrian Priority Area LOS LOS Within Pedestrian Priority Area Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided 294 of 800 Bicycle Priority Area LOS LOS Within Bicycle Priority Area Network Bicycle facility as indicated in Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided Transit Priority Corridor LOS LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park- and-rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park- and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A The Street Design Guidelines are provided in Appendix III-A. *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations T P1.3 Identify the improvements and strategies needed to fully implement the City’s Layered Network and meet the level-of-service requirements for transportation. T P1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high capacity transit and HOV facilities, improve bike and pedestrian mobility, or reduce air pollution. T P1.5 Enhance breadth of mobility options using the existing footprint of the roadway and technological advancements. T P1.6 When widening roadways, safety improvements shall be considered and implemented to compensate for added level of stress from additional traffic lanes and/or speeds. T P1.7 Employ traffic calming measures in neighborhoods through context sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. T P1.8 Improve safety on residential streets by: o Reducing street widths while maintaining on-street parking. o Increasing separation between sidewalks and streets. o Reducing design speeds to discourage speeding. o Limiting the length of straight streets to discourage speeding. o Traffic calming. 295 of 800 o Other actions approved by Public Works. T P1.9 Reduce crash rates and extend capacity of major roadways through the use of Access Management improvements. T P1.10 Develop incident response timing plans for major roadways. T P1.11 Coordinate with transit agencies to provide convenient non-motorized access to transit facilities. T P1.12 Discourage the use of road facilities by vehicles carrying hazardous materials and those with weight, size, or other characteristics that would be injurious to people and property in the City. T P1.13 Identify transportation programs and strategies for security and emergency responses. T P1.14 Maintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. ○ Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. ○ Ensure that complete street principles are applied in a context-sensitive way. T P1.15 Continue to enhance the City’s Layered Network by using the following methods: o Require dedication of rights-of-way as a condition for development when the need for such rights-of-way is linked to the development or where shown on the Future Roadway Network; o Request donations of rights-of-way to the public; o Purchase rights-of-way in accordance with State laws and procedures; and o Acquire development rights and easements from property owners. TP1.16 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. Social equity should be a key factor in selecting transportation investments. Goal T G2 Enhance community health and livability through pedestrian, bike, and transit transportation improvements that are regionally connected. Policies T P2.1 Through subarea planning, with the cooperation of transit service providers, connect neighborhoods to regional mass transit through appropriate designs and services. 296 of 800 T P2.2 Prepare, promote, and provide for an enhanced, high-capacity, regional transit system by maintaining and enhancing area residents’ mobility and travel options to high capacity transit centers. T P2.3 Make accommodations for any improvements, whether public or private, to provide for future high-capacity transit needs without major redevelopment. T P2.4 Foster phased improvements that expand transit services in time to meet the demand for these services. T P2.5 Work with transit agencies to ensure amenities such as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of appropriate transit facilities. T P2.6 Encourage non-motorized improvements that minimize the need for residents to use motorized modes by extending the existing non-motorized system and providing: 1. Safe and comfortable access to activity centers and schools; 2. Linkage to transit, park & ride lots, and school bus networks; 3. Completion of planned pedestrian/jogging or bicycle trails; 4. Designation of a network of streets that can safely and efficiently accommodate bicycles; and, 5. Extension of sidewalks to all streets. T P2.7 Facilitate a safe school walking routes program, and, where possible, make capital budget decisions that support such a system. T P2.8 Provide a one-mile grid of bicycle facilities connecting major activity centers, recreational facilities, and schools. T P2.9 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. T P2.10 Include sufficient area in rights-of-way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic and enhanced aesthetics. T P2.11 Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve non-motorized circulation. Require the same for all new developments or redevelopments to the extent allowed by law. 297 of 800 T P2.12 Require developers to mitigate the impact of the development on the City’s transportation system by constructing bike lanes, trails, and sidewalks where they would interface with the existing system to the extent allowed by law. T P2.13 Promote self-enforcing design standards that minimize pedestrian, cyclist, and vehicle conflicts. T P2.14 Establish a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. T P2.15 Establish a funding program that prioritizes the most critical non-motorized improvements first. T P2.16 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. Goal T G3 Ensure Federal Way’s future transportation network decisions are consistent with the City’s land use vision and plan. Policies T P3.1 In partnership with adjacent communities and other agencies, implement cost-effective transportation demand management strategies that provide options and flexibility for employers and all users of the transportation system. T P3.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limit the area to be served by a single access point commensurate with planned density. T P3.3 Determine street classifications by balancing travel needs with changing right-of-way uses and neighborhood character. T P3.4 Protect existing, and acquire future, right-of-way consistent with functional classification cross-section (transit, rail, bike, and pedestrian) needs. T P3.5 Require developments to dedicate right-of-way as needed for development commensurate with the impacts of the development. At a minimum, setback limits shall be used to assure that buildings are not placed within the right-of-way requirements for planned transportation facilities. Right-of-way dedication shall be commensurate with a development’s impact to the existing and planned transportation system. 298 of 800 T P3.6 Design arterial roadways to fit with the planned character of areas (context sensitive design) they pass through. T P3.7 Enhance the viability of regional and local transit service by establishing design standards for streets that move transit, pedestrians, and cyclists in the City Center. T P3.8 Establish land use policies and fees necessary to evaluate for and clean contamination of soils and the environment surrounding fuel pumping stations as they are phased out. T P3.9 Update parking requirements established in FWRC to consider appropriate regulations considering the provision of electric vehicle parking in new development. TP3.10 Coordinate with local utilities agencies to transition the City’s existing internal combustion motor inventory to electric vehicles, and establish rates and capital improvements necessary to support the electric grid’s increased demand for electricity to fuel automobiles. Goal T G4 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. Policies T P4.1 In partnership with adjacent communities and other agencies, implement cost-effective transportation demand management strategies that provide options and flexibility for employers and all users of the transportation system. T P4.2 Encourage employers to institute complementing Transportation System Management actions to those undertaken by the City. T P4.3 Work toward City and regional mode split goals in partnership with Commute Trip Reduction (CTR) affected employers. T P4.4 Incentivize public/private programs that stimulate transit, carpool, and vanpool use. T P4.5 Continue to implement traffic signal coordination projects as the primary component of a TSM program. As funds permit, monitor traffic operations to ensure efficient timing of traffic signals. T P4.6 Maintain a mechanism for public comments and requests related to traffic monitoring and other areas for proposed transportation enhancements. T P4.7 Develop and maintain a regular data collection and monitoring program. 299 of 800 Goal T G5 Be an active partner with outside agencies and groups to achieve Federal Way’s transportation vision. Policies T P5.1 Coordinate with neighboring jurisdictions to develop a fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. T P5.2 Continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option. T P5.3 Work with the transit agencies, WSDOT, King County, and other partners to pursue funding for HOV improvements that complement transit and non-transit HOV facilities and park and rides within Federal Way. T P5.4 Strategically use public and private investment to complement the multi-modal vision of the plan, including “matching” improvements to supplement the efforts of other agencies to provide HOV and transit facilities. T P5.5 Coordinate with other agencies and stakeholders to pursue funding for pedestrian and bicycle amenities. T P5.6 Support well-designed regional transportation projects that will preserve the movement of people and goods on I-5 and state routes. T P5.7 Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming; including access to regional marine facilities. T P5.8 Coordinate with local businesses and organizations, and historically underrepresented populations, to provide feedback on regional and local transportation issues and on transport needs and opportunities related to all modes of transportation. T P5.9 Coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. T P5.10 Develop a program to create portions of the non-motorized system through public-private partnerships. 300 of 800 Goal T G6 Preserve, maintain, and expand the lifespan and usefulness of Federal Way’s existing transportation infrastructure. Policies T P6.1 Ensure cost-effective maintenance of transportation facilities under the City’s jurisdiction, including non-motorized facilities. T P6.2 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. T P6.3 Construct capacity enhancements only where congestion is most severe and where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. T P6.4 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. 301 of 800 INTELLIGENT TRANSPORTATION SYSTEMS (ITS) MASTER PLAN DRAFT REPORT June 27, 2024 302 of 800 1. INTRODUCTION Intelligent Transportation Systems (ITS) are defined as the application of technology to address transportation problems such as congestion, safety, and mobility. In the Puget Sound Region, substantial investments in ITS have been made by cities and counties and the Washington State Department of Transportation (WSDOT). The City of Federal Way has an ever-expanding communication network with plans to expand a robust Traffic Management Center (TMC) and a secondary Satellite Management Center. This document provides a plan to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • Puget Sound Regional Council (PSRC) • King County • Transit Agencies (King County Metro Transit, Pierce Transit, Sound Transit) • Adjacent Cities • Valley Communications (“ValleyCom”) • Participants of the City of Federal Way EOC As the ITS program grows to include more technology and extended interagency coordination, the Traffic Division that oversees and operates these projects will periodically update the ITS Master Plan and evaluate changing needs and technology. This plan documents these current needs and provides a strategic plan for completing proposed ITS projects and programs. PLAN OVERVIEW This ITS Master Plan is organized into the following chapters: • The Current Transportation Environment: This chapter discusses the current transportation environment in Federal Way includes the roles and responsibilities of various groups who are involved with operating and maintaining the transportation systems and roads as well as other agencies that are considered stakeholders for the development of the Federal Way ITS program. • Review of Plans and Anticipated Regional Projects: Existing reports and plans were reviewed to gain an understanding of transportation issues and planned projects in Federal Way. These documents include: o Transportation Element of the Comprehensive Plan o 2024 - 2029 six-year Transportation Improvement Plan (TIP) o 20-year Capital Improvement Plan o Destination 2030 (PSRC), and o Vision 2050 (PSRC) • ITS Existing Conditions and Needs Assessment: This chapter provides an overview of the systems in place today and an identification of implantation needs for problem locations (corridors, intersections, etc.) that may have applicable ITS solutions. • Concept of Operations: The concept of operations establishes the roles and responsibilities between organizations, and the level of information sharing among those organizations. • ITS Master Plan Projects List: This chapter provides a project list based upon identified needs and the Concept of Operations. 303 of 800 2. CURRENT TRANSPORTATION ENVIRONMENT Federal Way is the fifth largest city in King County and the 9th largest in the State of Washington, with a 2023 population of approximately 100,000 people. The city limits encompass 22.5 square miles with 292 centerline miles of paved streets. Interstate five (I-5) bisects the city running north and south, State Route (SR) 99 runs parallel to I-5. State Route 509 connects southwest Pierce County with SR 99 in the northern portion of Federal Way. SR 161 and SR 18 also service Federal Way connections to north, south, east, and west of the city. Economically the area employs approximately 29,000 people with the major employers being the DaVita, World Vision, City of Federal Way, and St Francis Medical Center. Origin-destination studies show the major arterials as access to I-5 for work-based trips as well as carrying through-traffic from north and south of Federal Way commutes. The City has completed major investments into the roadway network and Park & Rides, which includes widening SR 99 and adding five core lane-miles of HOV lanes as well as additional HOV lane-miles on S 348th Street (access to SR 18). Construction of the Sound Transit Station was completed in 2006 with direct access to I-5. 2.1 ITS PROGRAM STAKEHOLDERS Within Federal Way, the Traffic Division of Public Works conducts planning, design, operations, and maintenance of the existing traffic signal interconnect system. These functions shall remain the same for the future ITS system in the City. The division regularly coordinates with other City and non-City agencies. The following are considered key stakeholders for both the existing and future programs. • WSDOT Northwest Region: WSDOT is responsible for the operation and maintenance of I-5 while Federal Way maintains and operates the other state routes within the city. WSDOT monitors roadway conditions via their many traffic cameras, and the Northwest Region operates a Traffic Systems Management Center (TSMC) located in North Seattle. WSDOT allows Federal Way to access video feeds or images from the City TSMC. The TSMC monitors, detects and responds to traffic incidents and shares information with the Washington State Patrol (WSP) via a direct link to WSP’s Computer Aided Dispatch (CAD) system. WSDOT also posts real-time traveler information messages on their website as well as statewide 511 systems, which is a telephone traveler information system that provides customized road reports and other information based upon a traveler’s location. Today, WSDOT has fiber optic systems along S 320th Street, SR 161, and SR 99 entering the City of Kent. Federal Way’s planned program connects to these extension areas. • King County Road Services: King County Road Services division has an active ITS program with an ACTRA centralized signal control system, a Traffic Control Center (TCC) in downtown Seattle, and a multi-phase ITS Strategic Plan. Other agencies adjoining the City of Federal Way deploy the same type of software or employ King County. • City of Auburn: Federal Way shares its boundaries with the Potential Annexation Areas (PAA) of King County which border Auburn’s recently annexed areas. Auburn operates and maintains a TMC. Federal Way’s concept master plan would connect to this system. • City of Kent: The City of Kent shares a north boundary with Federal Way. There is a planned Kent ITS network connection along S 272nd Street to connect to ValleyCom 304 of 800 Dispatch and Auburn’s TMC. ValleyCom Dispatch is the regional 911 communications dispatch center. • King County Transit Speed and Reliability: King County Metro’s Speed and Reliability Division works with local jurisdictions to deploy Transit Signal Priority (TSP). TSP is currently being deployed within Federal Way on the main transit corridors of SR 99 and S 320th Street. • Sound Transit and Pierce Transit: Both transit agencies serve Park & Rides within Federal Way. Sound Transit provides regional transit connections to areas north and south of Federal Way. Pierce Transit provides service to and from the City of Tacoma area to the south of Federal Way. Real-time traffic information will be provided at Park & Ride facilities to provide commuters and drivers valuable decision-making information. • Federal Way School District: The Federal Way School District is headquartered next to the City Hall. The intent of this stakeholder partnership is to share data for transportation services and emergency management personnel, which dispatches to all schools within Federal Way. • Emergency Management: The Federal Way Emergency Operations Center (EOC) is also located at City Hall, with a secondary command center at the South King Fire and Rescue station near 1st Ave S and S 320th Street. This ITS Plan includes a satellite TMC at the South King Fire and Rescue station. The Fire Department is dispatched via ValleyCom Dispatch located in Kent. The Fire Department responds to incidents across the city and along freeways from several fire stations. The City’s arterials are the main routes used by the Fire Department, and Opticom emergency vehicle signal preemption is installed at the signalized intersections on these routes. Other operation members of the EOC are Lakehaven Utility District, Puget Sound Energy, and representatives from St. Francis Hospital. • Law Enforcement: The Federal Way Police Department is located in the same building as Public Works and assists in staffing the EOC. The FWPD operates the “Safe Cities” project, which includes 80 pan-tilt-zoom cameras located in Federal Way’s City Center. Integrating the “Safe Cities” video monitoring system with the TMC is an opportunity to leverage existing ITS resources to improve traffic management capabilities. 3. REVIEW OF PLANS AND ANTICIPATED REGIONAL PROJECTS 3.1 REVIEW OF PLANS The ITS Master Plan is intended to integrate with other local and regional planning efforts. • Federal Way Comprehensive Plan - Transportation Element: The goal of the Federal Way Transportation Element is to provide a balanced multi-modal transportation system that will support land use patterns and adequately serve existing, and future, residential and employment growth within the City. This Transportation Element of the Comprehensive Plan comprises a set of framework transportation policies to support Federal Way’s land use vision and a more detailed and technical plan for implantation of the framework policies. The Transportation Element coordinates transportation projects with other relevant projects in adjacent jurisdictions and the region. Concurrent with this ITS plan update, Federal Way has updated the Comprehensive Plan integrating new policy framework consistent with the Puget Sound Regional (PSRC) Vision 2040 305 of 800 document. The ITS Master Plan is intended to fold into the Transportation Element of the Comprehensive Plan. • 6-Year Transportation Improvement Plan (TIP) 2024 - 2029: The TIP is updated annually and is part of the overall Capital Improvement Program for the City. It includes prioritized project descriptions and projected funding for transportation improvements. TIP projects are evaluated and programmed based on the following criteria: o Concurrency Requirement o Level of Service Improvement o Collision Rate Improvement o Collision Severity Rate Improvement o HOV Supportive o Non-Motorized Supportive o Community Support o Air Quality o Ease of Implementation o Benefit/Cost Ratio ITS projects do not have a dedicated funding source, so incorporating ITS elements into programmed TIP projects is an important strategy to expand the program capabilities. The 2024-2029 TIP includes construction of new traffic signals, implementation of adaptive signal timing and detection upgrades but does not explicitly include ITS communication elements. • Puget Sound Regional ITS Architecture: The Puget Sound Regional ITS Architecture was updated in 2008 and provides a framework for ensuring institutional agreement and technical integration for the implementation of individual ITS projects, or groups of ITS projects. The Regional ITS is a federally mandated planning document that provides a framework for the integrated deployment of ITS within the Puget Sound Region. Since Federal Way is part of the Puget Sound Regional ITS Architecture, the City is not required to develop a separate regional architecture. However, as funding applications for new projects are developed, the City will need to self-certify that it has met the Federal requirements for ITS Architecture compliance. • PSRC Destination 2030 and Vision 2050: The PSRC’s Destination 2030 Transportation Improvement Plan carries several projects sponsored by Federal Way. The ITS Master Plan identifies projects that can be folded into the regional program. An example of the projects would be fiber network connections with CCTV sharing capabilities incorporated into existing projects, HOV queue jump lanes, future Transit Signal Priority, Incidence Response Programs, and the TMCs, both main and Satellite. 3.2 ANTICIPATED REGIONAL PROJECTS WSDOT has planned projects in the Federal Way area as well as in the transportation network that affects the City roadway network. The work being done through these projects represent opportunities to expand ITS infrastructure. • SR 167 Extension, Tacoma to Edgewood (interchange near MP 139): Improvements include new construction of a freeway segment. The SR 167 Extension is a critical missing link in the state's highway network. Its completion is expected to improve safety and reduce congestion along local roads and freeways in the surrounding area. Construction is currently unfunded. 306 of 800 • Roundabout at SR 161/S. 356th/16th Ave S.: Construction of a roundabout at a complex intersection. The project may require ITS elements to ensure effective operations. • I-5 SR 509 Corridor Completion and Freight Improvement Project: When finished, SR 509, the South Airport Access roadway, and new I-5 lanes/improvements, will become a key component within the Seattle and south King County transportation network. When considered in conjunction with the planned Alaskan Way Viaduct improvements, this project provides a critical north-south corridor alternative to I-5 through Seattle and South King County. 4. ITS EXISTING CONDITIONS AND NEEDS ASSESSMENT 4.1 EXISTING ITS SYSTEM • Central Signal System: Traffic signal communication consists of six pairs of copper wire and fiber optic interconnections and ethernet is used to connect individual cabinets with TACTICS, the City’s central signal system. The City manages operations at 87 signalized intersections within city limits, five of these are WSDOT’s signals and three are King County’s. Twelve of the signals are not interconnected to the traffic signal management system. • Signal Priority: Transit Signal Priority (TSP) has been implemented along several corridors in coordination with King County Metro Transit and Peirce Transit. King County Metro is planning for TSP on the 320 corridor from SW 21st to the East City Limits which will impact nine traffic signals. • Real-time Traffic Monitoring: WSDOT is employing a program called “Traffic Busters” which was implemented in 2008. The program goals are to proactively manage traffic congestion using an ITS network that connects across agencies, shares equipment across agencies, provide a complete regional traffic signal communications link (C2C), and provide a website for agreements and contracts. Twenty-two agencies are connected to this system. The “Traffic Buster” System Architecture is as follows: • Access to 1 gigabit synchronous backbone • 100 Mbps (megabit per second) agency connection to the backbone • Private network with a sub-network for agency use • Share Cameras 10 at a time (MPEG4 encoders) • See cameras 4 at a time (MPEG4 decoders) • PC terminal and software as needed • IP network for C2C connections • Phase 1 provides: Regional network camera coordination • Phase 2 provides: Regional data collection, signal coordination, and incident management plans 4.2 NEEDS ASSESSMENT The transportation needs and problem locations identified by Traffic Division staff generally fall within the areas of Traffic Management for mobility and safety, Emergency Management, Special Event Management and Road Maintenance. Incident management is also considered 307 of 800 part of Traffic Management, with an incident considered to be a planned or unplanned event that results in traffic congestion, versus an emergency being a major catastrophe that results in an activation of the ECC. Traffic Management: The deployment of a robust TMC and Satellite TMC will enable many opportunities for centralized control of future ITS field devices. In order for the City to maximize the return on the TMC investment, there is a need for devices that can provide a high level of real-time traffic monitoring and congestion management. The replacement and supplementation of in-pavement loop detectors with video detection at key intersections can provide enhanced traffic data while reducing maintenance costs. Cameras that provide automated traffic counts would provide important data for signal timing plans. Additions of Pan-Tilt Zoom (PTZ) traffic cameras and greater access to WSDOT freeway cameras will also provide significantly enhanced real-time monitoring capability. The procurement of fixed and/or portable Dynamic Message Signs at the interchange access to the City at SR 18 and S 320th Street, as well as at key locations along the major corridors of SR 99, SR 161, SR 18, SR 509, are needed for providing en-route information to travelers. These signs could also be used for any construction notifications for impacts to main travel ways. The Traffic Division has noted these key traffic and safety needs: • Coordinate with WSDOT, King County, and other cities to address management of incidents on I-5 and SR 99. Additionally, explore techniques to handle congestion on the City arterials due to incidents and special events. This may include development of “action plan sets” – predefined signal coordination plans that are designed to provide high-capacity throughput on detour routes. • Continued fiber optic system installation as well as bringing all signalized intersections online. Include 24-count fiber on all signal capital projects. • Replace existing 6-pair fiber with fiber optic. • The City has implemented a Traffic Management Center (TMC) and 1.0 Full-Time Equivalent (FTE) is dedicated to the TMC. To support the expanded real-time monitoring of traffic conditions, additional TMC staff would be required. In order to provide coverage during morning or afternoon peak periods, emergencies, and special events, additional staffing would be required. An additional FTE might be required for this duty to cover the required time periods. • Continue the shared use agreement with the Police Department to share Safe City surveillance equipment. • Continue to explore ways to make Transit Signal Priority more effective and reliable. • Continue implementation of adaptive control traffic signal control strategies, which adjust traffic signal timing in real-time. • Speed Monitoring and speed feedback signs on curves with a crash history. • Improved safety and visibility at school and pedestrian crossings. • Leverage adaptive signal timing software and the initial implementation of Automated Traffic Signal Performance Measures (ATSPM) to download and archive traffic volume data. • Real-time traffic conditions data broadcast to the public similar to WSDOT and the City of Bellevue’s traffic flow maps. 308 of 800 Emergency Management: Over the past few years there have been discussions with Emergency Management promoted by the Federal Way Traffic Division (support to EOC) regarding ITS needs for enhancing traffic/emergency management. The following are highlights of the discussed needs to support the EOC via an ITS: • Development of a citywide emergency response plan coordinated with an ITS system. • Access to a TMC and Satellite TMC functioning with the EOC to include traffic camera images, or video feeds, signal system workstation, and access to weather and traffic sensor data from existing and future devices. • Pre-defined signal timing plans for major incidents such as earthquakes, floods, and HAZMAT spills. Timing plans would also be needed to accommodate traffic incidents on I-5 and events that affect I-5 in Tacoma and Seattle. • The EOC could also receive information and notifications of snow plowing and other road maintenance activities. • A procedure by which the EOC could request specific messages to be sent on the Dynamic Message Signs. Road Maintenance: The Federal Way Streets Division manages road maintenance. The Streets Division has installed four in-roadway weather stations. This benefits the Streets Division by Improving the ability to detect standing water, and snow and ice conditions from the field. Additionally, the Streets Division has installed Opticom in its fleets of snowplows and sanders. This reduces the chances that a plow will need to stop at a red light and improves efficiency of snowplow operations. It also ensures that sand and de-icer materials are applied at steady rates as the impact of starting and stopping can impact application and safety. 5. FEDERAL WAY CONCEPT OF OPERATIONS As the City moves forward with implementation of their ITS program, it is necessary to consider how the various City divisions and departments will work together with key stakeholders to most effectively accomplish their goals and objectives as a roadway service provider. A Concept of Operations identifies two things: 1. The roles and responsibilities that an agency and partners have in deploying and operating ITS projects and programs. 2. The electronic information exchanges that need to occur between the agencies. The previous sections of this report present the Federal Way ITS program in terms of identified needs, existing and planned projects. This Concept of Operations section is intended to provide a view as to how Federal Way would operate on a day-to-day basis with a fully functional ITS program in place. It helps establish the roles and responsibilities for operations and the maintenance of equipment, and also the levels of electronic information and device control sharing among partners. Effectively, the Concept of Operations guides how information is electronically gathered and manipulated by each agency and how that is shared across the agencies to the benefit of all. Because the Concept of Operations defines information sharing links between agencies, it is also a requirement between two agencies that wish to send streaming video to each other, compared to two agencies who simply wish to share traffic volume data. 309 of 800 The Concept of Operations is intended to be forward thinking to support the current and new projects that will be identified in this ITS Master Plan. In addition, by identifying electronic linkages between agencies necessary for sharing information and video images, the Concept of Operations begins to define requirements for the communications infrastructure that will be needed to support future projects. However, the City’s Concept of Operations must blend with the Puget Sound Regional ITS Architecture developed through the Puget Sound Regional Council (PSRC), which includes a Concept of Operations from a regional perspective. A more detailed analysis from Federal Way’s perspective is warranted as part of this Master Plan development work. 5.1 APPRAOCH TO DEVELOPING THE CONCEPT OF OPERATIONS This section provides the recommended Concept of Operations for the City of Federal Way. In developing a Concept of Operations, it is recognized that relationships between agencies embody two main components: 1) What roles and responsibilities does each agency play in the relationship, and 2) What kinds of information are shared. Seven types of roles or responsibilities are used to describe agency-to-agency relationships. They are listed as follows from the lowest to the highest level of interaction: • Consultation: One party confers with another party, in accordance with an established process, about an anticipated action and then keeps that party’s information about actions taken. • Cooperation: The parties involved in carrying out the planned and/or project development processes work together to achieve a common goal or objective. • Coordination: The comparison of the transportation plans, programs, and schedules of one agency with related plans, programs, and schedules of other agencies, and adjustment of plans, programs and schedules to achieve general consistency. • Information Sharing: The electronic exchange of data and device status information between parties for the purpose of coordinated responses, planning, and analysis. • Control Sharing: The ability, through operational agreements, to allow for one party to control another party’s field devices to properly respond to incident, event, weather, or traffic conditions. • Operations: One party fully operates field equipment of a second party, typically because the second party does not have this capability and contracts for the service. • Maintenance: One party maintains the equipment for a second party. Along with these seven roles and responsibilities are associated information types that are typical for agency-agency exchange. Five primary types of electronic information exchanges are identified: • Video: The dissemination of live video and still images from one party’s field cameras to another’s via email, web page, or ftp site. • Data: The dissemination of data from one party to another party. Data can include but is not limited to, traffic data, weather data, parking data, transit data, etc. 310 of 800 • Command: The ability for one party to control field devices. Command can include but is not limited to, changing DMS messaging, changing traffic signal timing, camera control, etc. • Request: The ability for one party to solicit either data or request a change, such as DMS messaging or signal times, from another party. • Status: The ability for one party to monitor field devices, and receive such information as current signal timing/response plan, current message sets, etc. A diagram representation of these relationships for Federal Way is provided in FIGURE 1 on the next page, the roles and responsibilities of these entities in the Federal Way ITS Program are described below: • City of Federal Way TMC: The TMC would operate the city’s centralized signal system and monitor the conditions on the city arterials and freeways. The TMC also coordinates and shares other agency data and monitored conditions. • City of Federal Way EOC: The Federal Way EOC would receive direct communications from the TMC and the satellite TMC. This data share would be in the form of camera images via the intranet and/or email notifications for a web page or ftp site. Cameras would provide a view into traffic, weather, and/or emergency issues. The satellite TMC would provide backup access to the City Hall location. The EOC would also have the ability to request that a particular message be placed on the future DMS or traveler information web page, and the ability to have a subset of participants in this program to effectively manage direction of the operations with: o City of Federal Way Streets / Operations Division o City of Federal Way Police Department o South King County Fire and Rescue o Federal Way School District Head Quarters o Puget Sound Energy o Lakehaven Utility District o St. Francis Hospital • Valley Communications and Auburn TMC: As mentioned earlier, the Valley Communications Center is the hub for all 911 communications in South King County located in the City of Kent. At the north boundaries of Federal Way on S 272nd Street, the City of Kent plans a fiber optic connection through to Valley Communications. Federal Way would be able to connect to this system at S 272nd Street @ SR 99. Federal Way envisions a partnership with the Regional fiber consortium to connect to this system and carry this system to the City of Auburn’s TMC. This vision of partnership would include all the Federal Way EOC operations support, the City of Kent, the City of Auburn, WSDOT, and the participants of all operations of Valley Communications. Data sharing would include traffic conditions and emergency response messages through cameras via intranet and/or email. Through the Federal Way EOC, messages would be able to be sent out to future DMS with traveler information and/or emergency notification instructions. 311 of 800 312 of 800 WSDOT Roadside: As mentioned previously, WSDOT would provide Federal Way with viewing access to some of their I-5 cameras and newer technology for the “Traffic Busters” program. In turn, Federal Way could share its cameras with conditions on S 320th Street, SR 99, SR 509, SR 161, and SR 18. • WSDOT TSMC: WSDOT and Federal Way would have a center-to-center connection that would be in operation. The “Traffic Buster” WSDOT program plans to connect fiber optics to WSDOT hub at I-5 just south of S 320th Street. Federal Way envisions that this would allow future camera viewing internal to Federal Way along arterials that parallel the freeways and ramp terminals. Adding ramp terminals to this system would promote access to the central system of both agencies and coordinate traffic with the ramp terminal queues mitigating backups on and off of I-5. • King County Maintenance and King County TCC: Federal Way would data share camera images and/or traffic data with King County Maintenance. King County contracts with Federal Way for maintaining traffic signals. This process would effectively manage signal issues with a shorter response time. King County Maintenance shares traffic data and monitoring with the King County Traffic Control Center (TCC). Both agencies would be able to share information with the Federal Way TMC. King County has expressed a desire to operate a regional transportation data warehouse that could be used to “power” regional traveler information systems, such as a regional arterial traffic flow map. If the data warehouse is developed, Federal Way would like to share data through that channel. • King County Metro Speed and Reliability: The Speed and Reliability Division of Metro, which works with local cities to deploy Transit Signal Priority, has expressed a need for the technology. Currently, Metro has no automated way of knowing what happens at the intersection beyond the driver’s request. TSP equipped signals in Federal Way may be unnecessarily pre-empted without the traffic information of the downstream signals. Deploying this information would assist both Metro and the City to manage traffic conditions effectively. Additionally, Metro buses would have the capability to give travel times on routes to effective measure needs and promote accomplishments in signal coordination with the ITS. • Pierce Transit and Sound Transit: Both agencies operate within Federal Way. Setting up data stations at the Park & Rides where Federal Way TMC would post traveler information would empower not only drivers but also transit users through the region. Data sharing would be terminals showing traffic conditions and alternative routes that are available and routes to avoid. 313 of 800 6. FEDERAL WAY ITS PROJECT DESCRIPTIONS The Concept of Operations and needs identified by stakeholders, combined with other factors over the years, guided the development of potential projects for the City of Federal Way. Factors that influence the selection of projects include the following: • “Trouble Spots”, defined as mobility and safety issues, and key intersections on the arterial network • Gaps in existing and planned ITS deployments • Locations of key centers, including transportation, event, and employment centers • Transit corridors • Communications infrastructure • Projects identified by stakeholders as future or currently unfunded projects • Opportunities for coordination between City departments and other regional agencies Future Projects • CAV Plan • EV Plan - for their own fleet? • Freight - dilemma zone • Parking management? • Red light running • Expanding adaptive system into the annexed area 6.1 TRAFFIC MANAGEMENT Traffic Management projects include those that use ITS to improve safety and reduce congestion through roadway surveillance, monitoring, data collection/collection improvements, traffic flow improvements, and incident response. 314 of 800 TM-1: Vehicle Detection Expansion Project Description: This is an ongoing program. Implementation of the ITS Master Plan sets goals, structure, and organization in place for this project. This project would develop a decision-making framework for the selection of detection technology and location to support the City’s goals such as the operation of SCOOT (adaptive signal system), TACTICS (central signal system), or count stations. These could include video detection, radar detection, or “counting” loops installed at midblock and/or at intersections to provide data that can be used to supplement traffic management and congestion monitoring. When supplemented with a robust communications network, real-time data from in- pavement or vehicle video detectors can be used to determine the level of congestion along a roadway. This information can be utilized to adjust signal timing at the TMC as well as share with the public as traveler information. TM-1 would be an ongoing program to expand and upgrade video detection and signal controller upgrades across the City via programmed CIP projects implemented when those segments have other projects. Additionally, the replacement of, or supplementation to, in-pavement loops at critical intersections with video detection cameras and communications infrastructure to provide data and video images back to the TMC can be accomplished as standalone projects or in conjunction with projects. Video detection is the preferred approach where feasible for most intersections, however, “counting” loops may be more appropriate at some locations, as well as strategic placement of pan- tilt-zoom camera. Software support is included with the Communications Plan. Justification: Depending on the size of an intersection, video detection is slightly higher in initial costs than in- pavement loops. Maintenance requirement costs for video detection are lower than in-pavement loops. Video detection and pan-tilt-zoom cameras provide enhanced, readily available traffic data as well as the benefit of immediate access. Dependencies: This project could be deployed independently; through a CIP project, or in tandem with the Communications Plan and Automated Traffic Counts projects. Stakeholders: City of Federal Way Travelers Transit Agencies Local and State Government Transportation Departments and EOC’s Estimated Costs: Approximate costs of a full program over 20 years for a city-wide program at an estimated 80 signals, video detection, pan-tilt-zoom cameras, counting loops, and controller conversions would be ~$10,000 per intersection and miscellaneous mid-block locations, as determined by the engineering analysis. A program would be approximately $450,000 for every 6 years. 315 of 800 316 of 800 TM-3: Concept of Operations for Roundabout Location: SR 161, S 356 St, 16th Ave. S. Description: WSDOT is constructing a roundabout at the intersection of SR 161, S 356, 16th Ave. South. The complex geometry may require metering to ensure the roundabout functions as intended over its design life. A Concept of Operations will be required to determine how the metering system functions. Additionally, pan-tilt-zoom cameras will be required to monitor the roundabout, including queueing. Justification: Determines the operating parameters for a new roundabout. Dependencies: WSDOT construction project. Stakeholders: City of Federal Way Travelers Transit Local and State Government Transportation Departments and EOC’s Estimated Costs: $250,000 for development of ConOps. 317 of 800 TM-4: Dangerous Curve Warning System Description: The City has identified several sharp curves that can be hazardous to motorists traveling too fast. This project would install radar speed detection and flashing dynamic message signs to alert drivers. Identified locations would be evaluated citywide. This project could initially be deployed at a single location as a demonstration project using a speed radar trailer. An alternative treatment is high friction surfaces at curves with high crash frequency. The City has identified 17 problematic curves and has received grant funding to install high friction surfaces at six of these types of curves. After implementation of the high friction surfaces, a review of crash data could show if additional ITS based countermeasure would be practical. Justification: Reduce crashes, particularly fatal and serious injury crashes. Dependencies: Funding. Stakeholders: City of Federal Way Travelers Estimated Costs: $200,000.00 for 20 signs. 318 of 800 TM-5B: Fiber interconnect (Signal Interconnections) Location: 21st Ave SW @ SW 344 St. to SW 356th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $585,000.00 for 3,900 feet at $150/ft. 319 of 800 TM-5C: Fiber interconnect (Signal Interconnections) Location: 9th Ave S @ S 336th to 13th Place @ 336th (Project is in Design and Funding Identified Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $ 240,000.00 for 1,600 feet at $150/ft. 320 of 800 TM-5E: Fiber interconnect (Signal Interconnections) Location: 1. S 312th St: SR99 to 23rd Ave S 2. 23rd Ave S: S312th St to S 317th St (The project is scheduled for construction in 2024.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 1. $345,000.00 for 2,300 feet at $150/ft. 2. $270,000.00 for 1,800 feet at $150/ft. 321 of 800 TM-5F: Fiber interconnect (Signal Interconnections) Location: 23rd Ave S: S 320th St to S 322nd St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $120,000.00 for 800 feet at $150/ft. 322 of 800 TM-5G: Fiber interconnect (Signal Interconnections) Location: S 320th St: I-5 NB Ramps to Military Rd S (The project is designed and funding has been identified for construction.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $450,000.00 for 3,000 feet at $150/ft. 323 of 800 TM-5J: Fiber interconnect (Signal Interconnections) Location: S 356th St: 21st Ave SW to SR99 Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $1,470,000.00 for 9,800 feet at $150/ft. 324 of 800 TM-5K: Fiber interconnect (Signal Interconnections) Location: 21st Ave SW: SW 312th St to SW 320th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $495,000.00 for 3,300 feet at $150/ft. 325 of 800 TM-5L: Fiber interconnect (Signal Interconnections) Location: S 312th St: SR509 to 8th Ave S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $405,000.00 for 2,700 feet at $150/ft. 326 of 800 TM-5M: Fiber interconnect (Signal Interconnections) Location: SR 509: SW 312th St to 8th Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects one signal with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $646,200.00 for 4,300 feet at $150/ft. 327 of 800 TM-5N: Fiber interconnect (Signal Interconnections) Location: SW 320th St: 47th Ave SW to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $1,260,000.00 for 8,400 feet at $150/ft. 328 of 800 TM-5O: Fiber interconnect (Signal Interconnections) Location: SW 340th St/ SW 336th Wy: Hoyt Rd to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $885,000.00 for 5,900 feet at $150/ft. 329 of 800 TM-5P: Fiber interconnect (Signal Interconnections) Location: S 288th St: Military Rd. to 45th Pl S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects five signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $915,000.00 for 6,100 feet at $150/ft. 330 of 800 TM-5Q: Fiber interconnect (Signal Interconnections) Location: Military Rd S: 31st Ave S to S 272nd St (A portion of this segment will be constructed in the 2024 construction season.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. This project segment interconnects four signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $120,000.00 for 800 feet at $150/ft. 331 of 800 TM-5R: Fiber interconnect (Signal Interconnections) Potential Annexations Areas (PAA) from King County: 1. S 360th St: Milton Rd S to Military Rd S 2. Military Rd S: S 360th St to S 320th St 3. S 321st St: Peasley Canyon Rd to 51st Ave S 4. 51st Ave S: S 321st St to S 316th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. These project segments install new traffic signals and interconnect the major roadways of the Federal Way PAA signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding and Cost Benefit. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 1. $1,305,000.00 for 8,700 feet at $150/ft. 2. $2,115,000.00 for 14,100 feet at $150/ft. 3. $336,750.00 for 2,245 feet at $150/ft. 4. $243,000.00 for 1,620 feet at $150/ft. 332 of 800 TM-6: Event Management Plan Description: Directing traffic during both planned and unplanned events is a major traffic management issue. This project would develop a plan and “technology toolkit” for congestion management during planned events in, and outside of, the city. The technologies could include portable devices such as dynamic messaging systems (DMS) to direct vehicles to available parking, camera, and detection that could be installed in advance on an as-needed basis. Events that occur are Regional and National Events such as events at the Aquatic Center, the Triathlon, and at Enchanted Parkway. Justification: Traffic disruptions during major events impact emergency management response and public access to events. Dependencies: Funding. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT King County Road Services Organizations who could help develop the scenarios that the event management plan would address Estimated Costs: Estimate includes plan development and mobile DMS and wireless camera units. Total estimated budget costs: $100,000.00 333 of 800 TM-7: Communications Plan Description: This project would develop a detailed ITS Communications Plan for Federal Way to link up the City’s future ITS deployment. The Plan would identify options for accessing existing communications infrastructure as well as building new communications infrastructure to support existing ITS deployments and recommended projects identified in the ITS Master Plan. As one example, the Communications Plan would consider new fiber being installed as part of the Federal Way School District relocation and routed to Park & Rides. The Communications Plan would identify other key needs of transferring information, address alternative communication approaches, and provide order of magnitude of cost estimates. Justification: Ensures efficient utilization of existing and planned communication infrastructure. The structured expansion of the City’s communication network is vital for access to real-time information from devices such as vehicle detectors and cameras. Dependencies: None, this project is recommended for early deployment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT King County Road Services Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 334 of 800 TM-8: Advance Warning at Traffic Signals Description: This project would develop a methodology and plan for implementing advance-warning signage at traffic signals with high-speed approaches. The project will examine different methods for dilemma zone protection at the ramps from I-5 at SR 18 and 99W at 356th. Low-cost solutions for dilemma zone protection will be implemented such as truck extensions. Justification: Reduces the risk of fatal and serious injury crashes. Dependencies: Communications and advanced traffic controllers are required to be in place. Stakeholders: City of Federal Way Travelers WSDOT Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 335 of 800 6.2 EMERGENCY MANAGEMENT Emergency Management Projects include those that would improve Federal Way’s ability to provide a coordinated response to a major disaster, either manmade or natural. The City has a finalized Emergency Plan in place. EM-1 : Center to Center Communications with the Federal Way EOC and Satellite communications for TMC Description: The Federal Way Emergency Operations Center is housed within City Hall along with the TMC. There is a second command center at the South King Fire and Rescue station near 1st Ave S and S 320th Street. Both locations serve as a center for local agencies to coordinate responses and manage a major emergency. Federal Way Public Works has been assigned a seat at the EOC, which is activated in situations such as earthquakes, terror threats, and other situations. Justification: Expanded access to WSDOT video and data, in the spirit of regional coordination. Contribute to improved data sharing between regional centers. Dependencies: TM2 - WSDOT Video Access Upgrade. Stakeholders: City of Federal Way All bordering agencies and WSDOT King County Road Services King County Emergency Management WSDOT Estimated Costs: Cost for deployment and development of a Satellite TMC for the EOC. Total estimated budget costs: $250,000.00 336 of 800 6.3 MAINTENANCE Maintenance projects are those that would provide weather and road conditions monitoring for increased efficiency of road maintenance operations. 337 of 800 6.4 TRAVELER INFORMATION Traveler information provides for the dissemination of roadway information collected by the TMC to reach travelers both pre-trip and en route so that they may make informed travel decisions. TI-1: Regional Traveler Information Description: The King County ITS Strategic Plan has identified projects to provide regional arterial traveler information via the internet. This project should provide the communications link and processing capabilities to automatically share information from Federal Way’s ITS systems, such as traffic flow data and camera images, to the King County regional system and/or the City web site, or public access cable channel. Justification: This project would maximize the return on investing in ITS such as communications, traffic camera images, and vehicle detection by providing information to the broadest possible audiences. Dependencies: Federal Way ITS Project Arterial Flow Map would provide useful information that could be distributed through additional channels. Regional agreement must be reached on traveler information concept, including commitment from one agency to provide the central data warehouse. Stakeholders: City of Federal Way King County General Public Access Cable Channel WSDOT Estimated Costs: Costs include integration and web/cable TV interfaces. Total project cost that includes engineering, construction administration, and contingencies $150,000.00 338 of 800 6.5 TRANSIT Transit projects are transit projects that interface with the City’s transportation infrastructure, such as traffic signals. TR-1: Pierce County Transit Signal Priority - 500 Route Description: This project would implement transit signal priority on the 500 Route to the Transit Center. Justification: Improves transit reliability and on-time performance. Dependencies: ConOps for TSP to coordinate with the City’s signal. Stakeholders: City of Federal Way Pierce County Transit Travelers WSDOT Estimated Costs: The costs would be borne by Pierce County Transit. 339 of 800 340 of 800 341 of 800 342 of 800 343 of 800 344 of 800 345 of 800 CHAPTER THREE TRANSPORTATION 3.0 INTRODUCTION & VISION ______________________________________ 1 3.1 POLICY BACKGROUND _________________________________________ 3 State Policies ____________________________________________________ 3 Regional Policies _________________________________________________ 4 3.2 THE TRANSPORTATION CONCEPT ________________________________ 5 How Do People Travel? ____________________________________________ 8 3.3 EXISTING CONDITIONS _______________________________________ 20 Introduction to the Layered Network _______________________________ 20 Transportation Level of Service ____________________________________ 21 Street and Highway System _______________________________________ 21 Non-Motorized _________________________________________________ 43 Transit ________________________________________________________ 58 Freight and Goods _______________________________________________ 68 Transportation System Management (TSM) __________________________ 71 3.4 FUTURE TRANSPORTATION VISION _____________________________ 77 Future Travel ___________________________________________________ 78 Project Prioritization _____________________________________________ 81 Regional Growth Center Mode Share Goal ___________________________ 89 High-Occupancy Vehicle (HOV) _____________________________________ 89 Non-Motorized _________________________________________________ 89 Transit _______________________________________________________ 103 Centers _______________________________________________________ 106 Freight and Goods ______________________________________________ 107 Transportation System Management ______________________________ 109 3.5 NEAR-TERM AND LONG-TERM PROJECTS _______________________ 112 346 of 800 3.6 FINANCING AND IMPLEMENTATION ___________________________ 125 Financing _____________________________________________________ 126 Estimates of Revenue ___________________________________________ 128 Future Revenues for Transportation Capital Projects __________________ 130 Transit Funding ________________________________________________ 131 3.7 VISION, GOALS, AND POLICIES ____________ Error! Bookmark not defined. 3.0 Introduction _________________________________________________ 1 3.1 Policy Background ____________________________________________ 2 State Policies ____________________________________________________ 2 Regional Policies _________________________________________________ 3 3.2 The Transportation Concept ____________________________________ 4 How Do People Travel? ____________________________________________ 6 3.3 Existing Conditions ___________________________________________ 8 Introduction to the Layered Network ________________________________ 8 Transportation Level of Service _____________________________________ 8 Street and Highway System ________________________________________ 9 Non-Motorized _________________________________________________ 20 Transit ________________________________________________________ 32 Freight and Goods _______________________________________________ 39 Transportation System Management (TSM) __________________________ 43 3.4 Future Transportation Vision __________________________________ 46 Future Travel ___________________________________________________ 46 Project Prioritization _____________________________________________ 48 Regional Growth Center Mode Share Goal ___________________________ 53 High-Occupancy Vehicle (HOV) _____________________________________ 53 Non-Motorized _________________________________________________ 53 Transit ________________________________________________________ 61 Centers ________________________________________________________ 63 Freight and Goods _______________________________________________ 63 Transportation System Management _______________________________ 64 3.5 Near-Term and Long-Term Projects _____________________________ 67 3.6 Financing and Implementation _________________________________ 71 Financing ______________________________________________________ 72 347 of 800 Estimates of Revenue ____________________________________________ 74 Future Revenues for Transportation Capital Projects ___________________ 76 Transit Funding _________________________________________________ 77 3.7 Vision, Goals, and Policies _____________________________________ 78 3.0 Introduction 1 3.1 Policy Background 2 State Policies 2 Regional Policies 2 3.2 The Transportation Concept 3 How Do People Travel? 5 3.3 Transportation Vision and Goals 7 3.4 Existing Conditions 15 Street and Highway System 15 Non-Motorized 27 Transit 31 Freight and Goods 36 Transportation System Management (TSM) 37 3.5 Future Transportation Vision 41 Introduction to the Layered Network 42 Future Travel 42 Transportation Level of Service 44 Project Prioritization 44 Modal Networks 46 Regional Growth Center Mode Share Goal 50 High-Occupancy Vehicle (HOV) 50 Non-Motorized 50 Transit 57 Freight and Goods 59 Transportation System Management 61 3.6 Near-Term and Long-Term Projects 63 3.7 Financing and Implementation 70 Financing 70 348 of 800 Estimates of Revenue 72 Future Revenues for Transportation Capital Projects 74 Transit Funding 75 MAPS Map III-1, Existing Significant Streets and HighwaysOverview Map 45 Map III-2, Functional Classification of Existing and Planned Streets and HighwaysTravel Patterns from Residential Areas in the Federal Way Planning Area 612 Map III-3, Existing and Planned Traffic SignalsFunctional Classification of Existing and Planned Streets and Highways 1715 Map III-4, 2023 Traffic VolumesCross Section Application by Street 169 Map III-5, 2023 Weekday PM Peak Congested Streets and IntersectionsWSDOT Access Management Classification on State Highways 2119 Map III-6, Bicycle and Pedestrian Priority NetworkCity of Federal Way Management Access Classifications 232 Map III-7, Existing Bicycle FacilitiesExisting and Planned Traffic Signals 254 Map III-8, 2014 Traffic VolumesExisting Bicycle Level of Service 275 Map III-9, Existing Pedestrian Facilities2014 Weekday PM Peak Congested Streets and Intersections 298 Map III-10, Existing Bicycle FacilitiesPedestrian Level of Service 310 Map III-11, Existing Pedestrian FacilitiesExisting Transit Routes 342 Map III-12, Existing Truck RoutesThrough Truck Route Plan 4238 Map III-13, 2040 2044 Weekday PM Peak Congested Streets and Intersections 4951 Map III-14, Walking and Bicyling Priority Areas2044 Planned Bicycle Facilities 563 Map III-15, Planned Pedestrian Facilities 575 349 of 800 Map III-16, Planned Bicycle Facilities2044 Future Bicycle Level of Service 596 Map III-17, Transit Priority Corridors2044 Future Pedestrian Level of Service 6058 Map III-18, Transit Priority Corridors2016-2021 Transportation Improvement Plan 625 Map III-19, 20162024-20404 Capital Improvement Plan 731 350 of 800 APPENDIX Appendix III-A. ITS Master Plan Street Design Guidelines Appendix III-B. Transportation System Management Summaries Appendix III-C. Concurrency Management System Appendix III-D. ITS Master Plan ACRONYMS ATC Advanced Traffic Controller ADA Americans with Disabilities Act BPA Bonneville Power Administration CIP Capital Improvement Program CMS Changeable Message Signs CCTV Closed Circuit Television Cameras CTR Commute Trip Reduction DART Dial-A-Ride Transit EMS Extinguishable Message Signs FHWA Federal Highway Administration FWCP Federal Way Comprehensive Plan GMA Growth Management Act HOV High-Occupancy Vehicles HAR Highway Advisory Radio METRO King County Metro Transit LOS Level of Service MMLOS Multim-Modal Level of Service PSRC Puget Sound Regional Council RMS Ramp Metering Systems RCW Revised Code of Washington RWIS Roadway Weather Information Systems SOV Single-Occupant Vehicle SEPA State Environmental Protection Act SR State Route TMS Traffic Monitoring Station TDM Transportation Demand Management TIP Transportation Improvement Program TSM Transportation Systems Management VMT Vehicle Miles Traveled v/c Vehicle-to-Capacity WAC Washington Administrative Code WSDOT Washington State Department of Transportation 351 of 800 3.0 INTRODUCTION & VISION Introduction The Transportation chapter of the Federal Way Comprehensive Plan (FWCP) establishes a framework for providing a future transportation system (facilities and services) that supports anticipated land use described in Chapter 2. This chapter focuses on actions and investments needed to create and manage the transportation infrastructure and services to accommodate future growth assumptions. The City of Federal Way continues to enhance the vibrancy of its community for living, working, and playing. The new public facilities, trails, and roadway investments contribute toward a vibrant downtown that the City will continue to enhance. This Transportation chapter will guide efforts to enhance mobility and safety for all modes of travel in Federal Way through 20440. The process of providing a transportation system involves numerous agencies at the local, state, and national levels. The cycle of providing a system involves planning, change approval, funding, implementing, operating, maintenance, monitoring, and administering the elements of the system. Also, some of the transportation system is provided by other agencies, such as King County Metro Transit (MetroMETRO), Sound Transit, Pierce Transit, and the Washington State Department of Transportation (WSDOT). Where possible, the City partners with these agencies to improve mobility and safety. Vision W e l c o m e t 352 of 800 353 of 800 3.1 POLICY BACKGROUND State and county transportation policies provide a statutory framework for the development of City land use policies. It is important to consider state and county level policies when developing the Ttransportation Eelement because they can help guide the development of transportation- supportive policy and investment. State Policies The Growth Management Act states that, “…a lack of common goals expressing the public’s interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state” (RCW 36.70A.010). The Growth Management Act provides a framework for content and adoption of local comprehensive plans. The Growth Management Act provides 1513 goals to be, “…used exclusively for the purpose of guiding development of comprehensive plans and, development regulations, and, where specified, regional plans, policies, and strategies.” A number of the Growth Management Act goals pertain to transportation. They are as follows: • Transportation – Encourage efficient multi-modal transportation systems that will reduce greenhouse gas emissions and per capita vehicle miles traveled, and are based on regional priorities and coordinated with county and city comprehensive plans. • Open Space and Recreation – Retain open space and green space, enhance recreational opportunities, enhance conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. • Environment – Protect and enhance the environment and enhance the state’s high quality of life, including air and water quality and the availability of water. • Public Facilities and Services – Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. • Climate Change and Resiliency – Ensure that comprehensive plans, development regulations, and regional policies, plans, and strategies under RCW 36.70A.210 and chapter 47.80 RCW adapt to and mitigate the effects of a changing climate; support reductions in greenhouse gas emissions and per capita vehicle miles traveled; prepare for climate impact scenarios; foster resiliency to climate impacts and natural hazards; protect 354 of 800 and enhance environmental, economic, and human health and safety; and advance environmental justice. Regional Policies The Puget Sound Regional Council’s VISION 2050 2040 and the 2021 2012 King County Countywide Planning Policies, both required by the Growth Management Act, provide a regional framework to achieve the goals of the Growth Management Act. VISION 2050 2040 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the Puget Sound Regional Council (PSRC) in 20202008. VISION 20502040’s Regional Transportation Plan Strategy provides a framework for long-range transportation planning by emphasizing transportation investments that offer greater mobility options, alternatives to driving alone, and lower transportation-related energy consumption. The 2021 2012 King County Countywide Planning Policies address changes to the Growth Management Act since its initial adoption in 1990 and reflect the regional direction established in VISION 20502040. The countywide policiespolices provide a framework for both King County and its respective cities, such as Federal Way. Adherence to these countywide policies ensures that city plans are consistent with one another. These policies address issues such as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. In addition, the King County Countywide Planning Policies call for minimizing air pollution and greenhouse gas emissions through supporting mass transit, encouraging non-motorized modes of travel, and reducing trip lengths. Policies contained in this comprehensive plan have been prepared to implement VISION 2050 2040 and the King County Countywide Planning Policies as they apply to the City. This chapter must be consistent with both VISION 2050 2040 and the King County Countywide Planning Policies. By implementing the goals in Section 3.37, the Transportation Chapter is consistent with VISION 2050 2040 and the 2021 2012 King County Countywide Planning Policies direction. 355 of 800 3.2 THE TRANSPORTATION CONCEPT Federal Way is primarily situated between Puget Sound and Interstate-5; see Map III-1, Overview MapExisting Significant Streets and Highways. State Route 99 (SR 99), a Highway of Statewide Significance, parallels I-5 through the eastern part of the City. The connections of SR 18, a major east-west corridor and Highway of Statewide Significance, with SR 99, SR 161, and I-5 are closely spaced within the City. These routes experience traffic congestion regularly. Traffic incidents occurring along these routes greatly impact transportation conditions for people traveling within the City and connecting between Tacoma, Des Moines, Seattle, and communities to the east. In this regional context, the City coordinates its transportation planning with a variety of jurisdictions, including the State of Washington, Puget Sound Regional Council, King County, and neighboring communities. The City of Federal Way’s existing transportation network accommodates many modes of travel, including walking, bicycling, public transit, and driving. In Federal Way, the predominant mode of travel is the private automobile, which will continue to play a principal role in the City’s transportation. However, shorter trip lengths are becoming more common and the total miles people are traveling in vehicles is declining. These two factors affect how people choose to travel, such as by walking, by bicycling, by transit, or by vehicle. To achieve City and regional goals, emphasis will be placed on providing integrated and balanced mobility opportunities for all modes. The transportation concept is intended to facilitate the following: 356 of 800 357 of 800 358 of 800 • Promotion of high-occupancy vehicles (HOV) use such as trains, buses, carpools, and vanpools; • Incorporation of high-capacity transit such as bus rapid transit, light-rail, and commuter rail; • Expanded bicycle and pedestrian facilities; • Maximizing existing infrastructure through transportation system management strategies. How Do People Travel? Travel patterns in the Federal Way planning area are shown on Map III-2 (Travel Patterns from Residential Areas in the Federal Way Planning Area). Travel patterns generally follow the hierarchy of roadways; people use neighborhood roads to connect to major collector and arterials. The regional facilities of I-5, SR 99, SR 18, SR 161, and Military Road are the predominant facilities used between Federal Way and neighboring cities. Travel to work in Federal Way is dominated by the single-occupant vehicle (SOV), which accounts for roughly 6775 percent of work trips within the City, according to the 2022 American Community Survey. About thirteenten percent of work trips are made by carpoolers. Transit has seen a significant increase in commute trips since the 1990s, doubling totrips are about seven four percent of work trips. Biking and walking modes account for approximately twothree percent of work trips. Impacts from the COVID-19 pandemic resulted in an increase in people working from home. In Federal Way, this share is about thirteen percent. , while the remaining five percent of work trips is comprised of telecommuters. 359 of 800 Wynstone neighborhood at SW Campus Drive and 12th Avenue SW Intersection Table III-1, (Federal Way Travel Patterns), summarizes morning origin and destination trip patterns in Federal Way. The most common pair that accounts for approximately half of the trips are internal trips within Federal Way. Seattle, Tacoma, Kent, and Auburn are the next highest common pair origin and destination locations outside of internal Federal Way trips with trip percentages between 4.0-8.0%. Table III-1 Federal Way Travel Patterns Trip Origin - City Trip Destination - City Percent Trip Origin - City Trip Destination - City Percent Federal Way Federal Way 50.8% Federal Way Federal Way 53.1% Federal Way Seattle 7.5% Tacoma Federal Way 6.2% Federal Way Tacoma 6.3% Kent Federal Way 4.2% Federal Way Kent 5.5% Auburn Federal Way 4.1% Federal Way Auburn 4.4% SeaTac Federal Way 3.3% Federal Way Des Moines 2.0% Lakeland South CDP Federal Way 2.8% Federal Way Renton 2.0% Seattle Federal Way 2.7% Federal Way Lakeland North CDP 1.7% Des Moines Federal Way 2.5% 360 of 800 Federal Way SeaTac 1.7% Lakeland North CDP Federal Way 2.1% Federal Way Tukwila 1.5% Milton Federal Way 1.3% Federal Way Lakeland South CDP 1.5% Fife Federal Way 1.1% Federal Way Fife 1.1% Puyallup Federal Way 0.8% Federal Way Lakewood 1.0% Lakewood Federal Way 0.8% Federal Way Bellevue 1.0% Renton Federal Way 0.8% Federal Way Redmond 0.8% Edgewood Federal Way 0.7% Federal Way Burien 0.8% South Hill CDP Federal Way 0.7% Federal Way Milton 0.8% Burien Federal Way 0.6% Federal Way Puyallup 0.6% Pacific Federal Way 0.5% Federal Way Pacific 0.6% Tukwila Federal Way 0.5% Federal Way Edgewood 0.5% Bellevue Federal Way 0.5% Federal Way Other 7.8% Other Federal Way 10.8% Total 100% Total 100% 361 of 800 362 of 800 3.3 TRANSPORTATION VISION, AND GOALS, AND POLICIES It is proposed that the City adopt the following goals and policies with respect to transportation facility improvements that allow it to maintain options into the future, especially with respect to transit enhancements. This may result in a conservative approach to highway improvements that might slow the rate of progress in the area of non-drive alone mode use. Goal 1 TG1 Maintain mobility through a safe, balanced, and integrated transportation system. Policies TP1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local- level transit, high occupancy vehicle (HOV), and non-motorized improvements. TP1.2 Develop a transportation system that achieves the following level of service (LOS) metrics : o Signalized Intersection outside of City Center will experience a 1.2 vehicle-to-capacity (v/c) ratio or lower o Unsignalized Intersection outside of City Center will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower o The City Center area will experience an average 1.1 vehicle-to-capacity (v/c) ratio or less. o Facility completeness as described in the following pedestrian, bicycling, and transit priority areas level of service tables. Pedestrian Priority Area Level of Service (LOS) LOS Within Pedestrian Priority Area Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided Bicycle Priority Area Level of Service (LOS) LOS Within Bicycle Priority Area Network Bicycle facility as indicated in Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided 363 of 800 Transit Priority Corridor Level of Service (LOS) LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park-and- rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park- and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A The Street Design Guidelines are provided in Appendix III-A. *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations TP1.3 Identify the improvements and strategies needed to fully implement the City’s Layered Network and meet the level-of-service requirements for transportation. TP1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high capacity transit and HOV facilities, or reduce air pollution. TP1.5 Enhance mobility using the existing footprint of the roadway and technological advancements. When widening roadways, impacts to non-motorized users and transit vehicles and passengers should be minimized. TP1.6 Employ traffic calming measures in neighborhoods through context sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. TP1.7 Improve safety on residential streets by: o Reducing street widths while maintaining on-street parking. o Increasing separation between sidewalks and streets. o Reducing design speeds to discourage speeding. Limiting the length of straight streets to discourage speeding. o Other actions approved by Public Works. TP1.8 Use Access Management improvements. to reduce crash rates and extend capacity of major arterials. TP1.9 Public Works will dDevelop incident response timing plans for major arterials. 364 of 800 TP1.10 Coordinate with transit agencies to provide convenient non-motorized access to transit facilities. TP1.11 Develop code requirements and a designated truck route system that accommodates the needs of the private sector and residents, and provides a balance between movement needs and quality of life. TP1.12 Discourage the use of road facilities by vehicles carrying hazardous materials and those with weight, size, or other characteristics that would be injurious to people and property in the City. TP1.13 Identify transportation programs and strategies for security and emergency responses. TP1.14 Develop and maintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. Ensure that the Layered Network continues to provide for all varieties of street uses including: regional mobility and cross-town trips, commuting, shopping, and recreational travel, property and business access, and parking, regardless of mode. TP1.15 Continue to enhance the City’s Layered Network by using the following methods: o Require dedication of rights-of-way as a condition for development when the need for such rights-of-way is linked to the development or where shown on the Future Roadway Network; o Request donations of rights-of-way to the public; o Purchase rights-of-way in accordance with State laws and procedures; and o Acquire development rights and easements from property owners. Goal 2 TG2 Be fiscally and environmentally sustainable. Policies TP2.1 Establish a funding program that prioritizes the most critical non-motorized improvements first. TP2.2 Develop a program to create portions of the non-motorized system through public-private partnerships. TP2.3 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. 365 of 800 TP2.4 Assure cost-effective maintenance of transportation facilities under the City’s jurisdiction, including non-motorized facilities. TP2.5 Leverage state and federal funds for transportation improvements. TP2.6 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. TP2.7 Strategically use public and private investment to complement the multi-modal vision of the plan, including “matching” improvements to supplement the efforts of other agencies to provide HOV and transit facilities. TP2.8 Capacity enhancements will be constructed where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. TP2.9 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. TP2.10 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. Goal 23 TG3 Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. Policies TP3.1 Through subarea planning, with the cooperation of transit service providers, work to make transit part of each neighborhood through appropriate design, service types, and public involvement. This system should provide convenient connections from city neighborhood activity centers to the regional transportation system. TP3.2 Prepare, promote, and provide for an enhanced, high-capacity, regional transit system, maintaining area residents’ mobility and travel options. The regional transit system should assist in attaining air quality standards. TP3.3 Acquire or preserve rights-of-way for high-capacity transit whenever possible, such as development applications, in advance of their need. Make accommodations for any improvements, whether public or private, to provide for future high-capacity transit needs without major redevelopment. 366 of 800 TP3.4 Foster phased improvements that expand transit services in time to meet the demand for these services. TP3.5 Work with transit agencies to ensure amenities such as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of appropriate transit facilities. TP3.6 Support transit commuter options (e.g., subscription buses, special commuter services, local shuttles). TP3.7 Promote extension of fixed guideway facilities to the regional airport as an effective means of resolving congestion problems that affect City residents and businesses. TP3.8 Encourage non-motorized improvements that minimize the need for residents to use motorized modes by extending the existing non-motorized system and providing: 1. Access to activity centers and schools; 2. Linkage to transit, park & ride lots, and school bus networks; 3. Completion of planned pedestrian/jogging or bicycle trails; 4. Designating a network of streets that can safely and efficiently accommodate bicycles; and, 5. Extend sidewalks to all streets. TP3.9 Facilitate a safe school walking routes program, and, where possible, make capital budget decisions that support such a system. TP3.10 Provide a one-mile grid of bicycle facilities connecting major activity centers, recreational facilities, and schools. TP3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. TP3.12 Include sufficient area in rights-of-way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. TP3.13 Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve non-motorized circulation. Require the same for all new developments or redevelopments. TP3.14 Requireing developers to mitigate the impact of the development on the City’s transportation system by constructing bike lanes, trails, and sidewalks where they would interface with the existing system to the extent allowed by law. 367 of 800 TP3.15 Develop access management standards to minimize the number of curb cuts on arterials to improve pedestrian and vehicle safety. TP3.16 Emphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle conflict. TP3.17 Coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. TP3.18 Incorporate environmental factors into transportation decision-making, including attention to human health and safety. Goal 34 TG4 Support the City’s land use vision and plan. Policies TP4.1 Integrate land use and transportation plan decisions to support the land use vision and plan. TP4.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limiting the area to be served by a single access point commensurate with planned density. TP4.3 Determine street classifications by balancing travel needs with changing right-of-way uses and neighborhood character. TP4.4 Protect existing and acquire future right-of-way consistent with functional classification cross-section (transit, rail, bike, and pedestrian) needs. TP4.5 Require developments to dedicate right-of-way as needed for development commensurate with the impacts of the development. At a minimum, setback limits shall be used to assure that buildings are not placed within the right-of-way requirements for planned transportation facilities. Right-of-way dedication shall be commensurate with a development’s impact to the existing and planned transportation system. TP4.6 Design arterials to fit with the planned character of areas (context sensitive design) they pass through. TP4.7 Enhance the viability of regional and local transit service by establishing design standards for streets that move transit, pedestrian, and cyclists in the City Center. 368 of 800 TP4.8 Monitor growth in population and employment in relation to the land use and growth assumptions of the Transportation Element. Reassess the Land Use and Transportation Elements as needed to ensure that planned improvements will address the potential impacts of growth. Goal 5 TG5 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. Policies TP5.1 Reduce auto dependency, especially drive-alone trips, by employing and promoting the application of programs enhance mobility and assist in achievement of the land use vision. TP5.2 Use transportation demand management to help achieve an appropriate arterial level of service that balances the City’s goals for residents, consumers, employers, and employees. TP5.3 Support transportation demand management programs that can be shown to be cost- effective in achieving plan goals. Allow residents and employers discretion to choose the Transportation Demand Management methods they wish to employ. TP5.4 Encourage employers to institute complementing Transportation System Management actions to those undertaken by the City. TP5.5 Support the achievement ofCity and regional mode split goals through assisting all Commute Trip Reduction affected and voluntary employers. in the Federal Way planning area to achieve the Commute Trip Reduction (CTR) Act travel reduction goals and target. TP5.6 Develop coordinated Transportation Demand Management (TDM) strategies with regional representatives and other adjacent communities. TP5.7 Incentivize public/private programs that stimulate transit, car, and van pool use. TP5.8 Encourage the provision of a robust transportation alternative rich environment so that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. TP5.9 Prioritize development of HOV and transit priority lanes, and prioritizing transit and HOV movements at traffic signals. 369 of 800 TP5.10 Continue to implement traffic signal coordination projects as the primary component of a TSM program. As funds permit, monitoring of traffic operations will be carried out to assure efficient timing of traffic signals. TP5.11 Public Works will maintain a mechanism for public comments and requests related to traffic monitoring and other areas for proposed transportation enhancements. TP5.12 Develop a regular data collection and monitoring program. Goal 6 TG6 Be an active partner by coordinating with a broad range of groups to help meet Federal Way’s transportation goals. Policies TP6.1 Implement federal, state, and countywide planning policies. TP6.2 Coordinate transportation improvement programs with appropriate state, regional, and local agencies. TP6.3 Public Works shall coordinate with neighboring jurisdictions to develop a fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. TP6.4 The City will continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option. TP6.5 Work with the transit agencies, WSDOT, King County, and other partners, in applying for funding for HOV improvements that complement transit and non-transit HOV facilities and park and rides within Federal Way. TP6.6 Coordinate with other agencies and stakeholders to pursue funding for pedestrian and bicycle amenities. TP6.7 Support regional transportation projects that are appropriately designed and will preserve the movement of people and goods on I-5 and state routes. TP6.8 Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming; including access to regional marine facilities. 370 of 800 TP6.9 Coordinate with local business organizations, and provide feedback to local business organizations on international and regional transportation issues and on transport needs and opportunities related to all modes of transportation. 