Planning Commission PKT 04-15-2015April 15, 2015
7:00 p.m.
City of Federal Way
PLANNING COMMISSION
City Hall
Council Chambers
AGENDA
1. CALL TO ORDER
2. ROLL CALL
3. AUDIENCE COMMENT
4. ADMINISTRATIVE REPORT
• Update on Stakeholders Process for Manufactured Home Park Study
5. COMMISSION BUSINESS
• STUDY SESSION
Proposed text amendments to Federal Way Revised Code Division V —
Critical Areas.
• BRIEFING
Federal Way Comprehensive Plan Major Update Chapter Seven, "City
Center"
6. ADDITIONAL BUSINESS
7. ADJOURN
Commissioners
Tom Medhurst, Chair Lawson Bronson, Vice -Chair
Hope Elder Wayne Carlson
Tim O'Neil Sarady Long
Diana Noble- Gulliford Anthony Murrietta, Alternate
K:Tianning CommissioA2015 \Agenda 04- 15- 15.doc
City Staff
Isaac Conlen, Planning Manager
Margaret Clark, Principal Planner
E. Tina Piety, Administrative Assistant
253 -835 -2601
x,ivm cit o federahvatccom
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CITY OF
Federal Way
PLANNING COMMISSION STAFF REPORT
DATE: April 8, 2015
TO: Tom Medhurst — Federal Way Planning Commission Chair
FROM: Matthew Herrera, AICP — Senior Planner
Isaac Conlen — Planning Manager
SUBJECT: Critical Areas Ordinance — 2015 Update
ATTACHMENTS: Proposed Text Amendments to Federal Way Revised Code (FWRC) Division V —
Critical Areas and Best Available Science Bibliography
MEETING DATE: April 15, 2015 — Study Session
I. BACKGROUND
Pursuant to RCW 3 6.70A. 13 0(4), the City of Federal Way is required to update the Critical Areas
Ordinance to ensure compliance with the State's Growth Management Act (GMA) requirements for Best
Available Science (BAS). The deadline for this update is June 30, 2015. An extensive background
discussion of the overall comprehensive plan update was provided in the staff report for the July 2, 2014,
Planning Commission meeting and therefore is not repeated here.
IL PLANNING COMMISSION UPDATE PROCESS
The Critical Areas Ordinance update will follow the same general Planning Commission review format as
the comprehensive plan update. Staff will provide proposed edits in two study sessions.
1. First Session — The first study session on March 4 included the Mayor's proposed edits to the
administrative, geologically hazardous areas, fish and wildlife habitat conservation, critical aquifer
recharge areas, and definitions sections.
2. Second Session — The second study session on April 15 will include the Mayor's proposed edits to
wetlands and frequently flooded areas. Staff will also provide responses to commission questions
from the March 4 meeting.
3. Edits to Regulations — Staff will incorporate commission requested edits to the regulations following
the study sessions and prior to the public hearing.
4. Planning Commission Public Hearing — All edits to the critical areas regulations will be presented to
the Planning Commission at one public hearing. At this point, the Planning Commission will have
already substantively reviewed the regulations in their entirety. The only new material would be any
edits that the commission had requested during the earlier review. From a timing perspective, it will
be important that the commission understands this and does not re -open or reconsider the issues that
have been agreed to in the two study sessions.
III. STREAMLINING THE REGULATIONS
In addition to meeting BAS requirements, the Mayor's proposed edits will result in a code structure that
is easier to use by reformatting the existing nine zoning and development code chapters that represent
the existing critical areas regulations into one distinct chapter titled Environmentally Critical Areas. The
edits enclosed with this staff report have not been provided in this format yet. The reformatted -one-
chapter version of the regulations will be incorporated into the public hearing document following the
two study sessions.
V. COMMISSION FOLLOW -UP
The following are responses and clarification to questions from the Planning Commission during the March
4, 2015 study session.
1. Best Available Science (BAS) Vice Chair Bronson inquired where a citizen can find the BAS that was
used to develop these proposed critical area regulations.
Response: Attached to the staff report you will find the bibliography of the BAS documents that
were used to propose changes to the Critical Areas Ordinance.
2. Landslide Hazard Area Buffer Increase — Several commissioners and Mr. Peter Townsend expressed
concerns on the increase of landslide hazard area buffer increase from 25 -feet to 50 -feet and how the
proposed 50 -feet designation was determined.
Response: Staff will provide a response to this question during the study session.
3. Professional Expertise — Vice Chair Bronson questioned whether a licensed Professional Engineer
(PE) is able to prepare and submit reports and/or plans on a project that may be outside of the
engineer's expertise e.g. a licensed professional electrical engineer preparing reports /plans for
geotechnical work.
Response: While a licensed PE within a different discipline may prepare a report or plans for a
proposed project in the city, the city is not obligated to accept the report. The city's proposed
definition of qualified professional provides clear qualifications on what constitutes the appropriate
professional with regard to education, work experience, and professional licensing. State law does
not prevent the city from passing more restrictive requirements on what staff will accept on
geotechnical matters.
4. Fish Inhabiting a Ditch — Vice Chair Bronson proposed a hypothetical situation of someone digging a
ditch on their property which resulted in fish utilizing the ditch. How would the city regulate the ditch?
Response: For fish to utilize the new ditch, it would have to be connected to a fish bearing water
body. Making such a connection would require city approval which the city would not likely
provide due to impacts on the existing water body.
2
IV. PROPOSED EDITS
The following is a summary of substantive edits to the wetlands regulations and addition of a new
frequently flooded area section that will address BAS gaps in the city's existing critical areas regulations.
VI. WETLANDS
1. Identification and clarification — Proposed adoption of the federal wetland delineation manual (Army
Corps of Engineers) and regional supplement for all delineations that take place within the city. The
state requires the Army Corps manual for all delineations. An itemized list of requirements is added
for wetland delineation reports and codification of the best practice procedure of five -year validity for
delineations.
2. Wetland ratings — Proposed adoption of the 2014 Washington State Wetland Rating System of
Category I through IV. Category I wetlands are considered the most valued wetlands and impossible
to replace within a lifetime. Category N wetlands are often heavily disturbed, provide little habitat,
and may be replaced.
The proposed ratings are based on wetland functions including water quality, flood reduction, habitat
value, and their ability to be replaced. The existing city rating system places emphasis on the overall
wetland size /type and does not account for habitat value. It was found during consultant review of the
existing regulations that the city's wetland rating system is antiquated and no longer meets the BAS
requirements. The state rating system has already gone through a peer and public review process and
the Department of Ecology has stated in the rating system document that it meets the needs of the
BAS requirement under the GMA.
3. Alternative Mitigation — New options for offsite mitigation have been proposed. Alternatives include
paying into a fee -in -lieu program or mitigation bank for impacts. Applicants that pay for offsite
mitigation within a state and federally approved program would pay a fee that coincides with the
wetland impact they are proposing and then the applicant is finished with their obligation. No future
monitoring or obligation by the applicant would be required post - payment.
4. Wetland Buffer Impacts — Proposed amendments would allow these activities within wetland buffers
with Director's written approval and no formal land use permit:
a. Trails;
b. Stormwater dispersion and bioswales; and
c. Encroachments when the buffer is already permanently impacted
Wetland Buffer Reductions — Opportunities for buffer reductions and averaging remain but the
proposed amendments would limit reductions to no more than 25 percent of the width if the buffer.
The existing regulations allow reductions of up to 50 percent. This limitation reflects BAS that
concludes the reduction of buffers by more than 25 percent causes degradation of wetland functions
without the appropriate compensation for the impacts. The proposed amendments also provide a list
of requirements for the buffer enhancement plan needed for buffer reduction proposals which is
lacking in the existing regulations.
6. Wetland and Buffer Boundaries — A proposed addition to the regulations would clarify that
boundaries of wetlands and buffers that are within tracts, easements, or shown on an approved site
plan will remain intact regardless of future regulatory changes or natural migration.
7. Wetland Buffer Increases —Proposed amendments clarify when the Director is permitted to require
additional buffer width on a case -by -case basis for life safety and/or endangered species protection.
8. Wetland Definition — The proposed updated definition coincides with the GMA mandated definition
of wetlands.
9. Wetland Mitigation — New standards that reflect State Department of Ecology mitigation rules are
proposed. These rules would be administered if an applicant proposes to impact a wetland. Rules
include ratios for creation, re- establishment, rehabilitation, and enhancement for impacts to wetlands.
Also, the itemized list of items that must be provided within the mitigation plan have been amended.
The following table provides a side -by -side comparison of existing mitigation ratios and proposed
ratios. The first number specifies the acreage of required wetland mitigation and the second specifies
the acreage of wetland impacted
Existing
Mitigation Ratios
Proposed Miti
gation Ratios
Wetland
Creation
Enhancement
Wetland
Creation or re-
Rehabilitation
Enhancement
establishment
category and
and
category and
t e
restoration
e
Category I
6:1
12:1
Category I:
Not
Case -by-
Case -by-
(all types)
High
considered
case
case
Conservation
Value and
possible
Bogs
Category I
6:1
12:1
24:1
Mature and
old growth
forest
Category I:
4:1
8:1
16:1
Based on
functions
Category II
Category II
3:1
6:1
12:1
Forested
3:1
6:1
Scrub /Shrub
2:1
4:1
Emergent
2:1
4:1
Category III
Category III
2:1
4:1
8:1
Forested
2:1
4:1
Scrub /Shrub
1.5:1
3:1
Emergent
1.25:1
2.5:1
Category IV
1.5:1
3:1
6:1
4
10. Wetland Buffers — The buffer widths for the newly proposed wetland rating system are proposed to be
modified. The proposed buffer widths reflect guidance from the Department of Ecology for wetlands
within Western Washington urban areas. The city's existing buffer widths do not consider the quality
of habitat a wetland provides which is a BAS gap that the city's consultant team identified during
review of the existing regulations. The proposed buffers include habitat rating scores associated with
the Department of Ecology's wetland rating manual. The tables below provide a comparison of
existing buffer widths and proposed buffer widths recommended by Ecology.
Existink By
Widths " Proposed Buffer Widths
Buffer Wetland Minimum
Wetland
Buffer
Buffer
Buffer
category
Width category Buffer
width w/
width w/
width w/
width
5 habitat
66 =7
88 =9
op ints
habitat
habitat
oints
oints
Category I
200ft Category I:
190ft.
190ft.
190ft
225ft.
Bogs and
Wetlands of
High
Conservation
Value
Category I:
75ft.
105ft.
165ft.
225ft.
Forested and
based on
function score
Category II
100ft Category II
75ft.
105ft.
165ft.
225ft.
Category III
50ft. Category III
60ft.
105ft.
165ft.
225ft.
wetl
unde
10,00
squar
40ft.
40 ft.
40ft.
40ft.
Category IV
VI. FREQUENTLY FLOODED AREAS
The State requires local Critical Areas Ordinances to include references to all five of the specified critical
areas within their respective regulations whether they occur or not. The City's frequently flooded areas
are mapped in areas under the jurisdiction of the Shoreline Master Program along the Puget Sound
shoreline. The City is not proposing to update the Shoreline Master Program. Instead, we are proposing
language in the critical areas regulations that will cross - reference to the shoreline regulations.
Chapter 19.175
REGULATED-WETLANDS
Sections:
19.175.010 DeteFmqnatmGR of vmetland identification and requated wetland- delineation.
19.175.020 Wetland categories- ratings and standard buffers.
19.175.030 Development within regulated
wetlands.
19.175.040 Development within regulated
wetland buffers.
19.175.010 Wetland identification and d delineation.
(1) Generally.
Identification of wetlands and delineation of their boundaries
pursuant to this division shall be done in accordance with the approved federal wetland delineation manual and
applicable regional supplements All areas within the city meeting the wetland designation criteria are hereby
designated critical areas and are subject to the provisions of this chapter. Wetland delineations are valid for five
years after such date the city shall determine whether a revision or additional assessment is necessary.
(2) Evaluation. If the city determines that a wetland may exist on or within 200 feet of the subject property, the
director shall -may require the applicant to submit a wetland report; prepared by a qualified professional_
determine if the aFea 06 a Fegulated wetIand and, if 6e, shall Use the nfc)rFnatqGR requiFed by subseGtiGRG (2)(G)
wetland. The written report and the accompanying plan sheets shall contain the following information:
(a) Critical area report information identified in FWRC 19.XXX.XXX.
(b) Identification of all local state and /or federal wetland related permit(s) required for the
proposal.
(c) Documentation of fieldwork including field data sheets rating system forms, baseline
hydrologic data, etc.
(d) Description of the methodologies used to conduct the wetland delineations rating system
forms or impact analyses, including references.
(e) Identification and characterization of all wetlands and buffers on and within 225 feet of the
subiect property. For offsite areas with limited or no access estimate conditions using best
available information.
(f) Provide the following for each wetland identified on and /or within 225 feet of the subiect
property. Acreage estimates classifications and ratings shall be based on entire wetland
complexes not only the portion present on the subject property:
(i) Wetland rating and score for each function:
(ii) Required buffers:
(iii) HVdrogeomorphic classification:
(iv) Wetland acreage;
(v) Cowardin classification of vegetation communities:
(vi) Habitat elements;
(vii) Soil conditions based on site assessment and /or soil survey information; and
(viii) To the extent possible hydrologic information such as location and condition of inlet/
outlets estimated water depths within the wetland and estimated hydroperiod patterns based
on visual cues (e.g. algal mats drift lines flood debris, etc.).
(h) An evaluation of the functions of the wetland and adjacent buffer. Include reference for the
method used and data sheets.
(Ord. No. 09 -593, § 31, 1 -6 -09; Ord. No. 07 -554, § 5(Exh. A(10)), 5- 15 -07; Ord. No. 04 -468, § 3, 11- 16 -04; Ord. No. 99 -353, § 3, 11-
16-99; Ord. No. 91 -123, § 3(80.145), 12- 17 -91; Ord. No. 91 -105, § 4(80.145), 8- 20 -91; Ord. No. 90-43, § 2(80.145), 2- 27 -90. Code
2001 § 22- 1356.)
19.175.020 Wetland sategGFi- ratin and standaFdbuffers g
(1) Rating. R 4d- wWetlands are lass fied ORte the fGlIGWmRg GategGrIes; shall be rated according to the
Washington Department of Ecology wetland rating system as set forth in the Washington State Wetland Rating
System for Western Washington (Ecology Publication #14 -06 -029 or as revised and approved by Ecology)
which contains the definitions and methods for determining whether the criteria below are met:
(a) Category I wetlands represent a unique or rare wetland
type are more sensitive to disturbance than most wetlands: are relatively undisturbed and
contain ecological attributes that are impossible to replace within a human lifetime or provide a
high level of function. The following types of wetlands are Category I:
(i) GeR4R the pre6enGe Of Sp8G486 or dOGUmented habitat FeGE)gnmzed by state or federal.
er Wetlands of high conservation value that are identified by scientists of the Washington
Natural Heritage Program /Department of Natural Resources;
(ii)
systems, peat begs and feRS, mature fGrested wefland6, gFGuRdwater eXGhaRge areas,
GdgRif"GaRt habitat or unique eclUGational
Bogs;
(iii) . Wetlands with
mature and old growth forests larger than one acre; and
(iv) Wetlands that perform functions at high levels (wetlands that score 23 points or more
based on functions).
(b) Category II wetlands are greater thaR 2,500 squaFe feet OR area, do not exhibit the
difficult, though not
impossible to replace and provide high levels of some functions Category II wetlands are
those wetlands that score between 20 -22 points based on functions.
m
(c) Category III wetlands are greateF thaR 2,500 square feet FR area and de not exh bit thGse
of Category 1 or 11 wetia wetlands with a moderate level of functions that
score between 16 -19 points based on functions.
(d) Category IV wetlands are wetlands with the lowest level of functions (scoring less than 16
points based on functions) and are often heavily disturbed.
(2) Standard buffef Wetland buffers shall be measured perpendicular from the wetland boundary as delineated
and marked in the field. Buffer widths for regulated WAtIRAds, are established as follows:
Wetland Category
Minimum Buffer
Buffer Width
Buffer Width
Buffer Width
(wetland scores
Width (wetland
(wetland scores
wetland
6 -7
habitat points)
scores
scores 3-4 habitat
5 habitat
points)
habitat points) )
points)
Category I:
Bogs and Wetlands of High
190 ft.
190 ft.
190 ft.
225 ft.
Conservation Value
Category I:
Forested and based on
function score.
75ft.
105 ft.
165 ft.
225 ft.
Category II
75 ft.
105 ft.
165 ft.
225 ft.
Category III
60 ft.
105 ft.
165 ft.
225 ft.
Category IV
4-0—ft—
40 ft.
40 ft.
40 ft.
Om
(3) All compensatory mitigation sites shall have buffers consistent with the buffer requirements of this section.
Buffers shall be based on the expected or target category of the proposed wetland mitigation site
(4 ) Lighting shall be directed away from wetland buffers unless otherwise determined by the director.
(5) All lots approved in a recorded subdivision or binding site plan that contain wetlands and their associated
buffer in a Native Growth Protection Easement or tract may be improved pursuant to easement or tract
boundaries established in the plat regardless of subsequent regulatory buffer increases or natural migration.
(6) All lots within an approved use process decision and /or building permit which contain wetlands and their
associated buffer boundaries on the approved site plan shall be honored as shown regardless of subsequent
regulatory buffer increases or natural migration.
(Ord. No. 07 -554, § 5(Exh. A(10)), 5- 15 -07; Ord. No. 04 -468, § 3, 11- 16 -04; Ord. No. 99 -353, § 3, 11- 16 -99; Ord. No. 91 -123, §
3(80.150), 12- 17 -91; Ord. No. 91 -105, § 4(80.150), 8- 20 -91; Ord. No. 90 -43, § 2(80.150), 2- 27 -90. Code 2001 § 22- 1357.)
19.175.030 Structures, As and land surfaGe modiftations Development within
e
wetlands.
Vi ....
_..
(1) Generally. No development may take plaGe and RG StFUG or improvement may
be located in- within a Fe wetland except as provided in this section unless specifically exempted or
partially exempted pursuant to FWRC 19.XXX.XXX and 19.XXX.XXX.
(4 Z MedifiGation Development within wetlands. QtheF than as speGified in subseGtq()RS (2) and (3) Gf this
The specific location and extent of the i
11
development within a wetland must constitute the minimum necessary encroachment as determined through
application of mitigation sequencing set forth in FWRC 19.145.XXX.
The city will review and decide upon development with a wetland using process IV in Chapter 19.70 FWRC
based on the following criteria
(a) it will nGt adversely affect water quality--.
(b) it will nGt adversely affeGt the eXi6tiRg quality Gf the wetland's Gr buffer's wildlife habotat.
(s @) It will not adversely affect drainage or stormwater retention capabilities.
(d W It will not lead to unstable earth conditions nor create erosion hazards.
(e g) It will not be materially detrimental to any other property in the area of the subject property
nor to the city as a whole, including the loss of open space.
(f d) It will result in no net loss of wetland area, function or value upon completion of
compensatory mitigation.
(g pJ The project is in the best interest of the public health, safety or welfare.
(# fl The applicant has demonstrated sufficient scientific expertise and supervisory capability to
carry out the project.
(i g) The applicant is committed to monitoring the project and to making corrections if the project
fails to meet projected goals.
(3) Requirements for compensatory mitigation Compensatory mitigation shall be used only for impacts that
cannot be avoided or minimized and shall achieve equivalent or greater biologic functions Compensatory
mitigation plans shall be consistent with Wetland Mitigation in Washington State — Part 2: Developing Mitigation
Plans — Version 1 (Ecology Publication #06 -06 -011 b or as revised) and Selecting Wetland Mitigation Sites
Using a Watershed Approach (Western Washington) (Ecology Publication #09- 06 -32).
(4) Mitigation Acceptable methods to mitigate wetland impacts include creation re- establishment
rehabilitation and enhancement of in -kind wetland types within the same drainage basin which results in no net
loss of wetland area function or value If approved by the city the applicant may locate a portion or all of the
compensatory mitigation using alternative mitigation including but not limited to an approved and certified in-
lieu fee program or mitigation bank and /or advanced mitigation if it is determined that off -site out -of- basin,
and /or out -of -kind mitigation would provide a greater overall benefit to the watershed and not result in adverse
12
impacts to the citv's stormwater manaaement system and /or wildlife habitat. Alternative mitigation methods are
discretionary and may become an option following an operating agreement between the city and mitigation
receiving area.
(a) In -lieu fee Credits from an in -lieu fee program approved under state and federal rules may
be used at the discretion of the city and when all of the following are met:
(i) The city determines that it would provide environmentally appropriate compensation for
the proposed impacts:
(ii) The proposed use of credits is consistent with the terms and conditions of the
approved in -lieu fee program instrument: and
(iii) The compensatory mitigation agreement occurs in advance of the authorized impacts.
(b) Mitigation bank Credits from a wetland mitigation bank that is certified under state rules
may be used at the discretion of the city and when all of the following are met:
(i) The city determines that is would provide environmentally appropriate compensation
for the proposed impacts;
(ii) The proposed use of credits and replacement ratios are consistent with the terms and
conditions of the certified bank instrument; and
NO The compensatory mitigation agreement occurs in advance of the authorized impacts.
(c) Advance mitigation Mitigation for projects with pre - identified impacts to wetlands may be
constructed in advance of the impacts at the discretion of the city and if the mitigation is
implemented according to federal rules state policy on advance mitigation and state water
quality regulations.
5) Wetland mitiaation ratios. The followina are ratios for orovidinq creation, re- establishment, rehabilitation or
enhancement of impacted wetlands Ratios for rehabilitation and enhancement may be reduced when
combined with 1: 1 replacement through creation or re- establishment pursuant to Table 1 a Wetland Mitigation
in Washington State — Part 1: Agency Policies and Guidance — Version 1 (Ecology Publication #06 -06 -11 a or
as revised). Creation. re- establishment. rehabilitation and enhancement definitions and intent shall be pursuant
to Ecology Publication #06 -06 -11 a, or as revised
13
Category and Type of
Wetland
Creation or
Re- establishment
Rehabilitation
Enhancement
Category I: High conservation
Not considered possible
Case -by -case
Case -by -case
value, bog
Category I: Mature and old
6_1
12:1
24:1
growth forest
Category l: Based on
functions
4 1
8_1
16:1
Category II
3:1
6:1
12:1
Category III
2:1
41
8:1
Category IV
1.5:1
3:1
6_1
Mitigation requirements may also be determined using the credit/debit tool described in Calculating Credits and
Debits for Compensatory Mitigation in Wetlands of Western Washington: Final Report (Ecology Publication
#10 -06 -011, or as revised) if approved by the director.
(5 6) Compensatory mitigation plan. As part of any request under this section, the
applicant shall submit a fepert mitigation plan; prepared by a qualified professional approved by the Git , that
includes the following informatinA minimum standards:
14
15
Creation aid Restoration
Fnhancarnant
Category 1 (all types)
64
42-4
Category lk
CnrcQ
34
64
-h
Emergent
^
2-4m
A4
44
Forested
4
44
dG�
^
5 m i
34
EmeFgeRt
^-1- :25-1
15
stating that the projeGt GGMp"e6 with requiFernents of the mitigatiOR plan, and tG GC)nd6lGt and
(a) Contents of wetland delineation report identified in FWRC 19.XXX.XXX(2)
(b) Compensatory mitigation written report and plan sheets that contain the following elements.
Full guidance on report requirements can be found in Wetland Mitigation in Washington State -
Part 2: Developing Mitigation Plans (Version 1) (Ecology Publication #06 -06 -011 b, or as
revised).
(i) Description of how the protect design has been modified to avoid minimize or reduce
adverse impacts to wetlands.
(ii) Description of the existing wetland and buffer areas proposed to be altered. Include
acreage water regime vegetation soils landscape position surrounding land uses and
functions Describe impacts in terms of acreage by Cowardin classification hydrogeomorphic
classification, and wetland rating.
NO Description of the compensatory mitigation site including location and rationale for
selection Include an assessment of existing condition: acreage of wetlands and uplands,
water regime sources of water, vegetation soils landscape position, surrounding land uses,
and functions,
Div) Description of the proposed actions for compensation of wetland and upland areas
affected by the project Include overall goals of the proposed mitigation including a
description of the targeted functions hydrogeomorphic classification and categories of
wetlands.
(v) Description of the proposed mitigation construction activities and timing of activities.
NO Discussion of ongoing management practices that will protect wetlands after the subject
Property has been developed including proposed monitoring and maintenance programs
(viii) Bond estimate for the entire compensatory mitigation project including the following
elements: site preparation plant materials construction materials installation oversight,
[G!
maintenance twice per year for up to five -years annual monitoring field work and reporting,
and contingency action for a maximum of the total required number of years for monitoring.
(c) Scaled plan sheets for the compensatory mitigation that contains the following contents:
(i) Surveyed edges of the existing wetland and buffer, proposed areas of wetland impacts
location of proposed wetland compensation actions.
(ii) Existing and proposed topography measured at two foot intervals in the proposed
compensation area Existing and proposed cross sections of the proposed compensation area
and impact area measured in one -foot intervals.
NO Surface and subsurface hydrologic conditions including an analysis of existing and
proposed hydrologic regimes for enhanced created or restored compensatory mitigation
areas. Illustrations of how data for existing hydrologic conditions were used to determine the
estimates of future hydrologic conditions.
(iv) Conditions expected from the proposed actions on site including hydrogeomorphic types
vegetation community types by dominant species (wetland and upland) and future water
regimes.
(v) Required wetland buffers for existing wetlands and proposed compensation areas
NO Plant schedule for compensation area including all species by proposed community type
and water regime size and type of plant material to be installed spacing of plants, typical
clustering patterns total number of each species by community type and timing of
installation.
