Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
COFW Comprehensive Plan - Revised 2015.pdf
Table of Contents CITY OF FEDERAL WAY Comprehensive Plan Chapter Page One Introduction I Two Land Use 11 Three Transportation III Four Economic Development IV Five Housing V Six Capital Facilities VI Seven City Center VII Eight Potential Annexation Areas VIII Nine Natural Environment IX Ten Private Utilities X Eleven Shoreline Master Program XI Twelve Twin Lakes Commercial District Subarea Plan XII Glossary of Terms G-1 List of Acronyms G-10 CHAPTER ONE INTRODUCTION 1.0 INTRODUCTION I 1.1 POLICY BACKGROUND I Growth Management Act 2 VISION 2040 2 Countywide Planning Policies 3 1.2 THE COMPREHENSIVE PLANNING EFFORT 3 Why Plan? 3 What Is a Comprehensive Plan? 4 How Was the Plan Developed? 4 Organization of the Plan 5 1.3 FEDERAL WAY'S COMMUNITY PROFILE 6 Past and Present 6 Federal Way's Future Vision 8 Getting to the Future from the Present 11 How Will The Plan Be Implemented? 11 Application of the Plan 14 Comprehensive Plan Amendment Process 15 Acknowledgements 15 This page intentionally left blank. FWCP - Chapter One, Introduction The Federal Way Comprehensive Plan (FWCP) lays out a vision for the future of Federal Way during a 20-year period. It articulates the community's vision and reflects community values. This chapter gives an overview of the comprehensive planning effort and lays out Federal Way's vision for its future. This plan contains a glossary of terms at the end of the document to help the reader with terms that may not be clear or understandable. The FWCP responds to the requirements of the Growth Management Act (GMA) of 1990 and subsequent amendments. The FWCP also carries out Vision 2040, a shared strategy for how and where the Central Puget Sound Region can distribute a forecasted total of five million people and three million jobs by the Year 2040, while maintaining the well- being of people and communities, economic vitality, and a healthy environment. The FWCP is also consistent with the 2012 King County Countywide Planning Policies (CWPPs), which call for multiple Urban Centers and defined Urban Growth Areas (UGAs), with much of the growth in employment and new housing occurring in the Urban Centers. Revised 2015 I-1 FWCP - Chapter One, Introduction Federal Way's plan also contains many components that are not referenced in the GMA; these additional components are included in the plan due to their importance to the Federal Way community. Although Federal Way's goals and policies for growth and the provision of services are guided by the requirements of GMA, VISION 2040, and King County Countywide Planning Policies (CWPPs), they primarily reflect the vision and goals of our own citizens. GROWTH MANAGEMENT ACT The GMA (RCW 36.70A. 140) was passed by the Washington State Legislature in 1990, with amendments added in 1991 and subsequent years. The legislature passed the GMA in recognition of the rate of growth that was occurring throughout the state, particularly on the west side of the Cascades. The GMA requires that each jurisdiction produce a comprehensive plan that contains, at a minimum, elements pertaining to land use, transportation, capital facilities, housing, private utilities, economic development, and parks and recreation. These elements must be consistent with one another. The GMA also requires jurisdictions to undertake a complete review of their comprehensive plan every eight years. Jurisdictions are required to adopt policies and regulations protecting resource lands and critical areas, such as agricultural land, wetlands, and geologically hazardous areas. Each jurisdiction must coordinate its plan with the plans of surrounding jurisdictions. The GMA also requires that each city designate an urban growth boundary (UGA) or potential annexation area (PAA) as they are called in King County. The PAA defines the area within which the city anticipates it could provide the full range of urban services at some time in the future. It also represents the area within which the city will consider annexations and the boundary beyond which it will not annex. Perhaps what most distinguishes the GMA from previous planning statutes is the requirement that public services be available or funded at some designated level of service before development may occur. If a jurisdiction cannot provide services to an area, then it may not permit development in that area. VISION 2040 VISION 2040's Regional Growth Strategy is a preferred pattern for accommodating residential and employment growth. It is designed to minimize environmental impacts, support economic prosperity, improve mobility, and make efficient use of existing infrastructure. Revised 2015 I-2 FWCP - Chapter One, Introduction VISION 2040's Regional Growth Strategy identifies the role that various cities, unincorporated areas, and rural lands categories play in accommodating the region's residential and employment growth. The strategy is organized around categories of "regional geographies." The majority of the region's employment and housing growth is allocated to Metropolitan Cities and Core Cities, which together contain more than two dozen designated regional growth centers. Large Cities also play an important role over time as places that accommodate growth. Small Cities provide jobs and housing that support vital and active communities at a less intensive scale. Growth in the unincorporated urban growth area is prioritized for areas that are identified for annexation into adjacent cities. Significantly less growth is allocated to the rural areas than has occurred in the past. Federal Way is designated as a Core City with a Regional Growth Center/Urban Center, which is the City Center Core zoning district. Discussion of the Urban Center can be found in Chapter 7, "City Center," of this plan. COUNTYWIDE PLANNING POLICIES The 1991 amendments to the GMA require all counties planning under the act to adopt Countywide Planning Policies (CWPPs). The jurisdictions in King County formed a group called the Growth Management Planning Council (GMPC) composed of elected officials from the King County Council, City of Seattle, and suburban cities. The mission of the GMPC was to draft the CWPPs for King County. These policies were adopted in 1992. In 1994, major amendments to the CWPPs were proposed by the GMPC. These amendments were subsequently adopted by King County and are binding on all jurisdictions in the county. Since 1994, the CWPPs have been updated as needed, with the last major amendments done in 2012. After approval and ratification by the King County Council, amendments are forwarded to the cities for ratification. Amendments to the CWPPs become effective when ratified by at least 30 percent of the city and county governments, representing 70 percent of the population of King County. WHY PLAN? Federal Way plans for people. People need a safe and secure place to live, an economy that provides living wage jobs, a transportation system that allows them to get around, and schools, colleges, and recreational opportunities. People also benefit from a human - scaled built environment that provides opportunities for walking and bicycling with Revised 2015 I-3 FWCP - Chapter One, Introduction access to healthy foods and opportunities to experience the natural environment. It is the city government's responsibility to provide public services and facilities, develop policies, and adopt regulations to guide the growth of a city that meets the needs of its people. From incorporation to the present, the guide for Federal Way's growth and development has been the comprehensive plan. WHAT IS A COMPREHENSIVE PLAN? The role of the FWCP is to clearly state the community's vision for its future, and to articulate a plan for accomplishing this vision over a 20-year period. The FWCP seeks to answer a number of questions: • What areas are most suitable for development or redevelopment? • What areas should be preserved in their natural state? • How can we encourage the type of development we desire? • How should we address traffic congestion? • How many parks do we need, of what size, kind, and where? • What steps should we take to encourage economic development? • How can we encourage preservation of our historic resources? • How can we ensure an adequate supply of affordable housing for all income levels? • What utilities and public services will we need? • How will the community pay for all of these things? Each of the FWCP's chapters addresses these questions, and more, in the areas of transportation, land use, economic development, capital facilities, utilities, and housing. The answers form the policies, which guide implementation of our community vision. The policy statements within each chapter are used to guide new or revised zoning and other regulations. The FWCP also sets a clear framework for where the community will need to spend money on capital facilities, how much, and identifies available funding sources. As a whole, the FWCP offers a flexible framework for Federal Way's future, allowing for adaptation to real conditions over time. HOW WAS THE PLAN DEVELOPED? Federal Way adopted an Interim Comprehensive Plan at the time of incorporation in February of 1990. In November of 1995, after a three-year planning process with much public involvement, Federal Way adopted its first GMA-compliant comprehensive plan (FWCP). The ideas in the FWCP were developed through discussion, debate, and the creative thinking of thousands of Federal Way citizens, working with City staff and elected officials. Consistent with the GMA, the City of Federal Way provided early and continuous opportunities for citizens to participate in CityShape. CityShape was the name Revised 2015 I-4 FWCP - Chapter One, Introduction given to the City's comprehensive planning project. CityShape was also the name given to the process used to develop the FWCP. �4 The plan was subsequently amended in December 1998, September 2000, November 2001, March 2003, July 2004, June 2005, July 2007, June 2009, October 2010, January 2011, January 2013, and August 2013. The March 2003 update was the major seven-year update, required at that time. The public participation process for the major 2015 update involved the following steps: • March 19, 2014 — An Open House was hosted by the Planning Commission. This was advertised by a press release and flyers were sent home to all homes of students in middle schools and elementary schools. • Three variable message signs (VMS), advertising the March 19 Planning Commission Open House, were placed in three high -traffic areas within the City. • A Comprehensive Plan Update Web Page was created. • An on-line survey was posted. • The Planning Commission was briefed as the draft chapters were prepared. • The draft chapters were posted on the Comprehensive Plan Update Web Page. • Citizens on the Notify Me List were informed. ORGANIZATION OF THE PLAN While we cannot predict the future, we can attempt to shape the future character of the community in which we live, work, and play. The FWCP functions as the City's statement of how it will grow and change in the 21 st century. The FWCP contains the following 12 chapters that outline goals and policies to guide the future of the City. Of the 12 chapters, seven are required by the GMA. Required Chapters 2. Land Use 3. Transportation 4. Economic Development 5. Housing 6. Capital Facilities 10. Private Utilities 11. Shoreline Master Program Optional Chapters 1. Introduction 7. City Center 8. Potential Annexation Area 9. Natural Environment 12. Twin Lakes Commercial Subarea Plan Revised 2015 I-5 FWCP - Chapter One, Introduction Each of these chapters has been coordinated with the others, resulting in a plan that is internally consistent. Each of the goals in the FWCP, while expressing a specific policy direction, also functions as part of a coordinated expression of the City's vision for the future. PAST AND PRESENT Planning for the future requires a good understanding of how our community has grown and changed in the past. The following discussion provides that backdrop as a context for subsequent chapters. The earliest recorded accounts of the Federal Way area tell of Native American families who resided in the area of the Muckleshoot Reservation on the east side of the Green River Valley and traveled west to the shores of Puget Sound for the plentiful fisheries resources. Generations of Muckleshoot Indians wore a westward trail across the heavily forested plateau to the area which is now Saltwater State Park. The arrival of the white man in the nineteenth century resulted in a steady decline in the Indian population and by 1890, nearly the entire population had disappeared from the area. Isolated on a triangular shaped plateau rising steeply from Puget Sound, the Federal Way area had little waterfront access or roadways and accordingly, was sparingly developed compared to Tacoma and Seattle. As late as the turn of the century, the original settlers at Dash Point and Dumas Bay had to row to Tacoma for supplies and mail. Old Military Road, constructed around 1856 and extending north from Fort Steilacoom, past Star Lake to Seattle and Fort Lawton, was the first road through the area. Over time, narrow dirt roads were added to provide east/west access and by 1900, a road was constructed between Star Lake and Redondo. The second crossroad, the "Seattle Road," connected old Military Road and Kent. The Seattle -Tacoma Interurban Line, completed in 1901, provided a fast and easy way to reach these urban cities. Improved access brought many visitors to the area and Star Lake became a popular summer recreation site. By the 1920s, Federal Highway 99, the interstate that linked the western states from north to south, was complete. At this time, Federal Way was still primarily forest and farmland. Fred Hoyt had a cabin on Dumas Bay and started a road to Tacoma (still called Hoyt Road). The timber companies, which had a major logging operation going, built an early Revised 2015 I-6 FWCP - Chapter One, Introduction railroad line and were instrumental in getting Marine View Highway (now Dash Point Road) built in the early 1920s. This roadway spurred development along the coastline. Soon thereafter, Peasley Canyon Road was built to connect Military Road with the Auburn Valley. This road later became known as South 320th Street. In these early days, roadways set the stage for development in the area and they still play an important role in the City today. By the start of World War II, a number of small, thriving communities made up the area that is now Federal Way. Some communities were clustered around lakes, such as Steel Lake, Star Lake, and Lake Geneva. Others were sited to take advantage of the view of Puget Sound, like Adelaide and Buenna. As each of these communities grew, residents built small schoolhouses for their children. By the late 1940s, King County consolidated the many individual red schoolhouses into the Federal Way School District, from which the City gets its name. During this same period, a library was built along the edge of Highway 99, and between 308th Street and 320th Street, a small "downtown" developed with a general store, lumber yard, realty office, beauty parlor, feed store, and gas station. By the end of the 1950s, the ten blocks between 308th and 320th Streets became the first roadside commercial district. One of the more unique developments was Santa Faire, a family oriented theme park. New shopping areas were added around the park, helping to create a "community focus" for the residents of the area. As this commercial area developed, the rest of Federal Way was changing as well. The Boeing Company expanded their operations in Renton and the Kent Valley and began advertising nationally for engineers. Those engineers in turn began roaming the wooded acreage in Federal Way in search of housing. One of the earliest residential developments was Marine Hills, built in 1958 overlooking Puget Sound. Weyerhaeuser, one of the early timber companies, had large land holdings in the area and began to develop their land into high quality housing with amenities like golf courses. Weyerhaeuser's development company also began developing commercial property, creating the West Campus business park. The plan was to integrate offices and businesses with lush landscaping. Though initially the corporate office market was not strong, West Campus has grown almost to capacity, providing space for many civic buildings such as City Hall, the police station, the area's major health care centers, and higher density housing. Another major landmark in the area is the Commons, built in the mid- 1970s on what was farmland south of 320th Street. The Commons is one of the largest malls in South King County and is the anchor for retail development in the area. The mall was a result of population growth in the region and its location was determined by the 320th Street Revised 2015 I-7 FWCP - Chapter One, Introduction intersection with Interstate 5. The Interstate supplanted Highway 99 as the main artery for commuter traffic in the County. By the mid- 1980s, South King County was growing quickly. Retail growth occurred along Highway 99, especially at the 320th Street intersection. Roads and office space were developed to accommodate the increased growth. Residential growth was also prominent, following plans developed by King County, with a large number of apartment homes. The changes to the community, with increased housing and traffic, created a movement for greater self-determination. In 1989, the citizens of this area voted for incorporation and the City of Federal Way was born, incorporating on February 28, 1990. FEDERAL WAY'S FUTURE VISION In the year 2035, Federal Way has changed significantly during the 45 years that have elapsed since incorporation. This is due to the following characteristics: Government For and By the People: All governmental entities reflect the can -do attitude of Federal Way citizens and partner with them to provide quality services, often through volunteerism. Governmental entities reflect the community's values of diversity, innovation, and participation. Together, the community and its neighborhoods have built a sense of identity and ownership for Federal Way and its future. Fiscally conservative, innovative financial and management strategies, along with economic growth, have allowed the community to enjoy a moderate tax rate, with bond issues approved to support major projects. Vibrant and Diverse Growth: Development goals have fostered the preservation of a primarily residential community and open natural areas, with concentrated urban development in the City's Center and secondary commercial districts. Development activity is focused on in -fill and redevelopment to create vibrant neighborhoods where residents have the option of walking, bicycling, or using transit for most of their needs. An increase in the number of corporate headquarters, annexation of the Potential Annexation Areas (PAA), and build out of available single-family sites, at competitive prices, has accommodated Federal Way's population target. New multiple -family development is concentrated in the City Center/Highway 99 corridor area, primarily through mixed -use condominiums and apartments. The pedestrian friendly, multi -use City Center, with multi -story and underground parking facilities works well for many. Federal Way citizens enjoy a wide variety of dining and shopping options, and the pedestrian plazas, parks and civic amenities of the City Center. Infrastructure has been developed concurrently with growth, preserving the community's quality of life. Revised 2015 I-8 FWCP - Chapter One, Introduction Economic Vitality: Strategically located in the Pacific Rim, between SeaTac Airport and the Port of Tacoma, Federal Way provides jobs as an international and regional retail and employment center. Federal Way is home to several corporate headquarters and regional headquarters such as Kiewit Bridge and Marine. There is also a growing medical services sector that includes St. Francis Hospital, Virginia Mason Hospital, Group Health Cooperative, Total Renal Care Inc (Davita), and Children's Hospital. Companies choose Federal Way for its sense of neighborhood identity, mix of housing stock, proximity to natural resources (mountains, oceans, and waterways), and safety. The growth in the corporate headquarters and medical services segment of the economy has netted economic spinoffs for Federal Way's small business community, as small business provides support services for these companies. Growth in the small business economy has generated some redevelopment of previously large retail warehouse facilities to accommodate office, retail, and light manufacturing. Quality jobs have boosted disposable income, supporting expansion of Federal Way's retail and commercial sectors. The resulting enhancements to the community's tax base have helped to support a high quality of community life. Efficient Transportation System: Federal Way's transportation system links neighborhoods with the City Center, and Federal Way with other communities in the Puget Sound region. Concentrated economic growth in East and West Campus and the City Center has allowed mass transit to connect Federal Way's economic core with the economic and leisure hubs of Puget Sound communities. Concentrated growth has allowed the community to maintain the infrastructure in outlying areas, focusing new infrastructure in the City Center. Selective investment in emerging transportation technologies optimize safety and reduce delays. Bicycling improvements provide a range of route alternatives for a variety of skill levels. Sidewalk improvements provide safer passage to schools, parks, and shopping. Multi -use trails connect parks and community centers to provide increased recreational opportunities and convenient non -motorized transportation. Safety, Infrastructure, and Utilities: This issue has been addressed at the neighborhood level, where community -based policing philosophies and citizen efforts to create a sense of neighborhood with real and perceived safety are most effective. Professional and compassionate law enforcement communicates clearly with the community's diverse populations and business community, providing a visible community presence, as well as acceptable emergency call response times. Improvements in safety have been a cornerstone for the community's economic and residential growth. The utility and fire districts share this community vision and have targeted their efforts and resources to continue to provide effective and efficient delivery of water, sewer, telephone, television, power, and fire services. Increased coordination between these districts and the City, and these districts and their regional counter -parts, has ensured adequate service expansion to make the community's development vision a reality. Revised 2015 I-9 FWCP - Chapter One, Introduction Caring for Our Own: Governmental and social service agencies work in concert to provide a caring and safe environment for all Federal Way citizens. Ever -improving educational institutions, public and private, serve all interests and ages throughout the community. Neighborhoods have joined with the schools in their area to improve student achievement, school facilities, and resources. Strong educational institutions and the leadership of the Federal Way School District, Highline Community College, and DeVry University have contributed to the community's economic growth, providing a trained work force and quality education for the families of employees who locate here. The City has been the catalyst for creating a one -stop center for human services, affordable housing, neighborhood services, and related programs to serve low- and moderate - income residents of the City. The City works in partnership with non-profit service providers and residents to support economic empowerment and self-sufficiency for all households in Federal Way. Quality Culture, Environment, and Play: Parks, trails, sports, urban agriculture, and cultural arts facilities cater to the active lifestyle of Federal Way citizens. By partnering with the Federal Way School District and other agencies, the community has developed a long-range plan for facilities, parks, and services. This partnership is yielding more and better facilities, and greater joint facility utilization than any one agency could provide alone. A performing arts and events center (PAEC) has been built and serves the area's residents, business community and the greater region. Construction of the PAEC (Town Center I), Town Square Park (Town Center Il), shopping center (Town Center III), and transit oriented development (Town Center IV) has positively affected the City Center by attracting new businesses and stimulating redevelopment of existing sites (the Town Center Concept is discussed in Chapter 7, City Center). This has resulted in a vibrant downtown with attractions for all ages. The Federal Way area is blessed with a bounty of natural beauty and scenery. This bounty includes dramatic vistas of Mt. Rainier; numerous lakes, streams, and wetlands; the pastoral setting in the Spring Valley area; and views of Puget Sound and Vashon Island from the saltwater ridge. The City is committed to preserving this vast natural resource for the citizens and future citizens of Federal Way. Revised 2015 I-10 FWCP - Chapter One, Introduction Regional Player: Finally, Federal Way institutions and citizens are regional partners and participants in the economic, political, and cultural life of Puget Sound. This participation has yielded funding opportunities for community facilities, including housing and human services. Regional participation has crossed the seas with sister city relationships which are supported by Federal Way citizens. These relationships have had significant cultural, educational, and economic benefits for the community. This vision demands bold actions and thoughtful choices. In order to grow gracefully, and remain a healthy and desirable community, tomorrow's higher density growth areas must be accompanied by improved amenities for urban life. More resources will be required to maintain the high quality of life we currently enjoy, thanks to our parks, streets, and other public services. A combined effort of the public sector, neighborhood groups, local churches, non-profit agencies such as the Multi -Service Center, businesses, schools, and individual citizens will be required. The early and continuing cooperation and collaboration of these groups in this process will ensure this vision will be realized. GETTING TO THE FUTURE FROM THE PRESENT The FWCP is intended to manage growth and change in Federal Way over the next 20 years. The future described in the FWCP cannot be achieved all at once. Over the life of the FWCP, growth will likely occur more slowly at times, more rapidly at others, and in somewhat different patterns and sequences than is currently foreseen. An effective comprehensive plan must be flexible enough to succeed within a range of likely conditions and must be adjusted as those conditions are monitored and evaluated, while maintaining a steady aim at its ultimate goals. HOW WILL THE PLAN BE IMPLEMENTED? A comprehensive plan is the first step toward realizing the City's vision. The vision is achieved when the comprehensive plan is implemented. Federal Way's implementation program is comprised of a combination of short-term and long-term actions. Short-term actions include the approval of comprehensive plan amendments and rezones that match the FWCP's vision. Other actions include the annual update of the City's six year Capital Improvement Program, which describes the street, park, and surface water utility projects the City intends to build. There are also long-term actions including subarea planning, monitoring, evaluating, and amending the FWCP as conditions change; and developing a capital investment program that allocates resources to projects that will spur the City's development in the direction envisioned in the FWCP. Revised 2015 I-11 FWCP - Chapter One, Introduction Subarea Plans: Adoption of subarea plans such as the City Center and the Twin Lakes Commercial Subarea Plans will tailor the FWCP's citywide perspective to individual areas, whether they are neighborhood retail nodes or light manufacturing areas. Subarea plans are expected to continue to aid in adjusting and fine-tuning the FWCP over time. Coordination with Other Jurisdictions: Federal Way representatives have participated with King County, other cities, Sound Transit, and the Puget Sound Regional Council in numerous discussions on various issues such as how to accommodate projected housing and employment and how to provide transportation opportunities for citizens. Undoubtedly, continued regional planning forums will need to be created to meet the GMA's challenge for regional action toward creating, implementing, and funding a shared vision for the greater Puget Sound region. Regulatory Provisions: Implementing the FWCP will include continuing to modify existing regulations and draft new regulations consistent with the policies and goals of the FWCP. In recent years, the City has taken proactive steps to streamline regulations in order retain existing businesses and to attract new ones. A Strategic Investment Strategy: This will describe a framework for making resource allocation decisions in an environment where wants and needs always exceed the finite resources available. Tradeoffs among many possible investment choices will be made to achieve the FWCP's goals. The framework will add dimension to the FWCP's goals by enabling them to be addressed over time. The City of Federal Way is investing in its future by maintaining and improving its infrastructures city-wide and building the Town Square Park and the PAEC in the City Center to attract and foster economic development. Human Services, Public Safety, and Environmental Planning: These will continue to build upon the foundation established by the FWCP. Much of the FWCP, as developed to fulfill the GMA, addresses physical development and its related regulatory and fiscal support. Federal Way works with other levels of government, non-profit providers, and Revised 2015 I-12 FWCP - Chapter One, Introduction citizen groups to support an array of activities and services that contribute to the quality of life of Federal Way's citizens. These include public safety; health, cultural, educational, and environmental activities; and human services. To ensure that the interrelationships of all aspects of urban life are addressed, planning will be undertaken by the City in a way that is supportive of and coordinated with the FWCP. For example, the City is in the initial stages of designating an area in the vicinity of South 288th Street and Military Road as a Neighborhood Revitalization Strategy Area (NRSA). This designation would allow the City to invest in housing, economic development, and other community resources over a five to ten year period to build from existing neighborhood strengths and fill existing gaps. Monitoring and Evaluation: This will be done periodically to assess progress toward achieving FWCP goals, as well as to measure the conditions and changes occurring within the City. Monitoring and evaluation will help ensure consistency within and among the FWCP chapters, as well as with the GMA, VISION 2040, the CWPPs, and county and regional growth plans. Monitoring and evaluation will lead to both FWCP amendments and improved ability to project future conditions. Citizen Participation: The City will continue to build upon the dialogue between government and citizens that began with the development and adoption of the FWCP in 1995. The City will strive to find improved means to communicate with, and involve citizens in planning and decision -making such as the Mayor's Neighborhood Connection Meetings started in 2014, and engaging in social media. The City will strive to provide information that can be easily understood and to provide access for public involvement. This will include processes for making amendments to and implementing the FWCP. Revised 2015 I-13 FWCP - Chapter One, Introduction APPLICATION OF THE PLAN The principal purpose of the comprehensive plan is to provide policies that guide the development of the City in the context of regional growth management. These policies can be looked to by citizens and all levels of government in planning for the future of Federal Way. The FWCP format generally presents a discussion about an issue followed by a goal, and some policies related to that goal. Goals describe what the City hopes to realize over time, and are not mandates or guarantees. Policies describe actions that will need to be taken if the City is to realize its goals. Policies should be read as if preceded by the words, "It is the City's general policy to...." A policy helps guide the creation or change of specific rules or strategies (such as development regulations, budgets, or subarea plans. Implementation of most policies involves a range of City actions over time, so one cannot simply ask whether a specific action or project would fulfill a particular FWCP policy. For example, a policy that the City will "give priority to" a particular need indicates that need will be treated as important, not that it will take precedence in every City decision. Some policies use the words "shall" or "should," "ensure" or "encourage," and so forth. In general, such words describe the relative degree of emphasis that the policy imparts, but not necessarily to establish specific legal duty to perform a particular act, to undertake a program or project, or to achieve a specific result. Whether such a result is intended must be determined by reading the policy as a whole, and by examining the context of other related policies in the FWCP. Some policies may appear to conflict, particularly in the context of a specific fact situation or viewed from the different perspectives of persons whose interests may conflict on a given issue. A classic example is the "conflict" between policies calling for "preservation of the environment" and policies that "promote economic development." Because FWCP policies do not exist in isolation and must be viewed in the context of all potentially relevant policies, it is largely in the application of those policies that the interests, which they embody, are reconciled and balanced by the legislative and executive branches of City government. Revised 2015 I-14 FWCP - Chapter One, Introduction COMPREHENSIVE PLAN AMENDMENT PROCESS The City will update the FWCP annually in order to keep this document current with the community's vision and the City Council's policy direction. Individual requests for site - specific comprehensive plan amendments will be considered during the annual update process. In addition, the City will undertake a major comprehensive plan update every eight years or as otherwise mandated by the GMA. ACKNOWLEDGEMENTS The City Council and staff thank the citizens who have made the major comprehensive plan update a success. We look forward to working with you and others over the coming years to make your vision Federal Way's future. Revised 2015 I-15 CHAPTER TWO LAND USE 2.0 INTRODUCTION 2.1 POLICY BACKGROUND Growth Management Act VISION 2040 Countywide Planning Policies 2.2 THE LAND USE CONCEPT 2.3 PROJECTED GROWTH & DEVELOPMENT CAPACITY Projected Growth Development Capacity and Targets 2.4 URBAN DESIGN AND FORM 2.5 DEVELOPMENT REVIEW PROCESS 2.6 CITYWIDE POLICIES 2.7 LAND USE DESIGNATIONS Residential Areas Commercial Designations Office City Center 2.8 HEALTHY FOOD ACCESS: URBAN AGRICULTURE Purpose 2.9 ESSENTIAL PUBLIC FACILITIES 2.10 PHASING 2.11 INCENTIVES 2.12 HISTORIC RESOURCES 2.13 IMPLEMENTATION Subarea Plans Incentives Capital Facility Investment _1 _1 2 3 _3 4 7 _7 _7 8 8 9 10 10 12 16 17 18 18 20 20 21 21 22 22 22 23 Map II -I - Comprehensive Plan Designations Map II-2 - Zoning Designations Map II-3 - Generalized Existing Land Use FWCP - Chapter Two, Land Use The Land Use chapter serves as the foundation of the Federal Way Comprehensive Plan (FWCP) by providing a framework for Federal Way's future development and by setting forth policy direction for Federal Way's current and future land uses. Development of land, according to adopted policies and land use designations discussed in this chapter, should result in an appropriate balance of services, employment, and housing. The land use policies are supplemented by a Comprehensive Plan Designations Map (Map H-1) and Zoning Map (Map H-2) that provide a visual illustration of the proposed physical distribution and location of various land uses. This map allocates a supply of land for such uses as retail services, employment, parks, open space, and housing to meet future demand. The City's comprehensive plan is required to be consistent with the Growth Management Act (GMA), Puget Sound Regional Council goals and policies of Vision 2040, and the King County Countywide Planning Policies (CWPPs). VISION 2040 and the CWPPs, both required by the GMA, provide a regional framework to achieve the goals of the GMA. Policies contained in the comprehensive plan have been prepared to implement the GMA, VISION 2040, and the CWPPs as they apply to the City. By implementing the following goals, in addition to many others, the Land Use Chapter is consistent with GMA, VISION 2040, and the CWPP's direction: Revised 2015 II-1 FWCP - Chapter Two, Land Use • Creating a City Center as an area of concentrated employment and housing, served by high capacity transit, public facilities, parks, and open space. • Limiting growth outside the City Center to areas that are already urbanized. • Encouraging in -fill development. • Protecting environmentally sensitive areas. Growth Management Act The GMA states that, "...a lack of common goals expressing the public's interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state" (RCW 36.70A.010). The GMA provides a framework for content and adoption of local comprehensive plans. The GMA provides 13 goals to be, "...used exclusively for the purpose of guiding development of comprehensive plans and development regulations." A number of the GMA goals pertain to land use. They are as follows: Urban Growth — Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. Reduce Sprawl — Reduce the inappropriate conversion of undeveloped land into sprawling, low -density development. Housing — Encourage the availability of affordable housing to all economic segments of the population of the state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. Open Space and Recreation — Retain open space, enhance recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. Environment — Protect the environment and enhance the state's high quality of life, including air and water quality and the availability of water. Public Facilities and Services — Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. Historic Preservation — Identify and encourage the preservation of lands, sites, and structures that have historical or archaeological significance. Property Rights — Private property shall not be taken for public use without just compensation having been made. The property rights of landowners shall be protected from arbitrary and discriminatory actions. Revised 2015 II-2 FWCP - Chapter Two, Land Use VISION 2040 VISION 2040 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the Puget Sound Regional (PSRC) in 2008. VISION 2040's Regional Growth Strategy is a preferred pattern for accommodating future residential and employment growth. It is designed to minimize environmental impacts, support economic prosperity, improve mobility, and make efficient use of existing infrastructure. The overarching goal of VISION 2040 related to land use is to focus growth within already urbanized areas to create walkable, compact, and transit -oriented communities that maintain unique local character. Centers will continue to be a focus of development. Rural and natural resource lands will continue to be permanent and vital parts of the region. Development patterns of the last half of the 20"' century often separated people from jobs, focused on accommodating the automobile, and altered critical ecosystems. Some of the results have been sprawl development, increasing health concerns, overburdened transportation and infrastructure systems, and increased pollution. The loss of land cover and vegetation to impervious surfaces, including buildings and pavement, also contributes to climate change —although not as significantly as the burning of fossil fuels. More recently, steps have been taken once again to build communities that are walkable and have a mix of uses, and that take advantage of materials and building techniques that have less impact on the environment. To further this goal VISION 2040 has allocated the majority of the region's employment and housing growth to Metropolitan Cities and Core Cities. The City of Federal Way is a Core City. Therefore, an important connection between VISION 2040 policies and the City's land use policies is development of a regional growth center (Urban Center), referred to as the City Center Core in the FWCP. Designated centers are intended to attract residents and businesses because of their proximity to services and jobs, a variety of housing types, access to regional amenities, mass transit service, and other advantages. Centers are recognized for their benefits in creating compact, walkable communities that support transit and other services. Housing and jobs should be located in a manner that provides for easy mobility and accessibility. Countywide Planning Policies The 2012 CWPPs address changes to the GMA since its initial adoption in 1990 and reflect the regional direction established in VISION 2040. CWPPs provide a framework for both the county and its respective cities. Adherence to these policies ensures that plans within the county are consistent with one another. These policies address such issues as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. The overarching goal related to development patterns in the CWPPs is that growth in King County occurs in a compact, centers -focused pattern that uses land and infrastructure efficiently and that protects rural and resource lands. It goes on to say that consistent with the GMA and VISION 2040; urban lands are intended to be the focus of Revised 2015 II-3 FWCP - Chapter Two, Land Use future growth that is compact, includes a mix of uses, and is well -served by public infrastructure. Urban lands also include a network of open spaces where ongoing maintenance is a local as well as a regional concern. Federal Way's existing land use pattern (the physical location of uses) exists as a result of development administered by King County until 1990 and subsequent development under Federal Way's jurisdiction. As shown in Map II-3 (Generalized Existing Land Use) and Figure H-1 (Percent Gross Land Area by Existing Land Use), in December 2012, approximately 35 percent of Federal Way's gross land area was developed as single- family development, 8 percent as multiple -family development, and 11 percent for office, commercial, and industrial uses. Updates to the FWCP will not substantially modify this land use pattern. Figure II-1 Percent Gross Land Area by Existing Land Use Commercial Industrial 50110 Drainage 2% 1% Vacant 7% Utilities 17% Single Family Surface Water 35% 3% 5% Multi - Family 8% Office I 4% Open Space 7% Senior Housing 0% ■ Commercial ■ Drainage ■ Industrial ■ Institutional ■ Multi -Family ■ Office ■ Open Space ■ Park ■ Recreation ■ Religious Services ■ Senior Housing creation ■ Single Family 1% eligious ■ Surface Water >ervices ■ Utilities 1% ■ Vacant Source: December 2012 City of Federal Way GIS Land Use Layer Revised 2015 I1-4 FWCP - Chapter Two, Land Use What will change is how various pieces of the land use pattern interact to achieve common land use goals. Figure 11--2 depicts the land use concept. The land use concept is intended to facilitate the following: • Transformation of the retail core into an intensely developed City Center that is the focus of civic activity which provides a sustainable balance of jobs and housing; • Preservation and enhancement of existing residential neighborhoods; • A network of parks, trails, open space areas and urban agricultural sites; • Healthy and active lifestyle opportunities for all residents. • Diversification of the City's employment base by creating opportunities for employment growth; • New retail and service employment opportunities around the I-5/South 320t' and 1-5/SR 18 interchanges. • New opportunities for residential development near transit centers; • Convenient residentially scaled shopping for residential neighborhoods; • Housing in the City's mixed -use commercial areas close to shopping and employment; • Redevelopment of "strip commercial" areas along major arterials into attractive, mixed -use corridors served by auto and transit; • Well -designed commercial and office developments; • Preservation of environmentally sensitive areas; and • Accommodation of adopted growth targets for households and jobs and PSRC growth projections. Revised 2015 Il-5 FWCP - Chapter Two, Land Use Figure II-2 The Concept Plan Diagram Concentrate new development in the Highway 99/I-s corridor. Develop infrastructure to support corridor development - Transform retail core into a new t mixed -use City Ccoter. Preserve and enhance existing single. - family oeighhorhoods. Create a petwark of parka and Open 1 space corridors_ 1� Diversify employment base by creating distinct employment areas Create new intensive residentiaC r; communities supported by transit i Provide cum munity and cornmercW services to residential communities. Preserve environmentally sensitive land from adverse development. \ Revised 2015 II-6 FWCP - Chapter Two, Land Use Projected Growth According to the 2010 U.S. Census, 89,306 people called Federal Way home. As of April 2014, the population had grown to 90,147 (based on the Washington State Office of Financial Management [OFM] population estimates). Figure II-3 Population Projection, Federal Way Population 120000 — 100000 — 80000 — 60000 Population 40000 20000 0 1980 1990 2000 2010 2020 2030 2040 Source: U.S. Census and Washington State of Financial Management Between incorporation in 1990 and April 2014, the City grew at an average rate of 1.39 percent per year. In 2014, Federal Way was the tenth largest city in the state and the fifth largest in King County. Based on PSRC's projections, the population in 2031 is estimated to be 104,306 based on an average increase of 0.92 percent per year. By 2035, they estimate that the city population will be 107,057, which would equate to an average growth of 0.65 percent per year. Development Capacity and Targets The 1977 Buildable Lands amendment to the GMA required six Washington counties and the cities within them to measure their land supply (in acres) and land capacity (in housing units and jobs). The intent is to ensure that these counties and cities have sufficient capacity, realistically measured, to accommodate forecasted growth. Revised 2015 II-7 FWCP - Chapter Two, Land Use For the City of Federal Way, the adopted 2006-2031 targets are 8,100 new residential units and 12,300 new jobs. From 2006 to 2012, the City gained new housing units at a slower pace than preceding years. The City gained about 600 housing units by 2012. There is a remaining growth target of 7,500 housing units for 2031 and based on existing zoning, we have total capacity for 8,443 new housing units. Two-thirds of the City's residential capacity is in the mixed -use zones, including the City Center. Between 2006 and 2012, the City experienced a slight job loss, like many South King County cities. The PSRC Covered Employment Data estimates that the City lost 628 jobs during that period. The loss occurred especially in commercial jobs; there was a very slight gain in industrial jobs during that period. However, we are starting to see an increase in job creation starting in 2013. Based on existing zoning, we have total capacity for more than 17,000 additional jobs, primarily in the mixed -use zones, including the City Center. Therefore, we have adequate capacity to accommodate the 12,300 new job target. hi addition to guiding development, the Land Use chapter also guides the quality and character of the City's future development pattern through goals and policies related to the form, function, and appearance of the built environment. These goals and policies, related to quality development, serve and will continue to serve as a basis from which to develop appropriate implementation measures. Design guidelines, adopted in 1996, 1999, and 2003 are used as an integral component of the development review process. Design guidelines address location and type of pedestrian amenities and public spaces; pedestrian and vehicle circulation; building setbacks, orientation, form, and scale; landscaping; and mixed -use commercial/residential design. Goal LUG1 Create an attractive, welcoming and functional built environment. Policies LUP1 Use development standards and design guidelines to maintain neighborhood character and ensure compatibility with surrounding uses. LUP2 Use zoning regulations to achieve a greater range of housing options in multi- family designations. LUP3 Use design guidelines and performance standards to create attractive and desirable commercial, office and commercial/residential mixed -use developments. The Land Use chapter provides the policy foundation for implementing zoning and development regulations. In developing policy concerning future land use regulations, or revisions to existing regulations, every effort has been made to instill certainty and efficiency in the development process. Revised 2015 II-8 FWCP - Chapter Two, Land Use Goal LUG2 Develop an efficient and timely development review process based on a public/ private partnership. Policies LUP4 Maximize efficiency of the development review process. LUP5 Assist developers with proposals by continuing to offer preapplication meetings in order to produce projects that will be reviewed efficiently. LUP6 Conduct regular reviews of development regulations to determine how to improve upon the permit review process. LUP7 Integrate and coordinate construction of public infrastructure with private development to minimize costs wherever possible. Citywide policies apply to all FWCP designations. These general policies are intended to maintain the quality of the living and working environment and ensure that the interests, economy, and welfare of the community are considered. Policies LUP 8 Designate and zone land to provide for Federal Way's share of regionally adopted demand forecasts for residential, commercial, and industrial uses for the next 20 years. LUP 9 Support a diverse community comprised of neighborhoods that provide a range of housing options; a vibrant City Center; well designed and functioning mixed -use, commercial and office areas; and distinctive neighborhood retail areas. LUP 10 Support the continuation of a strong residential community. LUP 11 Evaluate household and employment forecasts on a periodic basis to ensure that land use policies based on previous assumptions are current. LUP 12 Distribute park, urban agricultural sites, and recreational opportunities equitably throughout the City. Revised 2015 II-9 FWCP - Chapter Two, Land Use The land use designations in the FWCP recognize the relationships between broad patterns of land uses. The designations set forth locational criteria for each specific class of uses consistent with the long-term objectives of the FWCP. These designations provide the purpose and intent for specific zoning districts. The location of comprehensive plan land use designations are shown on the Comprehensive Plan Designations Map (Map II-1). Residential Areas Single Family Federal Way is known for its quality single-family neighborhoods. This section contains goals and policies that will shape future development and protect or improve the character and livability of established neighborhoods. The demand for and development of single-family housing is expected to continue for the foreseeable future. Single-family development will occur as in -fill development of vacant lots scattered throughout existing neighborhoods and as subdivisions on vacant tracts of land. Single Family Low Density The Single Family Low Density designation continues the historic application of low density zoning (Suburban Estates, one unit per five acres) in order to retain larger urban lots. This designation is appropriate on or near critical areas, in areas lacking urban level services and infrastructure, and to retain areas that have unique area -wide circumstance. There are two notable locations: Spring Valley, located in the southern portion of the City; and along Puget Sound near Dumas Bay in the vicinity of Camp Kilworth and the Palisades Retreat property. Moreover, the application of low density zoning is appropriate as a buffer between adjacent land use designations of higher densities. Upon provision of urban services, such as water and sewer, an increase in density may be warranted. Single Family Medium Density The Single Family Medium Density designation creates urban lots with a density range of one to three dwelling units per acre to avoid developing on or near environmentally sensitive areas or areas that lack urban infrastructure. The Single Family Medium Density designation can be found along the Puget Sound shoreline and south of South 356th Street, both east and west of SR 99. Lot sizes of 35,000 and 15,000 square feet provide for a transition in density between land designated as Single Family High Density Residential and Single Family Low Density Residential. Upon provision of urban services, such as water and sewer, an increase in density may be warranted. The relatively large lot sizes along the Puget Sound shoreline areas are appropriate due to geological features, including steep slopes and landslide hazards commonly associated with marine bluffs. This area of lower density zoning occurs on both the east and west sides of 15t Avenue South, south of South 356th Street. However, there are major environmental and ownership differences between the two areas. The area east of 1 st Revised 2015 II-10 FWCP - Chapter Two, Land Use Avenue South is characterized by the Hylebos Wetlands and associated streams. In addition, there are many parcels that are either publicly owned or are intended as wetland mitigation for development elsewhere in the drainage basin. Therefore, based on the relative absence of environmental constraints and the future availability of public services in the area west of 1st Avenue South, an increase in density may be warranted. Single Family High Density A majority of the single-family residential land in the City is designated as Single Family High Density, which is equivalent to RS 9.6 (one unit per 9,600 square feet), RS 7.2 (one unit per 7,200 square feet), and RS 5.0 (one unit per 5,000 square feet) zoning districts respectively, and provide for a range of housing densities. Single Family High Density residential designations are located within close and convenient proximity to neighborhood business centers, areas of existing or future employment, transit, and existing urban infrastructure and services. Future Single Family High Density development should have good access to collector and arterial streets. Goals LUG3 Preserve and protect Federal Way's single-family neighborhoods. LUG3.1 Provide a wide range of housing densities and types in the single-family designated areas. Policies LUP 13 Maintain and protect the character of existing single-family neighborhoods through strict enforcement of the City's land use regulations. LUP 14 Protect residential areas from impacts of adjacent non-residential uses. LUP 15 Revise existing land use regulations to provide for innovation and flexibility in the design of new single-family developments and in -fill. LUP 16 Encourage the development of transportation routes and facilities to serve single-family neighborhoods. Special attention should be given to pedestrian circulation. LUP 17 Encourage the development of parks and the preservation of open space in and adjacent to residential areas to provide adequate recreational opportunities and preserve the natural setting of Federal Way. LUP 18 Continue to consider special development techniques (e.g., lot size averaging, cottage housing, accessory dwelling units, townhomes, duplexes, and planned unit developments) in single-family areas provided they result in residential development consistent with the quality and character of existing neighborhoods. LUP 19 Preserve site characteristics that enhance residential development (trees, water -courses, vistas, and similar features) using site planning techniques such as clustering, planned unit developments, and lot size averaging. Revised 2015 II-11 FWCP - Chapter Two, Land Use Multi -Family The multi -family residential land use designation represents an opportunity to provide a range of housing types to accommodate anticipated residential growth. The increase in population, aging population, increasing diversity, decline in average family size, and high cost of single-family homes have created heavy demand for new housing types. The Land Use chapter encourages the development of housing types, such as duplexes, townhouses, senior housing, quality apartment units and condominiums in existing multi- family areas and within mixed -use development in commercial areas. During the 1980s, the City's landscape changed, as a number of large apartment complexes were constructed. These apartments, often built without regard to scale or amenities, created a general dissatisfaction with the appearance of multi -family development. In 1999, the City amended its Community Design Guidelines to address the appearance and character of multi- family dwelling units. Incentives for creating desired development such as duplexes and townhouses should be considered. Multi- Family uses in large part are in areas currently zoned for multi -family development. Designations of 3600, 2400, and 1800 square feet per dwelling unit, corresponding to densities of 12, 18, and 24 dwelling units per acre respectively, will continue to be used. Opportunities for new development will occur through redevelopment and build -out of remaining parcels. In May 2007, the City adopted regulations governing zero lot -line townhouse development and small lot single-family housing in the multiple -family zoning districts. Goal LUG4 Provide a wide range of housing types and densities commensurate with market demand, adopted housing targets, and the community's needs and preferences. Policies LUP 20 Allow and encourage a variety of multi -family housing types in designated commercial areas, especially in the City Center Core and City Center Frame. LUP 21 Support multi -family development with transportation and capital facilities improvements. LUP 22 Multi -family residential development should be designed to provide privacy and common open space. Variations in facades and rooflines should be used to add character and interest to multiple -family developments. LUP 23 Encourage the establishment of street patterns and amenities that encourage walking, bicycling, and transit use. Commercial Designations Existing commercial areas are predominantly auto -oriented and characterized by one- story low intensity development. In the future, it is desired that these areas become more intensively developed and pedestrian oriented, and in some designations, accommodate Revised 2015 II-12 FWCP - Chapter Two, Land Use housing. Transforming existing areas into places where people want to live, shop, and work requires changes. Commercial areas should contain street furniture, trees, pedestrian shelters, well -marked crosswalks, and buildings oriented to and along the street to provide interest and allow easy pedestrian access. General Policies for Commercial, Office, and Commercial Enterprise The following apply to all commercial, office, and commercial enterprise designations. In some instances, specific goals and policies may follow a specific land use designation. Policies LUP 24 Provide employment and business opportunities by allocating adequate land for commercial, office, and industrial development. LUP 25 Encourage development of regional uses in the City Center. LUP 26 Provide for a mix of commercial and residential uses in most commercial areas. LUP 27 Use design and performance standards to integrate multi -family development into commercial developments as commercial/ residential mixed -use development. Performance standards should focus on scale, appearance, and compatibility. LUP 28 Use Community Design Guidelines to promote common open space, public art, and plazas in commercial/residential mixed -use, and office developments. LUP 29 Ensure compatibility between non-residential developments and residential zones by regulating height, scale, setbacks, and buffers. LUP 30 Use Community Design Guidelines to encourage quality design and pedestrian and vehicle circulation in office, commercial, and industrial developments. LUP 31 Use Community Design Guidelines to encourage commercial development to locate along street edge (where deemed appropriate) to provide pedestrian street access and interest. Provide pedestrian access between developments and to transit stations. LUP 32 Consider adopting Form -based codes as a tool to create a predictable public realm and appropriate form and scale for new development and redevelopment. LUP33 Identify and designate streets where on -street parking can be safely provided without unduly slowing traffic flow or jeopardizing traffic safety. LUP34 Provide developer incentives for inclusion of housing in commercial projects at appropriate locations. Commercial Enterprise The Commercial Enterprise (CE) designation was developed from the former Business Park (BP) designation, in order to meet changing market conditions, as indicated by City market studies and by numerous rezone requests. The CE designation is primarily Revised 2015 II-13 FWCP - Chapter Two, Land Use intended to capture the demand for a diverse mix of industrial, office, and retail sales and services, arrayed in well integrated, high quality developments. Housing is not contemplated for this designation. The CE designation encompasses areas located generally south of South 3391h Street, north of South 359th Street, and west of the Interstate-5/SR-18 interchange. Presently, these areas are characterized by bulk/big box retailers such as Costco and Home Depot; "destination" retail/commercial centers such as Federal Way Crossings and Marketplace; and light manufacturing and warehouse uses; whose convenient access to Interstate-5 and Highway 18 provide a natural location for such development. The area also includes some large undeveloped and underdeveloped parcels. Goal LUG5 Develop a quality commercial enterprise environment characterized by a viable, vibrant, and attractive mix of commercial, retail, office, industrial, and supportive uses and utilize locational and design criteria to ensure compatibility between uses. Policies LUP35 Allow a broad range of commercial, retail, office, industrial, and supportive uses to meet the needs of workers and consumers, in well integrated, well - functioning, high quality developments. LUP36 Require development to be compatible and well integrated into its surroundings and adjacent zones through site and building design and development standards that reduce or eliminate land use conflicts and nuisance impacts; ensure project aesthetics; promote sharing of public facilities and services; and improve vehicular and pedestrian traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. LUP37 Allow general and specialty retail uses that serve the needs of people employed or residing in the local area, as well as "destination" retail and wholesale businesses that may serve a broader consumer base vis-a-vis the area's convenient access to Interstate 5 and Highway 18. LUP 38 Do not allow heavy industrial uses on properties that adjoin residential zones. Community Business The Community Business designation encompasses two major retail/commercial areas along the SR-99 corridor, including the segment generally between South 272nd Street and South 312th Street, and the segment between South 324th Street and approximately South 339th Street. Presently, these areas are characterized by a wide range of development types and appearances, including older, single -story developments that provide excellent redevelopment opportunities. This designation also includes the property located at the northwest corner of lst Avenue South and SW Campus Drive, which is subject to a concomitant development agreement. In addition, there is a Community Business designation on the southwestern corner of I" Avenue South and Revised 2015 II-14 FWCP - Chapter Two, Land Use SW Campus Drive. The Community Business designation may be appropriate in other commercial nodes that have grown or are growing past the scale of the Neighborhood Business designation. The Community Business designation allows a broad mix of uses, including general, specialty, and service retail; commercial; office; commercial/residential mixed -use; and supportive uses. This designation envisions mid -rise (three to seven stories), high quality developments containing a vibrant and compatible mix of well integrated and designed pedestrian -oriented and auto -oriented uses. Goal LUG6 Transform Community Business areas into vital, attractive, areas with a mix of uses that appeal to pedestrians, motorists, and residents, and enhance the community's image. Policies LUP 39 Encourage transformation of the Pacific Highway (SR-99) Community Business corridors into quality retail/commercial mixed use areas, designed to integrate auto, pedestrian, and transit circulation, and to improve traffic flow and safety, including access control and off-street interconnectivity between adjoining properties where feasible. Continue to utilize Community Design Guidelines to ensure quality site and building design and functional and aesthetic compatibility between uses. Integration of pedestrian amenities and open space into retail and office development should also be encouraged. LUP 40 Encourage a range of pedestrian -oriented retail, while continuing to accommodate auto -oriented retail uses, and provide supportive uses to meet the needs of residents and employees in the area. Neighborhood Business There are 14 various sized nodes of Neighborhood Business located throughout the City. These nodes are areas that provide retail and/or services to adjacent residential areas. The FWCP recognizes the importance of architectural and site design guidelines to provide compatibility between neighborhood business areas and adjacent neighborhoods. Neighborhood Business areas are intended to provide convenient goods (e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and neighborhood scale close to adjacent residential uses. Developments combining residential and commercial uses provide a convenient living environment within these nodes. In the future, attention should be given to design features that enhance the appearance or function of these areas. Improvements may include sidewalks, open space and street trees, and parking either on street or oriented away from the street edge. The function of neighborhood business areas can also be enhanced by safe pedestrian, bicycle, and transit connections to surrounding neighborhoods. The need to address expansion or intensification may occur in the future depending on population growth. Future neighborhood business locations should be carefully chosen and sized to meet the needs of adjacent residential areas. Chapter 12 of the FWCP, "The Revised 2015 II-15 FWCP - Chapter Two, Land Use Twin Lakes Commercial District Sub -Area Plan," addresses the Neighborhood Business zone centered on Campus Drive SW and SW 21s1 Avenue more specifically. Goal LUG7 Provide neighborhood and community scale retail centers for the City's neighborhoods. Policies LUP 41 Integrate retail developments into surrounding neighborhoods through attention to quality design and function. LUP 42 Encourage pedestrian and bicycle access to neighborhood shopping and services. LUP 43 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with the neighborhood. LUP 44 Retail and personal services should be encouraged to group together within planned centers to allow for ease of pedestrian movement. LUP 45 Neighborhood Business centers should consist of neighborhood scale retail and personal services. LUP 46 Encourage commercial/residential mixed -use development in Neighborhood Business designations. LUP 47 Support the provision of transit to Neighborhood Business areas. LUP 48 In designating new or expanding existing Neighborhood Business centers, the adjacent zoning and land use shall be carefully considered. New Neighborhood Business centers are most appropriately located adjacent to multi- family and high -density single-family residential areas. Commercial Recreation The Commercial Recreation designation acknowledges the unique recreational opportunity associated with the Wild Waves property. Wild Waves is an indoor/outdoor amusement facility most noted for its water park. A pre -annexation concomitant development agreement has established the comprehensive plan designation and zoning (Office Park-4) specifically for Wild Waves. Office Federal Way is well known for its quality office parks. Developments within the East and West Campus areas embody good design and are representative of desired future office park development. Office park development in West Campus has been complemented by the Weyerhaeuser Corporate Headquarters in East Campus. In 2014, the Weyerhaeuser Revised 2015 II-16 FWCP - Chapter Two, Land Use Company announced that they plan to relocate their headquarters to Seattle in 2016. The City recognizes the opportunity presented by this large, well situated campus -like property. The City will work with the seller, future owner(s), and the surrounding community to realize the property's potential, while maintaining compatibility with surrounding uses. Professional Office The Professional Office designation is intended to allow for well -designed small-scale office development compatible with adjacent residential neighborhoods. Office Park The Office Park designation includes the conventional OP zone as well as the OP-1, 2, and 3 zones, which are located in East Campus and governed by a pre -annexation concomitant development agreement between the City of Federal Way and the East Campus property owner(s). The Office Park designation emphasizes high quality office development that allows for a mix of office and compatible light manufacturing type activities. This classification also permits a limited amount of retail and warehouse support services. Corporate Park The Corporate Park designation applies to the Weyerhaeuser Corporate Campus generally located east of Interstate Highway 5. The property is a unique site, both in terms of its development capacity and natural features. Development standards and conditions for the Corporate Park designation are unique to Weyerhaeuser's property and are outlined in a pre -annexation concomitant development agreement between the City and the Weyerhaeuser Company. The agreement governing the Corporate Park designation allows for a wide variety of uses, including, but not limited to, corporate offices, parks, production and light assembly of goods, conference center, warehousing and distribution, and forest uses. Accessory uses such as banking and financial services, restaurants, retail, and helistops are also allowed. This zoning presents unique opportunities for development. The City will evaluate how the property can best be utilized going forward. Goals LUG8 Create office and corporate park development that is known regionally, nationally, and internationally for its design and function. LUG9 Work collaboratively to evaluate and realize the potential of the (former) Weyerhaeuser properties in East Campus. Policy LUP 49 In the East Campus Corporate Park area, encourage quality development that will complement existing uses and take advantage of good access to I-5, Highway 18 and future light rail as well as proximity to the City Center. City Center City Center Core The intent of establishing the City Center Core is to create a higher density, mixed -use designation where office, retail, government uses, and residential uses are concentrated. Revised 2015 II-17 FWCP - Chapter Two, Land Use Other uses such as cultural/civic facilities and community services will be highly encouraged. City Center Frame The City Center Frame designation will have a look and feel similar to the Core and will provide a zone of less dense, commercial/residential mixed -use development physically surrounding a portion of the City Center Core. Together, they are meant to complement each other to create a "downtown" area. A more detailed description, along with goals and policies regarding the City Center Core and Frame, can be found in the City Center chapter. Purpose Healthy food resources such as farmers markets, community gardens, pea patches, and urban farms provide public health and economic, social, and environmental benefits for the community. Many of these uses will be located in residential zones; therefore, it is important to ensure that the residential nature of existing neighborhoods is not negatively impacted by noise, odor, stormwater runoff, or traffic that could potentially be generated by an urban agriculture use. Urban Agriculture j in Federal Way L 7nMT LCottageCSA drop - food cessing Urban agriculture in Federal Way supports and encourages healthy and active lifestyles through a wide range of activities such as raising, cultivation, processing, marketing, and distribution of food in urban areas. Urban agriculture is sustainable as it contributes to quality of life by providing opportunities for community building and encourages social interaction for Federal Way's diverse population. In addition, urban agriculture activities can contribute to the local economy by providing opportunities for residents to start and grow businesses such as urban farms and cottage food processing as well as by being a good steward of our environment. These policies are intended to increase access to healthy food choices for all Federal Way residents. Goal LUG 10 Provide access to healthy food resources for all residents through opportunities for urban agricultural activities, such as farmers markets, Revised 2015 II-18 FWCP - Chapter Two, Land Use farmstands, community supported agriculture (CSA)' drop-off sites, community gardens, pea patches, school gardens, home gardens, and urban farms. Policy LUP 50 Establish development regulations that allow for healthy food resources, such as urban agriculture and food banks as a permitted use and provide for on - site sale and delivery of healthy foods, on public and private property, where appropriate. Goal LUG 11 Encourage and support farmers' market opportunities that are accessible to all residents. Policies LUP 51 Establish development regulations that allow for farmers markets as a permitted use on public and private property, where appropriate. LUP 52 Encourage farmers market to accept public benefits such as food stamp electronic benefit cards, senior farmer market vouchers, and Women, Infant, Children (WIC) benefits. LUP 53 Coordinate with local and regional organizations to promote local farmers markets. Goal LUG 12 Promote urban agriculture activities through existing and new programming and partnerships. Policies LUP 54 Encourage and support the use of public lands for urban agricultural activities by establishing criteria for assessing suitable sites. LUP 55 Where appropriate, support joint -use agreements for publicly or privately owned sites for uses such as urban farms, community gardens, and pea patches. LUP 56 Consider development incentives, grants, and other funding sources to support development of urban agriculture sites and programming. 