3.43 EXISTING CONDITIONS This section provides a summary of the existing transportation conditions in Federal Way. These existing conditions provide a base to create the future transportation vision for the City. Introduction to the Layered Network It can be a challenge for a single roadway to meet the demands and expectations of all modes of transportation at any given time. This is also generally not desirable from a user or a planning perspective. In response to this challenge, the City of Federal Way has adopted a layered network approach that focuses on how the City’s transportation network can function as a system to meet the needs of all users. In such a system, individual travel modes are prioritized on different facilities throughout the overall network. Figure III-1 illustrates the concept of a layered network. The City will implement this layered network through a system of roadway cross- sections that define each street’s user priorities and associated infrastructure needs. The City also incorporates recommendations from the Bicycle and Pedestrian Master Plan with roadway projects. Figure III-21. Layered Network Concept 371 of 800 Transportation Level of Service Transportation level of service (LOS) is a qualitative measure used to evaluate the quality of public infrastructure. Cities have historically measured transportation level of service based on the experience of drivers, in terms of vehicle speed, traffic density, or how long vehicles wait at an intersection. As shown in the Figure III-2 from Planning Urban Roadway Systems (Institute of Transportation Engineers, 2011), transportation level of service does not have to be limited to the experience of just vehicles. This Transportation Element considers the transportation level (quality) of service for walking, biking, and taking transit in Federal Way. This section includes a level of service standard for vehicles, transit, pedestrians, and bicycles. This section also evaluates the level of service for each of these modes under existing conditions, and a later section evaluates the level of service for each mode under future conditions. Figure III-2 Example Modal Level of Services Street and Highway System Federal Way is served by a network of publicly maintained streets and highways connecting local communities and urban centers in the Puget Sound region, as shown in Map III-1 (Existing Significant Streets and HighwaysOverview Map). There are two major freeways and two highways, which are Highways of Statewide Significance (HSS) and Highways of Regional Significance (HRS), respectively, in Federal Way: 372 of 800 • Interstate 5 (I-5) is five lanes in each direction including an HOV lane, with a posted speed limit of 60 mph. This freeway serves as the main north/south freeway for regional travel in western Washington. • State Route 18 (SR 18) is two to three lanes in each direction, with a posted speed limit of 60 mph. This freeway acts as an east/west alternative to I-90, connecting to I-90 east of Issaquah and serving the communities of Auburn, eastern Kent, Covington, and Maple Valley. It also connects I- 5 to SR 167 just east of Federal Way. The Level of Service (LOS) standards for Highways of Statewide Significance, which include Interstate 5 and State Route 18, are set by WSDOT at LOS D. The LOS for Highways of Regional Significant (HRS) are set by the Puget Sound Regional Council (PSRC). These highways are SR 509 (S/SW Dash Point Road) and SR 161 (16th Avenue South and Enchanted Parkway South) with Tier 1 LOS E mitigated. Other primary roadways serve major activity centers within Federal Way, including commercial activities in the South 320th Street corridor between Pacific Highway South (SR 99) and I-5 (the City Center), commercial developments along Pacific Highway South, at South 348th Street and Enchanted Parkway South, and several smaller commercial centers located within various residential areas. The roadway system also serves concentrations of office uses located within the City Center, West Campus, and the former Weyerhaeuser Headquarters/East Campus area. The roadway system within the City connects to the surrounding regional transportation network, which provides access to other major activity centers including Seattle, SeaTac Airport, Tacoma, the Port of Tacoma, Kent, and Auburn. Functional Classification of Streets Public streets are classified according to their functions related to mobility and land access. These functional classifications help facilitate planning for access and circulation, standardization of road designs, and provision of a hierarchy for roadway funding. See Map III-2 (Functional Classification of Existing and Planned Streets and Highways) and Table III-2 (Characteristics of Functional Classification of Streets). The types of functional classifications established within Federal Way include:, also see Map III-3 (Functional Classification of Existing and Planned Streets and Highways) and Table III-1 (Characteristics of Functional Classification of Streets). • Freeway: A multi-lane, high speed, high capacity roadway intended exclusively for motorized traffic with all access controlled by interchanges and road crossings separated by bridges. • Principal Arterial: A roadway connecting major community centers and facilities, often constructed with partial limitations on access and minimum direct access to abutting land uses. 373 of 800 • Minor Arterial: A roadway connecting centers and facilities within the community and serving some through traffic while providing greater access to abutting properties. • Collector: A roadway connecting two or more neighborhoods or commercial areas, while also providing a high degree of property access within a localized area. Collectors have been separated into principal and minor designations according to the degree of travel between areas and the expected traffic volumes. • Local Street: All other roadways not otherwise classified, providing direct access to abutting land uses and serving as feeders to facilities with higher functional classifications. • Designation of roadway functional classification is an integral part of managing street use and land development. The classification of streets is necessary for receipt of state and federal highway funds. It is important to coordinate roadway classification with anticipated land use change and to apply a consistent approach to the designation of facilities. This ensures that roadways are sized correctly and provide the appropriate level of pedestrian and bicycle accommodation to support the surrounding land use. This also helps reduce the likelihood of long-term capacity problems. Map III-2 includes planned roadways. While the intended future location of planned roadways is depicted, the precise location of planned roadways may ultimately be subject to minor modification based on geographic features, critical areas, or other reasons, so long as the functionality and intent of the planned roadway remains unchanged. 8th Avenue S south of S 312th Street 374 of 800 375 of 800 • 8th Avenue S south of S 312th Street 376 of 800 377 of 800 378 of 800 Table III-21 Characteristics of Functional Classification of Streets Road Classification Number of Lanes Right of Way Width7 Expected Daily Traffic Existing Code Posted Speed Interstate/Freeways1 4+ (varies) Varies 60 mph 30,000+ Principal Arterial2 2 to 7 68' to 124' 35-50 mph 5,000+ Minor Arterial3 2 to 5 68' to 106' 30-40 mph 5,000-35,000 Principal Collector4 2 to 5 68' to 100' 25-35 mph 5,000-25,000 Minor Collector5 2 to 3 60' to 80' 25-35 mph 1,000-5,000 Local Street6 2 36' to 66' 25-35 mph up to 1,000 1. Limited access, state jurisdiction. 2. Connects subregional activity centers and communities. 3. Provides major movement capacity; collecting neighborhood and business traffic to higher level arterials. 4. Connections between neighborhood or commercial areas. Design consideration for trucks. 5. Channels local traffic to principal collectors or arterials. Design for buses per Metro METRO standards. 6. Primary function is access to abutting land use. Through traffic can be discouraged by use of traffic control devices. 7. The exact cross-sections and standards for a particular street within the community will be established through the are governed by the City's Development Standards, and established through the City’s development review process. 7. Map III-4 (Cross-Section Application by Street) illustrates which cross-section would be used for each arterial and collector within the community. Since the City does not plan local street networks, the applicable street cross-section for local streets will be established through the City’s development review process, which is ongoing. Access Management Classification Access management is the regulation of intersection and driveway spacing along a corridor to enhance safety and preserve roadway capacity. Roadway crash rates are related to the spacing of turning conflicts. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas , the safety and efficiency of the City’s streets can be maintained. This also reduces conflict zones for vehicles, pedestrians, and bicycles. Access is a major factor influencing functional classification. Generally, higher classifications (interstates or freeways) serve a limited access function, while lower classifications (local roads, cul-de-sacs) serve a local access function. Washington State legislation (RSC 47.50) requires access to state facilities to be granted by permit and conform to an access management classification system defined in WAS 468.51 and 468.52. The state permits access in unincorporated areas, and cities do so in incorporated areas. Street standards in the city code support the vision of the Comprehensive Plan and guide development activities, ensuring that street designs promote transit- comparable development with specific standards for widths and parking. Access Management Classification 379 of 800 Access management is the regulation of intersection and driveway spacing along a corridor and is intended to enhance safety and preserve capacity of roadways. Roadway crash rates are related to the spacing of turning conflicts. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas, the safety and efficiency of the City’s streets can be maintained. This improvement also reduces the number of conflict zones for all vehicles, pedestrians, and bicycles. Access is one of the major factors influencing functional classification. Generally, higher classifications (interstates or freeways) serve a limited access function, while lower classifications (local roads, cul-de-sac streets) serve a local access function. The State of Washington approved legislation requiring that access onto state facilities be granted by permit and that such access conform to an access management classification system (Revised Code of Washington [RCW] 47.50). The WSDOT put into place two administrative codes. The first identifies the administrative process (including permit fees for issuing access permits on state facilities), and the second defines the access classification system (Washington Administrative Code [WAC] 468.51 and 468.52, respectively). A summary of the access classifications from WAC 468.52 is provided in Table III-2 (Washington State Access Classification System Chapter 468.52 WAC). The criteria used to define the classification system included functional classification, adjacent land use (existing and proposed), speeds, setting (urban or rural), and traffic volumes. The 380 of 800 381 of 800 authority to permit access to state facilities lies with the state in unincorporated areas and with the cities in incorporated areas. All state routes within the City are classified, with the exception of SR 18 and I-5, which are limited access facilities and not subject to the access classification system. Table III-2 Washington State Access Classification System Chapter 468.52 WAC (7-14-94) Class Functional Characteristics Posted Speed (MPH) Typical Planned Median Treatment Planned Intersection Spacing* Minimum Private Connection Spacing* 1 High speed/volume, long trips serving: interstate, interregional, intercity travel. Service to abutting land subordinate to service of major traffic movements. 50 to 55 Restrictive, where multi- lane is warranted. 1.0 mi 1320 feet. One per parcel 2 Medium to high speeds/volumes, medium to long trips serving: interregional, intercity, intra- city travel. Service to abutting land subordinate to service of traffic movement. Urban: 35 to 50 Rural: 45 to 55 Restrictive, where multi- lane is warranted. 0.5 mi 660 feet. One per parcel. 3 Moderate speeds/volumes, short trips serving: intercity, intra-city, intercommunity travel. Balance between land access and mobility. Used where land use is less than maximum build out, but development potential is high. Urban: 30 to 40 Rural: 45 to 55 Restrictive where multi- lane is warranted. Two- way left-turn lane may be utilized. Rural: 0.5 mi Urban: 0.5 mi/ less with signal progression analysis. 350 feet 4 Moderate speeds/volumes, short trips serving: intercity, intra-city, intercommunity travel. Balance between land access and mobility. Used where level of development is more intensive and major land use changes less likely than class 3. Urban: 30 to 35 Rural: 35 to 45 Restrictive if average daily traffic volumes exceed 25,000. Rural: 0.5 mi Urban: 0.5 mi/ less with signal progression analysis. 250 feet 5 Low to moderate speeds, moderate to high volumes, primarily short trips in intra-city and intra-community travel. Service of land access dominant function. 25-35 Non-restrictive 0.25 mi/less with signal progression analysis. 125 feet Note: This table is for summary purposes only and is not included Table III-3 (City of Federal Way Access Management Standards) illustrates the City’s adopted access classification system. The primary purpose of access management is to improve safety; therefore, higher access classifications are triggered either by crash rates or lane configurations that are less safe at higher volumes. Similarly, access spacing standards are the most restrictive for turning movements with the highest potential for crashes. Map III-5 (WSDOT Access Management Classification on State Highways) indicates WSDOT’s access classification on state highways in Federal Way. Map III-6 (City of Federal Way Access Management Classifications) indicates the access classifications within the City. These access standards would be implemented as part of review of land development, as an element of street improvement projects, and to ameliorate locations with high crash rates as a part of traffic safety maintenance. 382 of 800 383 of 800 384 of 800 Table III-3 City of Federal Way Access Management Standards Access Classifi cation Median Type Number of Through Traffic Lanes Spacing of Roadway Elements Minimum Signal Progression Efficiency** * Crossing Movements (feet) Left-Turn Out (feet) Left- Turn In (feet) Right- Turn Out (feet) Right- Turn In (feet) 1 Raised 6 Only at signalized intersections. Only at signalized intersections. 330 150 150 40% 2 Raised 4 330 330 330 150 150 30% 3 Two-Way Left-Turn Lane 4 150 150* 150* 150* 150* 20% 4 Two-Way Left-Turn Lane 2 150* 150* 150* 150* 150* 10% *Does not apply to Single-Family Residential uses. **Greater spacing may be required in order to minimize conflicts with queued traffic. ***If the existing efficiency is less than the standard, new traffic signals may not reduce the existing efficiency. a) Raised Medians will be required if any of the following conditions are met: 1) There are more than two through traffic lanes in each direction on the street being accessed. The street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently has a two-way left-turn lane.Two-way left-turn lanes will be required if the street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently does not have a left-turn lan Development and Street Standards As the transportation system evolves, periodic review of the Federal Way Comprehensive Plan, changes to the subdivision code, and street standards are necessary.Federal Way city sStreet standards are adopted in the within city code . The street standards convey the vision of the Comprehensive Plan in greater detail, and. Similar to the classification map, they guide the development process activities. For example, components of the subdivision code can require certain types of street standards (e.g. widths, parking, etc.) to support designated transit compatible development. Street design standards show preferred cross sections for each arterial and street segment in the City. Traffic Signal Locations Map III-37 (Existing and Planned Traffic Signals) shows the locations of signalized intersections in Federal Way. Currently, signals are maintained and operated by the City under a contract with King County. The ability to coordinate signals and update signal timing plans throughout Federal Way is important to achieve the maximum operating efficiency (move the greatest number of people, 385 of 800 freight, and goods) of roadways. Currently, traffic signal timing plans can be adjusted from the traffic control center for most intersections in the City. Traffic Volumes Map III-48 (202314 Traffic Volumes) shows the average weekday traffic volumes on selected arterials. Major arterials such as SR 99, SR161, 348th Street, 320th Street, and access points to I-5 carry the most vehicles in the City. Federal Way’s busiest arterial, SR 18 between 16th Avenue and the northbound on-ramp of I-5, carries more than 60,000 vehicles per day. In addition, several segments on SR 99 and the segment between SR 99 and I-5 on South 320th Street, carry between 35,000 and 45,000 vehicles per day. According to the Federal Highway Administration (FHWA), annual vehicle miles traveled (VMT) was steadily increasing between 2012 and 2019, before the COVID-19 pandemic. Due to the pandemic, VMT between February 2020 and January 2021 was the lowest since 2002. VMT has increased since then, and as of 2023, is back to around 2017 levels. VMT is expected to continue to increase. 68,000 386 of 800 387 of 800 388 of 800 389 of 800 390 of 800 vehicles per day. In addition, several segments on SR 99 and the segment between SR 99 and I-5 on South 320th Street, carry between 35,000 and 45,000 vehicles per day. According to the Federal Highway Administration (FHWA), annual vehicle miles travelled (VMT) peaked in year 2007 with a total of over 3 trillion vehicle miles traveled nationwide. Since then, annual vehicle miles travelled has exhibited a downward trend. This downward trend is the result of a number of factors including the “Millennial” generation seemingly be less inclined to drive or own automobiles, higher costs of automobile ownership, healthier lifestyle choices, mixed-use and compact development, and more. Also, the number of people who choose alternative transport modes such as transit, walking, or bicycling over driving is increasing. These trends, if continued, will have an impact on the development of future projections for the way people could choose to travel necessary to plan for the future. High-Occupancy Vehicle Facilities High Occupancy Vehicle (HOV) facilities are typically roadway lanes dedicated to vehicles with two or more people per vehicle and include motorcycles. HOV facilities are viewed at the regional, state, and federal levels as essential to meet public travel demand needs because they are capable of moving more people than general purpose travel lanes. Also, HOV facilities provide vital accessibility to developing urban centers in the Puget Sound Region. HOV lanes are provided on I-5 within Federal Way. Locally, the objective of providing HOV lanes in Federal Way is to improve traffic safety and circulation, and support the use of transit, carpools, and right- turn movements. HOV lanes are provided on 348th Street, SR 99, and on 320th Street. South 320th Street Looking East 391 of 800 Auto Level of Service Standard The City of Federal Way has the following level of service standard for intersections. This level of service is specifically for vehicles, later sections will address the multimodal level of service for bicycles, pedestrians, and transit. • Signalized intersections will experience a 1.2 vehicle-to-capacity (v/c) ratio or lower • Unsignalized intersections will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower Existing Street Deficiencies Congested intersections result in people experiencing an increased delay to travel through the intersection. They are typically larger intersections with high vehicle demand and have longer crossing times for pedestrians. Congested intersections in Federal Way are located predominately in the City Center area and along SR 99. East/west routes that experience high levels of vehicle demand include South 320th Street and Campus Drive/ South 348th Street. To determine where intersection deficiencies exist today, the existing traffic volumes and roadway network is compared to the level of service policy (TP 1.2), which defines the volume-to-capacity ratios at signalized and unsignalized intersections in the Ccity. Map III-459 (202314 Weekday PM Peak Congested Streets and Streets and Intersections) illustrates the results of this analysis. The highlighted intersections have a volume-to-capacity ratio over 0.9 during the PM peak hour. The highlighted corridors typically experience queues and delay during the PM peak hour. 392 of 800 393 of 800 Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. Some collisions in Federal Way are related to congestion; congested roadways can increase user frustration and result in riskier maneuvers. Common risky maneuvers include running a red light at a traffic signal, darting across a busy roadway, rapid lane changes, and speeding. Many collisions in neighborhoods are related to speeding, but also to poor sight distance at unsignalized intersections. The development of the Future Transportation Vision and Near-Term and Long- Term Projects considers areas with safety issues. Non-Motorized The City aims to establish developed a stand-alone Bicycle and Pedestrian Master Plan, adopted in March 2012, which establishes a vision for a connected network of bicycle and pedestrian facilities throughout Federal Way. This initiative e Plan sets an important foundation for continuingto continue the Ccity’s success in securing transportation project and program funding. It also establishes an overview of the current status of walking and biking facilities, including barriers and opportunities, and gauges citizen opinion about walking and biking preferences. The City’s overall goal is to set the stage for the Ccity’s long-term vision of a safe, accessible, and connected bicycle and pedestrian network. The Bicycling and Walking goals will include: guide the city as it moves forward with plan implementation and include: 394 of 800 395 of 800 • Bicycle Bicycle and Pedestrian Network and Support Facilities; • Safety, Security, and Equity; • Transportation and Land Use; • Education and Awareness; • Maintenance and Operations. The Plan is consistentThese efforts align with state policies such as the Growth Management Act (GMA) and the Safe Routes to School program. Additionally, these developments are of the Plan is crucial for positioning the Ccity to position itself favorably in the competitive transportation funding programs. In the process of developing the Plan, Tthe Ccity has coordinated with two regional agencies— PSRC and King County. Federal Way’s existing The existing built environment of Federal Way is characterized by conventional suburban style development featuring curvilinear streets, cul-de-sacs, and limited through-street connections. This lack of connectivity poses a challenge in developing a safe and convenient network of bicycling and pedestrian facilities. Southwest King County Trails Plan The City of Federal Way is leading the effort to create a regional trails plan for southwest King County. The goal of the plan is to identify a trail network that will improve connectivity for pedestrians and bicyclists, which will be a resource for City staff and nearby agencies who are involved with trail development and management. As of May, 2024, the draft plan is currently in the public review. The plan builds on previous work done for the Bicycle and Pedestrian Master Plan, the Greenway Plan Program, and the Parks, Recreation and Open Space Plan. The plan lays out a vision and goals for a trail network, inventories the existing trail and active transportation infrastructure (including greenways), describes the community engagement process and results, and provides system recommendations. The plan evaluates and prioritizes trail projects based on connectivity, access, and equity. Fourteen key routes are recommended that form the trail system vision, including seven internal connections and seven regional connections. Three internal corridors were selected as strategic projects for early implementation: 16th Ave S sidepath, Weyerhaeuser Way S sidepath, and S 336th St sidepath. These projects contain details about alignment, trail width/typical cross-sections, buffers, connections, and key destinations. The plan will also include estimated costs and potential funding sources for these three projects. The plan’s final chapter presents a variety of implementation strategies for development, partnerships, and grants. 396 of 800 Priority Walking and Bicycling Network The priority walking and bicycling network was developed using the potential for active transportation travel. This includes any method of travel that is human- powered, but most commonly refers to walking and bicycling. The potential for active transportation is commonly measured by considering land use characteristics, density of development, and access to transit. The network was created by allocating points using various criteria: school, live, work, shop, play, equity, and transit, and determining the best non-motorized routes to access these locations. Map III-6 (Bicycle and Pedestrian Priority Network) will be used for determining where investments in bicycling and pedestrian facilities will likely result in the greatest increase in active transportation in Federal Way. Areas that have the greatest potential for active transportation include the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas. Additionally, investment in bicycle and pedestrian facilities in these areas can support economic development by making these areas more attractive to pedestrians and bicyclists and complementary to mixed use infill development. This “Priority Network” is also used as part of the multimodal level of service (LOS). The following criteria were used for identifying priority walking and bicycling routes: • Suitability for bicycling/walking without improvements • Whether the route closes a critical gap • Whether the route provides/enhances a Safe Route to School connection • Proximity to collision locations • Whether the route services an immediate safety need • Whether the route serves key origins and destinations • Geographic distribution • Availability and/or Suitability of right-of-way • How the route will interface with other transportation modes 397 of 800 398 of 800 Bicycle Conditions Currently, there are approximately 2793 miles of bicycle facilities in Federal Way (summarized in Map III-710 (Existing Bicycle Facilities), which are all either paved trails, bike lanes, shared lane markings (“sharrows”), or wide shoulders. These facilities includeconsist of the shared-use Bonneville Power Administration (BPA) Trail. , bike lanes, and wide shoulders. A challenge in the city is that many potential cyclists do not feel comfortable riding on or crossing high-volume, high- speed roadways, such as SR 99. Bonneville Power Administration (BPA) Trail Midblock Pedestrian Crossing on SW 356th Street 399 of 800 400 of 800 401 of 800 Bicycle Level of Service Building on the Bicycle and Pedestrian Priority Network (see Map III-6), Table III-3 (Bicyclinge Priority Network Level of Service Standards) establishes the level of service standard for bicycling facilities in Federal Way. The Bicycle LOS is for the Bicycle Priority Network, roadways outside of the Priority Network are not included in the Bicycle LOS standard. The best level of service for bicycling, indicated in the green row, would provide the proposed facilities exactly as shown in, or with greater separation than, the Street Design Guidelines. The yellow level of service requires some sort of bicycle infrastructure on streets called out along Bicycling Priority Areas. At a minimum, these facilities would be signed bike routes. Incomplete or missing bicycle facilities along Bicycling Priority Areas would fall into the red category and not satisfy the City’s level of service for bicycling. Map III-8 shows the Existing Conditions Bicycle LOS analysis results. Table III-3 Bicycle Priority Network Level of Service (LOS) Standard LOS Within Bicycle Priority Network Bicycle facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided 402 of 800 403 of 800 Pedestrian Conditions Most of the Ccity’s 247145.3 miles of pedestrian facilities are sidewalks. Other facilities include the Bonneville Power Administration (BPA) Trail and recreational trails through park facilities. Map III-9 shows existing sidewalks on the pedestrian priority network identified in Map III-6. Local roads are omitted from this map for clarity. as illustrated in Map III-11 (Existing Pedestrian Facilities). While most of the arterial roadways have sidewalk facilities, some residential and minor roadways may not have facilities. Federal Way’s pedestrian network provides a greater level of connectivity to retail centers than the current bicycle network, although many residents do not find walking to retail centers a pleasant experience due to the high volume and high speeds of traffic on arterial corridors. Also, the State of Washington permits the use of sidewalks by bicyclists unless prohibited in the City. Currently, Federal Way has restrictions for bicycles on sidewalks in the City Center area. 404 of 800 • 405 of 800 Pedestrian Level of Service Building on the Bicycle and Pedestrian Priority Network (see Map III- 6), Table III-4 (Pedestrian Priority Network Level of Services) establishes the level of service standard for pedestrian facilities in Federal Way. The Pedestrian LOS is for the Pedestrian Priority Network, roadways outside of the Priority Network are not included in the Pedestrian LOS standard. The best level of service for walking, indicated in the green row, would provide the proposed facilities exactly as shown in, or with greater separation than, the Street Design Guidelines. The yellow level of service, which meets the basic needs for safe walking around the City, requires sidewalks or shoulders protected by raised curbs on one side of all the streets called out along Pedestrian Priority Areas. Incomplete or missing pedestrian facilities along Pedestrian Priority Areas would fall into the red category and not satisfy the City’s level of service for walking. Map III-10 shows the Existing Conditions Pedestrian LOS analysis results. In addition to the presence of pedestrian facilities along a corridor, the City also emphasizes the importance of safe pedestrian crossings. Particularly downtown, at busier transit stops, and within half-mile of schools, the City is looking to provide enhanced crossings at regular intervals. The City has installed Rectangular Rapid Flashing Beacons (RRFBs) at midblock locations to improve pedestrian crossing throughout the City. Table III-4 Pedestrian Priority AreaNetwork Level of Service (LOS) LOS Within Pedestrian Priority Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided 406 of 800 407 of 800 408 of 800 Public Input and Preferences Public input was considered in the development of the proposed bicycle and pedestrian facility networks and also informed the development of goals and objectives. The following results were collected: • When trips are less than one mile, residents are more likely to walk. • People are more apt to bike than walk if a trip is between one and five miles. • Most residents will drive once trips exceed one mile. • People who walk in general do so more frequently than those who bike. • Most people walk or bike for exercise, followed by shopping or errands for walkers, and work commute for cyclists. • The lack of facilities and/or their condition are the primary detractors for people walking and biking more. Transit Public transit service is provided to area residents by a combination of fixed- route, express, dial-a-ride, and subscription bus services. King County MetroMETRO serves the City directly, while Pierce Transit buses provide connections from the Park and Ride lot on I-5 at South 320th and Federal Way Transit Center to Tacoma and Puyallup. Sound Transit serves the Federal Way and Star Lake Park and Ride lots with regional express buses between SeaTac and TacomaLakewood, and between Federal WaySeattle and Puyallup and a feeder route from Northeast Tacoma. Amenities supporting transit patronage include Park and Ride lots and waiting-area shelters. The Federal Way School District and King County’s Multi-Service Center also provide special, local area bus services. 409 of 800 Federal Way Transit Center 410 of 800 Locally and nationally, public transit services, ranging from local buses to regional rail, are witnessing increased attention. Despite declining transit ridership in the late 1980s and early 90s, these services are being viewed at the regional, state, and federal levels as essential to meet public travel needs. Many people with low incomes or special mobility needs depend on transit. The City of Federal Way supports the provision of viable transit services as a component in a multimodal transportation system. Coupled with carpooling and van pooling, improved transit service is viewed by the City of Federal Way as essential to providing area residents with mobility options in the future. Unlike road services however, the City is constrained by state law and federal regulations in its ability to provide these alternatives. The City’s involvement with the provision of transit services is indirect—through such efforts as supportive land use planning (to generate sufficient transit patronage) and roadway design features (to accommodate transit and other high occupancy vehicles). The City’s planning process has focused on development of a transit- supportive environment, including improved pedestrian and bicycle access to transit. Public Works projects anticipate enhanced regular route, local bus service, and the future implementation of a regional light rail system. Expansion of regional transit and HOV systems is critical to the achievement of Vision VISION 205040, which guides the Rregional Metropolitan Transportation Plan. Federal Way’s vision, which includes a City Center with surrounding commercial and residential land uses, is enhanced by both an improved regional bus system and a rail system. Local circulation routes will also be essential. The Federal Way plan has been structured with primary emphasis on locations that can become transit centers. In the interim, transit centers will be focused at Park and Ride lots. The Federal Way Link Extension (FWLE) is currently under construction for service to City Center, and is expected to open in 2026. More information on the light rail extension to Federal Way is available in Chapter 7. In Federal Way there are 1424 regular, and express, and DART service routes that provide nearly 250 bus trips to, within, and through Federal Way each dayserve Federal Way. In total, about 3,000 to 3,500 person trips are made by regular, express, and Dial-A-Ride service each day. About four percent of work trips in one percent of all daily (and three percent of peak hour) Federal Way trips are made by transit, which is comparable to other suburban areas in King County. The majority of service is provided to park and ride facilities where more than halfmany of Federal Way’s transit riders access transit. Routes into the neighborhoods of the City are oriented to the higher density areas where there is lower auto ownership and greater reliance on transit. 411 of 800 Under a demonstration project, Metro METRO instituted Dial-A-Ride Transit (DART) service to portions of the City in 1992. Today, DART service follows a flexible fixed-route transit to provide service to patrons who may not live or work along the regular fixed routes. Map III-11 and Table III-5 show Existing Transit Routes and ridership in Federal Way as of Fall 2023. Today, DART service follows a semi-fixed routing with service provided to patrons who do not live or work on fixed routes. 412 of 800 413 of 800 Table III-5 Active Transit Routes as of Fall 2023 Route Number Route Description Weekday Service Peak Hour Frequency Weekend Service Weekend Frequency 2023 Avg. Weekday Ridership* King County Metro Routes 177 Federal Way to Downtown Seattle Peak Hour Only 30 minutes N/A N/A 100 181 Twin Lakes P&R to Green River College All Day 20 minutes All Day 30 minutes 1700 182 Northeast Tacoma to Federal Way All Day 30 minutes All Day 60 minutes 400 183 Federal Way to Kent All Day 30 minutes All Day (Sat Only) 30 minutes 1000 187 Twin Lakes to Federal Way All Day 40 minutes All Day 60 minutes 400 A Line Tukwila to Federal Way All Day 10 minutes All Day 15 minutes 7900 DART 901/903 Federal Way to Twin Lakes All Day 60 minutes All Day 30 minutes 300 414 of 800 Sound Transit Routes 574 Lakewood to SeaTac All Day 30 minutes All Day 30 minutes 1700 577 Federal Way to Seattle All Day 15 minutes All Day 60 minutes 800 578 Puyallup to Seattle All Day 20 minutes All Day 60 minutes 1300 586 Tacoma to University District Peak Hour Only 30 minutes N/A N/A 200 Pierce Transit Routes 402 Meridian to Federal Way All Day 60 minutes All Day 60 minutes - 500 Commerce St Station to Federal Way All Day 60 minutes All Day 45 minutes - 501 Milton to Federal Way All Day 60 minutes All Day 60 minutes - *Sound Transit Ridership is average daily ridership, including weekends *Pierce Transit ridership data is not available Transit Level of Service Federal Way’s transit level of service is based on the passenger amenities provided at transit stops along Transit Priority Corridors. The transit level of service is determined using a transit agency's policy for the types of passenger amenities provided at transit stops based on the number of passengers accessing 415 of 800 the stop. Where more than one transit agency accesses a transit stop, the highest level of amenity provision should be considered the standard. Optionally, the level of service for transit priority corridors could be expanded to consider pedestrian access and the quality of transit service. The City can achieve the green level of service standard by having over 80% of transit stops meeting amenity minimums along transit priority corridors. The yellow standard, which the City will adopt as its minimum target, can be achieved with more than 60% of transit stops meeting minimum amenity provisions. Transit Priority Corridors with less than 60% of transit stops meeting the minimum amenity provision would fall into the red category and not satisfy the City’s level of service for transit. Federal Way’s measurement of transit level of service is summarized in Table III-6 (Transit Priority Corridor Level of Service). Table III-6 Transit Priority Corridor Level of Service (LOS) LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park- and-rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park-and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations Local Transit Service Development Most transit service to and from Federal Way is oriented toward downtown Seattle. Historic, radial expansion of the system from the downtown is one reason for this. More significant is that density, congestion, and parking costs have kept transit competitive in the downtown Seattle market. While transit routes exist within Federal Way neighborhoods, the existing street layout, with its many cul-de-sacs and dead-end streets, is not always conducive to transit use. Buses cannot run along every residential street. They usually operate 416 of 800 on collector and arterial streets;, thus residents often have to walk several blocks to reach a route. Research has shown that when potential patrons have tomust walk over half a three miles, many will not use transit. Because of the distance between residences and bus stops, and frequent express- type service to Park and Ride lots, many transit users travel to the three Federal Way lots near I-5. However, these lots are nearly always at capacity.Peak hour occupancy at the Park and Rides has fallen since 2019, and as of 2023, most Park and Ride lots have significant available capacity during peak hours. Efforts to expand their capacity by both METRO and WSDOT have been hampered by the relatively high cost of land to provide for expansion. WSDOT constructed a new 600-space Park and Ride lot at 21st SW at SW 344th Street, and Metro constructed another Park and Ride lot at Pacific Highway South and South 276th Street. Sound Transit also constructed constructing a City Center Transit Center with a 1,200 stall parking structure, with 500 additional stalls being added in preparation for light rail service, connecting to an HOV direct access ramp to I-5 via South 317th Street. In considering future land use and transportation alternatives for the City, a balance must be sought between creating transit compatible land uses and providing system access from park and ride facilities and stations. Regional Transit System In November 1996 and November 2016, voters within areas of King, Pierce and Snohomish Counties approved funding for a Regional Transit System including light rail, commuter rail, and regional express bus services, including funding the Federal Way light rail extension. Vision VISION 205040 and the Regional Metropolitan Transportation Plan, “Destination 2030,” adopted by the Puget Sound Regional Council, and the Countywide Planning Policies for King County call for a high capacity transit (HCT) system linking urban centers and supported by other travel modes. High-capacity transit is defined as various types of transit systems operating on an enhanced facility (such as fixed guideway, dedicated right-of-way, priority lane, or freeway/express facility) that is designed to carry a large number of riders at higher speeds than conventional transit. HCT may include a mix of commuter rail, light rail, express bus services and facilities and/or other high capacity transit technologies, plus other associated transit improvements that tie local/regional transit services to each other and to other travel centers. Today, King County Metro’s RapidRide A-line provides frequent bus service between Tukwila International Boulevard Station and the Federal Way Transit 417 of 800 Center generally along International Boulevard and Pacific Highway (SR 99). Based on 2023 ridership data, the A Line has an average weekday ridership of 7,900, as summarized in Table III-5. The City worked closely with Metro on the development of supportive capital infrastructure such as transit lanes, transit signal priority, and stations. Federal Way is also coordinating with Sound Transit in the development of high capacity transit alternatives to extend the regional light rail system south from the city of SeaTac to Federal Way and eventually Tacoma. The Federal Way Link Extension project, currently under construction, will extend light rail from an Angle Lake Station at South 200th Street in SeaTac to Kent/Des Moines and is expected to be open by 2026by 2023. The planning and environmental process will develop a shovel-ready plan for extending light rail to the Federal Way Transit Center as additional funding is secured.The 7.8-mile extension includes three stations in Kent/Des Moines near Highline College, South 272nd Street, and the Federal Way Transit Center. All three stations add parking for a total of 3,200 spaces along the route. The projected ridership of this project is expected to be approximately 29,000 to 34,000 daily riders by 2026. Implementing the regional transit system will require an array of Ccity efforts in the coming decades. Priorities include Ccity participation in detailed system design, preservation of right-of-way, and station area planning, along with other needs to be identified as the system progresses. Dial-a-Ride Transit (DART) As noted above, this service was introduced by MetroMETRO in 1992. Dial-A-Ride service is demand activated by the users. Users originally phoned in and van service was provided within two hours. Unlike regular route service, only the area being served was defined, not the routes. DART is a fixed-route transit service operated in King County under contract with Hopelink, using smaller transit vehicles with the flexibility to perform a limited number of off-route deviations upon request. DART may also go off route to pick up and drop off passengers within a defined service area.. The service has since been modified to operate with semi-fixed routes, which due in part to greater schedule reliability, has dramatically increased ridership. Should ridership continue to improve, regular fixed route service may soon be attainable. Paratransit Service In addition to the service program for general-purpose travel, Metro METRO has embarked on a significant program to improve services for persons who cannot use regular route bus service. This program has been developed to meet the Dial- a- Ride Transit (DART ) 418 of 800 requirements of the Americans with Disabilities Act (ADA) of 1990. It provides high quality public transportation service to eligible customers. People with limited resources who are either 65 or older or who have disabilities (age 14 and over) may qualify for Paratransit. Called ACCESS Transportation, Paratransit service currently provides door-to-door transportation Monday through Friday. Monthly and annual pass stickers are available as well. Key elements to Metro’s METRO’s Paratransit Plan are the provision of: • Supplemental service in Western King County within ¾ of a mile on either side of regular route service; • Next-day reservations up to 14 days in advance, with trips scheduled seven days a week; • Fares held to the same level as one-zone regular bus fares; and • Scheduled service to be the same as the near-by, regular routes. Freight and Goods Decisions that impact the street and highway system can impact the movement of freight and goods. This can affect the economic competitiveness of local and regional businesses. Washington has one of the most trade-dependent economies in the country. More than 60 percent of freight in the state is transported using trucks. Today, Federal Way depends on trucks and motorized vehicles for deliveries. The City’s development standards help assure the provision of adequate on-site facilities for freight delivery such as loading docks; loading zones; the width, frequency, and location of driveways; the turning radius at intersections for curbs; and pavement standards to carry heavy vehicles such as trucks and buses. Other City actions include the restriction of oversizedover-sized vehicles on roads and bridges that cannot support heavy vehicle weights or size, and the designation of truck routes. Many of these actions are echoed by regional and state activities. In addition to this, Washington aims to provide options and recommendations to address issues related to limited truck parking and rest area shortages. Local Level Needs and Opportunities Federal Way displays a unique set of circumstances for freight and goods movement. While extensive truck and rail orientedrail-oriented development has not taken place in Federal Way, freight and goods movement, primarily by trucks passing through the City, impacts roadway operations. Situated between the major urban centers of Tacoma and Seattle, the Federal Way planning area has four primary arterials carrying freight traffic including: 419 of 800 • Military Road, the original arterial through the Ccity, is designed to accommodate heavier freight and goods vehicles. This road no longer carries large numbers of pass-through truck traffic, but provides local access for truck deliveries to established neighborhoods. • Highway 99 was used as a primary truck route through the area until the interstate system was developed in the 1960s and 70s. Today, SR 99 provides a distribution function, mostly for delivery purposes, but also affording access to regional facilities such as the US Postal facility just west of Pacific Highway near South 336th Street. SR 99 also provides truck freight trucks an alternate route to I-5. • Today, the major roadways for freight and goods movement into and through the area are provided by I-5 and SR 18 (between SR 99 and SE Auburn-Black Diamond Road). This section of SR 18 is a major commuter and freight route, and provides regional connections to several corridors and freeways. As the regional economy has grown, the volume of truck traffic along these highways has increased. Today, the highest concentration of regional truck traffic passes through Federal Way’s section of the I-5 corridor. Within the City, continued growth of local truck traffic is anticipated. Densification of the urban core, along SR 99 and South 320th, as well as the South 348th corridor, will lead to increased truck trips. • Street design standards and road classifications adopted under this plan will assure that new and rehabilitated facilities are built to appropriate standards. These efforts are coordinated with the City of Federal Way Truck Route Plan as illustrated in Map III-12 (City of Federal WayExisting Truck Routes Plan), which depicts existing and proposed truck routes, as adopted by City of Federal Way Ordinance 23-946.. 420 of 800 • 421 of 800 Transportation System Management (TSM) Transportation Systems Management (TSM) focuses on maximizing optimizing use of the existing systems travel capacity. The concept firstconcept was first originated in the mid-1970s by the U.S. Department of Transportation. Since that time, it has been applied in aby a host of different ways in cities and metropolitan areas around the country. More recently, the 1991 Federal Transportation Act (ISTEA) expanded the vision of Transportation System Management introducing the term Congestion Management Systems. The focus of Transportation System Management is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to achieve local objectives such as improving safety, reducing delay for system users, providing information to travelers and improving the reliability of the transportation. to maximize the carrying capacity of existing facilities. Transportation System Management activities can include new construction, but they typically modify an existing facility. Of these activities are strategies that include coordinating with other transportation agencies. These activities can be grouped into the following categories: • Geometric Improvements • Access Management • Signalization Improvements • Capacity Enhancements • Integrated Corridor Management • Traffic Incident Management • Event Planning • Road and Weather Management • 422 of 800 423 of 800 Not all Transportation and System Management (TSM) strategies are appropriate for a city to undertake. The more popular and successful ones are listed in Table III-74 (TSM Strategies Applicable to Federal Way). Table III-74 TSM Strategies Applicable to Federal Way Strategy Low or None High Geometric Improvements -Channelization -Bus Turnouts -Exclusive Turn Lanes -Intersection Widening ✔ ✔ ✔ ✔ Signalization Improvements -New Signals -Signal Removal -Coordination -Timing/Phasing Optimization -Monitoring - Adaptive Signal Timing - Advanced Traffic Signal Performance Measures ✔ ✔ ✔ ✔ ✔ ✔ ✔ Access Management -Turn Prohibitions -Restrictive Mediums -Driveway Consolidations/Removal -Signing ✔ ✔ ✔ ✔ Capacity Enhancements -Arterial Frontage Roads -Railroad Over-Crossings -Intersection Grade Separation - Addition of Turn Lanes ✔ ✔ ✔ ✔ Integrated Corridor Management - Develop plans to manage parallel corridors for all users ✔ Traffic Incident Management - Implement quick clearance goals for traffic incidents ✔ 424 of 800 - Safety and incident management training for emergency responders ✔ Event Planning - Response plans for planned special events (festivals, sporting events etc.) -Response plans for emergencies (major crashes, Haz Mat) ✔ ✔ Road and Weather Management - Implement field devices to measure road and weather conditions. -GPS on snowplows and de- icer trucks to improve situational awareness and routing -Reporting road and weather conditions to the public ✔ ✔ ✔ Intelligent Transportation Systems Intelligent Transportation Systems (ITS) are a subset of TSM strategies. ITS Intelligent Transportation Systems is a combination of field devices and communication systems designed to help manage congestion, enhance safety, and inform travelers of multiple travel options. Examples of Intelligent Transportation Systems active in the Federal Way area include: • Closed Circuit Television (CCTV) Cameras • Changeable Message Signs (CMS) • Ramp Metering Systems (RMS) • Traffic Monitoring Station (TMS) • Highway Advisory Radio (HAR) & Extinguishable Message Signs (EMS) • Roadway weather Information Systems (RWIS) • Fiber Optic (FO) Systems • Advanced Traffic Controller (ATC) 425 of 800 The City of Federal has updated their ITS plan in 2024. This updated Plan is included in Appendix III-A.An Intelligent Traveler Systems Plan, similar to an Intelligent Transportation Systems plan, was developed for the State of Washington. Directed by WSDOT, it established a framework for implementation of a variety of projects. Appendix III-B (Transportation System Management Summaries), Table B-1 summarizes the main categories of Intelligent Traveler System applications, their relative applicability in Federal Way, and the degree of impact each might have on the City’s vision and plan. Transportation Demand Management (TDM) Transportation demand management (TDM) refers to activities that help people use the transportation system more efficiently. The Puget Sound Regional Council’s VISION 20540 requires the identification of transportation system management and demand management programs and strategies. Appendix III-B, Table B-2 summarizes the various transportation demand management alternatives by their functional grouping and potential effectiveness, implementation difficulties, and expected cost effectiveness. Fortunately, several of the more effective options are within the purview of the City. While many of these transportation demand management strategies will need to be implemented and managed by the private sector, Federal Way can provide the infrastructure needed to support such strategies, such as transit and HOV lanes and expanded bicycle and pedestrian networks. PSRC’s Vision VISION 20540 identified basic strategies that overlap with those presented in Appendix III-B. These strategies include: • Telecommuting Programs • Parking Management and Pricing • Flexible Work • Shuttle Services • Ridesharing Programs • Traveler Information, Public Relations, and Marketing • ITS Technology, such as a data management system and communication tools Commute Trip Reduction Federal Way is required by the State to provide a Commute Trip Reduction (CTR) plan. This plan applies to employers with more than 100 employees. It provides a framework for reducing the proportions of drive alone commute trips and vehicle miles traveled per employee by affected employers in the City’s jurisdiction, major employment installations, and other areas designated by the 426 of 800 City with local major employers to customize strategies and programs to most effectively reduce the number of drive-alone trips employees make. Federal Way currently has 811 worksites affected by the Commute Trip Reduction (CTR) law. Figure III-1 summarizes the existing mode split for these employers based on their reporting. 427 of 800 3.54 FUTURE TRANSPORTATION VISION Federal Way envisions a future transportation system that serves all users and modes of travel by offering a safe and robust network of walkways, bicycle facilities, intersections, and roadways. This chapter describes Federal Way’s vision for its future transportation network and the infrastructure improvements that will get the City there. As identified in this plan, most of the improvements are focused on the development of a ‘layered’ transportation network, which focuses less on providing vehicular capacity and more on accommodating all modes of travel. While some of the roadway improvements are needed to meet the City’s vehicular level of service (LOS) standard, many of the future improvements could focus on providing safer and more complete facilities for walking, bicycling, and riding transit in order to improve access and mobility for all road users, and meet multimodal level of service (LOS) standards. The layered network was introduced in the existing conditions section, along with auto, bicycle, pedestrian, and transit LOS standards. This section provides a systems a summary of the layered network, a system for prioritizing modal travel by corridor, ; the process for forecasting predicting future travel demand, ; how level of service, a measurement of the adequacy of a facility, is evaluated for all modes; and the process employed to prioritize projects. Introduction to the Layered Network 428 of 800 It can be a challenge for a single roadway to meet the demands and expectations of all modes at any given time. This is also generally not desirable from a user or a planning perspective. In response to this challenge, the City of Federal Way has adopted a layered network approach that focuses on how the City’s transportation network can function as a system to meet the needs of all users. In such a system, individual travel modes are prioritized on different facilities throughout the overall network. Figure III-2 illustrates the concept of a layered network. The City will implement this layered network through a system of roadway cross-sections that define each street’s user priorities and associated infrastructure needs, see Appendix III-A (Street Design Standards). The City also coordinates recommendations from the Bicycle and Pedestrian Master Plan with roadway projects. Future Travel Travel can be described in terms of the purpose of the trip and the trip beginning and end points. Federal Way exhibits a wide variety of travel purposes. Trips cover all modes of travel such as walking, bicycling, driving, and taking transit. To help predict future travel, transportation professionals develop models that are typically city city-specific, but coordinated with the regional vision and model. The models were used to estimate existing and future traffic volumes within the Federal Way planning area. The model can also be used to estimate demands for various modes of travel, including auto, carpool, and transit. There is a fairly consistent relationship between the number of trips produced each day and the density of residential dwelling units. Depending on the density of the area and other factors, it is possible to forecast the total number of trips produced in an area. In a similar fashion, employment densities can be used to forecast person trips attracted to an area. Each parcel of land generates traffic Figure III-2. Layered Network Concept 429 of 800 based on its type of use and intensity of development. The evening peak hour is a modeling standard, since it usually is when the highest demand occurs. The Growth Management Act (GMA) requires that the Transportation Element supports the land uses envisioned in the Comprehensive Plan. Thus, an important component of the work was forecasting how the future land uses envisioned in the City, as well as regional growth, would influence demand on Federal Way’s transportation network. The following is a description of the travel demand modeling process: • The Modeling Tool: As a part of the Comprehensive Plan update, Federal Way updated the created a city-focused travel model adapted from the latest version of the Puget Sound Regional Council (PSRC) Trip-Based Travel Model. This model forecasted traffic volumes during the evening commute hour (highest volume hour between 4pm and 6pm) along many of Federal Way’s key streets and intersections. This tool provides a reasonable foundation developing year 2018 and 2044 2040 forecasts, as the underlying land use assumptions have been updated to match the land use forecasts for the current Comprehensive Plan. • Estimate Land Use Growth in the City: As a part of the Comprehensive Plan update, the City is planning for expected growth in housing units and employment over the next 205 years through 20440 consistent with county-adopted growth targets. . Based on growth estimates from PSRC and review by City staff, Federal Way is preparing for over almost 4654,000 housing unitshouseholds, more than 106,000 people and more than almost 530,000 jobsworkers (within current City limitsincluding the planning analysis area) by 20440. The City then allocates the growth throughout Federal Way based on adopted zoning, observed development patterns, and other Ccity policies. The same growth assumptions contained in the Land Use Chapter were used for the Transportation Chapter. Neighboring cities are assumed to develop in a pattern consistent with VISION 2050 and King County Countywide Planning Policies. • Capture Regional Growth Patterns: Other communities throughout the region are going through this very same process, based on direction from PSRC. Because travel does not stop at a jurisdiction’s borders, it is important to capture how regional growth could influence travel patterns on Federal Way’s streets. One of the primary advantages of basing the Federal Way model on the PSRC Trip-Based Travel Model is that all regional growth assumptions are naturally consistent with PSRC estimates. • Translating Land Uses into Trips: The next step is evaluating how the City and regional growth assumptions described above translate into walking, biking, transit, and auto trips. The travel model represents the number of housing units and employees in spatial units called traffic analysis zones (TAZs). Traffic analysis zones can be as small as a few street blocks to as large as an entire neighborhood. They provide a 430 of 800 simplified means to represent trip making rather than modeling individual parcels. The travel model estimates trips generated from each traffic analysis zones (both inside and outside of the City) using established relationships between different land use types with trip making. These trips are then assigned onto the roadway network to estimate how much traffic would be on each street during the evening commute hour. • Model Refinements: The final step is refining the forecasts based on reality checks that the travel model may not capture. In this case, travel patterns were refined to reflect existing driver preferences, including recognizing the relative attractiveness of principal and minor arterials over minor collector and local residential streets with significant traffic calming features. Transportation Level of Service Transportation level of service (LOS) is a qualitative measure used to evaluate the quality of public infrastructure. Cities have historically measured transportation level of service based on the experience of drivers, in terms of vehicle speed, traffic density, or how long vehicles wait at an intersection. As shown in the Figure III-3 from Planning Urban Roadway Systems (Institute of Transportation Engineers, 2011), transportation level of service does not have to be limited to the experience of just vehicles. This Transportation Element considers the transportation level (quality) of service for walking, biking, and taking transit in Federal Way. Refer to Appendix III-C (Concurrency Management System) for additional information. Figure III-3 Example Modal Level of Services 431 of 800 Project Prioritization Project Prioritization is part of the process associated with implementing projects in the order most needed. Because the total estimated cost of all identified network improvements is substantial, it is unrealistic to expect that all of the improvements will be implemented in the near term. Therefore, it is important to establish a strategy for moving forward. The project prioritization process is a tactical effort to determine the sequence of events to meet strategic goals, as summarized in the Transportation Improvement Program (TIP). To assist Ccity staff, elected officials, and citizens in making potentially difficult near-term decisions, this plan uses a modal focus to evaluate project prioritization and then links each project back to Federal Way’s transportation goals. The process for prioritization is described below: Project Prioritization Step One: Layered Network All projects are considered as part of the layered network and ranked. This reduces double-counting for level of service improvements and for meeting concurrency, and ensures that the appropriate project modal elements are being considered. The equally-weighted project prioritization measures used to prioritize projects are summarized as follows: • Concurrency Requirement: The project is needed to maintain the proposed multimodal level of service and/or concurrency. Projects that provide improvements for more than one mode would receive higher scores. This includes projects along walking, bicycling, and transit priority areas, and improving roadway conditions. • Level of Service Improvement: The project reduces vehicle delay or enhances the quality of the facility (modal specific) based on the adopted level of service standards. Projects that provide the improvements described in the street standard guidelines would receive higher scores. • Safety: The project enhances a safety concern. Projects that enhance safety would receive higher scores. • Severity: The project enhances a safety concern with a history of severe collisions. Locations with severe or increased severity collisions would receive higher scores. • System Efficiency: The project includes transportation system management elements, including those described in the Intelligent Transportation Systems (ITS) plan. Projects that improve the travel of non-drive-alone trips, including transit, would receive higher scores. • Ease of Implementation: The project is evaluated using engineering judgment to consider the likely scope elements of the project, such as right-of-way acquisition, overall project cost, and sensitive areas impacts. Projects that are easier to implement or have multi-jurisdictional support would receive higher scores. 432 of 800 • Community Support: The project has been identified as having community support. Projects that exhibit positive community support would achieve higher scores. • Freight: The project would have an impact on an identified freight route. Projects that enhance freight travel would receive higher scores. Step Two: Achieving Goals After each ranked project list is created, projects are evaluated by their relationship to the six overarching transportation goals based on a weighting completed by City staff. Projects that meet more goals would achieve higher scores. Project Prioritization Step Three: Cost / Benefit A cost / benefit weighting is used to related how well a project performs as part of the layered network and achieves the citywide transportation goals related to the anticipated cost to Federal Way of the project. Projects with a good benefit/cost ratio would receive higher scores. Process for Modal Integration The bicycle and pedestrian LOS standards, described in the existing conditions section, are based on the bicycle and pedestrian Priority Network. The bicycle and pedestrian LOS standards were The Bicycle and Pedestrian Master Plan provides the framework for the walking and bicycling sections and were considered in developing the Transportation Improvement Plan (near-term) and Capital Improvement Program (long- term). To refine the project prioritization, it is recommended that the “Priority NetworkRoute" selection criteria be employed. The Priority Network Route selection criteria would encourage bicycle and pedestrian projects that align with the Priority Network, shown in Map III-6. d assist in determining the routes with the most need and/or potential benefit of walking or bicycling facility improvement. Thisese p“Priority networknRoutes” is are also used as part of the multimodal level of service. The following criteria for identifying priority walking and bicycling routes were proposed in the Bicycling and Pedestrian Master Plan: • Suitable for bicycling/walking without improvements • Closes critical gap Bonneville Power Administration (BPA) Trail 433 of 800 • Provides/enhances Safe Route to School connection • Collision locations • Service immediate safety need • Serves key origins and destinations • Geographic Distribution • Right-of-Way Available and/or Suitable • Interface with other transportation modes Modal Networks The transportation vision for Federal Way is a multi-modal, integrated transportation system where the focus is on user choice and safety. Still, system needs and future projects are best understood at the modal level. This section summarizes the future transportation vision and establishes multimodal level of service standards and concurrency framework for roadways, walking, bicycling, and transit, and identifies 2044 Future LOS for each mode. During the prioritization process, projects were identified that contained multi-modal elements. Street and Highway System Nearly every street in Federal Way’s roadway network is used by residents and workers at some point each day to access their homes, jobs, and other destinations. Many of these streets are local streets and do not see significant traffic volumes throughout the day. Similarly, goods movement and delivery vehicles use some corridors frequently while other streets see only the occasional local delivery. Urban areas, such as Federal Way’s City Center, benefit from level of service policies that offer flexibility to balance the level of vehicle congestion with pedestrian, bicycle, and transit access. Also, the level of congestion experienced in Federal Way is greatly impacted by State facilities. The level of service policy proposed for the Street and Highway System recognizes this impact to local congestion by adopting an area-wide level of service standard. See Appendix III-D (Transportation System Management) for additional information. To address future roadway needs, Federal Way has adopted the following level of service policy that sets the following standards for the street and highway system: Bonneville Power Administration (BPA) Trail Bonneville Power Administration (BPA) Trail 434 of 800 • Signalized intersections outside of City Center will experience a 1.2 vehicle-to-capacity (v/c) ratio or lower • Unsignalized intersections outside of City Center will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower • The City Center area will experience an average of 1.1 vehicle-to-capacity (v/c) ratio or less. The auto LOS above standards described in the Existing Conditions section were used to develop the future roadway improvements, which have been incorporated into the City’s Street Design Guidelines (see Appendix III-A). The proposed cross- section for each of Federal Way’s streets and types of motorized and non- motorized space improvements are provided. These cross-sections will guide future investments in streetscape and layered network objectives. Map III-13 illustrates intersections that are expected to exceed a volume-to- capacity ratio of 0.9 during the PM peak hour in 2044. The highlighted corridors are expected to see queues and delay during the PM peak hour in 2044. 435 of 800 436 of 800 Future State Actions The City’s transportation plan is in compliance with the WSDOT’s direction and vision. The transportation plan for Federal Way relies on the State in the following action areas: • HOV system completion on I-5 and other freeways. • Implementation of the State System Plan. This plan identifies, in priority order, the need for maintenance, preservation, safety, economic initiatives, environmental retrofit, and mobility (capacity) improvements. The latter may not be fully funded and may therefore affect the implementation of the following WSDOT projects: ▪o HOV access improvements, primarily I-5 medians. ▪o Interchange improvements for I-5 from SR 18 to SR 161. ▪o SR 509 extension from Burien along the western and southern sections of SeaTac Airport south to I-5. ▪o The SR 509 extension north from Tacoma to the new SR 167 connection on I-5 at Fife. • Continued improvements to monitoring, with possible provision of information systems regarding travel conditions. • Right-of-way acquisition for rail and the above improvements before construction. • The addition of park and ride lots and added capacity for existing ones. • SR 18 improvements east of SR 99 • Advanced vehicle identification (AVI) on SR 99 to provide transit priority. Map III-13 illustrates roadway locations that do not meet Federal Way’s level of service policy. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. These safety issues can be addressed by implementing the following measures: • Identify high collision locations on an annual basis, and identify projects to enhance safety at these locations. 437 of 800 • Implement access management measures to reduce turning conflicts in high collision corridors • Enforce intersection sight distance standards to remove vision obstructions on the corners of intersections and at driveways. • Where supported in residential areas, install traffic calming measures. • Educate the public through project open houses and press releases on safety benefits of transportation projects. • Increase enforcement of traffic laws, particularly laws pertaining to behaviors that cause the most severe and highest frequency of crashes. 438 of 800 439 of 800 Regional Growth Center Mode Share Goal For its regional growth centers (RGCs), Federal Way is required to develop mode split targets that align with the policy goals of planning these areas to be more compact and accessible for walking, biking, and transit modes. The following is a summary of and envisioned future mode split targets for commute trips within Federal Way’s City Center Regional Growth Center. • SOV – 70% • HOV – 13% • Walk and Bike – 4% • Transit – 13% The non-SOV mode shares reflect the City’s goal of accommodating travel by all modes and prioritizing transportation investments within the RGC. These mode share goals also informed the travel modeling performed for this plan to ensure that transportation infrastructure investments align with forecasted travel demand. High-Occupancy Vehicle (HOV) HOV enhancements within the Federal Way planning area will consist of signal priority treatments, exclusive lanes, increased park and ride opportunities, and other improvements to be identified as demand increases. These latter improvements can include separate (preferential) access lanes or roadways. This means utilizing HOV lanes on highways and arterial streets wherever practical, if transit and car pool movements can be enhanced, and optimizing the occupancy rate to move the most people possible. Non-Motorized The Bicycle and Pedestrian Priority Network, shown in Map III-6, along with the existing conditions bicycle and pedestrian level of service analysis (Maps III-8 and III-10, respectively), were used to identify priority non-motorized projects. As part of the Bicycling and Walking Master Plan, several analysis corridors were developed based on previously proposed facilities, public input, and staff input. The analysis assessed appropriate treatments and preferred bicycle facility types along City roadways. The analysis identified opportunities to incorporate bike lanes into certain existing roadways, but found that there are few opportunities to retrofit roadways to include bicycle lanes. A multi-modal level of service (MMLOS) analysis was conducted to examine the link and intersection conditions along existing roadways. This analysis helped stakeholders and City staff make decisions based on how roadway configurations affect all users. The results suggest that while the levels of service vary 440 of 800 throughout the City, streets at locations with high traffic volumes, higher traffic speeds, and little separation between pedestrians/cyclists and vehicles scored relatively poorly. In addition, a potential for walking and biking analysis was conducted based on land use characteristics, density of development, and access to transit. The results suggest that the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas have the greatest potential for active transportation. Improved walking and biking conditions will improve transportation choices, safety, and mobility for citizens who do not have access to a car. It may also have an overall benefit to residents’ health. Priority Walking and Bicycling Areas The priority walking and bicycling areas were developed using a potential for active transportation analysis. This includes any method of travel that is human- powered, but most commonly refers to walking and bicycling. The potential for active transportation is commonly measured by considering land use characteristics, density of development, and access to transit. A “heat map” was created by allocating points using the criteria: school, live, work, shop, play, equity, and transit. Map III-14 (Priority Walking and Bicycling Areas) will be used for determining where investments in bicycling and pedestrian facilities will likely result in the greatest increase in active transportation in Federal Way. Areas that have the greatest potential for active transportation include the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas. Additionally, investment in bicycle and pedestrian facilities in these areas can support economic development by making these areas more attractive to pedestrians and bicyclists and complementary to mixed use infill development. These “Priority Areas” are also used as part of the multimodal level of service. Walking Pedestrian facilities proposed are largely new sidewalk sections. The location of the proposed new sidewalk sections was largely influenced by information the Federal Way School District maintains on recommended walking routes to elementary schools and priority walking and bicycling areas. During citizen engagement, many people commented on the desire to have more sidewalks in their neighborhood specifically related to access to neighborhood schools. Establishing safe and convenient walking routes enables more children to walk to school which improves student health and potentially saves the School District transportation costs where bus routes can sometimes be reduced when safety deficiencies are corrected. 441 of 800 A more complete pedestrian network also can support Federal Way’s business centers. With better sidewalk connections, residents who live close to business centers may choose to make more trips by foot. Once a person gets in a car, it is easier to decide to drive far away for that cup of coffee or small errand. Making it easier and more pleasant to walk encourages more localized shopping decisions in a community and supports economic development. Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-5 (Pedestrian Priority Area Level of Services) establishes the level of service standard for pedestrian facilities around the City. The best level of service for walking, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Guidelines (Appendix III-A). The yellow level of service, which meets the basic needs for safe walking around the City, requires sidewalks or shoulders protected by raised curbs on one side of all the streets called out along Pedestrian Priority Areas. Incomplete or missing pedestrian facilities along Pedestrian Priority Areas would fall into the red category and not satisfy the City’s level of service for walking. In addition to the presence of pedestrian facilities along a corridor, the City also emphasizes the importance of safe pedestrian crossings. Particularly downtown, at busier transit stops, and within half-mile of schools, the City is looking to provide enhanced crossings at regular intervals. The City has installed Rectangular Rapid Flashing Beacons (RRFBs) at midblock locations to improve pedestrian crossing throughout the City. Table III-5 Pedestrian Priority Area Level of Service (LOS) LOS Within Pedestrian Priority Area Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided 442 of 800 Bicycling The proposed bicycle facilities consist of a variety of facility types that are dependent on the existing configuration and function of the City’s roadways. Where possible, bike lanes are proposed, but these popular solutions are limited in Federal Way where there are few cross-town connections and lots of competition for pavement width with virtually all motor vehicle traffic being necessarily funneled into these few corridors. Implementing the Proposed Bicycle and Pedestrian Plan Network The resources necessary to implement this vision are well beyond what is immediately available to the City. Therefore, moving forward with development of the network will require further review and possibly some difficult decisions in establishing priorities for the near term. Planning Level Cost Estimates Plans should prepare planning-level cost estimates for the bicycle and pedestrian facilities proposed in this plan. These estimates are general in nature and useful for determining the relative scale of investment that will be necessary to implement all the identified facilities. The planning-level cost estimates do not take into consideration all the unique physical characteristics of each roadway segment. Prioritization Criteria Given the high total estimated cost of all proposed improvements, a prioritization strategy is crucial. It would be unrealistic to expect that all improvements will be implemented in the near term. The criteria for prioritizing projects include the potential for active transportation, connection to existing facilities, and safety considerations. These criteria will guide the selection of projects to ensure the most critical and beneficial improvements are addressed first. In implementing the prioritization criteria, the City can choose to weigh certain criteria more heavily than others. 443 of 800 444 of 800 Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-6 (Bicycling Priority Area Level of Services) establishes the level of service standard for bicycling facilities around the City. The best level of service for bicycling, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Guidelines (Appendix III-A). The yellow level of service requires some sort of bicycle infrastructure on streets called out along Bicycling Priority Areas. At a minimum, these facilities would be signed bike routes. Incomplete or missing bicycle facilities along Bicycling Priority Areas would fall into the red category and not satisfy the City’s level of service for bicycling. Table III-6 Bicycle Priority Area Level of Service (LOS) LOS Within Bicycle Priority Areas Network Bicycle facility as indicted in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided Proposed Facility Networks Maps III-145 and III-156 summarize the future bicycle and pedestrian facilities, respectively. As with the proposed future location of planned roadways, the intended future location of planned pedestrian and bicycle facilities may ultimately be subject to minor modifications, so long as the functionality and intent of the planned improvements remains unchanged. The following pedestrian and bicycle facility types are proposed. • Bike Boulevard (also called Greenways): Low-volume and low-speed (typically residential) streets that have been optimized for bicycle travel. Bicycle Boulevard treatments can be applied at several different intensities. • Bike Lane: Marked space along a length of roadway designated with paint for the exclusive use by bicyclists. If there is space available, some bike lanes can be buffered with a wider (a minimum two-foot) pavement marking. • Enhanced Shared Sidewalk: Shared bicycle and pedestrian facility adjacent to, but separated from, the roadway. Designed to function similar to a shared use path. 445 of 800 • Paved Trail: These provide a desirable facility and recreational trips, particularly for novice riders and for cyclists of all skill levels preferring separation from traffic. Shared use paths generally provide new travel opportunities. • Shared Lane Marking: Also called “sharrows,” shared lane markings are pavement markings used to indicate shared space for bicyclists and motorist on low volume streets that do not have room for bike lanes. • Bike Boulevard (also called Greenways): Low-volume and low-speed (typically residential) streets that have been optimized for bicycle travel. Bicycle Boulevard treatments can be applied at several different intensities. • Shared Use Path/Trail: These provide a desirable facility and recreational trips, particularly for novice riders and for cyclists of all skill levels preferring separation from traffic. Shared use paths generally provide new travel opportunities. • Shared Lane Marking: Also called “sharrows,” shared lane markings are pavement markings used to indicate shared space for bicyclists and motorist on low volume streets that do not have room for bike lanes. • Wide Shoulder: Typically found in less-dense areas, shoulder zones are paved roadways with striped shoulders wide enough for pedestrian and bicycle travel. • Bike Lane: Marked space along a length of roadway designated with paint for the exclusive use by bicyclists. If there is space available, some bike lanes can be buffered with a wider (a minimum two-foot) pavement marking. Enhanced Shared Sidewalk: Shared bicycle and pedestrian facility adjacent to, but separated from, the roadway. Designed to function similar to a shared use path.Sidewalk Infill/Repair: Completing sidewalk gaps greatly improves pedestrian connectivity by providing a continuous, barrier-free walkway easily accessible for all users. Accessway: Simple connectors provide direct routes between residential areas, retail and office areas. • 446 of 800 447 of 800 448 of 800 449 of 800 450 of 800 • Sidewalk Infill/Repair: Completing sidewalk gaps greatly improves pedestrian connectivity by providing a continuous, barrier-free walkway easily accessible for all users. • Accessway: Simple connectors provide direct routes between residential areas, retail and office areas. Citizens indicated the greatest preference for facilities separated from vehicles or having clearly designated pavement area exclusively for bikes. However, the opportunities for designated bicycle lanes and separate shared use facilities are limited or expensive. As a result, bicycle boulevards are a key element of building a complete bicycle network in Federal Way. Due to limited resources, the development of the walking and bicycling network will require further review and establishment of priorities for the near term. The following 2011 2024 planning level estimate costs were developed to help determine the relative scale of investment that will be necessary to implement all of the identified facilities. A summary of projects costs to complete the walking and bicycling layered network , per the Walking and Bicycling Master Plan, is presented in Table III-7 8 (Non-Motorized Improvement Costs). Table III-78 Non-Motorized Improvement Costs Facility Types Estimate Costs Sidewalk Network $62 million for facilities on 61 miles roadway (approx. 320,000 linear feet) Trail network $21 million for facilities on 16 miles (84,000 linear feet) Bicycle Network $57 million for facilities on 71 miles of roadway (374,000 linear feet) Crossing Modifications $4 million for modifications at 21 intersections along 320th and 348th/Campus Drive. With the projects from Map III-14 and Map III-15, Map III-16 and Map III-17 show the 2044 Future Conditions for Bicycle and Pedestrian Level of Service, respectively. 451 of 800 452 of 800 453 of 800 Transit While the City itself does not operate transit, corridors that are welcoming to transit and have appropriate supportive amenities can encourage residents and employees to use transit. This could lead to additional service hours from transit providers such as King County Metro, Pierce Transit, and Sound Transit. The Transit Priority Corridors identifies the corridors that the City should focus their efforts on and is shown in Map III-187 (Transit Priority Corridors). The City can enhance transit use by offering: • Street lighting • Safe routes for accessing transit stops • Transportation System Management approaches to enhance transit speed and reliability 454 of 800 455 of 800 456 of 800 Federal Way’s transit level of service is based on the passenger amenities provided at transit stops along Transit Priority Corridors. The transit level of service is determined using a transit agencies policy for the types of passenger amenities provided at transit stops based on the number of passengers accessing the stop. Where more than one transit agency accesses a transit stop, the highest level of amenity provision should be considered the standard. Optionally, the level of service for transit priority corridors could be expanded to consider pedestrian access and the quality of transit service. The City can achieve the green level of service standard by having over 80% of transit stops meeting amenity minimum provided along transit priority corridors. The yellow standard, which the City will adopt as its minimum target, can be achieved with more than 60% of transit stops meeting minimum amenity provisions. Transit Priority Corridors with less than 60% of transit stops meeting the minimum amenity provision would fall into the red category and not satisfy the City’s level of service for transit. Federal Way’s measurement of transit level of service is summarized in Table III-8 (Transit Priority Corridor Level of Service). At the time of this update, Pierce Transit, King County Metro, and Sound Transit are undergoing updates of the long range plans. Table III-8 Transit Priority Corridor Level of Service (LOS) LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park-and- rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park-and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A Centers Chapter 7 of the Comprehensive Plan addresses the Regional Growth Center and Countywide Center in Federal Way. Federal Way is expecting two future Link Light Rail stations:- the Federal Way Link Extension (FWLE) Federal Way Downtown Station (located west of 23rd Avenue S and north of S 320th Street) scheduled to begin operations in 2026, and the Tacoma Dome Link 457 of 800 Extension (TDLE) station (located west of Enchanted Parkway S and either north or south of S 352nd Street), anticipated in 2035. The Centers surrounding the Light Rail stations will focus on transit- oriented development with dense housing land use and multimodal connections. Details regarding the planned streets and multimodal connections in the Centers are available in Chapter 7.*Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations Freight and Goods With the enhancement of neighborhood centers, truck deliveries may increase as consumer activity shifts to these areas. While localized neighborhood intrusion is unlikely, isolated cases can be managed using traffic calming techniques. Where pavement, bridge, and neighborhood traffic management systems, or planned land uses indicate that roadways cannot handle truck traffic, designated truck routes will be adopted to protect existing investments and assure continued quality of life. To accomplish effective planning and management of freight and goods movement in the area, traffic monitoring (volume counts) will include vehicle classification, allowing the patterns of use to be better understood. Another technique that can be employed to assure adequate consideration of truck needs is the involvement of those industries and businesses generating the traffic in roundtable discussions. Regional Activities The only trucking center in Federal Way is Ernie’s Center on SR 99 at South 330th Street. This facility caters to the movement of freight and goods by offering fuel. Looking toward the future, several regional road projects may affect freight and goods movement through the area. Improvements along I-5, which will make truck traffic more efficient, include truck-climbing lanes in the Southcenter area. At present, there are major points of delay for peak hour traffic. Trucks arriving on I-5 and on SR 18 just east of I-5 from SR 167 have problems, since they are not able to approach the hill climb at posted speed and delay other travelers. Perhaps one of the most significant regional improvements is the SR 167 completion project, which will add a new connection to I-5 in Fife. Construction began in 2022, and the final stage of construction is expected to be complete in 2029. enhanced connection of SR 167 with I-5 at Fife and into the Port of 458 of 800 Tacoma. The current industrial development in the area of the Port masks the growing importance of the Green River Valley, both as a transportation corridor and as a generator of freight and goods movement. Increasing accessibility to the SR 167 corridor will provide an alternate route for truck basedtruck-based freight and goods movement. The SR 509 completion project began construction in 2022. SR 509 is being studied for consideration of an extension, tying back to I-5 at South 210th Street. This route will open an alternate route to the Port of Seattle’s international freight facilities, as well as to provide access to the airport industrial complex. To the extent that this new route’s design considers impacts to I-5, SR 99, and the localand local street system in Federal Way, it provides great benefit to Federal Waywill increase traffic on I-5 through Federal Way which will cause greater diversion to SR 99 and other City streets. Other long- range actions that will affect freight and goods movement in this north/south corridor include Intelligent Traveler Service (ITS)—with improved (truck) vehicle identification, and commuter rail service in the Green River Valley. Intelligent Traveler Service features will be incorporated into the “high tech,” I-5 corridor being designed under the state DOT’s Venture Program. Advanced communication systems will allow better detection of slow-downs, accidents, and even hazardous vehicles moving through Federal Way, which certainly affect the City’s local residents traveling these regional facilities. To the extent that Commuter Rail service in the Valley can avoid impacting freight and goods movement, it is viewed as a positive step in the direction of providing high capacity transit to the south end of the region. Care must be taken to avoid forcing a shift in cargo carrying capacity from rail to truck in the south county corridor. Highway commuter needs warrant keeping this “traffic” on rails. Consistent with the requirements set at the federal level, PSRC and WSDOT are focusing increased efforts towards understanding freight and goods movement and identifying solutions to problems faced by local, regional, state, and international shippers. PSRC’s VISION 2050 calls for a safe, efficient, and reliable transportation system for the movement of people, goods, and services. PSRC’s VISION 2050 highlights freight-related considerations for local jurisdictions to consider in future planning, including: • Safety and mobility considerations as population and freight needs grow simultaneously. • Maintenance and preservation of major freight corridors as heavy truck traffic increases. Increase in door-to-door deliveries with small and medium trucks may put strain on the space available to accommodate deliveries. Using studies by the Port of Seattle and WSDOT, PSRC and the Economic Development 459 of 800 Council have established a Freight Mobility Roundtable. The Roundtable brings together key carriers, producers, and consumers, as well as nationally recognized consultants on the topic. This effort is seen as setting the pace for other areas around the countr y. The Roundtable efforts will be linked with a series of other efforts by the Regional Council, including: • Building a commodities flow database; • Identifying current and future problem areas that inhibit or restrict the effective movement of freight and goods; • Recommending road, intermodal, and other system improvements to address these problems, while meeting federal and state Clean Air Act strictures; and • Developing planning guidelines for use at the local level. • The benefits of supporting these regional activities will be maintenance of accessibility for City residents and businesses. Transportation System Management Transportation Systems Management (TSM) focuses on maximizing optimizing use of the existing systems travel capacity. Its focus is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to achieve local objectives such as improving safety, reducing delay for system users, providing information to travelers and improving the reliability of the transportation system.maximize the carrying capacity of existing facilities. Intelligent Transportation Systems Federal Way outlines their approach for futures transportation system management in their Intelligent Transportation Systems (ITS) plan. These plans define the application of technology to address transportation problems such as congestion, safety, and mobility. As outlined in the ITS Plan, the City has an ever- expanding communication network with plans to create a robustThe City has completed the Traffic Management Center (TMC) and will create a secondary Satellite Management Center in conjunction with an enhanced Emergency Management Center. The plan provides a framework to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • King County 460 of 800 • Transit Agencies (King County Metro Transit, PiercePeirce Transit, Sound Transit) • Adjacent Cities • Valley Communications (“ValleyCom”) • Participants of the City of Federal Way Emergency Operations Center As the ITS program grows to include more technology and extended interagency coordination, the Public Works Department that oversees and operates these projects will periodically update the ITS Master Plan, included in Appendix III- DA, and evaluate changing needs and technology. The plan documents current needs and provides a strategic plan for completing proposed ITS projects and programs. Commute Trip Reduction (CTR) Plan The City’s Commute Trip Reduction (CTR) plan and Transportation Demand Management (TDM) strategies should be updated to reflect new legislation and to be aligned with PSRC’s Regional Transportation Demand Management (TDM) Action Plan. The goal of the Federal Way CTR plan is to achieve aincrease non drive-alone rate (DAR) of 63% trips in the 2025-20292019-2020 timeframe to 24.4% and reduce vehicle miles traveled by approximately 11% and greenhouse gas emissions (GHG) by approximately 22% among major work sites. Building upon the success of the existing commute trip reduction program, the City strives to meet the goals of the plan for the future by working in partnership and coordination with other agencies and employers. Commute Trip Reduction (CTR) Recommendations The following recommendations are made for Commute Trip Reduction (CTR): 1.• Encourage voluntary expansion of the CTR Program to employers of less than 100 employees as funding allows. The encouragement by employers may be as diverse as subsidized bus passes, carpoolcar pool space priority, bike racks, shower facilities, van pools, carpoolcar pool information access, telecommuting, variable work hours, etc. 2.• Facilitate enhancements to the HOV System. This may include the acquisition of property for HOV lanes, construction of arterial HOV lanes on City arterials and State highways, and priority treatments for buses at traffic signals. At the very least, opportunities to support improved access to the state system of HOV lanes should be identified and supported. 3.• Increase density of land uses and encourage a mix of uses to locate near bus routes, park and ride lots, and transit centers through the adoption of the FWRC and its supporting zoning. This policy is vital to the creation of 461 of 800 a regional bus and rail system and will also be an effective way to reduce traffic congestion and air pollution. 4.• Enhanced pedestrian and bicycle access and security in the City Center, neighborhood shopping areas, and multifamily nodes. 5.• Improve pedestrian and bicycle access to bus routes and transit centers. This can be a requirement of subdivision, development, and redevelopment. The City may need to acquire easements and construct trail connections. Development incentives could be granted for providing such amenities that are pedestrian, bike, and transit friendly. • While bicycle, pedestrian, and bus transit services and facilities may be desirable for other reasons; they should not be looked on as highly cost- effective strategies to the exclusion of those actions listed above. 462 of 800 6. 3.56 NEAR-TERM AND LONG-TERM PROJECTS This chapter presents the Transportation Improvement Plan (near-term) and Capital Improvement Program (which includes near-term and long-term) which forms the basis of this Transportation Element. Collectively, the capital improvementsy add up to over $8001.4 bmillion in transportation projects to be constructed over the next few decades. For planning purposes, the near-term Transportation Improvement Plan represents years 0 to 6 (2016-2021) and is financially constrained to only those projects that could realistically receive funding over the next six years. It is unlikely that all of the projects on the six year list would receive funding because they total over $257 million. Projects included on the Six-Year Project List are considered community priorities that the City would move forward in the near-term should funds become available. The Transportation Improvement Plan counts on strong coordination with other agencies to help finance needed improvements on the state highway system, facilities in adjacent jurisdictions, along with expanded transit services provided by Metro. These projects provide a starting point for the City in developing its financial constrained Six-Year Transportation Improvement Plan, which is updated every year and is developed based on more updated knowledge related to project feasibility and funding availability. The long-term Capital Improvement Program list (71-20+ years) reaches out to, and potentially beyond, the 20440 year time horizon and represents important projects that tend not to have identified funding or are only necessary to address future growth. The Transportation Improvement Plan and Capital Improvement Program were was developed to create a transportation system that realizes Federal Way’s ultimate transportation goals: • Goal 1: Maintain and enhance mobility through a safe, balanced, and integrated transportation system. • Goal 2: Be fiscally and environmentally sustainable. • Goal 32: Enhance community health and, livability through pedestrian, bike, and transit, and transportation improvements that are regionally connected. by 463 of 800 providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. • Goal 43: Ensure Federal Way’s future transportation network decisions are consistent with Support the City’s land use vision and plan. • Goal 54: Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. • Goal 65: Be an active partner with outside agencies and groups to achieve Federal Way’s transportation vision.by coordinating with a broad range of groups to help meet Federal Way’s transportation goals. • Goal 6: Preserve, maintain, and expand the lifespan and usefulness of Federal Way’s existing transportation infrastructure. With these goals in mind, as well as completing the layered network, the respective project lists were developed. The Six-Year Project List, Table III-9 (Transportation Improvement Plan – 2016 to 2021) seeks to maintain concurrency, focus on projects that provide the most benefit to Federal Way residents, and leverage outside funds to the maximum extent possible. Map III-18 (Transportation Improvement Plan 2016 – 2021) displays the locations of these projects in Federal Way. None of these projects conflict with the goals listed above. It is recognized that the availability of outside funds is not always predictable. As a result, any of the projects on the near term list are high priority projects that the City would consider moving forward should funding become available. Table III-9 Transportation Improvement Plan (TIP) – 2016 to 2021 Capital Projects ID* * Location Description Total ($)* 1a City Center Access Phase 1 Update environmental documentation for modified access at S 320th St & S 324th St 2,500 1b City Center Access Phase 2 Add HOV lanes on S 320th St, realign ramps in SE quadrant 132,10 9 2 10th Ave SW @ SW Campus Dr Add SB right-turn lane 1,229 3 SW 344th St: 12th Ave SW - 21st Ave SW Extend 3 lane principal collector with bike lanes, sidewalks, illumination 10,164 4 1st Ave S @ S 328th St Install raised median, improve access at 328th 1,897 464 of 800 5 S 320th St @ 20th Ave S Add 2nd left-turn lanes EB, WB 2,856 6 SR 99 @ S 312th St Add 2nd left-turn lane NB 6,708 7 S 304th St @ 28th Ave S Add NB right-turn lane, signal 2,371 8 S 352nd St: SR 99 - SR 161 Extend 3 lane principal collector and signal at SR-99 5,619 9 SW 320th St @ 21st Ave SW Add 2nd WB left-turn lane, Interconnect to 26th Ave SW 6,169 10 SW 320th St @ 47th Ave SW Install traffic signal 569 11 S 312th St @ 28th Ave S Add SB right-turn lane 771 12 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd Widen to 5 lanes, add signal at 26th Pl SW 21,821 13 S 356th St: SR 99 - SR 161 Widen to 5 lanes, bike lanes, sidewalks, illumination 6,112 14 S 356th St @ SR 161 Add 2nd NB Left to SR 161 - support phase of Triangle Project 4,100 15 S 320th St & 1st Ave South Add EBL, WBL, WBR, NBT, SBR; widen to 5 lanes N to 316 or Alternative Measure 10,460 16 S 344th Wy & Weyerhaeuser Way S Roundabout 1,763 17 SR 99 HOV Lanes Phase 5: S 340th St - S 356th St Add HOV lanes, install raised median; roundabout at 340th St, turn lanes at 348th 17,600 18 Citywide Traffic signal modifications 914 19 S 288th St: Military Rd S – I-5 Overlay 637 20 S 324th St: SR 99 – S 322nd St Overlay 871 21 16th Ave S: S 344th St – S 348th St Add SB auxiliary lane 6,105 22 Citywide Implement Adaptive Traffic Control System 1,000 Subtotal Capital Projects 244,34 5 *Costs in 2016 and represent thousands of dollars. 465 of 800 466 of 800 Table III-9 (Continued) Non-Motorized Capital Projects ID Location Description Total (S)* 23 S 314th St: 20th Ave S – 23rd Ave S Install sidewalks, ADA ramps, curbs & gutter, pedestrian improvements 3,345 24 1st Ave S: S 292nd St – S 312th St Shoulder improvements 3,770 25 S 336th St: SR 99 – 20th Ave S Install sidewalk on north side 639 26 21st Ave S: S 316th St – S 320th St Install sidewalk on west side 1,356 27 SR 509: 11th Pl S – 16th Ave S Install sidewalk on south side 1,500 28 Citywide Pedestrian Safety Install mid-block crossing treatments 640 29 20th Ave S & S 316th St Install sidewalk on east and south sides 395 Subtotal Non-Motorized Capital Projects 11,645 TOTAL CAPITAL PROJECT COSTS 185,980 The full list of projects that the City would like to complete during the 20 year planning horizon (including the 6 year projects) are shown in Table III-910 (Capital Improvement Program – 2016 2024 to 20440) and illustrated in Map III- 1899 (2024-2044 Capital Improvement Plan). While all of these projects would help complete the layered network and realize the City’s transportation vision, many are deemed to be longer-term. Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 07-03 30th Ave S @ S 288th St: Install signal or roundabout 512 10-01 Military Rd S @ Camelot: Roundabout 1,763 07-07 1st Ave S @ S 308th St: Install signal or roundabout 512 00-02 28th Ave S @ S 312th St: Add SB right-turn lane (11) 831 98-34 21st Ave SW @ SW 320th St: Add WB left-turn lane, interconnect to 26th Ave SW (9) 7,815 467 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 07-06 1st Ave S @ SW 301st St: Install signal or roundabout 1,015 16-12 11th Pl S @ S 320th St: Add 2nd NB left-turn lane 859 16-20 S 320th St @ 20th Ave S: Add 2nd left-turn lanes EB, WB (5) 3,618 07-14 23rd Ave S @ S 320th St: Add SB left-turn lane, NB thru and right-turn lanes 11,027 02-01 City Center Access (Phases 1 and 2): S 320th St @ I-5 Bridge Widening: Add HOV lanes through interchange, reconstruct SE quadrant of interchange to realign ramps (1a & 1b) 120,186 16-15 SR 99 @ S 324th St: Add 2nd left-turn lanes NB, SB, and NB right-turn lane 3,866 16-19 1st Ave S @ S 328th St: Install raised median, improve access at 328th (4) 2,403 16-16 21st Ave SW @ SW 336th St: Add 2nd left-turn lanes NB, SB, and SB right-turn lane 3,866 16-17 S 336th St: SR 99 - 20th Ave S: Widen to 5 lanes, add 2nd left-turn lanes EB, WB @ SR 99 4,714 93-07c 21st Ave SW: SW 344th St - SW 356th St: Widen to 5 lanes, add 2nd SB right-turn lane @ 356th 27,412 10-01 S 373rd St @ SR99: Add Signal or roundabout or two-way left-turn lane 5,273 16-01 SR 99 @ S 288th St: Add NB right-turn lane 573 98-15 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 29,706 16-02 Military Rd S @ S 288th St: Add 2nd left-turn lanes and right-turn lanes eastbound and westbound 2,947 98-01 S 304th St @ SR 99: Add left-turn lanes on 304th 1,842 94-24 14th Ave S: S 312th St - S 316th St: Ring Road extension 6,932 01-05 SR 99 @ S 312th St: Add 2nd NB left-turn lane (6) 8,497 16-09 SR 99 @ S 312th St: Add 2nd left-turn lane EB, WB, and WB right-turn lane 2,148 16-10 23rd Ave S: S 316th St - S 317th St: Add NB lane 859 93-08 S 316th St: SR 99 - 11th Pl S: Ring Road extension 10,503 16-11 8th Ave S @ S 320th St: Add left-turn lanes NB, SB 614 99-02 S 320th St @ 1st Ave S: Add 2nd left lanes all legs, WB, SB right-turn lane, widen 1st Ave S to 5 lanes to S 316th St (15) 11,225 16-13 S 324th St Interchange: Extend 5-lane minor arterial to 32nd Ave S 170,491 98-32 13th Pl S: S 330th St - S 332nd St: Extend 3 lane collector 6,077 16-18 16th Av S @ S 341st Pl: Add signal 512 16-25 16th Ave S: S 344th St - S 348th St: Add SB auxiliary lane (21) 6,576 468 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 05-03 Weyerhaeuser Wy S @ S 344th Wy: Install roundabout (16) 2,233 92-22 1st Ave S: S 348th St - S 356th St: Widen to 5 lanes, add 2nd SB right-turn lane @ 356th 9,137 92-18a S 356th St: SR 99 - SR 161: Widen to 5 lane, bike lanes, sidewalks (13) 7,309 93-09 1st Ave S: S 366th St - SR 99: Extend 2-lane road, signal or roundabout at SR 99 9,564 92-14 Military Rd S: S Star Lake Rd - S 288th St Widen to 5 lanes, sidewalks, and illumination 44,915 07-01 S Star Lake Rd @ 25th Dr S: Install signal or roundabout 512 10-01 S Star Lake Rd: @ Military: Add right-turn lane on S Star Lake Rd 1,282 02-04 SR 18 @ SR 161: Add 3rd thru lane NB, SB. 3rd left-turn lane NB, SB 15,467 05-01 SR 509 @ 4th Ave S: Install roundabout 1,079 94-10b SR 509: 9th Pl S - 16th Ave S: Widen to 5 lanes, signal at 9th Pl S 11,140 98-05 S 324th St: SR 99 - 23rd Ave S: Widen to 5 lanes 13,367 92-20 47th Ave SW @ SW 320th St: Signalize (10) 654 97-01 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Signal Coordination 358 98-07 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Widen to 5 lanes (12) 27,642 98-10a SW 344th St: 12th Ave SW - 21st Ave SW: Extend 3-lane principal collector with bike lanes, sidewalks (3) 12,875 98-10c 10th Ave SW @ SW Campus Drive: Add SB right-turn lane (2) 1,557 98-13 SW 344th St & 35th Ave SW: 21st Ave SW - SW 340th Street: Bike lanes, sidewalks 15,657 16-23 Citywide: Traffic signal modifications (18) 1,158 16-24 Citywide: Implement Adaptive Traffic Control System (22) 5,910 16-21 Citywide Pedestrian Safety: Install mid-block crossing treatments (28) 4,401 01-03 SR 509 @ 26th Pl SW: Add WB left-turn lane 1,288 14-01 Weyerhaeuser Wy S: S 336th St - 33rd Pl S: Widen to 5 lanes 3,580 92-23 S 304th St: SR 99 - 28th Ave S: Widen to 3 lanes 14,584 16-03 SR 509 @ SW 301st St: Install compact roundabout 915 16-14 S 324th St: 11th Pl S - SR 99: Widen to 5 lanes 2,292 07-12 6th Ave SW @ SW 320th St: Install signal or roundabout 512 07-18 Military Rd S @ S 328th St: Install signal or roundabout 512 92-06b S 356th St: 1st Ave S - SR 99: Widen to 5 lanes 21,539 98-20 S 312th St: 1st Ave S - 14th Ave S: Widen to 5 lanes 36,389 16-07 SR 509 @ SW 312th St: Add 2nd WB left-turn lane 1,145 05-04 S 312th St @ 18th Ave S: Install signal 512 469 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 98-17 S Star Lake Rd: S 272nd St - Military Rd S: Widen to 3 lanes (see 10-1) for intersection improvement 11,815 98-39 1st Ave S: SW 301st St - SW 312th St: Widen to 3 lanes 14,853 98-24 Hoyt Rd SW: SW 320th St - SW 340th St: Widen to 3 lanes 15,276 93-07a 21st Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 15,662 16-04 SR 509 @ SW 308th St: Install roundabout 1,705 16-05 SR 509 @ SW 306th St/12th Av SW: Install roundabout 1,705 16-06 SR 509 @ 16th Ave SW: Install roundabout 1,705 16-08 8th Ave SW @ SW 312th St: Install roundabout 1,705 94-11 S 308th St: 5th Pl S - 8th Ave S: Extend 2-lane street 2,455 07-13 SR 99 @ S 320th St: Add NB right-turn lane 3,652 98-23 47th Ave SW: SR 509 - SW 318th St: Widen to 3 lanes 6,377 98-14 S 288th St: Military Rd S - I-5: Widen to 5 lanes 14,620 94-10a SR 509: 1st Ave S - 9th Pl S: Widen to 3 lanes 19,805 94-17 SR 509: 1st Ave S - 16th Ave SW: Widen to 3 lanes 37,808 05-02 City Center Couplet: S 316th St/S 324th St: 11th Pl S - 23rd Ave S: Restripe for clockwise couplet 1,024 07-02 SR 99 @ S 288th St: Add EB left-turn lane 1,433 07-15 25th Ave S @ S 320th St: Add 2nd EB left-turn lane, NB right-turn lane 16,469 98-18 28th Ave S: S 304th St - S 317th St: Widen to 3 lanes 20,795 98-57 SR 509: 30th Ave SW - 47th Ave SW: Widen to 3 lanes 23,765 98-58 SR 509: 47th Ave SW - West City Limits: Widen to 3 lanes 29,706 07-19 1st Wy S @ S 336th St: Add 2nd SB left-turn lane 9,330 98-30 10th Ave SW @ SW 334th St: Signalization or roundabout 512 98-26 S 320th St @ 5th Ave S: Signalization 512 00-07 S 348th St @ 9th Ave S: Add 2nd SB left-turn lane 2,947 92-12 4 Av S: S 312 St - S 316 Pl: improve vertical alignment 40,509 95-02 S 312th St: 23rd Ave S - 28th Ave S: Widen to 3 lanes 9,451 98-31 SW 356th St @ 13th Wy SW/14th Ave SW: Signalization 512 07-16 Military Rd S @ S 320th St: Add 2nd NB left- turn lane 7,119 98-29 SW 320th St @ 11th Ave SW: Signalization 512 14-02 SR 509 @ 30th Ave SW: Install roundabout 1,278 98-28 SW 320th St @ 7th Ave SW: Signalization 512 98-19 S 308th St: 8th Ave S - 14th Ave S: Install curb, gutter, sidewalks 6,752 470 of 800 Table III-9 Capital Improvement Program (CIP) Street and Intersection Projects – 2024 to 2044 Project Number Project Description Cost (2024 $1,000) Capital Project List 92-11 SW Campus Dr: 1st Ave S - 7th Wy SW: Widen lanes/sidewalk 2,626 00-16 SR 99 @ Spring Valley Montessori School: Add NB left-turn lane 8,838 95-20 Military Rd S: S 320th St - SR 18: Widen to 3 lanes 48,610 24-009 SW 340th St: 37th Ave SW - City Limits: Widen to 5 lanes 3,650 24-010 SW 340th St: 31st Ave SW - 37th Ave SW: Widen to 5 lanes 6,465 24-011 21st Ave S @ S 320th St: Install traffic signal 1,190 24-012 Citywide: Install variable lane use control signs 1,085 24-013 SW 344th St @ 27th Ave SW: Construct compact roundabout 699 24-014 Citywide: High Friction Surface Treatment Application 4,121 24-015 S 332nd St: 13 Pl S - SR 99: Extend S 332nd St from 13 Pl S to SR 99 1,300 24-016 Citywide: Local Road Safety Plan 500 Subtotal Street and Intersection Projects 1,126,021 Non-Motorized Capital Projects Project Number Project Description Cost (2024 $1,000) 00-06b S 314th St: PVR Wy S - 23rd Ave S: Add sidewalks and streetlights (23) 3,570 98-41 1st Ave S: S 292nd St - S 312th St: Shoulder improvement (24) 4,057 16-30 S 336th St: SR 99 - 20th Ave S: Add sidewalk north side (25) 809 16-27 SR 509: 11th Pl S - 16th Ave S: Install sidewalk on south side (27) 1,791 98-39 9th Ave S: S 332nd St - S 348th St: Widen for Bike Lanes 19,805 98-42 S Park & Ride Trail: SR99 @ 352nd - S 348th @ 9th: Extend Trail 1,891 24-017 SW King County Regional Trail Plan: Plan to connect trails to adjacent cities 300 16-21 Citywide Pedestrian Safety: Install mid-block crossing treatments (28) 4,401 24-018 Citywide RRFB Upgrades: Replace median- mounted RRFB's with mast arm mountings 853 24-019 Federal Way Transit Center: Pedestrian Access Improvements 1,024 24-020 S 312th St: Steel Lake Park - 28th Ave S: Install sidewalk and streetlights on south side 771 24-021 City Center Access - BPA Trail Extension: Construct multi-use path between Celebration Park and Federal Way Transit Center 7,217 24-022 Pacific Hwy S Trail - 16th Ave S (S 288th St to S 308th St): Construct multi-use path 3,678 24-023 Pacific Hwy S Trail - 16th Ave S (SR 509 to S 308th St): Construct multi-use path 2,347 471 of 800 Non-Motorized Capital Projects Project Number Project Description Cost (2024 $1,000) 24-024 Pacific Hwy S Trail - S 288th St to S 272nd St: Construct multi-use path 11,000 24-025 S 288th St: Military Rd S - 34th Ave S: Restripe to 3 lanes with bike lanes, improve pedestrian facilities 911 24-026 S 288th St: 16th Ave S - 34th Ave S: Restripe to 3 lanes with bike lanes, improve pedestrian facilities 2,681 24-027 FWHS - City Center Greenway: S 308th St / 20th Ave S: Greenway improvements 538 24-028 Citywide: Local Improvement District Non- Motorized Improvement Program 2,267 24-029 S 320th St Grade Separation: Conceptual design and feasibility analysis to lower S 320 St in City Center 300 24-030 28th Ave S: S 312th St - S 308th Ln: Install sidewalk and streetlights on east side of 28th Ave S and south side of S 308th Ln 3,150 Subtotal Non-Motorized CIP 73,362 Maintenance and Preservation Project Number Project Description Cost (2024 $1,000) 24-001 Overlay Citywide 105,800 24-002 Street Vegetation Management 4,200 24-003 Street Operations and Maintenance 80,000 24-004 ADA Retrofits 8,620 24-005 Intelligent Transportation System (ITS) and Traffic Signal Replacements 21,780 24-006 Traffic Maintenance (Signs, markings, signals, ITS, and streetlights) 16,500 24-007 Electricity for signal and streetlights 9,500 24-008 Demand Management Program 2,000 Subtotal Maintenance and Preservation 248,400 Total City Expenditures 1,447,783 Table III-10 Capital Improvement Program (CIP) – 2016 to 2040 Project Number Project Description Cost (2016 $1,000) Capital Project List 95-17 SR 99: S 340th St - S 356th St: Construct HOV lanes, install raised median; roundabout at 340th St, turn lanes @ 348th (17) 17,600 97-01 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Signal Coordination 283 92-18b SR 161 @ S 356th St: Add NB left-turn lane, EB right-turn lane, or install roundabout (14) 4,100 92-18a S 356th St: SR 99 - SR 161: Widen to 5 lane, bike lanes, sidewalks (13) 6,112 16-22 S 352nd St: SR 99 - SR 161: Extend 3 lane principal collector and signal at SR-99 (8) 5,619 472 of 800 Table III-10 Capital Improvement Program (CIP) – 2016 to 2040 Project Number Project Description Cost (2016 $1,000) 16-23 Citywide: Traffic signal modifications (18) 914 16-24 Citywide: Implement Adaptive Traffic Control System (22) 1,000 16-25 16th Ave S: S 344th St - S 348th St: Add SB auxiliary lane (21) 6,105 16-19 1st Ave S @ S 328th St: Install raised median, improve access at 328th (4) 1,897 16-20 S 320th St @ 20th Ave S: Add 2nd left-turn lanes EB, WB (5) 2,856 16-21 Citywide Pedestrian Safety: Install mid-block crossing treatments (28) 640 16-26 S 304th St @ 28th Ave S: Add NB right-turn lane, signal (7) 2,371 94-10b SR 509: 9th Pl S - 16th Ave S: Widen to 5 lanes, signal at 9th Pl S 8,794 07-06 1st Ave S @ SW 301st St: Install signal or roundabout 404 16-11 8th Ave S @ S 320th St: Add left-turn lanes NB, SB 485 16-13 S 324th St Interchange: Extend 5-lane minor arterial to 32nd Ave S 134,587 07-07 1st Ave S @ S 308th St: Install signal or roundabout 404 07-04 Military Rd S @ S 296th Pl: Install signal or roundabout 404 16-18 16th Av S @ S 341st Pl: Add signal 404 16-01 SR 99 @ S 288th St: Add NB right-turn lane 452 98-32 13th Pl S: S 330th St - S 332nd St: Extend 3 lane collector 4,797 94-24 14th Ave S: S 312th St - S 316th St : Ring Road extension 5,472 93-08 S 316th St: SR 99 - 11th Pl S: Ring Road extension 8,291 01-05 SR 99 @ S 312th St: Add 2nd NB left-turn lane (6) 6,708 07-22 16th Ave S: SR 99 - SR 18: Add HOV lanes 22,384 02-01 City Center Access (Phases 1 and 2): S 320th St @ I-5 Bridge Widening: Add HOV lanes through interchange, reconstruct SE quadrant of interchange to realign ramps (1a & 1b) 134,609 10-01 S 373rd St @ SR99: Add Signal or roundabout or two-way left-turn lane 482 05-03 Weyerhaeuser Wy S @ S 344th Wy: Install roundabout (16) 1,763 05-01 SR 509 @ 4th Ave S: Install roundabout 1,009 07-03 30th Ave S @ S 288th St: Install signal or roundabout 404 98-10c 10th Ave SW @ SW Campus Drive: Add SB right-turn lane (2) 1,229 16-09 SR 99 @ S 312th St: Add 2nd left-turn lane EB, WB, and WB right-turn lane 1,696 02-04 SR 18 @ SR 161: Add 3rd thru lane NB, SB. 3rd left-turn lane NB, SB 12,210 98-07 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Widen to 5 lanes (12) 21,821 98-15 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 23,450 07-01 S Star Lake Rd @ 25th Dr S: Install signal or roundabout 404 16-02 Military Rd S @ S 288th St: Add 2nd left-turn lanes and right-turn lanes eastbound and westbound 2,326 98-10a SW 344th St: 12th Ave SW - 21st Ave SW: Extend 3-lane principal collector with bike lanes, sidewalks (3) 10,164 473 of 800 Table III-10 Capital Improvement Program (CIP) – 2016 to 2040 Project Number Project Description Cost (2016 $1,000) 99-02 S 320th St @ 1st Ave S: Add 2nd left lanes all legs, WB, SB right -turn lane, widen 1st Ave S to 5 lanes to S 316th St (15) 10,460 98-01 S 304th St @ SR 99: Add left-turn lanes on 304th 1,454 10-01 S Star Lake Rd: @ Military: Add right-turn lane on S Star Lake Rd 401 16-15 SR 99 @ S 324th St: Add 2nd left-turn lanes NB, SB, and NB right-turn lane 3,052 16-16 21st Ave SW @ SW 336th St: Add 2nd left-turn lanes NB, SB, and SB right-turn lane 3,052 00-12 S 308th St: 14th Ave S - 18th Ave S: Widen to 3 lanes 3,198 16-17 S 336th St: SR 99 - 20th Ave S: Widen to 5 lanes, add 2nd left-turn lanes EB, WB @ SR 99 3,721 98-34 21st Ave SW @ SW 320th St: Add WB left-turn lane, interconnect to 26th Ave SW (9) 6,169 92-22 1st Ave S: S 348th St - S 356th St: Widen to 5 lanes, add 2nd SB right-turn lane @ 356th 7,213 93-09 1st Ave S: S 366th St - SR 99: Extend 2-lane road, signal or roundabout at SR 99 7,550 98-05 S 324th St: SR 99 - 23rd Ave S: Widen to 5 lanes 10,552 92-20 47th Ave SW @ SW 320th St: Signalize (10) 569 95-07 S 288th St: 19th Ave S - Military Rd S: Widen to 5 lanes 12,364 93-07c 21st Ave SW: SW 344th St - SW 356th St: Widen to 5 lanes, add 2nd SB right- turn lane @ 356th 21,639 92-14 Military Rd S: S Star Lake Rd - S 288th St Widen to 5 lanes, sidewalks, and illumination 35,456 16-10 23rd Ave S: S 316th St - S 317th St: Add NB lane 678 16-12 11th Pl S @ S 320th St: Add 2nd NB left-turn lane 678 00-02 28th Ave S @ S 312th St: Add SB right-turn lane (11) 771 07-14 23rd Ave S @ S 320th St: Add SB left-turn lane, NB thru and right-turn lanes 8,705 98-13 SW 344th St & 35th Ave SW: 21st Ave SW - SW 340th Street: Bike lanes, sidewalks 12,360 10-01 Military Rd S @ Camelot: Roundabout 1,392 01-03 SR 509 @ 26th Pl SW: Add WB left-turn lane 1,017 07-05 Military Rd S @ S 298th St: Install signal or roundabout 404 14-01 Weyerhaeuser Wy S: S 336th St - 33rd Pl S: Widen to 5 lanes 2,826 92-23 S 304th St: SR 99 - 28th Ave S: Widen to 3 lanes 11,513 16-03 SR 509 @ SW 301st St: Add WB right-turn lane 226 16-14 S 324th St: 11th Pl S - SR 99: Widen to 5 lanes 1,809 07-12 6th Ave SW @ SW 320th St: Install signal or roundabout 404 07-18 Military Rd S @ S 328th St: Install signal or roundabout 404 92-06b S 356th St: 1st Ave S - SR 99: Widen to 5 lanes 16,416 98-20 S 312th St: 1st Ave S - 14th Ave S: Widen to 5 lanes 28,726 07-20 SW Campus Dr: 1st Ave S - 21st Ave SW: Add HOV lanes 63,956 474 of 800 Table III-10 Capital Improvement Program (CIP) – 2016 to 2040 Project Number Project Description Cost (2016 $1,000) 16-07 SR 509 @ SW 312th St: Add 2nd WB left-turn lane 904 93-12 SR 509 @ 47th Ave SW: Install roundabout 1,009 05-04 S 312th St @ 18th Ave S: Install signal 404 98-17 S Star Lake Rd: S 272nd St - Military Rd S: Widen to 3 lanes (see 10-1) for intersection improvement 9,327 98-39 1st Ave S: SW 301st St - SW 312th St: Widen to 3 lanes 11,725 98-24 Hoyt Rd SW: SW 320th St - SW 340th St: Widen to 3 lanes 12,059 93-07a 21st Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 12,364 16-04 SR 509 @ SW 308th St: Install roundabout 1,346 16-05 SR 509 @ SW 306th St/12th Av SW: Install roundabout 1,346 16-06 SR 509 @ 16th Ave SW: Install roundabout 1,346 16-08 8th Ave SW @ SW 312th St: Install roundabout 1,346 94-11 S 308th St: 5th Pl S - 8th Ave S: Extend 2-lane street 1,938 07-13 SR 99 @ S 320th St: Add NB right-turn lane 2,883 98-23 47th Ave SW: SR 509 - SW 318th St: Widen to 3 lanes 5,034 98-14 S 288th St: Military Rd S - I-5: Widen to 5 lanes 11,541 94-10a SR 509: 1st Ave S - 9th Pl S: Widen to 3 lanes 15,634 94-17 SR 509: 1st Ave S - 16th Ave SW: Widen to 3 lanes 29,846 05-02 City Center Couplet: S 316th St/S 324th St: 11th Pl S - 23rd Ave S: Restripe for clockwise couplet 808 07-02 SR 99 @ S 288th St: Add EB left-turn lane 1,131 07-15 25th Ave S @ S 320th St: Add 2nd EB left-turn lane, NB right-turn lane 13,001 98-18 28th Ave S: S 304th St - S 317th St: Widen to 3 lanes 16,416 98-57 SR 509: 30th Ave SW - 47th Ave SW: Widen to 3 lanes 18,760 98-58 SR 509: 47th Ave SW - West City Limits: Widen to 3 lanes 23,450 07-19 1st Wy S @ S 336th St: Add 2nd SB left-turn lane 7,365 98-30 10th Ave SW @ SW 334th St: Signalization or roundabout 404 11-01 21st Ave S @ S 320th St: Install signal 404 98-26 S 320th St @ 5th Ave S: Signalization 404 00-07 S 348th St @ 9th Ave S: Add 2nd SB left-turn lane 2,326 92-12 4 Av S: S 312 St - S 316 Pl: improve vertical alignment 3,1978 95-02 S 312th St: 23rd Ave S - 28th Ave S: Widen to 3 lanes 7,461 98-31 SW 356th St @ 13th Wy SW/14th Ave SW: Signalization 404 07-16 Military Rd S @ S 320th St: Add 2nd NB left-turn lane 5,620 98-29 SW 320th St @ 11th Ave SW: Signalization 404 14-02 SR 509 @ 30th Ave SW: Install roundabout 1,009 475 of 800 Table III-10 Capital Improvement Program (CIP) – 2016 to 2040 Project Number Project Description Cost (2016 $1,000) 98-28 SW 320th St @ 7th Ave SW: Signalization 404 98-19 S 308th St: 8th Ave S - 14th Ave S: Install curb, gutter, sidewalks 5,330 92-11 SW Campus Dr: 1st Ave S - 7th Wy SW: Widen lanes/sidewalk 2,073 00-16 SR 99 @ Spring Valley Montessori School: Add NB left-turn lane 6,977 95-20 Military Rd S: S 320th St - SR 18: Widen to 3 lanes 38,373 Subtotal Capital Projects 1,015,244 Non-Motorized Capital Projects Project Number Project Description 202416 cost 00-06b S 314th St: 20th Av S - 23rd Ave S: Add sidewalks and street lights (23) 2,665 98-41 1st Ave S: S 292nd St - S 312th St: Shoulder improvement (24) 3,770 16-30 S 336th St: SR 99 - 20th Ave S: Add sidewalk north side (25) 639 16-29 21st Ave S: S 316th St - S 320th St: Install sidewalk on west side (26) 1,356 16-27 SR 509: 11th Pl S - 16th Ave S: Install sidewalk on south side (27) 1,500 16-28 20th Ave S & S 316th St: Install sidewalk on east and south sides (29) 395 98-39 9th Ave S: S 332nd St - S 348th St: Widen for Bike Lanes 15,634 98-42 S Park & Ride Trail: SR99 @ 352nd - S 348th @ 9th: Extend Trail 1,493 Subtotal Non-Motorized CIP 27,452 Total City Expenditures 1,042,696 3.67 FINANCING AND IMPLEMENTATION Provision of transportation facilities and services requires the timing of new projects to meet the needs of the community. At the same time, existing facilities must be maintained and the public’s investment protected, maximizing the life of the infrastructure. The purpose of this section is to describe various strategies available to the City to implement the preferred transportation and land use plan. The preferred plan proposes a balanced investment among modes of travel, providing mobility options and increasing the commitment to travel by transit, ridesharing, bicyclists, and pedestrians. 476 of 800 The implementation plan for Federal Way focuses on the next six-year time period within which to forecast needs and to identify reliable options for transportation funding. Financing The purpose of a transportation financing strategy is to develop an adequate and equitable funding program to implement transportation improvements in a timely manner. Without adequate funding the transportation plan cannot be implemented in an efficient and cost-effective manner. The financing program recognizes various user groups and modes. 477 of 800 478 of 800 Funding sources are not fixed and require annual review and reprogramming. Where non-City funds are sought, the City’s projects may be competing for limited funds. Without attention to financing requirements, the operation, maintenance, and expansion of the transportation system will not occur in a timely fashion. Estimates of Revenue The last five four years (2009 2021 to 202414) of financial revenues were reviewed. Table III-11 10 presents annual revenue estimates for six existing sources of revenue for transportation capital improvements for the City of Federal Way. Each source of revenue has a low estimate, a high estimate, and the average of the two. It should be noted that the City has been successful to attaining state and federal grants, with roughly two-thirds of revenue from these sources. Table III-1110 Estimates of Specific Revenue by Sources 20152021-202440 ($ Millions) Low High Source of Revenue Estimate ($) Estimate ($) Average ($) I. Existing Revenue Sources for Capital 1. Federal Grants – Annual Average 1.51.2 3.12.5 2.31.9 2. State Grants - Annual Average 1.81.4 3.62.9 2.72.2 3. Motor Vehicle Fuel Tax 0.40.2 0.70.4 0.50.3 4. Road/Street Maintenance 0.10.2 0.20.4 0.20.3 5. Traffic Mitigation 1.40.2 2.80.4 2.10.3 6. Transfer from Other Sources such as Real Estate Excise Tax and Community Development Block Grants 7.01.1 14.02.3 10.51.7 Total: Existing Annual Revenue for Capital 12.24.4 24.48.8 18.36.6 Total: 2520-year Revenue for Capital 244110 489220 367165 The estimate of each of the existing revenue sources listed in Table III-11 10 is described below in Existing Revenues for Transportation Capital Projects, with existing revenue sources numbered 1 through 6. Existing Revenues for Transportation Capital Projects 1. Federal Grants – Annual Average (net of Committed Grants) The estimate is based on the annual average of $3.12.5 million of federal grants received by the City since 20092021. The low estimate of $1.21.5 million is based 479 of 800 on 50 percent of the historical average, while a high estimate of $2.53.1 million is based on 100 percent of the historical average. The average of these values is $2.31.9 million. 2. State Grants – Annual Average (net of Committed Grants) The estimate is based on the annual average of $2.73.6 million of state grants received by the City since 20092021. The low estimate of $1.41.8 million is based on 50 percent of the historical average, while a high estimate of $2.93.6 million is based on 100 percent of the historical average. The average of these values is $2.2$2.7 million. 3. Motor Vehicle Fuel Tax The Street Fund was established to account for the receipt and disbursement of state levied unrestricted motor vehicle fuel taxes, which must be accounted for in a separate fund. The Street Fund is used primarily for ongoing operating and maintenance expenses of the street system. However, the City transfers a portion of the Street Fund money to the City’s capital improvement program (CIP) for transportation projects. The estimate is based on the annual average of $311,000708,000 received by the City since 20092021. A low estimate of $155,000354,000 is based on 50 percent of the historical average. The high estimate of $708,000 $311,000 is based on 100 percent of the historical average. The average of these values is $233,000.531,000 4. Road and Street Maintenance The Street Fund funds ongoing operations and maintenance of the Federal Way street system. Since 20092021, an annual average of $371,000225,000 has been allocated from this fund. A low estimate of $113,00186,000 is based on 50 percent of the historical average. The high estimate of $225,000 371,000 is based on 100 percent of the historical average. The average of these values is $169,000278,000. 5. Traffic Impact Fee Funds Mitigation Federal Way assesses traffic impact fees mitigations for new developments through the adopted traffic impact fee program a combination of impact fees for system-level improvements and SEPA traffic mitigation for site-specific impacts. The City has collected an annual average of $432,0002.8 million in traffic mitigationTIF fees since 20092021. Prior to 2010 the City also collected SEPA- based mitigation fees for system-level improvements. When impact fees were adopted, the SEPA mitigation was limited to site-specific impacts. A low estimate of $216,0001.4 million is based on 50 percent of the historical average. The high 480 of 800 estimate of $2.8 million $432,000 is based on 100 percent of the historical average. The average of these values is $324,000.$2.1 million. 6. Transfer from Other Sources Federal Way also uses funds from other sources, such as real estate excise taxes (REET) and community block grants, to fund many types of infrastructure improvements, including transportation projects. This estimate is based on an average of $2.3 14 million transferred from other sources since 20092021. A low estimate of $71.1 million is based on 50 percent of the historical average. The high estimate of $14 2.3 million is based on 100 percent of the historical average. The average of these values is $10.5.7 million. Future Revenues for Transportation Capital Projects A key GMA planning requirement is the concept of fiscal restraint in transportation planning. A fiscally constrained Transportation Element must first allow for operation and maintenance of existing facilities, and then capital improvements. To introduce fiscal constraint into the plan, an inventory of revenues and costs was undertaken to identify funds that are likely to be available for capital construction and operations. The proposed Transportation Element for Federal Way contains a variety of projects that would cost approximately $850 million1.4 billion over 205 years. Table III-12 11 summarizes the costs of the major types of transportation investments by type. The Transportation Element focuses on capital projects that will help the Ccity achieve its mobility goals. The plan also includes ongoing pavement maintenance to ensure that the roadway network is kept in good condition. Table III-1211 Costs of Federal Way Transportation Element (2520+ years) Project Type Description Total Cost ($ Millions) Intersection and Streets Traffic signals and roundabouts 4-61,126 Streets Street extensions and widenings 20-25 Multimodal ProjectsNon-motorized Sidewalks, trails, bike lanes, and downtown investments 14-1673 Maintenance Overlay and pavement repair, lighting, signal operations, snow removal 15-20248 Total 53-671,447 *Costs denoted in millions 481 of 800 It is worthwhile to note that average annual funding for transportation (including maintenance) in the City of Federal Way has averaged around $9 18 million in recent years. Revenues include those from outside sources and grants, general city funds, real estate excise taxes, impact fees, and gas tax receipts. The City aggressively pursues federal and state funding sources for transportation projects in order to maximize the use of City funds to maintain City streets and fund improvements to streets that would not fare well in grant-funding selection criteria. Based on the data in Table III-1011 (Estimates of Specific Revenue by Sources 20152021-202440 [$ Millions]) the City’s existing revenue sources could generate between $110 244 and $220 489 million over the next 25 20 years. The comparison of revenues to costs indicates that the City will need to carefully prioritize its projects, since not all of the transportation needs are likely to be affordable with existing revenue sources during the 2520-year period. If this occurs, the City has several options: • Increase the amount of revenue from existing sources, including impact fees, real estate excise taxes, transportation benefit district, or increased general fund revenues. • Adopt new sources of revenue: o Proceeds from General Obligation Bonds o Creation of Local Improvement Districts o Reciprocal impact fees with adjacent jurisdictions o Business license fee per employee o• The Ccity can explore the feasibility and likely revenue amounts from these or other sources as the plan is implemented over the next several years. • Lower the level of service standard, and therefore reduce the need for some transportation improvements. Note that the City could also weigh changing the land use element to reduce the amount of development planned (and thus reduce the need for additional public facilities). However, overflow from congested freeways would be likely to congest City arterials regardless. Transit Funding 482 of 800 Operating funding for transit services primarily comes from local (regional) sales tax revenues, farebox revenues, and in the case of Sound Transit, a Motor Vehicle Excise Tax. Capital funding primarily comes from federal grants. One of Metro bus service is allocated to three subareas of King County, the East, South, and West (Seattle/north suburban) subareas. The West subarea has 63 percent of the bus service. Due to the 2008 recession, Metro modified criteria for allocating transit service, and Federal Way had somewhat less service cuts than many cities in the South subarea. The current economic recovery allowed King County to stave off further planned service reductions, and is developing a Long Range Plan to build support for a new revenue package.King County Metro’s priority investments in ridership recovering. Transit ridership is still down following travel pattern disruptions of the COVID-19 pandemic. Metro is working to bring service back towards pre-pandemic levels to increase ridership and bring reliable service to the region. 3.7 TRANSPORTATION VISION, AND GOALS, AND POLICIES It is proposed that the City adopt the following goals and policies with respect to transportation facility improvements that allow it to maintain options into the future, especially with respect to transit enhancements. This may result in a conservative approach to highway improvements that might slow the rate of progress in the area of non-drive alone mode use. Federal Way’s transportation vision is an aspirational statement that expresses the type of transportation system Federal Way will have by the year 2044 or, in many cases, much earlier. Federal Way envisions a transportation system that serves all users and modes of travel by offering a safe and well-maintained network of walkways, bicycle facilities, intersections, and roadways that conveniently connect residents, workers, and visitors to public transportation, downtown Federal Way, and other major destinations. The following goals further define the vision, while policies express how the goals will be achieved. Goal 1 T G1 Maintain and enhance mobility through a safe, balanced, and integrated transportation system. Policies 483 of 800 T P1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local- level transit, high occupancy vehicle (HOV), and non-motorized improvements for pedestrians and bicycles. T P1.2 Develop a transportation system that achieves the following level of service (LOS) metrics : o Vehicles at sSignalized iIntersection outside of City Center will experience a 1.2 vehicle- to-capacity (v/c) ratio or lower o Vehicles at uUnsignalized iIntersection outside of City Center will experience a 1.0 vehicle-to-capacity (v/c) ratio or lower o The City Center area will experience an average 1.1 vehicle-to-capacity (v/c) ratio or less. o Facility completeness as described in the following pedestrian, bicycling, and transit priority areas level of service tables. Pedestrian Priority Area Level of Service (LOS) LOS Within Pedestrian Priority Area Network Pedestrian facility as indicated in the Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No pedestrian facility provided 484 of 800 Bicycle Priority Area Level of Service (LOS) LOS Within Bicycle Priority Area Network Bicycle facility as indicated in Street Design Guidelines Provides a lower-level facility than recommended in the Street Design Guidelines No bicycle facility provided Transit Priority Corridor Level of Service (LOS) LOS Measurement* Pedestrian Access (Optional) Quality of Service (Optional)+ More than 80% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving stops All day frequent service; adequate parking at park- and-rides and stations More than 60% of transit stops meet amenity minimum provisions Sidewalks and pedestrian crossing opportunities serving some stops Peak period service; insufficient parking at park- and-rides and stations Less than 60% of transit stops meet amenity minimum provisions General lack of sidewalks and pedestrian crossing opportunities N/A The Street Design Guidelines are provided in Appendix III-A. *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park-and-rides and transit stations T P1.3 Identify the improvements and strategies needed to fully implement the City’s Layered Network and meet the level-of-service requirements for transportation. T P1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high capacity transit and HOV facilities, improve bike and pedestrian mobility, or reduce air pollution. T P1.5 Enhance breadth of mobility options using the existing footprint of the roadway and technological advancements. T P1.6 When widening roadways, safety improvements shall be considered and implemented to compensate for added level of stress from additional traffic lanes and/or speeds.When widening roadways, impacts to non-motorized users and transit vehicles and passengers should be minimized. T P1.76 Employ traffic calming measures in neighborhoods through context sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. T P1.87 Improve safety on residential streets by: o Reducing street widths while maintaining on-street parking. o Increasing separation between sidewalks and streets. o Reducing design speeds to discourage speeding. 485 of 800 o Limiting the length of straight streets to discourage speeding. o Traffic calming. o Other actions approved by Public Works. T P1.98 Reduce crash rates and extend capacity of major roadways through the uUse of Access Management improvements. to reduce crash rates and extend capacity of major arterials. T P1.109 Public Works will dDevelop incident response timing plans for major roadwaysarterials. T P1.1110 Coordinate with transit agencies to provide convenient non-motorized access to transit facilities. TP1.11 Develop code requirements and a designated truck route system that accommodates the needs of the private sector and residents, and provides a balance between movement needs and quality of life. T P1.12 Discourage the use of road facilities by vehicles carrying hazardous materials and those with weight, size, or other characteristics that would be injurious to people and property in the City. T P1.13 Identify transportation programs and strategies for security and emergency responses. T P1.14 Develop and mMaintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. ○ Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. ○ Ensure that complete street principles are applied in a context-sensitive way.Ensure that the Layered Network continues to provide for all varieties of street uses including: regional mobility and cross-town trips, commuting, shopping, and recreational travel, property and business access, and parking, regardless of mode. T P1.15 Continue to enhance the City’s Layered Network by using the following methods: o Require dedication of rights-of-way as a condition for development when the need for such rights-of-way is linked to the development or where shown on the Future Roadway Network; o Request donations of rights-of-way to the public; o Purchase rights-of-way in accordance with State laws and procedures; and o Acquire development rights and easements from property owners. TP1.16 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. Social equity should be a key factor in selecting transportation investments. 486 of 800 Goal 2 TG2 Be fiscally and environmentally sustainable. Policies TP2.1 Establish a funding program that prioritizes the most critical non-motorized improvements first. TP2.2 Develop a program to create portions of the non-motorized system through public-private partnerships. TP2.3 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. TP2.4 Assure cost-effective maintenance of transportation facilities under the City’s jurisdiction, including non-motorized facilities. TP2.5 Leverage state and federal funds for transportation improvements. TP2.6 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. TP2.7 Strategically use public and private investment to complement the multi-modal vision of the plan, including “matching” improvements to supplement the efforts of other agencies to provide HOV and transit facilities. TP2.8 Capacity enhancements will be constructed where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. TP2.9 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. TP2.10 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. Goal 23 T G23 Enhance community health and, livability, and through pedestrian, bike, and transit transportation improvements that are regionally connected.by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. 487 of 800 Policies T P23.1 Through subarea planning, with the cooperation of transit service providers, connectwork to make transit part of each neighborhoods to regional mass transit through appropriate designs and services., service types, and public involvement. This system should provide convenient connections from city neighborhood activity centers to the regional transportation system. T P23.2 Prepare, promote, and provide for an enhanced, high-capacity, regional transit system by, maintaining and enhancing area residents’ mobility and travel options to high capacity transit centers. The regional transit system should assist in attaining air quality standards. T P23.3 Acquire or preserve rights-of-way for high-capacity transit whenever possible, such as development applications, in advance of their need. Make accommodations for any improvements, whether public or private, to provide for future high-capacity transit needs without major redevelopment. T P23.4 Foster phased improvements that expand transit services in time to meet the demand for these services. T P23.5 Work with transit agencies to ensure amenities such as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of appropriate transit facilities. TP3.6 Support transit commuter options (e.g., subscription buses, special commuter services, local shuttles). TP3.7 Promote extension of fixed guideway facilities to the regional airport as an effective means of resolving congestion problems that affect City residents and businesses. T P2.63.8 Encourage non-motorized improvements that minimize the need for residents to use motorized modes by extending the existing non-motorized system and providing: 6.1. Safe and comfortable aAccess to activity centers and schools; 7.2. Linkage to transit, park & ride lots, and school bus networks; 8.3. Completion of planned pedestrian/jogging or bicycle trails; 9.4. Designating Designation of a network of streets that can safely and efficiently accommodate bicycles; and, 10.5. Extension ofd sidewalks to all streets. T P2.73.9 Facilitate a safe school walking routes program, and, where possible, make capital budget decisions that support such a system. 488 of 800 T P2.8 3.10 Provide a one-mile grid of bicycle facilities connecting major activity centers, recreational facilities, and schools. T P2.9 3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. T P2.10 3.12 Include sufficient area in rights-of-way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic and enhanced aesthetics. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. T P2.11 3.13 Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve non- motorized circulation. Require the same for all new developments or redevelopments to the extent allowed by law. T P2.12 3.14 Requireing developers to mitigate the impact of the development on the City’s transportation system by constructing bike lanes, trails, and sidewalks where they would interface with the existing system to the extent allowed by law. TP3.15 Develop access management standards to minimize the number of curb cuts on arterials to improve pedestrian and vehicle safety. T P2.13 3.16 Promote self-enforcing design standards that minimize pedestrian, cyclist, and vehicle conflictsEmphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle conflict. TP3.17 Coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. TP3.18 Incorporate environmental factors into transportation decision-making, including attention to human health and safety. T P2.14 Establish a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. T P2.15 Establish a funding program that prioritizes the most critical non-motorized improvements first. T P2.16 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. Goal 34 489 of 800 T G34 Support the Ensure Federal Way’s future transportation network decisions are consistent with the City’s land use vision and plan. Policies T P34.1 In partnership with adjacent communities and other agencies, implement cost-effective transportation demand management strategies that provide options and flexibility for employers and all users of the transportation system.Integrate land use and transportation plan decisions to support the land use vision and plan. T P34.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limiting the area to be served by a single access point commensurate with planned density. T P34.3 Determine street classifications by balancing travel needs with changing right-of-way uses and neighborhood character. T P34.4 Protect existing, and acquire future, right-of-way consistent with functional classification cross-section (transit, rail, bike, and pedestrian) needs. T P34.5 Require developments to dedicate right-of-way as needed for development commensurate with the impacts of the development. At a minimum, setback limits shall be used to assure that buildings are not placed within the right-of-way requirements for planned transportation facilities. Right-of-way dedication shall be commensurate with a development’s impact to the existing and planned transportation system. T P34.6 Design arterial roadways to fit with the planned character of areas (context sensitive design) they pass through. T P34.7 Enhance the viability of regional and local transit service by establishing design standards for streets that move transit, pedestrians, and cyclists in the City Center. T P34.8 Establish land use policies and fees necessary to evaluate for and clean contamination of soils and the environment surrounding fuel pumping stations as they are phased out.Monitor growth in population and employment in relation to the land use and growth assumptions of the Transportation Element. Reassess the Land Use and Transportation Elements as needed to ensure that planned improvements will address the potential impacts of growth. T P3.9 Update parking requirements established in FWRC to consider appropriate regulations considering the provision of electric vehicle parking in new development. TP3.10 Coordinate with local utilities agencies to transition the City’s existing internal combustion motor inventory to electric vehicles, and establish rates and capital 490 of 800 improvements necessary to support the electric grid’s increased demand for electricity to fuel automobiles. Goal 45 T G45 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. Policies TP5.1 Reduce auto dependency, especially drive-alone trips, by employing and promoting the application of programs enhance mobility and assist in achievement of the land use vision. T P4.15.2 Use In partnership with adjacent communities and other agencies, implement cost- effective transportation demand management to help achieve an appropriate arterial level of service that balances the City’s goals for residents, consumers, employers, and employees. strategies that provide options and flexibility for employers and all users of the transportation system. TP5.3 Support transportation demand management programs that can be shown to be cost- effective in achieving plan goals. Allow residents and employers discretion to choose the Transportation Demand Management methods they wish to employ. T P4.25.4 Encourage employers to institute complementing Transportation System Management actions to those undertaken by the City. T P4.35.5 Support the achievement ofWork toward City and regional mode split goals in partnership withthrough assisting all Commute Trip Reduction (CTR)- affected and voluntary employers. in the Federal Way planning area to achieve the Commute Trip Reduction (CTR) Act travel reduction goals and target. TP5.6 Develop coordinated Transportation Demand Management (TDM) strategies with regional representatives and other adjacent communities. T P4.45.7 Incentivize public/private programs that stimulate transit, carpool, and van pool use. TP5.8 Encourage the provision of a robust transportation alternative rich environment so that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. TP5.9 Prioritize development of HOV and transit priority lanes, and prioritizing transit and HOV movements at traffic signals. 491 of 800 T P4.5 5.10 Continue to implement traffic signal coordination projects as the primary component of a TSM program. As funds permit, monitoring of traffic operations will be carried out to enassure efficient timing of traffic signals. T P4.6 5.11 MPublic Works will maintain a mechanism for public comments and requests related to traffic monitoring and other areas for proposed transportation enhancements. T P4.7 5.12 Develop and maintain a regular data collection and monitoring program. Goal 56 T G56 Be an active partner with outside agencies and groups to achieve Federal Way’s transportation vision by coordinating with a broad range of groups to help meet Federal Way’s transportation goals. Policies TP6.1 Implement federal, state, and countywide planning policies. TP6.2 Coordinate transportation improvement programs with appropriate state, regional, and local agencies. T P5.16.3 CPublic Works shall coordinate with neighboring jurisdictions to develop a fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. T P5.26.4 CThe City will continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option. T P5.36.5 Work with the transit agencies, WSDOT, King County, and other partners, in applying for to pursue funding for HOV improvements that complement transit and non-transit HOV facilities and park and rides within Federal Way. T P5.4 Strategically use public and private investment to complement the multi-modal vision of the plan, including “matching” improvements to supplement the efforts of other agencies to provide HOV and transit facilities. T P5.56.6 Coordinate with other agencies and stakeholders to pursue funding for pedestrian and bicycle amenities. T P5.66.7 Support well-designed regional transportation projects that are appropriately designed and will preserve the movement of people and goods on I-5 and state routes. 492 of 800 T P5.76.8 Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming; including access to regional marine facilities. T P5.86.9 Coordinate with local businesses and organizations, and historically underrepresented populations, toand provide feedback to local business organizations on international and regional and local transportation issues and on transport needs and opportunities related to all modes of transportation. T P5.9 Coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. T P5.10 Develop a program to create portions of the non-motorized system through public-private partnerships. Goal 6 T G6 Preserve, maintain, and expand the lifespan and usefulness of Federal Way’s existing transportation infrastructure. Policies T P6.1 Ensure cost-effective maintenance of transportation facilities under the City’s jurisdiction, including non-motorized facilities. T P6.2 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. T P6.3 Construct capacity enhancements only where congestion is most severe and where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. T P6.4 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. M 493 of 800 INTELLIGENT TRANSPORTATION SYSTEMS (ITS) MASTER PLAN DRAFT REPORT June 27, 2024 494 of 800 1. INTRODUCTION Intelligent Transportation Systems (ITS) are defined as the application of technology to address transportation problems such as congestion, safety, and mobility. In the Puget Sound Region, substantial investments in ITS have been made by cities and counties and the Washington State Department of Transportation (WSDOT). The City of Federal Way has an ever-expanding communication network with plans to expand a robust Traffic Management Center (TMC) and a secondary Satellite Management Center. This document provides a plan to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • Puget Sound Regional Council (PSRC) • King County • Transit Agencies (King County Metro Transit, Pierce Transit, Sound Transit) • Adjacent Cities • Valley Communications (“ValleyCom”) • Participants of the City of Federal Way EOC As the ITS program grows to include more technology and extended interagency coordination, the Traffic Division that oversees and operates these projects will periodically update the ITS Master Plan and evaluate changing needs and technology. This plan documents these current needs and provides a strategic plan for completing proposed ITS projects and programs. PLAN OVERVIEW This ITS Master Plan is organized into the following chapters: • The Current Transportation Environment: This chapter discusses the current transportation environment in Federal Way includes the roles and responsibilities of various groups who are involved with operating and maintaining the transportation systems and roads as well as other agencies that are considered stakeholders for the development of the Federal Way ITS program. • Review of Plans and Anticipated Regional Projects: Existing reports and plans were reviewed to gain an understanding of transportation issues and planned projects in Federal Way. These documents include: o Transportation Element of the Comprehensive Plan o 2024 - 2029 six-year Transportation Improvement Plan (TIP) o 20-year Capital Improvement Plan o Destination 2030 (PSRC), and o Vision 2050 (PSRC) • ITS Existing Conditions and Needs Assessment: This chapter provides an overview of the systems in place today and an identification of implantation needs for problem locations (corridors, intersections, etc.) that may have applicable ITS solutions. • Concept of Operations: The concept of operations establishes the roles and responsibilities between organizations, and the level of information sharing among those organizations. • ITS Master Plan Projects List: This chapter provides a project list based upon identified needs and the Concept of Operations. 495 of 800 2. CURRENT TRANSPORTATION ENVIRONMENT Federal Way is the fifth largest city in King County and the 9theleventh largest in the State of Washington, with a 202314 population of approximately 9100,000 people. The city limits encompass 22.5 square miles with 292 centerline miles of paved streets. Interstate five (I-5) bisects the city running north and south, State Route (SR) 99 runs parallel to I-5. State Route 509 connects southwest Pierce County with SR 99 in the northern portion of Federal Way. SR 161 and SR 18 also service Federal Way connections to north, south, east, and west of the city. Economically the area employs approximately 29,000 people with the major employers being the DaVita, World Vision, City of Federal Way, Weyerhaeuser, and St Francis Medical Center. Origin-destination studies show the major arterials as access to I-5 for work basedwork-based trips as well as carrying through-traffic from north and south of Federal Way commutes. The City has completed major investments into the roadway network and Park & Rides, which includes widening SR 99 and adding five core lane-miles of HOV lanes as well as additional HOV lane- miles on S 348th Street (access to SR 18). Construction of the Sound Transit Station was completed in 2006 with direct access to I-5. 2.1 ITS PROGRAM STAKEHOLDERS Within Federal Way, the Traffic Division of Public Works conducts planning, design, operations, and maintenance of the existing traffic signal interconnect system. These functions shall remain the same for the future ITS system in the City. The division regularly coordinates with other City and non-City agencies. The following are considered key stakeholders for both the existing and future programs. • WSDOT Northwest Region: WSDOT is responsible for the operation and maintenance of I-5 while Federal Way maintains and operates the other state routes within the city. WSDOT monitors roadway conditions via their many traffic cameras, and the Northwest Region operates a Traffic Systems Management Center (TSMC) located in North Seattle. WSDOT allows Federal Way to access video feeds or images from the City TSMC. The TSMC monitors, detects and responds to traffic incidents and shares information with the Washington State Patrol (WSP) via a direct link to WSP’s Computer Aided Dispatch (CAD) system. WSDOT also posts real-time traveler information messages on their website as well as statewide 511 systems, which is a telephone traveler information system that provides customized road reports and other information based upon a traveler’s location. Today, WSDOT has fiber optic systems along S 320th Street, SR 161, and SR 99 entering the City of Kent. Federal Way’s planned program connects to these extension areas. • King County Road Services: King County Road Services division has an active ITS program with an ACTRA centralized signal control system, a Traffic Control Center (TCC) in downtown Seattle, and a multi-phase ITS Strategic Plan. Other agencies adjoining the City of Federal Way deploy the same type of software or employ King County. King County has a Traffic Control Center (TCC) in downtown Seattle, and a multi-phase ITS Strategic Plan. • City of Auburn: Federal Way shares its boundaries with the Potential Annexation Areas (PAA) of King County which border Auburn’s recently annexed areas. Auburn operates and maintains a TMC. Federal Way’s concept master plan would connect to this system. • 496 of 800 • City of Kent: The City of Kent shares a north boundary with Federal Way. There is a planned Kent ITS network connection along S 272nd Street to connect to ValleyCom Dispatch and Auburn’s TMC. ValleyCom Dispatch is the regional 911 communications dispatch center. • • King County Transit Speed and Reliability: King County Metro’s Speed and Reliability Division works with local jurisdictions to deploy Transit Signal Priority (TSP). TSP is currently being deployed within Federal Way on the main transit corridors of SR 99 and S 320th Street. • • Sound Transit and Pierce Transit: Both transit agencies serve Park & Rides within Federal Way. Sound Transit provides regional transit connections to areas north and south of Federal Way. Pierce Transit provides service to and from the City of Tacoma area,from the City of Tacoma area to the south of Federal Way. Real-time traffic information will be provided at Park & Ride facilities to provide commuters and drivers valuable decision-making information. • • Federal Way School District: The Federal Way School District is headquartered next to the City Hall. The intent of this stakeholder partnership is to share data for transportation services and emergency management personnel, which dispatches to all schools within Federal Way. • • Emergency Management: The Federal Way Emergency Operations Center (EOC) is also located at City Hall, with a secondary command center at the South King Fire and Rescue station near 1st Ave S and S 320th Street. This ITS Plan includes a satellite TMC at the South King Fire and Rescue station. The Fire Department is dispatched via ValleyCom Dispatch located in Kent. The Fire Department responds to incidents across the city and along freeways from several fire stations. The City’s arterials are the main routes used by the Fire Department, and Opticom emergency vehicle signal preemption is installed at the signalized intersections on these routes. Other operation members of the EOC are Lakehaven Utility District, Puget Sound Energy, and representatives from St. Francis Hospital. • Law Enforcement: The Federal Way Police Department is located in the same building as Public Works and assists in staffing the EOC. The FWPD operates the “Safe Cities” project, which includes 80 pan-tilt-zoom cameras located in Federal Way’s City Center. Integrating the “Safe Cities” video monitoring system with the TMC is an opportunity to leverage existing ITS resources to improve traffic management capabilities. • 3. 3. REVIEW OF PLANS AND ANTICIPATED REGIONAL PROJECTS 3.1 3.1 REVIEW OF PLANS The ITS Master Plan is intended to integrate with other local and regional planning efforts. • Federal Way Comprehensive Plan - Transportation Element: The goal of the Federal Way Transportation Element is to provide a balanced multi-modal transportation system 497 of 800 that will support land use patterns and adequately serve existing, and future, residential and employment growth within the City. This Transportation Element of the Comprehensive Plan comprises a set of framework transportation policies to support Federal Way’s land use Vision vision and a more detailed and technical plan for implantation of the framework policies. The Transportation Element coordinates transportation projects with other relevant projects in adjacent jurisdictions and the region. Concurrent with this ITS plan update, Federal Way has updated the Comprehensive Plan integrating new policy framework consistent with the Puget Sound Regional (PSRC) Vision 2040 document. The ITS Master Plan is intended to fold into the Transportation Element of the Comprehensive Plan. 6-Year Transportation Improvement Plan (TIP) 202415 - 20209: The TIP is updated annually and is part of the overall Capital Improvement Program for the City. It includes prioritized project descriptions and projected funding for transportation improvements. TIP projects are evaluated and programmed based on the following criteria: • o Concurrency Requirement o Level of Service Improvement o Collision Rate Improvement o Collision Severity Rate Improvement o HOV Supportive o Non-Motorized Supportive o Community Support o Air Quality o Ease of Implementation Benefit/Cost Ratio o ITS projects do not have a dedicated funding source, so incorporating ITS elements into programmed TIP projects is an important strategy to expand the program capabilities. The 2024-2029 TIP includes construction of a newnew traffic signals, implementation of adaptive signal timing and detection upgrades but does not explicitly include ITS communication elements. • Puget Sound Regional ITS Architecture: The Puget Sound Regional ITS Architecture was updated in 2008 and provides a framework for ensuring institutional agreement and technical integration for the implementation of individual ITS projects, or groups of ITS projects. The Regional ITS is a federally mandated planning document that provides a framework for the integrated deployment of ITS within the Puget Sound Region. Since Federal Way is part of the Puget Sound Regional ITS Architecture, the City is not required to develop a separate regional architecture. However, as funding applications for new projects are developed, the City will need to self-certify that it has met the Federal requirements for ITS Architecture compliance. • PSRC Destination 2030 and Vision 2050: The PSRC’s Destination 2030 Transportation Improvement Plan carries several projects sponsored by Federal Way. The ITS Master Plan identifies projects that can be folded into the regional program. An example of the projects would be fiber network connections with CCTV sharing capabilities incorporated into existing projects, HOV queue jump lanes, future Transit Signal Priority, Incidence Response Programs, and the TMCs, both main and Satellite. 498 of 800 3.2 3.2 ANTICIPATED REGIONAL PROJECTS WSDOT has planned projects in the Federal Way area as well as in the transportation network that affects the City roadway network. The work being done through these projects represent opportunities to expand ITS infrastructure. • SR 167 Extension, Tacoma to Edgewood (interchange near MP 139): Improvements include new construction of a freeway segment. The SR 167 Extension is a critical missing link in the state's highway network. Its completion is expected to improve safety and reduce congestion along local roads and freeways in the surrounding area. Construction is currently unfunded. • • Roundabout at SR 161/S. 356th/16th Ave S.: Construction of a roundabout at a complex intersection. The project may require ITS elements to ensure effective operations. • I-5 SR 509 Corridor Completion and Freight Improvement Project: When finished, SR 509, the South Airport Access roadway, and new I-5 lanes/improvements, will become a key component within the Seattle and south King County transportation network. When considered in conjunction with the planned Alaskan Way Viaduct improvements, this project provides a critical north-south corridor alternative to I-5 through Seattle and South King County. • 4. 4. ITS EXISTING CONDITIONS AND NEEDS ASSESSMENT 4.1 4.1 EXISTING ITS SYSTEM • Central Signal System: Traffic signal communication consists of six pairs of copper wire and fiber optic interconnections and e. Ethernet is used to connect individual cabinets with TACTICS, the City’s central signal system. The City manages operations at 87 signalized intersections within the city city limits. F, five of these signals are WSDOT’s signals and three are King County’s. Twelve of the signals are not interconnected to the traffic signal management system. • • Signal Priority: Transit Signal Priority (TSP) has been implemented along several corridors in coordination with King County Metro Transit and Peirce Transit. King County Metro is planning for TSP on the 320 corridor from SW 21st to the East City Limits which will impact nine traffic signals. • Real-time Traffic Monitoring: WSDOT is employing a program called “Traffic Busters” which was. This program was implemented in 2008. The program goals are to proactively manage traffic congestion using an ITS network to that connects across agencies, shares equipment across agencies, provide a complete regional traffic (C2C) signal communications link (C2C), and provide for a website with for agreements and contracts. Twenty-two agencies are connected to this system. The “Traffic Buster” System Architecture is as follows: 499 of 800 • Access to 1 gigabit synchronous backbone • 100 mbs Mbps (megabit per second) agency connection to the backbone • Private network with a sub-network for agency use • Share Cameras 10 at a time (MPEG4 encoders) • See cameras 4 at a time (MPEG4 decoders) • PC terminal and software as needed • IP network for C2C connections • Phase 1 provides: Regional network camera coordination Phase 2 provides: Regional data collection, signal coordination, and incident management plans • 4.2 NEEDS ASSESSMENT The transportation needs and problem locations identified by Traffic Division staff generally fall within the areas of Traffic Management for mobility and safety, Emergency Management, Special Event Management and Road Maintenance. Incident management is also considered part of Traffic Management, with an incident considered to be a planned or unplanned event that results in traffic congestion, versus an emergency being a major catastrophe that results in an activation of the ECC. Traffic Management: The deployment of a robust TMC and Satellite TMC will enable many opportunities for centralized control of future ITS field devices. In order for the City to maximize the return on the TMC investment, there is a need for devices that can provide a high level of real-time traffic monitoring and congestion management. The replacement and supplementation of in-pavement loop detectors with video detection at key intersections can provide enhanced traffic data while reducing maintenance costs. Cameras that provide automated traffic counts would provide important data for signal timing plans. Additions of Pan-Tilt Zoom (PTZ) traffic cameras and greater access to WSDOT freeway cameras will also provide significantly enhanced real-time monitoring capability. The procurement of fixed and/or portable Dynamic Message Signs at the interchange access to the City at SR 18 and S 320th Street, as well as at key locations along the major corridors of SR 99, SR 161, SR 18, SR 509, are needed for providing en-route information to travelers. These signs could also be used for any construction notifications for impacts to main travel ways. The Traffic Division has noted these key traffic and safety needs: • Coordinate with WSDOT, King County, and other cities to address management of incidents on I-5 and SR 99. Additionally, explore techniques to handle congestion on the City arterials due to incidents and special events. This may include development of “action plan sets” – predefined signal coordination plans that are designed to provide high-capacity throughput on detour routes. • Continued fiber optic system installation as well as bringing all signalized intersections online. Include 24-count fiber on all signal capital projects. • Replace existing 6-pair fiber with fiber optic. • The City has implemented a Traffic Management Center (TMC) and 1.0 Full-Time Equivalent (FTE) is dedicated to the TMC. To support the expanded real-time monitoring of traffic conditions, additional TMC staff would be required. In order to provide 500 of 800 coverage during morning or afternoon peak periods, emergencies, and special events, additional staffing would be required. An additional FTE might be required for this duty to cover the required time periods. • Continue the shared use agreement with the Police Department to share Safe City surveillance equipment. • Continue to explore ways to make Transit Signal Priority more effective and reliable. • Continue implementation of adaptive control traffic signal control strategies, which adjust traffic signal timing in real-time. • Speed Monitoring and speed feedback signs on curves with a crash history. • Improved safety and visibility at school and pedestrian crossings. • Leverage adaptive signal timing software and the initial implementation of Automated Traffic Signal Performance Measures (ATSPM) to download and archive traffic volume data. • Real-time traffic conditions data broadcast to the public similar to WSDOT and the City of Bellevue’s traffic flow maps. Emergency Management: Over the past few years there have been discussions with Emergency Management promoted by the Federal Way Traffic Division (support to EOC) with Emergency Management regarding ITS needs for enhancing traffic/emergency management. The following are highlights of the discussed needs to support the EOC via an ITS: • Development of a citywide emergency response plan coordinated with an ITS system. • Access to a TMC and Satellite TMC functioning with the EOC to include traffic camera images, or video feeds, signal system workstation, and access to weather and traffic sensor data from existing and future devices. • Pre-defined signal timing plans for major incidents such as earthquakes, floods, and HAZMAT spills. Timing plans would also be needed to accommodate traffic incidents on I-5 and events that affect I-5 in Tacoma and Seattle. • The EOC could also receive information and notifications of snow plowing and other road maintenance activities. • A procedure by which the EOC could request specific messages to be sent on the Dynamic Message Signs. Road Maintenance: The Federal Way Streets Division manages road maintenance. The Streets Division has installed four in-roadway weather stations. This benefits the Streets Division by Improving the ability to detect standing water, and snow and ice conditions from the field. Additionally, the Streets Division has installed Opticom in its fleets of snowplows and sanders. This reduces the chances that a plow will need to stop at a red light and improves efficiency of snowplow operations. It also ensures that sand and de-icer materials are applied at steady rates as the impact of starting and stopping can impact application and safety rates. 5. 5. FEDERAL WAY CONCEPT OF OPERATIONS As the City moves forward with implementation of their ITS program, it is necessary to consider how the various City divisions and departments will work together with key stakeholders to most 501 of 800 effectively accomplish their goals and objectives as a roadway service provider. A Concept of Operations identifies two things: 1. The roles and responsibilities that an agency and partners have in deploying and operating ITS projects and programs. 2. The electronic information exchanges that need to occur between the agencies. The previous sections of this report present the Federal Way ITS program in terms of identified needs, the existing and planned projects and identified needs.. The This Concept of Operations section is intended to provide a view as to how Federal Way would operate on a day-to-day basis with a fully functional ITS program in place. The Concept of OperationsIt helps establishes the roles and responsibilities for operations and the maintenance of equipment, and also the levels of electronic information and device control sharing among the partners. EssentiallyEffectively, the Concept of Operations guides how the Concept of Operations defined what information is electronically gathered and manipulated by each agency , and how it that is shared with otheracross the agencies to the benefit of all. Because the Concept of Operations defines information sharing links between agencies, it is also a required link requirement between two agencies that wish to send streaming video to each other, compared to two agencies who simply wish to share traffic volume data. The Concept of Operations is intended to be forward thinking to support the current and new projects that will be identified in this ITS Master Plan. In addition, by identifying electronic linkages between agencies necessary for sharing information and video images, the Concept of Operations begins to define requirements for the communications infrastructure that will be needed to support future projects. However, Thethe City’s Concept of Operations must blend with the Puget Sound Regional ITS Architecture developed through the Puget Sound Regional Council (PSRC), which includes a Concept of Operations from a regional perspective. . The Regional ITS Architecture is a technical framework for the deployment and integration of ITS in a given area. The Puget Sound Regional ITS Architecture, developed for the Puget Sound Regional Council (PSRC), includes a Concept of Operations from a regional perspective. However, aA more detailed analysis from Federal Way’s perspective is warranted as part of thise Master Plan development work. The Concept of Operations is intended to be forward thinking to support the current and new projects that will be identified in this ITS Master Plan. In addition, by identifying electronic linkages between agencies necessary for sharing information and video images, the Concept of Operations begins to define requirements for the communications infrastructure that will be needed to support future projects. THIS SECTION PROVIDES THE RECOMMENDED CONCEPT OF OPERATIONS FOR THE CITY OF FEDERAL WAY. 5.1 APPRAOCH TO DEVELOPING THE CONCEPT OF OPERATIONSAPPROACH TO DEVELOPING THE CONCEPT OF OPERATIONS This section provides the recommended Concept of Operations for the City of Federal Way. In developing a Concept of Operations, it is recognized that relationships between agencies embody two main components: 1) What roles and responsibilities does each agency play in the relationship, and 502 of 800 2) What kinds of information are shared. Seven types of roles or responsibilities are used to describe agency-to-agency relationships. They are listed as follows from the lowest to the highest level of interaction:. • Consultation: One party confers with another party, in accordance with an established process, about an anticipated action and then keeps that party’s information about actions taken. • Cooperation: The parties involved in carrying out the planned and/or project development processes work together to achieve a common goal or objective. • Coordination: The comparison of the transportation plans, programs, and schedules of one agency with related plans, programs, and schedules of other agencies, and adjustment of plans, programs and schedules to achieve general consistency. • Information Sharing: The electronic exchange of data and device status information between parties for the purpose of coordinated responses, planning, and analysis. • Control Sharing: The ability, through operational agreements, to allow for one party to control another party’s field devices to properly respond to incident, event, weather, or traffic conditions. • Operations: One party fully operates field equipment of a second party, typically because the second party does not have this capability and contracts for the service. • Maintenance: One party maintains the equipment for a second party. Along with these seven roles and responsibilities are associated information types that are typical for agency-agency exchange. Five primary types of electronic information exchanges are identified: • Video: The dissemination of live video and still images from one party’s field cameras to another’s via email, web page, or ftp site. • Data: The dissemination of data from one party to another party. Data can include but is not limited to, traffic data, weather data, parking data, transit data, etc. • Command: The ability for one party to control field devices. Command can include but is not limited to, changing DMS messaging, changing traffic signal timing, camera control, etc. • Request: The ability for one party to solicit either data or request a change, such as DMS messaging or signal times, from another party. • Status: The ability for one party to monitor field devices, and receive such information as current signal timing/response plan, current message sets, etc. A diagram representation of these relationships for Federal Way is provided in FIGURE 1 on the next page, .Tthe roles and responsibilities of these entities in the Federal Way ITS Program are described below: • City of Federal Way TMC: The TMC would operate the city’s centralized signal system and monitor the conditions on the city arterials and freeways. The TMC also coordinates and shares other agency data and monitored conditions. • City of Federal Way EOC: The Federal Way EOC would receive direct communications from the TMC and the satellite TMC. This data share would be in the form of camera images via the intranet and/or email notifications for a web page or ftp site. Cameras 503 of 800 would provide a view into traffic issues, weather, and/or emergency issues. The satellite TMC would provide backup access to the City Hall location. The EOC would also have the ability to request that a particular message be placed on the future DMS or traveler information web page, and . The EOC would have the ability to have a subset of participants in this program to effectively manage direction of the operations with: • o City of Federal Way Streets / Operations Division o City of Federal Way Police Department o South King County Fire and Rescue o Federal Way School District Head Quarters o Puget Sound Energy o Lakehaven Utility District o St. Francis Hospital • Valley Communications and Auburn TMC: As mentioned earlier, the Valley Communications Center is the hub for all 911 communications in South King County located in the City of Kent. At the north boundaries of Federal Way on S 272nd Street, the City of Kent plans a fiber optic connection through to Valley Communications. Federal Way would be able to connect to this system at S 272nd Street @ SR 99. Federal Way envisions a partnership with the Regional fiber consortium to connect to this system and carry this system to the City of Auburn’s TMC. This vision of partnership would include all the Federal Way EOC operations support, the City of Kent, the City of Auburn, WSDOT, and the participants of all operations of Valley Communications. Data sharing would include traffic conditions and emergency response messages through cameras via intranet and/or email. Through the Federal Way EOC, messages would be able to be sent out to future DMS with traveler information and/or emergency notification instructions. 