NO Performance standards that provide measurable benchmarks reflective of years post-
installation for upland and wetland communities monitoring schedule and maintenance
schedule.
(d) Alternative mitigation plans (in -lieu fee mitigation banks advanced mitigation or other off -
site mitigation) shall provide items (a) (b)(i) and (ii) from this section responses to FWRC
19.XXX.XXX(4)(a) (b) or (c) and any other information deemed necessary by the city to
adequately consider the alternative mitigation proposal.
(7) Monitoring Mitigation monitoring shall be required for a minimum of five -years to establish that performance
standards have been met The mitigation plan shall include monitoring elements that ensure certainty of
success for the proposal's natural resource values and functions. The applicant remains responsible for
17
restoration of the natural resource values and functions if the mitigation goals are not obtained with the five
year monitoring period Additional monitoring and corrective actions may be required by the director in order to
meet goals within the approved mitigation plan.
(Ord. No. 07 -554, § 5(Exh. A(10)), 5- 15 -07; Ord. No. 04 -468, § 3, 11- 16 -04; Ord. No. 99 -353, § 3, 11- 16 -99, Ord. No. 91 -123, §
3(80.155), 12- 17 -91; Ord. No. 91 -105, § 4(80.155), 8- 20 -91; Ord. No. 90 -79, § 6, 12- 18 -90; Ord. No. 90 -43, § 2(80.155), 2- 27 -90.
Code 2001 § 22- 1358.)
19.175.040 , ' Development within
regy!pted- wetland buffers.
.................. ............................... _ ...........
(1) Generally. Except as allowed in this section or specifically exempted or partially exempted pursuant to
FWRC 19.XXX.XXX and 19.XXX.XXX, no evelopment or improvement +may talFe
may be located within a req6tate4d- wetland buffer.
(2) Trails The director may provide written approval for passive pedestrian recreation facilities designed in
accordance with an approved critical area report and the following standards:
(a) Trails are composed of pervious surfaces no more than five feet in width. Raised boardwalks and
wildlife viewing structures composed of non - treated pilings may also be considered.
(b) Trails are generally located parallel to the perimeter of the wetland and within the outer 25 percent
of the buffer; and
(c) Trails shall avoid the removal of mature trees.
(3) Stormwater management facilities The director may provide written approval for stormwater management
facilities limited to stormwater dispersion outfalls and bioswales within the outer 25 percent of the buffer of
Category III and IV wetlands if the location of such facilities will not degrade the functions or values of the
wetland.
(4) Permanently altered buffer. The director may provide written approval for a buffer reduction when existing
conditions are such that portions of the required buffer exist in a permanently altered state (e.g. roadways,
paved parking lots permanent structures etc) and do not provide any buffer function according to a critical
areas report The buffer may be reduced up to the area where the altered conditions exist.
(25) Buffer averaging. Buffers may be aveFaged only wheR the wetland or the buffeF whiGh is preposed to be
Fed6iGed GGRtains habitat type6 WhiGh have been so peFFnaReRtly impaGted that FedUGed buffers d() RGt pese a
18
fG"GWiag criter+a The city will review and decide upon buffer averaginq using process III in Chapter 19.65
FWRC based on the following criteria that shall be added to the critical areas report;
(a) The total area of the buffer after averaging is equal to the area required without averaging:
(b) The buffer is increased adjacent to the higher functioning area of habitat or more sensitive
portion of the wetland and decreased adjacent to the lower functioning or less sensitive portion
(c) The buffer at its narrowest point is not reduced to less than 75 percent of the required width;
and
(d) Unless authorized in writing by a consenting neighboring property owner, the averaging will
remain on the subject property.
At RG paint shall the buffer mo.dth b-f-a PP-d-'LlGed to less thaR 50 peFGeRt Gf the Fequired standaFd buffer width,
unless the buffeF, qn exi6tmRg GGn6tiGRS, has alFeady been peFmaneRtly eliMiRated by pFevmGus, legally permitted
aGtk)n6. The total area GORtained 4thiR the buffer a#eF aveFag Rg shal be equal tG th J-f�
E
(5 6) Buffer reduction with enhancement. Buffers
may be reduced by up to 50 25 perGent, but in nG Ga6e to less than
25 f= t, on percent on a case -by -case basis, if the project includes a buffer enhancement plan WhiGh utilizes
appropFiate Rative vegetation and that clearly substantiates that an enhanced buffer will improve and provide
additional protection of wetland functions and values_,
deaaen6trated= Buffer reductions may not be used in combination with buffer averaging. The city will review and
decide upon buffer reductions using process III in Chapter 19.65 FWRC based on the following criteria:
(a) Existing ;-;rP- 661Gh that the required 6tandard buffer exists in a pepmaneRtly alteFed
state (e.g., roadways, paved paFkiRg IGtG, permaRent StFWGWres, etG.) WhiGh d0es Rot prev de
existing
a) It will not adversely affect water quality:
b) It will not adverslv affect the existing aualitv of the wetland or buffer wildlife habitat
(c) It will not adversly affect drainage or stormwater retention capablities;
(d) It will not lead to unstable earth conditions nor create erosion hazards;
(e) It will not be materially detrimental to any other property or the city as a whole: and
(f) All exposed areas are stabilized with native vegetation as appropriate.
20
A buffer enhancement plan prepared by a qualified professional shall be incorporated into the critical area
report The plan shall assess the habitat water quality stormwater retention groundwater recharge, and
erosion protection functions of the existing buffer assess the effects of the proposed modification on those
functions: and address the six approval criteria of this section.
(8 D Buffer increases. The director shall require increased buffer widths, on a
case -by -case basis when the diFeGtGF deteFmiRe6 that a larger buffer is necessary to protect eav+fec mentally
sens We ,tea functions, values or hazards based on site - specific conditions. This determination shall be
supported by appropriate documentation showing that additional buffer width is reasonably related to protection
of the functions and values of the wetland, and /or protection of public health,
safety and welfare. Such determination shall be attached as permit conditions. The determination shall
must include but not be limited to the following
criteria:
21
(a) There is The wetland contains habitat for species listed as threatened -er1 endangered,
candidate sensitive monitored or documented priority species or habitats by state or federal
agencies , and additional buffer is necessary to
maintain viable functional habitat;
(b) There are r--n-Rditin--ns or features adjar-,ent to the lb-ffeF, 6UGh as steep slepe6 or eresion
(b) The adiacent land is susceptible to severe erosion and erosion control measures will not
effectively prevent adverse wetland impacts; or
(c) The adiacent land has minimal vegetative cover or slopes greater than 30 percent.
(Ord. No. 07 -554, § 5(Exh. A(10)), 5- 15 -07; Ord. No. 04 -468, § 3, 11- 16 -04; Ord. No. 99 -353, § 3, 11- 16 -99; Ord. No. 91 -123, §
3(80.160), 12- 17 -91; Ord. No. 91 -105, § 4(80.160), 8- 20 -91; Ord. No. 90 -79, § 7, 12- 18 -90; Ord. No. 90 -43, § 2(80.160), 2- 27 -90.
Code 2001 § 22- 1359.)
1
Cross reference: Environmental policy, FWRC Title 14.
22
19.05.230 W definitions.
"Wetland" or "Wetlands" means these areas that are inundated or saturated by surface water or groundwater
at a frequency and duration sufficient to support, and that under normal circumstances do support, a
prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include
swamps, marshes, bogs, and similar areas. Wetlands do not include those artificial wetlands intentionally
created from nonwetland sites including but not limited to irrigation and drainage ditches grass -lined swales
canals detention facilities wastewater treatment facilities farm ponds, and landscape amenities, or those
wetlands created after July 1 1990 that were unintentionally created as a result of the construction of a road,
street or highway. Wetlands may include those artificial wetlands intentionally created from nonwetland areas
created to mitigate conversion of wetlands.
23
19.XXX.XXX Frequently flooded areas.
(1) Frequently flooded areas include all areas of special flood hazard as mapped within the city, and other
areas that could be threatened by flooding The areas of special flood hazard are identified by the Federal
Emergency Management Agency in a scientific and engineering report entitled 'The Flood Insurance Study for
Federal Way," dated May 16 1995 and any revisions thereto, with an accompanying flood insurance rate map
(FIRM) and any revisions thereto Based on the landscape of the city, frequently flooded areas occur only
along the Puget Sound shoreline and are within the jurisdiction of the shoreline master program, FWRC 15.05
Shoreline Management.
(2) Development in frequently flooded areas shall be subject to the provisions in Title 15.
24
Best Available Science References Consulted During Consistency Review
Brosofke, K.D., J. Chen, R.J. Naiman, and J.F. Franklin. 1997. Harvesting effects on microclimate
gradients from small streams to uplands in western Washington. Ecological Applications 7:1188
to 1200.
Bunten, D., A.McMillan, R. Mraz, and J. Sikes. 2012. Wetlands and CAO Updates: Guidance for Small
Cities. Western Washington Version. Washington State Department of Ecology Publication No.
10-06-002. October 2012 2nd Revision. Olympia, WA.
Castelle, A.J., C. Conolly, M. Emers, E.D. Metz, S. Meyer, M. Witter, S. Mauermann, T. Erickson, S.S.
Cooke. 1992. Wetland buffers: use and effectiveness. Adolfson Associates, Inc., Shorelands and
Coastal Zone Management Program, Washington Department of Ecology, Olympia, Washington
Pub. No. 92 -10.
Cederholm, C.J. 1994. A suggested landscape approach for salmon and wildlife habitat protection in
Western Washington riparian ecosystems. Pages 8 -90 in: Carey, A.B. and C. Elliott. 1994.
Washington forest landscape management project — progress report. Report No. 1., Washington
Department Natural Resources, Olympia, Washington.
Corps (U.S. Army Corps of Engineers). 2010. Regional Supplement to the Corps of Engineers Wetland
Delineation Manual: Western Mountains, Valleys, and Coast Region. Version 2. Wetlands
Regulatory Assistance Program. May 2010. ERDC/EL TR -10 -3.
http: / /www.usace. army. mil /CECW/Documents /cecwo /reg/west mt_finalsupp.pdf.
Cramer, Michelle L. (managing editor). 2012. Stream Habitat Restoration Guidelines. Co- published by
the Washington Departments of Fish and Wildlife, Natural Resources, Transportation and
Ecology, Washington State Recreation and Conservation Office, Puget Sound Partnership, and
the U.S. Fish and Wildlife Service. Olympia, Washington.
CTED (Washington State Department of Community, Trade, and Economic Development). 2003. Critical
Areas Assistance Handbook: Protecting Critical Areas within the Framework of the Washington
Growth Management Act.
CTED (Washington State Department of Community, Trade, and Economic Development). 1999.
Optional Comprehensive Plan Element for Natural Hazard Reduction.
Environmental Laboratory. 1987. Corps of Engineers Wetlands Delineation Manual. Technical Report Y-
87-1. U.S. Army Engineer Waterways Experiment Station, Vicksburg, Massachusetts.
Erman, D. C., Newbold, J. C., and Roby, K. B. 1977. Evaluation of streamside buffer strips for protecting
aquatic organisms. Tech Completion Report, Contrib. 165. California Water Resour. Center,
Univ. of California- Davis, Davis, CA.
FEMAT (Forest Ecosystem Management Assessment Team). 1993. Forest ecosystem management: an
ecological, economic, and social assessment. U.S. Forest Service, National. Marine Fisheries
Service, Bureau of Land Management, U.S. Fish and Wildlife Service, National Park Service,
U.S. Environmental Protection Agency. Portland, Oregon, and Washington D.C.
25
Fischer, J., and D.B. Lindenmayer 2007. Landscape modification and habitat fragmentation: a synthesis.
Global Ecology and Biogeography, Vol. 16, pp. 265 -280.
Gerstel, Brunengo, Lingly Jr., Logan, Shipman, Walsh, Washington Geology, vol 25, no.1 , March 1997.
Granger, T., T. Hruby, A. McMillan, D. Peters, J. Rubey, D. Sheldon, S. Stanley, E. Stockdale. April
2005. Wetlands in Washington State - Volume 2: Guidance for Protecting and Managing
Wetlands. Washington State Department of Ecology. Publication #05-06-008. Olympia, WA.
Hruby, T. 2014. Washington State Wetland Rating System for Western Washington: 2014 Update.
(Publication #14-06-029). Washington Department of Ecology. Olympia, WA.
Johnson, A.W., and D. Ryba. 1992. A literature review of recommended buffer widths to maintain
various functions of stream riparian areas. King County Surface Water Management Division,
Seattle, WA.
King County. 2011. King County Mitigation Reserves Program In Lieu Fee Program Instrument.
Prepared by King County Department of Natural Resources and Parks. October 13, 2011.
Knight, K. 2009. Land Use Planning for Salmon, Steelhead and Trout. Washington Department of Fish
and Wildlife. Olympia, Washington.
Knutson, K. L., and Naef, V. L. 1997. Management recommendations for Washington's priority habitats:
Riparian. Washington Department of Fish and Wildlife. 181 pp.
Marczak, L.B., T. Sakamaki, S.L. Turvey, 1. Deguise, S.L.R. Wood, and J.S. Richardson. 2010. Are
forested buffers an effective conservation strategy for riparian fauna? An assessment using meta -
analysis. Ecological Applications, 20(1) pp. 126 -134.
May, C.W. 2000. Protection of stream- riparian ecosystems: a review of best available science. Prepared
for Kitsap County Natural Resources Coordinator. July 2000.
May, C.W. 2003. Stream- riparian ecosystems in Puget Sound lowland eco- region: A review of best
available science. Watershed Ecology LLC.
Mayer, P.M., S.K. Reynolds, M.D. McCutchen, and T.J. Canfield. 2006. Riparian buffer width,
vegetative cover, and nitrogen removal effectiveness: A review of current science and
regulations. EPA/600/R- 05/118. Cincinnati, OH, U.S. Environmental Protection Agency, 2006.
Moring, J. R. 1982. Decrease in stream gravel permeability after clear -cut logging: An indication of
intragravel conditions for developing salmonid eggs and alevins. Hydrobiologia 88, 295 -298.
National Resource Council (NRC). 2001. Compensating for Wetland Losses Under the Clean Water Act.
The National Academies Press. Washington, DC. http: / /www.nap.edu/
Osborne, J. L. and D. A. Kovacic. 1993. Riparian vegetated buffer strips in water - quality restoration and
stream management. Freshwater Biology 29:243 -258.
Pollack, M.M. and P.M. Kennard. 1998. A low -risk strategy for preserving riparian buffers needed to
protect and restore salmonid habitat in forested watersheds of Washington State. The Bullitt
Foundation, Washington Environmental Council, and Point -No -Point Treaty Council.
26
Sheldon, D., T. Hruby, P. Johnson, K. Harper, A. McMillan, T. Granger, S. Stanley, and E. Stockdale.
March 2005. Wetlands in Washington State - Volume 1: A Synthesis of the Science. Washington
State Department of Ecology. Publication #05-06-006. Olympia, WA.
Spence, B.C., Lomnicky, G.A., Hughes, R.M., and Novitzki, R.P. 1996. An ecosystem approach to
salmonid conservation. ManTech Environmental Research Services Corporation. TR- 4501 -96-
6057. [Online] http: / /www.nwr. noaa. gov /lhabcon/ habweb /habguide/ManTech/front.htm #TOC
U.S. Army Corps of Engineers (USACE) and U.S. Environmental Protection Agency (U.S. EPA). 2008.
Compensatory Mitigation for Losses of Aquatic Resources. Final Rule. Federal Register 73(70):
19594- 19705.
Washington State Department of Ecology (Ecology), U.S. Army Corps of Engineers (USACE), and US
Environmental Protection Agency (U.S. EPA). 2006. Wetland Mitigation in Washington State.
http: / /www.ecy.wa.gov /pubs /0606011 a.pdf
Washington State Department of Ecology (Ecology), U.S. Army Corps of Engineers (USACE), and
Washington Department of Fish and Wildlife (WDFW). 2012. Advance Permittee- Responsible
Mitigation. Ecology Publication No. 12 -06 -015.
https:Hfortress.wa.gov /ecy /publications /publications/ 1206015.pdf
Washington State Department of Ecology (Ecology). 2008. Making Mitigation Work: The Report of the
Mitigation that Works Forum. Ecology Publication No. 08 -06 -018.
https:Hfortress.wa.gov /ecy/ publications /publications /0806018.pdf
Washington State Department of Ecology (Ecology). 2012a. Guidance on In -Lieu Fee Mitigation.
Ecology Publication No. 12 -06 -012.
https:Hfortress.wa.gov /ecy /publications /publications/ 1206012.pdf
Washington State Department of Ecology (Ecology). 2012b. Calculating Credits and Debits for
Compensatory Mitigation in Wetlands of Western Washington. Ecology Publication No. 10 -06-
011. https:Hfortress.wa.gov /ecy/ publications /publications /1006011.pdf
Wenger, S. 1999. A review of the scientific literature on riparian buffer width, extent and vegetation.
Office of Public Service and Outreach, Institute of Ecology, University of Georgia, Athens,
Georgia. [Online] http: / /www.bozeman. net /planning/Zoning/Res_links /buffer litreview.pdf
27
Illllil�i
s
PLANNING COMMISSION
STAFF REPORT
Date: April 10, 2015
TO: Tom Medhurst, Federal Way Planning Commission Chair
FROM: Principal Planner Margaret H. Clark, AICP
Planning Manager Isaac Conlen
SUBJECT: 2015 Major Comprehensive Plan Update
Proposed Amendments to Chapter 7, "City Center"
MEETING DATE: April 15, 2015
I. BACKGROUND
IL
Pursuant to RCW 36.70A.130(4), the City of Federal Way must update its comprehensive plan every eight
years. The deadline for the next major update is June 30, 2015. The GMA requires jurisdictions to review
and revise the comprehensive plan to address statutory requirements. It also'requires a public participation
process.
A more extensive background discussion was provided in the staff report for the July 2, 2014, meeting. As
we will be bringing individual chapters to you on a monthly basis, we will not repeat that discussion here.
We've provided a copy of the chapter showing all the proposed underline and strikethrough changes. We've
also included a copy that shows how the document would read after accepting all the changes. This may be
useful as sometimes it's hard to get a sense of how it flows until seeing it in a final format.
II. PLANNING COMMISSION UPDATE PROCESS
As a quick reminder, the following process will be followed for the Planning Commission component of
updating the comprehensive plan:
Planning Commission Briefings — As each chapter is drafted, they will be presented to the Planning
Commission for their input and feedback.
Edits to Chapters — Following the above referenced meetings any edits to the chapter requested by Planning
Commission will be made.
Planning Commission Public Hearing — All amended chapters of the plan will be presented to the Planning
Commission at one public hearing. At this point, the Planning Commission will have already substantively
Planning Commission Staff Report, 2015 Comprehensive Plan Amendments April 10, 2015
Proposed Amendments to Chapter 7, "City Center" Page 1 of 3
reviewed the entire comprehensive plan in the earlier chapter -by- chapter format. The only new material
would be any edits that_the commission had requested during the earlier review. From a timing perspective,
it will be important that the commission understands this and does not re -open or reconsider the issues that
have been agreed to in the earlier chapter -by- chapter review.
III. CHAPTERS OF THE COMPREHENSIVE PLAN
For reference, 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 mandated 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
IV. STREAMLINING THE PLAN
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.
V. PROPOSED EDITS
The following is a brief summary of the proposed changes:
• The Introduction was expanded to explain how the City Center and the Regional Growth Center/Urban
Center relate to each other. The City Center is comprised of both the City Center Core (CC -C) and the
City Center Frame (CC -F). The CC -C area has been designated by the Growth Management Planning
Council (GMPC) as an urban center /regional growth center. Both the Puget Sound Regional Council
(PSRC) VISION 2040 Plan and the Countywide Planning Policies (CWPPs) have specific requirements
for the Urban Center. New requirements as of this Update include:
o Adopting housing and jobs targets
o Describing key job sectors and industry clusters
o Adopting transportation mode -split goals. Mode split is the split (percentages) of people who
utilize different means of transportation — single occupancy vehicles (SOV), high occupancy
vehicles (HOV), walk/bike, or transit. The goal is that reliance on the SOV mode will decrease as
the urban center develops into a dense mixed -use center with pedestrian- friendly streets, and jobs
and housing in close proximity to each other.
o Including or referencing policies and programs for innovative stormwater management
o Including or referencing policies and programs to reduce air pollution and greenhouse gas
emissions
Planning Commission Staff Report, 2015 Comprehensive Plan Amendments April 10, 2015
Proposed Amendments to Chapter 7, "City Center" Page 2 of 3
• A new section was added to address the Urban Center (CC -C zone) per requirements of VSION 2040 and
the CWPPs.
• Discussion of the Town Center Developments were incorporated into the text, the graphic of the
development concept was included, and a new map, Map VII -5, was added to show existing development
in relationship to Town Center I, II, II, and IV.
• Language was added to reflect the status of the Sound Transit environmental impact study regarding
alignment and station location alternatives in the City Center.
Changes to Goals and policies:
• In order to be consistent with the other chapters of the Comprehensive Plan, all goals and policies
were moved to the end of the Chapter.
• Sub- headings and descriptive language before each goal was deleted for consistency with other
chapters.
• The existing chapter has different goals and policies for the City Center Core (CC -C) and City
Center Frame (CC -F). These were combined as the goals for the two areas are generally the sam' 6
however the allowable zoning will dictate the intensity and density of uses.
• Per VISION 2040 requirements, goals and policies were added to address reduction of air pollution
and greenhouse gas emissions and managing natural drainage systems.
• A goal and policy was added for view protection to address build -out of the City Center and
protection of views from buildings and sites.
All maps were updated. Map VII 4," Current Land Use Map" was added.
Attachments: Underline /Strikethrough Version of Chapter
Version of Chapter Showing Edits Incorporated
K: \Comprehensive Plan\2015 Major Update \Chapter Four Economic Development \031815 Planning Commission Briefing \031215 Pcomm Staff
Report.doex
Planning Commission Staff Report, 2015 Comprehensive Plan Amendments April 10, 2015
Proposed Amendments to Chapter 7, "City Center" Page 3 of 3
CHAPTER SEVEN - CITY CENTER
7.0 INTRODUCTION
During a series of community workshops held in 1992 and 1993, Federal Way citizens
helped to develop a "vision" for Federal Way's future. This vision included the creation
of a City Center (Maps VII -1 and VII -2). The City Center is comprised of both the City
Center Core (CC -C) and the City Center Frame (CC -F). With the support of the
residential and business community, Federal Way nominated itself to contain an urban
center/regional growth center. Nominations were reviewed by the Growth Management
Planning Council (GMPC) which confirmed the Federal Way CC -C area as an urban
center/regional growth center in 1994. This designation should help Federal Way
continue to gain access to County funds needed to provide infrastructure as the City
Center grows.
The term urban enter is used in the Countywide Planning Policies (CWPPs) and the term
regional growth center is used in VISION 2040. The term urban center will be used in
this chapter to refer to the urban center/regional growth center. Urban centers are not
specifically addressed by the Growth Management Act (GMA).
Federal Way's City Center chapter presents concepts and strategies for creating a
definable and vibrant "City Center" for Federal Way and an "urban center" for Southwest
King Count y County' ._The chapter integrates
the community's vision for a City Center with the Puget Sound Regional Council's
(PSRC) adopted VISION 2020 plan regional growth strategy, and King County's
countywide strategy for developing a network of urban centers.
in this ehaptef:, the tefm "urban eentef" is used eensisteat with the VISION 202(yKing
County definition r to ref r to the general ,.1,.,metor: sties of a sub regional eentor The
tP•iin "City Center" applies o ifie ll„ to Federal Way's ed enter -, '::hieh inel des
City . Ce t core afea d frame afea. Only the City Center- _ o is intended to of
the ts f . urban center-, rd ith the Go nt, ide Dl.
`b
Purposes
The principal purposes of the Federal Way City Center chapter are to:
• Create an identifiable downtown that is the social and economic focus of the City;
• Strengthen the City as a whole by providing for long -term growth in employment
and housing;
• Promote housing opportunities close to employment, shopping, and transit;
• Support development of an extensive regionaUhigh- capacityratertiet} transit
system;
• Reduce dependency on automobiles;
FWCP — Chapter Seven, City Center
• Consume less land with urban development;
• Maximize the benefit of public investment in infrastructure and services;
• Reduce costs of and time required for permitting;
• Provide a central gathering place for the community; and
• Improve the quality of urban design for all developments.
7.1 PO ICY BACKGROUND
Gro
The City's comprehensive plan is required to be consistent with the GMA Puget Sound
Regional Council goals and policies of Vision 2040 and the CWPPs. The sections below
briefly identify the relevant goals and policies related to city centers and urban centers
contained within these documents. The City's specific goals and policies are consistent
with these regional goals and policies and are contained within Section 7.6 of this chapter
urban The VISION 2020 Plan (1995 update), Regional Goal #1 states, "Leeate developfflefit in
growth afeas to natural re ° and enable eff:,. °.,t pr—e isio n of censer-ye
ser-viees and faeilities. Within urban growth areas, foeus gr-ewth mmunities
and eenters in a manner that uses land effieiently, provides pad
pedestrian ° „ted > and helps sty ° gthe itio Co ° et and i° a >v
... .....
eemmunities with an > transit oriented, multi fnedal tfanspef4ation system.” King
County's CWPPs suppeFt this goal by eneeur-aging�
• Establishment of an h eenter that is a .ib -.,..r > unique, and attfaetive
plaee to live e
• Responding to 1. eal needs and .. a -Lets for-jobs and g housin
`•b•
ovth Management Act
Per RCW36 70A 080 "Comprehensive Plans Optional Elements," comprehensive plans
may include sub -area plans which are required to be consistent with the overall
comprehensive plan Accordingly, there are no GMA goals that are specific to city
centers or urban centers. However, the following goals pertain to compact growth such as
envisioned for a city center and an urban center:
Urban Growth — Encourage development in urban areas where adequate public facilities
and services exist or can be provided in an efficient manner.