1 Community -supported agriculture (CSA) is a food production and distribution system that directly connects farmers and consumers. Consumers buy "shares" in a farm's harvest in advance. The term "CSA" is also used to refer to an individual farm's CSA program. Revised 2015 II-19 FWCP - Chapter Two, Land Use Essential public facilities include those facilities that are typically difficult to site, such as airports, state or regional transportation systems, correctional facilities, and mental health facilities. Pursuant to the GMA, no comprehensive plan can preclude the siting of essential public facilities and each should include a process for siting essential public facilities. The GMA includes these provisions because siting certain public facilities has become difficult due to the impacts many of these facilities have on the community. Title 19 of the Federal Way Revised Code (FWRC) defines essential public facilities and provides a land use process for siting them. Goal LUG13 Ensure the City complies with legal mandates to allow the siting of Essential Public Facilities. Policy LUP59 The FWRC shall include a process for siting essential public facilities. Phasing focuses growth to those areas where public investments for services are targeted. By doing so, these areas become more attractive for development. Consistent with the CWPPs, Federal Way proposes to use a tiered system for accommodating future growth. The primary purpose of this technique is to assure a logical sequence of growth outward from developed areas. The City can influence phasing by choosing where and when to make strategic capital facility investments. Phased growth will promote efficient use of land by: • Reducing taxpayers costs by locating new development nearest to existing urban services; • Adding predictability to service and facility planning; • Reducing commuter miles and protecting air quality by locating housing and jobs near each other; • Encouraging in -fill and redevelopment where environmental impacts have already occurred; and • Reserving land for future parks and open space. Policies LUP60 Establish priority areas for public facility and service improvements, especially for transportation based on an adopted Capital Facilities Plan (CFP) and Revised 2015 II-20 FWCP - Chapter Two, Land Use Transportation Improvement Program (TIP). Priority areas should be located where public facility and service improvements would effectively advance Federal Way's growth vision. Priority areas will shift over time as improvements are installed and an acceptable level of service is attained. LUP61 When and where service deficiencies are identified, the City, along with service providers, will develop capital improvement programs to remedy identified deficiencies in a timely fashion or will phase growth until such programs can be completed. LUP62 Work with King County through an interlocal agreement to assign phasing to the City's PAA. Incentives shall be used to direct development activity to desired locations, and to encourage the type and character of desired development. The City has adopted a Housing Tax Exemption for multi- family housing in the City Center and a Planned Action SEPA for a portion of the City Center. Incentives can play an important role in the development of the City Center and must be substantial enough to influence market conditions by making them attractive to the development community. Policies LUP 63 Develop incentives to encourage desired development in commercial areas, especially in the City Center Core and Frame. LUP 64 Consider incentives for desired types of multi -family residential development (townhouses, duplexes, etc.). Historic preservation involves the identification, maintenance, renovation, and reuse of buildings and sites important to a community's history. Buildings or sites may be associated with a particular style or period in the community's past, or with historic or significant historic events or persons. Historic preservation to date has largely been undertaken by the Historical Society of Federal Way. Historic preservation is listed as the 13"' goal in the GMA which encourages jurisdictions to, "Identify and encourage the preservation of lands, sites, and structures, that have historical or archaeological significance." Goal LUG 14 Use historic resources as an important element in the overall design of the City. Policies LUP 65 Identify vista points and historic buildings for preservation. Revised 2015 II-21 FWCP - Chapter Two, Land Use LUP 66 Develop a process to designate historic landmark sites and structures. Use developer incentives or other mechanisms to ensure that these sites and structures will continue to be a part of the community. LUP 67 Recognize the heritage of the community by continuing to name (or rename) parks, streets, and other public places after major figures and/or events. LUP 68 Zoning should be compatible with and conducive to continued preservation of historic neighborhoods and properties. LUP 69 Safeguard and manifest Federal Way's heritage by preserving those sites, buildings, structures, and objects which reflect significant elements of the City's history. LUP 70 Work with the Historical Society of Federal Way to come up with a methodology to catalog historic sites using the City's geographic information system. LUP 71 Undertake an effort to publicly commemorate historic sites. LUP 72 The City shall continue to work with the Historical Society of Federal Way towards attainment of historic resource policies. The following actions are recommended to implement the policy direction outlined in this chapter. Implementation will occur over time and is dependent on resources available to the City and community, level of private investments, and market conditions. The following items are not listed in order of importance or preference. Many of the implementation strategies identified in the past comprehensive plans have already been completed. Subarea Plans Over the years, citizens from various areas of the City have come forth to testify before the Planning Commission and City Council regarding their neighborhood or business area. Development of subarea plans can lead to area specific visions and policies. This type of specific planning, developed with citizen input and direction, can lead to improved confidence and ownership in the community. Areas where subarea planning should be considered include: SR-99 Corridor, South 348" Street area, and the South 356th area. Incentives Develop an incentives program, for both residential and commercial development. Incentives should be substantial enough to attract development and should be used to create affordable and desired types of housing and to encourage development within the City Center. Revised 2015 II-22 FWCP - Chapter Two, Land Use Capital Facility Investment Invest in capital facilities in areas where development and redevelopment is intended to be directed. Table H-3 Land Use Classifications Comprehensive Plan Classification Zoning Classification Single Family - Low Density Residential Suburban Estates (SE), one dwelling unit per five acres Single Family - Medium Density Residential RS 35,000 & 15,000 Single Family - High Density Residential RS 9600, 7200, 5000 Multiple Family Residential RM 3600, 2400, 1800 City Center Core City Center Core City Center Frame City Center Frame Office Park Office Park, Office Park 1, 2, & 3 Professional Office Professional Office Community Business Community Business Commercial Enterprise Commercial Enterprise Neighborhood Business Neighborhood Business Corporate Park Corporate Park-1 Commercial Recreation Office Park-4 Open Space & Parks A variety of zoning is assigned. Revised 2015 II-23 I . ........................... City of Federal Way Puget Sound H° ; ` Comprehensive Plan �. � 9 3288thSt Comprehensive Plan wfa ..w Designations ! Land Use Element ;• s •" � IN t 3 N 1 Legend ,�� �__�Federal Way City Limits ,. "•' Q�Q � th St i ��= Potential Annexation Area .SDa4.0 •�'•., s Comprehensive Plan Designations SW Oth ; t It 5 . City Center Core �•.• y.. I' - - p �••••••---• City Center Frame '•.,. �r . Community Business • •°.;` s 3 Commercial Enterprise V., x North s \ Au6 '� °' Commercial/Recreation � Corporate Park h !!! s• Tacoma $••t a...•,� � � � Multi -Family Neighborhood Commercial Fe © Once Park Special Conditions: w Parks and Open Space Resolution #05-439 0 (Replaces Council Agreement #t90-8, Professional Office Single Family, Low Density Resolutions #93-128 and #93-144) Resolution #05-443 © (Replaces Council Agreement#90-9, " ? Single Family, Medium Density Single Family, High Density Resolutions #93-144 and #97-253) a j © Council Agreement #90-10 w ? �� Some properties are governed by special conditions. This list appears on the left side of the map. These Comprehensive 0 Ordinance #91-099 t S Plan Designations are effective August 2013. © Ordinance #93-190 Q Council Agreement #94-210 �° �` Council Agreement #94-211 Q 9 M �ti ids 6 4 w Map Revised: Scale: FT-5 July 2015 0 0.25 0.5 1 20 Source: � City of Federal My,Q Ordinance #98-310 0 (�. y Miles 50 All, ring county Q Ordinance #04-461 Ordinance#09-614 Ordinance #05-491 @��� ~•�%" Way R Ip•• '�: S\ _ - .--_ _ .••••• IT .. Pacifio CITY OF Federal Way MAP II-1 ® Ordinance #10 645 L�If on d..The _ Note: This map is intended for use as a graphical representation only. City of Federal Way makes no warranty as to its accuracy. � J:ICo IanlLaAdElaelCam la . I sr City of Federal Way PugetsoUtid P Comprehensive Plan oS 288th St Zoning ............"•"y...... a Designations f''r — Land Use Element n„ ' rt Qo,rtRd #,- r S 304th St •a Q S Legend ................. r•'•• ' QtQL ••'Sw -..- SW 312th St it S 312th St N N Federal Way City Limits Zones CPA -Corporate Park Potential Annexation Area Da5� - �1 ~�+ _ •••••'•,• SW 320th 3r: SW 320th Stf .. 5 P„y;,9. S OP - Office Park Federal Way Zoning Designations: . OP-1 - Office Park 1 •' o ?n 320th St to �' © O Commercial Zones . BC - Community Business . OP-2 - Ofice Park 2 Lr Q a 3 a, r 2 S 3241h St BIN- Neighborhood Business OP-3 - Once Park 3 ° to �Z ••••., r;t h '� —p N IL �- i ,p . Aub . CE- Commercial Enterprise .OP-4-Oifce Park . Office Mixed -Use Zones PO- Professional O Norlhshore pkw y "r "•' ■ CC -City Center Core Single Family Zones ••'•'•. ®Cam` 3336th St .•'r'• CF-City Center Frame RS15.0- 1 Unit115,000 Sq Ft '~"• © �Dr ® 0 0 © 0 •.�.•' �gi� r• S Multi -Family Zones RS35.0 -1 Unit 135,000 Sq Ft © i . RM1800- 1 Unit 11,800 Sq Ft RS5.0 - 1 Unit 15,000 Sq Ft Special Conditions: L'••ti e�••r „' r W, � RM2400 - 1 Unit) 2,400 Sq Ft RS7.2 - 1 Unit 17.200 Sq Ft Resolution #05-439 O (Replaces Council Agreement #90-8 •; '•, 0 0 : S 348th St . '; 0 ' "" - t RM3600 - 1 Unit! 3,600 Sq Ft RS9.6 - 1 Unit 19.600 Sq Ft Resolutions #93-42& and #93-144) Resolution #05-443 © Council Agreement #90-9, •' • ? ,r•••'� r••' a ® " "T t a; SE-1 Unit 15 Acres (Replaces Resolutions #93-144 and #97-253) •'• SW 356th St w � Some properties are governed by special conditions. This list © Council Agreement #90-10 zl Sty ��- appears on the left side of the map. These Zoning designations ID Ordinance #91-099 $ •ti., - co= are effective July 29th, 2015. ® Ordinance #93-190 Er o 0';n Q Map Revised Q Cou ncil Agreement#94-210 ., �° �•• a d� Scale: FTT5 July 2015 20 Q Council Agreement #94-211 R! a •'k,p 0 0.25 0.5 1 G5tyof Federal VvSy. N Q Ordinance #98-310@ i? •:i� Miles 50 ACres King county Q Ordinance #04461 r Ordinance#09-fi14 44Dr ' ... •.•... ^.•t.. _... .. .... =••••••••• ••_............... CIiY OF ,r ;Pacific ~� Federal Way MAP II-2 Ordinance #05-491 •�;• r �3/ 5.r ® Ordinance #10-645 • _------ i - ` Nate: This map is intended for use as a graphical representation only. J:knrn IanlLandlisalcorn la . The City of Federal Way makes no warranty as to its accuracy. City of Federal Way `Yn. ��� Puget Sound r`T ...-_ '. s ; Comprehensive Plan ..-° �:' °•�.r Generalized Existing .ram^-... F � i _- • i Land Use Land Use Element . �.�ejlh• rr F� e... M.,H... � W �•' i �, Legend �.,,.,*"� _ '� _�� a L F � � - _... �.�.. _ =' —_ %' •:r Federal Way City Limits ` _ " _ - • r Potential Annexation Area •• �....+ ., _. _ - - F=• Commercial r - c 1-'•• "-5 ..': a.-- s' •'ti w ..-may . * i — .S•_ F bd'V. Drainage j = _ %�� .m. •- -�., ��.. f�. - `Fri - - //. Industrial Institutional Uses Multi -Family Residential '"'44 Office AL #.. Pen Space •'ti V: Parks Recreation Religious Services .... '• • _ __+ :,� �• A - Senior Housing ...., ?£� o - Single Family Residential _ i •••� _ Utilities Vacant Land n �• - .. _ ,,. of g.. "" ,, Water Land use is based an infon- ation in King and Pierce - �1 .,,..F.,...i s' ri • •'— CvuntyAssessormcords- Wp Revi=x.1: Scale- 5 6ecan6er, 2012 -0 0.25 0.5 1 20 Sou— N Y.i- County. •,n.. •. :,'I ..)y'' 50A Miles cres =w—c—ny ••LEI Lam' j•• y .. ... : . Fa i.. G.+++.....•• .�,. .., CIiY OF Federal Way MAP II-3 - - t F.... ��• i Note: This map is intended for use as a graphical representation onty. The City of Federal Way makes no warranty as to its accuracy- �_ CHAPTER THREE TRANSPORTATION 3.0 Introduction 1 3.1 Policy Background 2 State Policies 2 Regional Policies 2 3.2 The Transportation Concept 3 How Do People Travel? 5 3.3 Transportation Vision and Goals 7 3.4 Existing Conditions 15 Street and Highway System 15 Non -Motorized 27 Transit 31 Freight and Goods 36 Transportation System Management (TSM) 37 3.5 Future Transportation Vision 41 Introduction to the Layered Network 42 Future Travel 42 Transportation Level of Service 44 Project Prioritization 44 Modal Networks 46 Regional Growth Center Mode Share Goal 50 High -Occupancy Vehicle (HOV) 50 Non -Motorized 50 Transit 57 Freight and Goods 59 Transportation System Management 61 3.6 Near -Term and Long -Term Projects 3.7 Financing and Implementation Financing Estimates of Revenue 63 70 70 72 Future Revenues for Transportation Capital Projects 74 Transit Funding d-1 MapIII-1, Overview Map...................................................................................4 Map III-2, Travel Patterns from Residential Areas in the Federal Way PlanningArea.................................................................................6 Map III-3, Functional Classification of Existing and Planned Streets and Highways......................................................................................17 Map III4, Cross Section Application by Street...........................................19 Map III-5, WSDOT Access Management Classification on State Highways......................................................................................21 Map III-6, City of Federal Way Management Access Classifications ...... 22 Map III-7, Existing and Planned Traffic Signals.........................................24 Map III-8, 2014 Traffic Volumes.....................................................................25 Map III-9, 2014 Weekday PM Peak Congested Streets and Intersections.................................................................................28 Map III-10, Existing Bicycle Facilities............................................................30 Map III-11, Existing Pedestrian Facilities.....................................................32 Map III-12, Through Truck Route Plan.........................................................38 Map III-13, 2040 Weekday PM Peak Congested Streets and Intersections.................................................................................49 Map III-14, Walking and Bicyling Priority Areas........................................53 Map III-15, Planned Pedestrian Facilities.....................................................55 Map III-16, Planned Bicycle Facilities...........................................................56 Map III-17, Transit Priority Corridors...........................................................58 Map III-18, 2016-2021 Transportation Improvement Plan .........................65 Map III-19, 2016-2040 Capital Improvement Plan.......................................71 Appendix III -A. Street Design Guidelines Appendix III-B. Transportation System Management Summaries Appendix III-C. Concurrency Management System Appendix III-D. ITS Master Plan ATC Advanced Traffic Controller ADA Americans with Disabilities Act BPA Bonneville Power Administration CIP Capital Improvement Program CMS Changeable Message Signs CCTV Closed Circuit Television Cameras CTR Commute Trip Reduction DART Dial -A -Ride Transit EMS Extinguishable Message Signs FHWA Federal Highway Administration FWCP Federal Way Comprehensive Plan GMA Growth Management Act HOV High -Occupancy Vehicles HAR Highway Advisory Radio METRO King County Metro Transit LOS Level of Service MMLOS Multi -Modal Level of Service PSRC Puget Sound Regional Council RMS Ramp Metering Systems RCW Revised Code of Washington RWIS Roadway Weather Information Systems SOV Single -Occupant Vehicle SEPA State Environmental Protection Act SR State Route TMS Traffic Monitoring Station TDM Transportation Demand Management TIP Transportation Improvement Program TSM Transportation Systems Management VMT Vehicle Miles Travelled v/c Vehicle -to -Capacity WAC Washington Administrative Code WSDOT Washington State Department of Transportation FWCP - Chapter Three, Transportation The Transportation chapter of the Federal Way Comprehensive Plan (FWCP) establishes a framework for providing a future transportation system (facilities and services) that supports anticipated land use described in Chapter 2. This chapter focuses on actions and investments needed to create and manage the transportation infrastructure and services to accommodate future growth assumptions. The City of Federal Way continues to enhance the vibrancy of its community for living, working, and playing. The new public facilities, trails, and roadway investments contribute toward a vibrant downtown that the City will continue to enhance. This Transportation chapter will guide efforts to enhance mobility and safety for all modes of travel in Federal Way through 2040. The process of providing a transportation system involves numerous agencies at the local, state, and national levels. The cycle of providing a system involves planning, change approval, funding, implementing, operating, maintenance, monitoring, and administering the elements of the system. Also, some of the transportation system is provided by other agencies, such as King County Metro Transit (METRO), Sound Transit, Pierce Transit, and the Washington State Department of Transportation (WSDOT). Where possible, the City partners with these agencies to improve mobility and safety. Welcome to City of Federal Way Sign at South 320+h Street / 1-5 Interchange (off -ramp) looking east Revised 2015 III-1 FWCP - Chapter Three, Transportation State and county transportation policies provide a statutory framework for the development of City land use policies. It is important to consider state and county level policies when developing the transportation element because they can help guide the development of transportation supportive policy and investment. State Policies The Growth Management Act states that, "...a lack of common goals expressing the public's interest in conservation and the wise use of our lands pose a threat to the environment, sustainable economic development, and the health, safety and high quality of life enjoyed by residents of this state" (RCW 36.70A.010). The Growth Management Act provides a framework for content and adoption of local comprehensive plans. The Growth Management Act provides 13 goals to be, "...used exclusively for the purpose of guiding development of comprehensive plans and development regulations." A number of the Growth Management Act goals pertain to transportation. They are as follows: • Transportation — Encourage efficient multi -modal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans. • Open Space and Recreation — Retain open space, enhance recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreational facilities. • Environment — Protect the environment and enhance the state's high quality of life, including air and water quality and the availability of water. • Public Facilities and Services — Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. Regional Policies The Puget Sound Regional Council's VISION 2040 and the 2012 King County Countywide Policies, both required by the Growth Management Act, provide a regional framework to achieve the goals of the Growth Management Act. VISION 2040 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties adopted by the Puget Sound Regional Council (PSRC) in 2008. VISION 2040's Transportation Strategy provides a framework for long-range transportation planning by emphasizing transportation investments that offer greater mobility options, alternatives to driving alone, and lower transportation -related energy consumption. Revised 2015 III-2 FWCP - Chapter Three, Transportation The 2012 King County Countywide Policies address changes to the Growth Management Act since its initial adoption in 1990 and reflect the regional direction established in VISION 2040. The countywide polices provide a framework for both King County and its respective cities, such as Federal Way. Adherence to these countywide policies ensures that city plans are consistent with one another. These policies address issues such as the designation of urban growth areas, land use, affordable housing, provision of urban services for future development, transportation, and contiguous and orderly development. In addition, the King County Countywide Policies call for minimizing air pollution and greenhouse gas emissions through supporting mass transit, encouraging non -motorized modes of travel, and reducing trip lengths. Policies contained in this comprehensive plan have been prepared to implement VISION 2040 and the King County Countywide Policies as they apply to the City. This chapter must be consistent with both VISION 2040 and the King County Countywide Policies. By implementing the goals in Section 3.3, the Transportation Chapter is consistent with VISION 2040 and the 2012 King County Countywide Policies direction. Federal Way is primarily situated between Puget Sound and Interstate-5; see Map III-], Overview Map. State Route 99 (SR 99), a Highway of Statewide Significance, parallels I- 5 through the eastern part of the City. The connections of SR 18, a major east -west corridor and Highway of Statewide Significance, with SR 99, SR 161, and 1-5 are closely spaced within the City. These routes experience traffic congestion regularly. Traffic incidents occurring along these routes greatly impact transportation conditions for people traveling within the City and connecting between Tacoma, Des Moines, Seattle, and communities to the east. In this regional context, the City coordinates its transportation planning with a variety of jurisdictions, including the State of Washington, Puget Sound Regional Council, King County, and neighboring communities. The City of Federal Way's existing transportation network accommodates many modes of travel, including walking, bicycling, public transit, and driving. In Federal Way, the predominant mode of travel is the private automobile, which will continue to play a principal role in the City's transportation. However, shorter trip lengths are becoming more common and the total miles people are traveling in vehicles is declining. These two factors affect how people choose to travel, such as by walking, by bicycling, by transit, or by vehicle. To achieve City and regional goals, emphasis will be placed on providing integrated and balanced mobility opportunities for all modes. The transportation concept is intended to facilitate the following: Revised 2015 III-3 FWCP - Chapter Three, Transportation i - r r .s USE m. Ord rti " KIM t %=Rmr Is C= •�#�'� • . .1 Revised 2015 III-4 FWCP - Chapter Three, Transportation • Promotion of high -occupancy vehicles (HOV) use such as trains, buses, carpools, and vanpools; • Incorporation of high -capacity transit such as bus rapid transit, light -rail, and commuter rail; • Expanded bicycle and pedestrian facilities; • Maximizing existing infrastructure through transportation system management strategies. How Do People Travel? Travel patterns in the Federal Way planning area are shown on Map III-2 (Travel Patterns from Residential Areas in the Federal Way Planning Area). Travel patterns generally follow the hierarchy of roadways; people use neighborhood roads to connect to major collector and arterials. The regional facilities of I-5, SR 99, SR 18, SR 161, and Military Road are the predominant facilities used between Federal Way and neighboring cities. Travel to work in Federal Way is dominated by the single -occupant vehicle (SOV), which accounts for roughly 75 percent of work trips within the City, according to the American Community Survey. About ten percent of work trips are made by carpoolers. Transit has seen a significant increase in commute trips since the 1990s, doubling to about seven percent of work trips. Biking and walking modes account for approximately three percent of work trips, while the remaining five percent of work trips is comprised of telecommuters. Wynstone neighborhood at SW Campus Drive and 12`h Avenue SW Intersection Revised 2015 III-5 FWCP - Chapter Three, Transportation Map III - 2 W*�AFAMIS CeRdYoralWTravel Patterns from Residential Areas m aMA-& VANM Cornprehensim Plan in the Federal Way Planning Area Legend 0 City Limits Potential Annexation Area Traffic from Residential Areas Des+' f Kwd � M.,'• i.•: L•�� *ffLl Milton Fife UP P. Edgewood Irn e Algona I Pacft ' Trarosporbition Element COY OF Federal WayN. �_ This map is intended for use as a graphical representation. a 0.5 1 The City of Federal Way makes rwrwalou4 - shies no warranty as to its acwraay- Revised 2015 III-6 FWCP - Chapter Three, Transportation It is proposed that the City adopt the following goals and policies with respect to transportation facility improvements that allow it to maintain options into the future, especially with respect to transit enhancements. This may result in a conservative approach to highway improvements that might slow the rate of progress in the area of non -drive alone mode use. Goal 1 TG1 Maintain mobility through a safe, balanced, and integrated transportation system. Policies TP1.1 Reduce reliance on drive alone trips by prioritizing and implementing supportive local -level transit, high occupancy vehicle (HOV), and non - motorized improvements. TP1.2 Develop a transportation system that achieves the following level of service (LOS) metrics: o Signalized Intersection outside of City Center will experience a 1.2 vehicle -to -capacity (v/c) ratio or lower o Unsignalized Intersection outside of City Center will experience a 1.0 vehicle -to -capacity (v/c) ratio or lower o The City Center area will experience an average 1.1 vehicle -to -capacity (v/c) ratio or less. o Facility completeness as described in the following pedestrian, bicycling, and transit priority areas level of service tables. Pedestrian Priority Area Level of Service • Pedestrian facility as indicated in the Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines _ I No pedestrian facility provided Area Level or service Bicycle facility as indicted in Street Design Guidelines j I Provides a lower -level facility than recommended in the Street Design Guidelines No bicycle facility provided Revised 2015 III-7 FWCP - Chapter Three, Transportation Transit Priority Corridor Level of Service (LOS) PSI Quality 1 1 • More than 80% of transit stops meet amenity minimum Sidewalks and pedestrian crossing All day frequent service; adequate parking at park-and- ortunities servinsto ppg ps rides and stations More than 60% of transit stops Sidewalks and pedestrian crossing Peak period service; meet amenity minimum opportunities serving some stops insufficient parking at park - provisions and -rides and stations Less than 60% of transit stops General lack of sidewalks and • meet amenity minimum pedestrian crossing opportunities N/A provisions The Street Design Guidelines are provided in Appendix III -A. *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park -and -rides and transit stations TP1.3 Identify the improvements and strategies needed to fully implement the City's Layered Network and meet the level -of -service requirements for transportation. TP1.4 Allow improvements to vehicle throughput only where they enhance traffic and pedestrian safety, improve high capacity transit and HOV facilities, or reduce air pollution. TP1.5 Enhance mobility using the existing footprint of the roadway and technological advancements. When widening roadways, impacts to non -motorized users and transit vehicles and passengers should be minimized. TP1.6 Employ traffic calming measures in neighborhoods through context sensitive design where traffic volumes and speeds consistently exceed reasonable levels and as set forth in the adopted Neighborhood Traffic Safety Program. TP1.7 Improve safety on residential streets by: o Reducing street widths while maintaining on -street parking. o Increasing separation between sidewalks and streets. o Reducing design speeds to discourage speeding. o Limiting the length of straight streets to discourage speeding. o Other actions approved by Public Works. TP1.8 Use Access Management improvements to reduce crash rates and extend capacity of major arterials. TP1.9 Public Works will develop incident response timing plans for major arterials. TP1.10 Coordinate with transit agencies to provide convenient non -motorized access to transit facilities. Revised 2015 III-8 FWCP - Chapter Three, Transportation TP1.11 Develop code requirements and a designated truck route system that accommodates the needs of the private sector and residents, and provides a balance between movement needs and quality of life. TP1.12 Discourage the use of road facilities by vehicles carrying hazardous materials and those with weight, size, or other characteristics that would be injurious to people and property in the City. TP1.13 Identify transportation programs and strategies for security and emergency responses. TP1.14 Develop and maintain a Layered Network that provides connectivity and recognizes that not all streets provide the same quality of travel experience. Classify streets as Freeway, Principal Arterial, Minor Arterial, Principal Collector, Minor Collector, or Local Street. Ensure that the Layered Network continues to provide for all varieties of street uses including: regional mobility and cross-town trips, commuting, shopping, and recreational travel, property and business access, and parking, regardless of mode. TP1.15 Continue to enhance the City's Layered Network by using the following methods: o Require dedication of rights -of -way as a condition for development when the need for such rights -of -way is linked to the development or where shown on the Future Roadway Network; o Request donations of rights -of -way to the public; o Purchase rights -of -way in accordance with State laws and procedures; and o Acquire development rights and easements from property owners. Goal 2 TG2 Be fiscally and environmentally sustainable. Policies TP2.1 Establish a funding program that prioritizes the most critical non -motorized improvements first. TP2.2 Develop a program to create portions of the non -motorized system through public -private partnerships. TP2.3 Prioritize transportation projects considering concurrency, safety, multimodal enhancements, environmental impacts, and cost effectiveness. Revised 2015 III-9 FWCP - Chapter Three, Transportation TP2.4 Assure cost-effective maintenance of transportation facilities under the City's jurisdiction, including non -motorized facilities. TP2.5 Leverage state and federal funds for transportation improvements. TP2.6 The maintenance and preservation of existing travel infrastructure shall take precedence over major street improvement projects that expand system capacity. TP2.7 Strategically use public and private investment to complement the multi -modal vision of the plan, including "matching" improvements to supplement the efforts of other agencies to provide HOV and transit facilities. TP2.8 Capacity enhancements will be constructed where lower cost improvements cannot correct deficiencies; these capacity enhancements will be developed to be as competitive as possible for obtaining grants. TP2.9 Develop clean transportation programs and facilities, including actions to reduce pollution and greenhouse gas emissions from transportation. TP2.10 Identify stable and predictable funding sources for maintaining and preserving existing transportation facilities and services. Goal 3 TG3 Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. Policies TP3.1 Through subarea planning, with the cooperation of transit service providers, work to make transit part of each neighborhood through appropriate design, service types, and public involvement. This system should provide convenient connections from city neighborhood activity centers to the regional transportation system. TP3.2 Prepare, promote, and provide for an enhanced, high -capacity, regional transit system, maintaining area residents' mobility and travel options. The regional transit system should assist in attaining air quality standards. TP3.3 Acquire or preserve rights -of -way for high -capacity transit whenever possible, such as development applications, in advance of their need. Make accommodations for any improvements, whether public or private, to provide for future high -capacity transit needs without major redevelopment. Revised 2015 III-10 FWCP - Chapter Three, Transportation TP3.4 Foster phased improvements that expand transit services in time to meet the demand for these services. TP3.5 Work with transit agencies to ensure amenities such as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of appropriate transit facilities. TP3.6 Support transit commuter options (e.g., subscription buses, special commuter services, local shuttles). TP3.7 Promote extension of fixed guideway facilities to the regional airport as an effective means of resolving congestion problems that affect City residents and businesses. TP3.8 Encourage non -motorized improvements that minimize the need for residents to use motorized modes by extending the existing non -motorized system and providing: 1. Access to activity centers and schools; 2. Linkage to transit, park & ride lots, and school bus networks; 3. Completion of planned pedestrian/jogging or bicycle trails; 4. Designating a network of streets that can safely and efficiently accommodate bicycles; and, 5. Extend sidewalks to all streets. TP3.9 Facilitate a safe school walking routes program, and, where possible, make capital budget decisions that support such a system. TP3.10 Provide a one -mile grid of bicycle facilities connecting major activity centers, recreational facilities, and schools. TP3.11 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the Federal Way Comprehensive Plan Vision and City Center Street Design Guidelines. TP3.12 Include sufficient area in rights -of -way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. TP3.13 Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve Revised 2015 I1I-11 FWCP - Chapter Three, Transportation non -motorized circulation. Require the same for all new developments or redevelopments. TP3.14 Requiring developers to mitigate the impact of the development on the City's transportation system by constructing bike lanes, trails, and sidewalks where they would interface with the existing system to the extent allowed by law. TP3.15 Develop access management standards to minimize the number of curb cuts on arterials to improve pedestrian and vehicle safety. TP3.16 Emphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle conflict. TP3.17 Coordinate development of the non -motorized system with surrounding jurisdictions and regional system extensions. TP3.18 Incorporate environmental factors into transportation decision -making, including attention to human health and safety. Goal 4 TG4 Support the City's land use vision and plan. Policies TP4.1 Integrate land use and transportation plan decisions to support the land use vision and plan. TP4.2 Enhance traffic circulation and access with closer spacing of through streets, where feasible, and limiting the area to be served by a single access point commensurate with planned density. TP4.3 Determine street classifications by balancing travel needs with changing right- of-way uses and neighborhood character. TP4.4 Protect existing and acquire future right-of-way consistent with functional classification cross-section (transit, rail, bike, and pedestrian) needs. TP4.5 Require developments to dedicate right-of-way as needed for development commensurate with the impacts of the development. At a minimum, setback limits shall be used to assure that buildings are not placed within the right-of- way requirements for planned transportation facilities. Right-of-way dedication