504 of 800 505 of 800 The roles and responsibilities of these entities in the Federal Way ITS Program are described below: City of Federal Way TMC: The TMC would operate the city’s centralized signal system and monitor the conditions on the city arterials and freeways. The TMC also coordinates and shares other agency data and monitored conditions. City of Federal Way EOC: The Federal Way EOC would receive direct communications from the TMC and the satellite TMC. This data share would be in the form of camera images via the intranet and/or email notifications for a web page or ftp site. Cameras would provide traffic issues, weather and/or emergency issues. The satellite TMC would provide backup access to the City Hall location. The EOC would also have the ability to request that a particular message be placed on the future DMS or traveler information web page. The EOC would have the ability to have a subset of participants in this program to effectively manage direction of the operations with: City of Federal Way Streets / Operations Division City of Federal Way Police Department South King County Fire and Rescue Federal Way School District Head Quarters Puget Sound Energy Lakehaven Utility District St. Francis Hospital Valley Communications and Auburn TMC: As mentioned earlier, the Valley Communications Center is the hub for all 911 communications in South King County located in the City of Kent. At the north boundaries of Federal Way on S 272nd Street, the City of Kent plans a fiber optic connection through to Valley Communications. Federal Way would be able to connect to this system at S 272nd Street @ SR 99. Federal Way envisions a partnership with the Regional fiber consortium to connect to this system and carry this system to the City of Auburn’s TMC. This vision of partnership would include all the Federal Way EOC operations support, the City of Kent, the City of Auburn, WSDOT, and the participants of all operations of Valley Communications. Data sharing would include traffic conditions and emergency response messages through cameras via intranet and/or email. Through the Federal Way EOC messages would be able to be sent out to future DMS with traveler information and/or emergency notification instructions. WSDOT Roadside: As mentioned previously, WSDOT would provide Federal Way with viewing access to some of their I-5 cameras and newer technology for the program “Traffic Busters” program. In turn, Federal Way could share its cameras with conditions on S 320th Street, SR 99, SR 509, SR 161, and SR 18. • WSDOT TSMC: WSDOT and Federal Way would have a center-to-center connection that would be in operation. The “Traffic Buster” WSDOT program plans to connect fiber optics to WSDOT hub at I-5 just south of S 320th Street. Federal Way envisions that this 506 of 800 would allow future camera viewing internal to Federal Way along arterials that parallel the freeways and ramp terminals. Adding ramp terminals to this system would promote access to the central system of both agencies and coordinate traffic with the ramp terminal queues mitigating backups on and off of I-5. • King County Maintenance and King County TCC: Federal Way would data share camera images or and/or traffic data with King County Maintenance. King County contracts with Federal Way for maintaining traffic signals. This process would effectively manage signal issues with a shorter response time. King County Maintenance shares traffic data and monitoring with the King County Traffic Control Center (TCC). Both agencies would be able to share information with the Federal Way TMC. King County has expressed a desire to operate a regional transportation data warehouse that could be used to “‘power” regional traveler information systems, such as a regional arterial traffic flow map. If the data warehouse is developed, Federal Way would like to share data through that channel. • King County Metro Speed and Reliability: The Speed and Reliability Division of Metro, which works with local cities to deploy Transit Signal Priority, has expressed a need for the technology. Currently, Metro has no automated way of knowing what happens at the intersection beyond the driver’s request. TSP equipped signals in Federal Way may be unnecessarily pre-empted without the traffic information of the down streamdownstream signals. Deploying this information would assist both Metro and the City to manage traffic conditions effectively. Additionally, Metro buses would have the capability to give travel times on routes to effective measure needs and promote accomplishments in signal coordination with the ITS. • Pierce Transit and Sound Transit: Both agencies operate within Federal Way. Setting up data stations at the Park & Rides where Federal Way TMC would post traveler information would empower not only drivers but also transit users through the region. Data sharing would be terminals showing traffic conditions and alternative routes that are available and routes to avoid. 507 of 800 6. 6. FEDERAL WAY ITS PROJECT DESCRIPTIONS The Concept of Operations and needs identified by stakeholders, combined with other factors over the years, guided the development of potential projects for the City of Federal Way. Factors that influence the selection of projects include the following: • “Trouble Spots”, defined as mobility and safety issues, and key intersections on the arterial network. • Gaps in existing and planned ITS deployments. • Locations of key centers, including transportation, event, and employment centers. • Transit corridorss. • Communications infrastructure. • Projects identified by stakeholders as future or currently unfunded projects. • Opportunities for coordination between City departments and other regional agencies. • Future Projects • CAV Plan • EV Plan - for their own fleet? • Freight - dilemma zone • Parking management? • Red light running Expanding adaptive system into the annexed area • 6.1 TRAFFIC MANAGEMENTTRAFFIC MANAGEMENT Traffic Management projects include those that use ITS to improve rsafety and reduce congestion through roadway surveillance and, monitoring, data collection/collection improvements, traffic flow improvements, data collection improvements, and incident response, to improve safety and reduce congestion on the roadway. 508 of 800 TM-1: Vehicle Detection Expansion Project Description: This is an ongoing program. Implementation of the ITS Master Plan sets goals, structure, and organization in place for this project. This project would develop a decision-making framework for the selection of detection technology and location to support the City’s goals such as the operation of SCOOT (adaptive signal system), TACTICS (central signal system), or count stations. These could include video detection, radar detection, or “counting” loops installed at midblock and/or at intersections to provide data that can be used to supplement traffic management and congestion monitoring. When supplemented with a robust communications network, real-time data from in- pavement or vehicle video detectors can be used to determine the level of congestion along a roadway. This information can be used utilized to adjust signal timing at the TMC as well as share with the public as traveler information. TM-1 would be an ongoing program to expand and upgrade video detection and signal controller upgrades across the City via programmed CIP projects implemented when those segments have other projects. AdditionallyAdditionally, the replacement of, or supplementation to, in-pavement loops at critical intersections with video detection cameras and communications infrastructure to provide data and video images back to the TMC can be accomplished as standalone projects or in conjunction with projects. . Video detection is the preferred approach where feasible for most intersections, however,. “cCounting” loops may be more appropriate at some locations, as well as strategic placement of pan- tilt -zoom camera. Software support is included with the Communications Plan. Justification: Depending on the size of an intersection, video detection is slightly higher in initial costs than in- pavement loops. The costs for mMaintenance requirement costss for video detection are lower than in-pavement loops. Video detection and pan- tilt- zoom cameras provide enhanced, readily available traffic data as well as and the benefit of immediate access. Dependencies: This project could be deployed independently; through a CIP project, or in tandem with the Communications Plan and Automated Traffic Counts projects. Stakeholders: City of Federal Way Travelers Transit Agencies Local and State Government Transportation Departments and EOC’s Estimated Costs: 509 of 800 Estimated Approximate costs for of a full program over 20 years for a city-wide program at an estimated 80 signals, video detection, pan tilt zoompan-tilt-zoom cameras, counting loops, and controller conversions would be approximately ~$10,000 per intersection and miscellaneous mid- block locations, as determined by the engineering analysis. A program would be approximately $450,000 for every 6 years. 510 of 800 TM-1: Vehicle Detection Expansion Project Description: This is an ongoing program. Implementation of the ITS Master Plan sets goals, structure, and organization in place for this project. This project would develop a decision makingdecision-making framework for the selection of detection technology and location to support the City’s goals such as the operation of SCOOT (adaptive signal system), TACTICS (central signal system) or count stations. These could include video detection, radar detection, or “counting” loops installed at midblock and/or at intersections provide data that can be used to supplement traffic management and congestion monitoring. When supplemented with a robust communications network, real-time data from in- pavement or vehicle video detectors can be used to determine the level of congestion along a roadway. This information can be used to adjust signal timing at the TMC as well as share with the public as traveler information. TM-1 would be an ongoing program to expand and upgrade video detection and signal controller upgrades across the City via programmed CIP projects implemented when those segments have other projects. Additionally the replacement of or supplementation to in-pavement loops at critical intersections with video detection cameras and communications infrastructure to provide data and video images back to the TMC can be accomplished as standalone projects or in conjunction with projects. . Video detection is the preferred approach where feasible for most intersections. “Counting” loops may be more appropriate at some locations as well as strategic placement of pan tilt zoom camera. Software support is included with the Communications Plan. Justification: Depending on the size of an intersection, video detection is slightly higher in initial costs than in- pavement loops. The costs for maintenance requirements for video detection are lower than in- pavement loops. Video detection and pan tilt zoom cameras provide enhanced readily available traffic data and the benefit of immediate access. Dependencies: This project could be deployed independently; through a CIP project based, or in tandem with the Communications Plan and Automated Traffic Counts projects. Stakeholders: City of Federal Way Travelers Transit Agencies Local and State Government Transportation Departments and EOC’s Estimated Costs: Estimated costs for a full program over 20 years for a city wide program at an estimated 80 signals, video detection, pan tilt zoom cameras, counting loops, controller conversions would be approximately $10,000 per intersection and miscellaneous mid-block locations, as determined by the engineering analysis. 511 of 800 A program would be approximately $450,000 for every 6 years. 512 of 800 TM-3: Concept of Operations for Roundabout at SR 161, S 356, 16th Ave. S. Location: SR 161, S 356 St, 16th Ave. S. Description: WSDOT is constructing a roundabout at the intersection of SR 161, S 356, 16th Ave. South. The complex geometry may require metering to ensure the roundabout functions as intended over its design life. A Concept of Operations will be required to determine how the metering system functions. Additionally, pan-tilt-zoom cameras will be required to monitor the roundabout, including queueing. Justification: Determines the operating parameters for a new roundabout. Dependencies: WSDOT construction project. Stakeholders: City of Federal Way Travelers Transit Local and State Government Transportation Departments and EOC’s Estimated Costs: $250,000 for development of ConOps. 513 of 800 TM-4: Dangerous Curve Warning System TM-4: Dangerous Curve Warning System Description: The City has identified several sharp curves that can be hazardous to motorists traveling too fast. This project would install radar speed detection and flashing dynamic message signs to alert drivers. Identified locations would be evaluated citywide. This project could initially be deployed at a single location as a demonstration project using a speed radar trailer. An alternative treatment is high friction surfacest at curves with high crash frequency is high friction surfaces. The City has identified 17 problematic curves and has received grant funding to install high friction surfaces at six of curvesthese types of curves. After implementation of the high friction surfaces, a review of crash data wcould show oif the additional ITS based countermeasure of an ITS based solution would be practical. Justification: Reduce crashes, particularly fatal and serious injury crashes. Dependencies: Funding. Stakeholders: City of Federal Way Travelers Transit Estimated Costs: Estimated costs for 20 signs is $200,000.00 for 20 signs. 514 of 800 515 of 800 TM-5B: Fiber interconnect (Signal Interconnections) TM-5A TM-5B: Fiber interconnect (Signal Interconnections) Location: 21st Ave SW @ SW 344 St. to SW 356th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone systemcopper wire and phone system tto master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as n Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 6 controller fiber modems 219,700.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 516 of 800 $585,000.00 for 3,900 feet at $150/ft. 517 of 800 TM-5C: Fiber interconnect (Signal Interconnections) 518 of 800 TM-5C: Fiber interconnect (Signal Interconnections) Location: 9th Ave S @ S 336th to 13th Place @ 336th (Project is in Design and Funding Identified Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 519 of 800 2 controller fiber modems 57,850.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% $ 240,000.00 for 1,600 feet at $150/ft. 520 of 800 TM-5E: Fiber interconnect (Signal Interconnections) 521 of 800 TM-5E: Fiber interconnect (Signal Interconnections) Location: 1. S 312th St: SR99 to 23rd Ave S Ave 2. S and 23rd Ave S: S312th St to S 317th St (The project is scheduled for construction in 2024.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 522 of 800 1. $345,000.00 for 2,300 feet at $150/ft. 6 controller fiber modems 116,350.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 2. $270,000.00 for 1,800 feet at $150/ft. 523 of 800 TM-5F: Fiber interconnect (Signal Interconnections) 524 of 800 TM-5F: Fiber interconnect (Signal Interconnections) Location: 23rd Ave S: S 320th St to S 322nd St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dia-up phone system to master controllers over copper wire. However, not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 525 of 800 $120,000.00 for 800 feet at $150/ft. 2 controller fiber modems 30,355.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 526 of 800 TM-5G: Fiber interconnect (Signal Interconnections) TM-5G: Fiber interconnect (Signal Interconnections) Location: S 320th St: I-5 NB Ramps to Military Rd S (The project is designed and funding has been identified for construction.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 527 of 800 $450,000.00 for 3,000 feet at $150/ft. 6 controller fiber modems 119,600.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 3 controller fiber modems 115,960.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 528 of 800 TM-5J: Fiber interconnect (Signal Interconnections) TM-5J: Fiber interconnect (Signal Interconnections) Location: S 356th St: 21st Ave SW to SR99 Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 529 of 800 $1,470,000.00 for 9,800 feet at $150/ft. 3 controller fiber modems 184,600.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 530 of 800 TM-5K: Fiber interconnect (Signal Interconnections) TM-5K: Fiber interconnect (Signal Interconnections) Location: 21st Ave SW: SW 312th St to SW 320th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 531 of 800 $495,000.00 for 3,300 feet at $150/ft. 3 controller fiber modems 73,450.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 532 of 800 TM-5L: Fiber interconnect (Signal Interconnections) TM-5L: Fiber interconnect (Signal Interconnections) Location: S 312th St: SR509 to 8th Ave S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 533 of 800 $405,000.00 3 controller fiber modems 156,650.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% for 2,700 feet at $150/ft. 534 of 800 TM-5M: Fiber interconnect (Signal Interconnections) 535 of 800 TM-5M: Fiber interconnect (Signal Interconnections) Location: SR 509: SW 312th St to 8th Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects one signal with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 536 of 800 $646,200.00 for 4,300 feet at $150/ft. 1 controller fiber modems 72,150.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 537 of 800 TM-5N: Fiber interconnect (Signal Interconnections) 538 of 800 TM-5N: Fiber interconnect (Signal Interconnections) Location: SW 320th St: 47th Ave SW to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 539 of 800 $1,260,000.00 for 8,400 feet at $150/ft. 2 controller fiber modems 160,550.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 540 of 800 TM-5O: Fiber interconnect (Signal Interconnections) TM-5O: Fiber interconnect (Signal Interconnections) Location: SW 340th St/ SW 336th Wy: Hoyt Rd to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 541 of 800 $885,000.00 2 controller fiber modems 102,830.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% for 5,900 feet at $150/ft. 542 of 800 TM-5P: Fiber interconnect (Signal Interconnections) 543 of 800 TM-5P: Fiber interconnect (Signal Interconnections) Location: S 288th St: Military Rd. to 45th Pl S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects five signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 544 of 800 $915,000.00 5 controller fiber modems 189,150.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15%for 6,100 feet at $150/ft. 545 of 800 TM-5Q: Fiber interconnect (Signal Interconnections) TM-5Q: Fiber interconnect (Signal Interconnections) Location: Military Rd S: 31st Ave S to S 272nd St (A portion of this segment will be constructed in the 2024 construction season.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects four signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 546 of 800 $120,000.00 for 800 feet at $150/ft. 4 controller fiber modems 234,000.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 547 of 800 TM-5R: Fiber interconnect (Signal Interconnections) 548 of 800 TM-5R: Fiber interconnect (Signal Interconnections) Potential Annexations Areas (PAA) from King County: 1. S 360th St: Milton Rd S to Military Rd S 2. Military Rd S: S 360th St to S 320th St 3. S 321st St: Peasley Canyon Rd to 51st Ave S 4. 51st Ave S: S 321st St to S 316th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be centrally controlled by the TMC and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up phone system to master controllers over copper wire. The dial up system is archaic and does not centrally control all the signals as not all of the controllers have a master isolating a few signals. The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. These project segments install new traff ic signals and interconnect the major roadways of the Federal Way PAA signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding and Cost Benefit. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT 549 of 800 Estimated Costs: 1. $1,305,000.00 for 8,700 feet at $150/ft. 2. $2,115,000.00 for 14,100 feet at $150/ft. 3. $336,750.00 for 2,245 feet at $150/ft. 4. $243,000.00 for 1,620 feet at $150/ft. 10 controller fiber modems 2,411,500.00$ Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% 550 of 800 TM-6: Event Management Plan TM-6: Event Management Plan Description: Directing traffic during both planned and unplanned events is a major traffic management issue. This project would develop a plan and “technology toolkit” for congestion management during planned events in, and outside of, the city. The technologies could include portable devices such as dynamic messaging systems (DMS) to direct vehicles to available parking, camera, and detection that could be installed in advance on an as-needed basis. Events that occur are Regional and National Events such as events at the Aquatic Center, the Triathlon, and at Enchanted Parkway. Justification: Traffic disruptions during major events impact emergency management response and public access to events. Dependencies: Funding. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT King County Road Services Organizations who could help develop the scenarios that the event management plan would address Estimated Costs: Estimate includes plan development and mobile DMS and wireless camera units. Total estimated budget costs: $100,000.00 551 of 800 TM-7: Communications Plan TM-7: Communications Plan Description: This project would develop a detailed ITS Communications Plan for Federal Way to link up the City’s future ITS deployment. The Plan would identify options for accessing existing, andexisting communications infrastructure as well as building new communications infrastructure to support existing ITS deployments and recommended projects identified in the ITS Master Plan. As one example, the Communications Plan would consider new fiber being installed as part of the Federal Way School District relocation and routed to Park & Rides. The Communications Plan would identify other key needs of transferring information, address alternative communication approaches, and provide order of magnitude of cost estimates. Justification: Ensures efficient utilization of existing and planned communication infrastructure. The structured expansion of the City’s communication network is vital for access to real-time information from devices such as vehicle detectors and cameras. Dependencies: None, this project is recommended for early deployment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT King County Road Services Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 552 of 800 TM-8: Advance Warning at Traffic Signals 553 of 800 TM-8: Advance Warning at Traffic Signals Description: This project would develop a methodology and plan for implementing advance-warning signage at traffic signals with high-speed approaches. The project will examine different methods for dilemma zone protection at the ramps from I-5 at SR 18 and 99W at 356th. Low-cost solutions for dilemma zone protection will be implemented such as truck extensions. Justification: Reduces the risk of fatal and serious injury crashes. Dependencies: Communications and advanced traffic controllers are required to be in place. Stakeholders: City of Federal Way Travelers WSDOT Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 554 of 800 6.2 EMERGENCY MANAGEMENT EMERGENCY MANAGEMENT Emergency Management Projects include those that would improve Federal Way’s ability to provide a coordinated response to a major disaster, either manmade or natural. The City has a finalized Emergency Plan in place. EM-1 : Center to Center Communications with the Federal Way EOC and Satellite communications for TMC Description: The Federal Way Emergency Operations Center is housed within City Hall along with the TMC. There is a second command center at the South King Fire and Rescue station near 1st Ave S and S 320th Street. Both locations serve as a center for local agencies to coordinate responses and manage a major emergency. Federal Way Public Works has been assigned a seat at the EOC, which is activated in situations such as earthquakes, terror threats, and other situations. Justification: Expanded access to WSDOT video and data, in the spirit of regional coordination. Contribute to improved data sharing between regional centers. Dependencies: TM2 - WSDOT Video Access Upgrade . Stakeholders: City of Federal Way All bordering agencies and WSDOT King County Road Services King County Emergency Management WSDOT Estimated Costs: Cost for deployment and development of a Satellite TMC for the EOC. Total estimated budget costs: $250,000.00 555 of 800 6.3 MAINTENANCE Maintenance projects are those that would provide weather and road conditions monitoring for increased efficiency of road maintenance operations. 556 of 800 6.4 TRAVELER INFORMATION Traveler information provides for the dissemination of roadway information collected by the TMC to reach travelers both pre-trip and en route so that they may make informed travel decisions. TI-1: Regional Traveler Information Description: The King County ITS Strategic Plan has identified projects to provide regional arterial traveler information via the internet. This project should provide the communications link and processing capabilities to automatically share information from Federal Way’s ITS systems, such as traffic flow data and camera images, to the King County regional system and/or the City web site, or public access cable channel. Justification: This project would maximize the return on investing in ITS such as communications, traffic camera images, and vehicle detection by providing information to the broadest possible audiences. Dependencies: Federal Way ITS Project Arterial Flow Map would provide useful information that could be distributed through additional channels. Regional agreement must be reached on traveler information concept, including commitment from one agency to provide the central data warehouse. Stakeholders: City of Federal Way King County General Public Access Cable Channel WSDOT Estimated Costs: Costs include integration and web/cable TV interfaces. Total project cost that includes engineering, construction administration, and contingencies $150,000.00 557 of 800 6.5 TRANSIT Transit projects are transit projects that interface with the City’s transportation infrastructure, such as traffic signals. TR-1: Pierce County Transit Signal Priority - 500 Route Description: This project would implement transit signal priority on the 500 Route to the Transit Center. Justification: Improves transit reliability and on-time performance. Dependencies: ConOps for TSP to coordinate with the City’s signal . Stakeholders: City of Federal Way Pierce County Transit Travelers WSDOT Estimated Costs: The costs would be borne by Pierce County Transit. 558 of 800 6.6 COST SUMMARY 559 of 800 APPENDIX A__________________________________________________________________ City of Federal Way ITS Master Plan APPENDIX B__________________________________________________________________ Detailed ITS Project Cost EstimateTM-1: Vehicle Detection Expansion Project Description: This is an ongoing program. Implementation of the ITS Master Plan sets goals, structure, and organization in place for this project. This project would develop a decision-making framework for the selection of detection technology and location to support the City’s goals such as the operation of SCOOT (adaptive signal system), TACTICS (central signal system) or count stations. These could include video detection, radar detection, or “counting” loops installed at midblock and/or at intersections provide data that can be used to supplement traffic management and congestion monitoring. When supplemented with a robust communications network, real-time data from in-pavement or vehicle video detectors can be used to determine the level of congestion along a roadway. This information can be used to adjust signal timing at the TMC as well as share with the public as traveler information. TM-1 would be an ongoing program to expand and upgrade video detection and signal controller upgrades across the City via programmed CIP projects implemented when those segments have other projects. Additionally the replacement of or supplementation to in- pavement loops at critical intersections with video detection cameras and communications infrastructure to provide data and video images back to the TMC can be accomplished as standalone projects or in conjunction with projects. . Video detection is the preferred approach where feasible for most intersections. “Counting” loops may be more appropriate at some locations as well as strategic placement of pan tilt zoom camera. Software support is included with the Communications Plan. Justification: Depending on the size of an intersection, video detection is slightly higher in initial costs than in- pavement loops. The costs for maintenance requirements for video detection are lower than in- pavement loops. Video detection and pan tilt zoom cameras provide enhanced readily available traffic data and the benefit of immediate access. Dependencies: This project could be deployed independently; through a CIP project, or in tandem with the Communications Plan and Automated Traffic Counts projects. Stakeholders: City of Federal Way Travelers 560 of 800 Transit Agencies Local and State Government Transportation Departments and EOC’s Estimated Costs: Estimated costs for a full program over 20 years for a city wide program at an estimated 80 signals, video detection, pan tilt zoom cameras, counting loops, controller conversions would be approximately $10,000 per intersection and miscellaneous mid-block locations, as determined by the engineering analysis. A program would be approximately $450,000 for every 6 years. TM-3: Concept of Operations for Roundabout at SR 161/S 356/16th Ave. S. Description: WSDOT is constructing a roundabout at the intersection of SR 161/S/356/ 16th Ave. South. The complex geometry may require metering to ensure the roundabout functions as intended over its design life. A Concept of Operations will be required to determine how the metering system functions. Additionally pan=tilt-zoom cameras will be required to monitor the roundabout including queueing. Justification: Determines the operating parameters for a new roundabout Dependencies: WSDOT construction project. Stakeholders: City of Federal Way Travelers Transit Local and State Government Transportation Departments and EOC’s Estimated Costs: $250,000 for development of ConOps. TM-4: Dangerous Curve Warning System Description: The City has identified several sharp curves that can be hazardous to motorists traveling too fast. This project would install radar speed detection and flashing dynamic message signs to alert drivers. Identified locations would be evaluated citywide. 561 of 800 This project could initially be deployed at a single location as a demonstration project using a speed radar trailer. An alternative treatment at curves with high crash frequency is high friction surfaces. The City has identified 17 problematic curves and received grant funding to install high friction surfaces at six curves. After implementation of the high friction surfaces, review of crash data would show of the additional countermeasure of an ITS based solution would be practical. Justification: Reduce crashes, particularly fatal and serious injury crashes. Dependencies: Funding. Stakeholders: City of Federal Way Travelers Estimated Costs: Estimated costs for 20 signs is $200,000.00 TM-5B: Fiber interconnect (Signal Interconnections) 21st Ave SW @ SW 344 St. to SW 356th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. 562 of 800 Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5C: Fiber interconnect (Signal Interconnections) 9th Ave S @ S 336th to 13th Place @ 336th (Project is in Design and Funding Identified Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. 563 of 800 Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: $250,000 $150 / linear foot assumed to cover all associated costs TM-5E: Fiber interconnect (Signal Interconnections) S 312th St: SR99 to 23rd Ave S Ave S and 23rd Ave S: S312th St to S 317th St (The project is scheduled for construction in 2024.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit 564 of 800 All bordering agencies and WSDOT Estimated Costs: TM-5F: Fiber interconnect (Signal Interconnections) 23rd Ave S: S 320th St to S 322nd St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dia-up phone system to master controllers over copper wire. However, not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 565 of 800 TM-5G: Fiber interconnect (Signal Interconnections) S 320th St:I-5 NB Ramps to Military Rd S (The project is designed and funding has been identified for construction.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: 566 of 800 TM-5J: Fiber interconnect (Signal Interconnections) S 356th St: 21st Ave SW to SR99 Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5K: Fiber interconnect (Signal Interconnections) 21st Ave SW: SW 312th St to SW 320th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. 567 of 800 Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5L: Fiber interconnect (Signal Interconnections) S 312th St:SR509 to 8th Ave S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. 568 of 800 Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5M: Fiber interconnect (Signal Interconnections) SR 509: SW 312th St to 8th Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects one signal with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. 569 of 800 Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5N: Fiber interconnect (Signal Interconnections) SW 320th St: 47th Ave SW to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT 570 of 800 Estimated Costs: TM-5O: Fiber interconnect (Signal Interconnections) SW 340th St/ SW 336th Wy: Hoyt Rd to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5P: Fiber interconnect (Signal Interconnections) 571 of 800 S 288th St: Military Rd. to 45th Pl S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects five signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5Q: Fiber interconnect (Signal Interconnections) Military Rd S: 31st Ave S to S 272nd St (A portion of this segment will be constructed in the 2024 construction season.) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master 572 of 800 isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects four signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-5R: Fiber interconnect (Signal Interconnections) Potential Annexations Areas (PAA) from King County: S 360th St: Milton Rd S to Military Rd S Military Rd S: S 360th St to S 320th St S 321st St: Peasley Canyon Rd to 51st Ave S 51st Ave S: S 321st St to S 316th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way’s signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the 573 of 800 signals. These project segments install new traffic signals and interconnect the major roadways of the Federal Way PAA signals with improved technology. Justification: Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: Funding and Cost Benefit. Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: City of Federal Way Travelers Transit All bordering agencies and WSDOT Estimated Costs: TM-6: Event Management Plan Description: Directing traffic during both planned and unplanned events is a major traffic management issue. This project would develop a plan and “technology toolkit” for congestion management during planned events in and outside of the city. The technologies could include portable devices such as DMS to direct vehicles to available parking, camera, and detection that could be installed in advance on an as-needed basis. Events that occur are Regional and National Events such as events at the Aquatic Center, the Triathlon, and at Enchanted Parkway. Justification: Traffic disruptions during major events impact emergency management response and public access to events. Dependencies: Funding Stakeholders: 574 of 800 City of Federal Way Travelers Transit All bordering agencies and WSDOT King County Road Services Organizations who could help develop the scenarios the event management plan would address. Estimated Costs: Estimate includes plan development and mobile DMS and wireless camera units. Total estimated budget costs: $100,00.00 TM-7: Communications Plan Description: This project would develop a detailed ITS Communications Plan for Federal Way to link up the City’s future ITS deployment. The Plan would identify options for accessing existing and building new communications infrastructure to support existing ITS deployments and recommended projects identified in the ITS Master Plan. As one example, the Communications Plan would consider new fiber being installed as part of the Federal Way School District relocation and routed to Park & Rides. The Communications Plan would identify other key needs of transferring information and address alternative communication approaches and provide order of magnitude of cost estimates. Justification: Ensures efficient utilization of existing and planned communication infrastructure. The structured expansion of the City’s communication network is vital for access to real-time information from devices such as vehicle detectors and camera’s. Dependencies: None, this project is recommended for early deployment. Stakeholders: City of Federal Way Travelers Transit 575 of 800 All bordering agencies and WSDOT King County Road Services Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 TM-8: Advance Warning at Traffic Signals Description: This project would develop a methodology and plan for implementing advance warning at traffic signals with high speed approaches. The project will examine different methods for dilemma zone protection at the ramps from I-5 at SR 18 and 99W at 356th. Low cost solutions for dilemma zone protection will be implemented such as truck extensions.. Justification: Reduces the risk of fatal and serious injury crashes Dependencies: Communications and advanced traffic controllers are required to be in place. Stakeholders: City of Federal Way Travelers WSDOT Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 4.2 Emergency Management Emergency Management Projects include those that would improve Federal Way’s ability to provide a coordinated response to a major disaster, either manmade or natural. The City has a finalized Emergency Plan in place. EM-1 : Center to Center Communications with the Federal Way EOC and Satellite communications for TMC 576 of 800 Description: The Federal Way Emergency Operations Center is housed within City Hall along with the TMC. There is a second command center at the South King Fire and Rescue station near 1st Ave S and S 320th Street. Both locations serve as a center for local agencies to coordinate responses and manage a major emergency. Federal Way Public Works has been assigned a seat at the EOC, which is activated in situations such as earthquakes, terror threats, and other situations. Justification: Expanded access to WSDOT video and data, in the spirit of regional coordination. Contribute to improved data sharing between regional centers. Dependencies: TM2 - WSDOT Video Access Upgrade Stakeholders: City of Federal Way All bordering agencies and WSDOT King County Road Services King County Emergency Management WSDOT Estimated Costs: Cost for deployment and development of a Satellite TMC for the EOC. Total estimated budget costs: $250,000.00 4.3 Maintenance Maintenance projects are those that would provide weather and road conditions monitoring for increased efficiency of road maintenance operations. 4.4 Traveler Information Traveler information provides for the dissemination of roadway information collected by the TMC to reach travelers both pre-trip and en-route so that they may make informed travel decisions. TI-1: Regional Traveler Information Description: 577 of 800 The King County ITS Strategic Plan has identified projects to provide regional arterial traveler information via the internet. This project should provide the communications link and processing capabilities to automatically share information from Federal Way’s ITS systems, such as traffic flow data and camera images, to the King County regional system and/or the City web site or public access cable channel. Justification: This project would maximize the return on investing in ITS such as communications, traffic camera images, and vehicle detection by providing information to the broadest possible audiences. Dependencies: Federal Way ITS Project Arterial Flow Map would provide useful information that could be distributed through additional channels. Regional agreement must be reached on traveler information concept, including commitment from one agency to provide the central data warehouse. Stakeholders: City of Federal Way King County General Public Access Cable Channel WSDOT Estimated Costs: Costs include integration and web/cable TV interfaces. Total project cost that includes engineering, construction administration, and contingencies $150,000.00 4.5 Transit Transit projects are transit projects that interface with the City’s transportation infrastructure such as traffic signals. TR-1: Pierce County Transit Signal Priority - 500 Route Description: This project would implement transit signal priority on the 500 Route to the Transit Center Justification: 578 of 800 Improves transit reliability and on-time performance Dependencies: ConOps for TSP to coordinate with the City’s signal Stakeholders: City of Federal Way Pierce County Transit Travelers WSDOT Estimated Costs: The costs will be borne by Pierce County Transit. 4.5 Cost Summary The following table presents a summary of all the estimated project costs. 5. PRIORITIES FOR DEPLOYMENT The detailed description of each proposed project in the previous sections included any noted dependencies on other projects. A dependency indicates that the respective project relies upon elements of another project for full implementation. These dependencies imply an order of deployment and higher priority of deployment for projects that are a precursor to others. 579 of 800 580 of 800 581 of 800 582 of 800 583 of 800 584 of 800 CHAPTER FOUR ECONOMIC DEVELOPMENT 4.0 INTRODUCTION & VISION ____________________________________ 1 4.1 EMPLOYMENT ________________________________________________ 1 4.2 BUSINESS RETENTION & EXPANSION _________________________ 3 4.3 BUSINESS ATTRACTION ______________________________________ 3 4.4 NEW BUSINESS CREATION ____________________________________ 4 4.5 PLACEMAKING & SISTER CITY COORDINATION _______________ 5 4.6 TOURISM ____________________________________________________ 5 4.7 GOALS & POLICIES ___________________________________________ 7 4.8 MAPS _______________________________________________________ 13 585 of 800 4.0 INTRODUCTION & VISION Introduction Economic development is the creation of wealth from which community benefits are realized. It is more than a jobs program, it is an investment in growing the local economy and enhancing the prosperity and quality of life for all residents. Economic development is a concerted effort on the part of the city to influence the direction of private sector investment toward opportunities that can lead to sustained economic growth. Sustained economic growth can provide sufficient incomes for the local labor force, profitable business opportunities for employers, and tax revenues for maintaining infrastructure to support continued growth. There is no alternative to private sector investment as the engine for economic growth, but there are many public initiatives that can support and encourage investments where the community feels they are needed the most. Federal Way recognizes five primary approaches to enhance local economic development. They are: ▪ Business Retention and Expansion – providing support and assistance to existing businesses. ▪ Business Attraction – attracting new business to the city. ▪ New Business Creation – encouraging the growth of new businesses. ▪ Placemaking – investing in community assets, inspiration, and potential with the intention of creating public spaces that promote people's health, happiness, and well-being. ▪ Tourism – according to the World Bank, tourism is estimated to contribute approximately 10 percent of global gross domestic product (GDP), and is the largest contributor to employment worldwide. Vision The city produces solutions to attract and retain businesses, jobs, and investments, along with improving the tax base and enhancing the quality of life in Federal Way. 4.1 EMPLOYMENT The City’s comprehensive plan is required to be consistent with the Growth Management Act (GMA), Puget Sound Regional Council goals and policies of Vision 2050, and the King County Countywide Planning Policies (CPPs). As part of the planning process, the city is given growth targets for housing and employment for the next 20 years. These targets are forecasts that are given to each county from the Washington Office of Financial Management. King County then goes through a process to allocate the county totals to the cities and unincorporated parts of the county. For the previous growth period (2006-2035), Federal Way was forecast to grow by 14,268 jobs. The forecast for the 586 of 800 2024-2044 period is 20,460. The 2006 to 2018 actual growth and the forecast of new jobs is illustrated in Figure ED-1. Figure ED-1 (Employment Growth Target) Sources: Job Growth – WA ESD, GMA Targets – King County. Actual Forecast 1 (2006-2035) Forecast 2 (2024-2044) 2006 31,616 31,616 2018 31,148 36,588 2021 31,618 41,560 31,618 2035 46,352 41,848 2044 52,078 Much of the reason for the lack of increase in employment over the previous planning cycles is due to the exodus of the Weyerhaeuser corporate headquarters from Federal Way to Seattle. Although there have been some recent employment gains (notably: DaVita, Smith Brothers, Pape, and All-City Fence), the city will need to reassess its strategies moving forward if it expects to reach its target of growing over 20,000 new jobs in the City over the next 20 years. Analyzing the current clusters of jobs in the city (Figure ED-2), Healthcare, Education, and Retail are the top 3 employment sectors currently found in the city. Figure ED-2 (Employment Sectors) Industry Jobs % of Total Healthcare & Social Assistance 5,511 17% Educational Services 5,169 16% Retail Trade 3,808 12% Government 3,304 10% Accommodation & Food Services 3,224 10% Arts, Entertainment, Recreation 2,745 9% 587 of 800 Administrative & Support 1,147 4% Management 1,032 3% Finance & Insurance 1,022 3% Construction 1,001 3% Professional, Scientific & Tech Services 935 3% Wholesale Trade 645 2% Real Estate 635 2% Other 1,440 5% Total 31,618 100% Source: WA ESD 4.2 BUSINESS RETENTION & EXPANSION Business Retention & Expansion (BRE) is an economic development strategy that promotes business growth, capital investment, and job creation by connecting local business owners with the resources they need to stay, grow, and succeed in the city. Although BRE tends to fall in the shadow of business attraction, BRE is more effective at addressing fundamental growth and sustaining a healthy local economy. This is due to: a larger percentage of local businesses as an economic base over relocating businesses, the local economy being driven mainly by existing business, and the cost of retaining an existing business being much less (5 to 25 times less) than attracting a new business. BRE is therefore the backbone of the city’s economic development strategy. BRE in practice requires proactively connecting with existing businesses to understand and respond to their needs. Those connections identify issues, and provide increased opportunities to help existing businesses expand or, if they are at risk of closing or relocating, stay open and stay in the community. Too often the sudden closing of a long- time business surprises residents and local officials alike who assume a business is doing fine simply because the doors remain open each day. 4.3 BUSINESS ATTRACTION When Weyerhaeuser moved its corporate headquarters (HQ) to Seattle in 2014, Federal Way lost its largest employer and approximately 1,500 jobs (Seattle PI). The campus was sold to IRG and warehousing/distribution facilities have since been built on a portion of the property. The city would like to see another major employment activity reoccupy the former HQ building. 588 of 800 Source: Honda. Trying to attract a new corporate headquarters to the city, whether to the HQ building or another location, is resource intensive and competitive. “Evidence suggests that Fortune 500 corporations tend to grow and stay in place, while smaller companies are more likely to make a headquarters move. But every year, a few major companies make the news with a headquarters announcement such as Boeing’s move to Chicago.” (Whittaker Associates) A focused and targeted approach is needed to identify and generate potential business investment leads. Generally-accepted steps for successful business attraction efforts include: 1) Economic Development Website 2) Community and Economic Development Brand 3) Develop a List of Companies to Target 4) Contact Prospective Investors 5) Maintain Relationships with Prospective Investors Although the city currently has an Economic Development page within the city’s existing website, the Economic Development Department is reviewing and analyzing competitor cities’ websites to inform the development of a new website with appropriate data for site selectors and businesses seeking to relocate to Federal Way. In addition to refreshing the city’s webpage, Steps 2-5 are being built into a sustainable strategy which the Economic Development department will execute in order to compete with other communities for landing relocating businesses. 4.4 NEW BUSINESS CREATION New business creation is an entrepreneurial approach to economic development that seeks to grow the local economy from within. Its premise is that local entrepreneurs and microbusinesses create the companies that bring new wealth and economic growth to a region in the form of jobs, increased revenues, and a vibrant local business sector. New business creation seeks to focus on growing and nurturing start-up and small local businesses. 589 of 800 To support the entrepreneurial community, a network of resources and partners is being built to provide access to tools, knowledge, and experience that students and entrepreneurs need to go from idea to working business in a successful, sustainable manner. Building an ecosystem that provides access to knowledge and experience, finance and funding opportunities, as well as low-cost space is vital to the success of entrepreneurial start-up businesses. 4.5 PLACEMAKING & SISTER CITY COORDINATION As the global economy has evolved with an increasing number of technology-based and knowledge-sector jobs, cities have redeveloped their economic development strategies from solely focusing on transportation access, low costs, tax incentives, etc., to including the attraction of multi-generational talent by becoming desirable places to live. (Source: Michigan State University, 2015). Because workers are mobile and in high demand, they often decide to live and work in communities with a high quality of place. “Communities across the country are under pressure to identify the trends, tools and tactics that will help retain existing workers and attract new talent to help ease employer hiring challenges and demonstrate capacity to attract new investment. Talent continues to prioritize quality of life as an initial motivating factor causing them to begin to consider relocation, indicating that ‘The Great Reflection’ — the effect of the pandemic upending our traditional notions of work and life — has had lasting impacts. Now more than ever, talent is prioritizing the ability to live (and afford) a full life outside of work over the ‘hustle culture’ of the past.” (Development Counsellors International) EDRP, International Economic Development Council “Place Matters” According to recent studies of 25- to 34-year old, college-educated workers, the following factors were considered as part of their decisions to move and seek new employment: Elements of Quality Places: ▪ Mixed uses ▪ Preservation of historic structures 590 of 800 ▪ Public spaces ▪ Broadband ▪ Multiple mobility options ▪ Multiple housing options ▪ Community heritage ▪ Arts, culture, creativity ▪ Recreation & entertainment ▪ Green spaces Source: International Economic Development Council, 2017. Some key roles of the Economic Development department in the development of placemaking in the city are: providing leadership in sharing the city’s placemaking vision with local, regional and national stakeholders and partners; strengthening the city’s brand in BRE; workforce development and tourism promotion; and facilitating or initiating real estate development projects. As provided through demographic information presented in the Introduction and Community Services chapters, Federal Way is growing in its diversity. Due in part to its growing diversity, the city’s sister cities program is growing. The program has a long- standing history within the community, and the relationships forged through the sister cities program contribute to placemaking efforts through the impact from cultural resources, partnerships, and the resulting enhanced sense of place. These international relationships also open Federal Way to new opportunities in community building, diplomatic relationships, civic engagement, cultural exchange, and new businesses. The city’s current sister cities are: ▪ Donghae, South Korea ▪ Hachinohe, Japan ▪ Rivne, Ukraine 4.6 TOURISM According to the Washington Tourism Alliance, in 2019 (prior to declines directly resulting from the COVID-19 pandemic), Washington State had a total of 110 million annual visitors, with direct visitor spending totaling $21.9 billion. On average, visitors spent $60 million per day in Washington State. Tourism has been long regarded as a vibrant and somewhat simple economic development tool. Visitors arrive, spend money on food, retail shopping, accommodations, and attractions, and then return home. To capitalize on this revenue- generating activity, the city is working to understand why people are visiting Federal Way and how to increase the number of these visitors. Although excursions and local adventures such as hiking through the West Hylebos Wetlands Park or visiting Dash Point State Park represent a valuable tourism activity, understanding what brings people to stay in a hotel in the city is also a good way to better understand why people are visiting Federal Way. A 2021 study, funded by the city (Proposed Federal Way Hotel, HVS Consulting & Valuation), identified the hotel stays in Federal Way were comprised of Commercial (business travelers) at 43%, Groups (family reunions, sporting or entertainment events, company trainings, etc.) at 24%, and Leisure (those visiting or passing thru the area) at 33%. Based on the study cited above, business travel represents the largest group of hotel stays in Federal Way. These travelers chose Federal Way either because of businesses located in the city, or those located in nearby communities. The sector that represented the lowest proportion of hotel stays were groups visiting the city for some family, work, or event 591 of 800 activity. To increase tourism in the city, this sector could be targeted by hosting additional sporting events, festivals, etc. The following notable attractions are currently existing tourism assets that draw people to Federal Way: Wild Waves and Enchanted Village The largest theme park in western Washington, Wild Waves offers a variety of rides and amusements. The water park includes river rides, a maze of water slides, a wave pool, and more. Enchanted Village, the theme park section of Wild Waves, has an array of rides for families, kids, and thrill seekers. All summer long, visitors can stop by the Enchanted Village Stage for special entertainment like live magic and mad science experiment shows. King County Aquatic Center The Weyerhaeuser King County Aquatics Center was constructed for the 1990 Goodwill Games. It has hosted US Olympic Diving Team Trials, NCAA championships, PAC-12 conference championships, USA Swimming Winter National championships, and Speedo Junior National championships. Celebration Park The facility includes: batting fields with evening lights; bleachers; restroom and concession building; a total of eight soccer and baseball fields with evening lights; a children’s play structure; trails; and pathways connecting to the BPA Trail System and parking for 493 vehicles. Pacific Bonsai Museum One of only two museums in the United States solely dedicated to bonsai, and one of only a handful of bonsai museums worldwide, Pacific Bonsai Museum maintains a collection of 150 bonsai that are among the finest examples of bonsai anywhere in the world. The collection is also the most geographically diverse bonsai collection in the United States, with trees from Canada, China, Japan, Korea, Taiwan, and the United States. Rhododendron Species Botanical Garden The Rhododendron Species Botanical Garden is home the largest collection of Rhododendron species in the world. Visitors experience a diverse botanical collection in a forest of Douglas fir, western red cedar, hemlock, and other native plants. The garden is also home to beautiful companion plants, including the famous Himalayan blue poppies, camellias, magnolias, Japanese maples, and many rare plants. PowellsWood Garden Combines a lush pleasure garden and native woodland within a roughly 40-acre nature preserve. Dumas Bay Centre & Knutzen Family Theatre 592 of 800 Dumas Bay has three light-filled meeting and banquet rooms, each with stunning views of Puget Sound and the Olympic Mountains, plus a few interior meeting rooms for groups or breakouts. For overnight stays, there are 68 bedrooms plus one fully contained suite. Built in 1998, the theatre provides a venue for professional theatre and the symphony. The theatre seats 234 and has shown plays, musicals, and music performers. The Preforming Arts and Event Center (PAEC) The Federal Way Performing Arts & Event Center represents a new caliber of event space in South King County. It boasts state-of-the-art acoustics, two audience floors totaling over 700 seat capacity, removable orchestra shell, chorus risers, and marley dance floor. Dash Point State Park At nearly 400 acres with over 3,300 feet of saltwater shoreline, Dash Point State Park is the ideal location for outdoor fun. This park with camping and nearby trails gives visitors access to hiking, fishing, picnicking, and swimming. Dash Point has unobstructed views of Puget Sound and offers visitors the chance to observe the marine life of the Pacific Northwest. 4.7 GOALS & POLICIES This section contains the goals and policies of the Economic Development Chapter of the Comprehensive Plan. Goal ED G1 Support an equitable and strong local economy with opportunities for all to prosper. Policies ED P1.1 Support existing employers and the addition of new targeted employers that contribute to the diversity of the city’s employment base and support other industries in the city. ED P1.2 In conjunction with the local business community, including the chamber of commerce and cultural and ethnic community groups, actively pursue living- wage employers to support the local economy. ED P1.3 Develop an environment that fosters respect for all individuals and groups and promotes equitable employment opportunities. ED P1.4 Ensure that local economic development programing is inclusive, accessible, culturally appropriate, and serves the diverse community. Goal ED G2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. 593 of 800 Policies ED P2.1 Promote the continued diversification and sustainability of the local economy and expand employment opportunities for residents. ED P2.2 Establish and execute business, investor, and developer attraction programs to maintain active economic development pipelines. ED P2.3 Conduct regular business outreach and create programs to support business needs identified by such outreach. ED P2.4 Support organizations and programs that provide technical assistance to businesses. ED P2.5 Develop sales and promotion programs to educate and sell Federal Way as a city to live, work, and play in. Goal ED G3 Invest in placemaking spaces and community amenities to help attract businesses to Federal Way. Policies ED P3.1 Actively work to facilitate joint public/private funding of infrastructure and public spaces. ED P3.2 Develop downtown with a mix of uses such as the Performing Arts and Event Center (PAEC), public parks, and a mix of residential, commercial, office, educational, and civic uses. ED P3.3 Support the city of Federal Way’s Sister City Program to build cultural and employment ties with Sister City communities. Goal ED G4 Promote Federal Way as a business-friendly community. Policies ED P4.1 Continue to pursue aggressive public safety programs designed to protect residents, businesses, and their investments. ED P4.2 Continue to provide a business-friendly tax structure as well as regularly researching and developing additional business incentives. ED P4.3 Continue to manage an economic development webpage that promotes business and development opportunities within the community; provides an interactive database of information of value to site selectors, businesses, and developers; 594 of 800 and provides connections to the Federal Way Chamber and other business- oriented local resources. ED P4.4 Promote local businesses and locally-produced goods and services. ED P4.5 Continue to develop local, regional, and national marketing programs to actively change and improve the perception of Federal Way. Goal EDG 5 Ensure educational and training opportunities exist to align with future job growth. Policies ED P5.1 Encourage and support entrepreneurship opportunities and the growth of local microbusinesses. ED P5.2 Establish programs to build workforce pipelines between businesses and educational institutions. Goal ED G6 Emphasize redevelopment that transforms the city from a suburban bedroom community to a diverse jobs-rich urban center. Policies ED P6.1 Continue to utilize design guidelines to enhance the urban environment in order to retain and attract businesses and residents. ED P6.2 Continue to implement high-quality urban design standards for these areas. ED P6.3 Work with commercial property owners to understand their goals and needs; and collaborate on visioning and future redevelopment of their properties. Goal ED G7 Encourage and support the development of recreational and cultural facilities and/or events that will bring visitors to Federal Way, and attract new residents. Policies ED P7.1 Support and facilitate local cultural and regional recreational activities. ED P7.2 Encourage the expansion of existing, and development of new, multi-purpose facilities to host cultural and recreational activities, and continue to work with the lodging providers in order to increase the number of visitors to Federal Way, thus increasing visitor spending. 595 of 800 ED P7.3 Recognize a well-built environment with civic amenities helps attract the talented workers who will sustain economic growth. Goal ED G8 Encourage cooperative partnerships to address the economic resilience of the city. Policies ED P8.1 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide employment opportunities. ED P8.2 Continue to market the community for, and encourage development of, businesses in the high-tech sector. This effort will include exploration of regulatory and/or financial incentives to attract high-tech businesses and collaboration with regional communities, businesses, and local institutions of higher education to promote Federal Way and South King County. ED P8.3 Actively encourage redevelopment of the City Center and the creation of a vibrant downtown. ED P8.4 Work with the local real-estate community to market and promote vacancies in the office buildings in West Campus. ED P8.5 Explore innovative financing techniques to encourage desired redevelopment. ED P8.6 Support investment in educational, technical, and vocational programs that enhance the local skilled workforce. ED P8.7 Create opportunities for local entrepreneurs to learn from and engage with business development organizations including local and federal programs. ED P8.8 Strengthen Federal Way’s regional reputation and existing economic base through development of the city as a healthcare innovation hub or healthcare continuum city. This entails diversifying the existing healthcare industry through tangential and supportive businesses such as: medical supply chain, medical schools, aging in place services, medical tech, and workforce education. ED P8.9 Continue to assess regional, state, and national priorities and initiatives to find areas of synergy and opportunities to strengthen the city’s economic base against economic downturns. ED P8.10 Maintain industry memberships and participate in industry organizational events to ensure Federal Way is recognized as a strong economic partner both regionally and nationally. Goal 596 of 800 ED G9 Enhance the economic future of the community by encouraging the creation of new housing and jobs that provide a livable wage and reduce income disparity. Policies ED P9.1 Diversify the economic base by encouraging living wage jobs while preserving and enhancing the strong retail base. ED P9.2 Facilitate development opportunities for diverse housing options and active mixed-use neighborhoods to attract an educated and talented workforce. Goal ED G10 Implement infrastructure projects that support new and existing business and that reinforce the City Center’s position as the heart of the community. Policies ED P10.1 Establish and promote economic development activities in the City Center to work towards being recognized as a regional economic center and lifestyle destination. ED P10.2 Use capital facility funds to promote economic vitality in those areas designated for economic development, concentrations of employment, or mixed-use. Goal ED G11 Work with Federal Way property owners, educational institutions, businesses, and future businesses, to provide jobs for the next generation. Policies ED P11.1 Support opportunities for employee training and higher education opportunities in Federal Way. ED P11.2 Consider opportunities to partner with local human service organizations in providing employment training programs and job fairs for unemployed or under-employed workers. ED P11.3 Support and participate in regional economic development planning with the public and private sectors. ED P11.4 Partner with community agencies and organizations to address income equity and employment opportunities within the local economy. Goal ED G12 Promote a comprehensive approach working with city departments and business owners to strengthen the city’s business districts as clean, walkable, safe, and attractive environments. 597 of 800 Policies ED P12.1 Maintain a business climate that supports the retention and expansion of the city’s economic base. ED P12.2 Promote infrastructure projects that enhance the city’s quality of life and business climate. ED P12.3 Collaborate with and educate city departments, property owners, and business owners on economic development goals and initiatives in order to gain support. This includes local, regional, national, public, private, and/or non-profit entities. ED P12.4 Establish four business districts in the city (north, south east, west) to create a sense of business community, brand, and personality. The districts will serve as a way to convene businesses at a more neighborhood level and disseminate or collect information. Goal ED G13 Explore models for expediting the permitting process for targeted projects to improve permitting timelines and predictability for applicants. Policies ED P13.1 Continue to implement a streamlined permitting process to reduce the upfront costs of locating businesses or redeveloping businesses in the City and seek ways to make the process more applicant-friendly. ED P13.2 Implement zoning and provide financial incentives that encourage prioritized development consistent with comprehensive and subarea plans, and orderly, phased growth. 4.8 MAPS The Major Employment Centers Map (Map IV-1) graphically displays the portions of the City where employment concentrations should occur. Map IV-2 illustrates Federal Way’s location in the 4-county region. 598 of 800 599 of 800 600 of 800 CHAPTER FOUR ECONOMIC DEVELOPMENT 4.0 INTRODUCTION & VISION ____________________________________ 1 4.1 POLICY BACKGROUNDEMPLOYMENT _________________________ 2 Growth Management Act __________________________________________ 42 VISION 2040 _____________________________________________________ 52 Countywide Planning Policies _____________________________________ 64 4.2 SUMMARY OF EXISTING CONDITIONSBUSINESS RETENTION & EXPANSION _________________________________________________ 75 General Patterns of Existing Development __________________________ 75 Demographics ____________________________________________________ 85 Federal Way’s Regional Role ______________________________________ 118 Retail, Lodging, and Restaurant Development ______________________ 129 Office Development ____________________________________________ 1411 Commercial Enterprise __________________________________________ 1411 Residential Development ________________________________________ 1512 Institutional, Educational, Cultural, Recreational Development and Tourism _______________________________________________________ 1512 4.3 KEY ISSUES AND TRENDS AFFECTING FEDERAL WAY’S ECONOMIC FUTUREBUSINESS ATTRACTION _______________ 1613 Strengths of the Local Economy __________________________________ 1613 Challenges Facing Federal Way __________________________________ 1814 4.4 IMPLEMENTATIONECONOMIC GARDENINGNew Business Creation ___________________________________________________ 1815 Attributes of Successful Economic Development Programs __________ 1915 The City’s Role in the Economic Life of a Community ______________ 1915 Economic Development Strategy for Federal Way __________________ 2117 4.5 PLACEMAKING & SISTER CITY COORDINATIONTHE ECONOMIC DEVELOPMENT VISION FOR FEDERAL WAY ________________ 2117 Economic Development Goals ___________________________________ 2517 4.6 TOURISM ________________________________________________ 21175 4.7 GOALS & POLICIES _______________________________________ 21177 601 of 800 4.8 MAPS ___________________________________________________ 211713 Map Map IV-1 – Federal Way Location in King County This page intentionally left blank. 602 of 800 4.0 INTRODUCTION & VISION Introduction Economic development is the creation of wealth from which community benefits are realized. It is more than a jobs program, it is an investment in growing the local economy and enhancing the prosperity and quality of life for all residents. Economic development is a concerted effort on the part of the city to influence the direction of private sector investment toward opportunities that can lead to sustained economic growth. Sustained economic growth can provide sufficient incomes for the local labor force, profitable business opportunities for employers, and tax revenues for maintaining infrastructure to support continued growth. There is no alternative to private sector investment as the engine for economic growth, but there are many public initiatives that can support and encourage investments where the community feels they are needed the most. Federal Way recognizes five primary approaches to enhance local economic development. They are: ▪ Business Retention and Expansion – providing support and assistance to existing businesses. ▪ Business Attraction – attracting new business to the city. ▪ New Business Creation – encouraging the growth of new businesses. ▪ Placemaking – investing in community assets, inspiration, and potential with the intention of creating public spaces that promote people's health, happiness, and well-being. ▪ Tourism – according to the World Bank, tourism is estimated to contribute approximately 10 percent of global gross domestic product (GDP), and is the largest contributor to employment worldwide. Federal Way’s vision is to create a sustainable, diversified, and globally-focused economy. To achieve this vision, the City must diversify its employment base. In addition the City must increase the overall number of jobs in order to improve the balance between jobs and households in the City. Federal Way’s unique location between the two regional centers of Seattle and Tacoma, both with large concentrations of population and large, successful ports represents a significant opportunity. Federal Way is part of the larger Puget Sound economy, and therefore, economic change will depend in large part on the market forces at work within the greater region. The City is home to prominent regional, national, and international businesses. The fortune 500 company, Kiewit Bridge and Marine, has an operation center here and the internationally known World Vision is located here. Federal Way is also home to St. Francis Hospital, which is consistently named one of the top 100 hospitals in America. 603 of 800 Source: City of Federal Way Attractive contemporary office buildings, pleasant waterfront setting and affordable middle-class housing set Federal Way apart from its South Sound neighbors, such as Kent, Tukwila and Renton. Conveniently located along the Interstate 5 corridor, the City is close to Sea-Tac International Airport and the ports of Seattle and Tacoma, and is within easy reach of Olympia. In addition, the City holds unique regional attractions for entertainment and recreation, such as Wild Waves Theme Park, the Pacific Bonsai Museum, the Rhododendron Species Garden, and the King County Aquatic Center. Vision Based on the City’s Economic Development Strategy (Some Assembly Required, 2015), its mission is, “The Ccity to produces solutions to attract and retain businesses, jobs, and investments, along with improving the tax base and enhancing the quality of life in Federal Way.” This chapter identifies the goals and policies necessary for the City to positively impact its economy over the next 20 years.. 4.1 POLICY BACKGROUNDEMPLOYMENT The City’s comprehensive plan is required to be consistent with the Growth Management Act (GMA), Puget Sound Regional Council goals and policies of Vision 20402050, and the King County Countywide Planning Policies (CWPPs). The sections below briefly identify the relevant goals and policies under each of those categories to establish the context for economic development planning in the region. The City’s specific goals and policies are consistent with these regional goals and policies and are contained in Section 4.5 of this chapter. As part of the planning process, the cCity is given growth targets for housing and employment for the next 20 years. These targets are forecasts that are given to each county from the Washington Office of Financial Management. King County then goes through a process to allocate the county totals to the cities and unincorporated parts 604 of 800 of the county. For the previous growth period (2006-2035), Federal Way was forecast to grow by 14,268 jobs. The forecast for the 2024-2044 period is 20,460. The 2006 to 2018 actual growth and the forecast of new jobs is illustrated in Figure ED-1. Figure ED-1 (Employment Growth Target) Sources: Job Growth – WA ESD, GMA Targets – King County. Actual Forecast 1 (2006-2035) Forecast 2 (2024-2044) 2006 31,616 31,616 2018 31,148 36,588 2021 31,618 41,560 31,618 2035 46,352 41,848 2044 52,078 Much of the reason for the lack of increase in employment over the previous planning cycles is due to the exodus of the Weyerhaeuser corporate headquarters from Federal Way to Seattle. Although there have been some recent employment gains (notably: DaVita, Smith Brothers, Pape, and All-City Fence), the city will need to reassess its strategies moving forward if it expects to reach its target of growing over 20,000 new jobs in the City over the next 20 years. Analyzing the current clusters of jobs in the city (Figure ED-2), Healthcare, Education, and Retail are the top 3 employment sectors currently found in the city. Figure ED-2 (Employment Sectors) Industry Jobs % of Total Healthcare & Social Assistance 5,511 17% Educational Services 5,169 16% Retail Trade 3,808 12% Government 3,304 10% 605 of 800 Accommodation & Food Services 3,224 10% Arts, Entertainment, Recreation 2,745 9% Administrative & Support 1,147 4% Management 1,032 3% Finance & Insurance 1,022 3% Construction 1,001 3% Professional, Scientific & Tech Services 935 3% Wholesale Trade 645 2% Real Estate 635 2% Other 1,440 5% Total 31,618 100% Source: WA ESD Growth Management Act RCW 36.70A.020, Planning Goals of the GMA, includes a goal to encourage economic development throughout the state that is consistent with adopted comprehensive plans all within the capacities of the state’s natural resources, public services, and public facilities. • Encourage economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons. • Promote the retention and expansion of existing businesses and recruitment of new businesses. • Recognizes regional differences impacting economic development opportunities. • Encourages growth in areas experiencing insufficient economic growth. The GMA further states that each comprehensive plan must include an economic development chapter that establishes local goals, policies, objectives, and provisions for economic growth and vitality, and a high quality of life. The chapter shall include: • A summary of the local economy such as population, employment, payroll, sectors, businesses, sales, and other information as appropriate. • A summary of the strengths and weaknesses of the local economy; defined as the commercial and industrial sectors and supporting factors such as land use, transportation, utilities, education, workforce, housing, and natural/cultural resources. • An identification of policies, programs, and projects to foster economic growth and development and to address future needs. 606 of 800 VISION 2040 The Puget Sound Regional Council (PSRC) has also adopted region-wide goals and objectives related to economic development that will be implemented through local comprehensive plans. The overarching goal of VISION 2040 is that the region will have a prospering and sustainable regional economy by supporting businesses and job creation, investing in all people, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life. VISION 2040 has a number of goals and policies related to economic development. The following VISION 2040 goals and selected policies are most relevant to Federal Way: Business Goal and Policies Goal: The region’s economy prospers by supporting businesses and job creation. MPP-Ec-1: Support economic development activities that help to retain, expand, or diversify the region’s businesses. Target recruitment activities towards businesses that provide family-wage jobs. MPP-Ec-5: Foster a supportive environment for business startups, small businesses, and locally owned businesses to help them continue to prosper. People Goal and Policies Goal: The region’s economy prospers by investing in all of its people. MPP-Ec-8: Promote economic activity and employment growth that creates widely shared prosperity and sustains a diversity of family-wage jobs for the region’s residents. MPP-Ec-9: Ensure that the region has a high quality education system that is accessible to all of the region’s residents. MPP-Ec-10: Ensure that the region has high quality and accessible training programs that give people opportunities to learn, maintain, and upgrade skills necessary to meet the current and forecast needs of the regional and global economy. Places Goal and Policies 607 of 800 Goal: The region’s economy prospers through the creation of great central places, diverse communities, and high quality of life that integrates transportation, the economy, and the environment. MPP-Ec-17: Use incentives and investments to create a closer balance between jobs and housing, consistent with the regional growth strategy. MPP-Ec-18: Concentrate a significant amount of economic growth in designated centers and connect them to each other in order to strengthen the region’s economy and communities and to promote economic opportunity. MPP-Ec-20: Provide an adequate supply of housing with good access to employment centers to support job creation and economic growth. Countywide Planning Policies The Countywide Planning Policies (CWPPs) must be consistent with both the GMA and VISION 2040. The CWPPs promote the creation of a healthy and diverse economic climate. The overarching goal of the CWPPs is that people throughout King County have opportunities to prosper and enjoy a high quality of life through economic growth and job creation. The CWPPs state that each local community will have an individual focus on economic development, while the region’s prosperity will benefit from coordination between local plans and the regional vision that take into account the county’s and the region’s overall plan for growth. There are number of goals and policies related to economic development in the CWPPs. Following are selected policies that are most relevant to Federal Way: EC‐2: Support economic growth that accommodates employment growth targets through local land use plans, infrastructure development, and implementation of economic development strategies. EC‐6: Foster the retention and development of those businesses and industries that export their goods and services outside the region. EC‐7: Promote an economic climate that is supportive of business formation, expansion, and retention, and emphasizes the importance of small businesses in creating jobs. EC‐8: Foster a broad range of public‐private partnerships to implement economic development policies, programs, and projects. 608 of 800 EC‐9: Identify and support the retention of key regional and local assets to the economy, such as major educational facilities, research institutions, health care facilities, manufacturing facilities, and port facilities. EC‐11: Work with schools and other institutions to increase graduation rates and sustain a highly‐educated and skilled local workforce. This includes aligning job training and education offerings that are consistent with the skill needs of the region’s industry clusters. Identify partnership and funding opportunities where appropriate. 4.2 SUMMARY OF EXISTING CONDITIONSBUSINESS RETENTION & EXPANSION Business Retention & Expansion (BRE) is an economic development strategy that promotes business growth, capital investment, and job creation by connecting local business owners with the resources they need to stay, grow, and succeed in the city. Although BRE tends to fall in the shadow of business attraction, BRE is more effective at addressing fundamental growth and sustaining a healthy local economy. This is due to: a larger percentage of local businesses as an economic base over relocating businesses, the local economy being driven mainly by existing business, and the cost of retaining an existing business being much less (5 to 25 times less) than attracting a new business. BRE is therefore the backbone of the city’s economic development strategy. BRE in practice requires proactively connecting with existing businesses to understand and respond to their needs. Those connections identify issues, and provide increased opportunities to help existing businesses expand or, if they are at risk of closing or relocating, stay open and stay in the community. Too often the sudden closing of a long- time business surprises residents and local officials alike who assume a business is doing fine simply because the doors remain open each day. General Patterns of Existing Development Federal Way is characterized by: • High-quality single- and multiple-family residential areas. • A range of housing that includes modest homes, manufactured dwellings, and large luxury waterfront homes. • Auto-oriented, suburban scale regional shopping center, such as The Commons; community shopping centers, such as SeaTac Village and Pavilions Center; and numerous strip centers. • Big box retail south of South 348th Street. 609 of 800 • Two high-quality business and office parks—West Campus and East Campus. • Semi-rural areas, wildlife areas, areas without utilities, and much vacant open space. • An amusement park that is a regional draw. • A waterfront primarily occupied by high-quality homes, but not particularly accessible to the public. • Many marginal commercial areas with redevelopment potential along Pacific Highway South (SR-99) that are vestiges of a prior era. Demographics Federal Way historically has been primarily a suburban, bedroom community. It has more households than jobs and as a result, provides more workers to the region than it attracts. However, since the City’s incorporation, this balance between homes and jobs has shifted. Based on US Census data, the City’s residential population grew by 23 percent from 67,554 in 1990 to 83,259 in 2000 and by 7 percent from 83,259 in 2000 to 89,306 in 2010. The City’s covered employment grew by 44 percent from 21,756 in 1990 to 31,315 in 2000, but decreased by 10 percent from 31,315 in 2000 to 28,270 in 2010 based on PSRC’s Covered Employment Estimates. The decrease in jobs between 2000 and 2010 reflects the impact of the 2008 recession, which has resulted in an even greater jobs/ housing imbalance as shown in Table IV-1 and described in the following paragraph. A high percentage of Federal Way residents that are part of the labor force do not work in Federal Way. The following table compares 2002 and 2011 labor force data. While the employment base of Federal Way has grown, nearly 87 percent of Federal Way’s residents are employed elsewhere. This percentage has changed little from 2002 to 2011. Table IV-1 Work Destination – Where Workers are Employed Who Live in Federal Way 2002 2011 City Total Percentage Total Percentage Seattle 10,310 26.3 8,500 22.7 Federal Way 5,459 13.9 4,991 13.4 Kent 2,922 7.5 2,430 7.0 Tacoma 2,546 6.5 2,627 6.5 SeaTac 2,018 5.1 1,620 4.7 Tukwila 1,834 4.7 1,670 4.5 Auburn 1,574 4.0 1,772 4.5 Bellevue 1,402 3.6 1,458 4.3 Renton 1,364 3.5 1,674 3.9 Burien 904 2.3 NA NA Everett NA NA 686 1.8 610 of 800 2002 2011 City Total Percentage Total Percentage All Others 8,885 22.7 9,936 26.6 Total 39,218 100 37,364 100 Source: US Census Bureau, On The Map According to the City’s Economic Development Strategy, and shown in the following Table IV-2, the largest group of workers employed in Federal Way, who do not live in the City, come from Tacoma at 2,708. Tacoma is followed by Seattle, Kent, and Auburn. The largest employers in Federal Way are shown in Table IV-3. Table IV-2 Work Destination – Where Workers Who are Employed in Federal Way Live 2002 2011 City Total Percentage Total Percentage Federal Way 4,991 16.5 4,991 16.5 Tacoma 2,708 9.6 2,914 9.6 Seattle 1,224 4.7 1,401 4.6 Kent 901 4.6 1,429 4.7 Auburn 865 4.2 1,274 4.2 Lakeland South 579 2.3 548 1.8 Lakewood 520 1.9 NA NA South Hill 519 1.8 681 2.3 Puyallup 490 1.8 570 1.9 Des Moines 481 1.6 542 1.8 Renton NA NA 478 1.6 All Others 11,915 47.3 15,403 51.0 Total 25,681 100 30,231 100 Source: US Census Bureau, On The Map Table IV-3 Major Employers in Federal Way Name Number of Employees Federal Way School District 2,600 World Vision 1,704 Xerox Commercial Services 1,350 Weyerhaeuser 1,225 St. Francis 875 Norpoint Entertainment LLC (Wild Waves) 36 permanent (800-1000 seasonal employees) US Postal Services 616 611 of 800 Name Number of Employees Walmart 560 City of Federal Way 480 (approximately 180 are seasonal employees) DaVita 318 Safeway 254 Virginia Mason Health Care 253 Costco 221 Berger ABM Inc. 220 Fred Meyer 220 Source: City of Federal Way 2013/2014 Business License The 2000 Census information showed that Federal Way’s median income levels had grown substantially since 1990, with the City, at that time, leading the South King County cities in the percentage of wage-earning households, as well as median household income. Based on the 2000 census, with a median household income reported of $49,278, Federal Way had a higher median household income than that of any of the other major South King County cities (Renton, Kent, Burien, Auburn, Tukwila, and SeaTac. However, as the following Table IV-4 shows based on the American Community Survey (ACS) 5 Year Estimate 2009-2013, Federal Way’s median income now ranks fourth among the major South King County cities. This is likely the result of regional housing trends that are forcing lower income families to move out of Seattle and settle further north or south where housing process are more affordable. 