Reduce Sprawl — Reduce the inappropriate conversion of undeveloped land into
sprawling, low- density development.
Revised -2018 2015 1 V11-2
FWCP — Chapter Seven, City Center
VISION
2040
VISION 2040 directs cities with urban centers to develop a subarea plan. Centers are
intended to be central places with more compact pedestrian- oriented development with a
mix of residences jobs retail and entertainment. Centers also provide community and
economic benefits as gathering places and locations of commerce and business. VISION
2040's multicounty planning policies call for the region to focus significant residential
and employment growth within centers. Therefore cities with regional growth centers
must adopt housing and employment targets for their center.
VISION 2040 also directs cities with designated centers to establish transportation mode -
split goals for each center, in order to increase walking, biking and transit use. The build
out of centers with a mix of uses and pedestrian - friendly design is expected to result in
less driving and reduced pollution and greenhouse gas emissions. Centers are also
prioritized for regional infrastructure and economic development funding.
VISION 2040 has a number of goals and policies related to Centers. The following are
VISION 2040 goals and selected policies that are most relevant to Federal Way:
Goal: The region will direct growth and development to a limited number of designated
regional growth centers.
MPP -DP -S: Focus a significant share of population and employment growth in
designated regional growth centers.
MPP -DP -7: Give funding priority —both for transportation infrastructure and for
economic development —to support designated regional growth centers consistent with
the regional vision. Regional funds are prioritized to regional growth centers. County -
level and local funding are also appropriate to prioritize to regional growth centers.
Co
nt wide Planning Policies
The Countywide Planning Policies (CWPPs) must be consistent with both the GMA and
VISION 2040. Like VISION 2040 the CWPPs address only the urban center. A centers
strategy is the key for King County to achieve VISION 2040's regional growth strategy
as well as providing a land use framework for an efficient and effective regional transit
system.
The CWPPs have a number of goals and policies related to urban centers. The following
selected policies are most relevant to Federal Way:
DP -29 Concentrate housing and employment growth within designated urban centers.
Revised- 93A 2015 1 VII -3
FWCP — Chapter Seven, City Center
DP -32 Adopt a map and housing and employment growth targets in city comprehensive
plans for each urban center, and adopt policies to promote and maintain quality of life in
the center through:
• A broad mix of land uses that foster both daytime and nighttime activities
and opportunities for social interaction.
• A range of affordable and healthy housing choices.
• Historic preservation and adaptive reuse of historic places.
• Parks and public open spaces that are accessible and beneficial to all
residents in the urban center.
• Strategies to increase tree canopy within the urban center and incorporate
low impact development measures to minimize stormwater runoff.
• Facilities to meet human service needs.
• Superior urban design which reflects the local community vision for compact
urban development.
• Pedestrian and bicycle mobility, transit use, and linkages between these
modes.
• Planning for complete streets to provide safe and inviting access to multiple
travel modes, especially bicycle and pedestrian travel.
• Parking management and other strategies that minimize trips made by single
occupant vehicle especially during peak commute periods.
Revised-203A 2015 1 VII-4
FWCP — Chapter Seven, City Center
N ominations v o o e ed by the Gf:ewth TR.,.,..o..,o>,t Dlafi g C0.. fjejl (CjMPC'\
{,tea \v.... v�,
h• h eanfir-med the Federal W City Center „-ban eenter- in 1994. The eer-e urban eenter- designation h ld help Fede .,1 \x7., „t; a to o " C
b" to
funds needed top vide infiastfuetur-e as the City Center - g
sry >. o.
THE OLE OF THE CITY CENTER IN FEDERAL WAY'S FUTURE
There are several reasons why a definable, vital City Center is an important part of
Federal Way's future. These include:
Community Support — The Federal Way community has made the City Center a significant
part of its vision. Participants in community workshops helped to develop a vision for
Federal Way's future. A keystone of that ph-m- ision is an attractive, multi- faceted City
Center providing the setting for commercial residential entertainment, recreational, and
civic features and eeffwaeFeia4-activities.
Economic Development — Federal Way's economic development strategy relies on a strong
urban center. As discussed in the Chapter 4, "Economic Development" ehapter, Federal
Way has the opportunity to transform itself from an essentially residential and retail
based economy to an emerging, sub - regional economic center with an expanded, more
diversified employment base. An important step in achieving this goal is a sufficient
critical mass in the City Center to produce lively street activity; support specialty
business cultural/entertainment facilities; justify the investment for public parks,
amenities and improved transportation systems; and create the interactive "synergy" of a
true urban center. Federal Way's economic development strategy with the development
of Town Center I II 11I and IV as described below, and shown in Figure VII -1 will
greatly contribute to such a critical mass.
The City has acquired 17 acres in the downtown and will be embarking on developing a
Town Center, which includes four components:
• Four acres for a Performing Arts and Conference Center (PACC).
• Four acres for a park.
• 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.
• One acre for transit - oriented development (TOD) located east of the transit center
and multi- story _parking garage owned and operated by Sound.
Natural Evolution — The development of a more intensive, multi -use urban center is a
natural step in Federal Way's evolution. Most new centers start out as bedroom
communities. Retail businesses develop first;
base. Colo .,1 Way has o 0 ed ail el..t: phases, with the eyieeptieH of O
Revised 2019 2015 1 VII.5
FWCP — Chapter Seven, City Center
Growth Management — Developing a City Center is part of a regional strategy to address
Western Washington's growth management. Public policy makers have focused
increased attention on issues affecting our quality of life, including urban sprawl and the
accompanying reduction of open space, declining housing affordability, and increasing
I traffic congestion. Concentrating future growth within the four
county region into a number of centers (rather than a continued pattern of dispersion),
linked by an efficient high capacity transit system, is one of the principal goals to manage
this growth.
Figure VII -I
Revised -200 2015 1 VII-6
FWCP — Chapter Seven, City Center
74 7.3 1 EXISTING CONDITIONS
City Center Planning Area
The City Center planning area, consisting of the City re~'°~ CE)Fe and R°m° CC -C and
CC -F zones, is approximately 414 acres in size and is bounded by South 312`h Street,
South 324`h Street, Interstate 5, 11`h Place South, and 13`h Avenue South flee -fMaps VII -
3 VM 1 and VM 2, fnaps are leeated at the end of the ehaptff). The City Gente.. C and
Rafne CC -C and CC -F areas are 209 and 205 acres, respectively.
General Image
The City Center does not currently present an identifiable sense of a downtown or urban
center. The existing commercial development within the study area is typical of suburban
strip retail and mall development. The dominance of mass retailing has largely shaped the
commercial core. The Commons and spin -off retail centers are a local and regional
destination and generate great amounts of physical and economic activity. However, as is
the case with melt older suburban mall areas, there is little, if anything, distinctive or
unique about the existing City Center. Essentially, it could be anyplace. It is similar to
hundreds of other commercial centers across the country. Buildings are dispersed
throughout the area and lack pedestrian connections to each other, public rights -of -way,
The businesses do not eenneet to ° eh other-, °" to public and private spaces, residential
neighborhoods, or civic uses, except by automobile. Development essentially reflects one
pattern: a single story of "light" construction, surrounded by an apron of asphalt.
Buildings feature eefiffew-,concrete or concrete block walls, creating austere and "generic"
images.
Another prevalent image of the area is the vast amount of surface parking. The
availability of parking is essential to the current type of retail found in Federal Way. City
Center businesses serve regional as well as local markets, and are heavily oriented to
access by automobile. Actual building footprints relative to total parcel areas are quite
small; the majority of most parcels are used to provide surface parking. This parking is
often underutilized, except during the peak holiday season.
The current network of collectors and arterials, and the disjointed over -sized block grids
within the existing commercial area, contributes to significant traffic congestion. The
character of the street environment is also unfriendly to pedestrians in many locations,
with few amenities such as , ' , benches, 1p azas etc. In addition, in
many locations the pedestrian experience is made even less attractive as little more than
parking lots or blank walls line the sidewalks. Reeent Iimprovements throughout the City
Center, most notably along South 320`h Street Pacific Highway South/SR -99, 23`d
Avenue South, and South 312`h Street have improved the character of some streetscapes
with handsome streetlights and trees. Continuation of these improvements aleeg Paei€ie
1=fighway South and elsewhere throughout the City Center will do much to improve the
overall character of the City Center streetscapes. Similarly, the extensive abatement of
unattractive, out -of -scale signage, ,,ehieved aver- the past Five years, has also led to a
Revise� 2015 1 VIR
FWCP — Chapter Seven, City Center
more attractive, human -scale streetscape.
The City Center does not contain a significant residential population. Pockets of residential
housing exist between South 3120' and 316`h Streets, and between SR -99 and I -5.
Figure VII 42 depicts an aerial view of the City Center area looldng from the south
looking northF e— ,,,.. west eemer- of the City y Come.. boundaries.
Figure VII -I 2
AAerial View of City Center
Revised 2010 2015 1 VII-8
FWCP — Chapter Seven, City Center
Physical Conditions
Land Use
Most of the study area is currently developed and consequently, most new development
in this area will displace existing low intensity uses (Maps VII -4 and VII -5). nuildings
° dispersed thr.).,..hOHt the ., and 1.,,.k pedestrian eenneetions to ° eh eth °r .,..7
publie rights E)f way. QiFFent land use pattems faN,or auto oriented eemmer-eial aefivity.
The primary use in the City Center area is commercial (retail/service), followed by
institutional uses, residential, office, and lodging, of iee, and residential. The Commons
is the "signature" development in the area.
Table VII -I lists the amount of land use development by gross floor area within the City
Center planning area as of january 2002 April 2015. Pablie and ° °
with on!), fiaur- publiely owned nen pafk sites (the Federal Way Sehael Distfiet's bus bafft
°
t rth of 1 1th Plaee South d South 3320th & t• T n Righ Sehool + northwest e
�
South 317th Street d 29th Avenue South; King ing (Mounty i ibr-af,. , 949 South 320th
StFeet; > 31405 Paeifie Highway South).
Institutional uses in the City Center are called out below.
• 3201h Street Park and Ride
• The Transit Center
• Town Center I (future Performing Arts and Conference Center)
Revised -284-0 2015 1 VII -9
FWCP - Chapter Seven, City Center
• Town Center III (future commercial /residential mixed -use development)
• Town Center IV (future TOD site)
• Truman High School
• King County Library
Gr
Table VII -I
ril 2015
oss door Area oI Lana uses — City Center, A
Use # its #-Rooms
Offiee ,,,
HU
3b°� 9
4�
Light industrial& 60,075
4 35 SSA
98A -f
s9-i_
*ministorage facilities
Use Total Square # Residential Units Motels Motel Rooms
Foota e
Commercial (Retail) 10,568,496
Office 546,147
Hotel 466,380 5 657
Industrial 159,668
Institutional Uses 1,664,016
Single 1
Multi-family 502
Senior Housin 447
Religious Services 193,070
Open Space
Parks 174,825
Recreation
Utilities 37,886
Vacant Land 616,189
Total 14,426,677 950 5 657
Source: City of Federal Way GIS
Parks and Open Space
IThere is one city -owned public park, Town Square Park (Maps
VII -2 and VII -3), located within the City Center. Private green spaces, plazas and public
meeting spaces are few. Steel Lake Park to the northeast and Celebration Park to the
southwest are on the perimeter of the City Center. sough tThese parks are within
walking distance of the City Center, hey and they also serve as regional facilities in
addition to serving local needs.
Civic Buildings and Municipal Facilities
Similarly, the City Center lacks significant civic or municipal facilities, with only the
Public Library near the periphery of the City Center. The next closest facility is the City
Revised 2919 2015 1 VII -10
*ministorage facilities
Use Total Square # Residential Units Motels Motel Rooms
Foota e
Commercial (Retail) 10,568,496
Office 546,147
Hotel 466,380 5 657
Industrial 159,668
Institutional Uses 1,664,016
Single 1
Multi-family 502
Senior Housin 447
Religious Services 193,070
Open Space
Parks 174,825
Recreation
Utilities 37,886
Vacant Land 616,189
Total 14,426,677 950 5 657
Source: City of Federal Way GIS
Parks and Open Space
IThere is one city -owned public park, Town Square Park (Maps
VII -2 and VII -3), located within the City Center. Private green spaces, plazas and public
meeting spaces are few. Steel Lake Park to the northeast and Celebration Park to the
southwest are on the perimeter of the City Center. sough tThese parks are within
walking distance of the City Center, hey and they also serve as regional facilities in
addition to serving local needs.
Civic Buildings and Municipal Facilities
Similarly, the City Center lacks significant civic or municipal facilities, with only the
Public Library near the periphery of the City Center. The next closest facility is the City
Revised 2919 2015 1 VII -10
Source: City of Federal Way GIS
Parks and Open Space
IThere is one city -owned public park, Town Square Park (Maps
VII -2 and VII -3), located within the City Center. Private green spaces, plazas and public
meeting spaces are few. Steel Lake Park to the northeast and Celebration Park to the
southwest are on the perimeter of the City Center. sough tThese parks are within
walking distance of the City Center, hey and they also serve as regional facilities in
addition to serving local needs.
Civic Buildings and Municipal Facilities
Similarly, the City Center lacks significant civic or municipal facilities, with only the
Public Library near the periphery of the City Center. The next closest facility is the City
Revised 2919 2015 1 VII -10
FWCP — Chapter Seven, City Center
of Federal Way Parks Department's Steel Lake Annex and Maintenance Facility near
South 312`h Street and 28`h Avenue South. The Federal Way
Community Center and City Hall are located a few miles southwest of the City Center at
33901 - Wh ^ ventie South 876 South 333rd Street and 33530 1' Waj-33325 8`h Avenue
South, respectively.
Circulation
Roadways — A key element defining mobility within the City Center planning area is the
enormous size of its blocks. Most U.S. downtowns have blocks ranging from 250 to 500
feet on a side; block lengths in Federal Way are several times that. Because of the
"superblock" configuration, motorists drive between and within parking areas serving
City Center developments to avoid congestion along City streets and pedestrian
circulation is discouraged.
Access to the area is provided by two principal arterial routes: South 32e Street (which
runs east/west and connects to I -5), and SR -99 (which runs north/south). An :.,°Fn
hieFffehy 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. The iff;egulaf poor spacing of traffic signals also
adds to congestion. As such, the accessibility provided by the juncture of these routes,
initially attractive to area residents, has been lost due to growth in traffic.
Transit Service —A regional park and ride lot, located southwest of 1 -5 and south of South
32e Street and the Federal Way Transit Center which opened in early 2006 on a seven -
acre site located at the southwest corner of South 316`h Street and 23`d Avenue South at
the northeast edge of Federal Way's City Center, generate most of the area's transit
ridership during peak periods of the day. King County/METRO, Sound Transit, and
Pierce Transit serve both of these sites.
The 317`h direct access ramp for Sound Transit's Federal Way Transit Center and the
Sound Transit Federal Way Transit Center both pened in early 2006 and have improved
regional transit speed and reliability because transit is able to access the city center
without having to use the congested I- 5/3201h interchange. The 317`h direct access ramp
also benefits carpools and vanpools.
Pedestrian Environment and Bicycle Facilities — A 1992 inventory of existing sidewalks
within the City (see page V -22 of the Community Profile, Feb. 1993) revealed a
deficiency of pedestrian facilities Citywide. The central core was highlighted as one of
the areas that lacked an adequate pedestrian network. For example, most of SR -99 and
portions of 324`h Street and 23`d Avenue South lacked sidewalks, although a series of
street improvements has corrected this. A The majority of walking that does take place in
the lea city center occurs within malls and along storefronts of shopping center
strips. Sidewalks connecting storefronts to public walkways are lacking. The few
sidewalks that did exist were naffew, devoid of trees, and intefmpted by nufner-ous eur-b
ettsCrossing wide, busy streets such as South 320`h Street and SR -99 can also be
intimidating.
Revised4M 2015 1 VD-11
FWCP - Chapter Seven, City Center
There are few places to sit and enjoy pleasant weather, meet friends, or have lunch
outside. The current pedestrian environment is unfriendly and unappealing. The division
that exists between pedestrians and auto areas is not conducive to establishing the active
street life desired in a City Center.
Bicyclists have even fewer facilities to choose from. City streets lack striping or signage for
bike riders who must share the road with heavy volumes of traffic. Once bicyclists reach the
area, they become frustrated by the lack of safe storage facilities for their vehicles. Covered
bike parking the is now provided at Sound Transit's Federal Way Transit Center.
Residential
The City T CC -F contains approximately 8W 888 multi - family units of housing
(listed in Table VII -1), located primarily in the area east of SR -99, south of South 312tH
Street, north of South 316" Street, and west of 28`h Avenue South. Other residential
neighborhoods surround the City Center area, such as the pockets of multi - family
housing west of Sew 1 Ith Place South and south of South 320th Street. There are also
single - family neighborhoods west of Highway 99 and north of the South 312th Street
corridor. While these neighborhoods are not located immediately within the City Center,
they are located conveniently within walking, bicycling, or vehicular distance. They
differ greatly in character and type.
IApproximately 47 percent of all residential units in the City Center are senior housing. In
1997, two senior housing projects were constructed in the r•a„ r'° ^t°- -Fr-a e ea CC -F.
These projects are located south of South 312th Street and east of 23`d Avenue South,
adjacent to the southern portion of Steel Lake Park. The two projects, Meridian/
Willamette Court and Woodmark at Steel Lake, consist of 300 and 85 living units
respectively. In 2010 a 62 -unit senior housing project adjoining the Transit Center was
constructed in the CC -C. The residents of these developments have easy access to several
shopping opportunities and services in the City Center area. it is important to note that
new :d t' 1 ♦ t' h ed in the City Cento sinee that t: o
In an effort to stimulate additional multi - family development in the City Center, the City
adopted a ten yeaF multi - family tax exemption f em pr-epefty taxes for- multi family
development -in February 2003. In addition, the City adopted a Planned Action SEPA in
September 2006 for a sub -area of the City Center, 200 acres in size, more specifically
described as an area bounded on the north by South 312th Street, on the south by South
324th Street, on the west by Pacific Highway South, and on the east by 23`d Avenue
South_ In April 2010 the City Center Planned Action Area was expanded to add
approximately ten acres and five parcels. Its boundaries are South 317`h Street to the
north South 3201h Street to the south 23`d Avenue South to the west, and the eastern
boundary is roughly in alignment with 25th Avenue South. (Map VII -2A6). The planned
action designation applies to proposed residential, retail, office, hotel, civic, and
structured parking development falling within the development envelope analyzed in this
the Environmental Impact Statement (EIS) for the Manned action. The Planned Action
SEPA and increased heights for mixed -use buildings containing multi -unit housing in the
Cite= =ntef C-eFe CC -C and City Rame CC -F -is- are
e*peeted- intended to encourage construction of multi -unit housing in the City Center
area.
Revised-204 2015 1 V11-12
FWCP — Chapter Seven, City Center
Infrastructure
Most of the existing facilities and infrastructure were inherited from King County. In
1998, the City adopted new streetscape guidelines related to roadway profiles,
streetlights, sidewalk widths, and street trees. in 1999 South 212"' Street between Paeif
Highway SRA-uth -And- 2-Id A South was widened to fi lanes, d fiew sidewalks,
tfeet lighting and street tree^ ...o. added as well as tf ff e sign .,1^ .,r 2&- A.,enue South
, sbuuro u. �.v
-And- 223"' A .,e ue South in 7001 South 22204' StFeet . .e.1 with street^eape
ele..,e.,t^ het...ee., 1 1 Dl.,..e C,,..th ...,.1 �;nh n e C-A. h. 2002, the .-e nde.. ,.f
South 3.10 Sweet .,1^., was improved—And- 2-3 d A ..enue South was widened
� , f:.e 1..e^
with sidewalks and str-eet^ a elements. New t..ff e signals at South 216 "',Cv..atrrh r2r17
_ ,
and South 322 FA Streets . installed.
Paeifie Highway 140V Lanes, Phase 1 . nstr-ueted in 20117 2004, idefied Pae fie
Highway South with an Hill/ lane in ..h direetion f em South 3 1 L'h t. 'h Th2
pf:qjeet 1 added sidewalks, nte.- medians, 1.....1^....ping and utility . ndefg- .,undi....
This p eet was the City's first of f;.." t.. ; e the Pacifie High....... /Into.- ...,t;......1
R 1 rl '.1 d was a eentini-i-Ati f the. revitalization E)f the City Cent en A list
of infrastructure improvements made since incorporation can be found in Section 7.8 of
this Chapter.
Revised 20 8 2015 1 VP 3
•
�_.
IF A
Infrastructure
Most of the existing facilities and infrastructure were inherited from King County. In
1998, the City adopted new streetscape guidelines related to roadway profiles,
streetlights, sidewalk widths, and street trees. in 1999 South 212"' Street between Paeif
Highway SRA-uth -And- 2-Id A South was widened to fi lanes, d fiew sidewalks,
tfeet lighting and street tree^ ...o. added as well as tf ff e sign .,1^ .,r 2&- A.,enue South
, sbuuro u. �.v
-And- 223"' A .,e ue South in 7001 South 22204' StFeet . .e.1 with street^eape
ele..,e.,t^ het...ee., 1 1 Dl.,..e C,,..th ...,.1 �;nh n e C-A. h. 2002, the .-e nde.. ,.f
South 3.10 Sweet .,1^., was improved—And- 2-3 d A ..enue South was widened
� , f:.e 1..e^
with sidewalks and str-eet^ a elements. New t..ff e signals at South 216 "',Cv..atrrh r2r17
_ ,
and South 322 FA Streets . installed.
Paeifie Highway 140V Lanes, Phase 1 . nstr-ueted in 20117 2004, idefied Pae fie
Highway South with an Hill/ lane in ..h direetion f em South 3 1 L'h t. 'h Th2
pf:qjeet 1 added sidewalks, nte.- medians, 1.....1^....ping and utility . ndefg- .,undi....
This p eet was the City's first of f;.." t.. ; e the Pacifie High....... /Into.- ...,t;......1
R 1 rl '.1 d was a eentini-i-Ati f the. revitalization E)f the City Cent en A list
of infrastructure improvements made since incorporation can be found in Section 7.8 of
this Chapter.
Revised 20 8 2015 1 VP 3
FWCP — Chapter Seven, City Center
..
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WIN M, fm
KNOWN
.t fill[ 1111i
Revised 2019 2015 1 VII -14
N.
M
Revised 2019 2015 1 VII -14
FWCP — Chapter Seven, City Center
7.3-5 THO LAND USE AND TRANSPORTATION CONCEPT FOR THE
CITY CENTER
Revised4M 2015 1 VII -15
FWCP — Chapter Seven, City Center
The Concept Plan
The concept is to redevelop the City Center and create a compact urban community and
vibrant center of activity. The crux of the strategy is to promote a compact urban center
with connections between where we live, work, and recreate, and to create an urban
environment that is amenable to walking, bicycling, and transit. The concept, a result of
the citizen participation process called CityShape (held in 1992 -93), implements the
community's goals outlined in Section 7.2-8. In summary, the concept is to:
• Establish a City Center-4e- an environment that supports high capacity transit
fHCT) by locating residents and workers within convenient walking distance of
HCT.
• Make efficient use of existing capital improvements by concentrating higher
intensity land uses in the City Center.
• Encourage a mix of compatible uses where housing coexists- adjaeente, above;
of near- ommercial developments.
• Create a dense residential community within walking and bicycling distance of
the core.
• Improve auto circulation in the City Center by completing the proposed street
grid, creating smaller blocks, and providing opportunities for through traffic to
travel around rather than through the core, thus minimizing the impact of future
growth on Citywide traffic patterns and congestion.
• Reduce impact of parking by encouraging structured pang, arp king; allowing
reduced parking ratios, shared parking, and other innovative and creative parking
solutions, as well as implementing guidelines that enhance appearance.
• Create pedestrian and bicycle connections throughout the City Center and to
surrounding neighborhoods. Provide a safe and inviting environment for
pedestrians and bicyclists with direct connections between activities and transit
facilities. Continue to develop and/or reconstruct streets to include sidewalks,
street trees, benches, garbage receptacles, screening of parking areas, etc.
• Create high amenity pedestrian - friendly corridors through the core, linked to a
transit center and providing an attractive civic focus to the Commons.
• Provide a civic focus to create a sense of identity for all residents. Develop
municipal and cultural facilities within the City Center core area.
• Develop public spaces in the City Center, particularly the core area. Enhance the
City Center with a network of public spaces and parks connected to the Citywide
and regional system of open spaces, parks, and trails. Encourage gathering spaces
in private development.
Revised -280 2015 1 VII-16
FWCP — Chapter Seven, City Center
Adopt strategies to protect views such as Mount Rainier, especially for civic uses
and public parks.
Map VII-3 7 applies the principles described above. The figure aepiets the City Center-
ee1=e CC -C area is located between SR -99 and I -5 and between South 316`h/317``' and
South 32A`"-aPA 324`h Streets. The City Center core area contains a concentration of
higher- density, commercial, residential, and mixed -use development, as well as civic,
social and cultural uses. The a CC -F area surrounds the core along the
west and north edges and provides a full complement of commercial, residential, and
mixed -use development at somewhat lower densities to support the core. It also provides
a transition to surrounding single - family neighborhoods.
High capacity transit serves the City Center, and pedestrian
pathways connect the HCT station with residential areas, existing and future civic spaces,
and the Commons.