shall be commensurate with a development's impact to the existing and planned transportation system. Revised 2015 III-12 FWCP - Chapter Three, Transportation TP4.6 Design arterials to fit with the planned character of areas (context sensitive design) they pass through. TP4.7 Enhance the viability of regional and local transit service by establishing design standards for streets that move transit, pedestrian, and cyclists in the City Center. TP4.8 Monitor growth in population and employment in relation to the land use and growth assumptions of the Transportation Element. Reassess the Land Use and Transportation Elements as needed to ensure that planned improvements will address the potential impacts of growth. Goal 5 TG5 Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. Policies TP5.1 Reduce auto dependency, especially drive -alone trips, by employing and promoting the application of programs enhance mobility and assist in achievement of the land use vision. TP5.2 Use transportation demand management to help achieve an appropriate arterial level of service that balances the City's goals for residents, consumers, employers, and employees. TP5.3 Support transportation demand management programs that can be shown to be cost-effective in achieving plan goals. Allow residents and employers discretion to choose the Transportation Demand Management methods they wish to employ. TP5.4 Encourage employers to institute complementing Transportation System Management actions to those undertaken by the City. TP5.5 Support the achievement of City and regional mode split goals through assisting all Commute Trip Reduction -affected and voluntary employers in the Federal Way planning area to achieve the Commute Trip Reduction (CTR) Act travel reduction goals and target. TP5.6 Develop coordinated Transportation Demand Management (TDM) strategies with regional representatives and other adjacent communities. Revised 2015 III-13 FWCP - Chapter Three, Transportation TP5.7 Incentivize public/private programs that stimulate transit, car, and van pool use. TP5.8 Encourage the provision of a robust transportation alternative rich environment so that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. TP5.9 Prioritize development of HOV and transit priority lanes, and prioritizing transit and HOV movements at traffic signals. TP5.10 Continue to implement traffic signal coordination projects as the primary component of a TSM program. As funds permit, monitoring of traffic operations will be carried out to assure efficient timing of traffic signals. TP5.11 Public Works will maintain a mechanism for public comments and requests related to traffic monitoring and other areas for proposed transportation enhancements. TP5.12 Develop a regular data collection and monitoring program. Goal 6 TG6 Be an active partner by coordinating with a broad range of groups to help meet Federal Way's transportation goals. Policies TP6.1 Implement federal, state, and countywide planning policies. TP6.2 Coordinate transportation improvement programs with appropriate state, regional, and local agencies. TP6.3 Public Works shall coordinate with neighboring jurisdictions to develop a fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. TP6.4 The City will continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option. TP6.5 Work with the transit agencies, WSDOT, King County, and other partners, in applying for funding for HOV improvements that complement transit and non - transit HOV facilities and park and rides within Federal Way. Revised 2015 I1I-14 FWCP - Chapter Three, Transportation TP6.6 Coordinate with other agencies and stakeholders to pursue funding for pedestrian and bicycle amenities. TP6.7 Support regional transportation projects that are appropriately designed and will preserve the movement of people and goods on I-5 and state routes. TP6.8 Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming; including access to regional marine facilities. TP6.9 Coordinate with local business organizations, and provide feedback to local business organizations on international and regional transportation issues and on transport needs and opportunities related to all modes of transportation. This section provides a summary of the existing transportation conditions in Federal Way. These existing conditions provide a base to create the future transportation vision for the City. Street and Highway System Federal Way is served by a network of publicly maintained streets and highways connecting local communities and urban centers in the Puget Sound region, as shown in Map III-1 (Overview Map). There are two major freeways, which are Highways of Statewide Significance, in Federal Way: • Interstate 5 (I-5) is five lanes in each direction, with a posted speed limit of 60 mph. This freeway serves as the main north/south freeway for regional travel in western Washington. • State Route 18 (SR 18) is two lanes in each direction, with a posted speed limit of 60 mph. This freeway acts as an east/west alternative to I-90, connecting to I-90 east of Issaquah and serving the communities of Auburn, eastern Kent, Covington, and Maple Valley. Other primary roadways serve major activity centers within Federal Way, including commercial activities in the South 320th Street corridor between Pacific Highway South (SR 99) and I-5 (the City Center), commercial developments along Pacific Highway South, at South 348th Street and Enchanted Parkway South, and several smaller commercial centers located within various residential areas. The roadway system also serves concentrations of office uses located within the City Center, West Campus, and the former Weyerhaeuser Headquarters/East Campus area. The roadway system within Revised 2015 III-15 FWCP - Chapter Three, Transportation the City connects to the surrounding regional transportation network, which provides access to other major activity centers including Seattle, SeaTac Airport, Tacoma, the Port of Tacoma, Kent, and Auburn. Functional Classification of Streets Public streets are classified according to their functions related to mobility and land access. These functional classifications help facilitate planning for access and circulation, standardization of road designs, and provision of a hierarchy for roadway funding. The types of functional classifications established within Federal Way include, also see Map III-3 (Functional Classification of Existing and Planned Streets and Highways) and Table III -I (Characteristics of Functional Classification of Streets). • Freeway: A multi -lane, high speed, high capacity roadway intended exclusively for motorized traffic with all access controlled by interchanges and road crossings separated by bridges. • Principal Arterial: A roadway connecting major community centers and facilities, often constructed with partial limitations on access and minimum direct access to abutting land uses. • Minor Arterial: A roadway connecting centers and facilities within the community and serving some through traffic while providing greater access to abutting properties. • Collector: A roadway connecting two or more neighborhoods or commercial areas, while also providing a high degree of property access within a localized area. Collectors have been separated into principal and minor designations according to the degree of travel between areas and the expected traffic volumes. • Local Street: All other roadways not otherwise classified, providing direct access to abutting land uses and serving as feeders to facilities with higher functional classifications. • Designation of roadway functional classification is an integral part of managing street use and land development. The classification of streets is necessary for receipt of state and federal highway funds. It is important to coordinate roadway classification with anticipated land use change and to apply a consistent approach to the designation of facilities. This ensures that roadways are sized correctly and provide the appropriate level of pedestrian and bicycle accommodation to support the surrounding land use. This also helps reduce the likelihood of long-term capacity problems. Revised 2015 III-16 FWCP - Chapter Three, Transportation City of Federal Comprehensive Plan Map III - 3 Functional Classification of Existing and Planned Streets and Highwaysa_ WWO-k-AaMIS w � F.dr% V it Des Kent Moines nll_ Puzw ,mod r 5 en Feder I Way r bw Tacoma Legend o City Limits Potential Annexation Area f 1 Streets and Highways .0V' Interstate ► Principal Arterial ' Minor Arterial / Principal Collector Milton r Minor Collector Edgewood Transportatron Element CITY [IF Federal �_ This map is intended faruse " as a graphical representation. U o•= 1 The City of Federal Way makes Miles no warranty as to its accuracy. Revised 2015 III-17 FWCP — Chapter Three, Transportation Table III-1 Characteristics of Functional Classification of Streets NumbergExpected Road _ Code Posted Speed Traffic Interstate/Freewa s 4+ varies Varies 60m h 30,000+ Principal Arterial 2 to 7 68' to 124' 35-50m h 5,000+ Minor Arterial 2 to 5 68' to 106' 30-40m h 5,000-35,000 Principal Collector4 2 to 5 68' to 100' 25-35m h 5,000-25,000 Minor Collector 2 to 3 60' to 80' 25-35m h 1,000-5,000 Local Street 2 1 361to 66' 25-35m h I up to 1,000 1. Limited access, state jurisdiction. 2. Connects subregional activity centers and communities. 3. Provides major movement capacity; collecting neighborhood and business traffic to higher level arterials. 4. Connections between neighborhood or commercial areas. Design consideration for trucks. 5. Channels local traffic to principal collectors or arterials. Design for buses per METRO standards. 6. Primary function is access to abutting land use. Through traffic can be discouraged by use of traffic control devices. 7. The exact cross -sections and standards for a particular street within the community will be established through the City's Development Standards. Map III-4 (Cross -Section Application by Street) illustrates which cross-section would be used for each arterial and collector within the community. Since the City does not plan local street networks, the applicable street cross-section for local streets will be established through the City's development review process, which is ongoing. Access Management Classification Access management is the regulation of intersection and driveway spacing along a corridor and is intended to enhance safety and preserve capacity of roadways. Roadway crash rates are related to the spacing of turning conflicts. By reducing the number of driveways and turning movements through shared access to multiple parcels, and restricting turning movements in congested areas, the safety and efficiency of the City's streets can be maintained. This improvement also reduces the number of conflict zones for all vehicles, pedestrians, and bicycles. Access is one of the major factors influencing functional classification. Generally, higher classifications (interstates or freeways) serve a limited access function, while lower classifications (local roads, cul-de-sac streets) serve a local access function. The State of Washington approved legislation requiring that access onto state facilities be granted by permit and that such access conform to an access management classification system (Revised Code of Washington [RCW] 47.50). The WSDOT put into place two administrative codes. The first identifies the administrative process (including permit fees for issuing access permits on state facilities), and the second defines the access classification system (Washington Administrative Code [WAC] 468.51 and 468.52, respectively). A summary of the access classifications from WAC 468.52 is provided in Table 111-2 (Washington State Access Classification System Chapter 468.52 WAC). The criteria used to define the classification system included functional classification, adjacent land use (existing and proposed), speeds, setting (urban or rural), and traffic volumes. The Revised 2015 III-18 FWCP - Chapter Three, Transportation City of Map III - 4 Federal Way ConiprehensWe Plan Cross Section Application b Street ff�� � '� �,,Vft ,ft Aft �"em -� Kent es MCI s S2 _ �r Fodo 1 41 Way PC I Ut Legend MW 1 Planned Sinet See6ans r A **AK I PAA ` BVL 1 / C \ M — -� V D IV IG E .. P I 1 G Q �40V H R r I V S i rVlRon II Edgewood J VT Fffe iv Transportafion Element Federal Way This map is intended for use " as a graphical representation. 0 0.E i The City of Federal Way makes UNMEEWMies rro warranty as to its accuracy_ Revised 2015 III-19 FWCP - Chapter Three, Transportation authority to permit access to state facilities lies with the state in unincorporated areas and with the cities in incorporated areas. All state routes within the City are classified, with the exception of SR 18 and I-5, which are limited access facilities and not subject to the access classification system. Table III-2 Washington State Access Classification System Chapter 468.52 WAC (7-14-94) High speed/volume, long trips serving: Restrictive, 1320 feet. 1 interstate, interregional, intercity travel. Service 50 to 55 where multi- 1.0 mi One per to abutting land subordinate to service of major lane is parcel traffic movements. warranted. Medium to high speeds/volumes, medium to Urban: 35 Restrictive, 660 feet. 2 long trips serving: interregional, intercity, intra- to 50 where multi- 0.5 mi One per city travel. Service to abutting land subordinate Rural: 45 lane is parcel. to service of traffic movement. to 55 warranted. Moderate speeds/volumes, short trips serving: Restrictive intercity, intra-city, intercommunity travel. Urban: 30 `'Where multi- Rural: 0.5 mi Balance between land access and mobility. Used to 40 lane is Urban: 0.5 mi/ 3 where land use is less than maximum build out, Rural: 45 warranted. Two- less with signal 350 feet but development potential is high. to 55 way left -turn progression lane may be analysis. utilized. Moderate speeds/volumes, short trips serving: Rural: 0.5 mi intercity, intra-city, intercommunity travel. Urban: 30 Restrictive if Urban: 0.5 mi/ 4 Balance between land access and mobility. Used to 35 average daily less with signal 250 feet where level of development is more intensive Rural: 35 traffic volumes and major land use changes less likely than to 45 exceed 25,000. progression analysis. class 3. Low to moderate speeds, moderate to high 0.25 mi/less 5 volumes, primarily short trips in intra-city and 25-35 Non-restrictive with signal 125 feet intra-community travel. Service of land access progression dominant function. analysis. Note: This table is for summary purposes only and is not included in the WAC. Source: WSDOT *See text of the WAC for exceptions. Table 111--3 (City of Federal Way Access Management Standards) illustrates the City's adopted access classification system. The primary purpose of access management is to improve safety; therefore, higher access classifications are triggered either by crash rates or lane configurations that are less safe at higher volumes. Similarly, access spacing standards are the most restrictive for turning movements with the highest potential for crashes. Map 111--5 (WSDOT Access Management Classification on State Highways) indicates WSDOT's access classification on state highways in Federal Way. Map 111-6 (City of Federal Way Access Management Classifications) indicates the access classifications within the City. These access standards would be implemented as part of review of land development, as an element of street improvement projects, and to ameliorate locations with high crash rates as a part of traffic safety maintenance. Revised 2015 III-20 FWCP - Chapter Three, Transportation Map III - 5 rrueri.AaM20PS c*alrrfi r%% Fedityeral, W DOT Access Management �M ..8 r Comprehensive Plan Classification on State Highways Legend Des i = Cdy Limft Clan 4 Wines.., = Po :,, Acmss SFederal 11111� IllLP I •Will LIM ilk 48 I Lr, , L Fife • r Traraportatron Elemerzt CITY of Federal Way This map is intended far use as a graphical representufi n. 9 d5 1 The Cn of Fede" VWsy mi er atirr ma ermw�r�u,�,„cv v,�.s„�_u� hies no warranty as. to ki. ammracy- Revised 2015 III-21 FWCP - Chapter Three, Transportation Map III - 6 Federal' My City of Federal Way Access ��� Comprehensive Flan Management Classifications Alf 1 Tacoma Legend 0 City Limits o Potential Annexation Area LJW Class 1 * Class 2 Class 3 ICI Class 4 _ Fife Des Mine Z' 3 Milton Kent Transportation Event CITY OF Federal Way Scale: -FT This map is intended for use as a graphical representatimn. 0 0. i The City of Federal Way makes C ---d WEEMENEW Mies no warranty as to its wmraW. Revised 2015 III-22 FWCP — Chapter Three, Transportation Table III-3 City of Federal Way Access Management Standards *Does not apply to Single -Family Residential uses. **Greater spacing may be required in order to minimize conflicts with queued traffic. ***If the existing efficiency is less than the standard, new traffic signals may not reduce the existing efficiency. a) Raised Medians will be required if any of the following conditions are met: 1) There are more than two through traffic lanes in each direction on the street being accessed. 2) The street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently has a two-way left -turn lane. b) Two-way left -turn lanes will be required if the street being accessed has a crash rate over 10 crashes per million vehicle miles, and currently does not have a left -turn lane. Street Standards As the transportation system evolves, periodic review of the Federal Way Comprehensive Plan, changes to the subdivision code, and street standards are necessary. Street standards within city code convey the vision of the Comprehensive Plan in greater detail. Similar to the classification map, they guide the development process activities. For example, components of the subdivision code can require certain types of street standards (e.g. widths, parking, etc.) to support designated transit compatible development. Street design standards show preferred cross sections for each arterial and street segment in the City. Traffic Signal Locations Map III-7 (Existing and Planned Traffic Signals) shows the locations of signalized intersections in Federal Way. Currently, signals are maintained and operated by the City under a contract with King County. The ability to coordinate signals and update signal timing plans throughout Federal Way is important to achieve the maximum operating efficiency (move the greatest number of people, freight, and goods) of roadways. Currently, traffic signal timing plans can be adjusted from the traffic control center for most intersections in the City. Traffic Volumes Map III-8 (2014 Traffic Volumes) shows the average weekday traffic volumes on selected arterials. Major arterials such as SR 99, SR161, 348th Street, 320th Street, and access points to I-5 carry the most vehicles in the City. Federal Way's busiest arterial, SR 18 between 16th Avenue and the northbound on -ramp of 1-5, carries more than 68,000 Revised 2015 III-23 FWCP - Chapter Three, Transportation r�O.r.r��d5 City -of Map III - 7 �d � Federal Way Asa .%.a Exisitn and Planned Traffic Signals �.�r �"�' Comprehensive Plan OF Sound V __�Vay N Lngw 0 City Limits 0 Potential Annexation Area o Traffic 5ijmts 0 6dsting Traffic Signal 0 Fire Signal ■ Planned Traffic Signal ■ Fisting Pedestrian Signal Conwnunicadon Lines AI Proposed Communlratian Lines Exerting Gommuniration Lines - - r Des Kent hrloines II n � — � � e w PE Way R P&A • � •F Hilton # Edgewood Transportalrorr Elemenit OTY Of Federal Way�_ This map is intended far use - " as a graphical representation. 3 p.5 1 The City of Federal Way makes a4..�.drira rri7n w4w�re.�2 H—d „rkYWW. ,ad �f�es no warranty as to its accuracy_ Revised 2015 III-24 FWCP - Chapter Three, Transportation Federal Way Traffic ' Carnprehensive Plan 014 Volumes Transportarorr Ekement 41TY OF .s Federal Way ate= N Th is map is intended for use as a graphical representation. a as 1 The City of Federal Way makes r I. oi4 prml _bmw■q.%3h-LLr9eu—d ngiiiiii@ Mies no warranty as to its accuracy. Revised 2015 III-25 FWCP - Chapter Three, Transportation vehicles per day. In addition, several segments on SR 99 and the segment between SR 99 and I-5 on South 3201h Street, carry between 35,000 and 45,000 vehicles per day. According to the Federal Highway Administration (FHWA), annual vehicle miles travelled (VMT) peaked in year 2007 with a total of over 3 trillion vehicle miles traveled nationwide. Since then, annual vehicle miles travelled has exhibited a downward trend. This downward trend is the result of a number of factors including the "Millennial" generation seemingly be less inclined to drive or own automobiles, higher costs of automobile ownership, healthier lifestyle choices, mixed -use and compact development, and more. Also, the number of people who choose alternative transport modes such as transit, walking, or bicycling over driving is increasing. These trends, if continued, will have an impact on the development of future projections for the way people could choose to travel necessary to plan for the future. High -Occupancy Vehicle Facilities High Occupancy Vehicle (HOV) facilities are typically roadway lanes dedicated to vehicles with two or more people per vehicle and include motorcycles. HOV facilities are viewed at the regional, state, and federal levels as essential to meet public travel demand needs because they are capable of moving more people than general purpose travel lanes. Also, HOV facilities provide vital accessibility to developing urban centers in the Puget Sound Region. HOV lanes are provided on I-5 within Federal Way. Locally, the objective of providing HOV lanes in Federal Way is to improve traffic safety and circulation, and support the use of transit, carpools, and right -turn movements. HOV lanes are provided on 348th Street, SR 99, and on 320th Street. South 320+h Street Looking East Revised 2015 III-26 FWCP - Chapter Three, Transportation Existing Street Deficiencies Congested intersections result in people experiencing an increased delay to travel through the intersection. They are typically larger intersections with high vehicle demand and have longer crossing times for pedestrians. Congested intersections in Federal Way are located predominately in the City Center area and along SR 99. East/west routes that experience high levels of vehicle demand include South 320th Street and Campus Drive/ South 348 h Street. To determine where intersection deficiencies exist today, the existing traffic volumes and roadway network is compared to the level of service policy (TP 1.2), which defines the volume -to -capacity ratios at signalized and unsignalized intersections in the city. Map III-9 (2014 Weekday PM Peak Congested Streets and Intersection) illustrates the results of this analysis. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. Some collisions in Federal Way are related to congestion; congested roadways can increase user frustration and result in riskier maneuvers. Common risky maneuvers include running a red light at a traffic signal, darting across a busy roadway, rapid lane changes, and speeding. Many collisions in neighborhoods are related to speeding, but also to poor sight distance at unsignalized intersections. The development of the Future Transportation Vision and Near -Term and Long -Term Projects considers areas with safety issues. Non -Motorized The City developed a stand-alone Bicycle and Pedestrian Master Plan, adopted in March 2012, which establishes a vision for a connected network of bicycle and pedestrian facilities throughout Federal Way. The Plan sets an important foundation to continue the city's success in securing transportation project and program funding. It also establishes an overview of the current status of walking and biking facilities, including barriers and opportunities, and gauges citizen opinion about walking and biking preferences. The City's overall goal is to set the stage for the city's long-term vision of a safe, accessible, and connected bicycle and pedestrian network. The Bicycling and Walking goals will guide the city as it moves forward with plan implementation and include: Revised 2015 III-27 FWCP - Chapter Three, Transportation Map III - 13 W"Mb.APIZA dfF.2wmVft City of Federal Way 014 Weekday PIVI Peale �°� I& F." M% WO reaas Comprehensive Plan Congested Streets and Intersections R.m. Pwol sound 0 V M- a PA , aly • ��� Cum � _ ER IIII'j Legend 0 City Llmift hx 0 Potential Annexation Area Congested Streets Long Queues ! Congested Corridor _ lay Ife C � M. 4 IF Wilton �V E ewe od Tra n--po talfon .Dement [ITV OF FederalWay This map is intends-d far Use " as a graphical representation. o ME 1 The Cityflf Federal Way makes rlo Warranty as ID Its aocvracy_ Revised 2015 III-28 FWCP - Chapter Three, Transportation • Bicycle and Pedestrian Network and Support Facilities; • Safety, Security, and Equity; • Transportation and Land Use; • Education and Awareness; • Maintenance and Operations. The Plan is consistent with state policies such as the Growth Management Act (GMA) and the Safe Routes to School program. Additionally, the development of the Plan is crucial for the city to position itself favorably in the competitive transportation funding program. In the process of developing the Plan, the city coordinated with two regional agencies—PSRC and King County. The existing built environment of Federal Way is characterized by conventional suburban style development featuring curvilinear streets, cul-de-sacs, and limited through -street connections. This lack of connectivity poses a challenge in developing a safe and convenient network of bicycling and pedestrian facilities. Bicycle Conditions Currently, there are approximately 27 miles of bicycle facilities in Federal Way (summarized in Map III-10 (Existing Bicycle Facilities), which are all either paved trails, bike lanes, or wide shoulders. These facilities consist of the shared -use Bonneville Power Administration (BPA) Trail, bike lanes, and wide shoulders. A challenge in the city is that many potential cyclists do not feel comfortable riding on or crossing high -volume, high-speed roadways, such as SR 99. Bonneville Power Administration (BPA) Trail Midblock Pedestrian Crossing on SW 356'h Street Revised 2015 III-29 FWCP - Chapter Three, Transportation City f pIII - 1 X.0 F a- } Federal Way E i tin Bicycle Facilities �arnprehensive Plan Transportaborr Element MY OF �.s Federal Way ate= N Th is map is intended for use as a graphical representation. a as 1 The City of Federal Way makes Mies no warranty as to its accuracy_ Revised 2015 III-30 FWCP - Chapter Three, Transportation Pedestrian Conditions Most of the city's 247 miles of pedestrian facilities are sidewalks. Other facilities include the Bonneville Power Administration (BPA) Trail and recreational trails through park facilities as illustrated in Map III -II (Existing Pedestrian Facilities). While most of the arterial roadways have sidewalk facilities, some residential and minor roadways may not have facilities. Federal Way's pedestrian network provides a greater level of connectivity to retail centers than the current bicycle network, although many residents do not find walking to retail centers a pleasant experience due to the high volume and high speeds of traffic on arterial corridors. Also, the State of Washington permits the use of sidewalks by bicyclists unless prohibited in the City. Currently, Federal Way has restrictions for bicycles on sidewalks in the City Center area. Public Input and Preferences Public input was considered in the development of the proposed bicycle and pedestrian facility networks and also informed the development of goals and objectives. The following results were collected: • When trips are less than one mile, residents are more likely to walk. • People are more apt to bike than walk if a trip is between one and five miles. • Most residents will drive once trips exceed one mile. • People who walk in general do so more frequently than those who bike. • Most people walk or bike for exercise, followed by shopping or errands for walkers and work commute for cyclists. • The lack of facilities and/or their condition are the primary detractors for people walking and biking more. Transit Public transit service is provided to area residents by a combination of fixed -route, express, dial -a -ride, and subscription bus services. King County METRO serves the City directly, while Pierce Transit buses provide connections from the Park and Ride lot on I-5 at South 320th and Federal Way Transit Center to Tacoma and Puyallup. Sound Transit serves the Federal Way and Star Lake Park and Ride lots with regional express buses between SeaTac and Tacoma, and between Federal Way and Puyallup and a feeder route from Northeast Tacoma. Amenities supporting transit patronage include Park and Ride lots and waiting -area shelters. The Federal Way School District and King County's Multi -Service Center also provide special, local area bus services. Revised 2015 III-31 £wcr-Chapter Three,Transportation ■ - ■ � � �� - ���. � �2 �� -)•� �_� ■- ■�� � � ■ r � ��� � ���-- � � ���- rE� ns _ -j �`J% � (\ � � � .���� �■ �■ ��e �� � . N� � - � ` � � � , § ■ / |� ... . . L _ � ■� \ .,. , - �■ ■ m ' ■ •.. , , � | . R ■ � � , 5 @ z ■ Revised 2015 111a2 FWCP - Chapter Three, Transportation Federal Way Transit Center Locally and nationally, public transit services, ranging from local buses to regional rail, are witnessing increased attention. Despite declining transit ridership in the late 1980s and early 90s, these services are being viewed at the regional, state, and federal levels as essential to meet public travel needs. Many people with low incomes or special mobility needs depend on transit. The City of Federal Way supports the provision of viable transit services as a component in a multimodal transportation system. Coupled with carpooling and van pooling, improved transit service is viewed by the City of Federal Way as essential to providing area residents with mobility options in the future. Unlike road services however, the City is constrained by state law and federal regulations in its ability to provide these alternatives. The City's involvement with the provision of transit services is indirect through such efforts as supportive land use planning (to generate sufficient transit patronage) and roadway design features (to accommodate transit and other high occupancy vehicles). The City's planning process has focused on development of a transit -supportive environment, including improved pedestrian and bicycle access to transit. Public Works projects anticipate enhanced regular route, local bus service, and the future implementation of a regional light rail system. Expansion of regional transit and HOV systems is critical to the achievement of Vision 2040, which guides the regional Metropolitan Transportation Plan. Federal Way's vision, which includes a City Center with surrounding commercial and residential land uses, is enhanced by both an improved regional bus system and a rail system. Local circulation routes will also be essential. The Federal Way plan has been structured with primary emphasis on locations that can become transit centers. In the interim, transit centers will be focused at Park and Ride lots. Revised 2015 III-33 FWCP - Chapter Three, Transportation In Federal Way there are 24 regular and express service routes that provide nearly 250 bus trips to, within, and through Federal Way each day. In total, about 3,000 to 3,500 person trips are made by regular, express, and Dial -A -Ride service each day. About one percent of all daily (and three percent of peak hour) Federal Way trips are made by transit, which is comparable to other suburban areas. The majority of service is provided to park and ride facilities where more than half of Federal Way's transit riders access transit. Routes into the neighborhoods of the City are oriented to the higher density areas where there is lower auto ownership and greater reliance on transit. Under a demonstration project, METRO instituted Dial -A -Ride Transit (DART) service to portions of the City in 1992. Today, DART service follows a semi -fixed routing with service provided to patrons who do not live or work on fixed routes. Local Transit Service Development Most transit service to and from Federal Way is oriented toward downtown Seattle. Historic, radial expansion of the system from the downtown is one reason for this. More significant is that density, congestion, and parking costs have kept transit competitive in the downtown Seattle market. While transit routes exist within Federal Way neighborhoods, the existing street layout, with its many cul-de-sacs and dead-end streets, is not always conducive to transit use. Buses cannot run along every residential street. They usually operate on collector and arterial streets, thus residents often have to walk several blocks to reach a route. Research has shown that when potential patrons have to walk over three miles, many will not use transit. Because of the distance between residences and bus stops, and frequent express -type service to Park and Ride lots, many transit users travel to the three Federal Way lots near I-5. However, these lots are nearly always at capacity. Efforts to expand their capacity by both METRO and WSDOT have been hampered by the relatively high cost of land to provide for expansion. WSDOT constructed a new 600-space Park and Ride lot at 215t SW at SW 344th Street, and Metro constructed another Park and Ride lot at Pacific Highway South and South 276t" Street. Sound Transit constructing a City Center Transit Center with a 1,200 stall parking structure, connecting to an HOV direct access ramp to I-5 via South 317t" Street. In considering future land use and transportation alternatives for the City, a balance must be sought between creating transit compatible land uses and providing system access from park and ride facilities and stations. Revised 2015 III-34 FWCP - Chapter Three, Transportation Regional Transit System In November 1996, voters within areas of King, Pierce and Snohomish Counties approved funding for a Regional Transit System including light rail, commuter rail, and regional express bus services. Vision 2040 and the Metropolitan Transportation Plan "Destination 2030," adopted by the Puget Sound Regional Council, and the Countywide Planning Policies for King County call for a high capacity transit (HCT) system linking urban centers and supported by other travel modes. High -capacity transit is defined as various types of transit systems operating on an enhanced facility (such as fixed guideway, dedicated right-of-way, priority lane, or freeway/express facility) that is designed to carry a large number of riders at higher speeds than conventional transit. HCT may include a mix of commuter rail, light rail, express bus services and facilities and/or other high capacity transit technologies, plus other associated transit improvements that tie local/regional transit services to each other and to other travel centers. Today, King County Metro's RapidRide A -line provides frequent bus service between Tukwila International Boulevard Station and the Federal Way Transit Center generally along International Boulevard and Pacific Highway (SR 99). The City worked closely with Metro on the development of supportive capital infrastructure such as transit lanes, transit signal priority, and stations. Federal Way is also coordinating with Sound Transit in the development of high capacity transit alternatives to extend the regional light rail system south from the city of SeaTac to Federal Way and eventually Tacoma. The Federal Way Link Extension project will extend light rail from an Angle Lake Station at South 200th Street in SeaTac to Kent/Des Moines by 2023. The planning and environmental process will develop a shovel -ready plan for extending light rail to the Federal Way Transit Center as additional funding is secured. Implementing the regional transit system will require an array of city efforts in the coming decades. Priorities include city participation in detailed system design, preservation of right-of-way, and station area planning, along with other needs to be identified as the system progresses. Dial -a -Ride Transit (DART) As noted above, this service was introduced by METRO in 1992. Dial -A -Ride service is demand activated by the users. Users originally phoned in and van service was provided within two hours. Unlike regular route service, only the area being served was defined, not the routes. The service has since been modified to operate with semi -fixed routes, which due in part to greater schedule reliability, has Dial -a -Ride Transit (DART) dramatically increased ridership. Should ridership continue to improve, regular fixed route service may soon be attainable. Revised 2015 III-35 FWCP - Chapter Three, Transportation Paratransit Service In addition to the service program for general-purpose travel, METRO has embarked on a significant program to improve services for persons who cannot use regular route bus service. This program has been developed to meet the requirements of the Americans with Disabilities Act (ADA) of 1990. It provides high quality public transportation service to eligible customers. People with limited resources who are either 65 or older or who have disabilities may qualify for Paratransit. Called ACCESS Transportation, Paratransit service currently provides door-to-door transportation Monday through Friday. Monthly and annual pass stickers are available as well. Key elements to METRO's Paratransit Plan are the provision of: • Supplemental service in Western King County within 3/4 of a mile on either side of regular route service; • Next -day reservations up to 14 days in