612 of 800 Table IV-4 Median Income City Median Income ($) Renton $64,141 Des Moines $59,799 Kent $57,553 Federal Way $55,872 Auburn $55,483 Burien $50,805 SeaTac $46,328 Tukwila $43,331 Source: ACS 5 Year Estimate 2009-2013 Federal Way’s Regional Role Federal Way is located at a mid-point in the Seattle-Tacoma metropolitan region at the intersection of I-5 and SR-18, with easy access to the Ports of Seattle and Tacoma and SeaTac International Airport. Federal Way’s location is a prime asset as traffic congestion and concerns over personal and freight mobility within the region become paramount issues for commerce and industry, as well as commuters. Nevertheless, the economic boom that is underway has largely been concentrated in the eastside communities and, downtown Seattle. However, with changes in the high-tech industry, such as increased opportunities for telecommuting; increasing traffic congestion; soaring housing prices; and increasing limits to growth in those areas, Federal Way is in an even better position from a regional perspective. Economic Base Federal Way’s retail base is diverse and attracts customers from outside the City limits. Its market share; however, is relatively low compared to other Southwest King County communities. Although Federal Way retailers capture a good deal of the City’s primary and secondary market expenditures for general merchandise and food trade, a high percentage of local shoppers go elsewhere to shop for items such as automobiles, apparel/accessories, miscellaneous retail purchase, building materials, and furniture. As can be seen from the data in Table IV-5, in 2012 Federal Way’s strongest employment sectors were Services, Health Care, Retail, and Tourism. The percentage of total employees in these sectors exceeded the South King County (Federal Way, Auburn, Burien, Des Moines, Kent, and Renton) percentages. The percentage of employees in Federal Way in the Healthcare, Retail and Tourism sectors also exceeded the countywide percentages; however, percentage of employees in Services in Federal Way was a little less than the percentage countywide. The City had noticeably fewer jobs than average in the Manufacturing and Wholesale Trade, Transportation, and Utilities sectors. 613 of 800 Table IV-5 2012 Employment Estimates Federal Way and King County Employment Category Federal Way Employees Percentage of Total Employees South King County Employees Percentag e of Total Employees Countywide Employees Percentage of Total Employees Services Excluding Health Care & Tourism 6,765 22.95% 35,621 15.14% 318,997 27.90% Healthcare 5,713 19.38% 23,763 10.10% 130,180 11.38% Retail 4,585 15.55% 23,243 9.88% 107,884 9.44% Tourism 3,654 12.40% 21,929 9.32% 118,063 10.33% Education 2,087 7.08% 12,893 5.48% 70,974 6.21% Finance, Insurance and Real Estate 1,964 6.66% 8,305 3.53% 62,621 5.48% Government: Public Sector Employment Excluding Education 1,696 5.75% 17,480 7.43% 86,211 7.54% Wholesale Trade, Transportation and Utilities 1,644 5.58% 42,177 17.92% 99,876 8.74% Construction and Resources 853 2.89% 9,352 3.97% 47,469 4.15% Manufacturing 516 1.75% 40,537 17.23% 100,982 8.83% Total 29,477 100% 235,300 100% 1,143,257 100.00% Source: 2012 PSCR Covered Employment Estimates by Jurisdiction Retail, Lodging, and Restaurant Development Developed and opened in 1975, as SeaTac Mall, the mall now known as the Commons was the primary force behind the growth of retail in Federal Way during the 1980s. After a period of some decline during the great recession, the Commons has new ownership and is in a period of growth. Since 2007, the Commons has added new tenants; these include the Century Federal Way Theatres, Target, Kohl’s, and most recently Dick’s Source: City of Federal Way 614 of 800 Sporting Goods in the Fall of 2014. In 1995, Pavilons Centre replaced the old Federal Way Shopping Center, and in 2001 the Pavilions Center Phase II, a major addition and redevelopment, came on line. In 1998, SeaTac Village was given a complete face-lift incorporating the City’s commercial design guidelines. In addition, in the late 1990s, a new Walmart store moved into the City Center (downtown), and there have been several renovations and remodeling of existing retail structures, including the conversion of the old Safeway building at the southwest corner of South 320th and Pacific Highway into Rite Aid and the former K-Mart into a Safeway store. In early 2000, a 45,000 square foot Best Buy opened in the City Center and a 52,000 square foot Albertson’s remodel occurred in the Community Business zone along Pacific Highway South. Albertson’s has recently been acquired by Haggen, and the store was formally opened on June 6th. Also, Hong Kong Market will soon open in the Northshore Shopping Center (21st Avenue SW and SW 356th Street). In 2006 and 2007, the portion of the Commercial Enterprise zoned area located between South 344th and South 356th Streets and Pacific Highway South and I-5 experienced both new development and redevelopment. The Federal Way Marketplace shopping center, located north of South 348th Street, was developed on a vacant 33.5 acre site. Federal Way Crossings and Lowe’s, located between South 348th and South 356th Streets, were constructed on previously developed parcels of 21 acres and 17.62 acres, respectively. The Federal Way Marketplace is a multi-tenant complex consisting of 245,785 square feet of commercial uses, including a 203,000 square-foot Walmart Supercenter, banks, full service and fast food restaurants, office, and storage uses. Federal Way Crossings is a multi-tenant complex consisting of 185,156 square feet of retail, commercial, and financial services restaurants; and Lowe’s is a 169,000 square foot home improvement center. Between 1995 and 2015, five hotels/motels have been constructed in and around the City Center. These include Best Western plus Evergreen Inn & Suites, Courtyard by Marriott, Extended Stay, Comfort Inn, and Hampton Inn & Suites. In addition, a Holiday Inn Express, Sunnyside Motel (Travel Lodge), and Quality Inn have been built south of the City Center along Pacific Highway. Since the comprehensive plan was last updated in 2007, a number of new restaurants have opened in Federal Way. These include Panera Bread, McGraths, and Buffalo Wild Wings, which were constructed on pads at the Commons Mall. Herfy’s Burgers and Stacks (formerly Mooyah) moved into SeaTac Village and Pimienta Bistro and Bar moved to the corner of Hoyt Road SW and SW 340th Street. East India Grill and the Ram moved into Gateway Center. Applebee’s relocated from within the Commons to an outside pad, and Billy McHale’s relocated from SeaTac Village to Celebration Center. Source: City of Federal Way 615 of 800 Office Development Federal Way’s East and West Campus developments set a standard in the region as two of the best examples of master-planned office campuses in the Pacific Northwest. The quality of office development in these areas is decidedly different than elsewhere in Federal Way and Southwest King County. Since incorporation, the majority of new office development has been located within Federal Way’s East Campus, which is presently developed with more than 1.5 million square feet of office, not including the Weyerhaeuser Corporate Headquarters and ancillary buildings, which total approximately 358,000 square feet. Source: City of Federal Way Between 1990 and 2006, the West Campus area saw little new office development. Permits had been issued, but not picked up, due to rising vacancy rates. However, since 2006-2007, there has been an additional 27,575 square feet of office space constructed, for a total of 1,564,306 square feet. Citywide, as of 2012, there was a 24.6 percent overall office vacancy rate. This percentage will increase dramatically once the Weyerhaeuser Corporation moves its headquarters to Seattle in 2016. In the City Center, only 3,699 square feet of office space has been constructed since the last comprehensive plan update, and office buildings continue to constitute a minority of the City Center’s development. Commercial Enterprise There has been no substantive Business Park development since the City’s incorporation. This lack of Business Park development suggests the influence of market forces outside of the City limits, where cheaper land, better freight access, and established industrial parks act as a draw for prospective business park development. As a result, in 2007 the City adopted a new zoning designation, the Commercial Enterprise (CE) designation, which replaces the former Business Park (BP) zoning designation. The CE designation was created in order to meet changing market conditions, as indicated by City market studies and by numerous rezone requests. The CE designation is intended to capture the demand for a diverse mix of industrial, office, and retail sales and services, arrayed in well integrated, high quality developments. 616 of 800 Residential Development One of Federal Way’s strengths is the range and quality of its housing stock. The quality, quantity, and range of options for housing are major factors in business siting decisions. Please refer to Chapter 5, Housing, for a description of housing in Federal Way. Institutional, Educational, Cultural, Recreational Development and Tourism The City boasts a number of outstanding health care facilities, including St. Francis Hospital, Virginia Mason Clinic, and Group Health. This growing medical sector includes Total Renal Care Inc. (DaVita) and Children’s Hospital, which is expected to open in 2015. Built in 1998, the Knutzen Family Theatre provides a venue for professional theatre and the symphony. A City owned/operated Community Center, which offers a wide variety of classes and recreational facilities, was constructed in 2007. The Federal Way Parks, Recreation, and Cultural Services Department offers a summer concert series at Steel Lake Park. Each year, Federal Way’s July 4th Red, White, and Blues festival is held at Celebration Park. Source: City of Federal Way Tourist attractions in Federal Way include Wild Waves Theme Park which has a regional draw during the summer; the King County Aquatic Center, which hosts national swim meets; Celebration Park where the nationally acclaimed tournament soccer and baseball facilities draw tourist activities; the Pacific Bonsai Museum, which features outstanding bonsai from the Pacific Rim nations of Canada, China, Korea, Taiwan, and the United States; the Rhododendron Species Botanical Garden, home to one of the largest collections of species of rhododendrons in the world; PowellsWood Garden, which includes seven distinct gardens separated by hedges; the City-owned Dumas Bay Centre, which offers meeting rooms and overnight accommodations in a spectacular natural setting with stunning 617 of 800 views of Puget Sound and the Olympic mountains; West Hylebos Wetlands Park, a 120 acre wetland park with a large trail and boardwalk network; the Brooklake Community Center, which potentially could be connected to the West Hylebos Wetlands Park by extension of the boardwalk, and could also include an educational/learning center focused on the history of the property and surrounding areas and/or environment; and the Farmers Market, which acts as a gathering place for the community during the Spring and Summer. The City is also in the planning stages for a 700-seat, 44,000 square foot Preforming Arts and Events Center (PAEC) and associated hotel, which will be built in the City Center. The PAEC has the potential to generate significant redevelopment in the City Center. In 2001, the DeVry University opened their first Northwest Campus in Federal Way. This 100,000 square foot facility provides technology training customized to increase employee workplace skills. The City is actively involved in recruiting a branch campus of a four-year institution or an institution of higher learning with programmatic elements consistent with a four-year institution. The City is also pursuing education programs through partnerships in specialized career focused areas. The university and education initiatives are being pursued to enhance educational and training opportunities to establish career paths and prepare students for the market economy of the future. 4.3 KEY ISSUES AND TRENDS AFFECTING FEDERAL WAY’S ECONOMIC FUTUREBUSINESS ATTRACTION When Weyerhaeuser moved its corporate headquarters (HQ) to Seattle in 2014, Federal Way lost its largest employer and approximately 1,500 jobs (Seattle PI). The campus was sold to IRG and warehousing/distribution facilities have since been built on a portion of the property. The city would like to see another major employment activity reoccupy the former HQ building. Source: Honda. 618 of 800 Trying to attract a new corporate headquarters to the city, whether to the HQ building or another location, is resource intensive and competitive. “Evidence suggests that Fortune 500 corporations tend to grow and stay in place, while smaller companies are more likely to make a headquarters move. But every year, a few major companies make the news with a headquarters announcement such as Boeing’s move to Chicago.” (Whittaker Associates) A focused and targeted approach is needed to identify and generate potential business investment leads. Generally-accepted steps for successful business attraction efforts include: 1) Economic Development Website 2) Community and Economic Development Brand 3) Develop a List of Companies to Target 4) Contact Prospective Investors 5) Maintain Relationships with Prospective Investors Although the city currently has an Economic Development page within the city’s existing website, the Economic Development Department is reviewing and analyzing competitor cities’ websites to inform the development of a new website with appropriate data for site selectors and businesses seeking to relocate to Federal Way. In addition to refreshing the city’s webpage, Steps 2-5 are being built into a sustainable strategy which the Economic Development department will execute in order to compete with other communities for landing relocating businesses. Strengths of the Local Economy According to the City’s Economic Development Strategy, Federal Way’s strengths lie in its young population, quality of life, and location. • Young Population – Federal Way has a young population compared to King County and the state. According to the ACS 5 Year Estimate 2009-2013, approximately 50 percent of Federal Way’s population is less than 35 years old, compared to 47 percent for both King County and the state. In addition, the median age in Federal Way is 35 years as compared to 37 years for King County and the state. • Quality of Life – There are a wide variety of recreational opportunities in the Federal Way area. These opportunities range from Dash Point State Park, a 398- acre state park on the west side of the city; Celebration Park, an 84-acre community park located approximately in the middle of the City with ball fields and walking trails; the Bonneville Power Administration right-of-way recreation trails; and Wild Waves Theme Park, a 72-acre water and amusement park. In addition, Federal Way has a high percentage of affordable housing. In 2012, 35 percent of all occupied housing units were affordable for those at 51-80 percent of area median income, families making approximately $40,000 to $59,000 based on a three-person household, and 24 percent of all occupied housing units were affordable for those at 41-50 percent of area median income, families making approximately $24,000 to $40,000 based on a three-person 619 of 800 household. Federal Way has a low crime rate compared to Tacoma and other south end cities. • Location – Federal Way is strategically located adjacent to Interstate 5 between the major cities of Seattle and Tacoma, close to an international airport, and the deep water marine terminals of the ports of Seattle and Tacoma. It is also part of a market area with a population of 3.7 million. Challenges Facing Federal Way According to the City’s Economic Development Strategy, there are several key issues that impact the City’s economic future. These include the following: • Jobs Housing Balance – Historically, Federal Way has had a jobs/housing imbalance. In 2013, Federal Way had a jobs/housing ratio of 0.83, compared to 1.51 for King County and 1.15 for the four-county Central Puget Sound region. A low jobs/housing ratio indicates a housing-rich “bedroom community,” while a high jobs/housing ratio indicates an employment center. Federal Way has been a bedroom community to Seattle and Tacoma. This has caused constraints on infrastructure and mass transit systems, and gridlock at rush hours. Through the reuse of the Weyerhaeuser campus and the redevelopment of downtown, there is opportunity to create employment opportunities for the City’s residents by bringing new businesses or expanding existing businesses. • Income Levels – Based upon the ACS 5 Year Estimate 2009-2013, 16 percent of Federal Way’s population lives below poverty levels compared to 11 percent for King County and 13 percent for the state. Additionally, the Median Household Income of Federal Way was $55,872, compared to $71, 811 for King County, and $59,478 for the state. • Education Levels – Data from the ACS 5 Year Estimate 2009-2013 identified 25 percent of the population of Federal Way as having a bachelor’s degree or better. This is less than the state percentage at 32 percent, King County at 46 percent, and Seattle at over 50 percent. In the “Information Age,” an educated workforce is tantamount to success for a business. • Departure of Weyerhaeuser – This longtime business has made a decision to consolidate and move into a new building in downtown Seattle. This movement will create a loss of 1,250 jobs to Federal Way. The reuse of their 430 acre campus, two iconic buildings, and corresponding property provides an unequalled opportunity to bring the next generation of businesses and jobs to Federal Way. 4.4 IMPLEMENTATIONECONOMIC GARDENINGNEW 620 of 800 BUSINESS CREATION New business creation is an entrepreneurial approach to economic development that seeks to grow the local economy from within. Its premise is that local entrepreneurs and microbusinesses create the companies that bring new wealth and economic growth to a region in the form of jobs, increased revenues, and a vibrant local business sector. New business creation seeks to focus on growing and nurturing start-up and small local businesses. To support the entrepreneurial community, a network of resources and partners is being built to provide access to tools, knowledge, and experience that students and entrepreneurs need to go from idea to working business in a successful, sustainable manner. Building an ecosystem that provides access to: knowledge and experience, finance and funding opportunities, as well as low-cost space is vital to the success of entrepreneurial start-up businesses. Attributes of Successful Economic Development Programs Successful economic development programs typically have the following attributes. First, they receive material support and leadership from the Mayor, City Council, and senior City staff. Second, the municipal leadership is willing to work creatively and cooperatively with private sector leaders and businesses to accomplish economic development goals. They have the ability and find the resources to target infrastructure projects and programs to encourage development or redevelopment of specific areas. To do this, they work aggressively to secure state and federal funds for local public and private assistance. The City is committed to the above principles in development and execution of its economic development strategy. The City has also been creative and open to exploring and adopting innovative regulatory and incentive programs to attract and retain businesses and development projects, such as the Multi-Family Tax Exemption. Key among such programs should be any efforts aimed at predictable and streamlined permitting processes, such as the SEPA Planned Action in the City Center. The City’s Role in the Economic Life of a Community In the State of Washington, the direct actions that cities can take to encourage economic development have historically been more limited than in other states. However, one of the most significant direct actions a city can take is to provide the necessary infrastructure. This includes: 1) developing long term facilities expansion plans for infrastructure such as roads; 2) designing the specific systems and projects; 3) raising or borrowing local funds to finance the projects or act as a conduit for state, federal, and intergovernmental funds; and 4) forming public-private partnerships to jointly construct projects. Since incorporation, the City with the assistance of state and federal funds, has widened and improved Pacific Highway South and South 320th Street, both major 621 of 800 corridors through the City. This has facilitated the movement of traffic and goods through and around the City as Pacific Highway South is a major north-south arterial and South 320th street is a major east-west arterial. Second, a city can deliver high quality and cost effective urban services. These necessary services include police and fire protection; parks, recreation, and cultural services; social services and job training; and a well-run land use planning and regulatory process. In an effort to provide high quality and cost effective service, and in order to reduce crime rates, the City of Federal Way formed its own Police Department in 1996, six years after incorporation. In 1997, the City constructed Celebration Park, an 84 acre community park. This has made a large contribution to the local economy in terms of bringing baseball and soccer tournaments to the City, thus benefiting the lodging and eating establishments. In addition, a city can actively participate in public/private groups designed to help businesses and the development community as they work their way through the state and federal regulatory processes. Third, a city can directly impact economic development by doing market research or by being a landowner and developer. For example, a city could develop, maintain, and disseminate data and analysis on local development conditions and trends, as well as monitor important trends and assumptions upon which plans, programs, and strategies are based. The City maintains a web site which contains a variety of economic development- related information aimed at marketing the community in order to attract new businesses to the area. In addition, a city can buy land, aggregate parcels, and make necessary improvement so that it is ready for new development or redevelopment. For example, the City has acquired 17 acres in the downtown and will be embarking on developing a Town Center, which includes four components (see additional discussion in Chapter 7, City Center): • Four acres for a Performing Arts and Events Center (PAEC) (Town Center I). • Four acres for a park (Town Center II). • Eight acres for a hotel and potential development opportunities for office, medical office, higher educational facilities, retail and restaurants, along with arts and entertainment venues. In addition, there is a smaller component for office or institutional space (Town Center III). • One acre for transit-oriented development (TOD) located west of the transit center and multi-story parking garage owned and operated by Sound Transit (Town Center IV). For some projects, a city can issue industrial revenue bonds or other tax-free municipal bonds. This also allows a city to joint venture with a private sector partners for appropriate development. In terms of indirect roles, a city can act as a facilitator to convene public and private entities to work on issues of local importance and reach consensus. Preparation of a comprehensive plan and Economic Development Strategy are examples of this important indirect action. A city can act as a representative of local residents’ and business’ interests 622 of 800 in resolving regional and countywide problems such as traffic congestion, housing, and human service issues. A city can also mobilize local community support for important projects and problem solving; and work to improve the overall image of the community and in doing so, make the community more attractive for economic development. Lastly, a city’s public investment in municipal facilities, such as city administrative offices, judicial/court facilities, community centers, and cultural and recreational venues can be a factor in inducing further economic development. By targeting a subarea for an infusion of redevelopment investment and daytime population, nearby businesses not only may see a greater captive market, but may also be encouraged to remodel, renovate, and/or improve their establishments. Cultural and recreational facilities, like the PAEC, or seasonal activities such as the Federal Way Farmers’ Market can also have a wide range of economic impact, from simply attracting residents to a particular part of the City (e.g., city center) more frequently where they may patronize other businesses, to attracting visitors from around the region and country who will bring new revenue to the local economy through lodging, restaurant, and goods/services expenditures. Economic Development Strategy for Federal Way The Mayor’s Economic Development Strategy for Federal Way for 2015-2016 can be found in the January 2015 City of Federal Way, “Some Assembly Required – An Economic Development Strategy.” 4.5 THE ECONOMIC DEVELOPMENT VISION FOR FEDERAL WAYPLACEMAKING & SISTER CITY COORDINATION As the global economy has evolved with an increasing number of technology-based and knowledge-sector jobs, cities have redeveloped their economic development strategies from solely focusing on transportation access, low costs, tax incentives, etc., to including the attraction of multi-generational talent by becoming desirable places to live. (Source: Michigan State University, 2015). Because workers are mobile and in high demand, they often decide to live and work in communities with a high quality of place. “Communities across the country are under pressure to identify the trends, tools and tactics that will help retain existing workers and attract new talent to help ease employer hiring challenges and demonstrate capacity to attract new investment. Talent continues to prioritize quality of life as an initial motivating factor causing them to begin to consider relocation, indicating that ‘The Great Reflection’ — the effect of the pandemic upending our traditional notions of work and life — has had lasting impacts. Now more than ever, talent is prioritizing the ability to live (and afford) a full life outside of work over the ‘hustle culture’ of the past.” (Development Counsellors International) 623 of 800 EDRP, International Economic Development Council “Place Matters” According to recent studies of 25- to 34-year old, college-educated workers, the following factors were considered as part of their decisions to move and seek new employment: Elements of Quality Places: ▪ Mixed uses ▪ Public spaces ▪ Broadband ▪ Multiple mobility options ▪ Multiple housing options ▪ Preservation of historic structures ▪ Community heritage ▪ Arts, culture, creativity ▪ Recreation & entertainment ▪ Green spaces Source: International Economic Development Council, 2017. Some key roles of the Economic Development department in the development of placemaking in the city are: providing leadership in sharing the city’s placemaking vision with local, regional and national stakeholders and partners; strengthening the city’s brand in BRE; workforce development and tourism promotion; and facilitating or initiating real estate development projects. As provided through demographic information presented in the Introduction and Community Services chapters, Federal Way is growing in its diversity. Due in part to its growing diversity, the city’s sister cities program is growing. The program has a long- standing history within the community, and the relationships forged through the sister cities program contribute to placemaking efforts through the impact from cultural resources, partnerships, and the resulting enhanced sense of place. These international relationships also open Federal Way to new opportunities in community building, diplomatic relationships, civic engagement, cultural exchange, and new businesses. The city’s current sister cities are: ▪ Donghae, South Korea ▪ Hachinohe, Japan ▪ Rivne, Ukraine The vision for economic development in Federal Way is to become a premier community in the Puget Sound region. This vision will be accomplished through the mission of 624 of 800 producing solutions to attract and retain businesses, jobs, and investments, along with improving the tax base and enhancing the quality of life in Federal Way. 4.6 TOURISM According to the Washington Tourism Alliance, in 2019 (prior to declines directly resulting from the COVID-19 pandemic), Washington State had a total of 110 million annual visitors, with direct visitor spending totaling $21.9 billion. On average, visitors spent $60 million per day in Washington State. Tourism has been long regarded as a vibrant and somewhat simple economic development tool. Visitors arrive, spend money on food, retail shopping, accommodations, and attractions, and then return home. To capitalize on this revenue- generating activity, the city is working to understand why people are visiting Federal Way; and, how to increase the number of these visitors. Although excursions and local adventures such as hiking through the West Hylebos Wetlands Park or visiting Dash Point State Park represent a valuable tourism activity, understanding what brings people to stay in a hotel in the city is also a good way to better understand why people are visiting Federal Way. A 2021 study, funded by the city (Proposed Federal Way Hotel, HVS Consulting & Valuation), identified the hotel stays in Federal Way were comprised of Commercial (business travelers) at 43%, Groups (family reunions, sporting or entertainment events, company trainings, etc.) at 24%, and Leisure (those visiting or passing thru the area) at 33%. Based on the study cited above, business travel represents the largest group of hotel stays in Federal Way. These travelers chose Federal Way either because of businesses located in the city, or those located in nearby communities. The sector that represented the lowest proportion of hotel stays were groups visiting the city for some family, work, or event activity. To increase tourism in the city, this sector could be targeted by hosting additional sporting events, festivals, etc. The following notable attractions are currently existing tourism assets that draw people to Federal Way: Wild Waves and Enchanted Village The largest theme park in western Washington, Wild Waves offers a variety of rides and amusements. The water park includes river rides, a maze of water slides, a wave pool, and more. Enchanted Village, the theme park section of Wild Waves, has an array of rides for families, kids, and thrill seekers. All summer long, visitors can stop by the Enchanted Village Stage for special entertainment like live magic and mad science experiment shows. King County Aquatic Center The Weyerhaeuser King County Aquatics Center was constructed for the 1990 Goodwill Games. It has hosted US Olympic Diving Team Trials, NCAA championships, PAC-12 conference championships, USA Swimming Winter National championships, and Speedo Junior National championships. Celebration Park 625 of 800 The facility includes: batting fields with evening lights; bleachers; restroom and concession building; a total of eight soccer and baseball fields with evening lights; a children’s play structure; trails; and pathways connecting to the BPA Trail System and parking for 493 vehicles. Pacific Bonsai Museum One of only two museums in the United States solely dedicated to bonsai, and one of only a handful of bonsai museums worldwide, Pacific Bonsai Museum maintains a collection of 150 bonsai that are among the finest examples of bonsai anywhere in the world. The collection is also the most geographically diverse bonsai collection in the United States, with trees from Canada, China, Japan, Korea, Taiwan, and the United States. Rhododendron Species Botanical Garden The Rhododendron Species Botanical Garden is home the largest collection of Rhododendron species in the world. Visitors experience a diverse botanical collection in a forest of Douglas fir, western red cedar, hemlock, and other native plants. The garden is also home to beautiful companion plants, including the famous Himalayan blue poppies, camellias, magnolias, Japanese maples, and many rare plants. PowellsWood Garden Combines a lush pleasure garden and native woodland within a roughly 40-acre nature preserve. Dumas Bay Centre & Knutzen Family Theatre Dumas Bay has three light-filled meeting and banquet rooms, each with stunning views of Puget Sound and the Olympic Mountains, plus a few interior meeting rooms for groups or breakouts. For overnight stays, there are 68 bedrooms plus one fully contained suite. Built in 1998, the theatre provides a venue for professional theatre and the symphony. The theatre seats 234 and has shown plays, musicals, and music performers. The Preforming Arts and Event Center (PAEC) The Federal Way Performing Arts & Event Center represents a new caliber of event space in South King County. It boasts state-of-the-art acoustics, two audience floors totaling over 700 seat capacity, removable orchestra shell, chorus risers, and marley dance floor. Dash Point State Park At nearly 400 acres with over 3,300 feet of saltwater shoreline, Dash Point State Park is the ideal location for outdoor fun. This park with camping and nearby trails gives visitors access to hiking, fishing, picnicking, and swimming. Dash Point has unobstructed views of Puget Sound and offers visitors the chance to observe the marine life of the Pacific Northwest. 626 of 800 4.7 GOALS & POLICIES This section contains the goals and policies of the Economic Development Chapter of the Comprehensive Plan. Economic Development Goals The City of Federal Way will not wait for market forces to create the future, but will act to shape and accelerate the evolving market trends in the direction of its vision. The City will pursue the following goals to implement economic development. Goal ED G1 Support an equitable and strong local economy with opportunities for all to prosper. Promote and create a sustainable, diversified and globally focused economy. Policies 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. EDP2 Periodically monitor local and regional trends to be able to adjust plans, policies, and programs. ED P1.1 Support existing employers and the addition of new targeted employers that contribute to the diversity of the city’s employment base and support other industries in the city. ED P31.2 In conjunction with the local business community, including the chamber of commerce and cultural and ethnic community groups, actively pursue ties to Pacific Rim nations and businesses to stimulate related business activity living- wage employers to support the local economy. ED P1.3 Develop an environment that fosters respect for all individuals and groups and promotes equitable employment opportunities. ED P1.4 Ensure that local economic development programing is inclusive, accessible, culturally appropriate, and serves the diverse community. Goal ED G2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. 627 of 800 Policies EDP4 Actively recruit new employers to the City. ED P52.1 Promote the continued diversification and sustainability of the local economy and expand employment opportunities for residents. ED P2.2 Establish and execute business, investor, and developer attraction programs to maintain active economic development pipelines. ED P2.3 Conduct regular business outreach and create programs to support business needs identified by such outreach. ED P2.4 Support organizations and programs that provide technical assistance to businesses. ED P2.5 Develop sales and promotion programs to educate and sell Federal Way as a city to live, work, and play in. EDP6 Provide a better balance between housing and jobs by increasing the number of jobs within the City relative to the number of households. EDP7 Diversify the economic base by encouraging higher paying white collar and technical jobs while preserving and enhancing the strong retail base. EDP8 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide jobs. EDP9 Continue to utilize design guidelines to enhance the urban environment in order to retain and attract businesses and residents. 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. EDP11 Continue to pursue aggressive public safety programs designed to protect residents, businesses, and their investments. EDP12 Continue to provide a business-friendly tax structure with no business and occupation tax or employee head tax. EDP13 Support existing industrial employers and addition of new industrial employers that contribute to the diversity of the City’s employment base and support other industries in the City. Goal 628 of 800 ED G3 Invest in placemaking spaces and community amenities to help attract businesses to Federal Way. Work with the Weyerhaeuser Corporation for reuse of the Weyerhaeuser Corporate Campus to provide jobs for the next generation. Policies ED P3.1 Actively work to facilitate joint public/private funding of infrastructure and public spaces. ED P3.2 Develop downtown with a mix of uses such as the Performing Arts and Event Center (PAEC), public parks, and a mix of residential, commercial, office, educational, and civic uses. ED P3.3 Support the city of Federal Way’s Sister City Program to build cultural and employment ties with Sister City communities. EDP14 Be proactive in attracting commercial development with high paying jobs to locate at the Weyerhaeuser Campus. EDP15 Consider allowing a wider range of uses in response to market conditions at the Weyerhaeuser Campus. Goal ED G4 Build a brand to pPromote and enhance the image of Federal Way as a business-friendly community. Policies ED P4.1 Continue to pursue aggressive public safety programs designed to protect residents, businesses, and their investments. ED P4.2 Continue to provide a business-friendly tax structure as well as regularly researching and developing additional business incentives. EDP16 Provide and work with partners, such as the Federal Way Chamber of Commerce, to ensure effective and efficient services to residents, businesses and visitors in the effort to become a “Premier City in the Puget Sound region” EDP17 Promote the community by working with the Federal Way Chamber and the private sector to develop marketing tools that attract new businesses, visitors, and investments. EDP18 Fund the public portion of public/private groups to allow the groups to do an effective job in marketing the community. ED P194.3 Continue to manage an economic development web page that promotes business and development opportunities within the community;, provides an 629 of 800 interactive database of information of value to site selectors, businesses, and developers;, and involves the participation of provides connections to the Federal Way Chamber and other stakeholder groupsbusiness-oriented local resources. ED P4.4 Promote local businesses and locally-produced goods and services. ED P4.5 Continue to develop local, regional, and national marketing programs to actively change and improve the perception of Federal Way. EDP20 Continue to market the community for, and encourage development of, businesses in the high-tech sector. This effort will include exploration of regulatory and/or financial incentives to attract high-tech businesses and collaboration with regional communities, businesses, and local institutions of higher education to promote Federal Way and South King County. Goal EDG 5 Ensure educational and training opportunities exist to align with future job growth. Policies EDP21 Actively promote the continued diversification and sustainability of the local economy along with education opportunities through a “University Initiative.” EDP22 Strive to create working partnerships with institutions of higher education in order to encourage and support their location, expansion and further integration within the Federal Way economy, and identify and exploit increasing opportunities for economic development. EDP23 Recruit a university branch campus to locate in the downtown close to the transit center, and other civic and urban amenities. Goal ED PG65.1 Formulate tools and systems to eEncourage and enhancesupport entrepreneurship opportunities and the growth of local microbusinesses. ED P5.2 Establish programs to build workforce pipelines between businesses and educational institutions. Policy EDP24 Consider opportunities to partner with local human-service organizations in providing human resources development programs for unemployed or under- employed workers. Goal 630 of 800 ED G76 Emphasize redevelopment that transforms the Ccity from a suburban bedroom community to a diverse jobs-rich urban center. Policies ED P6.1 Continue to utilize design guidelines to enhance the urban environment in order to retain and attract businesses and residents. EDP25 Implement zoning and provide financial incentives that encourage prioritized development consistent with comprehensive and subarea plans and orderly, phased growth. EDP26 Actively work to facilitate joint public/private funding of infrastructure. EDP27 Actively work with representative groups of business and property owners, including the Federal Way Chamber and other local business associations, to enhance citywide and subarea improvements and planning. EDP28 Continue to look for opportunities to assimilate land in the City Center in order to achieve the community’s vision for that area. Goal EDG8 Encourage concentration of non-residential development into five primary areas: • High-density mixed-use development in the City Center. • High-quality low/mid-rise mixed-use development in the Twin Lakes Commercial Sub-area. • A mix of commercial, office, retail, and light industrial development in the area around 348th and SR-99 and around the I-5/SR 18 interchanges. • High-quality office park development, including corporate headquarters, continued in and around West Campus. • High-quality commercial development, including corporate headquarters in a park-like campus in East Campus and the Weyerhaeuser Campus. Policies EDP29 Encourage redevelopment of the City Center. EDP30 Build out the Town Center with a mix of uses such as the Preforming Arts and Events Center (PAEC), public park, and a mix of residential, commercial, office, educational, and civic uses. EDP1 Work with the local real-estate community to reoccupy the vacant office buildings in West Campus. ED P326.2 Continue to implement high-quality urban design standards for these areas. 631 of 800 ED P 6.3 Work with commercial property owners to understand their goals and needs; and collaborate on visioning and future redevelopment of their properties. EDP33 Continue to utilize the SEPA Planned Action for the City Center so that compliant development proposals may receive permit approvals with a minimum of environmental review. EDP34 Explore innovative financing techniques such as Local Improvement Districts, Industrial Revenue Bonds, New Market Tax Credits, and other innovative financing tools to encourage desired redevelopment. Goal ED G97 Encourage and support the development of recreational and cultural facilities and/or events that will bring additional visitors to Federal Way, and increase visitor spending attract new residents. Policies ED P357.1 Recognize the importance of Support and facilitate local cultural and regional recreational activities.y to the economy, and through the Lodging Tax Advisory Committee, Arts Commission, and Parks Department pursue joint ventures with private groups and individuals in developing cultural and recreational opportunities in Federal Way. ED P367.2 Encourage the expansion of existing, and development of new, multi- purpose facilities to host cultural and recreational activities, and continue to work with the lodging providers in order to increase the number of visitors to Federal Way, thus increasing visitor spending. ED P7.3 Recognize a well-built environment with civic amenities helps attract the talented workers who will sustain economic growth. Goal ED G8 Encourage cooperative partnerships to address the economic resilience of the city. Policies ED P8.1 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide employment opportunities. ED P8.2 Continue to market the community for, and encourage development of, businesses in the high-tech sector. This effort will include exploration of regulatory and/or financial incentives to attract high-tech businesses and collaboration with regional communities, businesses, and local institutions of higher education to promote Federal Way and South King County. 632 of 800 ED P8.3 Actively encourage redevelopment of the City Center and the creation of a vibrant downtown. ED P8.4 Work with the local real-estate community to market and promote vacancies in the office buildings in West Campus. ED P8.5 Explore innovative financing techniques to encourage desired redevelopment. ED P8.6 Support investment in educational, technical, and vocational programs that enhance the local skilled workforce. ED P8.7 Create opportunities for local entrepreneurs to learn from and engage with business development organizations including local and federal programs. ED P8.8 Strengthen Federal Way’s regional reputation and existing economic base through development of the city as a healthcare innovation hub or healthcare continuum city. This entails diversifying the existing healthcare industry through tangential and supportive businesses such as: medical supply chain, medical schools, aging in place services, medical tech, and workforce education. ED P8.9 Continue to assess regional, state, and national priorities and initiatives to find areas of synergy and opportunities to strengthen the city’s economic base against economic downturns. ED P8.10 Maintain industry memberships and participate in industry organizational events to ensure Federal Way is recognized as a strong economic partner both regionally and nationally. Goal ED G9 Enhance the economic future of the community by encouraging the creation of new housing and jobs that provide a livable wage and reduce income disparity. Policies ED P9.1 Diversify the economic base by encouraging living wage jobs while preserving and enhancing the strong retail base. ED P9.2 Facilitate development opportunities for diverse housing options and active mixed-use neighborhoods to attract an educated and talented workforce. Goal ED G10 Implement infrastructure projects that support new and existing business and that reinforce the City Center’s position as the heart of the community. Policies 633 of 800 ED P10.1 Establish and promote economic development activities in the City Center to work towards being recognized as a regional economic center and lifestyle destination. ED P10.2 Use capital facility funds to promote economic vitality in those areas designated for economic development, concentrations of employment, or mixed-use. Goal ED G11 Work with Federal Way property owners, educational institutions, businesses, and future businesses, to provide jobs for the next generation. Policies ED P11.1 Support opportunities for employee training and higher education opportunities in Federal Way. ED P11.2 Consider opportunities to partner with local human service organizations in providing employment training programs and job fairs for unemployed or under-employed workers. ED P11.3 Support and participate in regional economic development planning with the public and private sectors. ED P11.4 Partner with community agencies and organizations to address income equity and employment opportunities within the local economy. Goal ED G12 Promote a comprehensive approach working with city departments and business owners to strengthen the city’s business districts as clean, walkable, safe, and attractive environments. Policies ED P12.1 Maintain a business climate that supports the retention and expansion of the city’s economic base. ED P12.2 Promote infrastructure projects that enhance the city’s quality of life and business climate. ED P12.3 Collaborate with and educate city departments, property owners, and business owners on economic development goals and initiatives in order to gain support. This includes local, regional, national, public, private, and/or non-profit entities. ED P12.4 Establish four business districts in the city (north, south east, west) to create a sense of business community, brand, and personality. The districts will serve as a way to convene businesses at a more neighborhood level and disseminate or collect information. 634 of 800 Goal ED G13 Explore models for expediting the permitting process for targeted projects to improve permitting timelines and predictability for applicants. Policies ED P13.1 Continue to implement a streamlined permitting process to reduce the upfront costs of locating businesses or redeveloping businesses in the City and seek ways to make the process more applicant- friendly. ED P13.2 Implement zoning and provide financial incentives that encourage prioritized development consistent with comprehensive and subarea plans, and orderly, phased growth. 4.8 MAPS The Major Employment Centers Map (Map IV-1) graphically displays the portions of the City where employment concentrations should occur. Map IV-2 illustrates Federal Way’s location in the 4-county region. 635 of 800 636 of 800 637 of 800 CHAPTER FIVE HOUSING 5.0 INTRODUCTION & VISION _________________________________ 2 5.1 HOUSING IN FEDERAL WAY _______________________________ 3 Housing Stock _________________________________________________ 3 Housing-related Demographics __________________________________ 5 5.2 HOUSING PRIORITIES _____________________________________ 9 Increase Housing Supply ________________________________________ 9 Increase Housing Choices For All _______________________________ 10 Support & Facilitate Affordable & Special Needs Housing _________ 13 Improve Housing Stability _____________________________________ 14 Support Regional Coordination _________________________________ 15 5.3 GOALS AND POLICIES ____________________________________ 16 638 of 800 5.0 INTRODUCTION & VISION Introduction The Housing Chapter addresses the City's need to promote a diverse housing supply, meet Growth Management Act (GMA) requirements, and preserve the existing housing stock in Federal Way by encouraging and supporting a mixture of housing types, maintaining residential neighborhood stability and character, and providing opportunities that will assist in the development of affordable and special needs housing. The City must plan for the addition of 11,260 new housing units by 2044. Information in the Housing Chapter is based on the Supplementary Housing Report, as the same now exists or is hereafter amended. The Supplemental Housing Report provides detailed context and analysis of existing and future housing needs for the City of Federal Way and is foundational to the policy direction provided in this chapter. The Housing Chapter is connected to and works in tandem with many other Comprehensive Plan chapters such as the Land Use, Centers, Transportation, Community Services, and Economic Development chapters, which each affect housing within the City in various ways. For example, the Land Use Chapter determines the location and densities of housing; transit-oriented development (TOD) goals and policies that support a multimodal transportation system that are also outlined in the Transportation Chapter; and, ensuring a sufficient and desirable housing supply is essential for serving a diverse and growing workforce that propels economic development priorities within the City. While the City of Federal Way does not build or provide housing to residents directly, it can facilitate an environment that encourages housing production in a variety of typologies and affordability levels. The availability of diverse housing choices for all income groups and populations is essential to a stable, healthy, inclusive, and thriving community. Source: City of Federal Way 639 of 800 Vision Federal Way is a dynamic and inclusive community where housing growth is aligned with regional targets, regulatory barriers are minimized, and a diverse range of housing options are available to all. Residential growth promotes community development and increases the quality of life for Federal Way’s existing and future residents. 5.1 HOUSING IN FEDERAL WAY Federal Way is a city with a variety of housing assets that make it a desirable place to live. As the City grows, it is unquestionable that housing will play a key role in the success of the City. Housing is more than simply shelter, housing is one of the distinctive physical assets of a community. Housing combines to form neighborhoods, and neighborhoods combine with other uses and places to form community. The following sections present various metrics and indicators that are necessary to better understand whether sufficient housing quantity and diversity is present in the City. Existing Housing While the City has long benefited from relatively lower housing costs compared to many other parts of King County, rapid job and population growth coupled with a tight supply of housing across the region has resulted in sustained high demand for housing and increasing prices. Housing availability currently and into the future is an urgent and growing challenge in the county and in Federal Way. Housing Stock According to the April 1, 2023, Washington State Office of Financial Management (OFM) estimates, there were 38,079 housing units in Federal Way. Of this total, 20,647 were single family homes, 16,068 were multi-family residences, and 1,364 were mobile homes. Nearly 80 percent of the Federal Way’s current housing supply was built between the 1960s and 1990s – placing that housing at 35-65 years old. Since City incorporation, residential development in Federal Way has generally fallen into two categories: single- family homes and larger apartment complexes. Middle housing, such as duplex/triplex/fourplex and similar housing typologies are distinctly absent in the City. This lack of housing diversity means Federal Way lacks a complete spectrum of housing options to meet the variety of housing needs in the community. 640 of 800 Source: Zillow Housing Conditions For the most part, the housing stock in Federal Way is in good condition. The City has very little concentration of substandard housing, which is typically found in older urban or distressed areas. However, houses in poor condition do exist in Federal Way in isolated locations. The King County Assessor’s Office provides information related to housing construction quality, which is a good indicator of housing condition. The Assessor’s data indicates an overall housing stock of average-to-better quality. There are a few areas; however, where clusters of buildings have lower quality rankings. A small portion of residences in the City lack complete living facilities, common to most housing. The most prevalent housing element missing is telephone service availability, followed by complete kitchen facilities, and plumbing facilities. Housing Cost and Affordability Market forces such as supply and demand, mortgage interest rates, construction costs, and regional investment factors influence the cost and affordability of housing. Over the last 23 years, the median home value in Federal Way increased by over 230 percent. In 2000, the median home value in Federal Way was $167,700 and by 2023, the median home value exceeded $554,200. These median home values represent the value of new home listings as well as resales of the existing and aging housing stock. The price for new construction in the City is substantially higher (listings on Realtor.com for 3/28/24 ranged from $691,950 to $1,500,000) than that of the existing housing stock. Similar to home ownership offerings, average rents in Federal Way have also signficiantly increased. Between 2015 and 2023, the average rent for Federal Way increased by 75 percent. As of July 2024, the average rent for Federal Way was $2,007 a month for a 2-bedroom/2-bath apartment, based on over 20 listings provided by Zillow. 641 of 800 It is estimated that of the approximately 38,000 housing units in Federal Way, 8% are subsidized affordable housing units and 48% are not regulated or subsidized, and instead are naturally occurring affordable housing (NOAH). Subsidized and regulated affordable housing is housing that is income-restricted and generally exists as a result of government intervention, public subsidy, and/or regulation, as opposed to purely market generated housing. Subsidized and regulated affordable housing projects can often service segments of the community not solely identified by affordability, such as age-restricted housing like senior housing, or special needs housing for individuals and households with disabilities or chronic health conditions. NOAH represents unsubsidized and unregulated housing that remains affordable due to factors including age, location, amenities, and building condition, rather than income or government restrictions. Given that this type of housing is not protected, residents in these housing units face risk of displacement should these housing units be replaced with more expensive housing; be renovated resulting in higher rental costs; or simply be subject to higher rents due to demand in the City. For residents living in these housing units, there may be no other affordable option available in the City. Housing-related Demographics Overall Population information According to the Washtington Office of Financial Management 2024 data, Federal Way had a population of 102,500, reflecting an increase of approximately 14 percent since 2010. However, Federal Way’s population growth has slowed since the 1980s, when its population doubled. According to the U.S. Census, from 1990 to 2000, Federal Way grew approximately 23 percent. This was greater than King County’s growth rate of 15 percent, but less than some of its neighboring cities. Between 2000 and 2010, Federal Way’s growth slowed to 7.3 percent, compared to King County at 11.2 percent. Current City demographics show the growing community reflects increasingly diverse and global demographics with more than one in four residents born outside of the U.S. Citywide, 16.9 percent of the population identifies as Hispanic or Latino, over 17 percent of residents as Black or African American, and nearly 15 percent as Asian, all adding to the diverse cultural fabric of the community. As the City’s demographics continue to evolve and underdeveloped areas begin to infill, the City will need to accommodate a wider variety of housing types, including mixed use housing, live/work units and transitional housing to accommodate the needs of the community. Population by Age The age of a city’s population is an important indicator of housing need. Different types of housing are needed at various stages of life. The distribution of population by age in the City is illustrated in Figure H-1. 642 of 800 Figure H-1 Population by Age & Gender As illustrated in Figure H-1, the City has a solid distribution of population from young children to adults over 60. These statistics reflect a city with many young families and individuals, many of whom may need rental housing as well as first-time homeowner opportunities. Residents between the ages of 25 and 35 represent the majority of potential starter households. The presence of entry-level homes for this existing and future population is necessary if they are to remain in the community. Typically, first time homebuyer opportunities are in the form of smaller single-family homes, townhouses, and condominiums. Smaller-sized housing units are needed not only by this younger population, but by seniors as well. Seniors often desire smaller and more affordable housing, both owned and rented, in order to minimize or eliminate yard work/housework and to expend less of their fixed incomes for housing. These types of housing units are also ideal for the growing number of single person households, as well as for many of the rising number of single parent headed households, regardless of age. Household Incomes Understanding the range of household incomes in a community is also important to understanding what various households can afford to pay for housing, and influences how a community must appropriately plan to meet future housing needs. The United States Department of Housing and Urban Development (HUD) annually calculates the Area Median Income (AMI) and provides income thresholds by household size. Calculations of the AMI are assigned by Metropolitan Statistical Areas (MSA) with Federal Way belonging to the Seattle-Bellevue MSA. The AMI represents the midpoint of an area's income distribution. 643 of 800 Income levels in Federal Way vary widely; with 35.3 percent of households earning above the Area Median Income (AMI), while a significant number of households fall into lower income categories. This statistic reflects the economic diversity within the community as well as the significant difference between incomes in Federal Way compared to incomes in other jurisdictions in the Seattle-Bellevue MSA. Figure H-2 illustrates the percentage of households by income level within the City. Figure H-2 Federal Way Income by AMI The connection between race and income is a key factor in explaining racial disparities in the housing industry. In Federal Way, 42 percent of both White and Asian households make above AMI compared to only 25 percent of Black or African American, 16 percent of Hispanic or Latino (of any race), and 22 percent of Pacific Islander households, reflecting a significant racial disparity in incomes and correlating to disparaties in housing choices. Housing Cost Burdening Housing cost burden refers to the condition in which a household is paying more for housing than it can afford based on income. The supply and affordability of housing in the local housing stock relative to incomes and household size sets the parameters for measuring whether a household is housing cost burdened. The thresholds for determining cost burdening are as follows: • Not cost-burdened includes households paying less than 30 percent of their household income on housing costs. • Cost-burdened (30-50 percent) includes households paying between 30 percent and 50 percent of their household income on housing. • Severely cost-burdened (>50 percent) includes households paying more than 50 percent of their income on housing costs. Housing costs often take a bigger bite out a household’s income than the recommended 30 percent. When a household commits more than 30 percent of their family income to housing, there is less income available for food, healthcare, school, and other family expenses. In Federal Way, approximately 37 percent of households are cost burdened. For higher income households, the impact of being cost burdened may not be felt as acutely, as higher income households may still have enough income left over to pay for 644 of 800 other necessities and perhaps even some luxuries. Lower income households, however, are disproportionately negatively impacted by housing cost burdening, as the remaining percentage of income not tied to housing represents a significantly smaller amount of money to pay for other necessities compared to a higher income household with the same degree of cost burdening. The rates of cost burdened or severely cost burdened households differ substantially depending on whether the household rents or owns their home. Renter-occupied households are nearly twice as likely to be cost burdened or severely cost burdened compared to owner-occupied households. Disparities among rates of cost burdening are also apparent when disaggregated by racial and ethnic group. When considering overall cost burdening, White and Other Race households are the least likely to be cost burdened at 34 percent. Conversely, Black or African American households are most likely at 50 percent. Household Size Federal Way has an average household size of 2.75 persons per household (Figure H-3), a slightly larger average household size than King County, whose average household size is 2.44. However, as with most cities, Federal Way consists predominately of one and two-person households. Figure H-3 Percentage of Households by Size & Tenure The relatively large average household size can be attributed in part to the diverse population of the City. Also, it may indicate some misalignment between housing need and availability. Among immigrant populations, it is common for living arrangements to be intergenerational, consisting of three or more generations in one household. Additionally, the lack of affordable and available housing can result in overcrowding, as people struggle to afford households large enough to comfortably house their family. Overcrowding is defined by HUD as having more than one person per room in a housing unit. In Federal Way overcrowding is significantly more prevalent among renters than owners. 645 of 800 Housing Tenure Household tenure refers to whether a household is owner or renter occupied. Homeownership is highly desirable for many Federal Way households. Currently, a slight majority of households in Federal Way own their home at 54.8 percent, although this percentage has declined slightly over the past few years. Homeownership rates vary significantly by race and ethnicity; Asian and White households are most likely to own with a homeownership rate of 69 percent each, while Hispanic or Latino and Black or African American households are more likely to rent with homeownership rates of 37 and 25 percent, respectively. Special Needs Populations Special needs populations are composed of individuals with physical and mental disabilities, seniors, veterans, individuals with mental illness, individuals with chronic and acute medical conditions, individuals with chemical dependency, survivors of domestic violence, and adult, youth, and families who are experiencing homelessness. The private housing market, for the most part, does not meet the housing and service needs of these groups, especially for low-income households within special needs populations. Special needs populations have diverse housing needs; some groups require special needs housing for a limited time while others require it permanently. The City is home to residents with disabilities, representing 11.6 percent of the non- institutionalized population. The type and prevalence of disabilities vary, with the greatest numbers reporting mobility and cognitive challenges. Stable housing to best serve special needs populations relies on two key factors: affordability, and the availability of supportive services. The type and number of supportive services required varies by population and by individuals within each population. 5.2 HOUSING PRIORITIES Federal Way’s housing ranges from residential estates on large lots to more urban multi- story apartments, with a variety of single family and multifamily housing types in between. Consistent with the City’s Housing Action Plan and the goals and policies of this chapter, the City seeks to: 1. Increase housing supply 2. Increase housing choices for all 3. Support & facilitate special needs & affordable housing 4. Improve housing stability 5. Support regional coordination Increase Housing Supply As the Puget Sound Region continues to grow, Federal Way will need to be able to accommodate new residents through accommodating at least 11,260 additional housing units through zoning and City policies and implementing actions identified in this chapter. Increasing the supply of housing units in the City is imperative to being able to accommodate this growth and has a direct impact on the cost for housing and the livability of the City. 646 of 800 With sufficient land capacity to accommodate the City’s housing need by 2044, it is important that zoning, development regulations, and processes do not create unintended barriers to market rate and affordable housing production. For residential developers, delays and a lack of permitting predictability represent real barriers. A commitment by the City to identify, monitor, and resolve or lessen existing barriers to residential production is an adaptive and responsive approach to keeping up with changing trends and demands in the housing market. Without such a commitment, lagging housing supply met with continued high demand will continue to negatively impact Federal Way residents. Increase Housing Choices For All Demographic data (see Chapter 1 Introduction and data provided in Section 5.1) shows Federal Way is becoming increasingly diverse, but past discriminatory housing and land use practices have led to current inequitable outcomes in housing. Significant disparities among groups in housing tenure, cost burdening, income, and neighborhood demographics, persist today. The Housing Chapter aims to address these disparities and repair harms caused to marginalized and underserved communities to better meet the housing need of all in the community. Beginning with the 2024 periodic update, the City has been required to show that it is providing housing options for the entire population of the City. As illustrated in Figure H-4, the 11,260 total housing units of growth the City needs to plan for was disaggregated by income band. Figure H-4 Housing Need by Income 647 of 800 As illustrated by Figure H-4, the city needs new housing affordable at all identified income levels, from 0% AMI to over 120% AMI. Since there is no single housing type missing that will meet the housing needs, the City must take a comprehensive look at all tools available to boost housing production to the benefit of all residents of the City. Federal Way’s recently-built housing stock provides a narrow range of housing choices and does not fully reflect the range of housing options that could be built and that likely will be needed in the future. Figure H-5 Existing Housing by Type 648 of 800 As illustrated in Figure H-5, Federal Way’s housing is currently mostly comprised of single-family, detached housing. During the next 20 years, diversification of housing types and costs will help to bridge this gap through increased opportunities for attached dwelling units like duplexes, triplexes, fourplexes, fiveplexes, sixplexes, townhomes, stacked flats, courtyard apartments, and cottage housing around the City. This type of housing has been referred to as “missing middle” housing “Missing middle housing” refers to housing types that fall somewhere in between a single-family home and a mid- rise apartment building. Missing middle housing can help the City increase the availability of less expensive housing types and support vibrant, walkable neighborhoods, while gently increasing neighborhood density. These housing types are an important component of a diverse housing stock, contributing to more inclusive neighborhoods. Historically in the United States, these housing types were more common. For example, many neighborhoods in older cities, like New York, Philadelphia, and Boston, are characterized by a collection of historic row homes. Today, these homes are “missing” from the housing stock due at least in part to the implementation of regulatory frameworks that emphasize either single-family development or larger multifamily development, with little allowance for housing types that fall in the middle of the spectrum. Similar efforts to facilitate the construction of accessory dwelling units, infill residential development, as well as transit-oriented housing will be part of the City’s approach to increasing housing options. Figure H-6 Missing Middle Housing Options Another way to facilitate more diverse housing options is to reexamine the processes and regulations surrounding the subdivision of property for residential uses. Subdivision regulations in Federal Way have been relatively untouched since the City incorporated in 1990. It is time to relook at the Subdivision Code to ensure land is used efficiently, that the regulations reflect current safety needs, and that they permit and encourage the reasonable integration of new housing types in existing neighborhoods to expand options for all residents. Homeownership is an important mechanism for building and securing household wealth and for creating investment in the community. The barriers to homeownership are multi- faceted and not unique to Federal Way, but they still profoundly affect the community. Homeownership requires financial means, including a stable income and savings for a down payment, putting it out of reach for many households especially those with lower- incomes or that suffer from high rates of cost burdening. Creating opportunities for new 649 of 800 condominium construction, as was achieved through the development agreement with Trent on the TC-3 properties, adds options for ownership at a lower price point than traditional single-family detached housing. Households that do not come from a tradition of homeownership due to immigration status or systemic inequities are more likely to lack the experience and access to the resources needed to successfully own a home, such as building and repairing credit, application processes and procedures, and mortgage lending. Addressing the barriers to homeownership and increasing homeownership opportunities are important for supporting equity and community-building in Federal Way. Support & Facilitate Affordable & Special Needs Housing As illustrated by Figure H-4, Federal Way is to plan for 3,795 housing units below 80% AMI. Increasing the supply of income-restricted housing and accessing federal and regional financial resources to support affordable housing will be key to providing sufficient affordable housing in the City in the future. Federal Way utilizes a portion of its federal Community Development Block Grant (CDBG) dollars to help fund needed housing and support services. In coordination with neighboring cities, Federal Way pools funds through the 1406 Sales Tax Funds to increase housing and implement effective housing policies and programs to meet future housing needs. In addition, the City has enacted a Multifamily Tax Exemption program and Inclusionary housing requirements to help bring more affordable housing to Federal Way. Another way that the City can support housing that is both affordable and meets the special needs of the community is by ensuring an adequate amount of land is zoned to facilitate housing options such as emergency shelter and housing, permanent supportive housing, transitional housing, senior housing, and single-room-occupancy housing throughout the City. Since the private housing market mostly targets those earning middle and upper incomes, the City should explore other incentives or requirements for developers to build housing affordable to those with less financial resources. Other programs that could be considered could include: impact fee waivers, parking requirement reductions, and requiring affordable housing in conjunction with transit- oriented development. Even with City incentives, cost-conscious development regulations, and predictable permitting procedures, it is impossible for the private housing market to meet the affordable housing needs of very low-income households without significant financial contributions from governments, non-profit organizations, or corporate entities. Substantial capital development subsidies, as well as rent subsidies, are needed to create residences for those needing housing below 50% AMI. Special needs populations are a subset of affordable housing residents. They are composed of individuals with physical and mental disabilities, seniors, veterans, individuals with mental illness, individuals with chronic and acute medical conditions, individuals with chemical dependency, survivors of domestic violence, and adult, youth, and families who are homeless. The private market, for the most part, does not meet the housing and service needs of these groups, especially if they are low-income. The need for housing and services 650 of 800 is independent of a person’s income; however, most who are disabled on a permanent basis, due to the limitations of their disability, usually become very low-income. Special needs populations and their needs are diverse. Some groups require special needs housing for a limited time and others on a permanent basis. Two examples of housing needed on a permanent basis are group homes for developmentally disabled adults and apartments with supportive services for the chronically mentally ill. The type of housing that is needed on a temporary basis includes confidential shelters and transitional housing for victims of domestic violence, supportive housing for pregnant teens, and emergency shelters and transitional housing for the homeless. Special needs populations require two major ingredients to ensure a stable housing situation: 1) very low cost housing; and, 2) supportive services. The type and number of supportive services required varies by population and by individuals within each population. The City can help encourage an adequate supply of special needs housing by ensuring that its codes and regulations do not create barriers to the provision of special needs housing. Improve Housing Stability Housing instability contributes to high levels of stress as well as difficulty securing and maintaining employment. A number of the goals and policies found in this chapter are either directly or indirectly working toward improving housing stability. By increasing housing choices and committing resources to affordable and special needs housing, the City is working to minimize housing instability. Displacement is the process by which a household is forced to move from its residence, neighborhood or community because of conditions beyond their control. Displacement includes the following: • Physical displacement: Households are directly forced to move for reasons such as eviction, foreclosure, natural disaster, or deterioration in housing quality. • Economic displacement: Households are compelled to move by rising rents or costs of home ownership like property taxes. • Cultural displacement: Residents are compelled to move because the people and institutions that make up their cultural community have left the area. Puget Sound Regional Council (PSRC) developed a displacement risk mapping tool for the 4-county area they serve. Figure H-7 provides results for Federal Way. The area from S 348th Street to S 320th Street, and I-5 to 1st Avenue S and S 320th Street to S 304th Street, Pacific Highway South to I-5, have been identified as at higher risk for displacement. Investing in and implementing strategies to prevent or minimize the risk of displacement are vital for maintaining the socio-economic diversity and stability of the community. Displacement disrupts community ties and impacts local economies. Figure H-7 PSRC Map of Displacement Risk 651 of 800 A majority of Federal Way’s existing housing stock serves incomes below 80 percent AMI and is an essential contributor to the City's housing landscape, providing affordable options to low-income households. However, only 15.4 percent (3,347 units) of the housing affordable to low income households in the City are income restricted and/or regulated affordable housing. The remaining 18,343 units of affordable housing in the City are naturally occurring and unregulated. These NOAH housing units face challenges given there are no protections in place to retain affordability and therefore the affordability of these units in the future is heavily influenced by supply and demand as well as other market forces. Because the majority of the City’s affordable housing stock is naturally occurring and dependent on market realities rather than governmental protections, Federal Way’s current affordable housing stock is highly vulnerable. As the City looks to increase stability of housing throughout the community overall, there needs to be actions taken to focus on equitable outcome, ensuring that race, ethnicity, and other factors do not predict an individual’s housing outcomes. Racially disparate impacts may exist where policies, practices, rules or other systems currently in place result in a disproportionate effect on one or more racial groups. Addressing inequities relating to housing in the City will help improve stability and reduce displacements. Support Regional Coordination The City recognizes that most of the housing issues found in Federal Way are common to King County, Seattle, and the other suburban jurisdictions in Western Washington. In order to ensure that this regional housing need is addressed effectively, and to help eliminate duplications of effort, the City should continue to coordinate with the King County Consortium, Sounth King County Housing and Homelessness Partnership 652 of 800 (SKHHP), other relevant regional entities, and other South King County cities when developing policies and funding housing and housing-related services and programs. The goals and policies of the Housing Chapter put forward the City’s commitment to work with other jurisdictions or entities to develop a coordinated, regional approach to address local and regional housing needs. 5.3 GOALS AND POLICIES The following section establishes goals and policies for providing, preserving, and enhancing housing in Federal Way. These goals and policies provide a framework from which to develop implementation strategies and work programs. The purpose of these goals and policies is to provide housing opportunities to all segments of the population: provide housing options that improve quality of life; attract new residents; provide new options for existing residents; and improve the desirability of Federal Way as a place to live. Goal H G1 Support housing growth consistent with regional targets. Policies H P1.1 Amend development regulations to remove or lessen regulatory and financial barriers to housing construction and facilitate a diverse range of housing forms that expand housing choice, are land use efficient, and are inclusive to community needs. H P1.2 Periodically monitor, analyze, and evaluate residential development and displacement to determine progress toward meeting regional targets at all income bands. H P1.3 Work with Master Builders Association of King and Snohomish Counties (MBAKS) and other housing development partners to facilitate growth in housing supply and improve the City’s job-housing ratio. H P1.4 Continue efforts to streamline permitting processes. H P1.5 Continue to use objective design guidelines to ensure that new and infill housing supports the general aesthetics of the community. Goal H G2 Diversify housing supply typology, size, renter/ownership options, and affordability levels at urban densities to maximize the accessibility to public transit investments. 653 of 800 Policies H P2.1 Adopt and implement Transit Oriented Development strategies designed to encourage dense residential development and diverse pedestrian-oriented uses close to transit stations. H P2.2 Offer incentives and flexibility to developers to create walkable, mixed-income communities that foster social inclusivity and diversity in regionally recognized centers. H P2.3 Continue to pursue public-private partnerships in high opportunity areas with transit access. H P2.4 Increase capacity for and promote greater diversity of housing types to bridge the gap between detached single family and dense multifamily. Goal H G3 Expand and protect opportunities for homeownership citywide. Policies H P3.1 Consider monitoring and investigating threats to supply of homeownership opportunities such as short term rentals and home sales to for-profit institutions. H P3.2 Work with property developers to include ownership opportunities in residential and mixed-use development projects. H P3.3 Encourage innovative homeownership models in a variety of settings, styles, sizes, and affordability levels throughout Federal Way. H P3.4 Lower barriers and promote access to affordable homeownership for extremely low-, very low-, and extremely low-income households. H P3.5 Where appropriate, reduce minimum lot sizes to permit the construction of smaller detached single-family houses on smaller lots. Goal H G4 Collaborate and build connections with populations most disproportionately impacted by past housing policies. Policies H P4.1 Evaluate and consider the potential economic and social impact that City policies, development regulations, and zoning may have on the cost of housing for those vulnerable to displacement. H P4.2 Prioritize expanding access to neighborhoods of choice and reducing disparities by ensuring equitable distribution of housing options across the City, 654 of 800 particularly in historically underserved communities and areas affected by exclusionary practices. H P4.3 Invest in and maintain partnerships with communities most impacted by racially exclusive and discriminatory land use and housing practices (Black, Indigenous, and other People of Color households) to achieve more equitable housing outcomes. H P4.4 Maintain and expand community partnerships to support the allocation of dedicated funding to address racial and other disparities in access to housing and neighborhoods of choice. H P4.5 Promote and enforce fair housing policies and practices so that every person in the City has equitable access to and opportunity to thrive in their communities of choice, regardless of their race, gender identity, sexual identity, ability, use of a service animal, age, immigration status, national origin, familial status, religion, source of income, military status, or membership in any other relevant category of protected people. Goal H G5 Promote housing options that are appropriate for all stages of life and inclusive of residents with disabilities. Policies H P5.1 Encourage development of housing that is appropriate for multi-generational families, including expanding opportunities for accessory dwelling units (ADUs), middle housing, family-sized apartments, senior housing, and special needs housing. H P5.2 Increase housing supply, particularly for those with special housing needs, including the elderly, mentally ill, victims of domestic abuse, and persons with physical, developmental, and/or behavioral health disabilities. H P5.3 Conduct regular assessments to identify gaps in specialized housing provision and adjust policies and/or regulations accordingly. Goal H G6 Encourage and incent the development of affordable housing and mixed income projects, providing for a range of housing opportunities affordable to households with moderate, low, and very low incomes. Policies H P6.1 Promote fair housing access to all persons without discrimination. H P6.2 Maintain sufficient land supply and adequate zoning within the City to accommodate Federal Way’s housing needs for permanent supportive housing and emergency housing. 655 of 800 H P6.3 Continue to require a portion of new housing on sites of significant size to be affordable to households at a level not provided otherwise by the private market, while continuing to compensate developers for providing this affordable housing. Prioritize the creation of units serving the income bands with the greatest need for new housing units. H P6.4 Ensure that any new affordable housing required by the City or publicly funded remains affordable in the long term. H P6.5 Explore federal, state, and local resources to assist in financing affordable housing development. Advocate for increased resources from the State Housing Trust Fund. Encourage expansion of home ownership options through such means as first time home buyer programs, housing cooperatives, lease-purchase ownership, and other housing models. H P6.6 Consider delaying, deferring, or exempting affordable housing from development fees, concurrency requirements, payment of impact fees, offsite mitigation, and other development expenses that do not compromise environmental protection or public health, safety, and welfare concerns, or constitute a nuisance. H P6.7 Consider options for locally financing affordable housing and prioritizing public support and resources for housing for very low incomes. H P6.8 Support nonprofit affordable housing organizations during all stages of siting, project planning and permitting. H P6.9 Support tax law amendments that provide relief to owners of affordable and special needs housing. H P6.10 Advocate for tax law reform that encourages even and proportionate distribution of affordable housing on a countywide basis. Goal H G7 To the extent possible, preserve the existing supply of housing and promote housing stability. Take steps to help ensure Federal Way’s housing stock is safe, habitable, and maintained over the long term. Policies H P7.1 Develop a system and methodology for how to best monitor, identify, and track unregulated affordable housing for the purposes of long-term preservation. H P7.2 Identify low-income and very low-income housing units that may be lost due to redevelopment or deteriorating housing conditions and develop strategies that seek to preserve these units. H P7.3 Support the long-term preservation of naturally occurring affordable housing and income-restricted affordable housing with expiring affordability covenants by pursuing partnerships with nonprofits, housing authorities, SKHHP, and other organizations through methods such as acquisition. 