Land Use Designations
This section expands on the land use concepts described previously. The City Center
chapter contains two different land use designations, each with its own distinctive
characteristics, intended to guide the evolution of the City Center-,,,ee JMap VII4.3U. The
City GenteF eeTe CC -C and frame CC -F , designations give form to the concepts
summarized in section T-35. These land use designations direct the location and extent of
growth, and will reshape the nature of development, transforming the area into a
compact, vibrant City Center.
City Center Core Area
FE* the last 20 years lower- density shopping ail areas at the edge Of the nat ; ins so,
larger- .hies have gr-adually beef. Fede..eloped and t -ans f rfnea :.,tO MO dense buy.
..ter- ul.,ting the de..el..pment patterns and sense of place of fn ere tf:adit: ..,.,1
to an area with a unique eharaeter- and improved image,
is proposed for- the eer-e area.
The intent of the eor-e afea land use designation is to create a higher- density mixed use
c<eent r" fOF 1~edeF l Way, .. and heeeme urban eenteF as envisioned in VISION 2020
and the C-WPP The CityShape vision called for concentrating growth in an area where
sufficient infrastructure capacity exists, or where such capacity can be provided
efficiently. The infrastructure within the City Center, specifically the core area, is
designed to handle the highest levels of demand within Federal Way. By orienting new
growth around this investment, the existing capacity can be utilized to its fullest extent.
The core area designation also encourages the concentration of new development to help
reduce development pressure in other areas of Federal Way.
Revised 2919 2015 1 VII -17
FWCP — Chapter Seven, City Center
0 0
• Providing new housin .. rho range
� b
of housing ehoiee� and eutfing
down Em autemebile depe b
elese pr-exifnity,
• Providing in
b
:t., to elide ntial and
retail and serviee needs ell
employment areas; and,
Residents choose to live in higher- density housing for a variety of reasons. First, higher -
density is frequently less expensive than single - family housing. Second, the convenience
and proximity to work, needed services, and cultural activities is very desirable for many
people. Finally, many people find that they do not need a large, single - family detached
house. Given their lifestyle, they appreciate the low maintenance and security of higher -
density living. There is a mutually supportive relationship between higher- density
residential uses and commercial activities. The presence of housing also activates City
Center streets, day and night.
The City Center core area will also be the central gathering place for the community —a
place where the whole community can congregate and celebrate. Accordingly, the core
sl ld will include ate- eutdeeF square, Town Square pPark, ereemmens, with public
amenities such as feuntains water features, sculpts es covered shelters, and unique
landscaping.
The
pPerforming aArts and Conference eenter-,Center eould be b' ped around th;�
Center- square- will be constructed to the north of Town Square Park (Town Center 2)
(Figure VII -2 and Map VII -S).
Revised -2W 2015 1 VII -18
FWCP — Chapter Seven, City Center
Figure VII -2
Potential Core Area Development
b* .
Revised -2838 2015 1 VII -19
FWCP — Chapter Seven, City Center
City Center Frame Area
Establishing a City Center frame area provides a zone for dense mixed -use development
that surrounds and supports the core. It also provides a transition between high- activity
areas in the core area and less dense neighborhoods outside of the frame.
The frame area allows uses that are similar to those in the core area, but are of lower- density
and intensity. Together, the core and frame areas are complementary. Encouraging multiple
unit housing mixed with business and commercial use will help Federal Way meet regional
land use goals and its housing and employment targets. This is accomplished by
encouraging the development of housing close to employment and transportation centers.
To help transform the character of this land use designation, regulatory and/or financial
incentives should be explored in exchange for amenities that contribute to a more pedestrian
oriented environment (Figure VII -3).
Figure VII -3
Potential Frame Area Development
Revised4938 2015 1 VII-20
FWCP — Chapter Seven, City Center
Circulation
r-°-'°r- ^' "'°j-'° The City Center chapter is designed in aeeer-danee aligns with VISION
20-20 2040 and and the CWPPs related to rxebili circulation. euglr Rregional travel
trends continue to show more cars on the road because the population and, therefore,
number of drivers continue to increase.; However, as fewer millennials drive, and the
population ages, there will be less Fnere trips per person, and increases a decrease in the
number of people driving alone- tThe emphasis of the FWCP is to promote a variety of
travel options such as van and car pools transit, walking, and bicycling. The City will
focus both on transportation improvements as well as influencing individual travel
choices by increasing the attractiveness of alternatives to the automobile. These
improvements should include: a smaller street rig_d bicycle routes public sidewalks and
pedestrian pathways clear and identifiable transit routes, and eventually light rail
facilities.
Encouraging growth in a compact, well defined City Center will help promote bicycling,
walking, and transit use, as well as encouraging shorter automobile trips. The City Center
will be connected to other regional urban centers and areas of the City by a multimodal
transportation system, including a fast and convenient regional transit system.
Revised 2 919 2015 1 VII-21
FWCP — Chapter Seven, City Center
Automobile Circulation
The current network of collector roads and arterials, the disjointed grid, and large block
sizes contribute to significant traffic congestion within the City Center. The solution is
not necessarily to construct wider roads. Streets become less efficient as the numbers of
lanes increases. Building new streets versus widening existing streets is more cost
effective, yields greater capacity, and will have less impact on the City Center.
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. To the extent possible, the City should connect streets to
form a tighter grid within the City Center, especially in the core, by negotiating new public
rights -of -way and building new streets. This "interconnectivity" serves to shorten and
disperse trips, and consequently reduce travel on existing congested arterials. Map VII -3-8
indicates the proposed street network changes. Additionally, ll• alter-natives to atite travel su�h
as van and ear- peels, transit, pedestrian eeffider-s, and bieyele paths shetild a!
emphasized.
Revised 2019 2015 1 VII -22
FWCP — Chapter Seven, City Center
Via el
Pedestrian /Bicycle Connections
Pedestrian and bicycle mobility is a vital part of the future City Center circulation system.
Improvements for pedestrians and bicyclists should support increases in transit services
and promote the development of the City Center.
This chapter addresses the lack of pedestrian amenities and pathways by recommending
changes to the development patterns and transforming the character of the streetscape. As
the street system is redeveloped to better accommodate the needs of pedestrians and
bicyclists, a network of facilities for people on foot and bikes will be established such as
already exists for people in cars.
Reducing the size of the street grid as proposed, ' , and creating
pedestrian paths through larger parcels is critical to establishing walking patterns that
reduce dependency on the automobile. As individual sites are designed and developed to
be more pedestrian friendly, and as the City provides improved pedestrian linkages, the
pedestrian system will handle an increasing share of trips. As such, the City adopted
special street design standards for the City Center in 1998. These include 12 -foot
sidewalks with street trees and pedestrian -scale street lighting. As streets are constructed,
additional amenities such as benches, trash receptacles, and landscaped corner treatments
may be added. Bike lanes will also be provided in a grid tighter than the rest of the City
on through streets that avoid multiple turn -lane conflicts.
In addition to adding public sidewalks and creating mid -block pathways, Map VII-69
depicts dw-ee six principal pedestrian connections to improve pedestrian circulation.
The first goal associated with improved pgdestrian/bicycle connections is developing
connections between the HCT station, adjoining bus transfer facilities, and other uses.
The pedestrian and bicycle system is essential to other travel modes, particularly transit.
Many transit trips begin and end as pedestrian trips on public rights -of -way.
Therefore, A 1 buildings within proximity tom where trips begin and end
should be required to facilitate pedestrian and bicycle movement.
The second goal is to establish pedestrian and bicycle connections to the Commons, the
City's largest generator of vehicular and pedestrian traffic. Linkages between the transit
station and the Commons are important. Unfortunately, South 3201h Street is wide,
congested, and presents a significant barrier to this connection. Providing an at -grade
pedestrian and bicycle crossing could increase congestion and vehicular and
Revised 2010 2015 1 VII -23
FWCP — Chapter Seven, City Center
pedestrian/bicycle conflicts. To facilitate this connection, and encourage redevelopment
of existing parking areas, this chapter proposes the continued consideration of a
pedestrian bridge spanning South 3201h Street. The pedestrian over -pass would create a
major connection between two areas in the City Center that have a high potential for new
development and redevelopment.
The third goal is to connect the City Center to nearby neighborhoods and parks.
Residential neighborhoods of varying densities surround the City Center. Steel Lake and
Celebration Parks are located to the northeast and southwest of the City Center,
respectively. Both pedestrian and bicycle trails should extend to these residential
neighborhoods and parks. Roads extending to these areas should emphasize the
pedestrian connection by including additional pedestrian amenities.
In order to provide good pedestrian connectivity across multi -lane arterials such as South
3201h Street and Pacific Highway South, crossings should be provided more closely than
the existing' /4 -mile spacing of traffic signals. Unsignalized pedestrian crossings would
not be very safe, yet closer spacing of traffic signals make two -way signal coordination
impossible to achieve, creating much more congestion and worsening safety and air
quality. These conflicting needs must be resolved through the design process as these
streets are reconstructed. One solution although it would an expensive one, would be to
construct a pedestrian overpass across 320th Street.
Revised -2040 2015 1 VII -24
FWCP — Chapter Seven, City Center
mpvmr
1.9
•
•
Transit
Efficient, convenient, and reliable transit is an important to the City's
component of the City's vision of reducei_g auto dependency through the creation of
viable travel options. Transit will play an important role in the development of the City
Center and the region as a whole. A multi -modal system that includes transit will bring
commuters and shoppers to and from other areas of Federal Way and adjacent
communities. A high capacity transit system with a principal stop in the core area will
distribute people regionally and connect to other bus based transit systems. Transit stops
throughout the center will help shoppers, employees, and residents to circulate around the
City Center without the need to get into their cars. Encouraging a mix of land uses and
densities at major transit access points will help meet passenger needs and reduce vehicle
trips.
High Capacity Transit
The Federal Way Transit Center opened in early 2006, on a seven -acre site located at the
southwest corner of South 316`h Street and 23`d Avenue South, at the northeast edge of
Federal Way's City Center. The transit center is a regional bus transit facility supporting
Sound Transit, King County METRO, and Pierce Transit. It includes a five -level
structured parking garage with 1,200 parking spaces, a pedestrian bridge between the
transit decks and parking garage, bicycle storage, and shelters for waiting passengers.
The Transit Center is considered by the City as a major anchor to the urban center
Revised 2010 2015 1 VII -25
FWCP — Chapter Seven, City Center
POI
MN
i
designation in the Vision 24A 2040 plan adopted by the PSRC. The project also includes
a high occupancy vehicle (HOV) direct - access ramp connecting the transit center to
Interstate -5 via South 317`h Street. In addition, approximately one acre of the transit
center site has been set aside for future transit - oriented development (TOD), and is now
designated Town Center IV (Figure VII-1 and Map VII -5), consistent with the
comprehensive plan vision for the City Center. In 2010, Senior City, a TOD development
of 62 units of senior housing was constructed adjoining and east of the station.
Sound Transit is working with Puget Sound citizens and City representatives to develop a
HCT network linking Everett, Tacoma, Seattle, Bellevue, and communities between
them. Three light rail stations are proposed in Federal Way, including one in the City
Center -seFe -area.
In April 2015 Sound Transit released an Environmental Impact Statement (EIS) regarding
alignment and station location alternatives in the City Center. The EIS identifies two
primary alignment alternatives —1 -5 or Pacific Highway South. The EIS also identifies five
potential station locations in the City Center. Two of the potential stations would facilitate
a Pacific Highway alignment and three would facilitate an I -5 alignment. Map VII -10
shows four stations. The station just south of the existing Transit Station would facilitate
both alignments Map ;N -T depicts the approximate HCT alignment and the 10,..,tio , r
tf:ansit station. The Sound Transit Board will select a preferred alignment in 2015.
The FAVCP .des not depend sole!„ en the development of a HCT- s .st° r., The proposed
one t of 1 t eFt t' options. While HCT . ill help regional and 1 .,1
tr-anspei4afien needs, othef fnedes will centinue to play a Ykal Fele. Many of dw
. har-aetefisties that ., ° desir - °.1 , ithi., the City Cent °r and 0 ,art HCT also s .art
basing, bieyeling, and walking-.
in ordef: to ° ° transit . the high a eit„ transit station provides ,:t:....
°, a.o uaa au.auub
„t passenger- d ff zones, safe ., St ., rop o .,f° lighting, street furniture Star-es ° ° adjoining
the station ean take advantage of the eeneentr-ations of people by speeializing in goods and
needed by ,.e..-,mut°rs s,,,.1, as dfr , eleaning videos news kiesks and .lay ear-,
Way's FedeFal
by other fernis of transit. Dr idi g for- edestr . /1.:e ,.1° aeoessibility between suFFau ;.did
essential. i, stf:eet netw f:k, general vieinity, park & ride lots, and the HCT is ides to Guide Transit Planning and Establish a City CenteF High Capaefty
insit Station
Revised 2010 2015 1 VII -26
FWCP — Chapter Seven, City Center
pedestr:.,.a/1.:eyele oriented land p ttems c-ifi .ally in thaaa. e e e e
use e a.va a. area.
CC P28 D ..t', ., t t' 1 r-egional e ffons to develop an 14CTsystem to s e the
City Centef.
CCP29 Establish the most intensive levels of tr-ansit seFYiee to the City Center- area.
CCP30 inte .ate t.- :t ate with a st; ad right of way.
CCP31 integrate the high e :t.. transit system with ,the.- tFa u odes
sei-ving FedeFal Way and the region.
f`CP32 integrate bieyele and pedestfian fiac- il:t:es with and eet to high .. ..: t.,
�a v :ia.a,a a., a,aaaa
transit facilities d ht f way sition > f6eility design, and optional
phases.
Civic Buildings and Open Spaces
Public buildings including community centers, libraries, city hall, performing arts
theateiH, and conference centers, and schools provide places for the community to meet,
exchange ideas, and socialize. The City should take advantage of every opportunity to
locate a variety of civic buildings in and around the City Center. This will occur over
time, but it is necessary to establish a clear direction through public policy.
A network of outdoor spaces for recreation, strolling, gathering, and dining will make the
City Center a lively and attractive place to live, shop, and conduct business. Each type of
space should serve a range of users and activities. Outdoor spaces should range from a
major urban park, like Town Square Park, that is the focal point for downtown, to pocket
urban plazas for lunch time gathering by residents, visitors, and workers. Some spaces will
be publicly built and maintained, others will be constructed along with private
development. Privately developed gathering space is a major component of all City
Centers: small parks and plazas are opportunities to enhance the urbanscape and image of
the City Center. Courtyards; wand forecourts are ways to fitly integrate open
space to enhance a project. Visitors, shoppers, and employees often perceive these private
spaces as public. The City should commit to assist in or provide incentives for, the
development of plazas and parks that are open to the public
Revised -284-0 2015 1 VII -27
FWCP — Chapter Seven, City Center
W.
GE
iF-0
The City should eommit t :mot : .:ale : ntiyes Fer the development of plazas
and p -ks that are en to the n „hl;. Alap 4W Q proposes -Presently, Town Square Park
(Town Center II) acts as a central outdoor gathering place within the core area, sueh as
, which and it will become the focus of community activities in the
core. The City is also in the planning process for Town Square 1, a performing
arts and conference center; Town Center III an eight acre site now under the
City's control which will be redeveloped with a mix of commercial, residential,
and educational uses; and Town Center IV, a one -acre transit - oriented
development opportunity directly adjacent to the Transit Center (Figure VII -1).
Uses ar-ound the edges of this plaza, such as transit f4eilites and e,fes should he
t d
to t t' 't throughout the day. The edges of the plaza should b. vv e
uau
4yel-1- de4m.—P-d -And- I-Afldseaped to soften the hard sur-faees of adjaeent buildings and
r,-eets This should be physie.,ll, and ally linked to the ee„t. -.,1
e CV LLlli \/L/LLLL LLl
pedestrian spine and transit eentef-.
system wiMim Me City Center- to meet the needs of r-es-ident-s, employees, an
visiter-s. T/, f 'l't' alld should e et to the Git.,. ide
regional system .,F...l.l: spaees, rl,.. and t.. :1..
f 'l:t:es th fo hoot the City Center-. P-FofHete paftnefships between the _City af
other- agenei .,te anizations, and individuals to develop and Fneet the
needs of City (' t ,1 the general :ty Fe,- these ty of facilities.
CCP35 Emphasize 1 t: .,.1 cultural facilities within the Planned Y hl:.L,L i`
facilities could- ineldp. ?\R . 1:., Ritie a l:hr
:b aft ,
x.
throughout the City Center-. T and bank par-eels in the e e e., for- Liiu:°
munieipal faei rcces.
Revised - 2818 2015 1 VII -28
FWCP — Chapter Seven, City Center
Parking
The continued use of expansive surface parking eenfl ets with the beal of acts as an
obstacle to redeveloping the City Center as a higher - density, mixed -use area that is
pedestrian - friendly and supports the use of public transportation. It is, therefore,
necessary to reduce the need For- make more efficient use of parking and encourage the
provision of structured parking within these areas.
Moreover, parking lots have high redevelopment potential. There are numerous examples
of communities similar to Federal Way where former parking lots now contain multi-
story developments. Large amounts of parking will be needed for many years to come.,
14however, as development pressures and land values increase,
e geRSi a -and property owners v44 may be able to afford the conversion from surface
parking to structured parking. In the interim, the City should encourage site layouts that
facilitate future redevelopment of parking areas.
The City should examine the feasibility of partnering
with the private sector to constructi-i}g a parking structure in the downtown commercial
core area. Figure VII -4 is a conceptual illustration of the redevelopment of surface
parking around a mall. Additionally, the City may designate certain streets for on- street
parking.
Figure VII -4
Potential Redevelopment of Surface Parking Areas
or-abovegfoufld4 in lieu
develop stf:uetur-ed par-king in the downtown eommer-eial eoFe area.
CCP40 The City will ° ° the p of st •....t, red ..., fkin .
„b vu ruaay..b.
C-C-P41 Buffer- t c-empatibility between suffetinding Fe f +ease !aF,-eF lots, , speeial lighting, and pedestr4all
walkways.
Revised 2010 2015 1 VII -29
FWCP — Chapter Seven, City Center
Over f imne, parking garages, loran parking requirements and shared parking can
allow for snore intensive development of land.
Streetscape
To improve livability within the City Center area, the City must complete the street
network and continue to develop streets in accord with its new street standards. The street
grid must be well interconnected to make travel from one place to another as efficient as
possible. The key to achieving this is to consider streets as a network that will serve
Revised -2848 2015 1 VII -30
FWCP — Chapter Seven, City Center
pedestrians, bicycles, and transit, in addition to automobiles. In areas where increased
density is proposed, existing streets must continue to be retrofitted with sidewalks, street
trees, street furniture, and other amenities. Allowing on- street parking also creates a
buffer between pedestrians and vehicles. It also allows shoppers and visitors to park
easily for short amounts of time. On- street parking should be permitted on City Center
streets, (where feasible) exeept d ffing the Fner-ning and eyening eemEnuting hours when
the extra lanes are needed to .,d t° the °,.tom., high , ..1.,,nes of r,-aff e
The Transportation chapter illustrates several street standards developed specifically for
the City Center area. These streets will connect to other proposed and existing streets to
complete a street grid. Street standards f existing and proposed streets within the City
Center- ° n be found in the se nd seetion E)f the T,.anspei4afion ,.hapter. These standards
also incorporate the City Center Street Design Guidelines adopted by the City Council in
May 1998.
THEIURBAN CENTER
Federal Way's CC -C area has been designated as an urban center. VISION 2040 has
specific requirements about what must be included in urban center plans. These include
land use; housing and employment targets; mode -split goals, key job sectors and industry
clusters; and policies and programs for innovative stormwater management.
Land Use
The urban center is presently characterized by mostly retail and service, with only 62
units of senior housing constructed in 2010 (Table VII-II, Maps VII -4 and VII -5). A key
element of VISION 2040 and the CWPPs is to focus growth into dense walkable mixed
use urban centers.
Housing Targets
Demographic shifts in the housing market will contribute to the development of the urban
center. These include a shrinking proportion of households with children and an
increasing proportion of racially and ethnically diverse households and households with
singles families without children and seniors. These rg owin dg emographic _groups have
historically shown a preference for higher - density housing near transit. To address, this
demographic shift the housing target for the urban center has been set at 2,521 units.
This means that there is an additional target of 2,459 residential units, which is 30 percent
of the overall city target of 8,100 residential units.
Employment
Maior Employment Sectors
As discussed in Chapter 4 "Economic Development," and shown in Table IV -III, almost
23 percent of jobs in the City are in services followed by health care, retail, and tourism.
Based on data provided by PSRC almost 59 percent of total obs in the urban center are
in the services sector (this includes jobs in health care and tourism), with 32 percent in
Revised- -28 2015 1 VII -31
FWCP — Chapter Seven, City Center
retail. PSRC suppresses employment information for a particular sector if there are very
few employers in that sector in order to protect the identity of the employer. Therefore,
even though the total number of jobs in the urban center in 2010 added up to 3,389, due
to suppression of jobs neither the jobs nor percentages in the identified sectors will add
up to 100 percent.
Table VII -II
Land Use in the Urban Center, April 2015
Use
Total Square
Footage
# Residential Units
Motels
Motel Rooms
Employees
Commercial (Retail)
5,720,595
853
—
2.89%
-
Office
123,069
Finance,Insurance
1,964
6.66%
Hotel
385,781
and Real Estate
4
556
Industrial
-
Retail
4,585
Institutional Uses
728,251
31.66%
Services (Excludin�
6,765
Single Famil
-
58.6%
Health Care &
Tourism 1
Tourism
Multi -famil
-
Healthcare
5.713
19.38%
Senior Housin
30,834
62
Religious Services
193,070
Open Space
Parks
174,825
Recreation
Utilities
37,886
Vacant Land
366,757
Total
62
4
Table VII -III
2013 Employment in the Urban Center
Employment
Category
City -wide
Urban Center
Employees
Percentage of
Total
Employees
Employees
Percentage of
Total
Employees
Construction and
853
—
2.89%
-
Resources
Finance,Insurance
1,964
6.66%
219
6.46%
and Real Estate
Manufacturing
516
1.75%
Retail
4,585
15.55%
1,073
31.66%
Services (Excludin�
6,765
22.95%
1,986
58.6%
Health Care &
Tourism 1
Tourism
3,654
12.40%
Healthcare
5.713
19.38%
Wholesale Trade,
1,644
5.58%
Transportation and
Revised 2838 2015 I VII -32
FWCP - Chapter Seven, City Center
Employment
Category
City -wide
Urban Center
Employees
Percentage of
Total
Employees
Employees
Percentage of
Total
Employees
Utilities
879
1,212
1,161
Government: Public
1,696
5.75%
_
_
sector employment
excludin education
Education
2,087
7.08%
Total
29,477
1 100%
3,389
96.72%
Source: PSRC 2013 Covered Employment Database
Industry Clusters
Industry clusters are QeoQranhically concentrated cooperative networks of interdependent
firms and related institutions where the close contacts of the members and the
continuous fast knowledge exchange between them contribute to the competitive
increase of both the members and the whole region. An active local cluster includes firms
and support organizations working together to achieve results that would not be possible
individually.
Cluster data for the Urban Center generated by PSRC can be found in Table VII -IV.
Table VII -IV
Industry Clusters in the Urban Center
Cluster
2010
2013
Business Services
218
248
Tourism
964
879
1,212
1,161
Employment Targets
VISION 2040 and the CWPPs envision urban centers to contain current or planned
concentrations of the region's most significant business, governmental, and cultural
activities with large regional markets. Accordingly, the total number of jobs for the year
2035 for the urban center has been set at 6,823. This means that there is an additional
target of 3,434 jobs which is 28 percent of the overall city target of 12,300 jobs.
Transportation
Concentrating_ growth in a specific area also supports investment in transit, including a
regional HCT system. Existing low- density development does not generate sufficient
levels of demand to optimize the return on investment in transit. Promoting higher-
Revised-19W 2015 1 VII -33
FWCP — Chapter Seven, City Center
density uses within walking distance of transit facilities will improve the viability of this
significant infrastructure investment.
Additionally, concentrating the highest density of development in the urban center, where
a significant number of jobs and residences will be within walking distance of a transit
station helps reduce dependency on the automobile and improve pedestrian mobility.
The urban center emphasizes pedestrian, bicycle, and transit mobility.
As shown in Table VII- V, based on PSRC's 2010 Summary Statistics in the Federal Way
Profile on Urban Centers mode split in 2010 was 79 percent single occupancy vehicle
(SOV). The City's 2040 goal for the urban center is a 70 percent SOV rate.
Table VII -V
Mode -Split Goals
Source: PSRC's Federal Way Profile on Urban Centers and City of Federal Way Traffic Division
Environment
Critical Areas
There are no wetlands, streams, or eeolosically hazardous areas within the urban center.
However, there are three aquifers that underlie the City. Federal Way is partially
dependent on groundwater as a source of drinking water. Groundwater pumped from
Lakehaven Utility District wells originates from these three aquifers. The Lakehaven
wells are protected by regulations that designate wellhead protection zones. The western
portion of the urban center is located within a 10 -year wellhead protection zone.
Stormwater Management
Conventional tools to manage stormwater runoff focus on mitigation and flood control b
collecting runoff via conveyance systems and detaining the excess volume in ponds or
vaults. However, the conventional tools typically do not provide local groundwater
recharee, require laree volumes of surface or subsurface storage, and provide limited
water quality treatment.