advance, with trips scheduled seven days a week; • Fares held to the same level as one -zone regular bus fares; and • Scheduled service to be the same as the near -by, regular routes. Freight and Goods Decisions that impact the street and highway system can impact the movement of freight and goods. This can affect the economic competitiveness of local and regional businesses. Today, Federal Way depends on trucks and motorized vehicles for deliveries. The City's development standards help assure the provision of adequate on -site facilities for freight delivery such as loading docks; loading zones; the width, frequency, and location of driveways; the turning radius at intersections for curbs; and pavement standards to carry heavy vehicles such as trucks and buses. Other City actions include the restriction of over -sized vehicles on roads and bridges that cannot support heavy vehicle weights or size, and the designation of truck routes. Many of these actions are echoed by regional and state activities. Local Level Needs and Opportunities Federal Way displays a unique set of circumstances for freight and goods movement. While extensive truck and rail oriented development has not taken place in Federal Way, freight and goods movement, primarily by trucks passing through the City, impacts roadway operations. Situated between the major urban centers of Tacoma and Seattle, the Federal Way planning area has four primary arterials carrying freight traffic including: Revised 2015 III-36 FWCP - Chapter Three, Transportation • Military Road, the original arterial through the city, is designed to accommodate heavier freight and goods vehicles. This road no longer carries large numbers of pass -through truck traffic, but provides local access for truck deliveries to established neighborhoods. • Highway 99 was used as a primary truck route through the area until the interstate system was developed in the 1960s and 70s. Today, SR 99 provides a distribution function, mostly for delivery purposes, but also affording access to regional facilities such as the US Postal facility just west of Pacific Highway near South 336th Street. SR 99 also provides truck freight an alternate route to I-5. • Today, the major roadways for freight and goods movement into and through the area are provided by I-5 and SR 18. As the regional economy has grown, the volume of truck traffic along these highways has increased. Today, the highest concentration of regional truck traffic passes through Federal Way's section of the I-5 corridor. Within the City, continued growth of local truck traffic is anticipated. Densification of the urban core, along SR 99 and South 320th, as well as the South 3481' corridor, will lead to increased truck trips. Street design standards and road classifications adopted under this plan will assure that new and rehabilitated facilities are built to appropriate standards. These efforts are coordinated with the City of Federal Way Truck Route Plan as illustrated in Map III-]2 (City of Federal Way Truck Route Plan), which depicts existing and proposed truck routes. Transportation System Management (TSM) Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. The concept was first originated in the mid-1970s by the U.S. Department of Transportation. Since that time, it has been applied by a host of different ways in cities and metropolitan areas around the country. More recently, the 1991 Federal Transportation Act (ISTEA) expanded the vision of Transportation System Management introducing the term Congestion Management Systems. The focus of Transportation System Management is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to maximize the carrying capacity of existing facilities. Transportation System Management activities can include new construction, but they typically modify an existing facility. These activities can be grouped into the following categories: • Geometric Improvements • Access Management • Signalization Improvements • Capacity Enhancements Revised 2015 III-37 FWCP - Chapter Three, Transportation • C � 1 rr 1'. ` '1 P � 11M • 4 r 1! � 7® - . arm • �� � 4 Al - �+�� _* 1•R _ ■ 9 4 r s Revised 2015 III-38 FWCP - Chapter Three, Transportation Not all Transportation and System Management (TSM) strategies are appropriate for a city to undertake. The more popular and successful ones are listed in Table III-4 (TSM Strategies Applicable to Federal Way). Table III-4 TSM Strategies Applicable to Federal Way Geometric Improvements -Channelization ✓ -Bus Turnouts ✓ -Exclusive Turn Lanes ✓ -Intersection Widenin ✓ Signalization Improvements -New Signals ✓ -Signal Removal ✓ -Coordination ✓ -Timing/Phasing Optimization ✓ -Monitorin ✓ Access Management -Turn Prohibitions ✓ -Restrictive Mediums ✓ -Driveway Consolidations/Removal ✓ -Signing✓ Capacity Enhancements -Arterial Frontage Roads ✓ -Railroad Over -Crossings ✓ -Intersection Grade Separation ✓ Intelligent Transportation Systems Intelligent Transportation Systems is a combination of field devices and communication systems designed to help manage congestion, enhance safety, and inform travelers of multiple travel options. Examples of Intelligent Transportation Systems active in the Federal Way area include: • Closed Circuit Television (CCTV) Cameras • Changeable Message Signs (CMS) • Ramp Metering Systems (RMS) • Traffic Monitoring Station (TMS) • Highway Advisory Radio (HAR) & Extinguishable Message Signs (EMS) • Roadway weather Information Systems (RWIS) • Fiber Optic (FO) Systems • Advanced Traffic Controller (ATC) An Intelligent Traveler Systems Plan, similar to an Intelligent Transportation Systems plan, was developed for the State of Washington. Directed by WSDOT, it established a framework for implementation of a variety of projects. Appendix III-B (Transportation Revised 2015 III-39 FWCP - Chapter Three, Transportation System Management Summaries), Table B-1 summarizes the main categories of Intelligent Traveler System applications, their relative applicability in Federal Way, and the degree of impact each might have on the City's vision and plan. Transportation Demand Management (TDM) Transportation demand management (TDM) refers to activities that help people use the transportation system more efficiently. The Puget Sound Regional Council's VISION 2040 requires the identification of transportation system management and demand management programs and strategies. Appendix III-B, Table B-2 summarizes the various transportation demand management alternatives by their functional grouping and potential effectiveness, implementation difficulties, and expected cost effectiveness. Fortunately, several of the more effective options are within the purview of the City. While many of these transportation demand management strategies will need to be implemented and managed by the private sector, Federal Way can provide the infrastructure needed to support such strategies, such as transit and HOV lanes and expanded bicycle and pedestrian networks. PSRC's Vision 2040 identified basic strategies that overlap with those presented in Appendix III-B. These strategies include: • Telecommuting Programs • Parking Management and Pricing • Flexible Work • Shuttle Services • Ridesharing Programs • Traveler Information, Public Relations, and Marketing Commute Trip Reduction Federal Way is required by the State to provide a Commute Trip Reduction (CTR) plan. This plan applies to employers with more than 100 employees. It provides a framework for reducing the proportions of drive alone commute trips and vehicle miles traveled per employee by affected employers in the City's jurisdiction, major employment installations, and other areas designated by the City with local major employers to customize strategies and programs to most effectively reduce the number of drive -alone trips employees make. Federal Way currently has 11 worksites affected by the Commute Trip Reduction (CTR) law. Figure III -I summarizes the existing mode split for these employers based on their reporting. Revised 2015 III-40 FWCP - Chapter Three, Transportation CTR AFFECTED WORKSITES MODE SPLIT DRIVE CARPOOL/ BIKE OTHER ALONE VANPOOL/ MOTORCYCLE BUS WALK TELECOMMUTE •a • T 7 J i 13.7 % 2.6% 2.5% 0.3% 0.3% 1.6% Figure III-1. Existing (2014) Mode Split for CTR Employers Federal Way envisions a future transportation system that serves all users and modes of travel by offering a safe and robust network of walkways, bicycle facilities, intersections, and roadways. This chapter describes Federal Way's vision for its future transportation network and the infrastructure improvements that will get the City there. As identified in this plan, most of the improvements are focused on the development of a `layered' transportation network, which focuses less on providing vehicular capacity and more on accommodating all modes of travel. While some of the roadway improvements are needed to meet the City's vehicular level of service (LOS) standard, many of the future improvements could focus on providing safer and more complete facilities for walking, bicycling, and riding transit in order to improve access and mobility for all road users. This section provides a summary of the layered network, a system for prioritizing modal travel by corridor; the process for predicting future travel demand; how level of service, a measurement of the adequacy of a facility, is evaluated for all modes; and the process employed to prioritize projects. Revised 2015 III-41 FWCP - Chapter Three, Transportation Introduction to the Layered Network It can be a challenge for a single roadway to meet the demands and expectations of all modes at any given time. This is also generally not desirable from a user or a planning perspective. In response to this challenge, the City of Federal Way has adopted a layered network approach that focuses on how the City's transportation network can function as a system to meet the needs of all users. In such a system, individual travel modes are prioritized on different facilities throughout the overall network. Figure III-2 illustrates the concept of a layered network. The City will implement this layered network through a system of roadway cross -sections that define each street's user priorities and associated infrastructure needs, see Appendix III -A (Street Design Standards). The City also coordinates recommendations from the Bicycle and Pedestrian Master Plan with roadway projects. Future Travel Travel can be described in terms of the purpose of the trip and the trip beginning and end points. Federal Way exhibits a wide variety of travel purposes. Trips cover all modes of travel such as walking, bicycling, driving, and taking transit. Figure III-2. Layered Network Concept To help predict future travel, transportation professionals develop models that are typically city specific, but coordinated with the regional vision and model. The models were used to estimate existing and future traffic volumes within the Federal Way planning area. The model can also be used to estimate demands for various modes of travel, including auto, carpool, and transit. There is a fairly consistent relationship between the number of trips produced each day and the density of residential dwelling units. Depending on the density of the area and other factors, it is possible to forecast the total number of trips produced in an area. In a similar fashion, employment densities can be used to forecast person trips attracted to an Revised 2015 III-42 FWCP - Chapter Three, Transportation area. Each parcel of land generates traffic based on its type of use and intensity of development. The evening peak hour is a modeling standard, since it usually is when the highest demand occurs. The Growth Management Act (GMA) requires that the Transportation Element supports the land uses envisioned in the Comprehensive Plan. Thus, an important component of the work was forecasting how the future land uses envisioned in the City, as well as regional growth, would influence demand on Federal Way's transportation network. The following is a description of the travel demand modeling process: • The Modeling Tool: As a part of the update, Federal Way created a city -focused travel model adapted from the latest version of the Puget Sound Regional Council (PSRC) Trip -Based Travel Model. This model forecasted traffic volumes during the evening commute hour (highest volume hour between 4pm and 6pm) along many of Federal Way's key streets and intersections. This tool provides a reasonable foundation developing year 2019 and 2040 forecasts, as the underlying land use assumptions have been updated to match the land use forecasts for the current Comprehensive Plan. • Estimate Land Use Growth in the City: As a part of the Comprehensive Plan update, the City is planning for expected growth in housing units and employment over the next 25 years through 2040. Based on growth estimates from PSRC and review by City staff, Federal Way is preparing for almost 44,000 housing units, more than 106,000 people and almost 50,000 workers (including the planning analysis area) by 2040. The City then allocates the growth throughout Federal Way based on adopted zoning, observed development patterns, and other city policies. • Capture Regional Growth Patterns: Other communities throughout the region are going through this very same process, based on direction from PSRC. Because travel does not stop at a jurisdiction's borders, it is important to capture how regional growth could influence travel patterns on Federal Way's streets. One of the primary advantages of basing the Federal Way model on the PSRC Trip -Based Travel Model is that all regional growth assumptions are naturally consistent with PSRC estimates. • Translating Land Uses into Trips: The next step is evaluating how the City and regional growth assumptions described above translate into walking, biking, transit, and auto trips. The travel model represents the number of housing units and employees in spatial units called traffic analysis zones (TAZs). Traffic analysis zones can be as small as a few street blocks to as large as an entire neighborhood. They provide a simplified means to represent trip making rather than modeling individual parcels. The travel model estimates trips generated from each traffic analysis zones (both inside and outside of the City) using established relationships between different land use types with trip making. These trips are then assigned onto the roadway network to estimate how much traffic would be on each street during the evening commute hour. Revised 2015 III-43 FWCP - Chapter Three, Transportation Model Refinements: The final step is refining the forecasts based on reality checks that the travel model may not capture. In this case, travel patterns were refined to reflect existing driver preferences, including recognizing the relative attractiveness of principal and minor arterials over minor collector and local residential streets with significant traffic calming features. Transportation Level of Service Transportation level of service (LOS) is a qualitative measure used to evaluate the quality of public infrastructure. Cities have historically measured transportation level of service based on the experience of drivers, in terms of vehicle speed, traffic density, or how long vehicles wait at an intersection. As shown in the Figure III-3 from Planning Urban Roadway Systems (Institute of Transportation Engineers, 2011), transportation level of service does not have to be limited to the experience of just vehicles. This Transportation Element considers the transportation level (quality) of service for walking, biking, and taking transit in Federal Way. Refer to Appendix III-C (Concurrency Management System) for additional information. Figure III-3 Example Modal Level of Services w ter+ ig 1g MCI Transit ©Automobile Level of Service 4> Quality of Service frequent service, stops, amenities. +No delay at intersections.tracts fdore riders who choosensit over other modes. CD +Drivers wait no more than 7V'8"-sic od bus service red light stops and amenities Longer delays at intersections. Limited or no service. 4-Fewer stops and amenities Project Prioritization Bicycle Quality of Service +Complete system for all types fOf users. +Good condition, few stops, and conflicts with autos Cyclists of various skill levels are C/D able to bike comfortably to key destinations More gaps in system -More stops and auto conflicts -Poor pavement Pedestrian Quality of Service +Complete system ,Easier to cross +Improved Comfort C'p An adequately complete network of decent sidewalks ItGaps in system. Poor pavement Less inviting. Project Prioritization is part of the process associated with implementing projects in the order most needed. Because the total estimated cost of all identified network improvements is substantial, it is unrealistic to expect that all of the improvements will be implemented in the near term. Therefore, it is important to establish a strategy for moving Revised 2015 III-44 FWCP - Chapter Three, Transportation forward. The project prioritization process is a tactical effort to determine the sequence of events to meet strategic goals, as summarized in the Transportation Improvement Program (TIP). To assist city staff, elected officials, and citizens in making potentially difficult near -term decisions, this plan uses a modal focus to evaluate project prioritization and then links each project back to Federal Way's transportation goals. The process for prioritization is described below: Project Prioritization Step One: Layered Network All projects are considered as part of the layered network and ranked. This reduces double - counting for level of service improvements and for meeting concurrency, and ensures that the appropriate project modal elements are being considered. The equally -weighted project prioritization measures used to prioritize projects are summarized as follows: • Concurrency Requirement: The project is needed to maintain the proposed multimodal level of service and/or concurrency. Projects that provide improvements for more than one mode would receive higher scores. This includes projects along walking, bicycling, and transit priority areas, and improving roadway conditions. • Level of Service Improvement: The project reduces vehicle delay or enhances the quality of the facility (modal specific) based on the adopted level of service standards. Projects that provide the improvements described in the street standard guidelines would receive higher scores. • Safety: The project enhances a safety concern. Projects that enhance safety would receive higher scores. • Severity: The project enhances a safety concern with a history of severe collisions. Locations with severe or increased severity collisions would receive higher scores. • System Efficiency: The project includes transportation system management elements, including those described in the Intelligent Transportation Systems (ITS) plan. Projects that improve the travel of non -drive -alone trips, including transit, would receive higher scores. • Ease of Implementation: The project is evaluated using engineering judgment to consider the likely scope elements of the project, such as right-of-way acquisition, overall project cost, and sensitive areas impacts. Projects that are easier to implement or have multi jurisdictional support would receive higher scores. • Community Support: The project has been identified as having community support. Projects that exhibit positive community support would achieve higher scores. • Freight: The project would have an impact on an identified freight route. Projects that enhance freight travel would receive higher scores. Step Two: Achieving Goals After each ranked project list is created, projects are evaluated by their relationship to the six overarching transportation goals based on a weighting completed by City staff. Projects that meet more goals would achieve higher scores. Revised 2015 III-45 FWCP - Chapter Three, Transportation Project Prioritization Step Three: Cost / Benefit A cost / benefit weighting is used to related how well a project performs as part of the layered network and achieves the citywide transportation goals related to the anticipated cost to Federal Way of the project. Projects with a good benefit/cost ratio would receive higher scores. Process for Modal Integration The Bicycle and Pedestrian Master Plan provides the framework for the walking and bicycling sections and were considered in developing the Transportation Improvement Plan (near -term) and Capital Improvement Program (long-term). To refine the project prioritization, it is recommended that the "Priority Route" selection criteria be employed. The Priority Route selection criteria would assist in determining the routes with the most need and/or potential benefit of walking or bicycling Bonneville Power Administration (BPA) Trail facility improvement. These "Priority Routes" are also used as part of the multimodal level of service. The following criteria for identifying priority walking and bicycling routes were proposed in the Bicycling and Pedestrian Master Plan: • Suitable for bicycling/walking without improvements • Closes critical gap • Provides/enhances Safe Route to School connection • Collision locations • Service immediate safety need • Serves key origins and destinations • Geographic Distribution • Right -of -Way Available and/or Suitable • Interface with other transportation modes Modal Networks The transportation vision for Federal Way is a multi -modal, integrated transportation system where the focus is on user choice and safety. Still, system needs and future projects are best understood at the modal level. This section summarizes the future transportation vision and establishes multimodal level of service standards and Revised 2015 III-46 FWCP - Chapter Three, Transportation concurrency framework for roadways, walking, bicycling, and transit. During the prioritization process, projects were identified that contained multi -modal elements. Street and Highway System Nearly every street in Federal Way's roadway network is used by residents and workers at some point each day to access their homes, jobs, and other destinations. Many of these streets are local streets and do not see significant traffic volumes throughout the day. Similarly, goods movement and delivery vehicles use some corridors frequently while other streets see only the occasional local delivery. Urban areas, such as Federal Way's City Center, benefit from level of service policies that offer flexibility to balance the level of vehicle congestion with pedestrian, bicycle, and transit access. Also, the level of congestion experienced in Federal Way is greatly impacted by State facilities. The level of service policy proposed for the Street and Highway System recognizes this impact to local congestion by adopting an area -wide level of service standard. See Appendix III-D (Transportation System Management) for additional information. To address future roadway needs, Federal Way has adopted the following level of service policy that sets the following standards for the street and highway system: • Signalized intersections outside of City Center will experience a 1.2 vehicle -to - capacity (v/c) ratio or lower • Unsignalized intersections outside of City Center will experience a 1.0 vehicle -to - capacity (v/c) ratio or lower • The City Center area will experience an average of 1.1 vehicle -to -capacity (v/c) ratio or less. The above standards were used to develop the future roadway improvements, which have been incorporated into the City's Street Design Guidelines (see Appendix III -A). The proposed cross-section for each of Federal Way's streets and types of motorized and non - motorized space improvements are provided. These cross -sections will guide future investments in streetscape and layered network objectives. Future State Actions The City's transportation plan is in compliance with the WSDOT's direction and vision. The transportation plan for Federal Way relies on the State in the following action areas: • HOV system completion on I-5 and other freeways. • Implementation of the State System Plan. This plan identifies, in priority order, the need for maintenance, preservation, safety, economic initiatives, environmental retrofit, and mobility (capacity) improvements. The latter may not be fully funded and may therefore affect the implementation of the following WSDOT projects: Revised 2015 III-47 FWCP - Chapter Three, Transportation ■ HOV access improvements, primarily I-5 medians. ■ Interchange improvements for I-5 from SR 18 to SR 161. ■ SR 509 extension from Burien along the western and southern sections of SeaTac Airport south to 1-5. ■ The SR 509 extension north from Tacoma to the new SR 167 connection on I-5 at Fife. • Continued improvements to monitoring, with possible provision of information systems regarding travel conditions. • Right-of-way acquisition for rail and the above improvements before construction. • The addition of park and ride lots and added capacity for existing ones. • SR 18 improvements east of SR 99 • Advanced vehicle identification (AVI) on SR 99 to provide transit priority. Map 111--13 illustrates roadway locations that do not meet Federal Way's level of service policy. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Collision information for the past five years is reviewed for intersections and street segments to determine areas that could benefit from safety enhancements. These safety issues can be addressed by implementing the following measures: • Identify high collision locations on an annual basis, and identify projects to enhance safety at these locations. • Implement access management measures to reduce turning conflicts in high collision corridors • Enforce intersection sight distance standards to remove vision obstructions on the corners of intersections and at driveways. • Where supported in residential areas, install traffic calming measures. • Educate the public through project open houses and press releases on safety benefits of transportation projects. • Increase enforcement of traffic laws, particularly laws pertaining to behaviors that cause the most severe and highest frequency of crashes. Revised 2015 III-48 FWCP - Chapter Three, Transportation City of Map III - 13 do nkw- Federal My 2040 Weekday PIT Peak Congested ��M� Comprehensive Plan Streets and Intersections Pd ,kwnd era] hDes Kent nn ■ . +�•IN gc�lZl Ar ROD r� r * 4 ■ F Transporta6on Element A CITY OF -'Federal Way v_ This map is intended for use amie: " as a graphical representai mn. 0 0. i The City of Federal Way makes ,.tor��v. w■���.� W�;m,n_ rpr_r-.r �r�� Mies no warranty astn its wmraoy Revised 2015 III-49 FWCP - Chapter Three, Transportation Regional Growth Center Mode Share Goal For its regional growth centers (RGCs), Federal Way is required to develop mode split targets that align with the policy goals of planning these areas to be more compact and accessible for walking, biking, and transit modes. The following is a summary of and envisioned future mode split targets for commute trips within Federal Way's City Center Regional Growth Center. • SOV — 70% • HOV — 13% • Walk and Bike — 4% • Transit — 13% The non-SOV mode shares reflect the City's goal of accommodating travel by all modes and prioritizing transportation investments within the RGC. These mode share goals also informed the travel modeling performed for this plan to ensure that transportation infrastructure investments align with forecasted travel demand. High -Occupancy Vehicle (HOV) HOV enhancements within the Federal Way planning area will consist of signal priority treatments, exclusive lanes, increased park and ride opportunities, and other improvements to be identified as demand increases. These latter improvements can include separate (preferential) access lanes or roadways. This means utilizing HOV lanes on highways and arterial streets wherever practical, if transit and car pool movements can be enhanced, and optimizing the occupancy rate to move the most people possible. Non -Motorized As part of the Bicycling and Walking Master Plan, several analysis corridors were developed based on previously proposed facilities, public input, and staff input. The analysis assessed appropriate treatments and preferred bicycle facility types along City roadways. The analysis identified opportunities to incorporate bike lanes into certain existing roadways, but found that there are few opportunities to retrofit roadways to include bicycle lanes. A multi -modal level of service (MMLOS) analysis was conducted to examine the link and intersection conditions along existing roadways. This analysis helped stakeholders and City staff make decisions based on how roadway configurations affect all users. The results suggest that while the levels of service vary throughout the City, streets at locations with high traffic volumes, higher traffic speeds, and little separation between pedestrians/cyclists and vehicles scored relatively poorly. Revised 2015 III-50 FWCP - Chapter Three, Transportation In addition, a potential for walking and biking analysis was conducted based on land use characteristics, density of development, and access to transit. The results suggest that the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas have the greatest potential for active transportation. Improved walking and biking conditions will improve transportation choices, safety, and mobility for citizens who do not have access to a car. It may also have an overall benefit to residents' health. Priority Walking and Bicycling Areas The priority walking and bicycling areas were developed using a potential for active transportation analysis. This includes any method of travel that is human -powered, but most commonly refers to walking and bicycling. The potential for active transportation is commonly measured by considering land use characteristics, density of development, and access to transit. A "heat map" was created by allocating points using the criteria: school, live, work, shop, play, equity, and transit. Map 111--]4 (Priority Walking and Bicycling Areas) will be used for determining where investments in bicycling and pedestrian facilities will likely result in the greatest increase in active transportation in Federal Way. Areas that have the greatest potential for active transportation include the City Center, the Twin Lakes Commercial District Subarea, and their surrounding areas. Additionally, investment in bicycle and pedestrian facilities in these areas can support economic development by making these areas more attractive to pedestrians and bicyclists and complementary to mixed use infill development. These "Priority Areas" are also used as part of the multimodal level of service. Walking Pedestrian facilities proposed are largely new sidewalk sections. The location of the proposed new sidewalk sections was largely influenced by information the Federal Way School District maintains on recommended walking routes to elementary schools and priority walking and bicycling areas. During citizen engagement, many people commented on the desire to have more sidewalks in their neighborhood specifically related to access to neighborhood schools. Establishing safe and convenient walking routes enables more children to walk to school which improves student health and potentially saves the School District transportation costs where bus routes can sometimes be reduced when safety deficiencies are corrected. A more complete pedestrian network also can support Federal Way's business centers. With better sidewalk connections, residents who live close to business centers may choose to make more trips by foot. Once a person gets in a car, it is easier to decide to drive far away for that cup of coffee or small errand. Making it easier and more pleasant to walk encourages more localized shopping decisions in a community and supports economic development. Revised 2015 III-51 FWCP - Chapter Three, Transportation Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-S (Pedestrian Priority Area Level of Services) establishes the level of service standard for pedestrian facilities around the City. The best level of service for walking, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Rectangular Rapid Flashing Beacon Guidelines (Appendix III -A). The yellow level of service, which meets the basic needs for safe walking around the City, requires sidewalks or shoulders protected by raised curbs on one side of all the streets called out along Pedestrian Priority Areas. Incomplete or missing pedestrian facilities along Pedestrian Priority Areas would fall into the red category and not satisfy the City's level of service for walking. In addition to the presence of pedestrian facilities along a corridor, the City also emphasizes the importance of safe pedestrian crossings. Particularly downtown, at busier transit stops, and within half -mile of schools, the City is looking to provide enhanced crossings at regular intervals. The City has installed Rectangular Rapid Flashing Beacons (RRFBs) at midblock locations to improve pedestrian crossing throughout the City. Table III-S Pedestrian Priority Area Level of Service (LOS) • Pedestrian facility as indicated in the Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines No pedestrian facility provided Bicycling The proposed bicycle facilities consist of a variety of facility types that are dependent on the existing configuration and function of the City's roadways. Where possible, bike lanes are proposed, but these popular solutions are limited in Federal Way where there are few cross-town connections and lots of competition for pavement width with virtually all motor vehicle traffic being necessarily funneled into these few corridors. Revised 2015 III-52 FWCP - Chapter Three, Transportation City of Federal My Comarehensive Plan Map III -14 Walking and -Bicycling rorwritV Areas Des Kent Moines F iMA� � Pugaar &xa d ' r i =1--1 ryar.. xb r tip; Federar, WaV �'e C EO JAI-5k -:ti. PA } 1 sw 3�ov�et FIVIY-W AWAMh a4 _A i& FS # ado r� 14 8 33Em Se W Tacoma PA �-4 n Lind . �.. = City Limits � � =Pot-entialAnnexaLion Area Active Transportation Potential m High Potential Low Potential l,Ai1ton Fie Edgewood AuL Tra rrsportadon Efement CPT V OF k Federal Way &131a: N This map is intended ror use as a graphical representation. n o.=- t The City of Federa I Way makes _bo..r,Gt•, LPM1.0,--,tahks no warranty as to its ac4-uraay_ Revised 2015 III-53 FWCP - Chapter Three, Transportation Building on the Walking and Bicycling Priority Areas (see Map III-14), Table III-6 (Bicycling Priority Area Level of Services) establishes the level of service standard for bicycling facilities around the City. The best level of service for bicycling, indicated in the green row, would provide the proposed facilities exactly as shown, or with greater separation, in the Street Design Guidelines (Appendix III -A). The yellow level of service requires some sort of bicycle infrastructure on streets called out along Bicycling Priority Areas. At a minimum, these facilities would be signed bike routes. Incomplete or missing bicycle facilities along Bicycling Priority Areas would fall into the red category and not satisfy the City's level of service for bicycling. Table III-6 Bicycle Priority Area Level of Service (LOS) Bicycle facility as indicted in the Street Design Guidelines Provides a lower -level facility than recommended in the Street Design Guidelines No bicycle facility provided Proposed Facility Networks Maps III-15 and III-16 summarize the future bicycle and pedestrian facilities, respectively. The following pedestrian and bicycle facility types are proposed. • Bike Boulevard (also called Greenways): Low -volume and low -speed (typically residential) streets that have been optimized for bicycle travel. Bicycle Boulevard treatments can be applied at several different intensities. • Shared Use Path/Trail: These provide a desirable facility and recreational trips, particularly for novice riders and for cyclists of all skill levels preferring separation from traffic. Shared use paths generally provide new travel opportunities. • Shared Lane Marking: Also called "sharrows," shared lane markings are pavement markings used to indicate shared space for bicyclists and motorist on low volume streets that do not have room for bike lanes. • Wide Shoulder: Typically found in less -dense areas, shoulder zones are paved roadways with striped shoulders wide enough for pedestrian and bicycle travel. • Bike Lane: Marked space along a length of roadway designated with paint for the exclusive use by bicyclists. If there is space available, some bike lanes can be buffered with a wider (a minimum two -foot) pavement marking. • Enhanced Shared Sidewalk: Shared bicycle and pedestrian facility adjacent to, but separated from, the roadway. Designed to function similar to a shared use path. Revised 2015 III-54 FWCP - Chapter Three, Transportation City of Map III -15 �d�� Federal Way �°vAN m Planned Pedestrian Facilities '°m} Comprehensive Plan — Tra rrspertafien Elerrmett COT Y of Way Federal v_ This map is intended for use = " as a graphical representation. a as i The City of Federal Way makes r���+upd.rl,.mnf�r �h�-P-�f�rae %-=�hwes no warranty as to its aomrauy- Revised 2015 III-55 FWCP - Chapter Three, Transportation F lip..I . ®TS +1� TAI inzF� �. IL I * I Vl Barr Revised 2015 III-56 FWCP - Chapter Three, Transportation Sidewalk Infill/Repair: Completing sidewalk gaps greatly improves pedestrian connectivity by providing a continuous, barrier -free walkway easily accessible for all users. • Accessway: Simple connectors provide direct routes between residential areas, retail and office areas. Citizens indicated the greatest preference for facilities separated from vehicles or having clearly designated pavement area exclusively for bikes. However, the opportunities for designated bicycle lanes and separate shared use facilities are limited or expensive. As a result, bicycle boulevards are a key element of building a complete bicycle network in Federal Way. Due to limited resources, the development of the walking and bicycling network will require further review and establishment of priorities for the near term. The following 2011 planning level estimate costs were developed to help determine the relative scale of investment that will be necessary to implement all of the identified facilities. A summary of projects costs to complete the walking and bicycling layered network, per the Walking and Bicycling Master Plan, is presented in Table III-7 (Non -Motorized Improvement Costs). Table III-7 Non -Motorized Improvement Costs FqfiVjWJypes Sidewalk Network $62 million for facilities on 61 miles roadway (approx. 