656 of 800 H P7.4 Continue to support and enhance programs that provide financial assistance to promote the repair, revitalization, and rehabilitation of residential structures that have fallen into disrepair. Advocate for state and federal funding to support these programs. H P7.5 Seek opportunities to apply for funding when it becomes available for the purpose of preservation of existing housing stock. H P7.6 Continue to allow manufactured home parks throughout the City as they provide affordable renter and homeownership opportunities. Evaluate opportunities for further protection of such parks. H P7.7 Provide resources to residents to ensure neighborhood properties are kept clean and tidy. Goal H G8 Work to help keep people in their homes and limit economic, physical, and cultural displacement. Policies H P8.1 Explore opportunities for implementing community preference allowing housing developments to prioritize certain applicants when leasing or selling units in communities at high risk of displacement or right to return policies for displaced residents. H P8.2 Work with property owners and management companies to provide additional advanced notice of rent increases and lease non-renewals or terminations. H P8.3 Provide language assistance services for those facing displacement. H P8.4 Explore opportunities to provide assistance in retrofitting existing housing to meet tenants’ changing needs. H P8.5 Consider the development and funding of a relocation assistance program for households that are at risk of displacement. Goal HG9 Coordinate and integrate the City’s housing efforts and programs with regional housing efforts and with local housing and service providers. Policies H P9.1 Work with other King County jurisdictions to ensure that affordable housing is equitably distributed across jurisdictions and not concentrated in less affluent cities and communities. 657 of 800 H P9.2 Establish effective links with King County and other SKHHP cities to assess need and create housing opportunities for low-income and special needs households, and develop housing programs that address issues common throughout the region. H P9.3 Support regional efforts to reduce homelessness. 658 of 800 CHAPTER FIVE HOUSING 5.0 INTRODUCTION & VISION _________________________________ 1 5.1 POLICY BACKGROUNDHOUSING IN FEDERAL WAY _______ 32 Growth Management Act (GMA) ___________________ 33Housing Stock _______________________________________________________________ 3 VISION 2040 ______________________ 63Housing-related Demographics ______________________________________________________________ 63 Countywide Planning Policies (CWPPs) _________________________ 103 5.2 FEDERAL WAY AND ITS HOUSINGHOUSING PRIORITIES __ 114 Household and Population TrendsIncrease Hhousing Ssupply ____ 114 Household SizeIncrease HShousing Cchoices Ffor Aall ___________ 146 Special Needs PopulationsSupport & Ffacilitate Aaffordable & Sspecial nNeeds Hhousing ____________________________________ 187 EmploymentImprove Hhousing Sstability _______________________ 208 Housing Stock and its ConditionSupport Rregional Ccoordination _ 228 Subsidized Housing __________________________________________ 239 Housing Condition __________________________________________ 2310 Housing Cost and Affordability _______________________________ 2310 Ownership Housing _________________________________________ 2512 Affordability of Ownership Housing __________________________ 2512 Future Housing Growth ______________________________________ 2613 Housing Targets _____________________________________________ 2613 Housing Capacity ____________________________________________ 2613 Meeting the Need for Housing ________________________________ 2714 5.3 KEY HOUSING ISSUES __________________________________ 2815 Preserving Neighborhood Character ___________________________ 2815 Zoning and Development Regulations _________________________ 2815 Affordable and Special Needs Housing Strategies _______________ 2916 Development Review ________________________________________ 2916 659 of 800 Citizen Participation _________________________________________ 2916 Policy Coordination and Regional Participation _________________ 2916 5.43 HOUSING CHAPTER GOALS AND POLICIES ______________ 2916 Preserving Neighborhood Character ___________________________ 3018 Community Involvement and Development Review _____________ 3118 Good Design and Diversifying Housing Choice _________________ 3219 Housing Affordability _______________________________________ 3420 Special Needs Housing _______________________________________ 3722 Regional Participation _______________________________________ 3822 660 of 800 5.0 INTRODUCTION & VISION Introduction The Housing Chapter addresses the City's need to promote a diverse housing supply, meet Growth Management Act (GMA) requirements, and preserve the existing housing stock in Federal Way by encouraging and supporting a mixture of housing types, maintaining residential neighborhood stability and character, and providing opportunities that will assist in the development of affordable and special needs housing. The City must plan for the addition of 11,260 new housing units by 2044. Information in the Housing Chapter is based on the Supplementary Housing Report, as the same now exists or is hereafter amended. The Supplemental Housing Report provides detailed context and analysis of existing and future housing needs for the City of Federal Way and is foundational to the policy direction provided in this chapter. The primary goal of the Housing chapter is to create high quality neighborhoods that meet Federal Way’s current and future housing needs for all economic groups and household types. The plan does this by preserving and enhancing existing neighborhood character, while also encouraging the development of a wide range of housing types. The Land Use chapter determines the location and densities of that new housing. The availability of diverse housing choices and affordable housing for all income groups is essential to a stable, healthy, and thriving community. Most housing is not built by cities, but by the private sector. However, cities and other entities, such as lending institutions impact the supply and affordability of housing. This chapter focuses on the housing supply and affordability factors that the City can either control or influence. Demographic trends indicate a shift in future market demand towards smaller housing units, rental housing units, and mixed-use housing in a lively, amenity-rich environment. The City must adapt to these market trends and preferences to be successful. Source: City of Federal Way 661 of 800 The Housing Chapter is connected to and works in tandem with many other Comprehensive Plan chapters such as the Land Use, Centers, Transportation, Community Services, and Economic Development chapters, which each affect housing within the City in various ways. For example, the Land Use Chapter determines the location and densities of housing; transit-oriented development (TOD) goals and policies that support a multimodal transportation system that are also outlined in the Transportation Chapter; and, ensuring a sufficient and desirable housing supply is essential for serving a diverse and growing workforce that propels economic development priorities within the City. While the City of Federal Way does not build or provide housing to residents directly, it can facilitate an environment that encourages housing production in a variety of typologies and affordability levels. The availability of diverse housing choices for all income groups and populations is essential to a stable, healthy, inclusive, and thriving community. Vision Federal Way is a dynamic and inclusive community where housing growth is aligned with regional targets, regulatory barriers are minimized, and a diverse range of housing options are available to all. Residential growth promotes community development and increases the quality of life for Federal Way’s existing and future residents. Currently, almost 60 percent of Federal Way households are one or two-person households. That percentage is expected to increase due to factors such as declining birth rates, later childbirth, lower marriage rates, increasing number of empty nesters, longer lifespans, etc. Additionally, the percentage of the population represented by seniors has increased dramatically over the last ten years and is expected to continue in that direction. Senior households also tend to be one or two person households. This tells us that demand will likely be increasing for smaller housing units as opposed to large, suburban style single-family houses. The cost of housing is increasingly becoming a barrier to the traditional model of single-family home ownership. This factor will also dictate smaller home sizes as well as rental housing demand. In the next 30 years, the age cohort from 35 to 64 (the bracket traditionally seeking the most housing space) will be cut in half as a percentage of total household growth. One counter trend that may be occurring is an increase in the immigrant population, which tends to have larger families. These families may be seeking larger, single-family homes to accommodate multi-generational families. Even if this trend continues, it is likely that we already have a large enough supply of single-family homes (and potentially an over-supply if a significant portion of baby boomers choose to relocate to senior housing, small houses, and apartments rather than age in place). In order to address these trends, the City of Federal Way should allow a wide variety of housing types. The City should zone adequate land for senior housing and facilitate development of accessory dwelling units. The City should consider allowing smaller lot and home sizes to accommodate young first-time homebuyer families and seniors interested in down-sizing, but staying in their own home. The City should be developing dynamic, walkable, mixed-use neighborhoods with shopping, dining, entertainment venues, and multi-story apartment and condominium housing. This type of product is appealing to young people as well as a portion of the senior market. Demand for housing 662 of 800 in urban style, walkable communities has continued to increase along with housing prices in such environments. One way to think of this is if the City desires our Y-generation kids who grew up in great Federal Way suburban neighborhoods to stay in town, we need to start building walkable urban neighborhoods that appeal to them. Providing desirable housing and amenity rich environments also support development of well-paying jobs. Companies make location decisions, in part, based on ease of employee recruitment and retention. The quality and desirability of housing options is a big factor in attracting and retaining good employees. While the City does not control private sector investment, which is necessary for the development of quality housing and neighborhoods, the City should take the steps within its power to facilitate development of the types of housing that will create the best opportunity for success. Steps that can be taken (and in most cases already have) include creation of development regulations that allow these types of products, establishment of incentives for certain development types, evaluation of current codes for barriers to certain housing types, and creation of public-private partnerships. No one can predict the future. If the City fails to adapt to these trends, the City may see the following consequences: loss of key demographic groups to cities that do adapt; potential declining home values due to an over-supply of large-lot single-family homes; decrease in median income as lower income families relocate to suburban environments and higher income families re-locate to desired mixed-use environments; loss of existing quality employers; and lack of ability to attract quality employers. If the City does adapt, it will be in a position to achieve the opposite result. The goals and policies of the Housing chapter are intended to, among other things; guide us to success in adapting our housing options to meet future demand. 5.1 HOUSING IN FEDERAL WAYPOLICY BACKGROUND Federal Way is a city with a variety of housing assets that make it a desirable place to live. As the City grows, it is unquestionable that housing will play a key role in the success of the City. Housing is more than simply shelter, housing is one of the distinctive physical assets of a community. Housing combines to form neighborhoods, and neighborhoods combine with other uses and places to form community. The following sections present various metrics and indicators that are necessary to better understand whether sufficient housing quantity and diversity is present in the City. The Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs) provide a framework for all jurisdictions to plan for and promote a range of affordable, accessible, and healthy housing choices for current and future residents. Growth Management Act (GMA)Existing Housing While the City has long benefited from relatively lower housing costs compared to many other parts of King County, rapid job and population growth coupled with a tight supply of housing across the region has resulted in sustained high demand for housing and increasing prices. Housing availability currently and into the future is an urgent and 663 of 800 growing challenge in the county and in Federal Way. Housing Stock According to the April 1, 2023, Washington State Office of Financial Management (OFM) estimates, there were 38,079 housing units in Federal Way. Of this total, 20,647 were single family homes, 16,068 were multi-family residences, and 1,364 were mobile homes. Nearly 80 percent of the Federal Way’s current housing supply was built between the 1960s and 1990s – placing that housing at 35-65 years old. Since City incorporation, residential development in Federal Way has generally fallen into two categories: single- family homes and larger apartment complexes. Middle housing, such as duplex/triplex/fourplex and similar housing typologies are distinctly absent in the City. This lack of housing diversity means Federal Way lacks a complete spectrum of housing options to meet the variety of housing needs in the community. Source: Zillow Housing Conditions For the most part, the housing stock in Federal Way is in good condition. The City has very little concentration of substandard housing, which is typically found in older urban or distressed areas. However, houses in poor condition do exist in Federal Way in isolated locations. The King County Assessor’s Office provides information related to housing construction quality, which is a good indicator of housing condition. The Assessor’s data indicates an overall housing stock of average-to-better quality. There are a few areas; however, where clusters of buildings have lower quality rankings. A small portion of residences in the City lack complete living facilities, common to most housing. The most prevalent housing element missing is telephone service availability, followed by complete kitchen facilities, and plumbing facilities. Housing Cost and Affordability Market forces such as supply and demand, mortgage interest rates, construction costs, and regional investment factors influence the cost and affordability of housing. Over the 664 of 800 last 23 years, the median home value in Federal Way increased by over 230 percent. In 2000, the median home value in Federal Way was $167,700 and by 2023, the median home value exceeded $554,200. These median home values represent the value of new home listings as well as resales of the existing and aging housing stock. The price for new construction in the City is substantially higher (listings on Realtor.com for 3/28/24 ranged from $691,950 to $1,500,000) than that of the existing housing stock. Similar to home ownership offerings, average rents in Federal Way have also signficiantly increased. Between 2015 and 2023, the average rent for Federal Way increased by 75 percent. As of July 2024, the average rent for Federal Way was $2,007 a month for a 2-bedroom/2-bath apartment, based on over 20 listings provided by Zillow. It is estimated that of the approximately 38,000 housing units in Federal Way, 8% are subsidized affordable housing units and 48% are not regulated or subsidized, and instead are naturally occurring affordable housing (NOAH). Subsidized and regulated affordable housing is housing that is income-restricted and generally exists as a result of government intervention, public subsidy, and/or regulation, as opposed to purely market generated housing. Subsidized and regulated affordable housing projects can often service segments of the community not solely identified by affordability, such as age-restricted housing like senior housing, or special needs housing for individuals and households with disabilities or chronic health conditions. NOAH represents unsubsidized and unregulated housing that remains affordable due to factors including age, location, amenities, and building condition, rather than income or government restrictions. Given that this type of housing is not protected, residents in these housing units face risk of displacement should these housing units be replaced with more expensive housing; be renovated resulting in higher rental costs; or simply be subject to higher rents due to demand in the City. For residents living in these housing units, there may be no other affordable option available in the City. RCW 36.70A.020, Planning Goals of the GMA requires cities to, “Encourage the availability of affordable housing to all economic segments of the population, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock.” The GMA discourages, “…conversion of undeveloped land into sprawling, low- density development.” The GMA requires that the Housing chapter include: An inventory and analysis of existing and projected housing needs that identifies the number of housing units necessary to manage projected growth. A statement of goals and policies for housing preservation, improvement, and development of housing. Identification of sufficient land area for the number of needed housing units, including government assisted housing, housing for low income families, mobile/ manufactured 665 of 800 housing, multiple family housing, and special needs housing. This defines the amount of land that the City must designate for housing in the Land Use chapter. A strategy and policy for meeting the housing needs of all economic segments of the community. Encouragement for innovative land use management techniques to enhance affordable housing opportunities, including density bonuses, cluster housing, planned unit developments, and transfer of development rights. VISION 2040Housing-related Demographics Overall Population information According to the Washtington Office of Financial Management 2024 data, Federal Way had a population of 102,500, reflecting an increase of approximately 14 percent since 2010. However, Federal Way’s population growth has slowed since the 1980s, when its population doubled. According to the U.S. Census, from 1990 to 2000, Federal Way grew approximately 23 percent. This was greater than King County’s growth rate of 15 percent, but less than some of its neighboring cities. Between 2000 and 2010, Federal Way’s growth slowed to 7.3 percent, compared to King County at 11.2 percent. Current City demographics show the growing community reflects increasingly diverse and global demographics with more than one in four residents born outside of the U.S. Citywide, 16.9 percent of the population identifies as Hispanic or Latino, over 17 percent of residents as Black or African American, and nearly 15 percent as Asian, all adding to the diverse cultural fabric of the community. As the City’s demographics continue to evolve and underdeveloped areas begin to infill, the City will need to accommodate a wider variety of housing types, including mixed use housing, live/work units and transitional housing to accommodate the needs of the community. Population by Age The age of a city’s population is an important indicator of housing need. Different types of housing are needed at various stages of life. The distribution of population by age in the City is illustrated in Figure H-1. Figure H-1 Population by Age & Gender 666 of 800 As illustrated in Figure H-1, the City has a solid distribution of population from young children to adults over 60. These statistics reflect a city with many young families and individuals, many of whom may need rental housing as well as first-time homeowner opportunities. Residents between the ages of 25 and 35 represent the majority of potential starter households. The presence of entry-level homes for this existing and future population is necessary if they are to remain in the community. Typically, first time homebuyer opportunities are in the form of smaller single-family homes, townhouses, and condominiums. Smaller-sized housing units are needed not only by this younger population, but by seniors as well. Seniors often desire smaller and more affordable housing, both owned and rented, in order to minimize or eliminate yard work/housework and to expend less of their fixed incomes for housing. These types of housing units are also ideal for the growing number of single person households, as well as for many of the rising number of single parent headed households, regardless of age. Household Incomes Understanding the range of household incomes in a community is also important to understanding what various households can afford to pay for housing, and influences how a community must appropriately plan to meet future housing needs. The United States Department of Housing and Urban Development (HUD) annually calculates the Area Median Income (AMI) and provides income thresholds by household size. Calculations of the AMI are assigned by Metropolitan Statistical Areas (MSA) with Federal Way belonging to the Seattle-Bellevue MSA. The AMI represents the midpoint of an area's income distribution. 667 of 800 Income levels in Federal Way vary widely; with 35.3 percent of households earning above the Area Median Income (AMI), while a significant number of households fall into lower income categories. This statistic reflects the economic diversity within the community as well as the significant difference between incomes in Federal Way compared to incomes in other jurisdictions in the Seattle-Bellevue MSA. Figure H-2 illustrates the percentage of households by income level within the City. Figure H-2 Federal Way Income by AMI The connection between race and income is a key factor in explaining racial disparities in the housing industry. In Federal Way, 42 percent of both White and Asian households make above AMI compared to only 25 percent of Black or African American, 16 percent of Hispanic or Latino (of any race), and 22 percent of Pacific Islander households, reflecting a significant racial disparity in incomes and correlating to disparaties in housing choices. Housing Cost Burdening Housing cost burden refers to the condition in which a household is paying more for housing than it can afford based on income. The supply and affordability of housing in the local housing stock relative to incomes and household size sets the parameters for measuring whether a household is housing cost burdened. The thresholds for determining cost burdening are as follows: • Not cost-burdened includes households paying less than 30 percent of their household income on housing costs. • Cost-burdened (30-50 percent) includes households paying between 30 percent and 50 percent of their household income on housing. • Severely cost-burdened (>50 percent) includes households paying more than 50 percent of their income on housing costs. Housing costs often take a bigger bite out a household’s income than the recommended 30 percent. When a household commits more than 30 percent of their family income to housing, there is less income available for food, healthcare, school, and other family expenses. In Federal Way, approximately 37 percent of households are cost burdened. For higher income households, the impact of being cost burdened may not be felt as acutely, as higher income households may still have enough income left over to pay for 668 of 800 other necessities and perhaps even some luxuries. Lower income households, however, are disproportionately negatively impacted by housing cost burdening, as the remaining percentage of income not tied to housing represents a significantly smaller amount of money to pay for other necessities compared to a higher income household with the same degree of cost burdening. The rates of cost burdened or severely cost burdened households differ substantially depending on whether the household rents or owns their home. Renter-occupied households are nearly twice as likely to be cost burdened or severely cost burdened compared to owner-occupied households. Disparities among rates of cost burdening are also apparent when disaggregated by racial and ethnic group. When considering overall cost burdening, White and Other Race households are the least likely to be cost burdened at 34 percent. Conversely, Black or African American households are most likely at 50 percent. Household Size Federal Way has an average household size of 2.75 persons per household (Figure H-3), a slightly larger average household size than King County, whose average household size is 2.44. However, as with most cities, Federal Way consists predominately of one and two-person households. Figure H-3 Percentage of Households by Size & Tenure The relatively large average household size can be attributed in part to the diverse population of the City. Also, it may indicate some misalignment between housing need and availability. Among immigrant populations, it is common for living arrangements to be intergenerational, consisting of three or more generations in one household. Additionally, the lack of affordable and available housing can result in overcrowding, as people struggle to afford households large enough to comfortably house their family. Overcrowding is defined by HUD as having more than one person per room in a housing unit. In Federal Way overcrowding is significantly more prevalent among renters than owners. 669 of 800 Housing Tenure Household tenure refers to whether a household is owner or renter occupied. Homeownership is highly desirable for many Federal Way households. Currently, a slight majority of households in Federal Way own their home at 54.8 percent, although this percentage has declined slightly over the past few years. Homeownership rates vary significantly by race and ethnicity; Asian and White households are most likely to own with a homeownership rate of 69 percent each, while Hispanic or Latino and Black or African American households are more likely to rent with homeownership rates of 37 and 25 percent, respectively. Special Needs Populations Special needs populations are composed of individuals with physical and mental disabilities, seniors, veterans, individuals with mental illness, individuals with chronic and acute medical conditions, individuals with chemical dependency, survivors of domestic violence, and adult, youth, and families who are experiencing homelessness. The private housing market, for the most part, does not meet the housing and service needs of these groups, especially for low-income households within special needs populations. Special needs populations have diverse housing needs; some groups require special needs housing for a limited time while others require it permanently. The City is home to residents with disabilities, representing 11.6 percent of the non- institutionalized population. The type and prevalence of disabilities vary, with the greatest numbers reporting mobility and cognitive challenges. Stable housing to best serve special needs populations relies on two key factors: affordability, and the availability of supportive services. The type and number of supportive services required varies by population and by individuals within each population. VISION 2040 contains multi-county planning policies (MPPs) that provide a policy framework and numeric guidance for local growth management planning and target setting. Countywide Planning Policies (CWPPS) and local comprehensive plans must be consistent with the MPPs. The Regional Growth Policy in VISION 2040 calls for growth focused in Metropolitan and Core Cities, such as Federal Way, particularly within designated Centers, and aims to improve the jobs-housing balance throughout the region. The overarching goal of VISION 2040 is for the region to preserve, improve, and expand its housing stock to provide a range of affordable, healthy, and safe housing choices to every resident, with fair and equal access to housing for all people. Countywide Planning Policies (CWPPs) The CWPPs must be consistent with both GMA and VISION 2040. The overarching goal of the CWPPs is that the housing needs of all economic and demographic groups are met within all jurisdictions. In order to do so, they require that jurisdictions do the following regarding housing: • Address the need for housing affordable to households with moderate, low, and very-low incomes, including those with special needs. The countywide need for housing by percentage of Area Median Income (AMI) is: 670 of 800 50-80% of AMI (moderate) 16%of total housing supply 30-50% of AMI (low) 12%of total housing supply 30% and below AMI (very-low) 12% of total housing supply • Address the need for housing affordable to households at less than 30% AMI (very-low income), recognizing that this is where the greatest need exists, and addressing this need will require funding, policies, and collaborative actions by all jurisdictions working individually and collectively. • Work with other jurisdictions to meet countywide housing targets and affordable housing needs. • Conduct an inventory and analysis of existing and projected housing needs of all economic and demographic segments of the population. • Provide zoning capacity for a range of housing types and densities, sufficient to accommodate adopted housing targets. • Plan for affordable housing that is accessible to major employment centers. The CWPPs establish numerical housing targets that each city should accommodate, as well as specific targets for housing affordable to households earning less than 80 percent of the county’s median family income. The numerical housing target for Federal Way is discussed in the Future Housing Growth section of this chapter. The CWPPs suggest local actions to encourage development of affordable housing. These may include, but are not limited to, providing sufficient land zoned for higher housing densities, revision of development standards and permitting procedures, reviewing codes for redundancies and inconsistencies, and providing opportunities for a range of housing types. 5.2 FEDERAL WAY AND ITS HOUSING PRIORITIES Federal Way’s housing ranges from residential estates on large lots to more urban multi- story apartments, with a variety of single family and multifamily housing types in between. Consistent with the City’s Housing Action Plan and the goals and policies of this chapter, the City seeks to: 1. Increase housing supply 2. Increase housing choices for all 3. Support & facilitate special needs & affordable housing 4. Improve housing stability 5. Support regional coordination 1. Federal Way, like most communities, has residents with a range of incomes, ages, and household types. Household and Population TrendsIncrease Housing Supply As the Puget Sound Region continues to grow, Federal Way will need to be able to 671 of 800 accommodate new residents through accommodating at least 11,260 additional housing units through zoning and City policies and implementing actions identified in this chapter. Increasing the supply of housing units in the City is imperative to being able to accommodate this growth and has a direct impact on the cost for housing and the livability of the City. With sufficient land capacity to accommodate the City’s housing need by 2044, it is important that zoning, development regulations, and processes do not create unintended barriers to market rate and affordable housing production. For residential developers, delays and a lack of permitting predictability represent real barriers. A commitment by the City to identify, monitor, and resolve or lessen existing barriers to residential production is an adaptive and responsive approach to keeping up with changing trends and demands in the housing market. Without such a commitment, lagging housing supply met with continued high demand will continue to negatively impact Federal Way residents. Preserving existing neighborhoods is an important community value in Federal Way. One of the reasons the community incorporated was to have more control over maintaining the character of its existing single-family neighborhoods. The FWCP recognizes that neighborhoods are special places and are valuable and important to the quality of life for many citizens. In particular, new development in established neighborhoods must be sensitively designed and constructed. Likewise, new multi-family or mixed use development located along arterials running through or adjacent to existing residential neighborhoods should be designed to minimize adverse impacts to its surroundings. Federal Way’s population growth has slowed down since the 1980s, when its population doubled. According to the U.S. Census, from 1990 to 2000, Federal Way grew approximately 23 percent. This was greater than King County’s growth rate of 15 percent, but less than some of its neighboring cities. Between 2000 and 2010, Federal Way’s growth slowed dramatically to 7.3 percent, as opposed to King County at 11.2 percent. Population by Age The age of a city’s population is an important indicator of housing need. Different types of housing are needed at various stages of people’s lives. Based on the 2010 Census, Federal Way’s citizens are relatively young. Over half of its population is under 34 years of age; almost 30 percent of this group is under 19 years of age. This statistic reflects a City with many young families and individuals, many of whom may need rental housing as well as first-time homeowner opportunities. Residents between the ages of 25 and 35 represent the majority of potential first-time homeowners. Federal Way must provide entry-level homes for this existing and future population if they are to remain in the community. Typically, first time homebuyer opportunities are in the form of smaller single-family homes, townhouses, and condominiums. Smaller sized ownership units and rental housing are needed not only by this younger population, but by seniors as well. Seniors often desire smaller and more affordable housing, both owned and rented, in order to minimize or eliminate yard work/housework and to expend less of their fixed incomes for housing. Of course, these types of housing are also ideal for the growing number of single person households, as well as for many of 672 of 800 the rising number of single parent headed households, regardless of age. Seniors (55 and over) make up 22 percent of Federal Way residents, up from 15 percent in 2000. Likewise, in King County, the senior population grew from 19 percent in 2000 to 23 percent in 2010. Countywide, both the number of elderly and its proportion of the senior population is expected to increase even more dramatically by 2025 as the baby boomer generation ages. Figure V-I Source: 2010 U. S. Census Household Income Understanding the distribution of Federal Way’s household income is critical in planning for its future housing needs. A household’s income dictates its housing decisions and opportunities. The King County Benchmark Program defines income groups as follows: Very Low Income: 0 - 30% of county median income Low Income: 31-50% of county median income Moderate Income: 51-80% of county median income Middle Income: 81-120% of county median income Upper Income: 120% or more of county median income According to the 2011-2013 American Community Survey (ACS) 3-Year Estimates, Federal Way’s median household income was $53,131, which is less than King County’s 0 5000 10000 15000 20000 25000 30000 < 5 5-19 20-24 25-34 35-54 55-64 65-74 75-84 > 85 Federal Way's Population by Age Age 673 of 800 median of $70,998. It ranks fourth of the seven South King County cities surveyed.1 Federal Way’s income groups are distributed in approximately a 50:50 split, with approximately 50 percent of residents with middle and greater incomes and 50 percent with moderate and lesser incomes. Source: 2011-2013 American Community Survey (ACS) 3-Year Estimates Household SizeIncrease Housing Choices For All Demographic data (see Chapter 1 Introduction and data provided in Section 5.1) shows Federal Way is becoming increasingly diverse, but past discriminatory housing and land use practices have led to current inequitable outcomes in housing. Significant disparities among groups in housing tenure, cost burdening, income, and neighborhood demographics, persist today. The Housing Chapter aims to address these disparities and repair harms caused to marginalized and underserved communities to better meet the housing need of all in the community. Beginning with the 2024 periodic update, the City has been required to show that it is providing housing options for the entire population of the City. As illustrated in Figure H-4, the 11,260 total housing units of growth the City needs to plan for was disaggregated by income band. Figure H-4 Housing Need by Income 1 The South King County cities used in this comparison are Auburn, Burien, Des Moines, Kent, Federal Way, Renton, and SeaTac. Middle and Upper 50% Moderate 18% Low 12% Very Low 20% Figure V-2 Households By Income Level 674 of 800 As illustrated by Figure H-4, the city needs new housing affordable at all identified income levels, from 0% AMI to over 120% AMI. Since there is no single housing type missing that will meet the housing needs, the City must take a comprehensive look at all tools available to boost housing production to the benefit of all residents of the City. Federal Way’s recently-built housing stock provides a narrow range of housing choices and does not fully reflect the range of housing options that could be built and that likely will be needed in the future. Figure H-5 Existing Housing by Type 675 of 800 As illustrated in Figure H-5, Federal Way’s housing is currently mostly comprised of single-family, detached housing. During the next 20 years, diversification of housing types and costs will help to bridge this gap through increased opportunities for attached dwelling units like duplexes, triplexes, fourplexes, fiveplexes, sixplexes, townhomes, stacked flats, courtyard apartments, and cottage housing around the City. This type of housing has been referred to as “missing middle” housing “Missing middle housing” refers to housing types that fall somewhere in between a single-family home and a mid- rise apartment building. Missing middle housing can help the City increase the availability of less expensive housing types and support vibrant, walkable neighborhoods, while gently increasing neighborhood density. These housing types are an important component of a diverse housing stock, contributing to more inclusive neighborhoods. Historically in the United States, these housing types were more common. For example, many neighborhoods in older cities, like New York, Philadelphia, and Boston, are characterized by a collection of historic row homes. Today, these homes are “missing” from the housing stock due at least in part to the implementation of regulatory frameworks that emphasize either single-family development or larger multifamily development, with little allowance for housing types that fall in the middle of the spectrum. Similar efforts to facilitate the construction of accessory dwelling units, infill residential development, as well as transit-oriented housing will be part of the City’s approach to increasing housing options. Figure H-6 Missing Middle Housing Options Another way to facilitate more diverse housing options is to reexamine the processes and regulations surrounding the subdivision of property for residential uses. Subdivision regulations in Federal Way have been relatively untouched since the City incorporated in 1990. It is time to relook at the Subdivision Code to ensure land is used efficiently, that the regulations reflect current safety needs, and that they permit and encourage the reasonable integration of new housing types in existing neighborhoods to expand options for all residents. Homeownership is an important mechanism for building and securing household wealth and for creating investment in the community. The barriers to homeownership are multi- faceted and not unique to Federal Way, but they still profoundly affect the community. Homeownership requires financial means, including a stable income and savings for a down payment, putting it out of reach for many households especially those with lower- 676 of 800 incomes or that suffer from high rates of cost burdening. Creating opportunities for new condominium construction, as was achieved through the development agreement with Trent on the TC-3 properties, adds options for ownership at a lower price point than traditional single-family detached housing. Households that do not come from a tradition of homeownership due to immigration status or systemic inequities are more likely to lack the experience and access to the resources needed to successfully own a home, such as building and repairing credit, application processes and procedures, and mortgage lending. Addressing the barriers to homeownership and increasing homeownership opportunities are important for supporting equity and community-building in Federal Way. The 2011-2013 ACS shows that at 2.7 persons per household, Federal Way has a larger average household size than King County, whose average household size is 2.4. Federal Way has a greater household size than Auburn, Des Moines, and Renton, but a smaller household size than Kent and SeaTac and the same average size as Burien. However, as for most cities, Federal Way consists predominately of one and two person households, as the figure below shows. Three reasons for Federal Way’s relatively large average household size is its large percentage (68 percent) of families, its relatively high number of immigrants (who tend to have large families), and the overcrowding of its housing due to affordability and availability issues. Figure V-3 Source: 2011-2013 American Community Survey (ACS) 3-Year Estimates Overcrowding According to the 2011-2013 ACS 3-Year Estimates, five percent of Federal Way’s housing is overcrowded. Overcrowding, defined by the U.S. Department of Housing and Development (HUD) as having more than one person per room in a housing unit, is more of a problem in Federal Way than in King County, although the South King County cities of Kent and SeaTac have a worse problem with overcrowding. Overcrowding typically results when households have to “double 1 Person 24% 2 People 34% 3 People 17% 4 People 13% 5+ People 12% Distribution of Households by Size in Federal Way, 2010 677 of 800 up” in order to afford the cost of housing, or from large families not being able to find an appropriately sized unit. Special Needs PopulationsSupport & Facilitate Affordable & Special Needs Housing As illustrated by Figure H-4, Federal Way is to plan for 3,795 housing units below 80% AMI. Increasing the supply of income-restricted housing and accessing federal and regional financial resources to support affordable housing will be key to providing sufficient affordable housing in the City in the future. Federal Way utilizes a portion of its federal Community Development Block Grant (CDBG) dollars to help fund needed housing and support services. In coordination with neighboring cities, Federal Way pools funds through the 1406 Sales Tax Funds to increase housing and implement effective housing policies and programs to meet future housing needs. In addition, the City has enacted a Multifamily Tax Exemption program and Inclusionary housing requirements to help bring more affordable housing to Federal Way. Another way that the City can support housing that is both affordable and meets the special needs of the community is by ensuring an adequate amount of land is zoned to facilitate housing options such as emergency shelter and housing, permanent supportive housing, transitional housing, senior housing, and single-room-occupancy housing throughout the City. Since the private housing market mostly targets those earning middle and upper incomes, the City should explore other incentives or requirements for developers to build housing affordable to those with less financial resources. Other programs that could be considered could include: impact fee waivers, parking requirement reductions, and requiring affordable housing in conjunction with transit- oriented development. Even with City incentives, cost-conscious development regulations, and predictable permitting procedures, it is impossible for the private housing market to meet the affordable housing needs of very low-income households without significant financial contributions from governments, non-profit organizations, or corporate entities. Substantial capital development subsidies, as well as rent subsidies, are needed to create residences for those needing housing below 50% AMI. One way that Federal Way can encourage special needs and affordable housing is by ensuring an adequate amount of land zoned to facilitate affordable housing, allowing smaller lot sizes, townhouses, cottage housing, cluster housing, accessory dwelling units, duplexes, triplexes, small-scale apartments, senior apartments, single-room-occupancy housing, and boarding homes. Subdivision and development regulations should be modified to ensure that land is used efficiently, that the regulations reflect current safety needs, and that they permit and encourage construction of a broad range of housing types. For instance, structural setbacks and street widths could be modified to facilitate small lot developments, cottage housing, cluster housing, and zero-lot line developments. Since the private housing market mostly targets those earning middle and upper incomes, the City should consider providing extra incentives or requirements for developers to build housing affordable to those with less financial resources. The City already requires 678 of 800 rental housing developments of 25 units or more to provide affordable housing units. Other programs it could offer include impact fee waivers, parking requirement reductions, and affordable housing requirements in conjunction with transit-oriented development. One incentive program alone is often not enough to encourage developers to participate. For example, a study by the Growth Management Planning Council (GMPC), Affordable Housing Incentive Program for King County, suggests that, depending upon economic factors, a density bonus program needs to be combined with other incentives in order to be fiscally feasible. If the City provides incentives, cost-conscious development regulations, and allows affordable housing types, the private market is more likely to provide housing affordable to low- and moderate-income households. However, it is impossible for the private housing market to meet the affordable housing needs of very low-income households, which includes many with special needs. Substantial capital development subsidies, as well as rent subsides, are needed to make new construction affordable to very low- income households. To help meet this need for subsidized housing, Federal Way uses the funds available, such as its federal Community Development Block Grant (CDBG) dollars, to help fund needed housing and support services. Federal Way also works with the King County Consortium, neighboring cities, local, state, and federal funding sources, and service and housing providers to coordinate funding and to develop and implement effective housing policies and programs to meet future housing needs. The term “affordable” is not dollar-specific; it is used in a relative sense. With regard to ownership, an affordable housing payment (principle and interest) is calculated at 23 percent of monthly income. Taxes, utilities, and/or condominium and homeowner association fees are estimated at 7 to 10 percent. Affordable rent is calculated at 30 percent of monthly income, assuming that utilities are included. That affordable dollar amount, of course, changes depending upon the income level of each household. The following table shows the annual income, affordable monthly housing cost, and affordable home price, by household size, for each income group. Unfortunately, housing costs often take a bigger bite out a household’s income than the recommended 30 percent. For higher income households, this still leaves enough money to pay for other necessities and perhaps some luxuries. It is lower income households that are negatively impacted if they are unable to find affordable housing. According to HUD, any household spending more than 30 percent of household income on housing income is cost burdened. Extremely cost burdened households are defined as households that pay more than 50 percent of income on housing. The concept of cost-burden applies both to renter and owner households. Based on HUD’s Comprehensive Housing Affordability Strategy (CHAS) data, which is based on 2007-2011 ACS 5-Year Estimates, approximately 22 percent of homeowners in Federal Way are cost burdened, and approximately 15 percent of homeowners are extremely cost burdened. For renters, approximately 24 percent are cost burdened and 29 percent are extremely cost burdened. Included in Federal Way’s 35,626 housing units, is a limited amount of subsidized housing. In 2014, there were 442 King County Housing Authority (KCHA) Public Housing units and approximately 1,512 subsidized units owned by private non-profit agencies and reserved mostly for the elderly, physically disabled, or those with other special housing needs. In addition, as of February 2004, 1,141 households were renting in 679 of 800 Federal Way using KCHA Section 8 vouchers. A household with a Section 8 voucher can live anywhere in the county. The tenant pays 28 to 40 percent of their income toward the rent and KCHA pays the remainder—up to a certain limit. The demand for both subsidized housing and vouchers far out strips the supply. The Section 8 waiting list is closed to new households and it is not expected to open for the foreseeable future. Special needs populations are a subset of affordable housing residents. They are composed of individuals with physical and mental disabilities, seniors, veterans, individuals with mental illness, individuals with chronic and acute medical conditions, individuals with chemical dependency, survivors of domestic violence, and adult, youth, and families who are homeless. The private market, for the most part, does not meet the housing and service needs of these groups, especially if they are low-income. The need for housing and services is independent of a person’s income; it is experienced due to a crisis or disabling condition. Hhowever, most who are disabled on a permanent basis, due to the limitations of their disability, usually become very low-income. Special needs populations and their needs are diverse. Some groups require special needs housing for a limited time and others on a permanent basis. Two examples of housing needed on a permanent basis are group homes for developmentally disabled adults and apartments with supportive services for the chronically mentally ill. The type of housing that is needed on a temporary basis includes confidential shelters and transitional housing for victims of domestic violence, supportive housing for pregnant teens, and emergency shelters and transitional housing for the homeless. Special needs populations require two major ingredients to ensure a stable housing situation: 1) very low cost housing; and, 2) supportive services. The type and number of supportive services required varies by population and by individuals within each population. JurisdictionsThe Ccity can help encourage an adequate supply of special needs housing by ensuring that its codes and regulations are notdo not create barriers to the provision of special needs housing. EmploymentImprove Housing Stability Housing instability contributes to high levels of stress as well as difficulty securing and maintaining employment. A number of the goals and policies found in this chapter are either directly or indirectly working toward improving housing stability. By increasing housing choices and committing resources to affordable and special needs housing, the City is working to minimize housing instability. Displacement is the process by which a household is forced to move from its residence, neighborhood or community because of conditions beyond their control. Displacement includes the following: • Physical displacement: Households are directly forced to move for reasons such as eviction, foreclosure, natural disaster, or deterioration in housing quality. • Economic displacement: Households are compelled to move by rising rents or costs of home ownership like property taxes. 680 of 800 • Cultural displacement: Residents are compelled to move because the people and institutions that make up their cultural community have left the area. Puget Sound Regional Council (PSRC) developed a displacement risk mapping tool for the 4-county area they serve. Figure H-7 provides results for Federal Way. The area from S 348th Street to S 320th Street, and I-5 to 1st Avenue S and S 320th Street to S 304th Street, Pacific Highway South to I-5, have been identified as at higher risk for displacement. Investing in and implementing strategies to prevent or minimize the risk of displacement are vital for maintaining the socio-economic diversity and stability of the community. Displacement disrupts community ties and impacts local economies. Figure H-7 PSRC Map of Displacement Risk A majority of Federal Way’s existing housing stock serves incomes below 80 percent AMI and is an essential contributor to the City's housing landscape, providing affordable options to low-income households. However, only 15.4 percent (3,347 units) of the housing affordable to low income households in the City are income restricted and/or regulated affordable housing. The remaining 18,343 units of affordable housing in the City are naturally occurring and unregulated. These NOAH housing units face challenges given there are no protections in place to retain affordability and therefore the affordability of these units in the future is heavily influenced by supply and demand as well as other market forces. Because the majority of the City’s affordable housing stock is naturally occurring and dependent on market realities rather than governmental protections, Federal Way’s current affordable housing stock is highly vulnerable. 681 of 800 As the City looks to increase stability of housing throughout the community overall, there needs to be actions taken to focus on equitable outcome, ensuring that race, ethnicity, and other factors do not predict an individual’s housing outcomes. Racially disparate impacts may exist where policies, practices, rules or other systems currently in place result in a disproportionate effect on one or more racial groups. Addressing inequities relating to housing in the City will help improve stability and reduce displacements. Federal Way is more a source for workers than a place to work. Based on the Puget Sound Regional Council (PSE) Covered Employment Estimates, there were 29,586 jobs in Federal Way in 2013. This is not enough to employ Federal Way’s approximately 72,443 potential workers aged 16 or older. However, based on the 2011-2013 ACS 3-Year Estimates, only 47,586 of the 72,443 potential workers are actually in the labor force. A jobs/housing balance is another way to measure if a city is considered a bedroom community or an employment center. A low jobs/housing ratio indicates a housing-rich “bedroom community,” while a high jobs/housing ratio indicates an employment center. In 2013, Federal Way had a jobs/housing ratio of 0.83, compared to 1.51 for King County and 1.15 for the four-county Central Puget Sound region. This low ratio of jobs to housing is why Federal Way is considered a bedroom community. Approximately 70 percent of those 29,586 jobs were in the retail and service sector. Jobs in government and education accounted for the next highest percentage, at almost 13 percent. At 15 percent, Federal Way’s proportion of retail jobs is equivalent to Tukwila’s and is higher than King County’s proportion of 10 percent. Jobs in retail sales and service employment typically pay low wages and as a result, these workers have difficulty finding housing they can afford despite working full time jobs. Accordingly, there may be an imbalance between jobs available in Federal Way and the earnings needed to afford local housing. Ironically, this may result in employees working in the City commuting from other communities where cheaper housing is available and higher wage earners who live in Federal Way commuting to other cities for higher paying jobs (Refer to Tables IV- 1 and IV-2 in Chapter 4, Economic Development). Housing Stock and its ConditionSupport Regional Coordination According to the April 1, 2014, Washington State Office of Financial Management (OFM) estimates, there were 35,626 housing units in Federal Way. Of this total, 20,044 were single family, 14,277 were multi-family, and 1,305 were mobile homes or trailers. The majority of Federal Way’s housing is fairly homogenous. The housing primarily consists of single-family detached units, constructed in the seventies and eighties. In 2014, there were eight mobile home parks with over 1,100 homes. There were also 332 duplexes, with the rest of the multi-family housing stock being two and three story apartment buildings. The number of structures with 20 or more units has been increasing as a proportion of all housing in the last several years. (The composition of this housing is illustrated in the figure below.) Federal Way’s housing provides only a narrow range of choices and does not fully reflect the range of housing options that could be built and that likely will be needed in the future. Figure V-4 682 of 800 Source: Washington State Office of Financial Management, April 2014 Lack of housing choice creates a situation where an increasing number of families find it difficult to obtain suitable housing in the community. It affects empty nesters and couples that have raised their families and who for life-style reasons, no longer need or want a large single-family house and the associated maintenance. Young adults, students, young married couples, and low-income workers would like to live in the community where they grew up or currently work, but often cannot find a house that fits their housing needs or desires, or they may not be able to afford the available housing. Subsidized Housing Housing Condition Housing Cost and Affordability Mobile Homes 4% Single Family 56% Multifamily 40% Federal Way's Housing Stock 683 of 800 Table V-I 2014 Income Levels and Affordable Housing Costs by Household Size Percent of Median Income One Person Household Two Person Household Average Household* Three Person Household Four Person Household Five Person Household Six Person Household 30% $18,550 $21,200 $22,260 $23,850 $26,450 $28,600 $30,700 Affordable Housing Payment $433 $495 $519 $557 $617 $667 $716 Affordable Rent $464 $530 $557 $596 $661 $715 $768 Affordable Home Price $94,900 $108,500 $113,900 $122,000 $135,300 $146,300 $157,100 40% $24,720 $28,240 $29,648 $31,760 $35,280 $38,120 $40,960 Affordable Housing Payment $577 $659 $692 $741 $823 $889 $956 Affordable Rent $618 $706 $741 $794 $882 $953 $1,024 Affordable Home Price $126,500 $144,500 $151,700 $162,500 $180,500 $195,100 $209,600 50% $30,900 $35,300 $37,060 $39,700 $44,100 $47,650 $51,200 Affordable Housing Payment $721 $824 $865 $926 $1,029 $1,112 $1,195 Affordable Rent $773 $883 $927 $993 $1,103 $1,191 $1,280 Affordable Home Price $158,100 $180,600 $189,600 $203,100 $225,600 $243,800 $262,000 60% $37,080 $42,360 $44,472 $47,640 $52,920 $57,180 $61,440 Affordable Housing Payment $865 $988 $1,038 $1,112 $1,235 $1,334 $1,434 Affordable Rent $927 $1,059 $1,112 $1,191 $1,323 $1,430 $1,536 Affordable Home Price $189,700 $216,700 $227,600 $243,800 $270,800 $292,600 $314,400 70% $43,260 $49,420 $51,884 $55,580 $61,740 $66,710 $71,680 Affordable Housing Payment $1,009 $1,153 $1,211 $1,297 $1,441 $1,557 $1,673 Affordable Rent $1,082 $1,236 $1,297 $1,390 $1,544 $1,668 $1,792 Affordable Home Price $221,400 $252,900 $265,500 $284,400 $315,900 $341,300 $366,800 80% $49,440 $56,480 $59,296 $63,520 $70,550 $76,200 $81,850 Affordable Housing Payment $1,154 $1,318 $1,384 $1,482 $1,646 $1,778 $1,910 Affordable Rent $1,236 $1,412 $1,482 $1,588 $1,764 $1,905 $2,046 Affordable Home Price $253,000 $289,000 $303,400 $325,000 $361,000 $389,900 $418,800 90% $55,620 $63,540 $66,708 $71,460 $79,380 $85,770 $92,160 Affordable Housing Payment $1,298 $1,483 $1,557 $1,667 $1,852 $2,001 $2,150 Affordable Rent $1,391 $1,589 $1,668 $1,787 $1,985 $2,144 $2,304 Affordable Home Price $284,600 $325,100 $341,300 $365,600 $406,200 $438,900 $471,600 100% $61,800 $70,600 $74,120 $79,400 $88,200 $95,300 $102,400 Affordable Housing Payment $1,442 $1,647 $1,729 $1,853 $2,058 $2,224 $2,389 Affordable Rent $1,545 $1,765 $1,853 $1,985 $2,205 $2,383 $2,560 Affordable Home Price $316,200 $361,200 $379,300 $406,300 $451,300 $487,600 $524,000 *The average King County household is about 2.4 persons Costs are based on 35% of monthly income. An affordable housing payment (principle and interest only) is calculated at 23% of monthly income. Taxes, utilities, and/or condo or homeowner fees are estimated to account for an additional 7%, but could be as much as 10%. Affordable rent is calculated at 30% of monthly income assuming the inclusion of utilities in this amount. This chart calculates affordable mortgage payment based on 10% down payment and fixed interest of 4.5% 684 of 800 Ownership Housing The cost of ownership housing in Federal Way, like other places in King County, has been increasing. In Federal Way, the average price of a single-family home in 2014 was $250,000, an increase of 6.8 percent since 2003. However, the average price of a new single family house increased by 33.5 percent between 2003 and 2014 and the average price of a condominium decreased by 20.6 percent from $120,958 in 2003 to $96,000 in 2014. Table V-2 2014 Housing Sales Prices in Federal Way Price 2003 2014 % Change 2003-2014 Average Single Family Price $233,980 $250,000 6.8% Average New Single Family Price $286,247 $382,000 33.5% Average Condominium Price $120,958 $96,000 -20.6% Source: Northwest Multiple Listing Affordability of Ownership Housing Compared to some other parts of the county, Federal Way’s ownership housing is relatively affordable. For instance, in 2014, the average price of a home in King County was $423,000, approximately $189,020 more than in Federal Way. As the table below shows, in 2014, the average priced single-family house was affordable to households at or over 60 percent of median income, while a three or four person household at 30 percent of median or above could afford an average priced condominium in Federal Way. Table V-3 Affordability of Home Purchase in Federal Way, 2014 Income Required for Average-Priced Single Family Home Income Required for Average-Priced New Single Family Home Income Required for Average-Priced Condominium 1 Person Household 80% of Median 80% of Median 40% of Median 2 Person Household 70% of Median 70% of Median 30% of Median 3 Person Household 60% of Median 70% of Median 30% of Median 4 Person Household 60% of Median 60% of Median 30% of Median 685 of 800 Future Housing Growth The purpose of the GMA is to assist every city in responsibly planning for growth. Growth will occur. We can either scramble to accommodate this growth or plan for it. Left alone, the housing market will build housing in the easiest and most profitable manner to meet the housing demand. Unfortunately, unless guided by good policy, zoning, development regulations, and incentives, this market -driven response usually does not supply the diversity of housing choices and prices that result in a healthy and attractive community. Additionally, as seen in the mid-2000s housing crash, the private market tends to overbuild at times, resulting in a cyclic boom/bust pattern. Housing Targets In 2012, the Growth Management Planning Council (GMPC) adopted targets for new households and jobs for the period of 2006-2031. These targets were based on a methodology developed by the King County Planning Directors. The adopted 2006-2031 housing target for Federal Way is 8,100 new residential units. The CWPPs adopted countywide targets for affordable housing as follows: • 16% of total housing supply should be available for moderate income households (50-80% of Area Median Income [AMI]) • 12% of total housing supply should be available for low income households (30-50% of AMI) • 12% of total housing supply should be available for very low income households (30% and below AMI) The intent of the affordable housing targets is that affordable housing be equitably distributed across jurisdictions and applies to both existing and new housing. Based on the 2006-2010 ACS 5-year estimates, as shown in Table V-4, Federal Way exceeded the affordable housing targets for moderate and low income rentals, but had a shortage of about six percent for very low-income rentals. For owner-occupied units, there were more units affordable for moderate income households, but not enough for low-income and very low-income households, as you would expect. The number of units affordable for very low-income households was negligible, and therefore, was not broken out in the table. Housing Capacity Federal Way currently has a capacity for 8,443 new residential units, including 2,412 detached single-family homes and 6,030 multiple-family units. The capacity for 4,880 of those multifamily units is located in mixed-use development zones. Given the 8,100 housing unit targets above, Federal Way, has an excess capacity of 343 housing units. 686 of 800 Meeting the Need for Housing In addition to ensuring that there is land capacity to accommodate the expected growth in households, the City must do what it can to ensure diverse housing opportunities for all income groups. Although no city can guarantee that the housing built will be affordable to all income groups, cities can encourage and facilitate housing that is more affordable using factors it does control, such as land use regulations. For instance, the City can ensure that it has an adequate amount of land zoned to facilitate the development of affordable housing opportunities, such as smaller lot sizes, townhouses, cottage housing, cluster housing, accessory dwelling units, duplexes, triplexes, small-scale apartments, and senior apartments. The City should plan to accommodate housing based on demographic trends, specifically smaller housing sizes, and mixed-use housing with entertainment venues in close proximity. Table V-4 Affordable Housing and Targets Income Levels Need Have Rental Number % of 14,121 Renter Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 6,275 44.4 31-50% of AMI (Low) 12% of Total Housing Supply 4,430 31.4 30% and below AMI (Very Low) 12% of Total Housing Supply 846 6 Total Renter Occupied Housing Units 14,121 Owner-Occupied Need Have Number % of 20,111 Owner Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 5,721 28.4 50% and below AMI (Low & Very Low) 24% of Total Housing Supply2 2,796 13.9 Total Owner Occupied Housing Units 20,111 Total Occupied Housing Units 34,232 Total Housing Units 35,927 Renter- & Owner-Occupied Units Need Have Number % of 34,232 Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 11,996 35 50% and below of AMI (Low and Very Low) 24% of Total Housing Supply 8,072 23.6 Source: 2006-2010 American Community Survey (ACS) 5-Year Estimates 2 The City recognizes that homeownership may not be possible for many households in this income category. Most affordable housing for households within this income category will be provided through rental housing. 687 of 800 5.3 KEY HOUSING ISSUES Preserving Neighborhood Character Preserving existing neighborhoods is an important community value in Federal Way. One of the reasons the community incorporated was to have more control over maintaining the character of its existing single-family neighborhoods. The FWCP recognizes that neighborhoods are special places and are valuable and important to the quality of life for many citizens. In particular, new development in established neighborhoods must be sensitively designed and constructed. Likewise, new multi-family or mixed use development located along arterials running through or adjacent to existing residential neighborhoods should be designed to minimize adverse impacts to its surroundings. Zoning and Development Regulations Jurisdictions place the most significant controls on housing development through land use controls and zoning. By a careful evaluation and revision of land use regulations, Federal Way can significantly influence the amount, type, design, and affordability of the housing built in the community. Federal Way, like most urban and suburban jurisdictions, is already “built out”; therefore, the greatest opportunities for expanding the types of housing available are in infill and redevelopment, not new development. The first component of Federal Way’s housing strategy is to promote in-fill while protecting the character and quality of its existing single-family residential neighborhoods. The second component of the housing strategy is to encourage higher density residential uses in the I-5/ Highway 99 corridor, including the City Center. Row houses, townhouses, condominiums, mid-rise residential buildings, and high-rise buildings in the City Center, are appropriate in these areas given the availability of utilities and other infrastructure, access to public transportation, jobs, shopping, entertainment, and social and human services. This plan anticipates that during the next 20 years, the City Center and the Highway 99 corridor will redevelop and accommodate the majority of the City’s new housing units, particularly multifamily housing units. The area will gradually become a denser, mixed use, pedestrian friendly, high amenity, high quality vital part of Federal Way. The third part of the strategy is to ensure that there is sufficient land available for other housing needs such as government assisted housing, manufactured housing, housing for low-income families, and special needs housing, including group homes and foster care facilities. The Land Use chapter and FWRC provide support for these types of housing. A critical issue in providing a sufficient amount of this housing is to remove any regulatory barriers to locating such housing throughout Federal Way. Source: City of Federal Way 688 of 800 Affordable and Special Needs Housing Strategies Development Review Time is money to a housing developer. Thus, whatever the City can do to reduce permit- processing time will make housing more affordable. The City offers a preapplication conference that allows the developer to meet with City representatives at an early stage in the review process to ensure that the applicant understands City development regulations. Such early meetings allow the City and housing developer to agree on the best method to achieve a code compliant and mutually beneficial site plan prior to spending significant sums on costly design and engineering work. Citizen Participation Housing policies and development, which results from these policies, impact the environment of Federal Way residents. Therefore, it is essential that citizens are involved in developing policies, such as those in the FWCP. To accomplish this, the City has levels of citizen participation processes. The process used depends upon the scale of the development and its potential to impact Federal Way citizens. Both the public and developers should have a clear understanding of the citizen review process, including the types of issues that are open to discussion and the time frame for the review process. Policy Coordination and Regional Participation The City recognizes that most of the housing issues found in Federal Way are common to the King County, Seattle, and the other suburban jurisdictions in Western Washington. In order to ensure that this regional housing need itis addresseds this regional housing need effectively, and to help eliminate duplications of effort, the City should continue to coordinate with the King County Consortium, Sounth King County Housing and Homelessness Partnership (SKHHP), other relevant regional entities, and other South King County cities when developing policies and funding housing and housing-related services and programs. The goals and policies of the Housing Chapter put forward the City’s commitment to work with other jurisdictions or entities to develop a coordinated, regional approach to address local and regional housing needs. 5.34 HOUSING CHAPTER GOALS AND POLICIES The following section establishes goals and policies for providing, preserving, and enhancing housing in Federal Way. These goals and policies provide a framework from 689 of 800 which to develop implementation strategies and work programs for the community. The purpose of these goals and policies is to provide housing opportunities to all segments of the population: provide housing options that improve quality of life; attract new residents; provide new options for existing residents; and improve the desirability of Federal Way as a place to live. Consistent with GMA, these goals and policies should promote a variety of densities, housing types, and encourage preservation of the City’s existing housing stock. Overall Goal Preserve, protect, and enhance Federal Way’s existing high quality residential neighborhoods and promote a variety of opportunities to meet the housing needs of all residents of the community and region. Preserving Neighborhood Character Goal HG1 Preserve and protect the quality of existing residential neighborhoods and require new development to be of a scale and design that is compatible with existing neighborhood character. H G1 Support housing growth consistent with regional targets. Policies HP1 High-density housing projects, with the exception of senior housing, will not be permitted in existing single-family residential neighborhoods. More moderate densities such as cottage housing are permitted. H P21.1 Amend development regulations to remove or lessen regulatory and financial barriers to accommodate a diverse range of housing construction and facilitate a diverse range of housing forms that expand housing choice, are land use efficient, and are inclusive to community needsare compatible with neighborhood character and create an effective transition between the City Center, business areas, and residential neighborhoods. H P1.2 Periodically monitor, analyze, and evaluate residential development and displacement to determine progress toward meeting regional targets at all income bands. H P1.3 Work with Master Builders Association of King and Snohomish Counties (MBAKS) and other housing development partners to facilitate growth in housing supply and improve the City’s job-housing ratio. H P1.4 Continue efforts to streamline permitting processes. 690 of 800 H P1.5 Continue to use objective design guidelines to ensure that new and infill housing supports the general aesthetics of the community. HP3 Continue to allow accessory housing units within single-family neighborhoods in a way that protects residential character, maintains specific design standards, and complies with all applicable laws. Review accessory housing regulations and, if necessary, revise any regulation that inappropriately limits their development. HP4 Maintain a strong code enforcement program to protect residential areas from illegal land use activities. HP5 Subject to funding availability, conduct periodic surveys of housing conditions and fund programs, including housing rehabilitation, to ensure that older neighborhoods are not allowed to deteriorate. HP6 If allowed by applicable law, development inside and outside the City should be required to provide their fair share of onsite and offsite improvements. Community Involvement and Development Review Goal HG2 Involve the community in the development of new housing to a degree that is consistent with the scale of impact on the surrounding neighborhoods. H G2 Diversify housing supply typology, size, renter/ownership options, and affordability levels at urban densities to maximize the accessibility to public transit investments. Policies H P2.1 Adopt and implement Transit Oriented Development strategies designed to encourage dense residential development and diverse pedestrian-oriented uses close to transit stations. H P2.2 Offer incentives and flexibility to developers to create walkable, mixed-income communities that foster social inclusivity and diversity in regionally recognized centers. H P2.3 Continue to pursue public-private partnerships in high opportunity areas with transit access. H P2.4 Increase capacity for and promote greater diversity of housing types to bridge the gap between detached single family and dense multifamily. HP7 Continue to encourage public input into development of planning and regulatory documents through a formal public process characterized by broad, thorough, and timely public notice of pending action. HP8 Consider the economic impact of all development regulations on the cost of housing. 691 of 800 HP9 Continue to provide streamlined permitting processes for development that is consistent with the FWCP and FWRC, and that has minimum adverse impacts. HP10 Encourage community input, where appropriate, into the development permit process by providing thorough and timely information to the public. HP11 Continue to assist developers with housing proposals at the earliest possible opportunity, including preapplication meetings to produce projects that can be reviewed quickly and maximize their ability to receive permits. Good Design and Diversifying Housing Choice Goals HG3 Develop a zoning code that provides flexibility to produce innovative housing solutions, does not burden the cost of housing development and maintenance, and diversifies the range of housing types available in the City. HG4 Proactively plan for and respond to trends in housing demand. Goal H G3 Expand and protect opportunities for homeownership citywide. Policies H P3.1 Consider monitoring and investigating threats to supply of homeownership opportunities such as short term rentals and home sales to for-profit institutions. H P3.2 Work with property developers to include ownership opportunities in residential and mixed-use development projects. H P3.3 Encourage innovative homeownership models in a variety of settings, styles, sizes, and affordability levels throughout Federal Way. H P3.4 Lower barriers and promote access to affordable homeownership for extremely low-, very low-, and extremely low-income households. H P3.5 Where appropriate, reduce minimum lot sizes to permit the construction of smaller detached single-family houses on smaller lots. Policies HP12 The FWRC and Land Use chapter of the FWCP will be coordinated to facilitate locating housing affordable to low-income, very low-income, and special needs households throughout the City, especially around the City Center and other areas that provide proximity to employment, safe and convenient access to 692 of 800 transportation and human services, and adequate infrastructure to support housing development. HP13 Continue to use design guidelines to ensure that new and infill developments have aesthetic appeal and minimize impacts on surrounding development. HP14 Review zoning, subdivision, and development regulations to ensure that they further housing policies, facilitate infill development and don’t create unintended barriers. HP15 As appropriate, reduce minimum lot sizes to allow construction of smaller, detached single-family houses on smaller lots. HP16 Increase capacity and encourage greater diversity of housing types and costs for both infill and new development through various methods, such as inclusionary zoning, density bonuses, and transfer of development rights, cluster housing, cottage housing, garden housing, duplexes, and low to moderate density housing types. HP17 Continue to permit commercial/residential mixed-use development in designated commercial areas throughout the City. Develop incentive programs to ensure an adequate amount of housing is developed in these areas. HP18 Continue to pursue public-private partnerships to develop mixed-use, walkable neighborhoods in close proximity to transit. HP19 Continue to provide incentives, such as density bonuses, for multi-family housing, and expand the types of incentives offered to encourage new developments to include affordable housing. HP20 Periodically review and update development regulations to incorporate opportunities for new housing types. Goal H G4 Collaborate and build connections with populations most disproportionately impacted by past housing policies. Policies H P4.1 Evaluate and consider the potential economic and social impact that City policies, development regulations, and zoning may have on the cost of housing for those vulnerable to displacement. H P4.2 Prioritize expanding access to neighborhoods of choice and reducing disparities by ensuring equitable distribution of housing options across the City, particularly in historically underserved communities and areas affected by exclusionary practices. H P4.3 Invest in and maintain partnerships with communities most impacted by racially exclusive and discriminatory land use and housing practices (Black, 693 of 800 Indigenous, and other People of Color households) to achieve more equitable housing outcomes. H P4.4 Maintain and expand community partnerships to support the allocation of dedicated funding to address racial and other disparities in access to housing and neighborhoods of choice. H P4.5 Promote and enforce fair housing policies and practices so that every person in the City has equitable access to and opportunity to thrive in their communities of choice, regardless of their race, gender identity, sexual identity, ability, use of a service animal, age, immigration status, national origin, familial status, religion, source of income, military status, or membership in any other relevant category of protected people. Housing Affordability Goals HG5 Develop a range of affordable housing opportunities for low-income households consistent with the CWPPs and the needs of the community. H G5 Promote housing options that are appropriate for all stages of life and inclusive of residents with disabilities. HG6 Encourage development of mixed-income projects and communities. Policies H P5.1 Encourage development of housing that is appropriate for multi-generational families, including expanding opportunities for accessory dwelling units (ADUs), middle housing, family-sized apartments, senior housing, and special needs housing. H P5.2 Increase housing supply, particularly for those with special housing needs, including the elderly, mentally ill, victims of domestic abuse, and persons with physical, developmental, and/or behavioral health disabilities. H P5.3 Conduct regular assessments to identify gaps in specialized housing provision and adjust policies and/or regulations accordingly. Goal H G6 Encourage and incent the development of affordable housing and mixed income projects, providing for a range of housing opportunities affordable to households with moderate, low, and very low incomes. Policies H P216.1 Promote fair housing access to all persons without discrimination. 694 of 800 H P226.2 As required by the CWPPs, mMaintain sufficient land supply and adequate zoning within the City to accommodate Federal Way’s housing needs for permanent supportive housing and emergency housing.those types of housing consistent with the City’s affordable housing targets. H P236.3 Continue to require a portion of new housing on sites of significant size to be affordable to householdslow-income households at a level not provided otherwise by the private market, while continuing to compensate developers for providing this affordable housing. Developers should be compensated for providing this affordable housing by increased density or other benefits.Prioritize the creation of units serving the income bands with the greatest need for new housing units. H P246.4 Ensure that any new affordable housing required by the City or publicly funded remains affordable in the long termthrough some tool approved by the City, such as recording a lien on the property. HP25 To the extent possible, coordinate all City affordable housing programs so that a developer can use multiple incentives or programs for a single project. Required affordability levels and duration of affordability should be the same for all programs. HP26 Continue to allow manufactured housing in residential zones; provided it conforms to all applicable federal, state, and local requirements and is compatible with the character of the surrounding neighborhood. HP27 In order to maintain existing affordable housing, the City should continue to allow manufactured home parks in existing locations. HP28 In order to maintain existing affordable housing, continue to enhance programs that support and finance rehabilitation, energy efficiency, and weatherization of existing housing stock. Advocate for state and federal funding to support these programs. HP29 Encourage development of mixed income projects in appropriately zoned areas. H P306.5 Explore federal, state, and local resources to assist in financing affordable rental and ownership housing development. Advocate for increased resources for from the State Housing Trust Fund. Encourage expansion of home ownership options through such means as first time home buyer programs, housing cooperatives, lease-purchase ownership, and other housing models. H P316.6 Consider delaying, deferring, or exempting affordable housing from development fees, concurrency requirements, payment of impact fees, offsite mitigation, and other development expenses that do not compromise environmental protection or public health, safety, and welfare concerns, or constitute a nuisance. H P326.7 Consider options for locally financing affordable housing and prioritizing public support and resources for housing for very low incomes.such as creating 695 of 800 a rehabilitation or land acquisition loan fund to support creation of healthy affordable housing. H P336.8 Support nonprofit affordable housing organizations during all stages of siting, project planning and permitting. H P346.9 Support tax law amendments that provide relief to owners of affordable and special needs housing. H P356.10 Advocate for tax law reform that encourages even and proportionate distribution of affordable housing on a countywide basis. Goal H G7 To the extent possible, preserve the existing supply of housing and promote housing stability. Take steps to help ensure Federal Way’s housing stock is safe, habitable, and maintained over the long term. Policies H P7.1 Develop a system and methodology for how to best monitor, identify, and track unregulated affordable housing for the purposes of long-term preservation. H P7.2 Identify low-income and very low-income housing units that may be lost due to redevelopment or deteriorating housing conditions and develop strategies that seek to preserve these units. H P7.3 Support the long-term preservation of naturally occurring affordable housing and income-restricted affordable housing with expiring affordability covenants by pursuing partnerships with nonprofits, housing authorities, SKHHP, and other organizations through methods such as acquisition. H P7.4 Continue to support and enhance programs that provide financial assistance to promote the repair, revitalization, and rehabilitation of residential structures that have fallen into disrepair. Advocate for state and federal funding to support these programs. H P7.5 Seek opportunities to apply for funding when it becomes available for the purpose of preservation of existing housing stock. H P7.6 Continue to allow manufactured home parks throughout the City as they provide affordable renter and homeownership opportunities. Evaluate opportunities for further protection of such parks. H P7.7 Provide resources to residents to ensure neighborhood properties are kept clean and tidy. HP36 Identify low-income and very low-income housing resources that may be lost due to redevelopment or deteriorating housing conditions. Develop strategies 696 of 800 that seek to preserve this existing housing, and that seek to provide relocation assistance to households that are displaced as a result of any redevelopment. HP37 Periodically monitor residential development to determine the total number of new and redeveloped units receiving permits and units constructed, housing types, developed densities, and remaining capacity for residential growth for all income levels and needs. HP38 Integrate and coordinate construction of public infrastructure with private development to minimize housing costs wherever possible or practicable. Special Needs Housing GoalGoal H G8 Work to help keep people in their homes and limit economic, physical, and cultural displacement. Policies H P8.1 Explore opportunities for implementing community preference allowing housing developments to prioritize certain applicants when leasing or selling units in communities at high risk of displacement or right to return policies for displaced residents. H P8.2 Work with property owners and management companies to provide additional advanced notice of rent increases and lease non-renewals or terminations. H P8.3 Provide language assistance services for those facing displacement. H P8.4 Explore opportunities to provide assistance in retrofitting existing housing to meet tenants’ changing needs. H P8.5 Consider the development and funding of a relocation assistance program for households that are at risk of displacement. HG7 Develop a range of housing opportunities that meet the requirements of people with special housing needs, including the elderly, mentally ill, victims of domestic abuse, and persons with physical and/or developmental disabilities. Policies HP39 Periodically review the FWRC and remove any regulatory barriers to locating special needs housing and emergency and transitional housing within the City as required by the federal Fair Housing Act, to avoid over-concentration, and to ensure uniform distribution throughout all residential and mixed-use zones. 