Consistent with Department of Ecology permit requirements the City is moving toward
oward
making a low impact development (LID) approach as the preferred method where
Revised 2919 2015 1 Vim
2010
2040
Single Occupancy Vehicle
79%
70%
High Occupancy Vehicle
9%
13%
Walk and Bike
3%
4%
Transit
92
1 13%
Source: PSRC's Federal Way Profile on Urban Centers and City of Federal Way Traffic Division
Environment
Critical Areas
There are no wetlands, streams, or eeolosically hazardous areas within the urban center.
However, there are three aquifers that underlie the City. Federal Way is partially
dependent on groundwater as a source of drinking water. Groundwater pumped from
Lakehaven Utility District wells originates from these three aquifers. The Lakehaven
wells are protected by regulations that designate wellhead protection zones. The western
portion of the urban center is located within a 10 -year wellhead protection zone.
Stormwater Management
Conventional tools to manage stormwater runoff focus on mitigation and flood control b
collecting runoff via conveyance systems and detaining the excess volume in ponds or
vaults. However, the conventional tools typically do not provide local groundwater
recharee, require laree volumes of surface or subsurface storage, and provide limited
water quality treatment.
Consistent with Department of Ecology permit requirements the City is moving toward
oward
making a low impact development (LID) approach as the preferred method where
Revised 2919 2015 1 Vim
FWCP — Chapter Seven, City Center
feasible to supplement or replace the conventional tools for stormwater management. LID
shifts the stormwater focus from a structural measure to a source reduction approach.
7. 7 VISION STATEMENT
By the end of the comprehensive planning horizon in 2035, the Federal Way City Center
has evolved into the cultural, social and economic center of the City and fulfilled its role
as one of Puget Sound's regional network of urban centers. This role is reinforced by
pedestrian- oriented streetscapes• an efficient multi -modal transportation system; livable
and affordable housing increased retail service, civic, and office development in a
compact area; a network of public spaces and parks, superior urban design; and a safe
and vibrant street life.
The City Center is responsive to the needs of the City's residents. In addition to eg neral
services that draw people from outside the region, such as retail, office, cultural,
entertainment, and hotel uses, the City Center is the primary commercial area providing
local goods and services to the surrounding neighborhoods, and to residents and
employees within the center area.
Private development and City- initiated actions have resulted in a balanced transportation
network that accommodates automobiles, public transportation, high occupancy vehicles,
pedestrians bicyclists and integrated parking. Pedestrian, bicycle, and transit circulation
is emphasized along with other travel modes. The downtown urban fabric includes
smaller blocks, lending itself to efficient and pleasant travel. Concentrated development
allows a significant number of jobs and residences to be located within close proximity to
transit, including a High Capacity Transit Station (HCT), thus, reducing dependency on
the automobile and improving pedestrian mobility. The regional HCT system with
regional express bus service has evolved to include fixed guide -way systems, such as
light rail. Direct access to a regional transit system links the City Center to Seattle,
Everett, Tacoma, Bellevue, SeaTac International Airport, and other regional and local
destinations.
The diversity of housing opportunities now include high -rise and/or mid -rise mixed -use,
which help to meet a significant portion of the community's housing needs. City Center
residents walk or take transit to shop work and recreate. Community facilities and
services, public spaces, parks and trails complement the variety of housing and provide
places for residents to come together as a community.
A central at�gplace for the community, the Cif Center, is where the whole
community can congregate and celebrate. Civic and cultural facilities including a
Performing Arts and Conference Center, park and open -space system, meet the needs of
residents, employees, and visitors. These amenities connect to the Citywide and regional
system of open spaces, parks, and trails. Public and private projects contain such design
Revised 2010 2015 1 V1145
FWCP — Chapter Seven, City Center
elements as fountains, sculptures, and unique landscaping_
The quality of urban design for all developments, including streets buildings and
landscaping is high and contributes to an improved quality of life. Public buildings and
spaces also set a high standard for design and compatibility with adjoining uses.
7.8 G06LS AND POLICIES
The following goals provide overall direction to polite makers and community members
when making choices about growth and development within Federal Way's City Center.
CCG 1 Create an identifiable City Center that serves as the social, cultural, and
economic focus of the City. Define a City Center with distinct boundaries, unique
building types, and special features.
CCG2 Attract a regional market for high quality office and retail uses which increases
employment opportunities adds to the City's tax base and establishes Federal
Way's City Center as an economic leader in the South King County region.
CCG3 Foster distinct districts within the Citv Center, defining the roles and
characteristics of each such district.
CCG4 Encourage a mix of compatible uses to maintain a lively, attractive, and safe
place to live, work, and visit.
CCG5 Focus on improving the existing character and image of the City Center.
CCG6 Encourage housing opportunities in mixed residential /commercial settings.
Promote housing opportunities close to employment.
CCG7 Develop land use patterns that will encourage less dependency on the single
occupant automobile.
CCG8 Provide a balanced transportation network that accommodates public
transportation high occupancy vehicles pedestrians bicyclists, automobiles, and
integrated parkin
CCG9 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_
CCG10 Create policies and regulations to encourage more efficient use of parking
facilities and to foster new, innovative, and creative parking solutions.
Revised 2010 2015 1 W36
FWCP — Chapter Seven, City Center
CCG11 Focus new growth in the City Center and allow for higher intensity uses and
densities.
CCP1 SUDDort a concentration of uses within the Citv Center to create a financial, retail
business, civic, and cultural hub of Federal Way.
CCP2 Develop an attractive City Center that will attract quality development.
CCP3 Continue to support land use regulations that allow the higher intensity
development expected over the next 15 to 30 years.
CCP4 Continue to develop a City Center that is the primary commercial area providing
local goods and services to the surrounding neighborhoods and region, and to
residents and employees within the center.
CCP5 Utilize the SEPA Planned Action and provide streamlined permit review in the
City Center to accelerate progress towards meeting the vision.
CCP6 Work with urban service providers to ensure sufficient capacity is available for
development.
CCP7 Allow for a variety of uses and mixed -use development within buildings, or
complexes. Ensure that mixed -use development complements and enhances the
character of the surrounding residential and commercial areas.
CCP8 Provide incentives to encourage residential development in City Center.
CCP9 Promote the siting of cultural and civic uses within the City Center. The City
should always consider City Center sites in siting analyses and decisions
regarding potential civic and cultural uses that it develops. In addition incentives
should be explored that could attract cultural and civic uses over which the City
does not have direct control.
CCP10 Continue to develop land use regulations that encourage the City Center to
accommodate higher - density residential uses accompanied by residentially
oriented retail and service uses.
CCP11 Continue to provide amenities such as community services parks and public
spaces to meet residential needs.
CCP12 Continue to ensure effective transitions between frame area development and
nearby lower- intensity development.
Revised 2010 2015 1 VII-37
FWCP — Chapter Seven, City Center
CCG12 Improve the flow of vehicular traffic through the City Center and minimize
increases in congestion.
CCP13 Improve traffic flow around and through the City Center by extending the street
network creating smaller blocks and completing hag road along the west
edge of the City Center.
CCP14 Reduce congestion by supporting the Commute Trip Reduction Act. Develop
commuting alternatives to single occupancy vehicles, including transit, walking,
and bicycling.
CCP15 The City's LOS standard shall be based on average person -delay to allow lower
LOS for single-occupant vehicles and support pedestrian - friendly designs and
HOV treatment.
CCG13 Promote and facilitate the effective use of non - motorized transportation. Create a
safe, efficient, and enjoyable pedestrian and bicycle system.
CCP16 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.
CCP17 Continue to enforce and refine zoning codes, site planning requirements, and
street design standards as necessary, to establish a more pedestrian and bicycle
friendly environment.
CCP16 Encouraee new development to include active ground floor uses such as shops
community services, office, and restaurants.
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.
CCP20 Continue to site and screen parking lots to minimize impact on the pedestrian
environment.
CCP21 Connect the main entry of buildings to public sidewalks by a clear, identifiable
walkway.
Revised 200 2015 1 VII -38
FWCP — Chapter Seven, City Center
CCP22 Encourage transit use by improving pedestrian and bicycle linkages to the
existing and future transit system and by improving the security and utility of
park- and -ride lots and bus stops.
CCP23 Establish clear and well- marked pedestrian crossings to reach transit facilities
and other uses at a maximum spacing of 660 feet.
CCP24 Connect Celebration Park and Steel Lake Park via a pedestrian/bicycle pathway
bisecting the City Center. Orient buildings urban open spaces, plazas, etc., to
pathways where feasible.
CCP25 Continue to improve the pedestrian/bicycle circulation along, South 3201h Street
and Pacific Highway South.
CCG 14 Work with the transit providers to develop a detailed HCT plan for the City
Center. Identify facilities services and implementation measures needed to make
transit a viable and attractive travel mode. Tailor the plan to meet local needs
through rapid transit express buses and/or demand - responsive service.
CCP26 Continue to focus transportation investments to support transit and pedestrian/
bicycle- oriented land use patterns.
CCP27 Participate actively in regional efforts to develop an HCT system to serve the
City Center.
CCP28 Establish the most intensive levels of transit service to the City Center area.
CCP29 Integrate any transit system with existing or new road right -of -way.
CCP30 Integrate the high capacity transit system with other transportation modes serving
Federal Way and the region.
CCP31 Integrate bicycle and pedestrian facilities with, and connect to, high capacity
transit facilities during right-of-way acquisition and facility design.
CCG15 Develop civic and cultural facilities in addition to a public space and park system
within the City Center to meet the needs of residents, employees, and visitors.
These facilities and spaces should connect to the Citywide and regional system of
public spaces, parks, and trails.
Revised -2418 2015 1 VII -39
FWCP - Chapter Seven, City Center
CCP32 Promote a diversity of public and privately funded recreational and cultural
facilities throughout the City Center. Promote partnerships between the City and
other agencies, private organizations and individuals to develop and meet the
needs of the community for these types of facilities.
CCP33 Acquire land necessary to provide a broad range of development opportunities
throughout the City Center.
CCG16 Encourage the development of a higher- density, mixed -use City Center that in
turn will reduce parking demand per square foot or per unit.
CCP34 Encourage public and private parking structures (below or above ground) in lieu
of surface parking in the core area As redevelopment occurs and surface parking
becomes increasingly constrained consider a public /private partnership to
develop structured parking in the downtown commercial core area.
CCP35 Encourage the provision of structured parking.
CCP36 Buffer parking areas to increase compatibility between surrounding uses. For
larger lots provide substantial landscaping, special lighting and pedestrian
walkways.
CCP37 Site and orient buildings and parking to allow redevelopment of surface parking.
CCP38 Allow on- street parking to create a buffer between pedestrians and traffic,
depending on street characteristics and role within the City Center. On- street
parking should be viewed as a component of the parking supply for the area.
CCP39 Encourage shared parking between uses to maximize the use of available parking
within the City Center.
CCG 17 Plan for land use patterns and transportation systems that minimize air pollution
and greenhouse gas emissions.
CCP40 Continue to build a multimodal transportation system, as described in Chapter 3,
"Transportation," so that people who live and work in Federal Way have a
variety of convenient low -or no- emission transportation options.
CCP41 Continue to promote commute trip reduction strategies as a way to reduce air
pollution and greenhouse gas emissions.
Revised 2019 2015 1 VII -40
FWCP — Chapter Seven, City Center
Go
al
CCG 18 AS part of new development or redevelopment, encourage the use of innovative
Pol
techniques such as Low Impact Development.
icies
CCP42 Encourage the use of low impact development stormwater facilities or use other
similar stormwater management techniques to promote aquifer recharge.
CCP43 Establish land use and building controls to use stormwater infiltration, such as
low impact development and green stormwater infrastructure techniques
wherever feasible and to minimize the amount of impervious surface created by
Go
development.
d
CCG19 Consider protecting views from civic buildings and uses such as the Performing
Policies
Arts and Conference Center, for the enjoyment of citizens.
CCP44 Consider providing incentives and/or adopt regulations, for view protection of
PAL—
scenic vistas.
E
*a Improve the Street Networ-li and Str-eetseape ChaFa
Goal
CCG2420 Maintain street designations that reinforce the unique characteristics of
the City Center.
Policies
CCP45 Continue to acquire right -of -way, primarily through dedication from
development, to complete and enhance the street network.
CCP46 Continue to design streets as public spaces, with appropriate pedestrian
amenities, trees, sidewalks, bicycle paths, transit services, street furniture, and
trash receptacles.
CCP47 Continue to construct streetscape improvements as an integral component of
any roadway improvement.
Revised 2919 2015 1 VII41
FWCP — Chapter Seven, City Center
CCP48 Encourage buildings to front or face public rights -of -way, providing clear paths
from the sidewalk to all entries.
CCP49 Do not widen any streets except for Only SR -99 and South 3201h Street shall be
wide to more than five lanes.
CPP50 Continue to look for opportunities such as the dedication of the flagpoles and
the renaming of the downtown stretch of South 320'h Street as Memorial Way
to reflect local values and create a unique community character.
7-.-7.49 1 IMPLEMENTATION
Developing a City Center will require collaboration between government entities,
citizens, and developers. Phasing and development of certain elements, such as high
capacity transit, are outside the City's control. Therefore, an implementation program
must be flexible. It must also be tied to general goals, policies, and strategies rather than a
detailed, step -by -step list of actions. The implementation section consists of-
A set of strategies to guide implementing actions;
An illustration of how these strategies can be realized over time; and
A 15 year action plan.
Implementation Strategies
Specific strategies must be pursued in order to coordinate various elements and actions that
are dependent upon one another. For example, private development depends upon
adequate infrastructure and amenities. Effective transit service depends upon supporting
land use development to provide sufficient ridership. Residential communities require
adequate transportation and services, a pedestrian friendly environment, open spaces, and
jobs to foster a sense of community. in addition, h Of the City CeHt ''S Fedevelopme
However, regulatory and infrastructure actions
must be taken in the interim to prepare for these developments. The following strategies
form the basis to achieve desired City Center development.
• Maintain regulations to shape and influence new development (1 -20 years).
Discourage low intensity auto oriented development in the seFe City
Center.
Provide regulations and incentives to achieve a high intensity, mixed -
use, pedestrian friendly development.
Efte-eur-age residential development in the City Center- ffame afea.
Revised -288 2015 1 VII42
FWCP — Chapter Seven, City Center
*— Encourage high- density residential development in the City Center
Core ( 1rb .. Center)
f All short term in-vestment ' the f afne area that Will s peft len..
• Continue and enhance incentives to foster desired redevelopment in the City Center.
■ Maintain, and consider increasing, the City Center redevelopment fund.
■ Consider appropriate public - private partnership opportunities as they present
themselves to leverage desired development.
■ Pursue appropriate redevelopment of City owned parcels.
■ Continue to respond to opportunities for City acquisition and repositioning of
key properties as they become available.
• Develop specific plans to construct needed street and infrastructure
improvements (1 -5 years).
Develop plans to define the location of street rights -of -way for
completing the street grid and constructing transit facilities to provide
predictability for developers.
Construct arterial improvements with associated landscaping and
pedestrian amenities (timing set by capital facilities program).
Pr-ep tFe Per the adopted pedestrian and bicycle plan, and-construct
sidewalks, pedestrian paths, mid -block connectors, and bicycle
connections to all areas of the City Center and particularly to it the transit
center (ongoing effort).
• Consider development of structured parking facilities as needed to support more
intensive development and gradually convert the core into a less auto dependent
area.
Develop par-king standards for- the City Center- .r°
• Improve both local and regional transit service.
■ Develop- Coordinate with Sound Transit to develop -a regional HCT
station in the City Center at the transit ,.enter (15-20-2-5-years).
• Construct civic features, public spaces, parks, and other urban elements to create
a true urban center and promote civic identity (5140 years).
• Develop major civic facilities in the City Center such as, Municipal
Facilities, pPerforming aArts and Conference eCenter, and rvefeation
eenter parks, to generate social and economic activity's 1 ).
Add 'r' r id t' 1 to build hh� h .1 !h
f�rrtcmric; r- cvZCSxazcrr�Tm- -caciiTrvvcriia�ic°�T�°c�rsrro oirro�v a�-�b;;;
Revised =0 2015 I VII43
FWCP — Chapter Seven, City Center
■ Include landscaping and pedestrian improvements in all street
construction (incremental program tied to actual improvements).
Phasing
Transforming the existing downtown commercial core area into the proposed City Center
is an ambitious task. It requires a significant transformation from a low- density,
automobile oriented, largely retail area to a higher intensity, more pedestrian oriented
mixed -use area. The City Center chapter acknowledges that the core will take some time
to develop. The City can facilitate these changes if a series of small steps are taken over
time. This is especially true if the steps are consistent with the emerging economic,
social, and demographic trends. As is the intent of this plan, the phasing scenario
presented here accounts for the timing of market projections and future actions.
As noted above, the implementation strategy is keyed to projected trends and regional
planning goals. Its form and character, as envisioned in the chapter, are dramatically
different from anything that now exists in the center. Recently, there has been a substantial
increase in interest in redevelopment opportunities within the City Center, both on the part
of existing property owners and prospective developers. This interest indicates that new
development is more likely in the near -term than at any time over the past several years. It
will be important for the City to maintain its proactive efforts to attract, engage, and even
at times provide incentives for new development in order- to take advantage of the
The City should not
encourage continued low -scale investment in this area, since it will need to be amortized
over a decade or two and will delay accomplishment of preferred development. As
r-egulations afe applied to modest r-enovations, it should be possible to seeure sofne basie
..tom ISo weye.- ' !` the :ty shoul.l not expect full l plement.,t ;on of the vision fee
the City Ce„te ..ta ready to install 1., re development owner-s
Figures VII -5 and VII -6 and Map VII -9 (located at the end of the chapter) illustrate key
steps in the evolution of Federal Way's City Center from 1995 through 2025. The
Ctvppt het..,ee.. Wh
Avenue South d CD 99 The drawings do not n .•:ly :,,.lie to r-eeemmendations f4-
speeifie The loe.,tions of the elements and the tifne 4aFnes May . >r8f
sites. u �ui�. a va
e*afnple, Figure 4W 6 shows an elevated light rail line that may not be r-Outed to Feder-a!
Way y du this planning he The drawings do :I1„StF to hoar n able City Cent`r-
.. ..... ...
° 1. a th. gh sever-al .,: ,ted , i ntal steps take over- tal al. The
)
changing the tifni .,. An ;llust. -„tion of 1995 ,. nd tions is ineluded for- mferen
20$2 2015 — 2010 2020 Actions
Revised 2910 2015 1 VII44
FWCP — Chapter Seven, City Center
Devel& a Utilize the pedeStFianPbieyee- Bicycle and Pedestrian Master pPlan
eh°ptef shall be used in programming capital projects, reviewing development
proposals, and encouraging other agencies to integrate bicycle improvements and
linkages into Federal Way projects. The plan should emphasize linkages between
transportation facilities, Celebration and Steel Lake parks, The Commons, and
surrounding communities.
• Continue to plan for and develop parks and public spaces within the City Center.
Begin negotiations far- acquisition of land fof: a City Center- pafk, plaza, or squafe:
C..mplet MPFON, o eRtS .,1E)Hg the SOUth 120e Qt fleet Ffid r-
• Continue to improve SR -99 and establish Faid hleek
• Complete the BPA Bike Trail.
• Continue to negotiate and acquire rights -of -way to augment the City Center street
grid. During permit review, ensure that new development is compatible with the
street grid. Construct street grid enhancements.
• Focus transit activities in the City Center core.
• Pursue public - private partnerships for desired redevelopment, with City
investment in public open space, public parking, and/or public infrastructure
leveraging substantial, catalyzing redevelopment projects.
• Through City ownership and repositioning, continue to pursue substantial
redevelopment of the former AMC theaters site in fulfillment of the City Center
vision and to be a catalyst for additional, nearby redevelopment. Additional
opportunities to acquire and reposition key City Center properties should be
considered as the opportunities present themselves.
• If the City Council chooses the City Center as the appropriate location for
Municipal Facilities, begin negotiations and acquire property for Municipal
Facilities. Construct Municipal Facilities.
• Enhance educational and recreational opportunities in City Center.
Revised -298 2015 1 VII45
FWCP — Chapter Seven, City Center
• Construct a City Center park with public amenities such as fountains, seelptufes,
a water feature, covered shelter, art, and unique landscaping, separate from
Celebration Park.
• Continue to pursue public - private partnerships for desired redevelopment, with
city investment in public open space, public parking, and/or public infrastructure
leveraging substantial, catalyzing redevelopment projects.
• Potentially construct the pedestrian overpass across 320`h Street, and build phase
one of the City Center pedestrian mall.
• Work with transit agencies to Iimprove community -wide transit service and
implement a "spokes -of -a- wheel" service delivery pattern with City Center as the
hub.
• Establish green parks and corridors throughout the City Center and/or along a
City Center pedestrian mall.
Activity Since 1995 Comprehensive Plan Adoption
The following have been accomplished to implement goals and policies of the City
Center chapter since the initial adoption of the FWCP:
• In 1996, the City adopted code amendments for the City Center Core and Frame
to allow for increased residential density and flexibility in siting residential uses.
The City also adopted Community Design Guidelines intended to improve the
appearance of non - residential buildings and to expand pedestrian circulation,
public open space, and pedestrian amenities.
In 1998, in conjunction with King County/METRO, the City improved local and
intercity transit which should result in more people having access to shopping
and other opportunities in the City Center. Since that time, the City has worked
with the transit providers to develop a detailed transit plan for the City Center,
including siting and initial design work for the City Center Sound Transit station,
as well as improvement of two a park- and -ride lots.
• In 1998, the City adopted policies to provide streetscape enhancements and
development of standards for streetlights, street trees, and their placement and
location in the City Center. Since that time, substantial progress has been made,
with full improvement along this corridor from I -5 to 11`h Avenue South.
Revised -2418 2015 1 VI"6
FWCP — Chapter Seven, City Center
• The City has an adopted TIP and CEP plan which addresses major street
improvements in the City Center. Minor collector and local street improvements
would be provided by development as redevelopment occurs.
• In 2001, the City created an Economic Development Division „.:�in the
Community Development Se. -vices Depaftfnefit and hired ., Deputy Di fe .te - to
manage ;t Among the 1 i .,vim's duties a to lead a ffe is to encourage City
Center redevelopment, attract businesses and developments, and increase
visitorship to the City Center.
• Phases I, II, and III of the BPA trail have been constructed.
• In 2001, the City Council enacted building code provisions allowing five stories
of wood -frame construction over concrete.
• In 2003, the City Council enacted limited, ten -year property tax exemption for
multifamily /mixed -use construction.
• In 2005, the City Council appropriated an initial $5 million for a City Center
Redevelopment Fund, and has continued to invest in that fund. In addition, the
City Council passed a resolution committing to pursue public - private
partnerships to leverage desired redevelopment.
• In 2006, the City amended its regulations to increase height for mixed -use
buildings from 85 to 200 feet.
• In September 2006, the EIS for the City Center SEPA Planned Action was
completed, with adoption of the Planned Action Ordinance, providing a
streamlined SEPA process in the planned action area, adopted in 2007.
• In January 2007, the City Council acquired the former AMC theaters site, with
the intention of repositioning that site for redevelopment that will achieve the
FWCP vision and serve as a catalyst for other nearby properties.
• In 2008, the State awarded the City up to $1 million per year in matching funds
unds
for 25 years pursuant to the Local Infrastructure Financing Tool (LIFT)
program. The Revenue Development Area (RDA) for application of the LIFT
program comprises the majority of the City Center.
• In 2009, the City Center was designated a "regional center" for the EB -5 Foreign
Investor Visa Program. This program grants foreign investors and their
Revised_49 2015 1 VII47
FWCP — Chapter Seven, City Center
immediate families a special EB -5 residency visa for making investments that
create at least 10 jobs and have a minimum investment of $500,000. The
Federal Way Regional Center encompasses the majority of the City Center
• In April 2010 the City Center Planned Action Area was expanded to add five
parcels comprising ten acres.
• In June 2010 the City adopted regulations intended to reduce block perimeters in
order to create a more pedestrian friendly environment.
• In 2010 the City acquired the former Toys R Us site for the development of a
Performing Arts and Conference Center.
• In February 2012 the City adopted a Bicycle and Pedestrian Master Plan.
• In February 2012 the City adopted a Complete Streets Ordinance.
• In January 2014 the City adopted an ordinance reducing school impact fees by
50 percent within the City Center.
• In August 2014 the City adopted a resolution creating an Economic
Redevelopment Zone covering the CC -C and that portion of the CC -F east of
Pacific Highway South in order to stimulate redevelopment of this area by
prioritizing investment of redevelopment financing.
• In December 2014 the Planned Action SEPA which was set to expire in 2014,
was extended to September 2015. The City is in the process of preparing a new
transportation analysis and a Supplemental Environmental Impact Statement
(SEIS) in order to extend the timeline for a longer term.
• In 2014 the City constructed an interim Town Square Park at the former AMC
Theatre building site. This park is in the process of being redesigned edesigned to become a
permanent park.
• In 2014 the City acquired the former Target site for development of a town
center.
• In January 2015 the City adopted an Economic Development Strategy for the
entire City with particular emphasis on the Town Center Concept development
for Town Centers I II II and IV (described in Section 7.2 and illustrated in
Figure VII -1).
• In 2015 the City issued land use approval for the Performing Arts and
Conference Center, with plans to begin construction in late 2015.
• Infrastructure improvements:
Revised -2,040 2015 1 Vl"8
FWCP — Chapter Seven, City Center
■ 1999 – South 312`h Street between Pacific Highway South and 23`d
Avenue South — Roadway widened to four lanes; sidewalks constructed;
street lighting and street trees installed.
1999 – South 312`h Street and 14`h Avenue South — Pedestrian Crossing
Signal added.
■ 2000 -- South 320th Street corridor streetscape improvements completed.