320,000 linear feet) Trail network $21 million for facilities on 16 miles (84,000 linear feet) Bicycle Network $57 million for facilities on 71 miles of roadway (374,000 linear feet) Crossing Modifications $4 million for modifications at 21 intersections along 320th and 348th/Campus Drive. Transit While the City itself does not operate transit, corridors that are welcoming to transit and have appropriate supportive amenities can encourage residents and employees to use transit. This could lead to additional service hours from transit providers such as King County Metro, Pierce Transit, and Sound Transit. The Transit Priority Corridors identifies the corridors that the City should focus their efforts on and is shown in Map III-17 (Transit Priority Corridors). The City can enhance transit use by offering: • Street lighting • Safe routes for accessing transit stops • Transportation System Management approaches to enhance transit speed and reliability Revised 2015 III-57 FWCP - Chapter Three, Transportation city Of Map III -17 T�45 Federal V ft Comprehensive Plan Transit Priority Corridors P&ww SoLmd V _Way AV& f ,'Legend = City Limits a Potential Annexation Area Transit Priority Network Aur ..F hAilton Edgewaed Tra n.WortafionElement A[err Of Federal Way This map is interKled for use as a lation. graphical 0 os t The City of Federal Way makes rra waman as to ilsaomr Revised 2015 III-58 FWCP - Chapter Three, Transportation Federal Way's transit level of service is based on the passenger amenities provided at transit stops along Transit Priority Corridors. The transit level of service is determined using a transit agencies policy for the types of passenger amenities provided at transit stops based on the number of passengers accessing the stop. Where more than one transit agency accesses a transit stop, the highest level of amenity provision should be considered the standard. Optionally, the level of service for transit priority corridors could be expanded to consider pedestrian access and the quality of transit service. The City can achieve the green level of service standard by having over 80% of transit stops meeting amenity minimum provided along transit priority corridors. The yellow standard, which the City will adopt as its minimum target, can be achieved with more than 60% of transit stops meeting minimum amenity provisions. Transit Priority Corridors with less than 60% of transit stops meeting the minimum amenity provision would fall into the red category and not satisfy the City's level of service for transit. Federal Way's measurement of transit level of service is summarized in Table III-8 (Transit Priority Corridor Level of Service). At the time of this update, Pierce Transit, King County Metro, and Sound Transit are undergoing updates of the long range plans. Table III-8 Transit Priority Corridor Level of Service (LOS) Pedestrian t—ceMW-11—uality of Service FS Measurement* (• . • . . • More than 80% of transit stops meet amenity Sidewalks and pedestrian crossing opportunities serving All day frequent service; adequate parking at park -and - minimum provisions stops rides and stations More than 60% of transit Sidewalks and pedestrian Peak period service; insufficient stops meet amenity crossing opportunities serving parking at park -and -rides and minimum provisions some stops stations • Less than 60% of transit stops meet amenity General lack of sidewalks and pedestrian crossing N/A minimum provisions opportunities *Amenities include bus stop shelter, bench, flag post, and/or concrete waiting area; these amenities are determined based on the number of people using a transit stop as defined by a transit agency. +Consider the adequacy of parking provided at park -and -rides and transit stations Freight and Goods With the enhancement of neighborhood centers, truck deliveries may increase as consumer activity shifts to these areas. While localized neighborhood intrusion is unlikely, isolated cases can be managed using traffic calming techniques. Where pavement, bridge, and neighborhood traffic management systems, or planned land uses indicate that roadways cannot handle truck traffic, designated truck routes will be adopted to protect existing investments and assure continued quality of life. Revised 2015 III-59 FWCP - Chapter Three, Transportation To accomplish effective planning and management of freight and goods movement in the area, traffic monitoring (volume counts) will include vehicle classification, allowing the patterns of use to be better understood. Another technique that can be employed to assure adequate consideration of truck needs is the involvement of those industries and businesses generating the traffic in roundtable discussions. Regional Activities The only trucking center in Federal Way is Ernie's Center on SR 99 at South 330"' Street. This facility caters to the movement of freight and goods by offering fuel. Looking toward the future, several regional road projects may affect freight and goods movement through the area. Improvements along I-5, which will make truck traffic more efficient, include truck -climbing lanes in the Southcenter area. At present, there are major points of delay for peak hour traffic. Trucks arriving on I-5 and on SR 18 just east of I-5 from SR 167 have problems, since they are not able to approach the hill climb at posted speed and delay other travelers. Perhaps one of the most significant regional improvements is the enhanced connection of SR 167 with I-5 at Fife and into the Port of Tacoma. The current industrial development in the area of the Port masks the growing importance of the Green River Valley, both as a transportation corridor and as a generator of freight and goods movement. Increasing accessibility to the SR 167 corridor will provide an alternate route for truck based freight and goods movement. SR 509 is being studied for consideration of an extension, tying back to I-5 at South 21 O'h Street. This route will open an alternate route to the Port of Seattle's international freight facilities, as well as to provide access to the airport industrial complex. To the extent that this new route's design considers impacts to 1-5, SR 99, and local street system in Federal Way, it provides great benefit to Federal Way. Other long range actions that will affect freight and goods movement in this north/south corridor include Intelligent Traveler Service (ITS) —with improved (truck) vehicle identification, and commuter rail service in the Green River Valley. Intelligent Traveler Service features will be incorporated into the "high tech," I-5 corridor being designed under the state DOT's Venture Program. Advanced communication systems will allow better detection of slow -downs, accidents, and even hazardous vehicles moving through Federal Way, which certainly affect the City's local residents traveling these regional facilities. To the extent that Commuter Rail service in the Valley can avoid impacting freight and goods movement, it is viewed as a positive step in the direction of providing high capacity transit to the south end of the region. Care must be taken to avoid forcing a shift in cargo carrying capacity from rail to truck in the south county corridor. Highway commuter needs warrant keeping this "traffic" on rails. Consistent with the requirements set at the federal level, PSRC and WSDOT are focusing increased efforts towards understanding freight and goods movement and identifying solutions to problems faced by local, regional, state, and international shippers. Using Revised 2015 III-60 FWCP - Chapter Three, Transportation studies by the Port of Seattle and WSDOT, PSRC and the Economic Development Council have established a Freight Mobility Roundtable. The Roundtable brings together key carriers, producers, and consumers, as well as nationally recognized consultants on the topic. This effort is seen as setting the pace for other areas around the country. The Roundtable efforts will be linked with a series of other efforts by the Regional Council, including: • Building a commodities flow database; • Identifying current and future problem areas that inhibit or restrict the effective movement of freight and goods; • Recommending road, intermodal, and other system improvements to address these problems, while meeting federal and state Clean Air Act strictures; and • Developing planning guidelines for use at the local level. The benefits of supporting these regional activities will be maintenance of accessibility for City residents and businesses. Transportation System Management Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. Its focus is to identify ways to manage the transportation system (usually streets and highways, from a local agency perspective) to maximize the carrying capacity of existing facilities. Federal Way outlines their approach for futures transportation system management in their Intelligent Transportation Systems (ITS) plan. These plans define the application of technology to address transportation problems such as congestion, safety, and mobility. As outlined in the ITS Plan, the City has an ever-expanding communication network with plans to create a robust Traffic Management Center (TMC) and a secondary Satellite Management Center. The plan provides a framework to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • King County • Transit Agencies (King County Metro Transit, Peirce Transit, Sound Transit) • Adjacent Cities • Valley Communications ("ValleyCom") • Participants of the City of Federal Way Emergency Operations Center As the ITS program grows to include more technology and extended interagency coordination, the Public Works Department that oversees and operates these projects will periodically update the ITS Master Plan, included in Appendix III-D, and evaluate Revised 2015 III-61 FWCP - Chapter Three, Transportation changing needs and technology. The plan documents current needs and provides a strategic plan for completing proposed ITS projects and programs. Commute Trip Reduction (CTR) Plan The City's Commute Trip Reduction (CTR) plan and Transportation Demand Management (TDM) strategies should be updated to reflect new legislation and to be aligned with PSRC's Regional Transportation Demand Management (TDM) Action Plan. The goal of the Federal Way CTR plan is to increase non drive -alone trips in the 2019-2020 timeframe to 24.4% and reduce vehicle miles traveled by approximately 11% and greenhouse gas emissions (GHG) by approximately 22% among major work sites. Building upon the success of the existing commute trip reduction program, the City strives to meet the goals of the plan for the future by working in partnership and coordination with other agencies and employers. Commute Trip Reduction (CTR) Recommendations The following recommendations are made for Commute Trip Reduction (CTR): 1. Encourage voluntary expansion of the CTR Program to employers of less than 100 employees as funding allows. The encouragement by employers may be as diverse as subsidized bus passes, car pool space priority, bike racks, shower facilities, van pools, car pool information access, telecommuting, variable work hours, etc. 2. Facilitate enhancements to the HOV System. This may include the acquisition of property for HOV lanes, construction of arterial HOV lanes on City arterials and State highways, and priority treatments for buses at traffic signals. At the very least, opportunities to support improved access to the state system of HOV lanes should be identified and supported. Increase density of land uses and encourage a mix of uses to locate near bus routes, park and ride lots, and transit centers through the adoption of the FWRC and its supporting zoning. This policy is vital to the creation of a regional bus and rail system and will also be an effective way to reduce traffic congestion and air pollution. 4. Enhanced pedestrian and bicycle access and security in the City Center, neighborhood shopping areas, and multifamily nodes. 5. Improve pedestrian and bicycle access to bus routes and transit centers. This can be a requirement of subdivision, development, and redevelopment. The City may need to acquire easements and construct trail connections. Development incentives could be granted for providing such amenities that are pedestrian, bike, and transit friendly. 6. While bicycle, pedestrian, and bus transit services and facilities may be desirable for other reasons; they should not be looked on as highly cost-effective strategies to the exclusion of those actions listed above. Revised 2015 III-62 FWCP - Chapter Three, Transportation This chapter presents the Transportation Improvement Plan (near -term) and Capital Improvement Program (long-term) which forms the basis of this Transportation Element. Collectively, they add up to over $800 million in transportation projects to be constructed over the next few decades. For planning purposes, the near -term Transportation Improvement Plan represents years 0 to 6 (2016-2021) and is financially constrained to only those projects that could realistically receive funding over the next six years. It is unlikely that all of the projects on the six year list would receive funding because they total over $257 million. Projects included on the Six -Year Project List are considered community priorities that the City would move forward in the near -term should funds become available. The Transportation Improvement Plan counts on strong coordination with other agencies to help finance needed improvements on the state highway system, facilities in adjacent jurisdictions, along with expanded transit services provided by Metro. These projects provide a starting point for the City in developing its financial constrained Six -Year Transportation Improvement Plan, which is updated every year and is developed based on more updated knowledge related to project feasibility and funding availability. The long-term Capital Improvement Program list (7-20+ years) reaches out to and potentially beyond the 2040 year time horizon and represents important projects that tend not to have identified funding or are only necessary to address future growth. The Transportation Improvement Plan and Capital Improvement Program were developed to create a transportation system that realizes Federal Way's ultimate transportation goals: • Goal 1: Maintain mobility through a safe, balanced, and integrated transportation system. • Goal 2: Be fiscally and environmentally sustainable. • Goal 3: Enhance community health, livability, and transportation by providing a connected system of pedestrian, bicycle, and transit ways that are integrated into a coordinated regional network. • Goal 4: Support the City's land use vision and plan. • Goal 5: Develop and implement transportation systems management strategies and programs that contribute to the overall effectiveness of the multimodal transportation system. • Goal 6: Be an active partner by coordinating with a broad range of groups to help meet Federal Way's transportation goals. With these goals in mind, as well as completing the layered network, the respective project lists were developed. Revised 2015 III-63 FWCP - Chapter Three, Transportation The Six -Year Project List, Table III-9 (Transportation Improvement Plan — 2016 to 2021) seeks to maintain concurrency, focus on projects that provide the most benefit to Federal Way residents, and leverage outside funds to the maximum extent possible. Map III48 (Transportation Improvement Plan 2016 — 2021) displays the locations of these projects in Federal Way. None of these projects conflict with the goals listed above. It is recognized that the availability of outside funds is not always predictable. As a result, any of the projects on the near term list are high priority projects that the City would consider moving forward should funding become available. Table III-9 Transportation Improvement Plan (TIP) — 2016 to 2021 la CityCenter Access Phase 1 Update environmental documentation for modified access at S 320th St & S 324th St 2,500 lb City Center Access Phase 2 Add HOV lanes on S 320th St, realign ramps in SE quadrant 132,109 2 10th Ave SW @ SW Campus Dr Add SB right -turn lane 1,229 3 SW 344th St: 12th Ave SW - 21st Ave SW Extend 3 lane principal collector with bike lanes, sidewalks, illumination 10,164 4 1 st Ave S @ S 328th St Install raised median, improve access at 328th 1,897 5 S 320th St @ 20th Ave S Add 2nd left -turn lanes EB, WB 2,856 6 SR 99 @ S 312th St Add 2nd left -turn lane NB 6,708 7 S 304th St @ 28th Ave S Add NB right -turn lane, signal 2,371 8 S 352nd St: SR 99 - SR 161 Extend 3 lane principal collector and signal at SR-99 5,619 9 SW 320th St @ 21st Ave SW Add 2nd WB left -turn lane, Interconnect to 26th Ave SW 6,169 10 SW 320th St @ 47th Ave SW Install traffic signal 569 11 S 312th St @ 28th Ave S Add SB right -turn lane 771 12 SW 336th Wy / SW 340th St: 26th PI SW - Hoyt Rd Widen to 5 lanes, add signal at 26th PI SW 21,821 13 S 356th St: SR 99 - SR 161 Widen to 5 lanes, bike lanes, sidewalks, illumination 6,112 14 S 356th St @ SR 161 Add 2nd NB Left to SR 161 - support phase of Triangle Project 4,100 15 S 320th St & 1 st Ave South Add EBL, WBL, WBR, NBT, SBR; widen to 5 lanes N to 316 or Alternative Measure 10,460 16 S 344th Wy & Weyerhaeuser Way S Roundabout 1,763 17 SR 99 HOV Lanes Phase 5: S 340th St - S 356th St Add HOV lanes, install raised median; roundabout at 340`h St, turn lanes at 3481h 17,600 18 Citywide Traffic signal modifications 914 19 S 288- St: Military Rd S - I-5 Overlay 637 20 S 324`h St: SR 99 - S 322°d St Overlay 871 21 16`h Ave S: S 344`h St - S 348`h St Add SB auxiliary lane 6,105 22 Citywide Implement Adaptive Traffic Control System 1,000 �1 244.345 *Costs in 2016 and represent thousands of dollars. Revised 2015 III-64 FWCP - Chapter Three, Transportation City of Federal Way Comprehensive Plan Map III - 18 ,W 0w.,p,=.. 016- 0 1 Mnkw- F." iti%V1%rrns Transportation Improvement Plan Wm Des Kent Moines Pwot Soufd r �' j� L L Federal A. F_ Wa _� _ Fcd4lraf way P&A e �T 1ii lain a _+ Au I Taorna y N .I n � ~ Fadcro! t WAY PA A. � -end FL, CL PLL otential An vexation Area y r Street Improvements Corridor Improvement Non -Motorized Improvement Milton � I Overlay Improvement , Edgewaed Fife Tran-portalroo Elemerx CITY OF .� Federal This map is intended far use Way 313 e: N as a graphical representation. 3 e.=_ i The City of Federal Way makes xmW6-01+ i�-aui i r— hales no warranty as to its accuracy - Revised 2015 III-65 FWCP - Chapter Three, Transportation Table III-9 (Continued) Non -Motorized 1Location 23 S 314`h St: 20`h Ave S - 23rd Ave S Capital Projects Description Install sidewalks, ADA ramps, curbs & gutter, pedestrian improvements 3,345 24 Is'Ave S: S 292nd St - S 312`h St Shoulder improvements 3,770 25 S 336`h St: SR 99 - 20`h Ave S Install sidewalk on north side 639 26 21s` Ave S: S 316`h St - S 320`h St Install sidewalk on west side 1,356 27 SR 509: 111h Pl S -16`h Ave S Install sidewalk on south side 1,500 28 Citywide Pedestrian Safety Install mid -block crossing treatments 640 29 20th Ave S & S 316th St Install sidewalk on east and south sides 395 Subtotal Non -Motorized Capital Projects .' TOTAL CAPITAL PROJECT COSTS The full list of projects that the City would like to complete during the 20 year planning horizon (including the 6 year projects) are shown in Table III-10 (Capital Improvement Program — 2016 to 2040) and illustrated in Map III-19 (Capital Improvement Plan). While all of these projects would help complete the layered network and realize the City's transportation vision, many are deemed to be longer -term. Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 Project Cost Number 1 000 Capital Project List 95-17 SR 99: S 340th St - S 356th St: Construct HOV lanes, install raised median; roundabout at 340`h St, turn lanes @ 348th (17) 17,600 97-01 SW 336th Wy / SW 340th St: 26th PI SW - Hoyt Rd SW: Signal Coordination 283 92-18b SR 161 @ S 356th St: Add NB left -turn lane, EB right -turn lane, or install roundabout(14) 4,100 92-18a S 356th St: SR 99 - SR 161: Widen to 5 lane, bike lanes, sidewalks (13) 6,112 16-22 S 352nd St: SR 99 - SR 161: Extend 3 lane principal collector and signal at SR-99 (8) 5,619 16-23 Citywide: Traffic signal modifications (18) 914 16-24 Citywide: Implement Adaptive Traffic Control System (22) 1,000 16-25 16th Ave S: S 344th St - S 348th St: Add SB auxiliary lane (21) 6,105 16-19 1st Ave S @ S 328th St: Install raised median, improve access at 328th (4) 1,897 16-20 S 320th St @ 20th Ave S: Add 2nd left -turn lanes EB, WB (5) 2,856 16-21 Citywide Pedestrian Safety: Install mid -block crossing treatments 28) 640 16-26 S 304th St @ 28th Ave S: Add NB right -tam lane, signal (7) 2,371 Revised 2015 III-66 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 Project Number Cost Project Description IWWO16$1,000) 94-10b SR 509: 9th Pl S - 16th Ave S: Widen to 5 lanes, signal at 9th Pl S 8,794 07-06 1st Ave S @ SW 301st St: Install signal or roundabout 404 16-11 8th Ave S @ S 320th St: Add left -turn lanes NB, SB 485 16-13 S 324th St Interchange: Extend 5-lane minor arterial to 32nd Ave S 134,587 07-07 1 st Ave S @ S 308th St: Install signal or roundabout 404 07-04 1 Military Rd S @ S 296th Pl: Install signal or roundabout 404 16-18 16th Av S @ S 341st Pl: Add signal 404 16-01 SR 99 @ S 288th St: Add NB right -turn lane 452 98-32 13th Pl S: S 330th St - S 332nd St: Extend 3 lane collector 4,797 94-24 14th Ave S: S 312th St - S 316th St : Ring Road extension 5,472 93-08 S 316th St: SR 99 - I Ith Pl S: Ring Road extension 8,291 01-05 SR 99 @ S 312th St: Add 2nd NB left -turn lane (6) 6,708 07-22 16th Ave S: SR 99 - SR 18: Add HOV lanes 22,384 02-01 City Center Access (Phases 1 and 2): S 320th St @ I-5 Bridge Widening: Add HOV lanes through interchange, reconstruct SE quadrant of interchange to realign ramps (la & lb) 134,609 10-01 S 373rd St @ SR99: Add Signal or roundabout or two-way left -turn lane 482 05-03 Weyerhaeuser Wy S @ S 344th W : Install roundabout (16) 1,763 05-01 SR 509 @ 4th Ave S: Install roundabout 1,009 07-03 30th Ave S @ S 288th St: Install signal or roundabout 404 98-10C loth Ave SW @ SW Campus Drive: Add SB right -turn lane (2) 1,229 16-09 SR 99 @ S 312th St: Add 2nd left -turn lane EB, WB, and WB right -turn lane 1,696 02-04 SR 18 @ SR 161: Add 3rd thrn lane NB, SB. 3rd left -turn lane NB, SB 12,210 98-07 SW 336th Wy / SW 340th St: 26th Pl SW - Hoyt Rd SW: Widen to 5 lanes (12) 21,821 98-15 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 23,450 07-01 S Star Lake Rd @ 25th Dr S: Install signal or roundabout 404 16-02 Military Rd S @ S 288th St: Add 2nd left -turn lanes and right -turn lanes eastbound and westbound 2,326 98-10a SW 344th St: 12th Ave SW - 21 st Ave SW: Extend 3-lane principal collector with bike lanes, sidewalks (3) 10,164 99-02 S 320th St @ 1 st Ave S: Add 2nd left lanes all legs, WB, SB right -turn lane, widen 1st Ave S to 5 lanes to S 316th St (15) 10,460 98-01 S 304th St @ SR 99: Add left -turn lanes on 304th 1,454 10-01 S Star Lake Rd: @ Military: Add right -turn lane on S Star Lake Rd 401 16-15 16-16 SR 99 @ S 324th St: Add 2nd left -turn lanes NB, SB, and NB right -turn lane 21st Ave SW @ SW 336th St: Add 2nd left -turn lanes NB, SB, and SB right -turn lane 3,052 3,052 00-12 S 308th St: 14th Ave S - 18th Ave S: Widen to 3 lanes 3,198 16-17 S 336th St: SR 99 - 20th Ave S: Widen to 5 lanes, add 2nd left -turn lanes EB, WB 3,721 Revised 2015 III-67 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) — 2016 to 2040 F��- Project Number Cost Project Description 1WikO16 000 @ SR 99 98-34 21st Ave SW @ SW 320th St: Add WB left -turn lane, interconnect to 26th Ave SW (9) 6,169 92-22 1st Ave S: S 348th St - S 356th St: Widen to 5 lanes, add 2nd SB right -turn lane @ 356th 7,213 93-09 1st Ave S: S 366th St - SR 99: Extend 2-lane road, signal or roundabout at SR 99 7,550 98-05 S 324th St: SR 99 - 23rd Ave S: Widen to 5 lanes 10,552 92-20 47th Ave SW @ SW 320th St: Signalize (10) 569 95-07 S 288th St: 19th Ave S - Military Rd S: Widen to 5 lanes 12,364 93-07c 21st Ave SW: SW 344th St - SW 356th St: Widen to 5 lanes, add 2nd SB right- turn lane @ 356th 21,639 92-14 Military Rd S: S Star Lake Rd - S 288th St Widen to 5 lanes, sidewalks, and illumination 35,456 16-10 23rd Ave S: S 316th St - S 317th St: Add NB lane 678 16-12 1 lth PI S @ S 320th St: Add 2nd NB left -turn lane 678 00-02 28th Ave S @ S 312th St: Add SB right -turn lane (11) 771 07-14 23rd Ave S @ S 320th St: Add SB left -turn lane, NB thru and right -turn lanes 8,705 98-13 SW 344th St & 35th Ave SW: 21st Ave SW - SW 340th Street: Bike lanes, sidewalks 12,360 10-01 Military Rd S @ Camelot: Roundabout 1,392 01-03 SR 509 @ 26th PI SW: Add WB left -turn lane 1,017 07-05 Military Rd S @ S 298th St: Install signal or roundabout 404 14-01 Weyerhaeuser Wy S: S 336th St - 33rd PI S: Widen to 5 lanes 2,826 92-23 S 304th St: SR 99 - 28th Ave S: Widen to 3 lanes 11,513 16-03 SR 509 @ SW 301st St: Add WB right -tam lane 226 16-14 S 324th St: 1lth Pl S - SR 99: Widen to 5 lanes 1,809 07-12 6th Ave SW @ SW 320th St: Install signal or roundabout 404 07-18 Military Rd S @ S 328th St: Install signal or roundabout 404 92-06b S 356th St: 1 st Ave S - SR 99: Widen to 5 lanes 16,416 98-20 S 312th St: 1 st Ave S - 14th Ave S: Widen to 5 lanes 28,726 07-20 SW Campus Dr: 1st Ave S - 21st Ave SW: Add HOV lanes 63,956 16-07 SR 509 @ SW 312th St: Add 2nd WB left -turn lane 904 93-12 SR 509 @ 47th Ave SW: Install roundabout 1,009 05-04 S 312th St @ 18th Ave S: Install signal 404 98-17 S Star Lake Rd: S 272nd St - Military Rd S: Widen to 3 lanes (see 10-1) for intersection improvement 9,327 98-39 1st Ave S: SW 301st St - SW 312th St: Widen to 3 lanes 11,725 98-24 Hoyt Rd SW: SW 320th St - SW 340th St: Widen to 3 lanes 12,059 93-07a 21st Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 12,364 Revised 2015 III-68 FWCP - Chapter Three, Transportation Table III-10 Capital Improvement Program (CIP) - 2016 to 2040 Project Number Cost Project Description 1MnO16 $1,000) 16-04 SR 509 @ SW 308th St: Install roundabout 1,346 16-05 SR 509 @ SW 306th St/12th Av SW: Install roundabout 1,346 16-06 SR 509 @ 16th Ave SW: Install roundabout 1,346 16-08 8th Ave SW @ SW 312th St: Install roundabout 1,346 94-11 S 308th St: 5th Pl S - 8th Ave S: Extend 2-lane street 1,938 07-13 SR 99 @ S 320th St: Add NB right -turn lane 2,883 98-23 47th Ave SW: SR 509 - SW 318th St: Widen to 3 lanes 5,034 98-14 S 288th St: Military Rd S - I-5: Widen to 5 lanes 11,541 94-10a SR 509: 1 st Ave S - 9th PI S: Widen to 3 lanes 15,634 94-17 SR 509: 1st Ave S - 16th Ave SW: Widen to 3 lanes 29,846 05-02 City Center Couplet: S 316th SUS 324th St: 1 lth Pl S - 23rd Ave S: Restripe for clockwise couplet 808 07-02 SR 99 @ S 288th St: Add EB left -turn lane 1,131 07-15 25th Ave S @ S 320th St: Add 2nd EB left -turn lane, NB right -turn lane 13,001 98-18 28th Ave S: S 304th St - S 317th St: Widen to 3 lanes 16,416 98-57 SR 509: 30th Ave SW - 47th Ave SW: Widen to 3 lanes 18,760 98-58 SR 509: 47th Ave SW - West City Limits: Widen to 3 lanes 23,450 07-19 1st Wy S @ S 336th St: Add 2nd SB left -turn lane 7,365 98-30 loth Ave SW SW 334th St: Signalization or roundabout 404 11-01 21st Ave S @ S 320th St: Install signal 404 98-26 S 320th St @ 5th Ave S: Signalization 404 00-07 S 348th St @ 9th Ave S: Add 2nd SB left -turn lane 2,326 92-12 4 Av S: S 312 St - S 316 Pl: improve vertical alignment 3,1978 95-02 S 312th St: 23rd Ave S - 28th Ave S: Widen to 3 lanes 7,461 98-31 SW 356th St @ 13th Wy SW/14th Ave SW: Signalization 404 07-16 Military Rd S @ S 320th St: Add 2nd NB left -turn lane 5,620 98-29 SW 320th St @ 1 lth Ave SW: Signalization 404 14-02 SR 509 @ 30th Ave SW: Install roundabout 1,009 98-28 SW 320th St @ 7th Ave SW: Signalization 404 98-19 S 308th St: 8th Ave S - 14th Ave S: Install curb, gutter, sidewalks 5,330 92-11 SW Campus Dr: 1st Ave S - 7th Wy SW: Widen lanes/sidewalk 2,073 00-16 SR 99 @ Spring Valley Montessori School: Add NB left -turn lane 6,977 95-20 Military Rd S: S 320th St - SR 18: Widen to 3 lanes 1 38,373 I Revised 2015 III-69 FWCP - Chapter Three, Transportation Non-MotorizedNon-Motorized Capital Projects Mrject Description 02'016i 00-06b S 314th St: 20th Av S - 23rd Ave S: Add sidewalks and street lights (23) 2,665 98-41 1 st Ave S: S 292nd St - S 312th St: Shoulder improvement 24 3,770 16-30 S 336th St: SR 99 - 20th Ave S: Add sidewalk north side 25 639 16-29 21st Ave S: S 316th St - S 320th St: Install sidewalk on west side 26 1,356 16-27 SR 509: 11th PI S - 16th Ave S: Install sidewalk on south side 27 1,500 16-28 20th Ave S & S 316th St: Install sidewalk on east and south sides 29 395 98-39 9th Ave S: S 332nd St - S 348th St: Widen for Bike Lanes 15,634 98-42 S Park & Ride Trail: SR99 @ 352nd - S 348th @ 9th: Extend Trail 1,493 V�::_ Total City Expenditures mmm,042,696 Provision of transportation facilities and services requires the timing of new projects to meet the needs of the community. At the same time, existing facilities must be maintained and the public's investment protected, maximizing the life of the infrastructure. The purpose of this section is to describe various strategies available to the City to implement the preferred transportation and land use plan. The preferred plan proposes a balanced investment among modes of travel, providing mobility options and increasing the commitment to travel by transit, ridesharing, bicyclists, and pedestrians. The implementation plan for Federal Way focuses on the next six -year time period within which to forecast needs and to identify reliable options for transportation funding. Financing The purpose of a transportation financing strategy is to develop an adequate and equitable funding program to implement transportation improvements in a timely manner. Without adequate funding the transportation plan cannot be implemented in an efficient and cost- effective manner. The financing program recognizes various user groups and modes. Revised 2015 III-70 FWCP - Chapter Three, Transportation City of Map III - 19 CM Federal Way �rara" a 01 - 040 Capital Improvement Plan �.".~��'°'"' �orn�rehensi�e Plan 49 r r ED 61 91 37-b94 59 49 4� 47 37 9 .I U 92 77 M I !p A m 71 m }i � 111 ii 81 16 46 4� 72b lQ5 104 u ' I+_. �3 DU T1 � � 2L � r �J, ��■ � � F� � 11 � ! lf}7 yl � r 99 Ili 111 ] 1' 7 11 + 1 GO � +d 1! :J M t+ v s :r tttt� F I I: l i - m i ! ■ ■ ■ 0 — Tran-sDortatron Element c�rY o� Federal Way _ This map is intended far use sole: ' as a graphical representation. 0 M 1 The City of Federal Way makes AWOMMOD" Lrrr ' 1e'�6*M P. —A hies no warranty as to its accuracy_ Revised 2015 III-71 FWCP - Chapter Three, Transportation Funding sources are not fixed and require annual review and reprogramming. Where non - City funds are sought, the City's projects may be competing for limited funds. Without attention to financing requirements, the operation, maintenance, and expansion of the transportation system will not occur in a timely fashion. Estimates of Revenue The last five years (2009 to 2014) of financial revenues were reviewed. Table III-11 presents annual revenue estimates for six existing sources of revenue for transportation capital improvements for the City of Federal Way. Each source of revenue has a low estimate, a high estimate, and the average of the two. It should be noted that the City has been successful to attaining state and federal grants, with roughly two-thirds of revenue from these sources. Table III-11 Estimates of Specific Revenue by Sources 2015-2040 ($ Millions) 1. Federal Grants - Annual Average 1.2 2.5 1.9 2. State Grants - Annual Average 1.4 2.9 2.2 3. Motor Vehicle Fuel Tax 0.2 0.4 0.3 4. Road/Street Maintenance 0.2 0.4 0.3 5. Traffic Mitigation 0.2 0.4 0.3 6. Transfer from Other Sources such as Real Estate Excise Tax and Community Development Block Grants 1.1 2.3 1.7 Total:6.6 Total:I 220 165 The estimate of each of the existing revenue sources listed in Table III-]] is described below in Existing Revenues for Transportation Capital Projects, with existing revenue sources numbered 1 through 6. Existing Revenues for Transportation Capital Projects 1. Federal Grants - Annual Average (net of Committed Grants) The estimate is based on the annual average of $2.5 million of federal grants received by the City since 2009.The low estimate of $1.2 million is based on 50 percent of the historical average, while a high estimate of $2.5 million is based on 100 percent of the historical average. The average of these values is $1.9 million. Revised 2015 III-72 FWCP - Chapter Three, Transportation 2. State Grants —Annual Average (net of Committed Grants) The estimate is based on the annual average of $2.7 million of state grants received by the City since 2009. The low estimate of $1.4 million is based on 50 percent of the historical average, while a high estimate of $2.9 million is based on 100 percent of the historical average. The average of these values is $2.2 million. 3. Motor Vehicle Fuel Tax The Street Fund was established to account for the receipt and disbursement of state levied unrestricted motor vehicle fuel taxes, which must be accounted for in a separate fund. The Street Fund is used primarily for ongoing operating and maintenance expenses of the street system. However, the City transfers a portion of the Street Fund money to the City's capital improvement program (CIP) for transportation projects. The estimate is based on the annual average of $311,000 received by the City since 2009. A low estimate of $155,000 is based on 50 percent of the historical average. The high estimate of $311,000 is based on 100 percent of the historical average. The average of these values is $233,000. 4. Road and Street Maintenance The Street Fund funds ongoing operations and maintenance of the Federal Way street system. Since 2009, an annual average of $371,000 has been allocated from this fund. A low estimate of $186,000 is based on 50 percent of the historical average. The high estimate of $371,000 is based on 100 percent of the historical average. The average of these values is $278,000. 5. Traffic Mitigation Federal Way assesses traffic impact mitigations for new developments through a combination of impact fees for system -level improvements and SEPA traffic mitigation for site -specific impacts. The City has collected an annual average of $432,000 in traffic mitigation fees since 2009. Prior to 2010 the City also collected SEPA-based mitigation fees for system -level improvements. When impact fees were adopted, the SEPA mitigation was limited to site -specific impacts. A low estimate of $216,000 is based on 50 percent of the historical average. The high estimate of $432,000 is based on 100 percent of the historical average. The average of these values is $324,000. 