697 of 800 HP40 Review permit applications for special needs housing in close coordination with service providers and the City’s Community Services Division. HP41 Assist special needs housing developers, local service organizations, and self- help groups to obtain funding and support. HP42 Ensure that access to special needs housing is provided without discrimination. Goal HG8 Develop emergency shelter and transitional housing facilities for the homeless. Policies HP43 Coordinate City actions related to homelessness with the City’s Community Services Division and non-profit housing and human services providers. HP44 Emergency shelters should be permitted and regulated to ensure there are adequate opportunities to locate them within the City, to avoid over- concentration of facilities, to ensure that such facilities and housing are properly managed, and to avoid or mitigate significant impacts on existing residential neighborhoods or other surrounding uses. Regional Participation Goals HG9 Coordinate and integrate the City’s housing efforts and programs with regional housing efforts and with local housing and service providers. HG10 Work with other King County jurisdictions to ensure that affordable housing is equitably distributed across jurisdictions and not concentrated in less affluent cities and communities. Policies H P9.1 Work with other King County jurisdictions to ensure that affordable housing is equitably distributed across jurisdictions and not concentrated in less affluent cities and communities. HP45 Policies and regulations related to affordable housing should be consistent with the CWPPs and multi-county policies. H P469.2 Establish effective links with King County and other area SKHHP cities to assess need and create housing opportunities for low-income and special needs households, and develop housing programs that address issues common throughout the region. H P9.3 Support regional efforts to reduce homelessness. 698 of 800 HP47 Subject to availability of funds, participate in the production and periodic update of a housing needs assessment for the City and the region to ensure that policy is based upon a rational evaluation of housing needs and priorities. HP48 Ensure equitable and rational distribution of affordable housing throughout the region that is compatible with land use, transportation, and employment locations. 699 of 800 CHAPTER SIX CAPITAL FACILITIES 6.1 INTRODUCTION & VISION 1 6.2 FUNDING CAPITAL FACILITIES 3 Level of Service 3 Concurrency 4 Impact Fees 4 Funding/Financing 5 6.3 SURFACE WATER 5 Inventory of Existing Facilities 5 Forecast of Future Needs 7 Locations and Capacities of Future Facilities 7 Finance Plan 7 6.4 TRANSPORTATION 9 6.5 PARKS AND RECREATION 9 6.6 COMMUNITY FACILITIES 11 Community Gathering Facilities Municipal Facilities (General Government, Police, and Court Operations) 14 700 of 800 Maintenance Facility 14 Public Parking Facility 16 Summary of Existing Facilities and Future Needs Financing Plan 16 6.7 SCHOOL FACILITIES 17 6.8 WATER SYSTEMS 21 Inventory of Existing Facilities 21 Forecast of Future Needs 23 Expanded and Improved Facilities 23 Finance Plan 24 6.9 SEWER SYSTEMS 25 Inventory of Existing Facilities 25 Forecast of Future Needs 25 Expanded and Improved Facilities 26 Finance Plan 26 6.9.1 FIRE FACILITIES 27 Emergency Medical Services 28 Inventory and Capacity of Existing Facilities 28 Forecast of Future Needs 29 Location and Capacity of Expanded or New Facilities 29 Funding Plan 30 6.11 GOALS AND POLICIES 31 6.12 APPENDIX 701 of 800 6.1 INTRODUCTION & VISION Introduction The Capital Facilities chapter addresses public facilities and services necessary to support Federal Way’s planned growth. The City of Federal Way is expected to add 11,260 new housing units and 20,460 new jobs between the years 2019 and 2044. This growth will stimulate the local economy and support and maintain a diverse and vibrant community. But it will also generate a corresponding demand for new public services and facilities, including stormwater management, transportation improvements, new parks, and other community facilities, schools, water and sewer utilities, and fire facilities. These new facilities, and the financial implications they will have for Federal Way and its citizens, are the subject of this chapter. Vision Capital facilities in Federal Way provide safe and reliable urban services that accommodate the City’s expected growth, respond and adapt to unexpected changes and needs, and position the City to achieve its 20-year vision and growth management priorities. Capital Facilities are provided through seamless and efficient collaboration and communication both internally within the City and in partnership with outside agencies and special districts. 6.2 FUNDING CAPITAL FACILITIES Level of Service A level of service (LOS), per WAC 365-196-210, is “an established minimum capacity of public facilities or services that must be provided per unit of demand or other appropriate measure of need. Level of service standards are synonymous with locally established minimum standards.” In short, it is the amount and quality of services and facilities that a community wants. For example, the LOS for a parks system is usually 702 of 800 described in terms of the number of acres of parkland per 1,000 people. If a community has a strong desire for a quality parks system, it may establish a higher LOS standard for itself. However, higher levels of service are more expensive to acquire, develop, operate, and maintain. As a result, the community may be forced, for financial reasons, to accept a lower LOS. Adopting a LOS for all of the services and facilities the City provides helps it: 1) evaluate how well it is serving existing residents; and 2) determine how many new facilities will have to be constructed to service new growth and development. Levels of service are addressed for different capital facilities in the following plans: o Transportation Chapter of Federal Way Comprehensive Plan o Federal Way 2021 Surface Water Management Comprehensive Plan o Federal Way Parks, Recreation and Open Space (PROS) Plan o Federal Way Public Schools 2024 Capital Facilities Plan o Lakehaven Water and Sewer District Comprehensive Water System Plan o Lakehaven Water and Sewer District Comprehensive Wastewater System Plan Concurrency In addition to mandating that a Capital Facilities chapter be included in comprehensive plans, the GMA also introduced the concept of concurrency. Concurrency, per WAC 365-196-210, means that “adequate public facilities are available when the impacts of development occur, or within a specified time thereafter.” Concurrency has two levels of applicability. The first is at the planning level and refers to all services and facilities, over the long term, at the citywide scale. Planning level concurrency is addressed in this chapter. Planning level concurrency inventories all existing facilities and services, establishes a LOS standard for each, estimates new facility requirements to accommodate projected growth, and develops a financing plan that identifies the revenues necessary to pay for all the new facilities. If the necessary revenues are not available, then the jurisdiction fails the planning level concurrency test and must take appropriate action. Those actions include lowering the LOS standard, raising taxes, restricting growth, or a combination of these actions. This chapter satisfies the planning level concurrency requirement as outlined in the GMA. The second level of concurrency analysis is project specific and only required for transportation facilities. Specifically, the GMA (RCW 36.70A. 070(6)) states: “...local jurisdictions must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a locally owned or locally or regionally operated transportation facility to decline below the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with the development.” That same section goes on to say that “concurrent with the development” means that improvements or strategies are in place at the time of development, or that a financial commitment is in place to complete the improvements or strategies within six years. Although project level concurrency is only required for transportation system facilities, WAC 365-196-840(1)(c) states that, “With respect to facilities other than transportation facilities, counties and cities may fashion their own regulatory responses and are not 703 of 800 limited to imposing moratoria on development during periods when concurrency is not maintained.” The City adopted a Transportation Concurrency Management System, which became effective January 1, 2007. Impact Fees Local jurisdictions planning under the GMA are authorized to assess impact fees for development activity as part of financing for public facilities, such as parks, transportation, and schools. The fire district also has a direct impact on their level of service based on growth and thus, is working both locally and legislatively to ensure that they also secure additional revenue sources to offset the impacts to service directly related to growth. Impact fees must be based on an adopted capital facilities plan. In addition, the collected fees must be used for projects that are reasonably related to and will reasonably benefit the development paying the fees. The fees must also be used within a specified time from the date they were collected or returned to the payee. Impact fees may be imposed for system improvement costs previously incurred to the extent that new growth and development will be served by the previously constructed improvements, provided they not be imposed to make up for any system improvement deficiencies. To impose an impact fee program, the City must have a plan in place to make up any existing system deficiencies. As of 2024, Federal Way has adopted the ability to charge Parks, School, and Traffic Impact Fees. Funding/Financing Federal Way has worked to provide the highest LOS possible without raising taxes. However, the City continually seeks options to fund capital facilities and the associated maintenance and operations costs. If the City decides to generate additional revenues to fund capital facilities, there are several sources available. • Ongoing revenue: The City levies taxes and collects other revenues in the City’s general fund on an annual basis. Current taxing revenues include property taxes, sales taxes, utility taxes, and a real estate excise tax (REET). Ongoing funds can be used for either capital facilities, debt service, or maintenance and operations. The City also charges impact fees, which can be used only for more limited purposes. New taxes could include business and occupation tax or employee tax, additional taxes from a Tax Increment Financing area, and/or a business improvement area tax. • One-time funds are those that the City cannot count on having available on an annual basis. These funds include state and federal transportation, parks and stormwater management grants, and the sale of real property. One-time funds may be used only for one-time spending. For example, the City proposed two bond issues to finance capital facilities in 1995 and voters approved a permanent utility tax to pay for the maintenance and operations costs associated with new capital facilities. The City currently has the following General Obligation bonds as of the 704 of 800 end of 2023: Bond In Millions Community Center Bond $7.125 SCORE Bond $9.335 PAEC (LTGO) $3.035 PAEC (Sect. 108) $1.917 6.3 SURFACE WATER Inventory of Existing Facilities Natural Systems The City of Federal Way drains to five major drainage basins: the Hylebos Creek, Lower Puget Sound, Green River, and Mill Creek basins. The Hylebos Creek Basin consists of the East and West Hylebos sub-basins divided geographically in the vicinity of the Interstate 5 alignment. The Lower Puget Sound Basin consists of the Dumas Bay, Joe’s Creek, Lakota Creek, Cold Creek, Redondo Creek, Central Puget Sound, Poverty Bay, Lower North Puget Sound, and Browns-Dash sub-basins. Map VI-1 shows the planning area boundary and major drainage basin boundaries. Map VI-2 shows the major features of the natural system. The natural systems have been reviewed on a sub-basin level. This sub-basin information is contained in the City’s 2021 Surface Water Management Comprehensive Plan and 2023 West Hylebos Stormwater Management Action Plan). Man-Made System The City maintains a comprehensive GIS inventory of storm drainage assets in the City (available for download from the City’s website). Map VI-2 shows existing regional facilities, storm drain trunk lines, and streams. Based on the latest available data, public storm drain assets include: • Over 386 miles of storm drainage pipe • Over 91 miles of open channels and ditches • Over 21,735 junction structures (catch basins, manholes, flow splitters, etc.) • 271 outfalls • 165 bioswales facilities • 19 coalescing plate filters • 48 dispersal trench facilities • 299 stormwater ponds • 99 stormwater filter vaults • 388 stormwater vaults or tanks 705 of 800 The City has made a significant number of improvements to the manmade system since incorporation in 1990. Many of the projects completed to date corrected existing localized flooding problems. During the comprehensive plan update in 2005, the City was transitioning to a regional system for surface water flow control (detention/retention). Regional facilities were constructed as capital projects based on existing and planned roads, land use, and zoning in the contributing watershed, and developments were able to buy into storage capacity in the facilities if they provided stormwater quality treatment on-site prior to releasing to the regional system. At present, flow control has shifted to an on- site approach due to increased regulatory requirements from the state and federal level as part of the National Pollutant Discharge Elimination System (NPDES) permit for discharges from Small Municipal Separate Storm Sewers (MS4s). Municipal stormwater permits have become more stringent and both flow control and water quality facilities are required on-site at new development and re- development sites. The NPDES permit also requires new development and re- development to utilize Low Impact Development (LID) techniques where feasible. Additional regulatory information is discussed in the current Western Washington Phase II Municipal Stormwater Permit and the King County Surface Water Design Manual (KCSWDM). System Capacity All new facility construction uses the following design standards based on the 2021 KCSWDM core requirements and the 2021City of Federal Way Addendum to the KCSWDM, outlined as follows: • 25-year peak flow conveyance capacity for storm drains • 25-year peak flow conveyance capacity for culverts • 25-year peak flow conveyance for ditches and channels • Tiered duration standard for flow control (see core requirement #3 in KCSWDM) Based on current design requirements and data on existing facilities, the City identifies deficiencies and the most cost-effective ways to resolve them. The existing facilities inventory and design requirements also allow the City to plan for new facilities that will be needed to accommodate growth and development outlined in the Land Use Chapter. Additional surface water system information is discussed in the 2021 Surface Water Management Comprehensive Plan. Forecast of Future Needs The City bi-annually updates a detailed six-year capital facilities plan. The plan identifies projects, prioritizes them, estimates the cost, and re-examines the utility rate structure to ensure that there is sufficient funding available over the next six years to construct these projects. See the 2021 Surface Water Management Comprehensive Plan for more information. Locations and Capacities of Future Facilities 706 of 800 See the 2021 Surface Water Management Comprehensive Plan for the latest and most complete locations and capacities of future stormwater facilities. As noted earlier, these projects address existing system deficiencies as well as the new facilities that will be needed to accommodate projected growth. Finance Plan The City has created a surface water utility to manage stormwater drainage, prevent flooding, and improve water quality. The City charges property owners an annual surface water fee, which, for commercial properties, is based upon the amount of impervious surface on the property and for residential properties is a fixed fee per parcel. These fees, along with any outside grant monies, provide the revenues that pay for new capital facilities projects, and operation and maintenance of the surface water system. Additional information regarding the annual surface water rate structure is available in Federal Way Revised Code Chapter 11.45. Projects are scheduled based on anticipated revenues, taking perpetual replacement into account. The capital facilities Table 5-1 in the 2021 Surface Water Management Comprehensive Plan indicates project scheduling based on available funding and priority ranking. The City bi-annually updates the capital facilities plan to add, remove, reschedule, or reprioritize projects as needed. The 2021 Surface Water Management Comprehensive Plan includes the capital facilities plan. 707 of 800 6.4 TRANSPORTATION The GMA requires that local jurisdictions prepare a transportation chapter as part of their comprehensive plan. The GMA also authorizes jurisdictions to assess impact fees for transportation system improvements that are necessary to offset the traffic impacts created by new development. In order to assess impact fees, the capital facilities plan must include the list of transportation improvements and associated costs that necessitate the payment of impact fees. FWCP Chapter 3, “Transportation,” includes complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plans for transportation capital facilities. 6.5 PARKS AND RECREATION Parks and Recreation capital facilities planning information is found in FWCP Chapter 14, “Parks and Recreation,” with complete details found in the Parks, Recreation and Open Space (PROS) Plan. Chapter 14 and the PROS plan include complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plan for parks and recreation capital facilities. Capital facilities planning information for some of the larger parks-managed facilities are found in the next section on “Community Facilities.” 6.6 COMMUNITY FACILITIES Significant community investments have been made since the City’s incorporation to implement the community’s vision for Federal Way. In addition to the investments in the surface water, transportation, and parks, the City also acquired and improved community facilities to house City operations and provide space for community gatherings and recreation. The following subsections describe all community facilities where the public gathers for events or recreation, municipal facilities with office space for conducting government operations, Parks and Public Works maintenance facilities, and an overview of future community facility needs. With the exception of certain Parks and Recreation buildings, most parks facilities are not inventoried in this section since they are addressed in the PROS Plan. Community Gathering Facilities Dumas Bay Centre The City acquired Dumas Bay Centre (a conference and retreat facility) in 1993. Strong local support for community recreation and arts activities translated into the City Council’s adoption of a 2% For the Arts ordinance to provide funding for arts in public places in 1994, and the construction of the 234-seat Knutzen Family Theatre in 1998, which is located at the Dumas Bay Centre. Community Center The City completed construction of a 72,000 square foot Community Center in 2007. The facility houses 708 of 800 Recreation and Cultural Services staff, and includes athletic and community facilities suitable for a wide variety of events and programs. Performing Arts and Events Center The City of Federal Way Performing Arts and Event Center (PAEC) opened in 2017. This 44,000 sq. foot, 700 seat facility provides year-round space for performances, events, conferences, and meetings. Municipal Facilities (General Government, Police, and Court Operations) City Hall City hall, which consolidates most City administrative offices, police, and the municipal court in one facility, was acquired in 2003. In addition to the City Hall parcel, the City also acquired two vacant lots to the north which is the location of the Police Evidence facility and overflow parking for the city hall/municipal court. Other Police Facilities Federal Way Police Department currently leases three substations. Since 2015, there has been an agreement between Balli Road, LLC and the Police Department for the use of approximately 1,500 square feet of office space, identified as the Federal Way Police Department Downtown Substation, located across the street from the Federal Way Transit Center. The space is used primarily by the traffic and the special operations unit. The location of the Downtown Substation strategically enhances patrol operations and visibility, but was also necessary because of the limited office space at the main station at city hall. In the next 10 years, the Police Department will require additional 10,000 square feet or more to accommodate anticipated growth. In 2018, due to unsustainable financial obligations, the City of Federal Way discontinued its ownership/partnership relationship via interlocal agreement with South Correction Entity (SCORE), but the City still utilizes SCORE for inmate housing on a contract basis. This change in relationship structure resulted in significant financial savings for the City. Maintenance Facility The Parks and Public Works maintenance facility is located at 31132 28th Avenue South. The entire site is 4.1 acres with 4,110 square feet of office and work space and 172,000 square feet in fenced storage space. The structure was originally constructed as a Fire Station and subsequently acquired by the City. The current shop area is where the fire engines were stored. Parks Maintenance operates seven days a week, two shifts per day. The space needed for the maintenance operations includes crew quarters (including an area for daily time 709 of 800 cards, breaks, and crew meetings/training, etc.), as well as a locker room. Public Works streets and surface water maintenance operations have similar needs for office space; operating Monday through Friday, year-round, one shift per day. Both Parks and Public Works maintenance operations tend to intensify during the summer months. The City has outgrown the existing facility and has begun the process to secure additional adjacent properties to the north while simultaneously working on the design of a replacement facility to meet the City’s current and projected needs. Construction of the new facility is anticipated to commence in 2024. Public Parking Facility Since entering into a development agreement with Trent Development for development of the Town Center-3 (TC-3) site, the City anticipates a shortage of parking for the PAEC, both now and in the future. The City needs to acquire additional land to replace the parking that will being eliminated as part of property development. Public Parking Facility Recommendation Purchase property and construct approximately 350 new parking spaces to benefit the PAEC and visitors to Downtown. Summary of Existing Facilities and Future Needs Existing Facilities Table xx Summary of Existing Community Facilities Building Name Own/ Leased Use Sq. ft. City Hall Own City operations not otherwise listed 88,085 Police Evidence Own Police evidence room 6,000 sq. ft Police Substations (3 total) Leased Downtown substation, near transit center, motorcycle officers work there. 30900 Pacific Highway South is the PHS substation, used for physical exercise and report-writing. The Commons sub, mall- assigned officers work there. Unknown sq. footage Federal Way Community Center Own Community recreation center with gym, pools, indoor track, climbing wall, senior lounge, pre-school, and educational classrooms, day care, arts and crafts program, and multipurpose room with kitchen. Recreation staff offices. 59,720 sq. ft Steel Lake Annex Own Office space currently used by the Federal Way Historical Society; leased from the City by the Historical Society. 2,030 sq. ft. 710 of 800 Building Name Own/ Leased Use Sq. ft. Steel Lake Maintenance Shop Own Maintenance operations, outdoor equipment and material storage 4,472 sq. ft. maintenance shop and office building. There are also three portable buildings, totaling appx. 2000 sq. ft, on the west side of Steel Lake Park used as temporary office space and quarters for parks maintenance crews. Celebration Park Maintenance Building Own Grounds equipment and sporting equipment 2,044 sq. ft. Dumas Bay Centre (DBC) Own Public park, meeting/banquet/ overnight lodging 47,214 sq. ft. – 6 meeting rooms, 70 overnight rooms, 12 acre park ground Knutzen Family Theater (at DBC) Own 234 seats performing arts theatre and rehearsal room Miscellaneous Outdoor Storage Leased Street maintenance material and park equipment storage 10,000 material storage 2,000 equipment storage Miscellaneous Indoor Storage Leased Spare office equipment/facility parts/ records 260 sq. ft. 2,160 cubic ft. boxes stored offsite in a document storage facility Future Facilities The City has identified a number of facilities to help deliver services more efficiently and adjust to the changing demographics of the community in the future. These projected needs are beyond the City’s ability to fund within the six-year planning horizon. However, in order to keep the community’s vision alive, this Chapter purposely does not exclude any of these community projects. The City Council will periodically review and prioritize these projects and provide funding when available. A description of these facilities with a summary list is provided below and in Table xx. Joint Operations and Maintenance Facility The new facility will expand the site of the existing Operations and Maintenance Facility. Downtown Parking Purchase property and construct approximately 350 new parking spaces to benefit the PAEC and visitors to downtown. City Hall Conduct a needs analysis to evaluate the current utilization of city hall. Included in this study will be a forecast for when the City should either build a new city hall; lease additional space to accommodate growth; or, build an expansion to the existing building. Police Department Federal Way Police Department anticipates needing another 10,000 sq. ft. of office space by approximately 2033. 711 of 800 Table xx Future Community Facility Needs Facility Type Approximate Date Size Approximate Cost Downtown Parking 2028 350-375 spaces $15 million City Hall 2030 120,000 sq. ft. $100 million Operations & Maintenance Facility 2025 $52 million Additional Police Department Office Space 2033 10,000 additional square feet Likely part of City Hall Financing Plan The City updates its capital improvements program every other year in conjunction with its biennial budget process. These updates reflect new project priorities and funding availability. While it may be desirable to deliver these facilities to the community as soon as possible, the City’s projected revenues may not be able to support both their construction and required operating and ongoing maintenance in the near term. Such public facilities may depend on future private or voter-approved funding sources. However, as of 2024, the City has approved the overall budget for the Operations and Maintenance Facility and is working to refine the design. Currently the expectation is that construction will be funded through a combination of cash on hand, utility funds, REET, and bonding, which repayment of will in part be funded through programmatic savings. As the design progresses the budget and available funding will continue to be refined. 6.7 SCHOOL FACILITIES The Federal Way Public School (FWPS) District includes the City of Federal Way, portions of incorporated City of Kent, City of Des Moines, City of Auburn, City of Algona, City of Milton, and unincorporated areas of King County to the east of Interstate 5. The District provides educational programs to all students who live in the school district service area, whether they live in Federal Way, Kent, Des Moines, Auburn, Algona, Milton, or unincorporated King County. A school outside the Federal Way City limits may provide service to students who live within the City limits and vice versa. The FWPS Capital Facilities Plan provides complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plan for school facilities. 712 of 800 6.8 WATER SYSTEMS This section primarily summarizes the water system operated by the Lakehaven Water and Sewer District (Lakehaven) including information from the District’s most recently adopted Comprehensive Water System Plan while providing up-to-date information where warranted. Two other purveyors provide water service within Federal Way City limits. Tacoma Public Utilities, specifically Tacoma Water, serves an area on the west side of the Federal Way and the Highline Water District serves a small portion of the north side of Federal Way. For comparison, Lakehaven provides service to over 20,000 accounts in Federal Way, while Tacoma Water has approximately 3,200 active accounts, and Highline Water District has 263 active accounts in Federal Way. Map xx shows the service areas of Lakehaven, Tacoma Water, and Highline as water service providers in Federal Way. Some of the information in this section is based on the most recent (2016) Lakehaven Comprehensive Water System Plan. Inventory of Existing Facilities The locations of the Lakehaven’s wells, storage, and other major components of the distribution system are provided in the Water Plan. The water system includes approximately 450 miles of water mains, 25 production wells, 12 storage tanks, and connection to the Second Supply Project (SSP), which provides surface water from the Green River. The average annual daily demand during the years 2020 through 2022 was 9.68 million gallons-per-day (MGD). The facilities are described in the following sections. Second Supply Project (SSP) Lakehaven is a partner in the SPP (Green River water source) with the City of Tacoma, City of Kent, and Covington Water District. Lakehaven’s share of the project provides a water right capacity of up to 12.6 MGD. Due to operational considerations, stream flows, and water quality, the SSP is estimated to provide approximately 7.6 MGD on an annual basis. Lakehaven is accessing the pipeline at three flow control facilities provided at strategic locations along its route through the greater Federal Way area. These facilities allow Lakehaven to receive water from and send water to the SSP. Water Quality Lakehaven’s status with respect to regulated drinking water contaminants covered by the WAC 246-290 and anticipated water quality regulations is summarized in Section 10, “Water Quality,” of the Water Plan. Regulations that have prompted treatment of the District’s groundwater supplies include the Lead and Copper Rule, Iron and Manganese Regulations, Arsenic Rule, and the Surface Water Treatment Rule (due to distribution of surface water obtained from the SSP). To maintain optimized corrosion control in the distribution system (per the Lead and Copper Rule), Lakehaven adjusts the pH of groundwater pumped from Well Sites 10/10A, 15/15A, 18, and 19/19A. Lakehaven has installed water filtration treatment systems at Well Sites 9, 17/17A/17B, 19/19A, 20/20A, 21, 22/22A/22B, 23/23A, 29, and Well 33 for the 713 of 800 removal of iron and manganese. Arsenic is removed from Wells 19 and 21. In 2006, the Long Term 2 Enhanced Surface Water Treatment Rule, regulated by the U.S. Environmental Protection Agency (EPA), required unfiltered surface water utilities to plan for and provide water treatment to protect against waterborne parasites such as cryptosporidium (a protozoan that can cause gastro-intestinal illness in humans). After significant analysis and evaluation, Tacoma Water, Lakehaven, Covington Water District, and the City of Kent agreed to design and construct a surface water filtration facility for the Green River supply to meet the new EPA compliance requirements. The Green River Filtration Facility was completed and began operation in 2015. In addition to meeting the federal surface water treatment rules, the filtration facility will also remove turbidity and potential algae that can degrade the reliability and aesthetic quality of the water from the Green River. Storage Facilities Lakehaven’s water system was evaluated during the most recent Water Plan update using extended-period simulation modeling to evaluate the storage draw-down during fire flow events and to evaluate storage equalization during multiple-day periods of maximum day demand conditions. The storage analysis model is summarized in Section 9, “System Analysis,” of the 2016 Water Plan. In general, Lakehaven has a robust water system with redundant supply, large volumes of storage, and adequate, reliable pumping. Water Conservation Measures Lakehaven is committed to implementing aggressive water conservation measures to reduce per capita water consumption. These include programs such as public information campaigns, an inclining block water rate structure to reduce peak day consumption, winter-summer water rate adjustments to reduce summer consumption, and a “wet-month average” sewer rate structure. Lakehaven will be also working with the City to introduce water conservation measures by amending the zoning and building codes. These measures include a requirement for low flow showerheads and toilets, utilizing species for landscaping with reduced irrigation needs, and use of reclaimed water for irrigation. Transmission/Distribution System The results of computer modeling have found the transmission and distribution pipeline network to be very robust. Of particular note is that the fire insurance rating for South King Fire improved from Class 3 to Class 2 in 2004 and currently remains at Class 2. The majority of Lakehaven is served by this fire agency. Approximately forty percent 714 of 800 of the score for the rating process is based upon available water supply. This rating improvement is a significant accomplishment, as the new classification is on par with the rating held in Seattle and Bellevue, the only other departments to hold a Class 2 rating (no fire agency in Washington holds a Class 1 rating). The pipeline network is continuing to be expanded through developer extension projects undertaken by land development activity. Emergency Interties Lakehaven has eight emergency interties with adjoining systems of other utilities. Emergency interties allow Lakehaven to buy or sell water with adjoining utilities in an emergency and provides enhanced system reliability. Lakehaven has three emergency interties with the City of Tacoma’s water system, three emergency interties with Highline Water District’s water systems, one emergency intertie with the City of Milton’s water system, and one emergency intertie with the City of Auburn. Forecast of Future Needs The Water Plan estimates future need by analyzing existing water demand (measured consumption plus unaccounted-for/non-revenue water loss) patterns on a daily, seasonal, and yearly basis. Lakehaven breaks down the water demand values on an “equivalent residential unit” (ERU) basis, which is essentially the amount of water used by an “average” family residing in an “average” single family residence situated within Lakehaven’s water service area, if used uniformly over the year. The six-year district-wide average of measured unit consumption, including unaccounted for water, between 2006 and 2011 was 231.55 gallons per day (gpd) per ERU and ranged between 257 gpd per ERU in 2006 to 208 gpd per ERU in 2011. For planning purposes, Lakehaven conservatively used 248 gallons per day per ERU. Population and employment growth projections converted to ERU’s are then utilized to estimate future water demands. Utilizing a conservative methodology that disregards the impact of Lakehaven’s water conservation efforts, the Water Plan estimated average day demands would increase from 11.43 MGD in 2014to 14.3 MGD in 2034. Lakehaven is the water provider for both of Federal Way’s centers including City Center and South Station. The City’s growth assumptions for its centers have been shared and discussed with Lakehaven to factor into the update of Lakehaven’s Comprehensive Water System Plan. Water infrastructure in both centers can generally accommodate planned growth with infrastructure upgrades. The City expects to coordinate closely with Lakehaven to ensure future water service needs are met for both centers and citywide. Expanded and Improved Facilities Lakehaven has programmed a number of system improvements to maintain and expand the existing water system. These improvements are summarized below. Groundwater Resources Lakehaven is continuing to pursue its OASIS (Optimization of Aquifer Storage for Increased Supply) project, under the ASR (Aquifer Storage and Recovery) concept. The OASIS feasibility study determined that the Mirror Lake Aquifer can be used to store up to approximately 9.4 billion gallons of water filled over the winter from excess water supply and withdrawn it over the drier summer months for water supply purposes. 715 of 800 Combining funding from its wastewater utility, Lakehaven is also pursuing its Water Reuse/Reclamation Program, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Second Supply Pipeline Improvements continue to be implemented at the Howard Hanson Dam on the Green River in order to expand storage behind the dam. This will help mitigate the seasonal variation in available water by increasing in-stream flows during the drier parts of the year. Water Quality The implementation of a filtration facility on the Green River water supply conveyed by the Second Supply Project completed in coordination with the SSP partners in 2015. Transmission/Distribution System Long-term improvements to the transmission and distribution pipeline network are recommended in the Water Plan. Significant investments are also contemplated to relocate existing pipelines that will conflict with infrastructure resulting from street improvement projects undertaken by other agencies within Lakehaven’s water service area. Finance Plan A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. Lakehaven is required to develop its own Water Plan and to support regional decisions on population growth and land use. Lakehaven has identified several significant capital improvement projects in its Water Plan. The scheduling of these projects is included in the Lakehaven’s most recent Capital Improvement Program (CIP) that is developed and approved annually. The District has access to sufficient funds that can be utilized for operation and maintenance of its existing facilities, and for pursuing capital projects. In addition, the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, Lakehaven can also borrow money or adjust rates, if necessary, to best meet the needs of its customers. Lakehaven has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within Lakehaven’s service area. Lakehaven will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through Lakehaven’s budget and capital improvement program process. 6.9 SEWER SYSTEMS 716 of 800 This section primarily summarizes Lakehaven, including the district’s most recently adopted System Plan (Wastewater Plan), while providing up-to-date information where warranted. Lakehaven’s sewer area is located in the southwest portion of King County, including the unincorporated areas east of the existing City limits of Federal Way. Midway Sewer District provides sewer service to a small area on the north end of Federal Way’s City limits. As of 2023, Midway Sewer District has 9 business connections, 7 single-family connections, as well as connections to two multifamily complexes and one mobile home park in Federal Way. Map xx shows the service areas of Lakehaven and Midway Sewer Districts. Some of the information in this section is based on the 2017 Wastewater Plan. Inventory of Existing Facilities The sanitary sewer system is comprised of three major components: the trunk collection system, the pump station system, and the wastewater treatment and disposal system. The trunk system collects wastewater from drainage basins and conveys it to the treatment facilities, primarily by gravity flow. In areas where the use of gravity flow is not possible, pump stations and force mains are used to pump the sewage to a location where gravity flow can be used. The locations of the major components are provided in the Wastewater Plan. The existing collection system operated and maintained by Lakehaven consists of approximately 340 miles of sanitary sewer pipe, 28 pump stations, six siphons, and two secondary wastewater treatment plants, namely the Lakota Wastewater Treatment Plant and the Redondo Wastewater Treatment Plant. The system has been constructed over a number of years, as dictated by development trends in the area. The system is currently divided into six primary basins and 40 smaller sub-basins. The wastewater generated within the two largest basins, Lakota and Redondo, flow to Lakehaven’s wastewater treatment plants. The remaining four basins currently discharge to the other utilities for treatment and disposal, as mentioned above. Lakehaven currently has the capacity in all the major components of the system to accommodate the existing demand for sanitary sewer service. Forecast of Future Needs Population forecasts are based on the adopted land use plans of the various jurisdictions within which Lakehaven operates. The population figures are presented by drainage basin to allow for evaluation of the system and consideration of future improvement alternatives. An estimated 7,500 on-site wastewater disposal systems are in operation within Lakehaven’s corporate boundary. It is anticipated that sewer service will be extended to these “unsewered” areas as on-site systems become less viable to maintain and/or when new development requires public sewers. The average base daily flow tributary to Lakehaven’s two wastewater treatment plants, excluding infiltration and inflow (I & I), is currently estimated at 6.71 MGD and is 717 of 800 expected to increase to nearly 9.06 MGD by 2030, and nearly 17.24 MGD at full development. Peak hourly flows tributary to Lakehaven’s two wastewater treatment plants, including I & I, are currently estimated at 30.3 MGD, and are expected to increase to nearly 45.75 MGD by 2030, and 67.11 MGD at full development. Hydraulic capacity at both wastewater treatment plants is estimated to be available up to the original design peak hour capacities of 22.0 MGD for Lakota and 13.8 MGD for Redondo. Lakehaven is the wastewater provider for both of Federal Way’s centers including City Center and South Station. The City’s growth assumptions for its centers have been shared and discussed with Lakehaven to factor into the update of Lakehaven’s Comprehensive Wastewater System Plan. Wastewater infrastructure in both centers can generally accommodate planned growth with infrastructure upgrades. The City expects to coordinate closely with Lakehaven to ensure future wastewater service needs are met for both centers and citywide. Expanded and Improved Facilities Lakehaven has completed construction on the rehabilitation and lengthening of the Redondo Wastewater Treatment Plant’s outfall pipeline that discharges treated wastewater into Puget Sound. The old biosolids dewatering equipment was replaced with new, more efficient equipment to help reduce operating costs. Lakehaven is pursuing many other projects to improve the performance of the facilities (energy conservation, water quality, biosolid quality, reduced maintenance, etc.). Combining funding from its water utility, Lakehaven also has long-range plans for its Water Reuse/Reclamation Project, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Additional new and expanded sewer facilities are planned to divert existing flows currently being conveyed to other utilities for treatment to its own treatment facilities (new Pump Station No. 44 and expanded Pump Station No. 33b). On-site emergency generators are now in place at other existing pump stations (Pump Stations No. 12, 37 and 41) to allow their continuous operation during a commercial power outage. Lakehaven is continuing to approve new pressure sewer collection systems as an alternative to gravity systems to provide sewer service availability to residents in established neighborhoods, particularly those around lakes. Finance Plan A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. Lakehaven is required to develop its own Wastewater Plan and to support regional decisions on population growth and land use. Lakehaven has identified several significant capital improvement projects in its Wastewater Plan. The scheduling of these projects is included in Lakehaven’s most current Capital Improvement Program (CIP) that is developed and approved annually. Lakehaven has access to sufficient funds that can be utilized for operations and maintenance of its existing facilities, and for pursuing capital projects. In addition, 718 of 800 Lakehaven has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, Lakehaven can borrow money or adjust rates, if necessary, to best meet the needs of its customers. Lakehaven has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within the district’s service area. Lakehaven will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through Lakehaven’s budget and capital improvement program process. 6.10 FIRE FACILITIES This section summarizes the South King Fire Strategic Bridge Plan with an updated full Strategic Plan scheduled to take place in 2025. South King Fire (SKF) provides service to the City of Federal Way, the City of Des Moines, and the surrounding unincorporated areas. In September of 2005, the Des Moines Fire Department merged with the Federal Way Fire Department. The result of this merger created the name of South King Fire & Rescue. In 2023, the board of fire commissioners approved a name change to the present name of South King Fire. The total population in SKF’s service area is approximately 160,000 residents. Services include fire suppression, fire prevention (building inspection and public information), emergency medical, hazardous materials responses, public education, emergency management, and rescue emergencies (special operations). SKF has a contract with the City of Federal Way and Valley Communications for the provision of emergency 911 communications, wherein they act together with the City as a part owner of Valley Communications. The SKF Strategic Bridge Plan identifies improvements that are necessary to maintain existing service standards and to meet the needs of future residents and businesses. SKF provides fire suppression services to the City. In order to do this, SKF has adopted a Level of Service (LOS) standard. • Each emergency fire response typically includes a minimum of 19 trained and equipped firefighters and apparatus commensurate with the emergency (a standard response of three engines, one ladder truck, an aid car, and two command vehicles are sent on all structural incidents). 719 of 800 • Each emergency medical response should include a minimum of one response vehicle and three fully-equipped and fully-trained crew members on a responding engine company, or two crew members on an aid car (either an engine or an aid car, or a combination of both, may be sent on the response depending upon the severity). • SKF provides a full building inspection for fire code compliance. SKF currently provides service that is generally consistent with its adopted LOS standards. SKF also depends on having adequate water pressure available in fire hydrants to extinguish fires. The department works with Lakehaven, Highline Water District (in the City of Des Moines), and other water utilities within its corporate limits, to ensure that adequate “fire flow” is always available. Lakehaven Water and Sewer District’s Water System Plan analyzes “fire flow” rates available at different points in its water system, and programs improvements to the water system to ensure that sufficient water is available for fire suppression. Emergency Medical Services Emergency Medical Services (EMS) responds to 911 calls and provides field services. This service is currently paid for by property taxes, however, a new funding mechanism is being proposed which is discussed in another section. EMS is provided at a marginal cost to the fire department as fire facilities are utilized to provide this service to the community. Inventory and Capacity of Existing Facilities SKF has two major types of capital facilities. One is fire stations and the other is capital investment in equipment, and, in particular, fire engines. The department’s fire stations are shown at the following address: https://wa- southkingfire2.civicplus.com/Facilities?clear=Fal se Forecast of Future Needs In 2013, call volumes exceeded 16,000 for the year. By 2023, the call volume exceeded 25,000 calls which increased demand on resources. The challenge for SKF will be to manage fixed-cost investments, such as new stations, and to be flexible in its ability to meet fluctuating call volumes. Location and Capacity of Expanded or New Facilities SKF operates out of nine facilities, seven of which are response stations, with the remaining two constituting a training facility and fleet housing, facilities, and logistics 720 of 800 warehouse. Two of the stations are located within the City of Des Moines, two stations lie within unincorporated King County, and the remainder are located within the City. SKF is considering the need for an additional fire station in the future to be located in the southern end of the City. SKF anticipates that the calls for service in the south end and the downtown core of the district will continue to grow. As a result of the anticipated growth in calls for service, an additional station will likely be needed to maintain acceptable response times. Any new fire station should be able to accommodate today's staffing, while also accommodating the future departmental and community needs for the next 25 years including appropriate living and sleeping quarters. SKF does not presently have a timeline for the construction of any new fire station, as it would require a voter-approved bond issue for funding. Additionally, SKF has a need for two major station remodels. One such remodel is the station located at approximately 316th and 1st Avenue South. The second is the training facility located at 14th Avenue SW and 312th Street. Funding Plan SKF has established a capital reserve fund for the systematic replacement of all capital equipment. These reserves were funded from the annual revenues of the department. In SKF’s annually adopted budget, capital projects are identified. This capital projects list is updated based on completed projects and changing priorities. Additionally, SKF is seeking to receive a more stable funding source within the community, which directly affects its level of service. This is being sought both locally and legislatively, as fire districts have to manage growth much like schools and other public facilities. A stable funding mechanism needs to be implemented which ensures SKF can maintain its level of service and no longer be dependent on property tax rates. 6.11 GOALS AND POLICIES Goal CF G1 Regularly update Capital Facilities Plans to implement the FWCP by coordinating urban services, land use decisions, level of service standards, and financial resources with a fully funded schedule of capital improvements. Policies CF P1.1 Provide needed public facilities and services to implement the FWCP. CF P1.2 Support and encourage joint development and use of community facilities with other governmental or community organizations in areas of mutual concern and benefit. CF P1.3 Emphasize capital improvement projects that promote the conservation, preservation, redevelopment, and revitalization of commercial, industrial, and residential areas in Federal Way. 721 of 800 CF P1.4 Reference capital facilities plans and future amendments prepared by other special districts that provide services within the City to support implementation of the FWCP. These plans must be consistent with the FWCP. CF P1.5 Reference the annual update of the Federal Way Capital Improvement Program for parks/recreation, surface water management, and the Transportation Improvement Program to support implementation of the FWCP. CF P1.6 Protect investments in existing facilities through an appropriate level of funding for maintenance and operations. CF P1.7 Maximize the use of existing public facilities and promote orderly compact urban growth. Goal CF G2 Meet current needs for capital facilities in Federal Way, correct deficiencies in existing systems, and replace or improve obsolete facilities. Policies CF P2.1 Give priority consideration to projects mandated by local, state, and federal law. CF P2.2 Give priority consideration to subsequent phases of phased projects when phase one is fully funded and under construction. CF P2.3 Give priority consideration to projects that renovate existing facilities and preserve the community’s prior investment or reduce maintenance and operating costs. CF P2.4 Give priority consideration to projects that correct existing capital facilities deficiencies, encourage full utilization of existing facilities, or replace worn out or obsolete facilities. CF P2.5 Give priority to projects where leveraged monies such as grants and low interest loans can be used. Goal CF G3 Provide capital facilities to serve and direct future growth within Federal Way as it further develops. Policies CF P3.1 Provide the capital facilities needed to serve the future growth anticipated by the FWCP. CF P3.2 Coordinate efforts between the Public Works and Parks Departments in the acquisition of and planning for public open space, recreation, public education, and stream preservation within the Hylebos Basin. Departments may combine resources as appropriate to increase project efficiencies and success rates in pursuit of grant opportunities. 722 of 800 CF P3.3 Give priority consideration to projects needed to meet concurrency requirements for growth management. CF P3.4 Plan and coordinate the location of public facilities and utilities in advance of need. CF P3.5 Continue to implement a concurrency management system which permits project approval only after a finding is made that there is capacity available in the transportation system sufficient to maintain the adopted level of service standard. CF P3.6 Coordinate the provision of urban services to ensure that areas identified for growth are accompanied with the maximum possible use of existing facilities and cost-effective service provisions and extensions while ensuring the protection and preservation of resources. CF P3.7 Coordinate future economic activity with planning for public facilities and services. CF P3.8 Consider public/private partnerships to leverage structured parking in association with City Center development or redevelopment, in fulfillment of comprehensive plan vision and goals. CF P3.9 Require connection to sanitary sewer service where sewer service is available and where connection would not result in harm to environmental critical areas. Goal CF G4 Provide adequate funding for capital facilities in Federal Way to ensure the FWCP vision and goals are implemented. Policies CF P4.1 Manage the City of Federal Way’s fiscal resources to provide needed capital improvements. Ensure a balanced approach to allocating financial resources between: 1) major maintenance of existing facilities; 2) eliminating existing capital facility deficiencies; and 3) providing new or expanding existing facilities to serve new growth. CF P4.2 Use Capital Facilities Plans to integrate all of the community’s capital project resources including grants, bonds, general funds, donations, impact fees, and any other available funding. CF P4.3 Ensure that long-term capital financing strategies and policies are consistent with all the other FWCP chapters. CF P4.4 Pursue funding strategies that require new growth and development to pay its fair share of the cost of facilities that are required to maintain adopted level of service standards. CF P4.5 Promote a more efficient use of all public facilities by enacting interlocal agreements which facilitate joint maintenance and operations of those facilities. CF P4.6 Use the following available contingency strategies should the City be faced 723 of 800 with capital facility funding shortfalls: ▪ Increase revenues by selling general obligation bonds, enacting utility taxes, imposing impact fees, and/or raising property tax levy rates. ▪ Decrease level of service standards to a level that is more affordable. ▪ Decrease the cost of a proposed facility by changing or modifying the scope of the project. ▪ Decrease demand for the service or facilities by establishing a moratorium on development, focusing development into areas where facility capacity is available, or changing project timing and/or phasing. CF P4.7 Aggressively pursue grants or private funds when available to finance capital facility projects. CF P4.8 Maximize the usefulness of bond funds by using these monies to the greatest extent possible as matching funds for grants. Goal CF G5 Ensure that Federal Way Capital Facilities Plans are current and responsive to the community vision and goals. Policies CF P5.1 Monitor the progress of Capital Facilities Plans on an ongoing basis, including the completion of major maintenance projects, the expansion of existing facilities, and the addition of new facilities. Evaluate this progress with respect to trends in the rate and distribution of growth, impacts upon service quality, and FWCP direction. CF P5.2 Review, update, and amend capital facilities plans in accordance with state update requirements. Respond to changes in the rates of growth, new development trends, and changing City priorities, budget, and financial considerations. Make provisions to reassess the FWCP periodically in light of evolving capital facilities plans. Take appropriate action to ensure internal consistency of the chapters in the plan. CF P5.3 Continue to coordinate with other capital facility and service providers to ensure that all necessary services and facilities are provided prior to or concurrent with new growth and development. CF P5.4 Establish new or expanded sites for public facilities, utilities, and infrastructure in a manner that ensures disaster resiliency and public service recovery. Goal CF G6 Manage the Surface Water Utility in a manner that makes efficient use of limited resources to address the most critical problems first, and which expresses community values and priorities. 724 of 800 Policies CF P6.1 The utility shall continue to have a role in developing and implementing regional, state, and federal surface water policies and programs and, in doing so, shall seek to: ▪ Achieve the City’s environmental goals. ▪ Contain utility ratepayer costs. ▪ Ensure state and federal requirements are achievable. ▪ Maintain local control and flexibility in policy/program implementation. The utility’s role in developing and implementing regional, state, and federal surface water policies and programs will include: ▪ Influencing legislation through lobbying and written and verbal testimony during formal comment periods ▪ Participating in rule making ▪ Reviewing technical documents ▪ Serving on advisory committees and work groups ▪ Participating in multi-jurisdictional studies and basin planning ▪ Entering into cooperative agreements with neighboring and regional agencies to accomplish common goals as appropriate and necessary CF P6.2 The utility’s funds and resources shall be managed in a professional manner in accordance with applicable laws, standards, and City financial policies. CF P6.3 The utility shall remain a self-supporting enterprise fund. CF P6.4 The utility Capital Improvement Program (CIP) will provide funding for the following types of projects: 1) Projects addressing flood control problems. 2) Projects needed to meet water quality policies. 3) Projects needed for renewal/replacement or additions to current infrastructure and facilities. 4) Projects necessary for resource protection and stewardship. CF P6.5 To the extent of funding limitations, the CIP shall be sustained at a level of service necessary to implement cost effective flood control mitigation; meet water quality policies; maintain system integrity; provide required resource stewardship and protection; and meet federal, state, and local regulations. CF P6.6 The utility will continue to strive to minimize the use of loans to fund necessary capital improvements, and will generally operate on a “pay-as-you- go basis.” However, low interest loans (i.e. Public Works Trust Fund) and/or grants will be used to leverage local funds when feasible. CF P6.7 Rates shall be set at the lowest level necessary to cover utility program expenses, meet levels of service identified in the 2021 Surface Water Management Comprehensive Plan Update, meet debt coverage requirements, and sustain a reserve balance consistent with these policies on a long-term basis. 725 of 800 CF P6.8 Utility rates shall be evaluated bi-annually and adjusted as necessary to achieve utility financial policy objectives. CF P6.9 Utility rates will allocate costs between different customer classes on an equitable basis. CF P6.10 The utility rate structure will be based on a financial analysis considering cost- of-service and other policy objectives, and will provide adjustments for actions taken under approved City standards to reduce related service impacts. CF P6.11 Rates shall be uniform for all utility customers of the same class throughout the service area. CF P6.12 Rate assistance programs may be provided for specific low-income customers. CF P6.13 The utility’s annual budget and rate recommendations shall provide funding for the following reserve components: 1. A working capital component based on 17 percent of the current year’s budgeted operating and maintenance expenses. Under no circumstances shall a budget be submitted for a planned drop in reserves below this level. 2. An emergency/contingency component to cover excessive costs resulting from unexpected catastrophic events or system failures. Based on historical utility experience, this amount will be set at $500,000, which is the estimate of the net cost of emergency services to be paid from rate resources, excluding any potential reimbursements that may be received from Federal Emergency Management Act grants, the City’s General Liability Fund, or other external revenue sources. Goal CF G7 Ensure planning and siting for all capital facilities is conducted in an environmentally sound, socially equitable, and inclusive manner. Policies CF P7.1 Inform the siting or expansion of essential public facilities or facilities of regional importance using a process that incorporates broad public involvement, especially from historically marginalized and disproportionately burdened communities, and that equitably disperses impacts and benefits while supporting the Countywide Planning Policies. CF P7.2 Work toward more affordable and equitable access to public facilities throughout Federal Way, with a particular focus on identifying coverage gaps and supporting increased access by historically marginalized and disproportionately burdened communities. CF P7.3 Consider climate change, economic, equity, and health impacts when supporting the siting and building of essential public services and facilities. CF P7.4 Implement water conservation and efficiency efforts to protect natural resources, reduce environmental impacts, and support a sustainable long-term water supply to serve the growing population. 726 of 800 CF P7.5 Identify opportunities for water reuse and reclamation by high-volume non-potable water users such as parks, schools, and golf courses, and require where feasible. 6.12 Appendix Plans Incorporated by Reference The following plans, developed for the operations of different City programs and external agencies, are incorporated by reference into the Capital Facilities chapter as now or hereafter amended: 1 Federal Way 2021 Surface Water Management Comprehensive Plan 2 Federal Way Parks, Recreation and Open Space (PROS) Plan 3 Federal Way Public Schools 2024 Capital Facilities Plan 4 Lakehaven Water and Sewer District Comprehensive Water System Plan 5 Lakehaven Water and Sewer District Comprehensive Wastewater System Plan 6 South King Fire Strategic Bridge Plan 7 South King Fire Capital Improvements Program Maps Map I, City Facilities Map II, Surface Water Trunk System Map III, Water and Sewer Providers 727 of 800 728 of 800 729 of 800 730 of 800 CHAPTER SIX CAPITAL FACILITIES 6.1 INTRODUCTION & VISION 1 Introduction Vision 6.2 POLICY BACKGROUND 1 The Growth Management Act 1 VISION 2040 2 Countywide Planning Policies 2 6.36.2 FUNDING CAPITAL FACILITIES 3 Level of Service 3 Concurrency 4 Impact Fees 4 Funding/Financing 5 6.46.3 SURFACE WATER 5 Inventory of Existing Facilities 5 Forecast of Future Needs 7 Locations and Capacities of Future Facilities 7 Finance Plan 7 6.56.4 TRANSPORTATION 9 6.66.5 PARKS AND RECREATION 9 Inventory of Existing Facilities 9 Forecast of Future Needs 10 Locations & Capacities of Future Facilities 11 Finance Plan 11 6.76.6 COMMUNITY FACILITIES 11 Projected Community Needs 13 Community Gathering Facilities Municipal Facilitiesy (General Government, Police, and Court Operations) 14 731 of 800 Maintenance Facility 14 Performing Arts and Events Center 15 Multipurpose Competitive Sports Center 16 Public Parking Facility 16 Summary of Existing Facilities and Future Needs Financing Plan 16 6.86.7 SCHOOL FACILITIES 17 Inventory of Existing Facilities 17 Program Capacity 17 Forecast of Future Needs – Student Forecasts 18 Location of New and Improved School Facilities 19 Finance Plan 19 6.96.8 WATER SYSTEMS 21 Inventory of Existing Facilities 21 Forecast of Future Needs 23 Expanded and Improved Facilities 23 Finance Plan 24 6.106.9 SEWER SYSTEMS 25 Inventory of Existing Facilities 25 Forecast of Future Needs 25 Expanded and Improved Facilities 26 Finance Plan 26 6.10.16.9.1 FIRE FACILITIES 27 Emergency Medical Services 28 Inventory and Capacity of Existing Facilities 28 Forecast of Future Needs 29 Location and Capacity of Expanded or New Facilities 29 Funding Plan 30 6.11 GOALS AND POLICIES 31 6.12 APPENDIX 732 of 800 Maps Map VI-1, Federal Way Drainage Basins Map VI-2, Surface Water Trunk System Map VI-3, Park Planning Areas Map VI-4, Major Parks and Open Spaces Map VI-4A, Potential Location of City Center Public Open Space Map VI-5, City Facilities Map VI-6, Federal Way School District #210 Map VI-7, Lakehaven Water Service Area Map VI-8, Highline & Tacoma Water Service Area Map VI-9, Lakehaven Sewer Area Map VI-10, South King Fire and Rescue 733 of 800 This page intentionally left blank. 734 of 800 6.1 INTRODUCTION & VISION Introduction Introduction The Capital Facilities chapter addresses public facilities and services necessary to support Federal Way’s planned growth. The City of Federal Way is expected to add 8,10011,260 new housing units and 12,30020,460 new jobs between the years 201906 and 204431. This growth will stimulate the local economy and support and maintain a diverse and vibrant community. But iIt will also generate a corresponding demand for new public services and facilities, such as schools, parks, and streetsincluding stormwater management, transportation improvements, new parks, and other community facilities, schools, water and sewer utilities, and fire facilities. These new facilities, and the financial implications they will have for Federal Way and its citizens, are the subject of this chapter. Capital Facilities Vision Vision Capital facilities in Federal Way provide safe and reliable urban services that accommodate the City’s expected growth, respond and adapt to unexpected changes and needs, and position the City to achieve its 20-year vision and growth management priorities. Capital Facilities are provided through seamless and efficient collaboration and communication both internally within the City and in partnership with outside agencies and special districts. 6.0 POLICY BACKGROUND The Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs) call for a full range of urban services in the Urban Growth 735 of 800 Area (UGA) to support the Regional Growth Strategy. They also state that facilities should be sited in ways to avoid adverse social, environmental, and economic impacts. The Growth Management Act RCW 36.70A.020, Planning Goals of GMA refers to capital facilities planning in two of the 13 statewide planning goals. The two relevant goals are: Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. More specifically, the GMA mandates that the City prepare a capital facilities plan which contains the following components: An inventory of existing facilities owned by public entities, showing the locations and capacities of the facilities. A forecast of the future needs for such facilities. The proposed locations and capacities of expanded or new facilities. • At least a six-year financing plan that will finance such facilities and clearly identify sources of public money for such purposes. • A requirement to reassess the Land Use chapter if probable funding falls short of meeting existing needs, and to ensure that the land use element, capital facilities plan element, and financing plan within the capital facilities element are coordinated and consistent. The GMA requires that park and recreation facilities be included in the capital facilities plan. In the pages that follow, this chapter complies with the GMA requirements for a capital facilities plan. 736 of 800 VISION 2040 VISION 2040 contains multi-county planning policies (MPPs) that provide a policy framework for the region to maintain the health, safety, and economic vitality of our communities. The overarching goal of VISION 2040 is for the region to support development with adequate public facilities and services in a coordinated, efficient, and cost-effective manner that supports local and regional growth planning objectives. • New development needs new or expanded public services and infrastructure. At the same time, existing facilities require ongoing maintenance and upgrading. Taking advantage of renewable resources and using efficient and environmentally sensitive technologies can curb some of the need for new infrastructure. VISION 2040 also promotes supporting the Regional Growth Strategy by locating major investment in centers. Countywide Planning Policies The CWPPs must be consistent with both the GMA and VISION 20402050. The CWPPs calls for all jurisdictions to work together and consider environmental justice principles when siting capital facilities. The CWPPs (originally adopted in 1992, and amended in 1994 and 2012) contain a number of goals and policies regarding capital facilities and the provision of urban services. Examples of these goals and policies follow: EN-4 Identify and preserve regionally significant open space networks in both Urban and Rural areas. Develop strategies and funding to protect lands that provide valuable functions such as, active and passive outdoor recreation opportunities; wildlife habitat and migration corridors that preserve and enhance ecosystem resiliency in the face of urbanization and climate change; and preservation of ecologically sensitive, scenic, or cultural resources. EN-14 Manage natural drainage systems to improve water quality and habitat functions, minimize erosion and sedimentation, protect public health, reduce flood risks, and moderate peak stormwater runoff rates. Work cooperatively among local, regional, state, national, and tribal jurisdictions to establish, monitor, and enforce consistent standards for managing streams and wetlands throughout drainage basins. T‐3 Increase the share of trips made countywide by modes other than driving alone through coordinated land use planning, public and private investment, and programs focused on centers and connecting corridors, consistent with locally adopted mode split goals. PF‐5 Support efforts to ensure that all consumers have access to a safe, reliably maintained, and sustainable drinking water source that meets present and future needs. PF‐11 Require all development in the Urban Growth Area to be served by a public sewer system except: Single‐family residences on existing individual lots that have no feasible access to sewers may utilize individual septic systems on an interim basis; or Development served by alternative technology other than septic systems that: provide equivalent performance to sewers; provide the capacity to achieve planned densities; and will not create a barrier to the extension of sewer service within the Urban Growth Area. 737 of 800 6.2 FUNDING CAPITAL FACILITIES Level of Service To prepare a Capital Facilities chapter, one of the first decisions a jurisdiction must make involves establishing a level of service (LOS) standard. AThe level of service (LOS), per WAC 365-196-210, standard refers tois “an established minimum capacity of public facilities or services that must be provided per unit of demand or other appropriate measure of need. Level of service standards are synonymous with locally established minimum standards.” In short, it is the amount and quality of services and facilities that a community wants. For example, the LOS for a parks system is usually described in terms of the number of acres of parkland per 1,000 populationpeople. If a community has a strong desire for a good quality parks system, it will may establish a higher LOS standard for itself, maybe something on the order of 20 acres of park per 1,000 residents. On the other hand,However, 20 acres of developed parkland is higher levels of service are more expensive to acquire, develop, operate, and maintain. As a result, the community may be forced, for financial reasons, to accept a lower LOS standard. AIn any event, adopting a LOS standards for all of the services and facilities the City provides would helphelps it: 1) evaluate how well it is serving existing residents; and 2) determine how many new facilities will have to be constructed to service new growth and development. Levels of services are addressed for different capital facilities in the following plans the sameexist are : o Transportation Chapter of Federal Way Comprehensive Plan o Federal Way 2021 Surface Water Management Comprehensive Plan o Federal Way Parks, Recreation and Open Space (PROS) Plan o Federal Way Public Schools 2024 Capital Facilities Plan o Lakehaven Water and Sewer District Comprehensive Water System Plan o Lakehaven Water and Sewer District Comprehensive Wastewater System Plan Concurrency In addition to mandating that a Capital Facilities chapter be included in comprehensive plans, the GMA also introduced the concept of concurrency. In general terms, concurrence describes the situation where adequate and necessary public services and facilities are available “concurrent” with the impacts of new development, or within a specified time thereafter.Concurrency, per WAC 365-196-210, means that “adequate public facilities are available when the impacts of development occur, or within a specified time thereafter.” Concurrency has two levels of applicability. The first is at the planning level and refers to all services and facilities, over the long term, and at the citywide scale. Planning level concurrency is what this chapter is all aboutaddressed in this chapter. It Planning level concurrency inventories all existing facilities and services, establishes a LOS standard for each, estimates new facility requirements to accommodate projected growth, and develops a financing plan that 738 of 800 identifies the revenues necessary to pay for all the new facilities. If the necessary revenues are not available, then the jurisdiction fails the planning level concurrency test and must take appropriate action. Those actions include lowering the LOS standard, raising taxes, restricting growth, or a combination of these actions. This chapter satisfies the planning level concurrency requirement as outlined in the GMA. The second level of concurrency analysis is project specific and only required for transportation facilities. Specifically, the GMA (RCW 36.70A. 070([6)]) states: “...local jurisdictions must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a locally owned transportation facility or locally or regionally operated transportation facility to decline below the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with the development.” That same section goes on to say that “concurrent with the development” means that improvements or strategies are in place at the time of development, or that a financial commitment is in place to complete the improvements or strategies within six years. Although project level concurrency is only required for transportation system facilities, WAC 365-196-840(1)(c) states that, “With respect to facilities other than transportation facilities, counties and cities may fashion their own regulatory responses and are not limited to imposing moratoria on development during periods when concurrency is not maintained.” The City adopted a Transportation Concurrency Management System, which became effective January 1, 2007. Impact Fees Local jurisdictions planning under the GMA are authorized to assess impact fees for development activity as part of financing for public facilities, such as parks, transportation, and schools. The fire district also has a direct impact on their level of service based on growth and thus, is working both locally and legislatively to ensure that they also secure additional revenue sources to offset the impacts to service receive impact fees directly related to growth. Impact fees must be based on an adopted capital facilities plan. In addition, the collected fees must be used for projects that are reasonably related to and will reasonably benefit the development paying the fees. The fees must also be used within a specified time from the date they were collected or returned to the payee. Impact fees may be imposed for system improvement costs previously incurred to the extent that new growth and development will be served by the previously constructed improvements, provided they not be imposed to make up for any system improvement deficiencies. To impose an impact fee program, the City must have a plan in place to make up any existing system deficiencies. As of 2024, Federal Way has adopted the ability to charge Parks, School, and Traffic Impact Fees. Funding/Financing 739 of 800 Typically, cities and the residents they service would like to have higher LOS standards than they can afford. Federal Way has worked hard to provide the highest LOS possible without raising taxes. However, It is a difficult balance to maintain and the City is currently exploring options to pay forthe City continually seeks options to fund capital facilities and the associated maintenance and operations costs. If the City decides to generate additional revenues to fund capital facilities, there are several sources available. • On-going revenue: Some of these revenues “on-going” in the sense that Tthe City levies the taxes and collects otherthe revenues are added to in the City’s general fund on an annual basis. On-goingCurrent taxing revenues include property taxes, sales taxes, utility taxes, and a real estate excise tax (REET). Ongoing funds can be used for either capital facilities, debt service, or maintenance and operations. The City also charges impact fees, which can be used only for more limited purposes., New taxes could include business and occupation tax or employee tax, additional taxes from a Tax Increment Financing area, and/or a business improvement area tax.and business and occupation taxes. • • The other category of funds is called “Oone- time” funds are those because that the City cannot count on having these funds available on an annual basis. These funds include bond sales and grants such as, TEA-21, IAC, and Urban Arterial Fund moneystate and federal transportation, parks and stormwater management grants, and the sale of real property. On-going funds can be used for either capital facilities, debt service or maintenance and operations. However, it is prudent financial management and adopted City policy Othat one-time funds may be used only for capital improvements, or one-time spending. As is discussed later in this chapter,For example, the City proposed two bond issues to finance capital facilities in the Fall of 1995 and . As part of that bond issue, voters approved a permanent utility tax to pay for the maintenance and operations costs associated with new capital facilities. The City currently has the following General Obligation bonds as of the end of 20213: Bond In Millions Community Center Bond $12.257.125 Valley Communication Bond $0.43 SCORE Bond $14.339.335 PAEC (LTGO) $3.035 PAEC (Sect. 108) $1.917 6.3 SURFACE WATER Inventory of Existing Facilities Natural Systems The City of Federal Way drains to four five major drainage basins: the Hylebos Creek, Lower Puget Sound, Green River, and Mill Creek basins. The Hylebos Creek Basin consists of the East and West Hylebos sub-basins divided geographically in the vicinity 740 of 800 of the Interstate 5 alignment. The Lower Puget Sound Basin consists of the Dumas Bay, Joe’s Creek, Lakota Creek, Mirror Lake, Central Puget SoundCold Creek, Redondo Creek, Central Puget Sound, Poverty Bay, and Lower North Puget Sound, and Browns- Dash sub-basins. Map VI-1 shows the planning area boundary and major drainage basin boundaries. Map VI-2 shows the major features of the natural system. The natural systems have been reviewed on a sub-basin level. This sub-basin information is contained in the City’s 2015 Comprehensive Surface Water Plan Update (2015 Surface Water Plan Update2021 Surface Water Management Comprehensive Plan and 2023 West Hylebos Stormwater Management Action Plan). Man-Made System The City maintains a comprehensive GIS inventory of storm drainage assets in the City (available for download from the City’s website). Map VI-2 shows existing regional facilities, storm drain trunk lines, and streams. Based on the latest available dataAs of 2014, public storm drain assets include: • Over 228 386 miles of storm drainage pipe • Over 89 91 miles of open channels and ditches • Over 12,25021,735 junction structures (catch basins, manholes, flow splitters, etc.) • 271 outfalls • 47 165 bio swales facilities • 11 19 coalescing plate filterssplates • 15 48 dispersal trenche facilitiesstrenches • 148 detention ponds299 stormwater ponds • 149 99 detention tanks and water qualitystormwater filter vaults • 388 stormwater vaults or tanks The City has made a significant number of improvements to the manmade system since incorporation in 1990. Many of the projects completed to date corrected existing localized flooding problems. At the time of the lastDuring the comprehensive plan update in 2005, the City was transitioning to a regional system for surface water flow control (detention/retention). Regional facilities were constructed as capital projects based on existing and planned roads, land use, and zoning in the contributing watershed, and developments were able to buy into storage capacity in the facilities if they provided stormwater quality treatment on-site prior to releasing to the regional system. At present, flow control has shifted to an on-site approach due to increased regulatory requirements from the state and federal level as part of the National Pollutant Discharge Elimination System (NPDES) permit for discharges from Small Municipal Separate Storm Sewers (MS4s). Municipal stormwater permits have become more stringent and both flow control and water quality facilities are required on-site at new development and re-development sites. The NPDES permit also requires new development and re-development to utilize Low Impact Development (LID) techniques where feasible. Additional regulatory 741 of 800 information is discussed in the current Western Washington Phase II Municipal Stormwater Permit and the 2009 King County Surface Water Design Manual (KCSWDM). System Capacity The City has developed several models of its surface water facilities, including the natural components as needed. The models and allAll new facility construction uses the following design standards based on the 2009 2021 KCSWDM core requirements and the 20102021City of Federal Way Addendum to the KCSWDM, outlined as follows: • 25-year peak flow conveyance capacity for storm drains • 25-year peak flow conveyance capacity for culverts • 25-year peak flow conveyance for ditches and channels • Tiered duration standard for flow control (see core requirement #3 in KCSWDM) Based on current design requirements and data on existing facilities, the utility’s engineers City identifiesy deficiencies and the most cost- effective ways to resolve them. The existing facilities inventory and design requirements also allow the City engineers to plan for new facilities that will be needed to accommodate growth and development outlined in the Land Use Chapter. Additional surface water system information is discussed in the 2015 Surface Water Plan Update.2021 Surface Water Management Comprehensive Plan. Forecast of Future Needs Utility engineersThe City bi-annually updates a detailed six-year capital facilities plan. The plan identifies projects, prioritizes them, estimates the cost, and re-examines the utility rate structure to ensure that there is sufficient funding available over the next six years to construct these projects (Table VI-1). See the 2021 Surface Water Management Comprehensive Plan for more information. Locations and Capacities of Future Facilities Table VI-1 includes the surface water facilities project list. See the 2021 Surface Water Management Comprehensive Plan for the latest and most complete locations and capacities of future stormwater facilities. For more complete discussion of this list, and maps describing project locations, please refer to the City’s 2015 Surface Water Plan Update. As noted earlier, these projects address existing system deficiencies as well as the new facilities that will be needed to accommodate projected growth. Finance Plan The City has created a surface water utility to manage stormwater drainage, prevent flooding, and improve water quality. The City charges property owners an annual surface water fee, which, for commercial properties, is based upon the amount of impervious surface on the property and for residential properties is a fixed fee per parcel. These fees, along with any outside grant monies and low interest loans, provide the revenues that pay for new capital 742 of 800 facilities projects, and operation and maintenance of its the surface water system. Additional information regarding the annual surface water rate structure is available in Federal Way Revised Code Chapter 11.45. PAs outlined in Table VI-1, projects are scheduled based on anticipated revenues, taking perpetual replacement into account. The capital facilities spreadsheet Table 5-1 in the 2021 Surface Water Management Comprehensive Plan indicates project scheduling based on available funding and priority ranking. The City bi-annually updates the capital facilities plan to add, remove, reschedule, or reprioritize projects as needed. The 20152021 Surface Water Plan UpdateManagement Comprehensive Plan, which includes the capital facilities plan., is adopted by reference in this planhereinthe same exists is , including changes made during the City’s 2014 bi-annual update. Table VI-1 City of Federal Way Facilities Plan Surface Water Management Component 2015 2016 2017 2018 2019 2020 2021 2022 Total SWM SOURCES Revenues and Financing Carry Forward from CIP and Operations 6,855,610 6,111,451 4,785,123 3,832,022 4,102,538 3,757,836 4,002,589 1,795,789 35,242,958 User Fees with CPI Inflaction Factor 3,819,505 3,899,437 3,981,038 4,064,343 4,149,388 4,236,209 4,324,843 4,415,328 32,890,092 Interest Earnings 7,183 7,250 7,318 7,387 7,458 7,530 7,604 7,679 59,408 Transfer In 100,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 800,000 Grant Funding 220,027 120,027 120,027 120,027 120,027 120,027 120,027 120,027 1,060,216 Subtotal Revenues and Financing 11,002,325 10,238,164 8,993,506 8,123,779 8,479,411 8,221,603 8,555,063 6,438,823 70,052,674 Expenditures - One Time & Debt Service One Time Funding Public Works Trust Fund Loan 100,926 99,964 99,003 98,042 97,081 495,016 Subtotal Expenditures 100,926 99,964 99,003 98,042 97,081 495,016 Available Revenue 10,901,399 10,138,200 8,894,503 8,025,737 8,382,330 8,221,603 8,555,063 6,438,823 69,557,658 SWM USES Maintenance and Operations Current 3,310,860 3,355,181 3,374,981 3,428,547 3,479,891 3,532,025 3,584,961 3,638,712 27,705,159 Subtotal Maintenance and Operations 3,310,860 3,355,181 3,374,981 3,428,547 3,479,891 3,532,025 3,584,961 3,638,712 27,705,159 Annual Programs 111 Fund 150,000 150,000 150,000 150,000 150,000 150,000 150,000 150,000 1,200,000 Subtotal Annual Programs 150,000 150,000 150,000 150,000 150,000 150,000 150,000 150,000 1,200,000 Capital Project List 2015 2016 2017 2018 2019 2020 2021 2022 Total Marine Hills Conveyance System Repairs - North of S 293rd Street 100,000 885,000 985,000 Marine Hills Conveyance System Repairs - South of S 293rd Street 103,000 747,000 850,000 South 373rd Street Stream Crossing Re- Route and Restoration 20,000 81,000 763,000 864,000 West Hylebos Conservation Property Acquisition 280,000 280,000 South 356th Culvert Replacement 53,000 172,000 2,551,000 2,776,000 Phase V Highway 99 Project - South 344th Street at Highway 99 500,000 715,000 1,215,000 South 359th Street Weir Repair 48,000 261,000 309,000 Alderdale Park Trunk Replacement and Pond Expansion 22,000 1,176,000 1,198,000 Subtotal Capital Projects 900,000 1,681,000 866,000 747,000 101,000 433,000 2,573,000 1,176,000 8,477,000 743 of 800 Grant Dependent Capital Projects 2015 2016 2017 2018 2019 2020 2021 2022 Total Low Impact Development (LID) Retrofit Project 2,037,000 2,037,000 West Hylebos Educational Center and Trail 108,000 1,288,000 1,396,000 West Hylebos Trail (Spring Valley) 87,000 2,884,000 2,971,000 South 336th Street at Highway 99 673,000 64,000 1,379,000 2,116,000 Bridges Property Culvert Removal and Replacement 36,000 279,000 315,000 Subtotal Grant Dependent Capital Projects 2,073,000 279,000 108,000 1,375,000 3,557,000 64,000 1,379,000 8,835,000 • 744 of 800 6.4 TRANSPORTATION The GMA requires that local jurisdictions prepare a transportation chapter as part of the Federal Way Ccomprehensive Pplan (FWCP)their comprehensive plan. The GMA also authorizes jurisdictions to assess impact fees for transportation system improvements that are necessary to accommodate offset the traffic impacts created by the new development. In order to assess impact fees, the capital facilities plan must include the list of transportation improvements and associated costs that necessitate the payment of impact fees. Discussion related to Transportation-related capital facilities can be found in FWCP Chapter 3, “Transportation,.” includes complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plans for transportation capital facilities. 