■ 2001 – Pacific Highway South/South 3201h Street intersection—Widen
Roadway widened and add new turning lanes added at each leg of the
intersection. Also add street lighting, street trees added;; install
architectural and landscaping elements installed at each corner of the
intersection,; and under-gr-exnd utilities .undergrounded.
■ 2001 –The Commons surface water conveyance system upgraded
■ 2001 -02 – South 3201h Street between 11`h Avenue South and Interstate 5
UndergFaund- ttUtilities undergrounded:, widen sidewalks widened
where necessary to add new streetlights;; install street trees installed
behind the sidewalks, and install- medians installed, where feasible. Add
dDual left -turn lanes added at 23`d Avenue South.
■ 2002 – 23`d Avenue South between South 324`h Street and South 316`h
Street — " '.,- idefi-fRoadway widened to five lanes and add -new sidewalks,
street lighting, and street trees added. In4a"New traffic signals
installed at South 316`h Street, South 317`h Street, and South 322nd Street.
■
2002 Completed Ring Road (14`h Avenue) .completed.
■ 2002 – South 312`h and 14`h Avenue South — UpgFade --- edestrian signal
upgraded to full traffic signal.
■ 2002 -2004 – Pacific Highway HOV Lanes, Phase I — " '..- idenrPacific
Highway South widened with an HOV lane in each direction from South
312`h to South 324`h. Add sSidewalks, center medians, landscaping, and
utility undergroundin added. This project was the City's first of frvefive
projects to improve the Pacific Highway/International Boulevard
corridor and was a continuation of the revitalization of the City Center.
■ 2002 -- Add4Tum lanes added on South 324`h Street at SR -99.
■ 2004 – South 314`h Street and 23`d Avenue South--GmYAfuet4Traffic
signal. constructed.
■ 2006 – Flyover ramps from I -5 High Occupancy Vehicle (HOV) lanes
connecting to South 317`h Street constructed.
■ 2006 – Sound Transit's Federal Way Transit Center at South 317`h Street
and 23`d Avenue South GenstfuetSouth constructed Sound Trans
2007 – 21" Avenue South grid road between Sound Transit and South 3201h
Street constructed.
■ 2011 -- the I -5 south -bound off ramp to South 3201h Street widened.
■ 2011 – 20th Ave South sidewalk improvements (South 316th Street to S
314th Street) – Sidewalk on east side of 20th Avenue South widened to 12
feet, and street trees and decorative luminaires added,.
Revised 2010 2015 1 VIN9
FWCP — Chapter Seven, City Center
i
■ 2013 -2014 — South 320th at 20th Avenue South intersection improvements
— Dual left turn lanes in each direction of South 320th Street, including new
traffic signal added.
■ 2014 - South 320th at 20th Avenue South Water Quality Vault — Water
quality vault for South 320th at 20th Avenue South intersection
Improvements project installed.2014 -- South 320th Street Safety
Improvement Project — Retro- reflective backing and flashing yellow arrow
conversion at intersection of South 320th Street with 23rd Avenue South
and 25th Avenue South; and overhead lane assignment signage for
northbound and southbound 23rd Avenue South approaching South 320th
Street; and for eastbound South 320th Street approaching I -5 added.
■ SR -99 Safety Improvement Project - Retro- reflective backing and flashing
yellow arrow conversion at intersection of SR -99 and South 324th Street
and overhead lane assignment signage for westbound South 324th Street
approaching SR -99 added.
Below is a non - exclusive list of Ma_lor New Private Development:
• 1997 -- Trader Joe's
an 1998 -- Comfort Inn
2000 Ceut4yar-d NUFFiat Hotel
•
• 1999 — Marie Calendar's Restaurant
■ 1999 — Holiday Inn Hotel
1999 — /E-+xtended Stay Motel
■ 2000 — Courtyard Marriot Hotel
2001 -02 — Pavilion Centers, Phases I and II
■ 2004 - -- Celebration Center (Multi- tenant Complex)
■ 2005 -- Woodstone Credit Union
■ 2006 — H Mart
■ 2007 -- Panera Bread
■ 2007 -- AMC Theatres
■ 2007 -- McGrath's
■ 2009 -- Verizon
■ 2009 -- East India Bar and Grill
■ 2010 -- Hampton Inn & Suites
■ 2012 -- Buffalo Wild Wings
■ 2012 -- The Ram
■ 2012 — Home Goods
■ 2014 — Kohl's
■ 2014 -- Dick's Sporting
■ 2014 -- Total Wine
■ 2015 -- Ulta Cosmetics
• Renovated or Remodeled Projects:
Revised 2010 2015 1 VII -50
FWCP — Chapter Seven, City Center
■ 1998 — SeaTac Village
■ 1998 — Sunset Square (Safeway and Longs Drugs)
■ 1999 — Ross Plaza (Rite Aid and Party City)
■ 1999 — Indochine and Genghis Khan Restaurants
■ 2006 — Pal -Do World (Sea Tac Plaza)
■ 2006 — H Mart Grocery Store (located in former QFC in Pavilion Center)
AA ■-
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Revised 2818 201 S I vi"i
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City of
Federal Way
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l2th St
Map Date. March 2015
city of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253- 835 -7000
vm^w. cityofledera hvay. com
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Land Use Designation Key:
Commercial = Institutional Uses
Open Space
Religious Services
Utilities
Shopping centers, retail stores, Cemeteries, government offices, fire stations, hospitals,
Public open space, private common
All places of worship
Sewage treatment plants, wells,
electrical transmission facilities,
par postal facilities,
restaurants, banks, hotels, libraries, k and nde lots,
areas. subdivision tracts
utility easements, telecommunications
health clubs. cinemas schools (public and private)
facilities and Right of Way
Drainage Multi - Family Residential
Parks
Senior Housing
Water
Drainage ponds, areas used for Apartments, condominiums, duplex, triplex,
City, State, and County parks
Senior housing, assisted living, 6 nursing homes
All surface water
stormwater detention fourplex and other group homes
and trails
Industrial ! Office
Recreation
Single Family Residential
Vacant Land
Manufacturing, assembly, Office buildings, office parks
Commercial recreational facilities,
Single family detached homes
All undeveloped parcels
4
warehouses, other storage
including Enchanted Park and
(including mini - storage)
golf courses, sport facilities
(except health clubs.)
City Center Element
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0 500 1,000 The City of Federal Way makes
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City of
Federal Way
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Map Date: March 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253 - 835-7000
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GIS Division
33325 8th Ave S
Federal Way, WA 98003
253 - 835-7000
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City of
Federal Way
Comprehensive Plan
Map VII -7
The Concept Plan
Map Date: February 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253- 835 -7000
www. ar yoffederalway.com
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0 500 1,000
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no warranty as to its accuracy.
CIt o I p Map Date March
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a This map is intended for use
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0 500 1,000 The City of Federal Way makes
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City of Map VII -9
Federal Way Potential Location of Public Spaces and
Comprehensive Plan Pedestrian and Bicycle Connections
Map Date: March 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way. WA 98003
253- 835 -7000
www. cityoffedera Iway. co m
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CITY OF
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0 500 1,000
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as a graphical representation.
The City of Federal Way makes
no warranty as to its accuracy.
City of Map VII -10 CiMap Date: ty of Fe deal WaY 201s
Federal Way GIS Division
33325 sm n�a s
Federal p Potential Transit Alignments and Stops 253-835-7000 w eralwaycom
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CITY OF
Federal Way This map is intended for use
Scale: " as a graphical representation.
0 500 1,000 The City of Federal Way makes
J \complan\2014 Update \City Center\Maps\CC_VII_10.mxd Feet no warranty as to its accuracy.
CHAPTER SEVEN - CITY CENTER
7.0 INTRODUCTION
During a series of community workshops held in 1992 and 1993, Federal Way citizens
helped to develop a "vision" for Federal Way's future. This vision included the creation
of a City Center (Maps VII -1 and VII -2). The City Center is comprised of both the City
Center Core (CC -C) and the City Center Frame (CC -F). With the support of the
residential and business community, Federal Way nominated itself to contain an urban
center /regional growth center. Nominations were reviewed by the Growth Management
Planning Council (GMPC), which confirmed the Federal Way CC -C area as an urban
center /regional growth center in 1994. This designation should help Federal Way
continue to gain access to County funds needed to provide infrastructure as the City
Center grows.
The term urban enter is used in the Countywide Planning Policies (CWPPs) and the term
regional growth center is used in VISION 2040. The term urban center will be used in
this chapter to refer to the urban center /regional growth center. Urban centers are not
specifically addressed by the Growth Management Act (GMA).
Federal Way's City Center chapter presents concepts and strategies for creating a
definable and vibrant City Center for Federal Way and an urban center for Southwest
King County. The chapter integrates the community's vision for a City Center with the
Puget Sound Regional Council's (PSRC) regional growth strategy, and King County's
countywide strategy for developing a network of urban centers.
Purposes
The principal purposes of the Federal Way City Center chapter are to:
• Create an identifiable downtown that is the social and economic focus of the City;
• Strengthen the City as a whole by providing for long -term growth in employment
and housing;
• Promote housing opportunities close to employment, shopping, and transit;
• Support development of an extensive regional/high- capacity transit system;
• Reduce dependency on automobiles;
• Consume less land with urban development;
• Maximize the benefit of public investment in infrastructure and services;
• Reduce costs of and time required for permitting;
• Provide a central gathering place for the community; and
• Improve the quality of urban design for all developments.
FWCP — Chapter Seven, City Center
7.1 POLICY BACKGROUND
The City's comprehensive plan is required to be consistent with the GMA, Puget Sound
Regional Council goals and policies of Vision 2040, and the CWPPs. The sections below
briefly identify the relevant goals and policies related to city centers and urban centers
contained within these documents. The City's specific goals and policies are consistent
with these regional goals and policies and are contained within Section 7.6 of this chapter
Growth Management Act
Per RCW36.70A.080, "Comprehensive Plans, Optional Elements," comprehensive plans
may include sub -area plans, which are required to be consistent with the overall
comprehensive plan. Accordingly, there are no GMA goals that are specific to city
centers or urban centers. However, the following goals pertain to compact growth such as
envisioned for a city center and an urban center:
Urban Growth — Encourage development in urban areas where adequate public facilities
and services exist or can be provided in an efficient manner.
Reduce Sprawl — Reduce the inappropriate conversion of undeveloped land into
sprawling, low- density development.
VISION 2040
VISION 2040 directs cities with urban centers to develop a subarea plan. Centers are
intended to be central places with more compact, pedestrian- oriented development with a
mix of residences, jobs, retail, and entertainment. Centers also provide community and
economic benefits as gathering places and locations of commerce and business. VISION
2040's multicounty planning policies call for the region to focus significant residential
and employment growth within centers. Therefore, cities with regional growth centers
must adopt housing and employment targets for their center.
VISION 2040 also directs cities with designated centers to establish transportation mode -
split goals for each center, in order to increase walking, biking and transit use. The build
out of centers with a mix of uses and pedestrian- friendly design is expected to result in
less driving and reduced pollution and greenhouse gas emissions. Centers are also
prioritized for regional infrastructure and economic development funding.
VISION 2040 has a number of goals and policies related to Centers. The following are
VISION 2040 goals and selected policies that are most relevant to Federal Way:
Goal: The region will direct growth and development to a limited number of designated
regional growth centers.
Revised 2015 VII -2
FWCP — Chapter Seven, City Center
MPP -DP -5: Focus a significant share of population and employment growth in
designated regional growth centers.
MPP -DP -7: Give funding priority —both for transportation infrastructure and for
economic development —to support designated regional growth centers consistent with
the regional vision. Regional funds are prioritized to regional growth centers. County -
level and local funding are also appropriate to prioritize to regional growth centers.
Countywide Planning Policies
The Countywide Planning Policies (CWPPs) must be consistent with both the GMA and
VISION 2040. Like VISION 2040, the CWPPs address only the urban center. A centers
strategy is the key for King County to achieve VISION 2040's regional growth strategy
as well as providing a land use framework for an efficient and effective regional transit
system.
The CWPPs have a number of goals and policies related to urban centers. The following
selected policies are most relevant to Federal Way:
DP -29 Concentrate housing and employment growth within designated urban centers.
DP -32 Adopt a map and housing and employment growth targets in city comprehensive
plans for each urban center, and adopt policies to promote and maintain quality of life in
the center through:
• A broad mix of land uses that foster both daytime and nighttime activities
and opportunities for social interaction.
• A range of affordable and healthy housing choices.
• Historic preservation and adaptive reuse of historic places.
• Parks and public open spaces that are accessible and beneficial to all
residents in the urban center.
• Strategies to increase tree canopy within the urban center and incorporate
low impact development measures to minimize stormwater runoff.
• Facilities to meet human service needs.
• Superior urban design which reflects the local community vision for compact
urban development.
• Pedestrian and bicycle mobility, transit use, and linkages between these
modes.
• Planning for complete streets to provide safe and inviting access to multiple
travel modes, especially bicycle and pedestrian travel.
• Parking management and other strategies that minimize trips made by single
occupant vehicle, especially during peak commute periods.
Revised 2015 VII -3
FWCP — Chapter Seven, City Center
7.2 THE ROLE OF THE CITY CENTER IN FEDERAL WAY'S FUTURE
There are several reasons why a definable, vital City Center is an important part of
Federal Way's future. These include:
Community Support — The Federal Way community has made the City Center a significant
part of its vision. Participants in community workshops helped to develop a vision for
Federal Way's future. A keystone of that vision is an attractive, multi- faceted City Center
providing the setting for commercial, residential, entertainment, recreational, and civic
activities.
Economic Development — Federal Way's economic development strategy relies on a strong
urban center. As discussed in the Chapter 4, "Economic Development" r, Federal Way
has the opportunity to transform itself from an essentially residential and retail based
economy to an emerging, sub - regional economic center with an expanded, more
diversified employment base. An important step in achieving this goal is a sufficient
critical mass in the City Center to produce lively street activity; support specialty
business, cultural/entertainment facilities; justify the investment for public parks,
amenities, and improved transportation systems; and create the interactive "synergy" of a
true urban center. Federal Way's economic development strategy with the development
of Town Center I, 11,111, and IV as described below, and shown in Figure VII -1 will
greatly contribute to such a critical mass.
The City has acquired 17 acres in the downtown and will be embarking on developing a
Town Center, which includes four components:
• Four acres for a Performing Arts and Conference Center (PACC).
• Four acres for a park.
• 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.
• One acre for transit - oriented development (TOD) located east of the transit center
and multi -story parking garage owned and operated by Sound.
Natural Evolution — The development of a more intensive, multi -use urban center is a
natural step in Federal Way's evolution. Most new centers start out as bedroom
communities.
Growth Management — Developing a City Center is part of a regional strategy to address
Western Washington's growth management. Public policy makers have focused
increased attention on issues affecting our quality of life, including urban sprawl and the
accompanying reduction of open space, declining housing affordability, and increasing
traffic congestion. Concentrating future growth within the four county region into a
number of centers (rather than a continued pattern of dispersion), linked by an efficient
high capacity transit system, is one of the principal goals to manage this growth.
Revised 2015 VII4
FWCP — Chapter Seven, City Center
Figure VII -1
7.3 EXISTING CONDITIONS
City Center Planning Area
The City Center planning area, consisting of the CC -C and CC -F zones, is approximately
414 acres in size and is bounded by South 312`h Street, South 324`h Street, Interstate 5,
11`h Place South, and 13`h Avenue South (Map VII -3 ). The CC -C and CC -F areas are
209 and 205 acres, respectively.
General Image
The City Center does not currently present an identifiable sense of a downtown or urban
center. The existing commercial development within the study area is typical of suburban
strip retail and mall development. The dominance of mass retailing has largely shaped the
commercial core. The Commons and spin -off retail centers are a local and regional
destination and generate great amounts of physical and economic activity. However, as is
the case with older suburban mall areas, there is little, if anything, distinctive or unique
about the existing City Center. Essentially, it could be anyplace. It is similar to hundreds
of other commercial centers across the country. Buildings are dispersed throughout the
Revised 2015 VI-5
FWCP — Chapter Seven, City Center
area and lack pedestrian connections to each other, public rights -of -way, public and
private spaces, residential neighborhoods, or civic uses, except by automobile.
Development essentially reflects one pattern: a single story of "light" construction,
surrounded by an apron of asphalt. Buildings feature concrete or concrete block walls,
creating austere and "generic" images.
Another prevalent image of the area is the vast amount of surface parking. The
availability of parking is essential to the current type of retail found in Federal Way. City
Center businesses serve regional as well as local markets, and are heavily oriented to
access by automobile. Actual building footprints relative to total parcel areas are quite
small; the majority of most parcels are used to provide surface parking. This parking is
often underutilized, except during the peak holiday season.
The current network of collectors and arterials, and the disjointed over -sized block grids
within the existing commercial area, contributes to significant traffic congestion. The
character of the street environment is also unfriendly to pedestrians in many locations,
with few amenities such as benches, plazas etc. In addition, in many locations the
pedestrian experience is made even less attractive as little more than parking lots or blank
walls line the sidewalks. Improvements throughout the City Center, most notably along
South 32& Street, Pacific Highway South/SR -99, 23`d Avenue South, and South 312`h
Street have improved the character of some streetscapes with handsome streetlights and
trees. Continuation of these improvements elsewhere throughout the City Center will do
much to improve the overall character of the City Center streetscapes. Similarly, the
extensive abatement of unattractive, out -of -scale signage has also led to a more attractive,
human -scale streetscape.
The City Center does not contain a significant residential population. Pockets of residential
housing exist between South 312"' and 316"' Streets, and between SR -99 and I -5.
Figure VII -2 depicts an aerial view of the City Center area from the south looking north.
Revised 2015 VII -6
FWCP — Chapter Seven, City Center
Figure VII- 2
Aerial View of City Center
Physical Conditions
Land Use
Most of the study area is currently developed and consequently, most new
development in this area will displace existing low intensity uses (Maps VII -4 and
VII -5). The primary use in the City Center area is commercial (retail/service),
followed by institutional uses, residential, office, and lodging. The Commons is
the "signature" development in the area.
Table VII -1 lists the amount of land use development by gross floor area within the City
Center planning area as of April 2015. Institutional uses in the City Center are called out
below.
• 3201h Street Park and Ride
• The Transit Center
• Town Center I (future Performing Arts and Conference Center)
• Town Center III (future commercial/residential mixed -use development)
• Town Center IV (future TOD site)
• Truman High School
• King County Library
Revised 2015 VNJ
FWCP — Chapter Seven, City Center
Table VII -I
Gross Floor Area of Land Uses — City Center, A ril 2015
*ministorage facilities
Use
Total Square
Footage
# Residential Units
#Hotels
Motel Rooms
Commercial (Retail)
10,568,496
Office
546,147
Hotel
466,380
5
657
Industrial
159,668
Institutional Uses
1,664,016
Single Family
1
Multi-family
502
Senior Housing
447
Religious Services
193,070
Open Space
Parks
174,825
Recreation
Utilities
37,886
Vacant Land
616,189
Total
14,426,677
950
5
657
Source: City of Federal Way GIS
Parks and Open Space
There is one city -owned public park, Town Square Park (Maps VII -2 and VII -3), located
within the City Center. Private green spaces, plazas and public meeting spaces are few.
Steel Lake Park to the northeast and Celebration Park to the southwest are on the perimeter
of the City Center. These parks are within walking distance of the City Center, and they
also serve as regional facilities in addition to serving local needs.
Civic Buildings and Municipal Facilities
Similarly, the City Center lacks significant civic or municipal facilities, with only the
Public Library near the periphery of the City Center. The next closest facility is the City
of Federal Way Parks Department's Steel Lake Annex and Maintenance Facility near
South 312`h Street and 28`h Avenue South. The Federal Way Community Center and City
Hall are located a few miles southwest of the City Center at 876 South 333rd Street and
33325 8`h Avenue South, respectively.
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FWCP — Chapter Seven, City Center
Circulation
Roadways — A key element defining mobility within the City Center planning area is the
enormous size of its blocks. Most U.S. downtowns have blocks ranging from 250 to 500
feet on a side; block lengths in Federal Way are several times that. Because of the
"superblock" configuration, motorists drive between and within parking areas serving
City Center developments to avoid congestion along City streets and pedestrian
circulation is discouraged.
Access to the area is provided by two principal arterial routes: South 320"' Street (which
runs east/west and connects to I -5), and SR -99 (which runs north/south). 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. The poor spacing of traffic signals also adds to congestion. As such,
the accessibility provided by the juncture of these routes, initially attractive to area
residents, has been lost due to growth in traffic.
Transit Service —A regional park and ride lot, located southwest of I -5 and south of South
320`h Street and the Federal Way Transit Center which opened in early 2006 on a seven -
acre site located at the southwest corner of South 316`h Street and 23`d Avenue South at
the northeast edge of Federal Way's City Center, generate most of the area's transit
ridership during peak periods of the day. King County/METRO, Sound Transit, and
Pierce Transit serve both of these sites.
The 317`h direct access ramp for Sound Transit's Federal Way Transit Center and the
Sound Transit Federal Way Transit Center opened in early 2006 and have improved
regional transit speed and reliability because transit is able to access the city center
without having to use the congested I- 5/320`h interchange. The 317`h direct access ramp
also benefits carpools and vanpools.
Pedestrian Environment and Bicycle Facilities — A 1992 inventory of existing sidewalks
within the City (see page V -22 of the Community Profile, Feb. 1993) revealed a
deficiency of pedestrian facilities Citywide. The central core was highlighted as one of
the areas that lacked an adequate pedestrian network. For example, most of SR -99 and
portions of 324`h Street and 23`d Avenue South lacked sidewalks, although a series of
street improvements has corrected this. The majority of walking that does take place in
the city center occurs within malls and along storefronts of shopping center strips.
Sidewalks connecting storefronts to public walkways are lacking. Crossing wide, busy
streets such as South 320`h Street and SR -99 can also be intimidating.
There are few places to sit and enjoy pleasant weather, meet friends, or have lunch
outside. The current pedestrian environment is unfriendly and unappealing. The division
that exists between pedestrians and auto areas is not conducive to establishing the active
street life desired in a City Center.
Bicyclists have even fewer facilities to choose from. City streets lack striping or signage for
bike riders who must share the road with heavy volumes of traffic. Once bicyclists reach the
area, they become frustrated by the lack of safe storage facilities for their vehicles. Covered
bike parking is now provided at Sound Transit's Federal Way Transit Center.
Revised 2015 V11-9
FWCP — Cfapter Seven, City Center
Residential
The CC -F contains approximately 888 multi - family units of housing (listed in Table
VII -1), located primarily in the area east of SR -99, south of South 312`" Street, north of
South 316th Street, and west of 28th Avenue South. Other residential neighborhoods
surround the City Center area, such as the pockets of multi - family housing west of l Ith
Place South and south of South 320th Street. There are also single - family neighborhoods
west of Highway 99 and north of the South 312th Street corridor. While these
neighborhoods are not located immediately within the City Center, they are located
conveniently within walking, bicycling, or vehicular distance. They differ greatly in
character and type.
Approximately 47 percent of all residential units in the City Center are senior housing. In
1997, two senior housing projects were constructed in the CC -F. These projects are
located south of South 312th Street and east of 23`d Avenue South, adjacent to the
southern portion of Steel Lake Park. The two projects, Meridian/Willamette Court and
Woodmark at Steel Lake, consist of 300 and 85 living units respectively. In 2010, a 62-
unit senior housing project adjoining the Transit Center was constructed in the CC -C. The
residents of these developments have easy access to several shopping opportunities and
services in the City Center area.
In an effort to stimulate additional multi - family development in the City Center, the City
adopted a multi - family tax exemption in February 2003. In addition, the City adopted a
Planned Action SEPA in September 2006 for a sub -area of the City Center, 200 acres in
size, more specifically described as an area bounded on the north by South 312th Street,
on the south by South 324th Street, on the west by Pacific Highway South, and on the east
by 23`d Avenue South. In April 2010, the City Center Planned Action Area was expanded
to add approximately ten acres and five parcels. Its boundaries are South 317th Street to
the north, South 320th Street to the south, 23`d Avenue South to the west, and the eastern
boundary is roughly in alignment with 25th Avenue South. (Map VII -6). The planned
action designation applies to proposed residential, retail, office, hotel, civic, and
structured parking development falling within the development envelope analyzed in the
Environmental Impact Statement (EIS) for the planned action. The Planned Action SEPA
and increased heights for mixed -use buildings containing multi -unit housing in the CC -C
and CC -F are intended to encourage construction of multi -unit housing in the City
Center area.
Infrastructure
Most of the existing facilities and infrastructure were inherited from King County. In
1998, the City adopted new streetscape guidelines related to roadway profiles,
streetlights, sidewalk widths, and street trees. A list of infrastructure improvements made
since incorporation can be found in Section 7.8 of this Chapter.
Revised 2015 VU -10
FWCP — Chapter Seven, City Center
7.5 THE LAND USE AND TRANSPORTATION CONCEPT FOR THE
CITY CENTER
The Concept Plan
The concept is to redevelop the City Center and create a compact urban community and
vibrant center of activity. The crux of the strategy is to promote a compact urban center
with connections between where we live, work, and recreate, and to create an urban
environment that is amenable to walking, bicycling, and transit. The concept, a result of
the citizen participation process called CityShape (held in 1992 -93), implements the
community's goals outlined in Section 7.8. In summary, the concept is to:
• Establish an environment that supports high capacity transit (HCT) by locating
residents and workers within convenient walking distance of HCT.
• Make efficient use of existing capital improvements by concentrating higher
intensity land uses in the City Center.
• Encourage a mix of compatible uses where housing coexists, above commercial
developments.
• Create a dense residential community within walking and bicycling distance of
the core.