6. Transfer from Other Sources Federal Way also uses funds from other sources, such as real estate excise taxes (BEET) and community block grants, to fund many types of infrastructure improvements, including transportation projects. This estimate is based on an average of $2.3 million transferred from other sources since 2009. A low estimate of $1.1 million is based on 50 percent of the historical average. The high estimate of $2.3 million is based on 100 percent of the historical average. The average of these values is $1.7 million. Revised 2015 III-73 FWCP - Chapter Three, Transportation Future Revenues for Transportation Capital Projects A key GMA planning requirement is the concept of fiscal restraint in transportation planning. A fiscally constrained Transportation Element must first allow for operation and maintenance of existing facilities, and then capital improvements. To introduce fiscal constraint into the plan, an inventory of revenues and costs was undertaken to identify funds that are likely to be available for capital construction and operations. The proposed Transportation Element for Federal Way contains a variety of projects that would cost approximately $850 million over 25 years. Table 111-12 summarizes the costs of the major types of transportation investments by type. The Transportation Element focuses on capital projects that will help the city achieve its mobility goals. The plan also includes ongoing pavement maintenance to ensure that the roadway network is kept in good condition. Table 111-12 Costs of Federal Way Transportation Element (25+ years) FAMO- Intersections Traffic signals and roundabouts 4-6 Streets Street extensions and widenings 20-25 Multimodal Projects Sidewalks, trails, bike lanes, and downtown investments 14-16 Maintenance Overlay and pavement repair, lighting, signal o erations, snow removal 15-20 *Costs denoted in millions It is worthwhile to note that average annual funding for transportation (including maintenance) in the City of Federal Way has averaged around $9 million in recent years. Revenues include those from outside sources and grants, general city funds, real estate excise taxes, impact fees, and gas tax receipts. The City aggressively pursues federal and state funding sources for transportation projects in order to maximize the use of City funds to maintain City streets and fund improvements to streets that would not fare well in grant -funding selection criteria. Based on the data in Table 111-11 (Estimates of Specific Revenue by Sources 2015-2040 [$ Millions]) the City's existing revenue sources could generate between $110 and $220 million over the next 25 years. The comparison of revenues to costs indicates that the City will need to carefully prioritize its projects, since not all of the transportation needs are likely to be affordable with existing revenue sources during the 25-year period. If this occurs, the City has several options: Revised 2015 III-74 FWCP - Chapter Three, Transportation Increase the amount of revenue from existing sources, including impact fees, real estate excise taxes, transportation benefit district, or increased general fund revenues. • Adopt new sources of revenue: o Proceeds from General Obligation Bonds o Creation of Local Improvement Districts o Reciprocal impact fees with adjacent jurisdictions o Business license fee per employee o The city can explore the feasibility and likely revenue amounts from these or other sources as the plan is implemented over the next several years. • Lower the level of service standard, and therefore reduce the need for some transportation improvements. Note that the City could also weigh changing the land use element to reduce the amount of development planned (and thus reduce the need for additional public facilities). However, overflow from congested freeways would be likely to congest City arterials regardless. Transit Funding Operating funding for transit services primarily comes from local (regional) sales tax revenues, farebox revenues and in the case of Sound Transit, a Motor Vehicle Excise Tax. Capital funding primarily comes from federal grants. Metro bus service is allocated to three subareas of King County, the East, South, and West (Seattle/north suburban) subareas. The West subarea has 63 percent of the bus service. Due to the 2008 recession, Metro modified criteria for allocating transit service, and Federal Way had somewhat less service cuts than many cities in the South subarea. The current economic recovery allowed King County to stave off further planned service reductions, and is developing a Long Range Plan to build support for a new revenue package. Revised 2015 III-75 APPENDIX III -A: Street Design Guidelines Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Cross Section A 4 Lanes + HOV 3' 8' 6' 12' 1 11' 1 11' 11' 1 6, 12' i 11' 1 12' 6'1 6' 3' + Median Mil. Sid-1k PI.— HOW Lek Turn HOV Planter 51d-1k IIdL )alp �12' 16' T12' SUIP Median (where LT not needed) 86' 120' Cross Section B I 4 Lanes + HOV + Median 8' 12' 1 11' 11' 11'� 1 4' 12' 11' 1 12' 8' Sld—lk HOV Left Turn HOV Sidewalk �-12' 14' 12' Median (where LT not needed) V In City Center 100' Roadway Cross Section A & B FIG. III-3 (a-b) Revised 2015 Page 2 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines 1 ",Pf� Cross Section C f� II I L 4 Lanes + Bike 3' 8' 6' 51T 11' + 11' + 11' +6' 12' 11' Leh Turn �5' 6' S' � 3' +Median Util. sld-1k PYntn Bik. HOY PI.Mer sld.W.lk ullr. Strip �12' 12' strip Median (where LT not needed) 72' 106' N Cross Section D 4 Lanes + Bike + Median 3' , 12' 5' 11' 11' 11 6Ld 12' 11' 5' 12' 1 3' utN. Sid.w.ik Bike LeRTurn Bike Sid-1k utii. Strip �12' i 16' i 2' ------- Stdp Median (where LT not needed) In City Center 72' 102' Roadway Cross Section C & D rCCGcJO �'rlc]`v' FIG. III-3 (c-d) Revised 2015 Page 3 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines OW a . 3' 8' f 6' 12' 11' + 11' �6' 12' 12'6' 8' 3' Udl. 5kkwelk Ranter Leh Turn Pinrrtn 5rdewek U1. strip Strip �12' 16' �12' � Median (where LT not needed) 64' 98' i 3' 12' 12' 11' 11' 1 6' 12' 1 12' 12' 3' Util. Sidewek Lek Turn sidewalk UEI. strip 12' 16, 12' snip Median (where LT not needed) 64' ,A, Roadway Cross Section E & F Cross Section E 4 Lanes + Median Cross Section F 4 Lanes + Median In City Center FIG. III-3 {e-fl Revised 2015 Page 4 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines I Cross Section G J 3' L 8' 61 5T Util. Sid—lk PYntn Bill.cqm Strip 11, 11' 12r rLena - 11 1r �5, 6'� 8r -13r BiIB Planter l.:k LIUL Ship 5 Lanes + Bike 66' 100' *` 10, Cross Section H 5 Lanes +Bike 3' 12' 5' 11' 11' 12' 11' 11' 5' 12' 1 3' UN, Sldawalk Bike Strip CeMr Lane Bike Skfewalk Ail. Stdp In City Center Roadway Cross Section G & H Cniln a6 FG 1�mruj h�l' jLv FIG. III-3 (g-h) Revised 2015 Page 5 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Cross Section 5 Lanes 3' 8' 6' 12' 11' 12' 11' 12' 6'+ 8' J 3' Ufil. Sklawalk Planter Qrlter Lane Planter Sidewalk Utll. Strip Strip 58' 92' Cross Section J �� �I` 5 Lanes 3' I 12' 12' 11' 12' 11' 12' 12' 3' Uul. Sid—lk Cercerune Sidewalk Utll. In City Center Strip Salp 58' 88, Roadway Cross Section I & J CIFT7 CUG o FIG. III-3 (i j) Revised 2015 Page 6 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines ,y17 Cross Section K l - 3 Lanes + Bike 3' L 8' _ 5' 51 UIIL Sldwlk Pbn r 911ro Strip 11' 12' [qt, Lana 11 �5' 6 8' J 3' 1 3M P4an ld—lk MI. Strip 44' 70' Cross Section L 3 Lanes+ Bike r i 3' 12' s 111 12l ill S. ,r 3' Util. Sid—lk BIk2 Strip Cerrcer hoe Bike Sid-1k Ud. Stdp In City Center 44' 74' Roadway Cross Section K & L "r �ok�ow FIG. III-3 (k-1) Revised 2015 Page 7 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines I, Cross Section M o- 3' 8' 6' 12' 12' 12' 6' 8' 3' 3 Lanes Util. Sld—lk Planter Strip Ceror Lane Pkrder SAd lk Ud. snip 36' 7D' Cross Section N 3 Lanes 3' 12' 8' 11' 12' 11' 8' 12' 3' + Parking Utii. Sldli-1k Paktng S P Cerftr Lane PaMng sidewalk Uril. SAP In City Center so' so, Roadway Cross Section M & N FIG. III-3 (m-n) Revised 2015 Page 8 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Cross Section 0 J 2 Lanes + Bike 3' 1 8' 6' 5'_�_ 12' 1 12' T5' 6, 8' J 3' Util. Sldawel4 Planter Bllro 9ika plarrter Sfdcwalk Ucl1. Strip Strip 34' 68' Cross Section P 2 Lanes + Ditch 3 �6I 10' 4' 12' 12' I V 10, - 6' 3' Util. = Ditch = = Ditch uel. r` r` 51r1p Strip 32' 70' Roadway Cross Section O & P QBs�� FIG. III-3 (o-p) Revised 2015 Page 9 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines OnF_� Cross Section Q 2 Lanes 3' 12' S' 9d-1k Parking 12' 12' S' 12' 3' Parking sidewalk Lid. + Parking Utll, Strip Slip In City Center 40' 70' Cross Section R �;=6 1 ' � 2 Lanes 36' 4' S' 12' 12' S' 4' 6' 3' + Parking Utll. n — Parking Strip ? Parking — n Uul. i z Strip 40' 66' Roadway Cross Section Q & R FIG. III-3 (q-r) Revised 2015 Page 10 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines 0 Cross Section S Tf 2 Lanes 3' S' 4' S. 10' 10' 8' 4' 5' 3' �t� + Parking Util, �p} — Parking Par�n� - Strip Ship S 36' 60' Cross Section T 2 Lanes 3' 5' ✓B' 2'1 12' 1 12' 171 5' 3' + Ditch Utit Pitch — — Oitdi - Utll. SVIp Strip 28' 60' Roadway Cross Section S & T IFC)dq' -_ T,4 FIG. III-3 (s-t) L Revised 2015 Page 11 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Cross Section U 3' 5' 4' S. 8' 8' 8' 4' 5' 3' Utll, Pario'ng Pari7ng UtIt Strip d Strip 2 Lanes +Parking 32' 56' Cross Section V _ 2 Lanes 3' S' 8' 12' 12' 8' 5' 3' + Ditch Utll. o Ditch Strip Ditch gng U& S snip 24' 56' Roadway Cross Section U & V ear eT ir@1@T@0 `JL7 J, FIG. III-3 (u-v) Revised 2015 Page 12 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines v. Cross Section W 3' 1 5' 4' 8' 121 a. 4' 5' 3' UR — wrung 1 Paddng tK Strip R �: Strip 1 Lane + Parking 28' 52' Cross Section X 2 Lanes 3' 5r 8' 10' 10' 8'-J 5' 3' +Ditch Lid. qa Mch c itch ga utlL Strip 3 g Sui 20' 52' Roadway Cross Section W & X FIG. III-3 (w-x) Revised 2015 Page 13 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Cross Section Y TT 3' 5' 10' 1 10' 5' 3' Infill Cul-de-sac udl. Uui. Strip ' Strip 20' 36' }3 Cross Section Z Cul-de-sac T Terminus 3' 5' 32' 26' 32' 5' 3' Util. a Cna kl-d Um. Strip Strip 106' Roadway Cross Section Y & Z �C ] zgr L�', FIG. III-3 (y-z) Revised 2015 Page 14 Federal Way Comprehensive Plan — Appendix III -A: Street Design Guidelines Path Section 4' 12' 4' Non -Motorized sia—it s Path 12' 20' Special Cross Sections Q`4 }� � � �1�0 �U, UV Iq %'! FIG. III-4 � Revised 2015 Page 15 APPENDIX III-B: Transportation System Management Review Summaries Federal Way Comprehensive Plan —Appendix III-B: Transportation System Management Review Summaries This Appendix includes a summary of Intelligent Traveler Systems (ITS) applications and an evaluation of transportation demand management strategies in Federal Way. Table 13-1 provides a summary of the main categories of ITS application, their relative applicability in Federal Way, and the degree of impact each might have on the City's vision and plan. Table B-1. Intelligent Traveler Systems ITS Applications in Federal Way ITS CATEGORY EXAMPLE APPLICATION AREA DEGREE OF CITY CONTROL IMPACT TO VISION Public Transit Monitoring of Transit Operations 4 4 Automatic Fare Payment N 4 Dynamic Ridesharing 4 4 ✓ HOV Lanes & Parking 71 71 ✓ HOV-Signal Priority 71 71 HOV-Automated Highways 4 4 ✓ Employer -Based TDM Initiatives 4 71 Vehicle Guidance & Control y Road Use Pricing Ferry Management N/A N/A Traveler Information Traveler Information Databases 4 71 Trip Planning (Pre -trip) N 71 Trip Guidance En Route y Vehicle Monitoring & Warning Systems �I y Traffic Management Incident Detection & Management ✓ Traffic Network Monitoring 71 71 Communication Systems 4 4 ✓ Traffic Control Systems 71 71 Construction Management 4 4 Freight & Fleet Management Route Planning & Scheduling y Vehicle & Cargo Monitoring �I y Regulatory Support 71 Internodal Port Transfers N/A N/A Other Services Emergency Service System Mgt. 71 4 Enforcement Services 71 4 Traveler Safety/Security 4 4 Air Quality Monitoring & Pricing y 71- High/Positive 4- Somewhat/Possibly N- Low/Questionable ✓- Pursue Revised 2015 Page 2 Federal Way Comprehensive Plan —Appendix III-B: Transportation System Management Review Summaries Table B-2 provides a summary of the analysis of the various TDM alternatives by their functional grouping and potential effectiveness, implementation difficulties, and expected cost effectiveness. Fortunately, several of the more effective options are within the purview of the City. While many of these TDM strategies will need to be implemented and managed by the private sector, Federal Way can provide the infrastructure needed to support such strategies, such as transit and HOV lanes and expanded bicycle and pedestrian networks. Table B-2: Evaluation of TDM Strategies Who Pays Evaluation Criteria for Transportation Demand Potential Effectiveness Implementation Difficulties Incremental n �, Management (TDM) Strategies Cost o Z cu ZD fl w C 2 PUBLIC MODE SUPPORT MEASURES Public Education and Promotion Increases the effectiveness of None Low -medium ✓ ✓ ✓ other strategies up to 3% Area -wide Ride matching Services 0.1-3.6% VMT reduction None Low ✓ ✓ Transit Services Up to 2.5% VMT reduction Ongoing competition for public Medium -high ✓ ✓ ✓ funds Vanpool Service Up to 8.3% commute VMT High fares compared to transit; Medium ✓ ✓ reduction finding riders & drivers Transit and Vanpool Fares Up to 2.5% regional VMT Competition for public funds; Medium ✓ ✓ ✓ reduction equity concerns Non -Motorized Modes 0-2% regional VMT reduction Minimal for low cost actions; Low -high ✓ ✓ ✓ great for high cost actions HOV Facilities Up to 1.5% VMT reduction & .2% High cost; public acceptance Medium -high ✓ trip reduction Park and Ride Lots 0-0.5% VMT reduction None Medium -high ✓ EMPLOYER BASED TDM MEASURES Monetary Incentives 8-18% trip reduction at site Tax implications for some Low -medium ✓ subsidies Alternative Work Schedules As much as a 1 % regional VMT Employee or management Low ✓ reduction reluctance Commute Support Programs 0.1-2.0% regional VMT None Low ✓ reduction Guaranteed Ride Home Unknown Liability concerns of employers Low ✓ ✓ Revised 2015 Page 3 Federal Way Comprehensive Plan —Appendix III-B: Transportation System Management Review Summaries Who Pays Evaluation Criteria for Incremental Transportation Demand Potential Effectiveness Implementation Difficulties n U) Management (TDM) Strategies Cost o a ZD fl- w C 2 Parking Management 20-30% site reduction in SOV Employee opposition Low to revenue ✓ ✓ trips producing Facility Amenities Minimal alone Space; local zoning requirements Low to revenue ✓ producing Transportation Management 6-7% commute trip reduction* Funding and political support Low -medium ✓ ✓ Associations required *These results are from pre CTR experiences. A broader range of effectiveness would be expected in the presence of CTR legislation. PRICING STRATEGIES Public resistance; legislative Revenue Gasoline Tax Increases 4-10% regional VMT reduction action; travel alternatives ✓ required producing Public resistance; legislative Revenue VMT Tax 0.1-11% regional VMT reduction action; travel alternatives ✓ required producing Public and political resistance; Congestion Pricing Up to 5% regional VMT reduction travel alternatives required; Revenue ✓ technical and enforcement producing difficulties 1-5% regional VMT and trip Legislative action; negative Revenue Parking Tax public sentiment; opposition from ✓ ✓ reduction producing private sector TELECOMMUNICATIONS STRATEGIES Telecommuting Up to 10% commute VMT Prevailing corporate culture Low ✓ reduction Advanced Telecommunications Moderate to high Untested, unproven concepts Low -high ✓ ✓ LAND USE STRATEGIES Development Impact Mitigation Varies with mitigation Landowner and developer Low to medium ✓ ✓ requirements resistance Mixed Land Use/Jobs Housing VMT reductions up to 10% Public resistance; slow rate of Low to medium ✓ ✓ ✓ Balance effective change Transit -Oriented and Pedestrian Increase in transit, bike, and Requires design review; Medium to high ✓ ✓ ✓ Friendly Design pedestrian trips developer resistance Revised 2015 Page 4 Federal Way Comprehensive Plan —Appendix III-B: Transportation System Management Review Summaries Who Pays Evaluation Criteria for Incremental Transportation Demand Potential Effectiveness Implementation Difficulties n U) Management (TDM) Strategies Cost o a ZD fl- w C 2 Residential Density Increases VMT reductions of up to 10% per Public and developer resistance Medium to high ✓ household to required densities Employment Center Density SOV work trip reductions of up to Large increase in density often Increases 50% required to realize significant Medium to high ✓ ✓ change 1 to 5% region -wide VMT Local council action required; Parking Management reduction public/retailer resistance; Low ✓ ✓ enforcement issues Unknown; probably reflects Requires policy changes, public, On -Site Amenities effectiveness of mixed use and private inertia are barriers Low to medium ✓ development POLICY & REGULATORY STRATEGIES Legislative action required; Trip Reduction Ordinances .1 - 4% regional VMT reduction resistance to expanded Low -medium ✓ ✓ ✓ regulation Restrict Access to Facilities and 2 8-10% VMT reduction Political will to face public Low to high ✓ Activity Centers opposition Support New Institutional Unknown Require strong advocacy, public, Low to high ✓ Arrangements & private support Increase HOV lanes to 3+ Possible 1.5% reduction Legislative action needed; public Low ✓ resistance Parking Restrictions 1-5% trip reduction Public, developer resistance Low ✓ Revised 2015 Page 5 APPENDIX III-C: CONCURRENCY MANAGEMENT SYSTEM Federal Way Comprehensive Plan — Appendix III-C: Concurrency Management System CONCURRENCY MANAGEMENT SYSTEM The transportation chapter of the GMA (RCW 36.70A) requires each city and county planning under GMA requirements to incorporate a Concurrency Management System (CMS) into their comprehensive plan. A CMS is a policy to determine whether adequate public facilities are available to serve new developments. In this manner, concurrency balances the transportation investment program with land use changes envisioned by the City over the next several years. Level of Service (LOS) Standards Level of Service (LOS) on a street or roadway is a qualitative description of traffic flow conditions during a specific time period. This measure considers travel conditions as perceived by motorists and passengers in terms of travel speed, travel time, freedom to maneuver, traffic interruptions, delays, comfort, and convenience. Levels of service have traditionally been given letter designations from A through F, with LOS A representing ideal operating conditions, and LOS F representing "forced flow" conditions beyond capacity. Level of service is used by the City of Federal Way for two primary purposes: (1) to calculate the amount of transportation facilities the City needs in the future, and (2) to measure the adequacy of the public services which serve existing and proposed development. The two uses of LOS utilize the same basic standards and methodology, such that consistency is maintained. LOS Standard - The City's goal is to maintain or improve upon a PM peak hour roadway LOS so that it is at least within capacity. However, as regional facilities become increasingly congested due to growth, capacity improvements on City streets would quickly become negated by traffic diverting from the freeway system. The plan expects some change in the present patterns of travel behavior through increased use of non-SOV modes, such as walking, bicycling, transit, carpooling, and vanpooling. The LOS standard should reflect the impact of increased non-SOV modes of transportation. LOS Methodology - Within urbanized areas, most of the roadway congestion occurs at signalized intersections. However, it is not always practical to measure traffic flows at every intersection, and this type of detailed analysis does not provide a full perspective on how well the overall roadway network is performing. Due to the complex nature of traffic flows and the ability of motorists to take alternative routes for similar trips, the City of Federal Way has selected a LOS methodology that is an expansion of the traditional LOS measurements presented in the Highway Capacity Manual. The City uses the following two criteria for measuring LOS. Volume/Capacity (V/C) Ratio - The volume/capacity (v/c) ratio directly compares the volume on a roadway segment or intersections with the capacity of that facility to Revised 2015 Page 2 Federal Way Comprehensive Plan — Appendix III-C: Concurrency Management System carry traffic volumes. The ratio, expressed in a range as shown in Table C-1, can be used as a planning level LOS indicator. Table C-1. Planning and Operational Levels of Service Analysis Procedure A B C D E F Planning' (v/c) 0.00 - 0.60 0.61 - 0.70 0.71 - 0.80 0.81 - 0.90 0.91 - 1.00 >1.00 Operational2 Delay (sec) 0.00 -10.00 10.00 - 20.00 20.00 - 40.00 40.00 - 60.00 60.00 - 80.00 >80.00 Transportation Research Circular 212, Interim Materials on Highway Capacity. Highway Capacity Manual (2000). The capacity of the roadway segment reflects the condition of the road (e.g. width of lanes, amount of driveway disturbances, whether there exists a left turning lane, etc.) and the type of traffic control along its length (e.g. frequent traffic signals reduce capacity). In an operational analysis, the level of service standard for planning purposes will be a v/c of 1.00 for unsignalized intersections, 1.20 for signalized intersections, and an average of 1.10 for the City Center area, with a LOS of E, using a 120-second cycle at signalized intersections. In order to reflect an emphasis on non-SOV modes, LOS will be measured by average delay per person rather than the Highway Capacity Manual's average delay per vehicle. The City chooses this methodology to determine development impacts and mitigations. Legislative Requirement The transportation element section of the Washington State GMA reads: "Local jurisdictions must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a transportation facility to decline below standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with development (RCW 36.70A.070)." The phrase "concurrent with development" means that public infrastructure improvements and strategies required to service land development be in place, or financially planned for, within six years of development. In Washington State, the transportation CMS's must include all arterials and transit routes; but may include other transportation services and facilities. Highways of Statewide Significance (HSS) are exempt from concurrency requirements, but local agencies are required to identify their comprehensive plan's impacts on the HSS network. In Federal Way, the HSS network consists of 1-5 and SR 18 east of 1-5. These impacts are quantified in Table C-2: Revised 2015 Page 3 Federal Way Comprehensive Plan — Appendix III-C: Concurrency Management System Table C-2. Impacts to Highways of Statewide Significance — 2000 to 2020 Highway 1-5 1-5 1-5 1-5 SR 18 Segment North of South North of South North of SR 18 South of SR 18 East of 1-5 272"d Street 320th Street Increase in 459 476 357 137 750 Hourly Volumes However, it should also be recognized that City streets act as an overflow conduit for the HSS network due to the failure of the state to provide adequate capacity on the HSS network. A sample of these impacts is quantified in Table C-3. Table C-3. Impacts to City Streets From State's Failure to Provide Adequate Capacity on Highways of Statewide Significance in 2020 Roadway SR 99 SR 99 SR 99 SR 99 SR 161 Segment North City Limits North of South South of South South City Limits South City Limits 320th Street 324th Street Increase in Hourly Volumes 1020 391 431 1252 323 A comparison of these tables indicates that the City's streets generally would be more impacted by regional traffic than the planned growth would impact the HSS network. Concurrency Management The application of concurrency for transportation assures that improvements and programs for accommodating planned growth are provided as development permits are issued. The concurrency strategy balances three primary factors: available financial resources, acceptable transportation system performance conditions, and the community's long-range vision for land use and transportation. The City has identified probable financial capabilities, anticipated system performance conditions (level -of -service), and has proposed a roster of transportation investments and programs that implement the FWCP. The FWCP presents an allocation of estimated available transportation resources matched to planned improvements, which are scheduled over the planning period. With the general estimates of costs, revenues, and timing for construction, as required by the GMA, the plan predicts the acceptance of development permits that are consistent with its policies. The GMA requires that a contingency plan be outlined in case the City should fail to obtain the resources anticipated to make the necessary transportation improvements to maintain the adopted LOS standards. This analysis is sometimes Revised 2015 Page 4 Federal Way Comprehensive Plan — Appendix III-C: Concurrency Management System termed "plan -level concurrency." Strategies for maintaining or rectifying adopted LOS standards in the event of a budget shortfall include the following: • Increase the level of funding commitments in subsequent years; • Review and adjust the City's overall land use vision to lower the overall transportation demand; • Reprioritize improvements to address system capacity needs as the highest priority; and • Modify (i.e., lower) the LOS standard to match available resources. Regular updating of the FWCP and Transportation chapter will afford opportunities for the City to modify the LOS standard or to secure other funding sources necessary to implement the capital improvements needed to maintain the adopted level of service standard. Concurrency Testing State law requires that a concurrency "test" be applied to all development proposals as a condition of granting a development permit. A concurrency test compares a proposed development's need for public facilities and services to the "capacity" of the facilities and services that are available to meet demand. Other questions that need to be addressed are at what point in the development process does concurrency apply, what types of development permits are subject to the concurrency test, and should fees be charged for concurrency testing to cover staff and administrative costs associated with the testing. Federal Way's approach is to implement transportation improvements and programs that it can afford to finance. These improvements and programs are based upon the FWCP, which includes a level -of -service standard for the transportation system. The primary purpose of the Concurrency Management Program is to allocate available resources based on the timing and location of development, and to assess mitigation fees based upon each new development's share of the improvements that are planned in the subarea within which it is located. Level -of -Service measures the outcome of and progress toward the planned growth rate. Concurrency Management and SEPA While concurrency requirements are similar in many ways to the requirements of the State Environmental Protection Act (SEPA), there are some important differences, as follows: • Concurrency requirements are more demanding; if they are not met, denial of the project is mandated. • Concurrency is based on a Level -of Service (LOS) standard; SEPA has no specific standard as its basis. Revised 2015 Page 5 Federal Way Comprehensive Plan — Appendix III-C: Concurrency Management System • Concurrency requirements only apply to capacity issues; SEPA requirements apply to all environmental impacts of a project, including transportation safety. • Concurrency has timing rights related to development; SEPA does not. Therefore, concurrency does not replace SEPA, but rather becomes an integral part of a comprehensive program that relates private and public commitments to improving the entire transportation system. SEPA will focus primarily on site impacts that could result in additional transportation requirements in specific instances (particularly access to the site or impacts in the immediate vicinity that could not have been anticipated in the overall transportation investment strategy for the system). Concurrency conclusions in the FWCP do not excuse projects from SEPA review. However, they do address major system infrastructure issues that must be properly administered under both SEPA and the GMA. Revised 2015 Page 6 APPENDIX III-D: ITS MASTER PLAN CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan ` CITY OF . Federal Way City of Federal Way INTELLIGENT TRANSPORTATION SYSTEMS (ITS) MASTER PLAN DRAFT REPORT May 15, 2015 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 1 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan Contents 1. INTRODUCTION................................................................................................................. 3 1.1 PLAN OVERVIEW......................................................................................................... 3 2. CURRENT TRANSPORTATION ENVIRONMENT.......................................................... 4 2.1 ITS PROGRAM STAKEHOLDERS............................................................................... 4 3. REVIEW OF PLANS AND ANTICIPATED REGIONAL PROJECTS .............................. 5 3.1 REVIEW OF PLANS........................................................................................................ 5 3.2 ANTICIPATED REGIONAL PROJECTS........................................................................ 6 4. ITS EXISTING CONDITIONS AND NEEDS ASSESSMENT ........................................... 7 4.1 EXISTING ITS SYSTEM................................................................................................. 7 4.2 NEEDS ASSESSMENT.................................................................................................... 7 5. CONCEPT OF OPERATIONS............................................................................................... 9 6. FEDERAL WAY ITS PROJECT DESCRIPTIONS......................................................... 15 6.1 TRAFFIC MANAGEMENT.......................................................................................... 15 6.2 EMERGENCY MANAGEMENT.................................................................................. 38 6.3 MAINTENANCE........................................................................................................... 39 6.4 TRAVELER INFORMATION....................................................................................... 40 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 2 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 1. INTRODUCTION Intelligent Transportation Systems (ITS) are defined as the application of technology to address transportation problems such as congestion, safety, and mobility. In the Puget Sound Region, substantial investments in ITS have been made by cities and counties and the Washington State Department of Transportation (WSDOT). The City of Federal Way has an ever-expanding communication network with plans to create a robust Traffic Management Center (TMC) and a secondary Satellite Management Center. This document provides a plan to complete gaps in the communication network, install traffic monitoring capabilities, increase staff resources, and increase collaboration with the following entities: • WSDOT • King County • Transit Agencies (King County Metro Transit, Pierce Transit, Sound Transit) • Adjacent Cities • Valley Communications ("ValleyCom") • Participants of the City of Federal Way Emergency Operations Center (EOC) As the ITS program grows to include more technology and extended interagency coordination, the Traffic Division that oversees and operates these projects will periodically update the ITS Master Plan and evaluate changing needs and technology. This plan documents current needs and provides a strategic plan for completing proposed ITS projects and programs. 1.1 PLAN OVERVIEW This ITS Master Plan is organized into the following chapters: • The Current Transportation Environment: This chapter discusses the current transportation environment in Federal Way includes the roles and responsibilities of various groups that are involved with operating and maintaining the transportation systems and roads as well as other agencies that are considered stakeholders for the development of the Federal Way ITS program. • Review of Plans and Anticipated Regional Projects: Existing reports and plans were reviewed to gain an understanding of transportation issues and planned projects in Federal Way. These documents include the Transportation Element of the Comprehensive Plan, the 2015 - 2020 six -year Transportation Improvement Plan (TIP), the 20-year Capital Improvement Plan, and Vision 2040 issued by the Puget Sound Regional Council. • ITS Existing Conditions and Needs Assessment: This chapter provides overview of the systems in place today and an identification of implantation needs for problem locations (corridors, intersections, etc.) that may have applicable ITS solutions. • Concept of Operations: The concept of operations establishes the roles and responsibilities between organizations, and the level of information sharing among those organizations. • ITS Master Plan Projects List: This chapter provides a project list based upon identified needs and the Concept of Operations. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 3 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 2. CURRENT TRANSPORTATION ENVIRONMENT With a 2014 population of 90,150, Federal Way is the fifth largest city in King County and the eleventh largest in the State of Washington'. The city limits encompass 22.5 square miles with 292 centerline miles of paved streets. Interstate (1) - 5 bisects the city running north and south, State Route (SR) 99 runs parallel to 1-5. State Route 509 connects southwest Pierce County with SR 99 in the northern portion of Federal Way. SR 161 and SR 18 also service Federal Way connections to north, south, east, and west of the city. The area employs 29,200 jobs with the major employers being the City of Federal Way, Weyerhaeuser, and St Francis Medical Center. Origin -destination studies show the major arterials as access to 1-5 for work based trips as well as carrying through -traffic from north and south of Federal Way commutes. The City has completed major investments into the roadway network and park & rides, which includes widening and adding five core lane miles of HOV lanes on SR 99 and additional HOV lane miles on S 348th Street (access to SR 18). Construction of the Sound Transit Station was completed in 2006 with direct access to 1-5. 2.1 ITS PROGRAM STAKEHOLDERS Within the City, the Traffic Division of Public Works conducts planning, design, operations, and maintenance of the existing traffic signal interconnect system. Those functions shall remain the same for the future ITS system in Federal Way. The division regularly coordinates with other City and non - City agencies. The following are considered key stakeholders for both the existing and future programs. • WSDOT Northwest Region: WSDOT is responsible for the operation and maintenance of 1-5 while Federal Way maintains and operates the other state routes within the city. WSDOT's Northwest Region operates a Traffic Systems Management Center (TSMC) located in Shoreline. WSDOT monitors roadway conditions via their many traffic cameras. The TSMC monitors, detects and responds to traffic incidents and shares information with the Washington State Patrol (WSP) via a direct link to WSP's Computer Aided Dispatch (CAD) system. WSDOT also posts real-time traveler information messages to the WSDOT web site and statewide 511 systems. The 511 system is a telephone traveler information system that provides customized road reports and other information based upon a traveler's location. Currently WSDOT allows Federal Way to access video images from the City TMC. Today WSDOT has fiber optic systems along S 320th Street, SR 161, and SR 99 entering the City of Kent. Federal Way's planned program connects to these extension areas. • King County Road Services: King County Road Services division has an active ITS program with an ACTRA centralized signal control system. King County has a Traffic Control Center (TCC) in downtown Seattle, and has a multi -phase ITS Strategic Plan. • City of Auburn: Federal Way shares its boundaries with Potential Annexation Areas (PAA) of King County bordering Auburn's recently annexed areas. Auburn operates and maintains a TMC. Federal Way's concept master plan would connect to this system. • City of Kent: The City of Kent shares a north boundary with Federal Way. There is a planned Kent ITS network connection along S 272nd Street to connect to ValleyCom Dispatch and Auburn's TMC. ValleyCom Dispatch is the regional 911 communications dispatch center. • King County Transit Speed and Reliability: King County Metro's Speed and Reliability Division works with local jurisdictions to deploy Transit Signal Priority. TSP is currently being deployed within Source: Office of Financial Management's (OFM) April 1, 2014 population estimate. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 4 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan Federal Way on the main transit corridors of SR 99 and S 3201h Street. As part of the implementation on Metro's A -Line, Metro installed fiber-optic network on SR99 between Federal Way and Tukwila, with shared operations and responsibility between Metro, WSDOT, and the cities on the route. • Sound Transit and Pierce Transit: Both transit agencies serve Park & Rides within Federal Way. Sound Transit provides regional transit connections to areas north and south of Federal Way and Pierce Transit provides service to and from the City of Tacoma area, south of Federal Way. Real-time traffic information will be provided at Park & Ride facilities to provide commuters and drivers valuable decision -making information. • Federal Way School District: The Federal Way School District is headquartered next to the City Hall. The intent of this stakeholder partnership is to share data for transportation services and emergency management personnel, which dispatches to all of the schools within Federal Way. • Emergency Management: The Federal Way Emergency Operations Center (EOC) is located at City Hall at Federal Way with a secondary command center at the South King Fire and Rescue station near 1st Ave S and S 320t" Street. This ITS Plan includes a satellite TMC at the South King Fire and Rescue station. The Fire Department is dispatched via ValleyCom Dispatch located in Kent. The Fire Department responds to incidents across the city and along freeways from several fire stations. The City's arterials are the main routes used by the Fire Department, and Opticom emergency vehicle signal preemption is installed at the signalized intersections on these routes. Other operation members of the EOC are Lakehaven Utility District, Puget Sound Energy, and representatives from St. Francis Hospital. • Law Enforcement: The Federal Way Police Department is located in the same building as Public Works and assists in staffing the EOC. The Federal Way Police Department operates the "Safe City" project, which includes 34 pan -tilt -zoom cameras located in the City Center of Federal Way. Integrating the "Safe City" video monitoring system with the TMC is an opportunity to leverage existing ITS resources to improve traffic management capabilities. 