6.5 PARKS AND RECREATION Parks and Recreation capital facilities planning information is found in FWCP Chapter 14, “Parks and Recreation,”, with complete details found in the Parks, Recreation and Open Space (PROS) Planthe same exists is . Chapter 14 and the PROS plan include complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plan for parks and recreation capital facilities. Capital facilities planning information for some of the larger parks-managed facilities are found in the next section on “Community Facilities.” Inventory of Existing Facilities The City of Federal Way adopted the first Park, Recreation, and Open Space Comprehensive Plan in December of 1991. The City updated the plan in 1995, 2000, 2006, 2012, and 2019. This plan, which is now called the Parks, Recreation, and Open Space Plan, is incorporated by reference. The planning area is based only on the City limits of Federal Way, although the Potential Annexation Area (PAA) is inventoried and discussed. As in previous plans, the Parks Plan has been subdivided into subareas, referred to as Parks Plan Planning Areas (Map VI-3), for purposes of long-range planning. The 2019 Parks Plan updated the inventory to include new parks and properties added to the City’s system. In addition to City-owned parks and open space, the Parks Plan also lists school district, state, and county facilities, as well as private recreation facilities. Map VI-4 depicts the location of major parks and open space within the Federal Way planning area. Table VI-2 summarizes this inventory as of 2019. Table VI-2 Summary of Existing City Park and Recreation Areas Developed Park Land Categories Acres 19 Neighborhood Parks 108.05 15 Community Parks 489.70 2 Regional Parks 255.45 12.07 mi Trails Acreage 22.58 6 Community Facilities 12.85 Total Developed Acreage 888.63 745 of 800 Open Space Acreage 436.16 Total Park Acres 1324.79 When the City incorporated in 1990, there were approximately eight acres of parkland available per 1,000 population in Federal Way. Since that time, the City has purchased additional property and developed new facilities. These include the Lake Killarney Open Space Park, Heritage Woods Neighborhood Park, Wedgewood Neighborhood Park, BPA Trail I, II, and III, Madrona Park, Cedar Grove Park, Laurelwood Neighborhood Park, Brighton Park Open Space, Town Square Park, Klahanee Lake Community Senior Center, Dumas Bay Centre, Celebration Park, Steel Lake Annex facilities, the Community Center, and the Brooklake Community Center. In 2004, Washington State Parks transferred West Hylebos Wetlands Park to the City. King County has also transferred several properties to the City since incorporation. These parks and facilities are described in greater detail in the Parks Plan. In addition to acquiring and developing new facilities, the City has taken administrative actions to take advantage of other available public recreational facilities. The City entered into interlocal agreements with the School District to jointly operate and maintain school recreational facilities. As a result, the City jointly operates and maintains a major community park in conjunction with Saghalie Middle School. Also, the City has agreements to provide recreational programs and schedule play fields at several elementary schools, in addition to middle schools. These facilities are now formally available nights and weekends, year around for use by local residents. As of 2019, the City was providing 13.46 acres of park land per 1,000 population. For purposes of parks planning, the recommended LOS standard in the City’s Parks Plan and this Capital Facilities chapter is 10.9 acres of City owned parkland per 1,000 population. The City currently provides 1324.79 acres of parkland, which the City maintains and operates. Of the total 1324.79 acres, 888.63 acres are developed for recreational use areas and 436.16 acres are undeveloped. Washington State Parks has a regional park facility partially within the City limits, which residents often use. Dash Point State Park is 398 acres in size, 230 acres of which are located within the City. Dash Point State Park provides a regional (statewide) recreation use for camping, swimming, picnicking, walking trails, and beachfront. The state park land is not included in the City’s LOS because the state owns, operates, and maintains this facility. Forecast of Future Needs The 2019 Parks Plan states that the inventory of public park and open space land will be adequate to serve both the current and future projected population within the City and PAA. However, much of this acreage is un-programmed, undeveloped open space. The primary deficiency, both now and projected, is in improved trails. The 2019 Parks Plan makes recommendations based on five Core Values identified through an extensive planning process. Five of these relate to capital facilities and include: 746 of 800 Core Value #1: Improve Existing Facilities and Provide for Multiple Functions in Parks Core Value #2: Create Community Gathering Places and Destinations Core Value #3: Retain and Improve Open Spaces Core Value #4: Develop a Walking and Biking Community Core Value #5: Provide a Balance of Services for a Diverse Population Capital facilities that respond to these Core Values have been incorporated into the Six- Year CIP. The major efforts planned are shown in Table VI-3. Locations & Capacities of Future Facilities Map VI-4 indicates the location of the parks, recreation facilities, and open space subareas the City will need to maintain the adopted LOS. The Parks Plan breaks the planning area into subareas and addresses future facilities at the subarea level. For more details about the type, sizes, and cost of these new facilities, please refer to the 2019 Parks Plan. Map VI-4A shows potential locations of public spaces in the City Center. Finance Plan Table VI-3 (Parks Capital Improvements Plan, 2019-2024) describes the proposed parks projects that will be needed together with cost estimates programmed by year. Table VI-3 also identifies the revenues that will be available during the same time period to finance these new facilities. Potential funding sources include the City’s General Fund, the Parks Capital Fund, the Real Estate Excise Tax (REET), Grants, and Developer Mitigation Fees. Please refer to Chapter 7, “Implementation,” of the City of Federal Way Parks, Recreation, and Open Space Plan for information on the finance plan. The City biennially updates its Parks & Recreation Capital Improvement Plan. These updates reflect new project priorities, eliminate projects that have been completed, and add new projects to the program. 6.6 COMMUNITY FACILITIES Significant community investments have been made since the Ccity’s incorporation to implement the community’s vision for Federal Way. In addition to the investments in the surface water, transportation, and parks areas, the City also acquired and improved a basic set of community facilities to house City operations and provide space for community gatherings and recreation. The following subsections describe all community facilities where the public gathers for events or recreation, municipal facilities with office space for conducting government operations, Parks and Public Works maintenance facilities, and an overview of future community facility needs. With the exception of certain Parks and Recreation buildings, most parks facilities are not inventoried in this section since they are addressed in the PROS Plan. Community Gathering Facilities 747 of 800 Dumas Bay Centre The City acquired Dumas Bay Centre (a conference and retreat facility) in 1993. Strong local support in for community recreation and arts activities translated into the City Council’s adoption of a 2% For the Arts ordinance to provide funding for arts in public places in 1994, and the construction of the 234-seat Knutzen Family Theatre in 1998, which is located at the Dumas Bay Centre. City Hall, which consolidates most City administrative offices, Police, and the Municipal Court in one facility, was acquired in 2003. Community Center The City began completed construction of a new 72,000 square foot Community Center in the fall of 20052007. Construction was completed in early 2007. The facility houses Recreation and Cultural Services staff, and includes athletic and community facilities suitable for a wide variety of events and programs. Performing Arts and Events Center The City of Federal Way Performing Arts and Event Center (PAEC) opened in 2017. This 44,000 sq. foot, 700 seat facility provides year-round space for performances, events, conferences, and meetings. Table VI-3 Parks Capital Improvements Plan Estimated Funding Sources Funding Sources Real Estate Excise Tax Misc. Transfers Grants/Anticipated Mitigation Funds Received General Fund Capital Project Fund Bonds/Levies Reserve Fund Dumas Bay Centre Fund Impact Fees Table VI-3.1 – Parks Infill List 748 of 800 Location Type Year Cost PIF Eligibility PIF- Eligible Cost Adelaide Formalize picnic areas/install picnic shelters (2) 2033 $167,000 18.05% $30,147 Alderbrook Park Playground Replacement 2023 $150,000 18.05% $27,078 Alderdale park Playground Replacement 2027 $150,000 18.05% $27,078 BPA Add a fitness trail and equipment 2026 $143,000 18.05% $25,814 BPA Repair asphalt trail 2030-2040 - 0.00% - BPA Install monument sign 2028 $7,000 18.05% $1,264 BPA Install directional signage/wayfinding 2030 $12,000 18.05% $2,166 Brooklake Demo Hall & Green Storage Buildings 2023 $8,000 0.00% - Brooklake Electrical upgrades 2023 $20,000 18.05% $3,610 Brooklake Facility/Feasibility Assessment - Master Plan 2023 $4,000 18.05% $722 Cedar Grove Park Playground Replacement 2031 $175,000 18.05% $31,591 Celebration Convert To Artificial Turf 2032 $11,500,000 18.05% $2,075,971 Celebration Sand based turf replacement 2026 $500,000 18.05% $90,260 Celebration Replace field fence 2035 $119,000 0.00% - Celebration park Playground Replacement 2024 $450,000 18.05% $81,234 City Hall add ADA door control @ Court Entry 2023 $60,000 18.05% $10,831 City Hall Card control replacement/upgrade 2027 $125,000 18.05% $22,565 City Hall Carpet replacement 2027 $250,000 0.00% - City Hall City Hall Water Heaters (5) 2028 $75,000 0.00% - City Hall Court bench refurbish 2025 $8,500 0.00% - City Hall Elevator 2024 $185,000 0.00% - City Hall HVAC 2025 $400,000 0.00% - City Hall Reception Counters - replace Formica 2026 $10,000 0.00% - 749 of 800 Location Type Year Cost PIF Eligibility PIF- Eligible Cost City Hall Roof replacement 2026 $500,000 0.00% - City Hall Security Fence Around Entire P/E Parcel/Lot 2024 $75,000 18.05% $13,539 City Hall Sidewalk ADA upgrades 2023-2027 $240,000 0.00% - Coronado Park Playground Replacement 2028 $150,000 18.05% $27,078 Fisher Pond Prepare master plan 2028 $12,000 18.05% $2,166 Fisher Pond Install picnic shelter 2030 $83,000 18.05% $14,983 Fisher Pond Decommission on-site well 2030 $12,000 0.00% - French Lake Develop/Install Shelter 2028 $60,000 18.05% $10,831 FWCC Exercise Equipment (full replace) 2026 $150,000 0.00% - FWCC Locker Rooms/Cabanas Restoration 2023 $250,000 0.00% - FWCC Replace Pool Water Slide/Play Equipment 2023 $1,200,000 0.00% - FWCC Re-plaster Lap Pool 2027 $400,000 0.00% - FWCC Pool/slide repairs 2023 $298,000 0.00% - FWCC Replace pool and play equipment 2023 $60,000 0.00% - FWCC Outdoor areas 2033 $119,000 18.05% $21,482 Heritage Woods park Playground Replacement 2029 $175,000 18.05% $31,591 Lake Grove Park Playground Replacement 2032 $200,000 18.05% $36,104 Lakota Parking Lot Replacement 2023 $170,000 0.00% - Lakota Upgrade soccer field to artificial turf 2021 $1,489,000 18.05% $268,793 Lakota Upgrade running track to rubber 2021 $238,000 18.05% $42,964 Lakota Upgrade field lighting 2032 $893,000 18.05% $161,204 Lakota Upgrade restrooms and increase parking 2032 $953,000 18.05% $172,035 750 of 800 Location Type Year Cost PIF Eligibility PIF- Eligible Cost Laurelwood Prepare master plan 2025 $36,000 18.05% $6,499 Laurelwood Perform master plan improvements 2027-2037 - 18.05% - Laurelwood Install 1/2 basketball court 2030 $60,000 18.05% $10,831 Madrona Park Playground Replacement 2030 $175,000 18.05% $31,591 Mirror Lake Replace and improve playground 2020 $143,000 18.05% $25,814 Monument Signs Complete sign implementation program 2023-2033 $48,000 18.05% $8,665 Olympic View Formalize Joe's Creek social trail 2035 - 18.05% - Olympic View Improve neighborhood entrances (6) 2035 $36,000 18.05% $6,499 Olympic View Install 1/2 basketball court 2030 $60,000 18.05% $10,831 Olympic View Park Playground Replacement 2025 $125,000 18.05% $22,565 Palisades Repair/replace asphalt basketball court 2028 $6,000 0.00% - Palisades Install picnic shelter 2030 $83,000 18.05% $14,983 Palisades Park Playground Replacement 2026 $200,000 18.05% $36,104 Sacajawea Artificial turf replacement - SAC 2026 $700,000 0.00% - Sacajawea Natural Turf Replacement (ballfields) 2023 $300,000 0.00% - Sacajawea Renovate Ballfield Drainage 2024 $50,000 0.00% - Sacajawea Replace Rubber running track 2024 $340,000 0.00% - Sacajawea Tennis Court Replacement 2025 $200,000 0.00% - Sacajawea Wood Pole Replacement 2029 $150,000 0.00% - Sacajawea Replace water service line 2028 $18,000 0.00% - Sacajawea New restroom - sewer lift station 2035 $89,000 18.05% $16,066 Sacajawea Install picnic shelter 2030 $83,000 18.05% $14,983 751 of 800 Location Type Year Cost PIF Eligibility PIF- Eligible Cost Safety & Security Parking lot lighting improvements (LED) at Sacajawea Park, Saghalie Park, Steel Lake Park, and Steel Lake Annex 2028 - 18.05% - Safety & Security Install security cameras in parking lots at Sacajawea Park, Saghalie Park, Steel Lake Park, and Steel Lake Annex 2028 - 18.05% - Saghalie Artificial turf replacement - Soccer Field 2032 $600,000 0.00% - Saghalie Tennis Court Renovation/Resurface 2025 $40,000 0.00% - Saghalie Replace Rubber running track 2023-2032 $505,000 18.05% $91,162 Saghalie Install artificial turf on football field 2035 $1,429,000 18.05% $257,962 Saghalie Renovate basketball courts 2026 $71,000 0.00% - Saghalie Overlay parking lot 2028 $48,000 0.00% - Steel Lake Develop a master plan 2033 $149,000 18.05% $26,897 Steel Lake Install new shelters (Sites 2-5) 2028-2033 $292,000 18.05% $52,712 Steel Lake Re-pipe annex and beach house restrooms 2026 $238,000 0.00% - Steel Lake Annex Artificial Turf Replacement - Karl Grosch 2032 $700,000 0.00% - Steel Lake Annex Parking Lot Repairs 2024 $10,000 0.00% - Steel Lake Park Artificial turf - Site #5 2032 $1,300,000 18.05% $234,675 Steel Lake Park Dock Replacement 2027 $1,250,000 0.00% - Steel Lake Shop New Maintenance Shop (Parks Share, 33%) 2032 $11,666,667 18.05% $2,106,058 Steel Lake Shop Shop - Backup power generator 2025 $40,000 18.05% $7,221 752 of 800 Location Type Year Cost PIF Eligibility PIF- Eligible Cost Steel Lake Shop Shop - Electrical Service - new panel 2024 $7,500 18.05% $1,354 Steel Lake Shop Shop Roof 2026 $75,000 18.05% $13,539 Steel Lake Shop Storage House - New Garage Doors 2024 $7,000 18.05% $1,264 Steel Lake Shop Storage House Roof 2024 $20,000 18.05% $3,610 Town Square Install shade covers 2025 $89,000 18.05% $16,066 Town Square Install 2nd shelter 2030 $83,000 18.05% $14,983 Town Square Band shell 2028 - 18.05% - Town Square Veteran memorial 2025 - 18.05% - Wayfinding Signs Implementation of wayfinding signage program 2030-2040 - 18.05% - Wedgewood Replace and improve playground 2019 $167,000 18.05% $30,147 West Hylebos Renovate caretaker access road 2033 $12,000 0.00% - West Hylebos Make parking lots repairs 2025 $48,000 0.00% - West Hylebos Expand parking lot 2033 $149,000 18.05% $26,897 West Hylebos Replace maintenance garage 2030 $89,000 0.00% - Wildwood Repair asphalt trail 2026 $12,000 0.00% - Wildwood Upgrade park fixture 2035 $12,000 18.05% $2,166 Total $44,256,667 $6,325,243 Table VI-3.2 – Parks Expansion List Location Type Year Cost PIF Eligibility PIF-Eligible Cost Downtown Park Expansion Community Park 2027- 2031 $ 5,500,000 100% $ 5,500,000 753 of 800 Projected Community Needs The City has identified a number of facilities to help deliver services more efficiently and adjust to the changing demographics of this community in the future. These projected needs are beyond the City’s ability to fund within the six-year planning horizon. However, in order to keep the community’s vision alive, we purposely did not exclude any of these community projects. The City Council will periodically review and prioritize these projects and provide funding when available. A description of these facilities with a summary list is provided in Table VI-5. Table VI-4 Summary of Existing Community Facilities Building Name Own/ Leased Use Sq. ft. /Occupancy City Hall Own City operations not otherwise listed 88,085/approximately 304 FTE and Council Chamber Police Evidence Own Police evidence room 6,000/2 FTE Federal Way Community Center Own Community recreation center with gym, pools, indoor track, climbing wall, senior lounge, pre-school, and educational classrooms, day care, arts and crafts program, and multipurpose room with kitchen. Recreation staff offices. 72,000/ 16 regular FTE and approximately 40-100 part-time temporary personnel Opened in 2007 Steel Lake Annex Own Historical Society 1,161/program only Steel Lake Maintenance Shop Own Maintenance operations, outdoor equipment and material storage 4,110 office and maintenance bay, 24.5 FTE, approximately 132,000 sq. ft. storage yard, and approximately additional 1.5 acres available for future expansion Celebration Park Maintenance Building Own Grounds equipment and sporting equipment 2,044 sq. ft. maintenance building Dumas Bay Centre (DBC) Own Public park, meeting/banquet/ overnight lodging 47,214 sq. ft. – 6 meeting rooms, 70 overnight rooms, 12 acre park ground Knutzen Family Theater (at DBC) Own 234 seats performing arts theatre and rehearsal room Miscellaneous Outdoor Storage Leased Street maintenance material and park equipment storage 10,000 material storage 2,000 equipment storage South Light Rail Station Park Community Park 2027- 2031 11,000,000 100% 11,000,000 Total $ 16,500,000 $ 16,500,000 754 of 800 Miscellaneous Indoor Storage Leased Spare office equipment/facility parts/ records 260 sq. ft. 2,160 cubic ft. boxes stored offsite in a document storage facility Table VI-5 Projected Community Facility Needs 2012-2018 Type of Facility Year Size (sf) Cost (millions) 1 Competitive Sports Facility 2018 To be determined To be determined 2. Performing Arts and Events Center / 2016 Approx. 44,000 700 seats $32.75 3. Maintenance Facility To be determined To be determined 4. Public Parking Facilities To be determined 200 – 400 stalls To be determined 5. Town Square Park 2016 2-4 acres $1.7 TOTAL To be determined Municipal Facilitiesy (General Government, Police, and Court Operations) City Hall City hall, which consolidates most City administrative offices, police, and the municipal court in one facility, was acquired in 2003.The City acquired the current City Hall in 2003 and consolidated its police, court, and general governmental operations under one roof. About 10 percent or 8,000 of the total 88,085 square feet of space in this building is currently available for future expansions. In addition to the City Hall parcel, the City also acquired two vacant lots to the north which is the location of the Police Evidence facility and overflow parking for the City city Hallhall/ Mmunicipal Courtcourt. Pursuant to an interlocal agreement, the cities of Auburn, Burien, Des Moines, Federal Way, Renton, SeaTac, and Tukwila, Washington jointly developed and constructed a consolidated correctional facility under an autonomous public agency known as the South Correction Entity (SCORE). The facility became operational in 2011. Other Police Facilities The SCORE facility is approximately 137,000 square feet with associated parking and site improvements on a 15.613-acre collection of parcels. The site is located in Des Moines, Washington near Des Moines Creek Park where South 208th Street intersects with 18th Avenue South. The facility is designed to house up to 822 inmates. Ownership and financial commitment to SCORE are prorated based on each city’s average daily prisoner population during the previous year—for Federal Way that is approximately 18 percent of the total operating cost. 755 of 800 Federal Way Police Department currently leases three substations. Since 2015, there has been an agreement between Balli Road, LLC and the Police Department for the use of approximately 1,500 square feet of office space, identified as the Federal Way Police Department Downtown Substation, located across the street from the Federal Way Transit Center. The space is used primarily by the traffic and the special operations unit. The location of the Downtown Substation strategically enhances patrol operations and visibility, but was also necessary because of the limited office space at the main station at city hall. In the next 10 years, the Police Department will require additional 10,000 square feet or more to accommodate anticipated growth. In 2018, due to unsustainable financial obligations, the City of Federal Way discontinued its ownership/partnership relationship via interlocal agreement with utilizing South Correction Entity (SCORE), but the City still utilizes SCORE for inmate housing on a contract basis. This change in relationship structure resulted in significant financial savings for the City. Maintenance Facility The Parks and Public Works maintenance facility is located at 31132 28th Avenue South. The entire site is 2.254.1 acres with 4,110 square feet of office and work space and 132172,000 square feet in fenced storage space, with an additional 1.5 acres of land area available for future expansions. The structure was originally constructed as a Fire Station and subsequently acquired by the City. The current shop area is where the fire engines were stored. Parks Maintenance operates seven days a week, two shifts per day. The space needed for the maintenance operations includes crew quarters (including an area for daily time cards, breaks, and crew meetings/training, etc.), as well as a locker room. Public Works streets and surface water maintenance operations have similar needs for office space; operating Monday through Friday, year- round, one shift per day. Both Parks and Public Works maintenance operations tend to intensify during the summer months and require up to 15 part-time, seasonal workers at any given time. The City has outgrown the existing facility and has begun the process to secure additional adjacent properties to the north while simultaneously working on the design of a replacement facility to meet the City’s current and projected needs. Construction of the new facility is anticipated to commence in 2024. Depending on how the City grows and transforms over the years, the maintenance facility may involve several options to provide flexibility to accommodate this change and growth, and continue delivery of high quality and timely City services in the future. The design and construction costs for constructing, renovating, and/or expanding the maintenance facility will depend on the operational goals. Performing Arts and Events Center 756 of 800 In 1994, the City of Federal Way Arts Commission funded a feasibility study of a facility to house a cultural and community events center and the desire to create an image and identity for the City as one which recognizes the value of arts and culture as an essential component of the community. Since then the City has studied the feasibility of a performing arts and events center. The performing arts and events center would serve multiple purposes including: performances; lecture series; business conventions; visual arts exhibit space; and event space. In 2009, the City engaged Webb Management Services in conjunction with LMN Architects to study the feasibility of an integrated performing arts and events center. An events center has the ability to enrich the performing arts center identity and increase visitors through attendees. Based on the consultant’s review, a 500 to 700 seat theater would support local arts organizations and operate as large conference space for lectures and presentations. The report found that a conference center should include an 8,000 square foot lobby and conference room and 6,000 square feet of additional meeting space to be used as breakout rooms or for stand-alone events. The estimated cost for an integrated facility was $30 to $40 million. In 2011, the City requested an update to the Webb Management Services report, which led to continued interest in a performing arts and events center (PAEC) on the part of City leadership. Consequently, in 2012 the City issued a Request for Qualifications for a public-private partnership to develop both the PAEC and an accompanying on-site hotel. Subsequently, proposals were requested from the two RFQ respondents, and in Fall 2012 the City Council chose a development partner and authorized development of concept plans and an initial construction budget, which were presented in March 2013. Based on the concept plan and budget, the City Council authorized development of schematic design plans and an operational pro forma, which were both presented in September, 2013. At that time, City Council authorized submittal of the plans for land use permitting. In February 2014, the Mayor appointed a Blue Ribbon Panel of experts to review all the relevant plans and materials, vet the financing, and review construction cost estimates, pro formas, and project economic impacts. The Panel’s findings were presented in May 2014, leading to a City Council decision to proceed with completion of the design and construction of the PAEC. At this time, the PAEC is anticipated to be completed and open for business in the Fall of 2016. Multipurpose Competitive Sports Center In 2002, the City’s Lodging Tax Advisory Committee (LTAC) commissioned a feasibility study, the Hunter Study, for an indoor competitive sports facility in order to increase visitors’ stay in local hotels and complement the Aquatic Center and Celebration Park, two other regional/national amateur sports facilities in the City. A number of development concepts have been considered, one of which is a facility to accommodate basketball and volleyball tournaments. Based on this research, the facility would accommodate four to six basketball courts and four volleyball courts. The facility would also require parking. One of the considerations for such a facility would be its ability to be financially self-sustaining. It would also ideally be developed and operated by the private sector, with minimum or no public participation. Public Parking Facility 757 of 800 Since entering into a development agreement with Trent Development for development of the Town Center-3 (TC-3) site, the City anticipates a shortage of parking for the PAEC, both now and in the future. The City needs to acquire additional land to replace the parking that iswill being eliminated as part of property development. The existing city center development is currently near or at capacity with the required surface parking to business-space ratio. To intensify the development, such as the multi- story commercial/residential mixed-use developments envisioned by the community, additional parking space will be needed. These additional parking spaces would most likely be achieved through structured parking, consistent with multi-story commercial/ residential mixed-use development. With the construction cost of structured parking at a premium when compared to land cost, some type of public/private partnership may be needed for them to be financially feasible. These facilities could be in part financed with the City’s Local Investment Financing Tool (LIFT) funds. In addition, these facilities could be constructed in conjunction with various redevelopment projects. Public Parking Facility Recommendation Purchase property and construct approximately 350 new parking spaces to benefit the PAEC and visitors to Downtown. Designated public parking spaces of 200 to 400 in conjunction with privately developed parking structures for redevelopment projects located within the City Center. Investments will vary depending on the need and type of redevelopment projects at each location. City funding sources would be a combination of the City’s economic development incentive fund and other state and federal economic development, and/ or infrastructure funding sources. Summary of Existing Facilities and Future Needs Existing Facilities Table xx Summary of Existing Community Facilities Building Name Own/ Leased Use Sq. ft. /Occupancy City Hall Own City operations not otherwise listed 88,085 Police Evidence Own Police evidence room 6,000 sq. ft Police Substations (3 total) Leased Downtown substation, near transit center, motorcycle officers work there. 30900 Pacific Highway South is the PHS substation, used for physical exercise and report-writing. The Commons sub, mall- assigned officers work there. Unknown sq. footage 758 of 800 Building Name Own/ Leased Use Sq. ft. /Occupancy Federal Way Community Center Own Community recreation center with gym, pools, indoor track, climbing wall, senior lounge, pre-school, and educational classrooms, day care, arts and crafts program, and multipurpose room with kitchen. Recreation staff offices. 59,720 sq. ft/ 16 regular FTE and approximately 40-100 part-time temporary personnel Opened in 2007 Steel Lake Annex Own Office space currently used by the Federal Way Historical Society; leased from the City by the Historical Society. 2,030 sq. ft./program only Steel Lake Maintenance Shop Own Maintenance operations, outdoor equipment and material storage 4,472 sq. ft. maintenance shop and office building. There are also three portable buildings, totaling appx. 2000 sq. ft, on the west side of Steel Lake Park used as temporary office space and quarters for parks maintenance crews. Celebration Park Maintenance Building Own Grounds equipment and sporting equipment 2,044 sq. ft. maintenance building Dumas Bay Centre (DBC) Own Public park, meeting/banquet/ overnight lodging 47,214 sq. ft. – 6 meeting rooms, 70 overnight rooms, 12 acre park ground Knutzen Family Theater (at DBC) Own 234 seats performing arts theatre and rehearsal room Miscellaneous Outdoor Storage Leased Street maintenance material and park equipment storage 10,000 material storage 2,000 equipment storage Miscellaneous Indoor Storage Leased Spare office equipment/facility parts/ records 260 sq. ft. 2,160 cubic ft. boxes stored offsite in a document storage facility Future Facilities The City has identified a number of facilities to help deliver services more efficiently and adjust to the changing demographics of the community in the future. These projected needs are beyond the City’s ability to fund within the six-year planning horizon. However, in order to keep the community’s vision alive, this Chapter purposely does not exclude any of these community projects. The City Council will periodically review and prioritize these projects and provide funding when available. A description of these facilities with a summary list is provided below and in Table xx. Joint Operations and Maintenance Facility The new facility will expand the site of the existing Operations and Maintenance Facility. Downtown Parking Purchase property and construct approximately 350 new parking spaces to benefit the PAEC and visitors to dDowntown. 759 of 800 City Hall Conduct a needs analysis to evaluate the current utilization of Ccity Hhall. Included in this study will be a forecast for when the City should either build a new city hall; lease additional space to accommodate growth; or, build an expansion to the existing building. Police Department Federal Way Police Department anticipates needing another 10,000 sq. ft. of office space by approximately 2033. Table xxVI-5 Future Community Facility Needs Facility Type Approximate Date Size Approximate Cost Downtown Parking 2028 350-375 spaces $15 million City Hall 2030 120,000 sq. ft. $100 million Operations & Maintenance Facility 2025 $52 million Additional Police Department Office Space 2033 10,000 additional square feet Likely part of City Hall Financing Plan The City updates its capital improvements program every other year in conjunction with its biennial budget process. These updates will reflect new project priorities and funding availability. While it may be desirable to deliver these facilities to the community as soon as possible, the City’s projected revenues may not be able to support both their construction and required operating and on-going maintenance in the near term. Such public facilities may depend on future private or voter-approved funding sources. However, as of 2024, the City has approved the overall budget for the Operations and Maintenance Facility and is working to refine the design. Currently the expectation is that construction will be funded through a combination of cash on hand, utility funds, REET, and bonding, which repayment of will in part be funded through programmatic savings. As the design progresses the budget and available funding will continue to be refined. While it may be desirable to deliver these facilities to the community as soon as possible, the City’s projected revenues may not be able to support both their construction and required operating and on-going maintenance in the near term. Such public facilities may 760 of 800 depend on future private or voter-approved funding sources. The City updates its capital improvements program every other year in conjunction with its biennial budget process. These updates will reflect new project priorities and funding availability. 6.7 SCHOOL FACILITIES This section summarizes information in Tthe Federal Way School District No. 210 2015 Capital Facilities Plan (School Plan) and adopts the School Plan by reference. This plan covers the entire Federal Way Public School (FWPS) District which includes the City of Federal Way, portions of the incorporated City of Kent, City of Des Moines, City of Auburn, City of Algona, City of Milton, and unincorporated areas of King County to the east Eeast of Interstate 5. The Ddistrict provides educational programs to all students who live in the school district service area, whether they live in Federal Way, Kent, Des Moines, Auburn, Algona, Milton, or unincorporated King County. A school outside the Federal Way City limits may provide service to students who live within the City limits and viscavicee versa. The FWPS Capital Facilities Plan , whichherein the same exists is provides complete background, levels of service, inventory, forecast of future needs, proposed locations and capacities, and financing plan for school facilities. Inventory of Existing Facilities Map VI-6 shows the location of every school in the district. Table VI-6 summarizes the district’s student capacity. The district has sufficient capacity in the existing schools and portable buildings to house all of the students in the district. Program Capacity The school district has established a Standard of Service, similar to LOS, for itself, which it calls “program capacity.” The district’s program capacity is based on: 1) the number of students per classroom; 2) the number of classrooms per school; 3) the number of classes that can be held in each classroom per day; and 4) other operational conditions. Table VI-6 Summary of Existing Facilities Capacities* 761 of 800 CAPACITY 2015 Budget 2016 2017 2018 2019 2020 2021 Elementary School 8,290 8,290 8,290 8,290 8,290 8,290 8,290 Middle School 5,406 5,406 5,406 5,406 5,406 5,406 5,406 Senior High 5,735 5,735 5,935 5,935 5,935 5,935 5,935 TOTAL 19,431 19,431 19,631 19,631 19,631 19,631 19,631 *NOTE: These capacities are for buildings only and do not include portable classrooms. These capacities are based on the maximum use of the buildings. Program capacity assumes that the average class will serve the following numbers of students: Grade K-2 20 Students per classroom Grades 3-5 25 Students per classroom Grades 6-12 26 Students per classroom Special Education 12 Students per classroom Portables 25 Students per classroom The school district uses portables at many school sites as an interim measure to house new students until permanent facilities can be built. There are other administrative measures that the school district could use to increase school capacity. These measures may include double shifting, modified school calendar, and year-round schooling. These measures have been used in the district on a limited basis, but not district wide. Forecast of Future Needs – Student Forecasts The school district’s Business Services Department prepares a forecast of student enrollment annually. Projections are detailed at various levels; district total, school- building totals, and grade level totals. Special populations such as vocational students, special education students, and English as Second Language students are also included in the forecast. The basis for projections has been cohort survival analysis. Cohort survival is the analysis of a group that has a common statistical value (grade level) as it progresses through time. In a stable population, the cohort would be 1.00 for all grades. This analysis uses historical information to develop averages and project the averages forward. The district uses this method with varying years of history and weighting factors to study several projections. Because transfers in and out of school system are common, student migration is factored into the analysis as it increases or decreases survival rates. Entry grades (kindergarten) are a unique problem in cohort analysis. The district collects information on birth rates within the district’s census tracts and treats these statistics as a cohort of kindergarten for the appropriate enrollment years. Long-range projections that establish the need for facilities are a modification of the cohort survival method. The cohort method becomes less reliable the farther out the projections are made. The school district study of long-range projections includes information from jurisdictional planners and demographers as they project future housing and population in the region. 762 of 800 Table VI-7 describes increased enrollment through the year 2021. It shows that the school district’s student population will grow steadily every year with the highest growth in elementary. The district has compared existing school capacity with growth forecasts. New construction, modernization and expansion, and additional portable purchases will mitigate the deficit in permanent capacity for the next six years. Table VI-7 Federal Way School District Student Forecast ENROLLMENT (FTE) 2015 Budget 2016 2017 2018 2019 2020 2021 Elementary 9,319 9,282 9,398 9,477 9,575 9,645 9,723 Middle School 4,811 5,041 5,145 5,154 5,130 5,264 5,359 Senior High 6,261 6,092 5,950 5,911 6,063 6,107 6,243 TOTAL 20,391 20,415 20,493 20,542 20,768 21,016 21,325 Location of New and Improved School Facilities Existing schools are identified in Map VI-6. Finance Plan Table VI-8 describes the school district’s six-year finance plan to support the school construction. The table identifies $6,596,563 available from secure funding sources and an additional $108,000,000 anticipated from other funding sources between 2015 and 2021. These funds will cover the $109,520,000 in planned project costs to the year 2021. 763 of 800 FWCP – Chapter Six, Capital Facilities Table VI-8 Federal Way Public Schools 2015 Capital Facilities Plan Six Year Finance Plan Securing Funding Sources Impact Fees (1) $303,161 Land Sale Funds (2) ($11,596,565) Bond Funds (3) $4,709,857 State Match (4) $13,153,110 TOTAL $6,569,563 Projected Revenue Sources State Match (5) $27,200,000 Bond or Levy Funds (6) $70,000,000 Land Fund Sales (7) $10,000,000 Impact Fees (8) $800,000 TOTAL $108,000,000 Actual and Planned Expenditures Total Secured Funding and Projected Revenue $114,569.563 NEW SCHOOLS Estimated and Budget 2016 2017 2018 2019 2020 2021 Total Total Cost Prior Years 2014-2015 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020 2020- 2021 2015-2021 MODERNIZATION AND EXPANSION Federal Way High School (9) $50,000,000 $45,000,000 $11,000,000 $56,000,000 $106,000,000 SITE ACQUISITION Norman Center $785,000 $205,000 $215,000 $220,000 $225,000 $235,000 $235,000 $1,335,000 $2,120,000 (Employment Transition Program((10) TEMPORARY FACILITIES Portables (11) $200,000 $200,000 $200,000 $200,000 $200,000 $200,000 $200,000 $1,400,000 $1,400,000 TOTAL $50,785,000 $45,405,000 $11,415,000 $420,000 $425,000 $435,000 $435,000 $200,000 $58,735,000 $109,520,000 NOTES: 1. These fees are currently being held in a King County, City of Federal Way, and City of Kent impact fee account and will be available for use by the District for system improvements. This is year-end balance on December 31, 2013. 2. These funds are expected to come from the sale of the current ESC and MOT sites and bond interest. This is year -end balance on December 31, 2013. 3. This is the December 31, 2013, balance of bond funds. This figure includes interest earnings. 4. This represents the balance of State Match funds which will be used to support the rebuilding of Federal Way High School. This is the balance on December 31, 2013. 5. This is an anticipated state match for the rebuilding of Federal Way High School. Application for funds was made .in July 2013. Revised 2015 VI-20 764 of 800 The School Plan states that state matching funds and impact mitigation fees, if realized, will be used to decrease the need for future bonds or will be used on additional capital fund projects. The School Plan currently covers the years 2015-2021. The School Plan and accompanying six-year finance plan will be updated annually by the school district. This will bring the plan into full compliance with GMA requirements. 6.8 WATER SYSTEMS This section primarily summarizes the water system operated by the Lakehaven Water and Sewer District Utility District’s (the DistrictLakehaven ) including information from the District’s most recently adopted 2014 Comprehensive Water System Plan (Water Plan, which is incorporated herein in full by referencethe same exists is ) while providing up-to-date information where warranted. Map VI-7 shows Lakehaven Utility District’s (hereinafter referred to as “the District” in this section) water service area boundary. Two oOther purveyors provide water service to portions of the District’s corporate areawithin Federal Way City limits. The Tacoma Public Utilities, specifically Tacoma Water,s, for example, serves an area on the west side of the District’s Federal Way corporate area and the Highline Water District serves a small portion of the north side of the District’s corporate areanorth side of Federal Way (Map VI-8). The City of Milton serves a small area on the south side of the District’s corporate area that is within the City of Milton limits. Areas on the east side of I-5 within the City limits of Auburn and Pacific are also provided water service by the District Map V-7). These areas are at a higher elevation than the valley cities can cost effectively serve.For comparison, Lakehaven provides service to over 20,000 accounts in Federal Way, while Tacoma Water has approximately 3,200 active accounts, and Highline Water District has 263 active accounts in Federal Way. Map xx shows the service areas of Lakehaven, Tacoma Water, and Highline as water service providers in Federal Way. Some of the information in this section is based on the most recent (2016) Lakehaven Comprehensive Water System Plan. Inventory of Existing Facilities The locations of the District’s Lakehaven’s wells, storage, and other major components of the distribution system are provided in the 2014 Water Plan. The water system includes approximately 450 miles of water mains, 25 production wells, 12 storage tanks, and connection to the Second Supply Project (SSP), which provides surface water from the Green River. The average annual daily demand during the years 202008 through 202211 was 9.879.68 million gallons-per-day (MDGD). The facilities are described in the following sections. Second Supply Project (SSP) The DistrictLakehaven is a partner in the SPP (Green River water source) with the City of 765 of 800 Tacoma, City of Kent, and Covington Water Districts. The DistrictLakehaven’s share of the project provides a water right capacity of up to 12.6 MGD. Due to operational considerations, stream flows, and water quality, the SSP is estimated to provide approximately 7.6 MGD on an annual basis. The DistrictLakehaven is accessing the pipeline at three flow control facilities provided at strategic locations along its route through the greater Federal Way area. These facilities allow the DistrictLakehaven to receive water from and send water to the Second Supply Project (SSP). Water Quality Prior to 2000, the District had not had to treat its water supplies to meet regulatory requirements before distribution to its customers. However, in order to meet newer regulations, the District began a chlorination and corrosion control treatment program in July 2001 for all of its groundwater supply. The DistrictLakehaven’s status with respect to regulated drinking water contaminants covered by the WAC 246-290 and anticipated water quality regulations is summarized in Section 10, “Water Quality,” of the 2014 Water System Plan. Regulations that have prompted treatment of the District’s groundwater supplies include the Lead and Copper Rule, Iron and Manganese Regulations, Arsenic Rule, and the Surface Water Treatment Rule (due to distribution of surface water obtained from the SSP). To maintain optimized corrosion control in the distribution system (per the Lead and Copper Rule), the DistrictLakehaven adjusts the pH of groundwater pumped from Well Sites 10/10A, 15/15A, 18, and 19/19A. The DistrictLakehaven has installed water filtration treatment systems at Well Sites 9, 17/17A/17B, 19/19A, 20/20A, 21, 22/22A/22B, 23/23A, 29, and Well 33 for the removal of iron and manganese. Arsenic is removed from Wells 19 and 21. In 2006, the Long Term 2 Enhanced Surface Water Treatment Rule, regulated by the U.S. Environmental Protection Agency (EPA), required unfiltered surface water utilities to plan for and provide water treatment to protect against waterborne parasites such as cryptosporidium (a protozoan that can cause gastro-intestinal illness in humans). After significant analysis and evaluation, Tacoma Water, Lakehaven Water and SewerUtility District, Covington Water District, and the City of Kent agreed to design and construct a surface water filtration facility for the Green River supply to meet the new EPA compliance requirements. Design of the new The Green River Filtration Facility was completed and began operation in 2011 and the facility is scheduled to be completed and operational in 2015. In addition to meeting the federal surface water treatment rules, the filtration facility will also remove turbidity and potential algae that can degrade the reliability and aesthetic quality of the water from the Green River. Storage Facilities The DistrictLakehaven’s water system was evaluated during the most recent (2016) Lakehaven2014 Water System Plan UpdateWater Plan update using extended-period simulation modeling to evaluate the storage draw-down during fire flow events and to evaluate storage equalization during multiple-day periods of maximum- day demand conditions. The storage analysis model is summarized in Section 9, “System Analysis,” of the 20162014 Water System Plan. In general, the DistrictLakehaven has a robust water system with redundant supply, large volumes of storage, and adequate, reliable pumping. Water Conservation Measures 766 of 800 The DistrictLakehaven is committed to implementing aggressive water conservation measures to reduce per capita water consumption. These include programs such as public information campaigns, an inclining block water rate structure to reduce peak day consumption, winter-summer water rate adjustments to reduce summer consumption, and a “wet-month average” sewer rate structure. The DistrictLakehaven will be also working with the City to introduce water conservation measures by amending the zoning and building codes. These measures include a requirement for low flow showerheads and toilets, utilizing species for landscaping with reduced irrigation needs, and use of reclaimed water for irrigation. Transmission/Distribution System The results of computer modeling have found the transmission and distribution pipeline network to be very robust. Of particular note is that the fire insurance rating for South King Fire and Rescue improved from Class 3 to Class 2 in 2004 and currently remains at Class 2. The majority of the DistrictLakehaven is served by this fire agency. Approximately Fforty percent of the score for the rating process is based upon available water supply. This rating improvement is a significant accomplishment, as the new classification is on par with the rating held in Seattle and Bellevue, the only other departments to hold a Class 2 rating (no fire agency in Washington holds a Class 1 rating). The pipeline network is continuing to be expanded through developer extension projects undertaken by land development activity. Emergency Interties The DistrictLakehaven has eight emergency interties with adjoining systems of other utilities. Emergency interties allow the DistrictLakehaven to buy or sell water with adjoining utilities in an emergency and provides enhanced system reliability. The DistrictLakehaven has three emergency interties with the City of Tacoma’s water system, three emergency interties with Highline Water District’s water systems, one emergency intertie with the City of Milton’s water system, and one emergency intertie with the City of Auburn. Forecast of Future Needs The Water Plan estimates future need by analyzing existing water demand (measured consumption plus unaccounted-for/non-revenue water loss) patterns on a daily, seasonal, and yearly basis. The DistrictLakehaven breaks down the water demand values on an “equivalent 767 of 800 residential unit” (ERU) basis, which is essentially the amount of water used by an “average” family residing in an “average” single family residence situated within the DistrictLakehaven’s water service area, if used uniformly over the year. The six-year Districtdistrict-wide average of measured unit consumption, including unaccounted for water, between 2006 and 2011 was 231.55 gallons per day (gpd) per ERU and ranged between 257 gpd per ERU in 2006 to 208 gpd per ERU in 2011. For planning purposes, the DistrictLakehaven conservatively used 248 gallons per day per ERU. Population and employment growth projections converted to ERU’s are then utilized to estimate future water demands. Utilizing a conservative methodology that disregards the impact of the DistrictLakehaven’s water conservation efforts, the Water Plan estimateds average day demands wouldill increase from 11.43 MGD in 2014, to 13.03 MGD in 2024, and to 14.3 MGD in 2034. Lakehaven is the water provider for both of Federal Way’s centers including City Center and South Station. The City’s growth assumptions for its centers have been shared and discussed with Lakehaven to factor into the update of Lakehaven’s Comprehensive Water System Plan. Water infrastructure in both centers can generally accommodate planned growth with infrastructure upgrades. The City expects to coordinate closely with Lakehaven to ensure future water service needs are met for both centers and citywide. Expanded and Improved Facilities The DistrictLakehaven has programmed a number of system improvements to maintain and expand the existing water system. These improvements are summarized below. Groundwater Resources The DistrictLakehaven is continuing to pursue its OASIS (Optimization of Aquifer Storage for Increased Supply) project, under the ASR (Aquifer Storage and Recovery) concept. The OASIS feasibility study determined that the Mirror Lake Aquifer can be used to store up to approximately 9.4 billion gallons of water filled over the winter from excess water supply and withdrawn it over the drier summer months for water supply purposes. Combining funding from its wastewater utility, the DistrictLakehaven is also pursuing its Water Reuse/Reclamation Program, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Second Supply Pipeline Improvements continue to be implemented at the Howard Hanson Dam on the Green River in order to expand storage behind the dam. This will help mitigate the seasonal variation in available water by increasing in-stream flows during the drier parts of the year. Water Quality The implementation of a filtration facility on the Green River water supply conveyed by the Second Supply Project will be completed in 2015 completed in coordination with the SSP partners in 2015. The District also has plans to install one additional treatment system at 768 of 800 the Well 10C site to remove iron, manganese, and other impurities from the groundwater. Transmission/Distribution System Long-term improvements to the transmission and distribution pipeline network are recommended in Sections 9 and 11 of the 2014 Water Plan. Significant investments are also contemplated to relocate existing pipelines that will conflict with infrastructure resulting from street improvement projects undertaken by other agencies within the DistrictLakehaven’s water service area. Finance Plan A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. The DistrictLakehaven is required to develop its own Water Plan and to support regional decisions on population growth and land use. The DistrictLakehaven has identified several significant capital improvement projects in its 2014 Water Plan. The scheduling of these projects is included in the District’s Lakehaven’s most recent Capital Improvement Program (CIP) that is developed and approved annually. The District has access to sufficient funds that can be utilized for operation and maintenance of its existing facilities, and for pursuing capital projects. In addition, the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, the DistrictLakehaven can also borrow money or adjust rates, if necessary, to best meet the needs of its customers. The DistrictLakehaven has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within the DistrictLakehaven’s service area. The DistrictLakehaven will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through the DistrictLakehaven’s budget and capital improvement program process. 6.9 SEWER SYSTEMS This section primarily summarizes the Lakehaven Water and Sewer Utility District (the District)Lakehaven, including the dDistrict’s most recently adopted’s 2009 Comprehensive Wastewater System Plan (Wastewater Plan, incorporated in fullherein by referencethe same exists is ), while providing up-to- date information where warranted. The LakehavenLakehaven Utility District’sDistrict’s (hereinafter referred to as “the District” in this section) sewer area is located in the southwest portion of King County, including the unincorporated areas east of the existing City limits of Federal Way. 769 of 800 Map VI-9 shows the District’s sewer service area. Other utilities provide retail sewer service to relatively small portions of the District’s corporate area, including Midway Sewer District provides sewer service to a small area on the north end of Federal Way’s City limits. on the north side of the District, the City of Auburn on the east side of the District, and the City of Milton/Pierce County on the south side of the District. In addition, other utilities provide conveyance and treatment services to portions of the District’s retail sewer service area, including Midway Sewer District, Metro/King County, Pierce County, and the City of Tacoma. As of the end of 2007, the District was serving a residential population of approximately 120,100 through 27,000 connections. Lakehaven also provides by contract the operation and maintenance requirements for most of the sewer facilities within the City of Edgewood.As of 2023, Midway Sewer District has 9 business connections, 7 single-family connections, as well as connections to two multifamily complexes and one mobile home park in Federal Way. Map xx shows the service areas of Lakehaven and Midway Sewer Districts. Some of the information in this section is based on the most recent (2017)2017 Lakehaven Comprehensive Wastewater System PlanWastewater Plan. Inventory of Existing Facilities The sanitary sewer system is comprised of three major components: the trunk collection system, the pump station system, and the wastewater treatment and disposal system. The trunk system collects wastewater from drainage basins and conveys it to the treatment facilities, primarily by gravity flow. In areas where the use of gravity flow is not possible, pump stations and force mains are used to pump the sewage to a location where gravity flow can be used. The locations of the major components are provided in the 2009 Wastewater Plan. The existing collection system operated and maintained by the DistrictLakehaven consists of approximately 340 miles of sanitary sewer pipe, 28 pump stations, six siphons, and two secondary wastewater treatment plants, namely the Lakota Wastewater Treatment Plant and the Redondo Wastewater Treatment Plant. The system has been constructed over a number of years, as dictated by development trends in the area. The system is currently divided into six primary basins and 40 smaller sub-basins. The wastewater generated within the two largest basins, Lakota and Redondo, flow to the DistrictLakehaven’s wastewater treatment plants. The remaining four basins currently discharge to the other utilities for treatment and disposal, as mentioned above. The DistrictLakehaven currently has the capacity in all the major components of the system to accommodate the existing demand for sanitary sewer service. Forecast of Future Needs Population forecasts are based on the adopted land use plans of the various jurisdictions within which the DistrictLakehaven operates. The population figures are presented by drainage basin to allow for evaluation of the system and consideration of future improvement alternatives. 770 of 800 The population within the District’s sewer service area is projected to increase to nearly 139,970 by 2030, approaching the projected “ultimate” population of 273,430 based upon land capacity. An estimated 7,500 on-site wastewater disposal systems are in operation within the DistrictLakehaven’s corporate boundary. It is anticipated that sewer service will be extended to these “unsewered” areas as on-site systems become less viable to maintain and/or when new development requires public sewers. The average base daily flow tributary to the DistrictLakehaven’s two wastewater treatment plants, excluding infiltration and inflow (I & I), is currently estimated at 6.71 MGD and is expected to increase to nearly 9.06 MGD by 2030, and nearly 17.24 MGD at full development. Peak hourly flows tributary to the DistrictLakehaven’s two wastewater treatment plants, including I & I, are currently estimated at 30.3 MGD, and are expected to increase to nearly 45.75 MGD by 2030, and 67.11 MGD at full development. Hydraulic capacity at both wastewater treatment plants is estimated to be available up to the original design peak hour capacities of 22.0 MGD for Lakota and 13.8 MGD for Redondo. Lakehaven is the wastewater provider for both of Federal Way’s centers including City Center and South Station. The City’s growth assumptions for its centers have been shared and discussed with Lakehaven to factor into the update of Lakehaven’s Comprehensive Wastewater System Plan. Wastewater infrastructure in both centers can generally accommodate planned growth with infrastructure upgrades. The City expects to coordinate closely with Lakehaven to ensure future wastewater service needs are met for both centers and citywide. Expanded and Improved Facilities The DistrictLakehaven has completed construction on the rehabilitation and lengthening of the Redondo Wastewater Treatment Plant’s outfall pipeline that discharges treated wastewater into Puget Sound. The old biosolids dewatering equipment was replaced with new, more efficient equipment to help reduce operating costs . The DistrictLakehaven is pursuing many other projects to improve the performance of the facilities (energy conservation, water quality, biosolid quality, reduced maintenance, etc.). Combining funding from its water utility, Lakehaven the District also has long-range plans for its Water Reuse/Reclamation Project, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Additional new and expanded sewer facilities are planned to divert existing flows currently being conveyed to other utilities for treatment to its own treatment facilities (new Pump Station No. 44 and expanded Pump Station No. 33b). On-site emergency generators are now in place at other existing pump stations (Pump Stations No. 12, 37 and 41) to allow their continuous operation during a commercial power outage. Lakehaven The District is continuing to approve new pressure sewer collection systems as an alternative to gravity systems to provide sewer service availability to residents in established neighborhoods, particularly those around lakes. Finance Plan 771 of 800 A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. Lakehaven The District is required to develop its own Wastewater Plan and to support regional decisions on population growth and land use. Lakehaven The District has identified several significant capital improvement projects in its 2009 Wastewater Plan. The scheduling of these projects is included in Lakehaven’s the District’s most current Capital Improvement Program (CIP) that is developed and approved annually. Lakehaven The District has access to sufficient funds that can be utilized for operations and maintenance of its existing facilities, and for pursuing capital projects. In addition, Lakehaven the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, Lakehaven the District can borrow money or adjust rates, if necessary, to best meet the needs of its customers. Lakehaven The District has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within the Districtdistrict’s service area. Lakehaven The District will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through Lakehaventhe District’s budget and capital improvement program process. 6.10 FIRE FACILITIES This section summarizes the South King Fire and Rescue Strategic Leadership Bridge Plan with an updated full Strategic Plan scheduled to take place in 2025. South King Fire, and the department’s subsequent updates. (SKF) The fire department provides service to the theentire City of Federal Way, and the entire City of Des Moines, and the surrounding unincorporated areas. In September of 2005, the Des Moines Fire Department merged with the Federal Way Fire Department. The result of this merger created the name of South King Fire & Rescue. In 2023, the board of fire commissioners approved a name change to the present name of South King Fire. The totalTotal population in SKFSouth King Fire’s service area is approximately 160150,000 citizensresidents. Services include fire suppression, fire prevention (building inspection and public information), emergency medical, hazardous materials responses, public education, emergency management, and rescue emergencies (special operations). SKF South King Fire and Rescue has a contract with the City of Federal Way and Valley Communications for the provision of emergency 911 communications, wherein they act together with the City as a part owner of Valley Communications. The SKF South King Fire and Rescue Strategic BridgeLeadership Plan identifies and programs improvements that are necessary to maintain existing service standards and to meet the needs of future residents and businesses. The plan and future updates areas the same now exists or is hereinafter amended is hereby adopted by reference into the FWCP. 772 of 800 The fire departmentSouth King FireSKF provides fire suppression services to the entire City of Federal Way.. In order to do this, the departmentSouth King FireSKF has adopted a Level oOf Service (LOS) standards found in the South King Fire and Rescue Resolution Number 413. • Each emergency fire response typically includesshould include a minimum of 1915 trained and equipped firefighters and apparatus commensurate with the emergency (a standard response of threefour engines, one ladder truck, an aid car, and twoone command vehicles are sent on all structural incidents). • Each emergency medical response should include a minimum of one response vehicle and three fully-equipped and fully-trained crew members on a responding engine company, or two crew members on an aid car (either an engine or an aid car, or a combination of both, maycan be sent on the response depending upon the severity). • The fire departmentSKF provides a full building inspection service for fire code compliance. The department isSouth King FireSKF currently providesing service that is generally consistent with its adopted LOS standards. The fire departmentSKFSouth King Fire also depends on having adequate water pressure available in fire hydrants to extinguish fires. The department works with the Lakehaven Water and SewerUtility DistrictLakehaven, Highline Water District (in the City of Des Moines), and other water utilities within its corporate limits, to ensure that adequate “fire flow” is always available. Lakehaven Water and SewerUtility District’s Water System Plan analyzes “fire flow” rates available at different points in its water system, and programs improvements to the water system to ensure that sufficient water is available for fire suppression. Emergency Medical Services Emergency Medical Services (EMS) responds to 911 calls and provides field services. 773 of 800 This service is currently paid for by property taxes, however, a new funding mechanism is being proposed which is discussed in another section.. EMS is provided atas a marginal cost to the fire department as fire facilities are utilized to provide this service to the community. The fire department replaces its five front line aid cars, of which three are staffed on a normal basis, commensurate with its capital replacement plan and capital reserves system. The section on funding (Funding Plan) addresses how the ongoing replacement purchase of these aid cars will be funded. Inventory and Capacity of Existing Facilities The departmentSKF has two major types of capital facilities. One is fire stations and the other is capital investment in equipment, and, in particular, fire engines. The department’s fire stations are shown on Map VI-10.at the following address: https://wa- southkingfire2.civicplus.com/Facilities?clear=Fal se Map VI-10. Forecast of Future Needs From 1986 through 1992, emergency responses increased at an average annual rate of over eight percent. In 1990, public education efforts included 911-use/abuse training. The increases in call volume during 1993 and 1994 leveled off with 1994 volume increasing only 1.5 percent from the 1992 level. It is unknown, however, how much, if any, effect the 911 public education effort had on actual call volumes. In 1995 and 1996, calls for service again increased at an average rate of 8.1 percent. Although calls actually decreased slightly in 1997, call volumes increased by 14 percent in 1998. By In 2013, call volumes had exceeded 16,000 for the year. By 2023, the call volume exceeded 25,000 calls which increased demand on resources. . The call data indicateds a fairly steady increase of approximately six percent per year. Emergency medical incidents have increased more rapidly than non-medical incidents. Structure fires have declined since the 1990s; however, emergency medical incidents have steadily increased. It is unknown what the impact of the Affordable Health Care Act will have on call volumes. The challenge for the fire departmentSKF will be to manage fixed-cost investments, such as new stations, and to be flexible in its ability to meet fluctuating call volumes. Location and Capacity of Expanded or New Facilities The Federal Way Fire Department (King County Fire Protection District #39) has existed since 1949. In the early 1990s, the City of Federal Way annexed into the fire district via a public vote, thus empowering the stand alone fire district the ability to provide fire and EMS services to the newly formed city as a municipal corporation governed by an elected Board of Fire Commissioners. In September of 2005, the citizens within the City of Des Moines (protected by King County Fire Protection District #26) voted overwhelmingly to merge with the Federal Way Fire Department (King County Fire Protection District #39). The City of Des Moines had previously annexed into King #26, just like the City of Federal Way’s annexation into King #39. The result of this merger caused the name of the fire department to change from the Federal Way Fire Department to its present South King Fire and Rescue. The legal name for the fire district is actually King County Fire Protection 774 of 800 District #39 (KCFPD #39), although the department does business as South King Fire and Rescue. SKFSouth King Fire and Rescue operates out of nine facilitieseight stations, seven of which are response stations, with the remaining two constituting a with the eighth being a training and maintenance facility and fleet housing, facilities, and logistics warehouse.. Two of the eight stations are located within the City of Des Moines, two stations lie within unincorporated King County, and the remainderfour are located within the City. within the City of Federal Way. The fire departmentSKF is considering the responds on more than 16,000 emergencies annually. The department may have need for an additional fire station in the near future to be located in the southernsouth end of the City. in the vicinity of 356th and Pacific Highway. The departmentSKF anticipates that the calls for service in the south end and the downtown core of the district will also continue to grow. In this eventuality, anAs a result of the anticipated growth in calls for service, an additional station will likelymay be needed to maintain acceptable response times. The department has acquired property in the area of 356th and Pacific Highway South through a swap of properties with Lakehaven Utility District to assure future availability of a station site. Any new fire station should be able to accommodate today's staffing, while also accommodating the future departmental and community needs forin the next 25 yearsan on-duty crew of three fire fighters, with including appropriate living and sleeping quarters. In addition, the structure should be able to house two engines and an aid car, with room for growth dictated by LOS demands. It may be appropriate to provide a public meeting room and an office for community policing in new facilities. The cost of these facilities is approximately $6,000,000. Equipment would be in the range of $1,000,000 for a new station. The fire departmentSKF does not presently have a timeline for the construction of anythe new fire station, as it would likely require a voter- approved bond issue for funding. Additionally, the departmentSKF hasmay have a need for twoa major station remodels. One such remodel is the station locatedremodel at one of the Des Moines stations located at approximately 316th272nd and 1st16th Avenue South. The second is; a major upgrade to the tTraining fFacility, currently located at 14th Avenue SW and 312th Street. ; and the potential for additional fire stations to be built based upon need on property owned by the fire district at 30th Avenue South and 288th; Hoyt Road and Dash Point Road SW; and a major piece of property at 320th and 37th Avenue South. The property at 320th and 37th Avenue South has been purchased with a future goal of building an expanded training facility, drill towers, administrative offices, emergency operations center for disasters, a fleet shop, and a facilities maintenance building. Any future development would likely be predicated upon community needs and funded through a voter-approved bond issue in the future. Funding Plan The fire departmentSKF has established a capital reserve fund for the systematic replacement 775 of 800 of all capital equipment., which took a hit during the recession of 2008-2012. These reserves were funded from the annual revenues of the department. As the economy recovers, the capital reserve system will be funded and become active once again. To bridge the gap created by the recession as related to the capital and equipment needs of the district, a voter-approved bond issue will likely be placed in front of the electorate in the 2015-2017 time frame. The department also has established a long term goal of a minimum of four-paid fire fighters on each fire apparatus (this is the national standard adopted by NFPA 1710). Additional staff that is hired in support of that goal will be funded from either new construction levies or additional voter-approved levies. The department has not established any funds for purchase of new stations or associated equipment. These purchases would require voter-approved bonds. In the department’sSKF’s annually adopted budget, capital projects are identified. This capital projects list is updatedup-dated based on completed projects and changing priorities. The FWCP adopts by referencethe same exists is the South King Fire and Rescue Strategic Leadership Plan, as well as the annual capital improvements program update. Additionally, the departmentSKF is seeking to receive a more stable funding sourceimpact fees based upon growth within the community, which directly affects its level of service. This is being sought both locally and legislatively, as fire districts have to manage growth, themuch like same as schools and other public facilities. A stable funding mechanism needs to be implemented which ensures SKF can maintain its level of service and no longer be dependent on property tax rates.If successful, impact fees could assist in offsetting the capital costs of added infrastructure. 6.11 GOALS AND POLICIES The goals and policies in this section implement the requirements of the GMA, VISION 2040 and the CWPPs. The City of Federal Way takes responsibility for implementing only those goals and policies for services provided by the City. Special service districts, such as the Federal Way School District, Lakehaven Utility District, and South King Fire and Rescue, must implement goals and policies that are consistent with their respective plans. The City does intend; however, to closely coordinate the City’s plan with these service districts so that the citizens of Federal Way receive the highest level of service possible. Goal CF G1 RegularlyAnnually update the Capital Facilities Plans to implement the FWCP by coordinating urban services, land use decisions, level of service standards, and financial resources with a fully funded schedule of capital 776 of 800 improvements. Policies CF P1.1 Provide needed public facilities and services to implement the FWCP. CF P1.2 Support and encourage joint development and use of community facilities with other governmental or community organizations in areas of mutual concern and benefit. CF P1.3 Emphasize capital improvement projects that promote the conservation, preservation, redevelopment, and revitalization of commercial, industrial, and residential areas in Federal Way. CF P1.4 ReferenceAdopt by reference all capital facilities plans and future amendments prepared by other special districts that provide services within the City to support implementation of the FWCP. These plans must be consistent with the FWCP. CF P1.5 RAdopt by reference the annual update of the Federal Way Capital Improvement Program for parks/recreation, surface water management, and the Transportation Improvement Program to support implementation of the FWCP. CF P1.6 Protect investments in existing facilities through an appropriate level of funding for maintenance and operations. CF P1.7 Maximize the use of existing public facilities and promote orderly compact urban growth. Goal CF G2 MTo meet current needs for capital facilities in Federal Way, correct deficiencies in existing systems, and replace or improve obsolete facilities. Balancing existing capital facilities needs with the need to provide additional facilities to serve growth is a major challenge for Federal Way. It is important to maintain our prior investments as well as serve new growth. Policies CFP8CF P2.1 Give priority consideration to projects mandated by local, state, and federal law. CFP9CF P2.2 Give priority consideration to subsequent phases of phased projects when phase one is fully funded and under construction. CF P2.310 Give priority consideration to projects that renovate existing facilities and preserve the community’s prior investment or reduce maintenance and operating costs. CF P2.411 Give priority consideration to projects that correct existing capital facilities 777 of 800 deficiencies, encourage full utilization of existing facilities, or replace worn out or obsolete facilities. CF P2.512 Give priority to projects where leveraged monies such as grants and low interest loans can be used. Goal CF G3 Provide capital facilities to serve and direct future growth within Federal Way and its Potential Annexation Area as itthey further develops. It is crucial to identify, in advance of development, sites for schools, parks, fire and police stations, major stormwater facilities, greenbelts, open space, and road connections. Acquisition of sites for these facilities must occur in a timely manner and as early as possible in the overall development of the area. Otherwise, acquisition opportunities will be missed, with long-term functional or financial implications. Policies CF P3.113 Provide the capital facilities needed to serve the future growth anticipated by the FWCP. CF P3.214 Coordinate efforts between the Public Works and Parks Departments in the acquisition of and planning for public open space, recreation, public education, and stream preservation within the Hylebos Basin. Departments may combine resources as appropriate to increase project efficiencies and success rates in pursuit of grant opportunities. CF P3.315 Give priority consideration to projects needed to meet concurrency requirements for growth management. CF P3.416 Plan and coordinate the location of public facilities and utilities in advance of need. CF P3.517 Continue to iImplement a concurrency management system which permits project approval only after a finding is made that there is capacity available in the transportation system sufficient to maintain the adopted level of service standard. CF P3.618 The provision of urban services shall be Ccoordinated the provision of urban services to ensure that areas identified for urban expansion growth are accompanied with the maximum possible use of existing facilities and cost- effective service provisions and extensions while ensuring the protection and preservation of resources. CF P3.719 Coordinate future economic activity with planning for public facilities and services. CFP20 Purchase property in the Potential Annexation Area and keep it in reserve for future City parks and surface water facilities. CF P3.821 Consider public/private partnerships to leverage structured parking in association with City Center development or redevelopment, in fulfillment of comprehensive plan vision and goals. 778 of 800 CF P3.9 Require connection to sanitary sewer service where sewer service is available and where connection would not result in harm to environmental critical areas. Goal CF PG4 Provide adequate funding for capital facilities in Federal Way to ensure the FWCP vision and goals are implemented. The GMA requires that the Land Use chapter be reassessed if funding for capital facilities falls short of needs. The intent is to ensure that necessary capital facilities are available prior to, or concurrently with new growth and development. Capital facilities plans must show a balance between costs and revenues. There are essentially five options available for balancing the capital facilities budget: increase revenues, decrease level of service standards, decrease the cost of the facilities, decrease the demand for the public service, or reduce the rate of growth and new development. Policies CF P4.122 Manage the City of Federal Way’s fiscal resources to supportprovideing needed capital improvements. Ensure a balanced approach to allocating financial resources between: 1) major maintenance of existing facilities; 2) eliminating existing capital facility deficiencies; and 3) providing new or expanding existing facilities to serve new growth. CF P4.223 Use the Capital Facilities Plans to integrate all of the community’s capital project resources including grants, bonds, general funds, donations, impact fees, and any other available funding. CF P4.324 Ensure that long-term capital financing strategies and policies are consistent with all the other FWCP chapters. CF P4.425 Pursue funding strategies that require new growth and development to pay its fair share of the cost of facilities that are required to maintain adopted level of service standards. One such strategy that should be implemented in the near term is an impact fee program for parks. CF P4.526 Promote a more efficient use of all public facilities by enacting interlocal agreements which facilitate joint maintenance and operations of those facilities. CF P4.627 Use the following available contingency strategies should the City be faced with capital facility funding shortfalls: ▪ Increase revenues by selling general obligation bonds, enacting utility taxes, imposing impact fees, and/or raising property tax levy rates. ▪ Decrease level of service standards to a level that is more affordable. ▪ Decrease the cost of a proposed facility by changing or modifying the scope of the project. ▪ Decrease the demand for the service or facilities by establishing a moratorium on development, focusing development into areas where facility capacity is available, or changing project timing and/or phasing. CF P4.728 Aggressively pursue grants or private funds when available to finance 779 of 800 capital facility projects. CF P4.829 Maximize the usefulness of bond funds by using these monies to the greatest extent possible as matching funds for grants. Goal CF PG5 Ensure that the Federal Way Capital Facilities Plans areis current and responsive to the community vision and goals. The role of monitoring and evaluation is vital to the effectiveness of any planning program and particularly for the Capital Facilities chapter. The City’s revenues and expenditures are subject to economic fluctuations and are used to predict fiscal trends in order to maintain the City’s adopted level of service for public facilities. This Capital Facilities Plan will be reviewed and amended in accordance with state update requirements to verify that fiscal resources are available to provide public facilities needed to support adopted LOS standards. Policies CF P5.130 Monitor the progress of the Capital Facilities Plans on an ongoing basis, including the completion of major maintenance projects, the expansion of existing facilities, and the addition of new facilities. Evaluate this progress with respect to trends in the rate and distribution of growth, impacts upon service quality, and FWCP direction. CF P5.231 Review, update, and amend the cCapital fFacilities pPlans in accordance with state update requirements. Respond to changes in the rates of growth, new development trends, and changing City priorities, budget, and financial considerations. Make provisions to reassess the FWCP periodically in light of the evolving cCapital fFacilities pPlans. Take appropriate action to ensure internal consistency of the chapters in the plan. CF P5.332 Continue to coordinate with other capital facility and service providers to ensure that all necessary services and facilities are provided prior to or concurrent with new growth and development. CF P5.4 Establish new or expanded sites for public facilities, utilities, and infrastructure in a manner that ensures disaster resiliency and public service recovery. Goal CF PG6 Manage the Surface Water Utility in a manner that makes efficient use of limited resources to address the most critical problems first, and which expresses community values and priorities. Policies 780 of 800 CF P6.133 The utility shall continue to have a role in developing and implementing regional, state, and federal surface water policies and programs and, in doing so, shall seek to: ▪ Achieve the City’s environmental goals. ▪ Contain utility ratepayer costs. ▪ Ensure state and federal requirements are achievable. ▪ Maintain local control and flexibility in policy/program implementation. The utility’s role in developing and implementing regional, state, and federal surface water policies and programs will include: ▪ Influencing legislation through lobbying and written and verbal testimony during formal comment periods ▪ Participating in rule making ▪ Reviewing technical documents ▪ Serving on advisory committees and work groups ▪ Participating in multi-jurisdictional studies and basin planning ▪ Entering into cooperative agreements with neighboring and regional agencies to accomplish common goals as appropriate and necessary CF P6.234 The utility’s funds and resources shall be managed in a professional manner in accordance with applicable laws, standards, and City financial policies. CF P6.335 The utility shall remain a self-supporting enterprise fund. CF P6.436 The utility Capital Improvement Program (CIP) will provide funding for the following types of projects: 1) Projects addressing flood control problems. 2) Projects needed to meet water quality policies. 3) Projects needed for renewal/replacement or additions to current infrastructure and facilities. 4) Projects necessary for resource protection and stewardship. CF P6.537 To the extent of funding limitations, the CIP shall be sustained at a level of service necessary to implement cost effective flood control mitigation; meet water quality policies; maintain system integrity; provide required resource stewardship and protection; and meet federal, state, and local regulations. CF P6.638 The utility will continue to strive to minimize the use of loans to fund necessary capital improvements, and will generally operate on a “pay-as-you- go basis.” However, low interest loans (i.e. Public Works Trust Fund) and/or grants will be used to leverage local funds when feasible. CF P6.739 Rates shall be set at the lowest level necessary to cover utility program expenses, meet levels of service identified in the “ 2015 2021 Surface Water Management Comprehensive Plan Update, meet debt coverage requirements, and sustain a reserve balance consistent with these policies on a long-term basis. CF P6.840 Utility rates shall be evaluated bi-annually and adjusted as necessary to 781 of 800 achieve utility financial policy objectives. CF P6.941 Utility rates will allocate costs between different customer classes on an equitable basis. CF P6.1042 The utility rate structure will be based on a financial analysis considering cost- of-service and other policy objectives, and will provide adjustments for actions taken under approved City standards to reduce related service impacts. CF P6.1143 Rates shall be uniform for all utility customers of the same class throughout the service area. CF P6.1244 Rate assistance programs may be provided for specific low-income customers. CF P6.1345 The utility’s annual budget and rate recommendations shall provide funding for the following reserve components: 1. A working capital component based on 17 percent of the current year’s budgeted operating and maintenance expenses. Under no circumstances shall a budget be submitted for a planned drop in reserves below this level. 2. An emergency/contingency component to cover excessive costs resulting from unexpected catastrophic events or system failures. Based on historical utility experience, this amount will be set at $500,000, which is the estimate of the net cost of emergency services to be paid from rate resources, excluding any potential reimbursements that may be received from Federal Emergency Management Act grants, the City’s General Liability Fund, or other external revenue sources. Goal CF G7 Ensure planning and siting for all capital facilities is conducted in an environmentally sound, socially equitable, and inclusive manner. Policies CF P7.1 Inform the siting or expansion of essential public facilities or facilities of regional importance using a process that incorporates broad public involvement, especially from historically marginalized and disproportionately burdened communities, and that equitably disperses impacts and benefits while supporting the Countywide Planning Policies. CF P7.2 Work toward more affordable and equitable access to public facilities throughout Federal Way, with a particular focus on identifying coverage gaps and supporting increased access by historically marginalized and disproportionately burdened communities. CF P7.3 Consider climate change, economic, equity, and health impacts when supporting the siting and building of essential public services and facilities. CF P7.4 Implement water conservation and efficiency efforts to protect natural resources, reduce environmental impacts, and support a sustainable long-term water supply to serve the growing population. 782 of 800 CF P7.5 Identify opportunities for water reuse and reclamation by high-volume non-potable water users such as parks, schools, and golf courses, and require where feasible. 783 of 800 6.12 Appendix Plans Incorporated by Reference The following plans, developed for the operations of different City programs and external agencies, are incorporated by reference into the Capital Facilities chapter as now or hereafter amended: 1 Federal Way 2021 Surface Water Management Comprehensive Plan 2 Federal Way Parks, Recreation and Open Space (PROS) Plan 3 Federal Way Public Schools 2024 Capital Facilities Plan 4 Lakehaven Water and Sewer District Comprehensive Water System Plan 5 Lakehaven Water and Sewer District Comprehensive Wastewater System Plan 6 South King Fire Strategic Bridge Plan 7 South King Fire Capital Improvements Program Maps Map I, City Facilities Map II, Surface Water Trunk System Map III, Water and Sewer Providers 784 of 800 785 of 800 786 of 800 787 of 800 788 of 800 789 of 800 790 of 800 791 of 800 792 of 800 793 of 800 794 of 800 795 of 800 796 of 800 797 of 800 798 of 800 799 of 800 The following 2015 Comprehensive Plan chapters are deleted in their entirety with this 2024 periodic update: • City Center • Potential Annexation Areas • Twin Lakes Commercial District Subarea Plan 800 of 800