• Improve auto circulation in the City Center by completing the proposed street
grid, creating smaller blocks, and providing opportunities for through traffic to
travel around rather than through the core, thus minimizing the impact of future
growth on Citywide traffic patterns and congestion.
• Reduce impact of parking by encouraging structured parking; allowing reduced
parking ratios, shared parking, and other innovative and creative parking
solutions, as well as implementing guidelines that enhance appearance.
• Create pedestrian and bicycle connections throughout the City Center and to
surrounding neighborhoods. Provide a safe and inviting environment for
pedestrians and bicyclists with direct connections between activities and transit
facilities. Continue to develop and/or reconstruct streets to include sidewalks,
street trees, benches, garbage receptacles, screening of parking areas, etc.
• Create high amenity pedestrian- friendly corridors through the core, linked to a
transit center and providing an attractive civic focus to the Commons.
• Provide a civic focus to create a sense of identity for all residents. Develop
municipal and cultural facilities within the City Center core area.
Revised 2015 VII -11
FWCP — Chapter Seven, City Center
• Develop public spaces in the City Center, particularly the core area. Enhance the
City Center with a network of public spaces and parks connected to the Citywide
and regional system of open spaces, parks, and trails. Encourage gathering spaces
in private development.
• Adopt strategies to protect views such as Mount Rainier, especially for civic uses
and public parks.
Map VII- 7 applies the principles described above. The CC -C area is located between
SR -99 and I -5 and between South 316`h/317 `h and South 324"' Streets. The City Center
core area contains a concentration of higher- density, commercial, residential, and mixed -
use development, as well as civic, social and cultural uses. The CC -F area surrounds the
core along the west and north edges and provides a full complement of commercial,
residential, and mixed -use development at somewhat lower densities to support the core.
It also provides a transition to surrounding single - family neighborhoods.
High capacity transit serves the City Center, and pedestrian pathways connect the HCT
station with residential areas, existing and future civic spaces, and the Commons.
Land Use Designations
This section expands on the land use concepts described previously. The City Center
chapter contains two different land use designations, each with its own distinctive
characteristics, intended to guide the evolution of the City Center (Map VII -3). The CC-
C and CC -F designations give form to the concepts summarized in section 7.5. These
land use designations direct the location and extent of growth, and will reshape the nature
of development, transforming the area into a compact, vibrant City Center.
City Center Core Area
The CityShape vision called for concentrating growth in an area where sufficient
infrastructure capacity exists, or where such capacity can be provided efficiently. The
infrastructure within the City Center, specifically the core area, is designed to handle the
highest levels of demand within Federal Way. By orienting new growth around this
investment, the existing capacity can be utilized to its fullest extent. The core area
designation also encourages the concentration of new development to help reduce
development pressure in other areas of Federal Way.
Residents choose to live in higher- density housing for a variety of reasons. First, higher -
density is frequently less expensive than single - family housing. Second, the convenience
and proximity to work, needed services, and cultural activities is very desirable for many
people. Finally, many people find that they do not need a large, single - family detached
house. Given their lifestyle, they appreciate the low maintenance and security of higher -
density living. There is a mutually supportive relationship between higher- density
residential uses and commercial activities. The presence of housing also activates City
Center streets, day and night.
Revised 2015 VM 2
FWCP — Chapter Seven, City Center
The City Center core area will also be the central gathering place for the community —a
place where the whole community can congregate and celebrate. Accordingly, the core
will include Town Square Park, with public amenities such as water features, covered
shelters, and unique landscaping.
The Performing Arts and Conference Center will be constructed to the north of Town
Square Park (Town Center 2) (Figure VII -2 and Map VII -S).
Figure VII -2
Potential Core Area Development
a"
b'.
City Center Frame Area
Establishing a City Center frame area provides a zone for dense mixed -use development
that surrounds and supports the core. It also provides a transition between high- activity
areas in the core area and less dense neighborhoods outside of the frame.
The frame area allows uses that are similar to those in the core area, but are of lower- density
and intensity. Together, the core and frame areas are complementary. Encouraging multiple
unit housing mixed with business and commercial use will help Federal Way meet regional
land use goals and its housing and employment targets. This is accomplished by
encouraging the development of housing close to employment and transportation centers.
Revised 2015 VII-13
FWCP — Chapter Seven, City Center
To help transform the character of this land use designation, regulatory and/or financial
incentives should be explored in exchange for amenities that contribute to a more pedestrian
oriented environment (Figure VII -3).
Figure VII -3
Potential Frame Area Development
ttk�I
Circulation
The City Center chapter aligns with VISION 2040 and the CWPPs related to
circulation. Regional travel trends continue to show more cars on the road because the
population and, therefore, number of drivers continue to increase. However, as fewer
millennials drive, and the population ages, there will be less trips per person, and a
decrease in the number of people driving alone The emphasis of the FWCP is to promote
a variety of travel options such as van and car pools, transit, walking, and bicycling. The
City will focus both on transportation improvements as well as influencing individual
travel choices by increasing the attractiveness of alternatives to the automobile. These
improvements should include: a smaller street grid, bicycle routes, public sidewalks and
pedestrian pathways, clear and identifiable transit routes, and eventually light rail
facilities.
Encouraging growth in a compact, well defined City Center will help promote bicycling,
walking, and transit use, as well as encouraging shorter automobile trips. The City Center
will be connected to other regional urban centers and areas of the City by a multimodal
transportation system, including a fast and convenient regional transit system.
Automobile Circulation
The current network of collector roads and arterials, the disjointed grid, and large block
sizes contribute to significant traffic congestion within the City Center. The solution is
not necessarily to construct wider roads. Streets become less efficient as the numbers of
Revised 2015 VII -14
FWCP — Chapter Seven, City Center
lanes increases. Building new streets versus widening existing streets is more cost
effective, yields greater capacity, and will have less impact on the City Center.
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. To the extent possible, the City should connect streets to
form a tighter grid within the City Center, especially in the core, by negotiating new public
rights -of -way and building new streets. This "interconnectivity" serves to shorten and
disperse trips, and consequently reduce travel on existing congested arterials. Map VII -8
indicates the proposed street network changes. .
Pedestrian /Bicycle Connections
Pedestrian and bicycle mobility is a vital part of the future City Center circulation system.
Improvements for pedestrians and bicyclists should support increases in transit services
and promote the development of the City Center.
This chapter addresses the lack of pedestrian amenities and pathways by recommending
changes to the development patterns and transforming the character of the streetscape. As
the street system is redeveloped to better accommodate the needs of pedestrians and
bicyclists, a network of facilities for people on foot and bikes will be established such as
already exists for people in cars.
Reducing the size of the street grid as proposed, and creating pedestrian paths through
larger parcels is critical to establishing walking patterns that reduce dependency on the
automobile. As individual sites are designed and developed to be more pedestrian
friendly, and as the City provides improved pedestrian linkages, the pedestrian system
will handle an increasing share of trips. As such, the City adopted special street design
standards for the City Center in 1998. These include 12 -foot sidewalks with street trees
and pedestrian -scale street lighting. As streets are constructed, additional amenities such
as benches, trash receptacles, and landscaped corner treatments may be added. Bike lanes
will also be provided in a grid tighter than the rest of the City on through streets that
avoid multiple turn-lane conflicts.
In addition to adding public sidewalks and creating mid -block pathways, Map VII -9
depicts a six principal pedestrian connections to improve pedestrian circulation.
The first goal associated with improved pedestrian/bicycle connections is developing
connections between the HCT station, adjoining bus transfer facilities, and other uses.
The pedestrian and bicycle system is essential to other travel modes, particularly transit.
Many transit trips begin and end as pedestrian trips on public rights -of -way. Therefore,
all buildings within proximity to where trips begin and end should be required to
facilitate pedestrian and bicycle movement.
The second goal is to establish pedestrian and bicycle connections to the Commons, the
City's largest generator of vehicular and pedestrian traffic. Linkages between the transit
station and the Commons are important. Unfortunately, South 320`h Street is wide,
congested, and presents a significant barrier to this connection. Providing an at -grade
Revised 2015 VII -15
FWCP — Chapter Seven, City Center
pedestrian and bicycle crossing could increase congestion and vehicular and
pedestrian/bicycle conflicts. To facilitate this connection, and encourage redevelopment
of existing parking areas, this chapter proposes the continued consideration of a
pedestrian bridge spanning South 320`h Street. The pedestrian over -pass would create a
major connection between two areas in the City Center that have a high potential for new
development and redevelopment.
The third goal is to connect the City Center to nearby neighborhoods and parks.
Residential neighborhoods of varying densities surround the City Center. Steel Lake and
Celebration Parks are located to the northeast and southwest of the City Center,
respectively. Both pedestrian and bicycle trails should extend to these residential
neighborhoods and parks. Roads extending to these areas should emphasize the
pedestrian connection by including additional pedestrian amenities.
In order to provide good pedestrian connectivity across multi -lane arterials such as South
320`h Street and Pacific Highway South, crossings should be provided more closely than
the existing 1/a -mile spacing of traffic signals. Unsignalized pedestrian crossings would
not be very safe, yet closer spacing of traffic signals make two -way signal coordination
impossible to achieve, creating much more congestion and worsening safety and air
quality. These conflicting needs must be resolved through the design process as these
streets are reconstructed. One solution, although it would an expensive one, would be to
construct a pedestrian overpass across 320th Street.
Transit
Efficient, convenient, and reliable transit is an important component of the City's vision
of reducing auto dependency through the creation of viable travel options. Transit will
play an important role in the development of the City Center and the region as a whole. A
multi -modal system that includes transit will bring commuters and shoppers to and from
other areas of Federal Way and adjacent communities. A high capacity transit system
with a principal stop in the core area will distribute people regionally and connect to
other bus based transit systems. Transit stops throughout the center will help shoppers,
employees, and residents to circulate around the City Center without the need to get into
their cars. Encouraging a mix of land uses and densities at major transit access points will
help meet passenger needs and reduce vehicle trips.
High Capacity Transit
The Federal Way Transit Center opened in early 2006, on a seven -acre site located at the
southwest corner of South 316`h Street and 23`d Avenue South, at the northeast edge of
Federal Way's City Center. The transit center is a regional bus transit facility supporting
Sound Transit, King County METRO, and Pierce Transit. It includes a five -level
structured parking garage with 1,200 parking spaces, a pedestrian bridge between the
transit decks and parking garage, bicycle storage, and shelters for waiting passengers.
The Transit Center is considered by the City as a major anchor to the urban center
designation in the Vision 2040 plan adopted by e PSRC. The project also includes a high
occupancy vehicle (HOV) direct - access ramp connecting the transit center to Interstate -5
Revised 2015 VII -16
FWCP— Chapter Seven, City Center
via South 317`" Street. In addition, approximately one acre of the transit center site has
been set aside for future transit - oriented development (TOD), and is now designated
Town Center IV (Figure VU -I and Map VII -5), consistent with the comprehensive plan
vision for the City Center. In 2010, Senior City, a TOD development of 62 units of senior
housing, was constructed adjoining and east of the station.
Sound Transit is working with Puget Sound citizens and City representatives to develop a
HCT network linking Everett, Tacoma, Seattle, Bellevue, and communities between
them. Three light rail stations are proposed in Federal Way, including one in the City
Center.
In April 2015, Sound Transit released an Environmental Impact Statement (EIS) regarding
alignment and station location alternatives in the City Center. The EIS identifies two
primary alignment alternatives — I -5 or Pacific Highway South. The EIS also identifies five
potential station locations in the City Center. Two of the potential stations would facilitate
a Pacific Highway alignment, and three would facilitate an I -5 alignment. Map VII -10
shows four stations. The station just south of the existing Transit Station would facilitate
both alignments. The Sound Transit Board will select a preferred alignment in 2015.
Civic Buildings and Open Spaces
Public buildings including community centers, libraries, city hall, performing arts and
conference centers, and schools provide places for the community to meet, exchange
ideas, and socialize. The City should take advantage of every opportunity to locate a
variety of civic buildings in and around the City Center. This will occur over time, but it
is necessary to establish a clear direction through public policy.
A network of outdoor spaces for recreation, strolling, gathering, and dining will make the
City Center a lively and attractive place to live, shop, and conduct business. Each type of
space should serve a range of users and activities. Outdoor spaces should range from a
major urban park, like Town Square Park, that is the focal point for downtown, to pocket
urban plazas for lunch time gathering by residents, visitors, and workers. Some spaces will
be publicly built and maintained, others will be constructed along with private
development. Privately developed gathering space is a major component of all City
Centers: small parks and plazas are opportunities to enhance the urbanscape and image of
the City Center. Courtyards and forecourts are ways to integrate open space to enhance a
project. Visitors, shoppers, and employees often perceive these private spaces as public.
The City should commit to assist in or provide incentives for, the development of plazas
and parks that are open to the public
Presently, Town Square Park (Town Center II) acts as a central outdoor gathering place
within the core area, and it will become the focus of community activities in the core.
The City is also in the planning process for Town Square 1, a performing arts and
conference center; Town Center III, an eight acre site now under the City's
control, which will be redeveloped with a mix of commercial, residential, and
educational uses; and Town Center IV, a one -acre transit - oriented development
opportunity directly adjacent to the Transit Center (Figure VII -1).
Revised 2015 VII-17
FWCP — Chapter Seven, City Center
Parking
The continued use of expansive surface parking acts as an obstacle to redeveloping the
City Center as a higher - density, mixed -use area that is pedestrian- friendly and supports
the use of public transportation. It is, therefore, necessary to make more efficient use of
parking and encourage the provision of structured parking within these areas.
Moreover, parking lots have high redevelopment potential. There are numerous examples
of communities similar to Federal Way where former parking lots now contain multi-
story developments. Large amounts of parking will be needed for many years to come,
however, as development pressures and land values increase, d property owners may be
able to afford the conversion from surface parking to structured parking. In the interim,
the City should encourage site layouts that facilitate future redevelopment of parking
areas.
The City should examine the feasibility of partnering with the private sector to construct
a parking structure in the downtown commercial core area. Figure VII -4 is a conceptual
illustration of the redevelopment of surface parking around a mall. Additionally, the City
may designate certain streets for on -street parking.
Figure VII -4
Potential Redevelopment of Surface Parking Areas
Revised 2015 VU-18
FWCP — Chapter Seven, City Center
Over lime, parking garages, lower parking requirements and shared parking can
allow for more intensive development of land.
Streetscape
To improve livability within the City Center area, the City must complete the street
network and continue to develop streets in accord with its new street standards. The street
grid must be well interconnected to make travel from one place to another as efficient as
possible. The key to achieving this is to consider streets as a network that will serve
pedestrians, bicycles, and transit, in addition to automobiles. In areas where increased
density is proposed, existing streets must continue to be retrofitted with sidewalks, street
trees, street furniture, and other amenities. Allowing on- street parking also creates a
buffer between pedestrians and vehicles. It also allows shoppers and visitors to park
easily for short amounts of time. On- street parking should be permitted on City Center
streets, where feasible.
The Transportation chapter illustrates several street standards developed specifically for
the City Center area. These 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.
Revised 2015 VII-19
FWCP — Chapter Seven, City Center
7.6 THE URBAN CENTER
Federal Way's CC -C area has been designated as an urban center. VISION 2040 has
specific requirements about what must be included in urban center plans. These include
land use; housing and employment targets; mode -split goals, key job sectors and industry
clusters; and policies and programs for innovative stormwater management.
Land Use
The urban center is presently characterized by mostly retail and service, with only 62
units of senior housing constructed in 2010 (Table VII-II, Maps VII -4 and VII -5). A key
element of VISION 2040 and the CWPPs is to focus growth into dense walkable mixed
use urban centers.
Housing Targets
Demographic shifts in the housing market will contribute to the development of the urban
center. These include a shrinking proportion of households with children and an
increasing proportion of racially and ethnically diverse households and households with
singles, families without children, and seniors. These growing demographic groups have
historically shown a preference for higher- density housing near transit. To address, this
demographic shift, the housing target for the urban center has been set at 2,521 units.
This means that there is an additional target of 2,459 residential units, which is 30 percent
of the overall city target of 8,100 residential units.
Employment
Major Employment Sectors
As discussed in Chapter 4, "Economic Development," and shown in Table IV -III, almost
23 percent of jobs in the City are in services, followed by health care, retail, and tourism.
Based on data provided by PSRC, almost 59 percent of total jobs in the urban center are
in the services sector (this includes jobs in health care and tourism), with 32 percent in
retail. PSRC suppresses employment information for a particular sector if there are very
few employers in that sector in order to protect the identity of the employer. Therefore,
even though the total number of jobs in the urban center in 2010 added up to 3,389, due
to suppression of jobs neither the jobs nor percentages in the identified sectors will add
up to 100 percent.
Table VII -11
Land Use in the Urban Center, April 2015
Use
Total Square
Footage
# Residential Units
#Hotels
#Hotel Rooms
Commercial (Retail)
5,720,595
Office
123,069
Hotel
385,781
4
556
Industrial
Institutional Uses
1 728,251
Single Family
Revised 2015 VII-20
FWCP — Chapter Seven, City Center
Multi-family
-
Urban Center
Employment
Senior Housing
30,834
62
Percentage of
Religious Services
193,070
Employees
Total
Employees
Open Space
-
Employees
Parks
174,825
853
2.89%
Recreation
-
Utilities
37,886
1,964
6.66%
219
Vacant Land
366,757
Total
7,761,068
62
4
556
Table VII -III
2013 Employment in the Urban Center
Source: PSRC 2013 Covered Employment Database
Industry Clusters
Industry clusters are geographically concentrated cooperative networks of interdependent
firms and related institutions, where the close contacts of the members and the
continuous, fast knowledge exchange between them contribute to the competitive
increase of both the members and the whole region. An active local cluster includes firms
and support organizations working together to achieve results that would not be possible
individually.
Revised 2015 VII -21
City -wide
Urban Center
Employment
Percentage of
Percentage of
Category
Employees
Total
Employees
Total
Employees
Employees
Construction and
853
2.89%
Resources
Finance, Insurance
1,964
6.66%
219
6.46%
and Real Estate
Manufacturing
516
1.75%
Retail
4,585
15.55%
1,073
31.66%
Services (Excluding
Health Care &
6,765
22.95%
Tourism)
1,986
58.6%
Tourism
3,654
12.40%
Healthcare
5,713
19.38%
Wholesale Trade,
Transportation and
1,644
5.58%
Utilities
Government: Public
sector employment
1,696
5.75%
_
_
excluding education
Education
2,087
7.08%
Total
29,477
100%
3,389
96.72%
Source: PSRC 2013 Covered Employment Database
Industry Clusters
Industry clusters are geographically concentrated cooperative networks of interdependent
firms and related institutions, where the close contacts of the members and the
continuous, fast knowledge exchange between them contribute to the competitive
increase of both the members and the whole region. An active local cluster includes firms
and support organizations working together to achieve results that would not be possible
individually.
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FWCP — Chapter Seven, City Center
Cluster data for the Urban Center generated by PSRC can be found in Table VII -IV.
Table VII -IV
Industry Clusters in the Urban Center
Cluster
2010
2013
Business Services
218
248
Tourism
964
879
Walk and Bike
1,212
1,161
Employment Targets
VISION 2040 and the CWPPs envision urban centers to contain current or planned
concentrations of the region's most significant business, governmental, and cultural
activities with large regional markets. Accordingly, the total number of jobs for the year
2035 for the urban center has been set at 6,823. This means that there is an additional
target of 3,434 jobs, which is 28 percent of the overall city target of 12,300 jobs.
Transportation
Concentrating growth in a specific area also supports investment in transit, including a
regional HCT system. Existing low- density development does not generate sufficient
levels of demand to optimize the return on investment in transit. Promoting higher -
density uses within walking distance of transit facilities will improve the viability of this
significant infrastructure investment.
Additionally, concentrating the highest density of development in the urban center, where
a significant number of jobs and residences will be within walking distance of a transit
station, helps reduce dependency on the automobile and improve pedestrian mobility.
The urban center emphasizes pedestrian, bicycle, and transit mobility.
As shown in Table VII -V, based on PSRC's 2010 Summary Statistics in the Federal Way
Profile on Urban Centers, mode split in 2010 was 79 percent single occupancy vehicle
(SOV). The City's 2040 goal for the urban center is a 70 percent SOV rate.
Table VII -V
Mode -Split Goals
Source: PSRC's Federal Way Profile on Urban Centers and City of Federal Way Traffic Division
Revised 2015 VII -22
2010
2040
Single Occupancy Vehicle
79%
70%
High Occupancy Vehicle
9%
13%
Walk and Bike
3%
4%
Transit
9%
13%
Source: PSRC's Federal Way Profile on Urban Centers and City of Federal Way Traffic Division
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FWCP — Chapter Seven, City Center
Environment
Critical Areas
There are no wetlands streams or geologically hazardous areas within the urban center.
However, there are three aquifers that underlie the City. Federal Way is partially
dependent on groundwater as a source of drinking water. Groundwater pumped from
Lakehaven Utility District wells originates from these three aquifers. The Lakehaven
wells are protected by regulations that designate wellhead protection zones. The western
portion of the urban center is located within a 10 -year wellhead Protection zone.
Stormwater Management
Conventional tools to manage stormwater runoff focus on mitigation and flood control by
collecting runoff via conveyance systems and detaining the excess volume in ponds or
vaults. However, the conventional tools typically do not provide local groundwater
recharge require large volumes of surface or subsurface storage, and provide limited
water quality treatment.
Consistent with Department of Ecology permit requirements the City is moving toward
making a low impact development (LID) approach as the preferred method, where
feasible to supplement or replace the conventional tools for stormwater management. LID
shifts the stormwater focus from a structural measure to a source reduction approach.
7. 7 VISION STATEMENT
By the end of the comprehensive planning horizon in 2035, the Federal Way City Center
has evolved into the cultural, social, and economic center of the City and fulfilled its role
as one of Puget Sound's regional network of urban centers. This role is reinforced by
pedestrian- oriented streetscapes; an efficient multi -modal transportation system; livable
and affordable housing; increased retail, service, civic, and office development in a
compact area; a network of public spaces and parks; superior urban design; and a safe
and vibrant street life.
The City Center is responsive to the needs of the City's residents. In addition to general
services that draw people from outside the region, such as retail, office, cultural,
entertainment, and hotel uses, the City Center is the primary commercial area providing
local goods and services to the surrounding neighborhoods, and to residents and
employees within the center area.
Private development and City- initiated actions have resulted in a balanced transportation
network that accommodates automobiles, public transportation, high occupancy vehicles,
pedestrians, bicyclists, and integrated parking. Pedestrian, bicycle, and transit circulation
is emphasized along with other travel modes. The downtown urban fabric includes
Revised 2015 VII -23
FWCP — Chapter Seven, City Center
smaller blocks, lending itself to efficient and pleasant travel. Concentrated development
allows a significant number of jobs and residences to be located within close proximity to
transit, including a High Capacity Transit Station (HCT), thus, reducing dependency on
the automobile and improving pedestrian mobility. The regional HCT system with
regional express bus service has evolved to include fixed guide -way systems, such as
light rail. Direct access to a regional transit system links the City Center to Seattle,
Everett, Tacoma, Bellevue, SeaTac International Airport, and other regional and local
destinations.
The diversity of housing opportunities now include high -rise and/or mid -rise mixed -use,
which help to meet a significant portion of the community's housing needs. City Center
residents walk or take transit to shop, work, and recreate. Community facilities and
services, public spaces, parks, and trails complement the variety of housing and provide
places for residents to come together as a community.
A central gathering place for the community, the City Center, is where the whole
community can congregate and celebrate. Civic and cultural facilities including a
Performing Arts and Conference Center, park and open -space system, meet the needs of
residents, employees, and visitors. These amenities connect to the Citywide and regional
system of open spaces, parks, and trails. Public and private projects contain such design
elements as fountains, sculptures, and unique landscaping.
The quality of urban design for all developments, including streets, buildings, and
landscaping, is high and contributes to an improved quality of life. Public buildings and
spaces also set a high standard for design and compatibility with adjoining uses.
7.8 GOALS AND POLICIES
The following goals provide overall direction to policy makers and community members
when making choices about growth and development within Federal Way's City Center.
General Goals
CCG1 Create an identifiable City Center that serves as the social, cultural, and
economic focus of the City. Define a City Center with distinct boundaries, unique
building types, and special features.
CCG2 Attract a regional market for high quality office and retail uses which increases
employment opportunities, adds to the City's tax base, and establishes Federal
Way's City Center as an economic leader in the South King County region.
CCG3 Foster distinct districts within the City Center, defining the roles and
characteristics of each such district.
CCG4 Encourage a mix of compatible uses to maintain a lively, attractive, and safe
place to live, work, and visit.
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FWCP — Chapter Seven, City Center
Goal
CCG5 Focus on improving the existing character and image of the City Center.
CCG6 Encourage housing opportunities in mixed residential/commercial settings.
Promote housing opportunities close to employment.
CCG7 Develop land use patterns that will encourage less dependency on the single
occupant automobile.
CCG8 Provide a balanced transportation network that accommodates public ,
transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles, and
integrated parking.
CCG9 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.
CCG10 Create policies and regulations to encourage more efficient use of parking
facilities and to foster new, innovative, and creative parking solutions.
CCG11 Focus new growth in the City Center and allow for higher intensity uses and
densities.
Policies
CCP1 Support a concentration of uses within the City Center to create a financial, retail,
business, civic, and cultural hub of Federal Way.
CCP2 Develop an attractive City Center that will attract quality development.
CCP3 Continue to support land use regulations that allow the higher intensity
development expected over the next 15 to 30 years.
CCP4 Continue to develop a City Center that is the primary commercial area providing
local goods and services to the surrounding neighborhoods and region, and to
residents and employees within the center.
CCP5 Utilize the SEPA Planned Action and provide streamlined permit review in the
City Center to accelerate progress towards meeting the vision.
CCP6 Work with urban service providers to ensure sufficient capacity is available for
development.
CCP7 Allow for a variety of uses and mixed -use development within buildings, or
complexes. Ensure that mixed -use development complements and enhances the
character of the surrounding residential and commercial areas.
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FWCP — Chapter Seven, City Center
Goal
CCP8 Provide incentives to encourage residential development in City Center.
CCP9 Promote the siting of cultural and civic uses within the City Center. The City
should always consider City Center sites in siting analyses and decisions
regarding potential civic and cultural uses that it develops. In addition, incentives
should be explored that could attract cultural and civic uses over which the City
does not have direct control.
CCP10 Continue to develop land use regulations that encourage the City Center to
accommodate higher- density residential uses accompanied by residentially
oriented retail and service uses.
CCP11 Continue to provide amenities such as community services, parks, and public
spaces to meet residential needs.
CCP12 Continue to ensure effective transitions between frame area development and
nearby lower- intensity development.
CCG12 Improve the flow of vehicular traffic through the City Center and minimize
increases in congestion.
Policies
Goal
CCP13 Improve traffic flow around and through the City Center by extending the street
network, creating smaller blocks, and completing the ring road along the west
edge of the City Center.
CCP14 Reduce congestion by supporting the Commute Trip Reduction Act. Develop
commuting alternatives to single occupancy vehicles, including transit, walking,
and bicycling.
CCP15 The City's LOS standard shall be based on average person -delay to allow lower
LOS for single- occupant vehicles and support pedestrian- friendly designs and
HOV treatment.
CCG13 Promote and facilitate the effective use of non - motorized transportation. Create a
safe, efficient, and enjoyable pedestrian and bicycle system.
Policies
CCP16 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.
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FWCP — Chapter Seven, City Center
Goal
CCP17 Continue to enforce and refine zoning codes, site planning requirements, and
street design standards, as necessary, to establish a more pedestrian and bicycle
friendly environment.
CCP16 Encourage new development to include active ground floor uses such as shops,
community services, office, and restaurants.
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.
CCP20 Continue to site and screen parking lots to minimize impact on the pedestrian
environment.
CCP21 Connect the main entry of buildings to public sidewalks by a clear, identifiable
walkway.
CCP22 Encourage transit use by improving pedestrian and bicycle linkages to the
existing and future transit system, and by improving the security and utility of
park- and -ride lots and bus stops.
CCP23 Establish clear and well- marked pedestrian crossings to reach transit facilities
and other uses at a maximum spacing of 660 feet.
CCP24 Connect Celebration Park and Steel Lake Park via a pedestrian/bicycle pathway
bisecting the City Center. Orient buildings, urban open spaces, plazas, etc., to
pathways where feasible.
CCP25 Continue to improve the pedestrian/bicycle circulation along, South 320`h Street
and Pacific Highway South.
CCG14 Work with the transit providers to develop a detailed HCT plan for the City
Center. Identify facilities, services, and implementation measures needed to make
transit a viable and attractive travel mode. Tailor the plan to meet local needs
through rapid transit, express buses, and/or demand - responsive service.
Policies
CCP26 Continue to focus transportation investments to support transit and pedestrian/
bicycle- oriented land use patterns.
CCP27 Participate actively in regional efforts to develop an HCT system to serve the
City Center.
CCP28 Establish the most intensive levels of transit service to the City Center area.
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FWCP — Chapter Seven, City Center
Goal
CCP29 Integrate any transit system with existing or new road right -of -way.
CCP30 Integrate the high capacity transit system with other transportation modes serving
Federal Way and the region.
CCP31 Integrate bicycle and pedestrian facilities with, and connect to, high capacity
transit facilities during right -of -way acquisition and facility design.
CCG15 Develop civic and cultural facilities in addition to a public space and park system
within the City Center to meet the needs of residents, employees, and visitors.
These facilities and spaces should connect to the Citywide and regional system of
public spaces, parks, and trails.
Policies
Goal
CCP32 Promote a diversity of public and privately funded recreational and cultural
facilities throughout the City Center. Promote partnerships between the City and
other agencies, private organizations, and individuals to develop and meet the
needs of the community for these types of facilities.
CCP33 Acquire land necessary to provide a broad range of development opportunities
throughout the City Center.
CCG16 Encourage the development of a higher - density, mixed -use City Center that in
turn will reduce parking demand per square foot or per unit.
Policies
CCP34 Encourage public and private parking structures (below or above ground) in lieu
of surface parking in the core area. As redevelopment occurs and surface parking
becomes increasingly constrained, consider a public /private partnership to
develop structured parking in the downtown commercial core area.
CCP35 Encourage the provision of structured parking.
CCP36 Buffer parking areas to increase compatibility between surrounding uses. For
larger lots, provide substantial landscaping, special lighting, and pedestrian
walkways.
CCP37 Site and orient buildings and parking to allow redevelopment of surface parking.
Revised 2015 VII -28
FWCP — Chapter Seven, City Center
Goal
CCP38 Allow on -street parking to create a buffer between pedestrians and traffic,
depending on street characteristics and role within the City Center. On- street
parking should be viewed as a component of the parking supply for the area.
CCP39 Encourage shared parking between uses to maximize the use of available parking
within the City Center.
CCG17 Plan for land use patterns and transportation systems that minimize air pollution
and greenhouse gas emissions.
Policies
CCP40 Continue to build a multimodal transportation system, as described in Chapter 3,
"Transportation," so that people who live and work in Federal Way have a
variety of convenient low -or no- emission transportation options.
CCP41 Continue to promote commute trip reduction strategies as a way to reduce air
pollution and greenhouse gas emissions.
Goal
CCG18 AS part of new development or redevelopment, encourage the use of innovative
techniques such as Low Impact Development.
Policies
Goal
CCP42 Encourage the use of low impact development stormwater facilities, or use other
similar stormwater management techniques to promote aquifer recharge.
CCP43 Establish land use and building controls to use stormwater infiltration, such as
low impact development and green stormwater infrastructure techniques
wherever feasible, and to minimize the amount of impervious surface created by
development.
CCG19 Consider protecting views from civic buildings and uses, such as the Performing
Arts and Conference Center, for the enjoyment of citizens.
Policies
CCP44 Consider providing incentives, and/or adopt regulations, for view protection of
scenic vistas.
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FWCP — Chapter Seven, City Center
Goal
CCG20Maintain street designations that reinforce the unique characteristics of the City
Center.
Policies
CCP45 Continue to acquire right -of -way, primarily through dedication from
development, to complete and enhance the street network.
CCP46 Continue to design streets as public spaces, with appropriate pedestrian
amenities, trees, sidewalks, bicycle paths, transit services, street furniture, and
trash receptacles.
CCP47 Continue to construct streetscape improvements as an integral component of
any roadway improvement.
CCP48 Encourage buildings to front or face public rights -of -way, providing clear paths
from the sidewalk to all entries.
CCP49 Do not widen any streets except for SR -99 and South 320`h Street to more
than five lanes.
CPP50 Continue to look for opportunities such as the dedication of the flagpoles and
the renaming of the downtown stretch of South 320`h Street as Memorial Way
to reflect local values and create a unique community character.
7. 9 IMPLEMENTATION
Developing a City Center will require collaboration between government entities,
citizens, and developers. Phasing and development of certain elements, such as high
capacity transit, are outside the City's control. Therefore, an implementation program
must be flexible. It must also be tied to general goals, policies, and strategies rather than a
detailed, step -by -step list of actions. The implementation section consists of:
A set of strategies to guide implementing actions;
An illustration of how these strategies can be realized over time; and
A 15 year action plan.
Implementation Strategies
Specific strategies must be pursued in order to coordinate various elements and actions that
are dependent upon one another. For example, private development depends upon
Revised 2015 VII -30
FWCP — Chapter Seven, City Center
adequate infrastructure and amenities. Effective transit service depends upon supporting
land use development to provide sufficient ridership. Residential communities require
adequate transportation and services, a pedestrian friendly environment, open spaces, and
jobs to foster a sense of community. However, regulatory and infrastructure actions must
be taken in the interim to prepare for these developments. The following strategies form
the basis to achieve desired City Center development.
• Maintain regulations to shape and influence new development (1 -20 years).
■ Discourage low intensity auto oriented development in the City Center.
■ Provide regulations and incentives to achieve a high intensity, mixed -
use, pedestrian friendly development.
Encourage high- density residential development in the City Center.
• Continue and enhance incentives to foster desired redevelopment in the City Center.
■ Maintain, and consider increasing, the City Center redevelopment fund.
■ Consider appropriate public - private partnership opportunities as they present
themselves to leverage desired development.
■ Pursue appropriate redevelopment of City owned parcels.
■ Continue to respond to opportunities for City acquisition and repositioning of
key properties as they become available.
• Develop specific plans to construct needed street and infrastructure
improvements (1 -5 years).
Develop plans to define the location of street rights -of -way for
completing the street grid and constructing transit facilities to provide
predictability for developers.
Construct arterial improvements with associated landscaping and
pedestrian amenities (timing set by capital facilities program).
Per the adopted pedestrian and bicycle plan, construct sidewalks,
pedestrian paths, mid -block connectors, and bicycle connections to all
areas of the City Center and particularly to the transit center (ongoing
effort).
• Consider development of structured parking facilities as needed to support more
intensive development and gradually convert the core into a less auto dependent
area.
• Improve both local and regional transit service.
■ Coordinate with Sound Transit to develop a regional HCT station in the
City Center (15- 20years).
Revised 2015 VII -31
FWCP — Chapter Seven, City Center
• Construct civic features, public spaces, parks, and other urban elements to create
a true urban center and promote civic identity (1 -10 years).
• Develop major civic facilities in the City Center such as, Municipal
Facilities, Performing Arts and Conference Center, and parks, to
generate social and economic activity.
• Include landscaping and pedestrian improvements in all street
construction (incremental program tied to actual improvements).
Phasing
Transforming the existing downtown commercial core area into the proposed City Center
is an ambitious task. It requires a significant transformation from a low- density,
automobile oriented, largely retail area to a higher intensity, more pedestrian oriented
mixed -use area. The City Center chapter acknowledges that the core will take some time
to develop. The City can facilitate these changes if a series of small steps are taken over
time. This is especially true if the steps are consistent with the emerging economic,
social, and demographic trends. As is the intent of this plan, the phasing scenario
presented here accounts for the timing of market projections and future actions.
As noted above, the implementation strategy is keyed to projected trends and regional
planning goals. Its form and character, as envisioned in the chapter, are dramatically
different from anything that now exists in the center. Recently, there has been a substantial
increase in interest in redevelopment opportunities within the City Center, both on the part
of existing property owners and prospective developers. This interest indicates that new
development is more likely in the near -term than at any time over the past several years. It
will be important for the City to maintain its proactive efforts to attract, engage, and even
at times provide incentives for new development The City should not encourage continued
low -scale investment in this area, since it will need to be amortized over a decade or two
and will delay accomplishment of preferred development.
Figures VII -5 and VII -6 and Map VII -9 (located at the end of the chapter) illustrate key
steps in the evolution of Federal Way's City Center from 1995 through 2025.
2015— 2020 Actions
• Utilize the Bicycle and Pedestrian Master Plan in programming capital projects,
reviewing development proposals, and encouraging other agencies to integrate
bicycle improvements and linkages into Federal Way projects. The plan should
emphasize linkages between transportation facilities, Celebration and Steel Lake
parks, The Commons, and surrounding communities.
• Continue to plan for and develop parks and public spaces within the City Center.
• Continue to improve SR -99.
• Complete the BPA Bike Trail.
Revised 2015 VII -32
FWCP — Chapter Seven, City Center
• Continue to negotiate and acquire rights -of -way to augment the City Center street
grid. During permit review, ensure that new development is compatible with the
street grid. Construct street grid enhancements.
• Focus transit activities in the City Center core.
• Pursue public - private partnerships for desired redevelopment, with City
investment in public open space, public parking, and/or public infrastructure
leveraging substantial, catalyzing redevelopment projects.
• Through City ownership and repositioning, continue to pursue substantial
redevelopment of the former AMC theaters site in fulfillment of the City Center
vision and to be a catalyst for additional, nearby redevelopment. Additional
opportunities to acquire and reposition key City Center properties should be
considered as the opportunities present themselves.
• If the City Council chooses the City Center as the appropriate location for
Municipal Facilities, begin negotiations and acquire property for Municipal
Facilities. Construct Municipal Facilities.
• Enhance educational and recreational opportunities in City Center.
• Construct a City Center park with public amenities such as a water feature,
covered shelter, art, and unique landscaping, separate from Celebration Park.
• Continue to pursue public - private partnerships for desired redevelopment, with
city investment in public open space, public parking, and/or public infrastructure
leveraging substantial, catalyzing redevelopment projects.
• Potentially construct the pedestrian overpass across 320`h Street, and build phase
one of the City Center pedestrian mall.
• Work with transit agencies to improve community -wide transit service and
implement a "spokes -of -a- wheel' service delivery pattern with City Center as the
hub.
• Establish green parks and corridors throughout the City Center and/or along a
City Center pedestrian mall.
Activity Since 1995 Comprehensive Plan Adoption
The following have been accomplished to implement goals and policies of the City
Center chapter since the initial adoption of the FWCP:
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FWCP — Chapter Seven, City Center
• In 1996, the City adopted code amendments for the City Center Core and Frame
to allow for increased residential density and flexibility in siting residential uses.
The City also adopted Community Design Guidelines intended to improve the
appearance of non - residential buildings and to expand pedestrian circulation,
public open space, and pedestrian amenities.
In 1998, in conjunction with King County/METRO, the City improved local and
intercity transit which should result in more people having access to shopping
and other opportunities in the City Center. Since that time, the City has worked
with the transit providers to develop a detailed transit plan for the City Center,
including siting and initial design work for the City Center Sound Transit station,
as well as improvement of a park- and -ride lot.
• In 1998, the City adopted policies to provide streetscape enhancements and
development of standards for streetlights, street trees, and their placement and
location in the City Center. Since that time, substantial progress has been made,
with full improvement along this corridor from I -5 to 11`h Avenue South.
• The City has an adopted TIP and CEP plan which addresses major street
improvements in the City Center. Minor collector and local street improvements
would be provided by development as redevelopment occurs.
• In 2001, the City created an Economic Development Division to encourage City
Center redevelopment, attract businesses and developments, and increase
visitorship to the City Center.
• Phases I, II, and III of the BPA trail have been constructed.
• In 2001, the City Council enacted building code provisions allowing five stories
of wood -frame construction over concrete.
• In 2003, the City Council enacted limited, ten -year property tax exemption for
multifamily /mixed -use construction.
• In 2005, the City Council appropriated an initial $5 million for a City Center
Redevelopment Fund, and has continued to invest in that fund. In addition, the
City Council passed a resolution committing to pursue public - private
partnerships to leverage desired redevelopment.
• In 2006, the City amended its regulations to increase height for mixed -use
buildings from 85 to 200 feet.
• In September 2006, the EIS for the City Center SEPA Planned Action was
completed, with adoption of the Planned Action Ordinance, providing a
streamlined SEPA process in the planned action area, adopted in 2007.
Revised 2015 VII -34
FWCP — Chapter Seven, City Center
• In January 2007, the City Council acquired the former AMC theaters site, with
the intention of repositioning that site for redevelopment that will achieve the
FWCP vision and serve as a catalyst for other nearby properties.
• In 2008, the State awarded the City up to $1 million per year in matching funds
for 25 years, pursuant to the Local Infrastructure Financing Tool (LIFT)
program. The Revenue Development Area (RDA) for application of the LIFT
program comprises the majority of the City Center.
• In 2009, the City Center was designated a "regional center" for the EB -5 Foreign
Investor Visa Program. This program grants foreign investors and their
immediate families a special EB -5 residency visa for making investments that
create at least 10 jobs, and have a minimum investment of $500,000. The
Federal Way Regional Center encompasses the majority of the City Center
• In April 2010, the City Center Planned Action Area was expanded to add five
parcels comprising ten acres.
• In June 2010, the City adopted regulations intended to reduce block perimeters in
order to create a more pedestrian friendly environment.
• In 2010, the City acquired the former Toys R Us site for the development of a
Performing Arts and Conference Center.
• In February 2012, the City adopted a Bicycle and Pedestrian Master Plan.
• In February 2012, the City adopted a Complete Streets Ordinance.
• In January 2014, the City adopted an ordinance reducing school impact fees by
50 percent within the City Center.
• In August 2014, the City adopted a resolution creating an Economic
Redevelopment Zone, covering the CC -C and that portion of the CC -F east of
Pacific Highway South in order to stimulate redevelopment of this area by
prioritizing investment of redevelopment financing.
• In December 2014, the Planned Action SEPA, which was set to expire in 2014,
was extended to September 2015. The City is in the process of preparing a new
transportation analysis and a Supplemental Environmental Impact Statement
(SEIS) in order to extend the timeline for a longer term.
• In 2014, the City constructed an interim Town Square Park at the former AMC
Theatre building site. This park is in the process of being redesigned to become a
permanent park.
• In 2014, the City acquired the former Target site for development of a town
center.
Revised 2015 VII -35
FWCP — Chapter Seven, City Center
In January 2015, the City adopted an Economic Development Strategy for the
entire City with particular emphasis on the Town Center Concept development
for Town Centers 1, II, 11, and IV (described in Section 7.2 and illustrated in
Figure VII -I).
In 2015, the City issued land use approval for the Performing Arts and
Conference Center, with plans to begin construction in late 2015.
■ Infrastructure improvements:
■ 1999 – South 312`h Street between Pacific Highway South and 23`d
Avenue South — Roadway widened to four lanes; sidewalks constructed;
street lighting and street trees installed.
■ 1999 – South 312" Street and 14" Avenue South — Pedestrian Crossing
Signal added.
■ 2000 -- South 320th Street corridor streetscape improvements completed.
■ 2001 – Pacific Highway South/South 320" Street intersection — Roadway
widened and d new turning lanes added at each leg of the intersection.
Also add street lighting, street trees added; architectural and landscaping
elements installed at each corner of the intersection; and utilities
undergrounded.
■ 2001 –The Commons surface water conveyance system upgraded
■ 2001 -02 – South 320`h Street between 11`h Avenue South and Interstate 5
— Utilities undergrounded;, sidewalks widened where necessary to add
new streetlights; street trees installed behind the sidewalks and medians
installed ,where feasible. Dual left -turn lanes added at 23`d Avenue
South.
■
2002-23 d Avenue South between South 324`h Street and South 316`h
Street — Roadway widened to five lanes and new sidewalks, street
lighting, and street trees added. New traffic signals installed at South
316`h Street, South 317`h Street, and South 322nd Street.
■ 2002 —Ring Road (14`h Avenue) completed.
■ 2002 – South 312" and 14`h Avenue South — Pedestrian signal upgraded
to full traffic signal.
■ 2002 -2004 – Pacific Highway HOV Lanes, Phase I— Pacific Highway
South widened with an HOV lane in each direction from South 312`h to
South 324 ". Sidewalks, center medians, landscaping, and utility
undergrounding added. This project was the City's first of five projects
to improve the Pacific Highway /International Boulevard corridor and
was a continuation of the revitalization of the City Center.
■ 2002 –Turn lanes added on South 324`' Street at SR -99.
■ 2004 – South 314" Street and 23`d Avenue South — Traffic signal
constructed.
■ 2006 – Flyover ramps from I -5 High Occupancy Vehicle (HOV) lanes
connecting to South 317" Street constructed.
Revised 2015 VII -36
FWCP — Chapter Seven, City Center
■ 2006 — Sound Transit's Federal Way Transit Center at South 317`h Street
and 23`d Avenue South constructed.
■ 2007 — 21" Avenue South grid road between Sound Transit and South 320`h
Street constructed.
■ 2011 -- the I -5 south -bound off ramp to South 320'h Street widened.
■ 2011 — 20th Ave South sidewalk improvements (South 316th Street to S
314th Street) — Sidewalk on east side of 20th Avenue South widened to 12
feet, and street trees and decorative luminaires added,.
■ 2013 -2014 — South 320th at 20th Avenue South intersection improvements
— Dual left turn lanes in each direction of South 320th Street, including new
traffic signal added.
■ 2014 - South 320th at 20th Avenue South Water Quality Vault — Water
quality vault for South 320th at 20th Avenue South intersection
Improvements project installed.2014 -- South 320th Street Safety
Improvement Project — Retro- reflective backing and flashing yellow arrow
conversion at intersection of South 320th Street with 23rd Avenue South
and 25th Avenue South; and overhead lane assignment signage for
northbound and southbound 23rd Avenue South approaching South 320th
Street; and for eastbound South 320th Street approaching I -5 added.
■ SR -99 Safety Improvement Project - Retro- reflective backing and flashing
yellow arrow conversion at intersection of SR -99 and South 324th Street
and overhead lane assignment signage for westbound South 324th Street
approaching SR -99 added.
■ Below is a non - exclusive list of Major New Private Development:
■ 1997 -- Trader Joe's
■ 1998 -- Comfort Inn
■ 1999 — Marie Calendar's Restaurant
■ 1999 — Holiday Inn Hotel
■ 1999 — Extended Stay Motel
■ 1999 — Walmart
■ 2000 — Courtyard Marriot Hotel
■ 2001 -02 — Pavilion Centers, Phases I and II
■ 2004 - -- Celebration Center (Multi- tenant Complex)
■ 2005 -- Woodstone Credit Union
■ 2006 — H Mart
■ 2007 -- Panera Bread
■ 2007 -- AMC Theatres
■ 2007 -- McGrath's
■ 2009 -- Verizon
■ 2009 -- East India Bar and Grill
■ 2010 -- Hampton Inn & Suites
■ 2012 -- Buffalo Wild Wings
■ 2012 -- The Ram
■ 2012 — Home Goods
■ 2014 — Kohl's
Revised 2015 VII -37
FWCP — Chapter Seven, City Center
■ 2014 -- Dick's Sporting Good
■ 2014 -- Total Wine
■ 2015 -- Ulta Cosmetics
Renovated or Remodeled Projects:
• 1998 — SeaTac Village
■ 1998 — Sunset Square (Safeway and Longs Drugs)
■ 1999 — Ross Plaza (Rite Aid and Party City)
■ 1999 — Indochine and Genghis Khan Restaurants
■ 2006 — Pal -Do World (Sea Tac Plaza)
■ 2006 — H Mart Grocery Store (located in former QFC in Pavilion Center)
Revised 2015 VII -38
City of
Federal Way
Comprehensive Plan
acoma
Map VII -1
City Center Vicinity Map
Federal t,
Way
Legend
O City Limits
C I Federal Way Potential Annexation Area
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City of Federal Way
GIS Division
33325 81h Ave S
Federal Way, WA 98003
253- 835 -7000
www. cityoffederalway. com
Scale: N
0 0.s 1
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333 Division
Federal Way
33325 8th Ave S
Federal Way WA 98003
253- 835 -7000 C o m p re h e n s ive P l a n City Center Land Use Designations
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City of Map V 11 -4 Cily ° FederalcWay 15
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33325 8th Ave S
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Comprehensive Plan 2 crt-7000
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An places of worshq,
electrical transmission facilities,
restaurants, banks, hotels,
libraries, park and ride lots, postal facilities,
areas, subdivision tracts
utility easements, telecommunications
health clubs, cinemas
schools (public and private)
facilities and Right of Way
Drainage
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Senior Housing
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stormwater detention
fourplex and other group homes
and trails
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= Office
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Single family detached homes
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warehouses, other storage
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golf courses, sport facilities
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City Center Element
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� Federal Way This map is intended for use
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0 500 1,000 The City of Federal Way makes
J \complan\2014 Update \City Center \Maps2 \CC_VII_4 mxd Feet no warranty as to its accuracy.
City of Map VII -5
Federal Way
Comprehensive Plan Town Center Development Site
Map Date: March 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253 - 835-7000
www. dtyoffederalway.com
AkCITY OF
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J. \complan\2014 Update \City Center \Maps2 \CC_VII_5.mxd
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AkCITY OF
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J. \complan\2014 Update \City Center \Maps2 \CC_VII_5.mxd
City Center Element
a This map is intended for use
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0 500 1,000 The City of Federal Way makes
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Map VII -6 Map Date
City of March 1
City of Federal .1
333 58th n
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33325 8th Ave S
Boundaries of Planned Action S E PA 253 -835-7000
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0 500 1,000 The City of Federal Way makes
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City of
Federal Way
Comprehensive Plan
Map VII -7
The Concept Plan
Map Date: February 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253 -835 -7000
www. cityoffed eralway.com
Celebration Park
Legend
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Planned Bicycle Route City Center Core
=Potential Pedestrian Crossings City Center Frame
N Enhanced Street Network
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ACITY OF
s., Federal Way Scale
0 500 1,000
J \complan\2014 Update \City Center\Maps2 \CC_VII_7. mxd Feet
ZZ
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ACITY OF
s., Federal Way Scale
0 500 1,000
J \complan\2014 Update \City Center\Maps2 \CC_VII_7. mxd Feet
ZZ
City Center Element
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no warranty as to its accuracy.
City of Map V11 -8 CMap ry oDFederalcWa 015 GIS
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35 8th Ave S
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ro
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0 500 1,000 The City of Federal Way makes
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City of
Federal Way
Comprehensive Plan
Map VII -9
Potential Location of Public Spaces and
Pedestrian and Bicycle Connections
Map Date: March 2015
City of Federal Way
GIS Division
33325 8th Ave S
Federal Way, WA 98003
253- 835 -7000
www.cityoffederalway.com
fl
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City of Map VII ■ O ry Map Date Feb Wary 2015
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