3. REVIEW OF PLANS AND ANTICIPATED REGIONAL PROJECTS 3.1 REVIEW OF PLANS The ITS Master Plan is intended to integrate with other local and regional planning efforts. • Federal Way Comprehensive Plan - Transportation Element: The goal of the Federal Way Transportation Element is to provide a balanced multi -modal transportation system that will support land use patterns and adequately serve existing and future residential and employment growth within the City. This Transportation Element of the Comprehensive Plan comprises a set of framework transportation policies to support Federal Way's land use Vision and a more detailed and technical plan for implantation of the framework policies. The Transportation Element coordinates transportation projects with other relevant projects in adjacent jurisdictions and the region. Concurrent with this ITS plan update, Federal Way has updated the Comprehensive Plan integrating new policy framework consistent with the Puget Sound Regional (PSRC) Vision 2040 document. The ITS Master Plan is intended to fold into the Transportation Element of the Comprehensive Plan. • 6-Year Transportation Improvement Plan (TIP) 2016 - 2021: The TIP is updated annually and is part of the overall Capital Improvement Program for the City. The TIP includes prioritized project descriptions and projected funding for transportation improvements. TIP projects are evaluated and programmed based on the following criteria: Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 5 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan • Concurrency Requirement • Level of Service Improvement • Collision Rate Improvement • Collision Severity Rate Improvement • HOV Supportive • Non -Motorized Supportive • Community Support • Air Quality • Ease of Implementation • Benefit/Cost Ratio ITS projects do not have a dedicated funding source, so incorporating ITS elements into programmed TIP projects is an important strategy to expand the program capabilities. The 2016-2021 TIP includes construction of three new traffic signals but does not explicitly include ITS communication elements with the exception of implementing adaptive control systems. • Puget Sound Regional ITS Architecture: The Puget Sound Regional ITS Architecture was updated in 2008 and provides a framework for ensuring institutional agreement and technical integration for the implementation of ITS projects or groups of projects. The Regional ITS is a federally mandated planning document that provides a framework for the integrated deployment of ITS within the Puget Sound Region. Since Federal Way is part of the Puget Sound Regional ITS Architecture, the City is not required to develop a separate regional architecture. However, as funding applications for new projects are developed, the City will need to self -certify that it has met the Federal requirements for ITS Architecture compliance. • PSRC Destination 2030 and Vision 2040: The PSRC's Destination 2030 Transportation Improvement Plan carries several projects sponsored by Federal Way. The ITS Master Plan identifies projects that can be folded into the regional program. An example of the projects would be fiber network connections with CCTV sharing capabilities incorporated into existing projects, HOV Queue jump lanes, future Transit Signal Priority, Incidence Response Programs, and the TMC and Satellite TMC. 3.2 ANTICIPATED REGIONAL PROJECTS WSDOT has planned several projects in the Federal Way area and the transportation network that affects functions with the City roadway network and represent opportunities to expand ITS infrastructure. • SR 167 Extension, Tacoma to Edgewood (interchange near MP 139): Improvements include new construction of a freeway segment. The SR 167 Extension is a critical missing link in the state's highway network. Its completion is expected to improve safety and reduce congestion along local roads and freeways in the surrounding area. Construction is currently unfunded. • 1-5 SR 509 Corridor Completion and Freight Improvement Project: When finished, SR 509, the South Airport Access roadway, and new 1-5 lanes and improvements will become a key component within the Seattle and south King County transportation network. When considered in conjunction with the planned Alaskan Way Viaduct improvements, the project provides a critical north -south corridor alternative to 1-5 through Seattle and South King County. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 6 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 4. ITS EXISTING CONDITIONS AND NEEDS ASSESSMENT 4.1 EXISTING ITS SYSTEM Central Signal System: Traffic signal communication consists of six pair copper wire and fiber optic interconnections. In -cabinet dial up modems communicate with four main master controllers via Aries (version 3.41) software system. There are 85 signalized intersections within the city. 0 74 signals are interconnected 0 11 signals are not interconnected to the system Signal Priority: Transit Signal Priority (TSP) has been implemented along several corridors in coordination with King County Metro Transit and Pierce Transit: • SR 99 @ S 2761h Street (Park & Ride location) • SR 99 @ SR 509 • SR 99 @ S 288th Street • SR 99 @ S 304th Street • SR 99 @ S 308th Street • SR 99 @ S 312th Street • SR 99 @ S 316th Street • S 316th Street @ 20th Ave S and 23rd Ave S • S 317th Street @ 23rd Ave S (Regional Transit Center) Real-time Traffic Monitoring: WSDOT is employing a program called "Traffic Busters". This program was implemented in 2008. The program goals are to proactively manage traffic congestion using an ITS network to connect to agencies, equipment share with agencies, provide a complete regional traffic (C2C) signal communications link, and provide for a web site with agreements and contracts. Twenty- two agencies are connected to this system. "Traffic Buster" System Architecture: Access to 1 gigabit synchronous backbone • 100 megabit agency connection to the backbone • Private network with a sub -network for agency use • Share Cameras 10 at a time (MPEG4 encoders) • See cameras 4 at a time (MPEG4 Decoders ) • PC terminal and software as needed • IP network for C2C connections • Phase 1 provides: Regional network camera coordination • Phase 2 provides: Regional data collection, signal coordination, and incident management plans WSDOT "Traffic Busters" 24 strand fiber was installed in 2010 from 1-5 at S 320th Street along S 3201h Street to SR 99. In coordination with this project, Federal Way installed 24-strand fiber at SR 99 at S 320th Street south on SR 99 to 161h Ave S; along 16th Ave S south to SR 18; then west on SR 18 (S 348th Street) to connect with the intersection of 9th Ave S (Park & Ride). 4.2 NEEDS ASSESSMENT Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 7 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan The transportation needs and problem locations identified by Traffic Division staff generally fall within the areas of Traffic Management for mobility and safety, Emergency Management, and Road Maintenance. Incident management is also considered part of Traffic Management, with an incident considered to be a planned or unplanned event that results in traffic congestion verses an emergency being a major catastrophe that results in an activation of the EOC. Traffic Management: The deployment of a robust TMC and Satellite TMC will enable many opportunities for centralized control of future ITS field devices. In order for the City to maximize the return on the TMC investment, there is a need for devices that can provide a high level of real-time traffic monitoring and congestion management. The replacement and supplement of in -pavement loop detectors with video detection at key intersections can provide enhanced traffic data while reducing maintenance costs. Cameras that provide automated traffic counts would provide important data for signal timing plans. In addition, additions of Pan -Tilt Zoom (PTZ) traffic cameras and greater access to WSDOT freeway cameras will also provide significantly enhanced real-time monitoring capability. The procurement of fixed and/or portable Dynamic Message Signs at the interchange access to the City at SR 18 and S 320th Street as well as at key locations along the major corridors of SR 99, SR 161, SR 18, SR 509 are needed for providing en -route information to travelers. These signs could also be used for any construction notifications for impacts to main travel ways. The Traffic Division has noted these key traffic and safety needs: • Coordinate with WSDOT, King County, and other cities to address management of incidents on 1-5 and SR 18. Additionally, explore techniques to handle congestion on the City arterials due to incidents and special events. This may include development of "action plan sets" — predefined signal coordination plans that are designed to provide high -capacity throughput on detour routes. • Continued fiber optic system installation as well as bringing on line all signalized intersections. Include 24-count fiber on all signal capital projects. • Investment in a more robust TMC with modern hardware and software resources. The current workstation and connectivity are inadequate to effectively leverage the existing ITS infrastructure. • Conduct a systems engineering plan to evaluate the software and equipment necessary to effectively interface with the ITS system. • Current level of staff resources is hindering ability to dedicate time to traffic signal management and fully engage ITS partners. To support the expanded real-time monitoring of traffic conditions, additional TMC staff would be required. The traffic division does not have staffing to manage a TMC with and there is not a dedicated TMC operator at this time. With the expansion of the City's ITS program, the staffing of the TMC during peak travel hours should be considered. Up to two persons might be required for this duty to cover the required time periods. • Build relationship with Police Department to share Safe City surveillance equipment. • Continue to explore ways to make Transit Signal Priority more effective and reliable. • Explore implementation of adaptive control strategies, which adjust timing in real-time. • Speed Monitoring and dangerous curve warnings. • Improved safety and visibility at school and pedestrian crossings. • Automated downloads of traffic volume data • Real-time traffic conditions data broadcast to the public same as WSDOT and the City of Bellevue's traffic flow maps. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 8 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan Emergency Management: Over the past few years there have been discussions promoted by the Federal Way Traffic Division (support to EOC) with Emergency Management regarding ITS needs for enhancing traffic/emergency management. The following are highlights of the discussed needs to support the EOC via an ITS: • Development of a citywide emergency response plan coordinated with an ITS system. • Access to a TMC and Satellite TMC functioning with the EOC to include traffic camera images, signal system workstation, and access to weather and traffic sensor data from future devices. • Pre -defined signal timing plans for major incidents such as earthquakes, floods, and HAZMAT spills. Timing plans would also be needed for accommodating traffic incidents on 1-5 and events that affect 1-5 in Tacoma and Seattle. • The EOC could also receive information and notifications of snow plowing and other road maintenance activities. • A procedure by which the EOC could request specific messages to be sent on the Dynamic Message Signs. Road Maintenance: The Federal Way Streets Division manages road maintenance. An ITS system would benefit this Division of the Public Works Department with: • Ability to detect real-time flooding and icy conditions from the field. • Ability to remotely alert motorists to hazardous conditions. • Ability to remotely monitor road conditions, including conditions at construction work zones. 5. CONCEPT OF OPERATIONS As the City moves forward with implementation of their ITS program, it is necessary to consider how the various City divisions and departments will work together with key stakeholders to most effectively accomplish their goals and objectives as a roadway service provider. A Concept of Operations identifies two things: 1. The roles and responsibilities that an agency and partners have in deploying and operating ITS projects and programs. 2. The electronic information exchanges that need to occur between the agencies. The previous sections of this report present the Federal Way ITS program in terms of the existing and planned projects and identified needs. The Concept of Operations is intended to provide a view as to how Federal Way would operate on a day-to-day basis with a fully functional ITS program in place. The Concept of Operations establishes the roles and responsibilities for operations and maintenance of equipment, and also the levels of electronic information and device control sharing among the partners. Essentially, the Concept of Operations defined what information is electronically gathered and manipulated by each agency, and how it is shared with other agencies to the benefit of all. Because the Concept of Operations defines information sharing links between agencies it is also a required link two agencies that wish to send streaming video to each other, compared to two agencies who simply wish to share traffic volume data, The City's Concept of Operations must blend with the Puget Sound Regional ITS Architecture. The Regional ITS Architecture is a technical framework for the deployment and integration of ITS in a given area. The Puget Sound Regional ITS Architecture, developed for the Puget Sound Regional Council (PSRC), includes a Concept of Operations from a regional perspective. However, a more detail Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 9 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan analysis from Federal Way's perspective is warranted as part of the Master Plan development. The Concept of Operations is intended to be forward thinking to support the current and new projects that will be identified in this ITS Master Plan. In addition, by identifying electronic linkages between agencies necessary for sharing information and video images, the Concept of Operations begins to define requirements for the communications infrastructure that will be needed to support future projects. This section provides the recommended Concept of Operations for the City of Federal Way. 5.1 Approach to Developing the Concept of Operations In developing a Concept of Operations, it is recognized that relationships between agencies embody two main components: 1) what roles and responsibilities does each agency play in the relationship, and 2) what kinds of information are shared. Seven types of roles or responsibilities are used to describe agency -to -agency relationships. They are listed as follows from the lowest to the highest level of interaction. • Consultation: One party confers with another party, in accordance with an established process, about an anticipated action and then keeps that party's information about actions taken. • Cooperation: The parties involved in carrying out the planned and/or project development processes work together to achieve a common goal or objective. • Coordination: The comparison of the transportation plans, programs, and schedules of one agency with related plans, programs, and schedules of other agencies, and adjustment of plans, programs and schedules to achieve general consistency. • Information Sharing: The electronic exchange of data and device status information between parties for the purpose of coordinated responses, planning, and analysis. • Control Sharing: The ability, through operational agreements, to allow for one party to control another party's field devices to properly respond to incident, event, weather, or traffic conditions. • Operations: One party fully operates field equipment of a second party, typically because the second party does not have this capability and contracts for the service. • Maintenance: One party maintains the equipment for a second party. Along with these seven roles and responsibilities are associated information types that are typical for agency -agency exchange. Five primary types of electronic information exchanges are identified: • Video: The dissemination of live video and still images from one party's field cameras to another's via email, web page, or ftp site. • Data: The dissemination of data from one party to another party. Data can include but is not limited to, traffic data, weather data, parking data, transit data, etc. • Command: The ability for one party to control field devices. Command can include but is not limited to, changing DMS messaging, changing traffic signal timing, camera control, etc. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 10 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan • Request: The ability for one party to solicit either data or request a change, such as DMS messaging or signal times, from another party. • Status: The ability for one party to monitor field devices, and receive such information as current signal timing/response plan, current message sets, etc. A diagram representation of these relationships for Federal Way is provided in FIGURE 1 on the next page. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 11 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan FIGURE 1. CONCEPT OF OPERATONS INFORMATION SRARING, DATA, AND VIDEO FLOW CONCEPT WSDOT TSNIC WSDOT Roadside King County TCC King COnilly Maintenance V-.illry Section Communications -4id di AuhurnT1lIC King County Metro Transit Speed and Reliability KEY; Pierce Countti Transit Sound Transit ■ Federal War ■ Other Agency Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 12 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan The roles and responsibilities of these entities in the Federal Way ITS Program are described below: • City of Federal Way TMC: The TMC would operate the city's centralized signal system and monitor the conditions on the city arterials and freeways. The TMC also coordinates and shares other agency data and monitored conditions. • City of Federal Way EOC: The Federal Way EOC would receive direct communications from the TMC and the satellite TMC. This data share would be in the form of camera images via the intranet and/or email notifications for a web page or ftp site. Cameras would provide traffic issues, weather and/or emergency issues. The satellite TMC would provide backup access to the City Hall location. The EOC would also have the ability to request that a particular message be placed on the future DMS or traveler information web page. The EOC would have the ability to have a subset of participants in this program to effective manage direction of the operations with: • City of Federal Way Streets / Operations Division • City of Federal Way Police Department • South King County Fire and Rescue • Federal Way School District Head Quarters • Puget Sound Energy • Lakehaven Utility District • St. Francis Hospital • Valley Communications: As mentioned earlier, the Valley Communications Center is the hub for all 911 communications in South King County located in the City of Kent. At the north boundaries of Federal Way on S 272"d Street, the City of Kent plans a fiber optic connection through to Valley Communications. Federal Way would be able to connect to this system at S 272"d Street @ SR 99. This vision of partnership would include all the Federal Way EOC operations support, the City of Kent, the City of Auburn, WSDOT, and the participants of all operations of Valley Communications. Data sharing would include traffic conditions and emergency response messages through cameras via intranet and/or email. Through the Federal Way EOC messages would be able to be sent out to future DMS with traveler information and/or emergency notification instructions. • Auburn TMC: Federal Way envisions a partnership with the Regional fiber consortium to connect to this system and carry this system to the City of Auburn's TMC. Also see Valley Communications above. • WSDOT Roadside: As mentioned previously, WSDOT would provide Federal Way with viewing access to some of their 1-5 cameras and new technology for the program "Traffic Busters". In turn, Federal Way could share its cameras with conditions on S 320th Street, SR 99, SR 509, SR 161, and SR 18. • WSDOT TSMC: WSDOT and Federal Way would have a center -to -center connection that would be in operation. The "Traffic Buster" WSDOT program connects fiber optics to WSDOT hub at 1-5 just south of S 320t" Street. Federal Way envisions that this would allow future camera viewing internal to Federal Way along arterials that parallel the freeways and ramp terminals. Adding ramp terminals to this system would promote access to the central system of both agencies and coordinate traffic with the ramp terminal queues mitigating backups on and off of 1-5. • King County Maintenance and King County TCC: Federal Way would data share camera images and traffic data with King County Maintenance. King County contracts with Federal Way for maintaining traffic signals. This process would effectively manage signal issues with a shorter response time. King County Maintenance shares traffic data and monitoring with the King County Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 13 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan Traffic Control Center (TCC). Both agencies would be able to share information with the Federal Way TMC. King County has expressed a desire to operate a regional transportation data warehouse that could be used to "`power" regional traveler information systems, such as a regional arterial traffic flow map. If the data warehouse is developed, Federal Way would like to share data through that channel. King County Metro Speed and Reliability: The Speed and Reliability division of Metro, which works with local cities to deploy Transit Signal Priority, has expressed a need for the technology. Currently, Metro has no automated way of knowing what happens at the intersection beyond the driver's request. TSP equipped signals in Federal Way may be unnecessarily pre-empted without the traffic information of the downstream signals. Deploying this information would assist both Metro and the City to manage traffic conditions effectively. Additionally, Metro buses would have the capability to give travel times on routes to effective measure needs and promote accomplishments in signal coordination with the ITS. • Pierce Transit and Sound Transit: Both agencies operate within the Federal Way. Setting up data stations at the Park & Rides where Federal Way TMC would post traveler information would empower not only drivers but also transit users through the region. Data sharing would be terminals showing traffic conditions and alternative routes that are available and routes to avoid. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 14 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 6. FEDERAL WAY ITS PROJECT DESCRIPTIONS The Concept of Operations and needs identified by stakeholders, combined with other factors over the years, guided the development of potential projects for the City of Federal Way. Factors that influence the selection of projects include the following: • "Trouble Spots", defined as mobility and safety issues, and key intersections on the arterial network. • Gaps in existing and planned ITS deployments. • Locations of key centers, including transportation, event, and employment centers. • Transit corridors. • Communications infrastructure. • Projects identified by stakeholders as future or currently unfunded projects. • Opportunities for coordination between City departments and other regional agencies. 6.1 TRAFFIC MANAGEMENT Traffic Management projects include those that use ITS to improve roadway surveillance and monitoring, data collection, traffic flow improvements, data collection improvements, and incident response, to improve safety and reduce congestion on the roadway. The following Traffic Management project list represents the recommended projects to be explored for further implementation in Federal Way. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 15 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-1: Vehicle Detection Expansion Project Description: This project is an ongoing program to expand and upgrade vehicle detection across the City via programmed CIP projects. Traditional in -pavement loops should be replaced or supplemented with radar or video detection cameras to provide traffic data and video images back to the TMC. This data can be used to supplement traffic management and congestion monitoring , adjust signal timing, and also share with the public as traveler information. Pre -manufactured induction loops are the most accurate and reliable among detection technologies, and therefore remain often specified. However, induction loops require extensive underground wiring and therefore are the most damaging when installed in existing roadway surfaces. Due to potential surface damage from saw -cuts and trenching, it is recommended that Federal Way allows installation of loops only under new roadways where loops and lead-ins can be placed in the base course before paving. Video detection offers flexibility because detection areas can be added or adjusted by simple commands on a computer screen. Unfortunately, video detection continues to have significant disadvantages because it can be affected by adverse weather conditions, sun glare, shadows, and snow or grime on the lens, which results in diminished detection accuracy. RADAR detection, also referred to as "NIDS" (non -intrusive detection systems) or "Wavetronix," now comes in several forms and can be applied for dilemma zone detection, stop line and queue detection, and general vehicle counting. These systems consist of pole- or mast -arm -mounted sensors and a controller mounted to the inside wall of the signal cabinet. Wavetronix Matrix system which offers the advantage of flexibility because, like video detection, detection areas can be added or adjusted for size and area by simple commands on a laptop or PDA screen. However, unlike video detection, the system is not affected by adverse weather conditions such as snow, wind, or sun glare. Justification: Depending on the size of an intersection, NIDS detection is slightly higher in initial costs than in -pavement loops. The long term costs for maintenance requirements for NIDS detection are lower than in -pavement saw -cut loops considering the negative impact to pavement longevity. Dependencies: This project could be deployed independently; CIP project based, or in tandem with the Communications Plan and Automated Traffic Counts projects. Stakeholders: • City of Federal Way • Travelers • Transit • Local and State Government Transportation Departments and EOC's Estimated Costs: Estimated costs for a full program over 20 years for a city wide program at an estimated 80 signals, video detection, pan tilt zoom cameras, counting loops, controller conversions would be approximately $10,000 per intersection and misc mid -block locations as determined by the engineering analysis. A program would be approximately $450,000 for Assumes 80 intersections 80 $ 10,000.00 $ 800,000.00 30 mid blocks and/or ramp terminals 30 $ 10,000.00 $ 300,000.00 LS controller upgrades 1 $ 75,000.00 $ 75,000.00 $ 1,175,000.00 Design costs @ 15% $ 176,250.00 $ 176,250.00 Construction Management Costs @ 15% $ 176,250.00 $ 176,250.00 Total contract estimate I $ 1,527,500.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 16 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-2: Adaptive Control System and Systems Engineering Management Plan Description: This project would develop Federal Way's Systems Engineering Management Plan, which would contain an evaluation and recommendation for an Adaptive Control System. The main benefits of adaptive signal control technology over conventional signal systems are that it can improve travel time reliability; reduce congestion by creating smoother traffic flow and prolong the effectiveness of traffic signal timing. The systems engineering management plan is a typical part of any ITS project development process and is required on any federal -aid project that has an ITS work element, per 23 CFR 940.11. The systems engineering management plan will include components such as assessing Federal Way's system's needs and its relationship to the regional architecture; defining other specific requirements for the project/system; and defining the operations and maintenance requirements for the system. Justification: • This project would maximize the effectiveness and improve traffic flow along targeted corridors. It would also provide greater flexibility along corridors to adapt to changing traffic patterns, specifically relating to incidents on the freeway. • This project could reduce or eliminate the need for adding additional vehicle lanes by increasing the effectiveness of the existing roadway system. Dependencies: The dependencies will be developed as part of the Systems Engineering Management Plan. Generally, signal interconnect along selected corridors will be needed. Stakeholders: • City of Federal Way • Travelers • Transit • Local Agencies and WSDOT Estimated Costs: Approximately $1,000,000 for phase 1. Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 17 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-3: Dangerous Curve Warning System Description: The City has identified several sharp curves that can be hazardous to motorists traveling too fast. This project would install radar speed detection and flashing dynamic message signs to alert drivers. Identified locations would be evaluated citywide. This project could initially be deployed at a single location as a demonstration project using a speed radar trailer. Justification: • Potential loss of life and property. Dependencies: • Funding. Stakeholders: • City of Federal Way • Travelers • Transit Estimated Costs: Estimated costs for 20 signs is $200,000.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 18 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4A: Fiber interconnect (Signal Interconnections) 21 st Ave SW @ SW 325th PI to 21 st Ave SW @ SW 356th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Note: The segment between 3361h and 3441h has been completed Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 6 controller fiber modems $ 219,700.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 19 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-413: Fiber interconnect (Signal Interconnections) 9th Ave S @ S 336th to 13' Place @ 336th Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 2 controller fiber modems $ 57,850.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 20 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4C: Fiber interconnect (Signal Interconnections) S 316th S: SR99 to 20th Ave S and 20th Ave S: 314th S 320th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects four signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 4 controller fiber modems $ 80,795.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 21 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-413: Fiber interconnect (Signal Interconnections) S 312th St: SR99 to 23rd Ave S Ave S and 23rd Ave S: S312th St to S 317th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 6 controller fiber modems $ 116,350.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 22 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4E: Fiber interconnect (Signal Interconnections) 23rd Ave S: S 320th St to S 322nd St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 2 controller fiber modems $ 30,355.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 23 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4F: Fiber interconnect (Signal Interconnections) S 320th St: 25th Ave S to Military Rd S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects six signals with improved technology. Note: Communications from 25t" to 1-5 northbound ramps is complete. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 6 controller fiber modems $ 119,600.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 24 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4G: Fiber interconnect (Signal Interconnections) SR 161: SR18 to Milton Rd Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects five signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 5 controller fiber modems $ 154,830.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 25 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-41-1: Fiber interconnect (Signal Interconnections) SR 99: 16th Ave S to S 356th St (This project is being constructed by SR 99 Phase V to be constructed in 2016-2018) Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 3 controller fiber modems $ 115,960.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 26 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-41: Fiber interconnect (Signal Interconnections) S 356th St: 21st Ave SW to SR99 Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 3 controller fiber modems $ 184,600.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 27 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4J: Fiber interconnect (Signal Interconnections) 21st Ave SW: SW 312th St to SW 320th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 3 controller fiber modems $ 73,450.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 28 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-41K: Fiber interconnect (Signal Interconnections) S 312th St: 14th Ave SW to 8th Ave S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects three signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 3 controller fiber modems $ 156,650.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 29 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-41-: Fiber interconnect (Signal Interconnections) SR 509: SW 312th St to 8th Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects one signal with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 1 controller fiber modems $ 72,150.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 30 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-41VI: Fiber interconnect (Signal Interconnections) SW 320th St: 47th Ave SW to 21st Ave SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 2 controller fiber modems $ 160,550.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 31 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4N: Fiber interconnect (Signal Interconnections) SW 340th St/ SW 336th Wy: Hoyt Rd to 24th Place SW Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects two signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 2 controller fiber modems $ 102,830.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 32 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-40: Fiber interconnect (Signal Interconnections) S 288th St: SR99 to 45th PI S Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects five signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 5 controller fiber modems $ 189,150.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 33 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4P: Fiber interconnect (Signal Interconnections) Military Rd S: 31st Ave S to S 272nd St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. This project segment interconnects four signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 4 controller fiber modems $ 234,000.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 34 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-4Q: Fiber interconnect (Signal Interconnections) Potential Annexations Areas (PAA) from King County S 360t" St: Milton Rd S to Military Rd S Military Rd S: S 3601" St to S 320t" St S 32111 St: Peasley Canyon Rd to 51st Ave S 51 st Ave S: S 321 st St to S 316th St Description: The interconnecting of traffic signals allows the signals at various intersections along a corridor to be controlled centrally by the TMC, and coordinated with other nearby signals, resulting in improved traffic flow along a given corridor. Although the majority of Federal Way's signals have been interconnected, they are on a dial up copper wire and phone system to master controllers. Not all of the controllers have a master isolating a few signals. The dial up system is archaic and does not centrally control all the signals. These project segments install new traffic signals and interconnect the major roadways of the Federal Way PAA signals with improved technology. Justification: • Interconnected signals provide better traffic flow and rapid response to incidents because of the ability to adjust signal timing from the TMC. • Today, there is fiber interconnect being installed that will complete one full loop, interconnecting the rest of the signals into a second loop and into the first loop will complete the job. Dependencies: • Funding and Cost Benefit. • Availability of Communications. The Communications Plan shall identify a strategy and prioritization of each fiber interconnection segment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT Estimated Costs: 10 controller fiber modems $ 2,411,500.00 Assumes 25% conduit installation Assumes 100% 24 strand fiber material costs Assumes 100% 24 pull fiber labor costs Assumes lump sum testing and terminations Assumes (2) cameras per controller intersection No new loops no new cabinets Design costs @ 15% Construction Management Costs @ 15% Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 35 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-5: Event Management Plan Description: Directing traffic during both planned and unplanned events is a major traffic management issue. This project would develop a plan and "technology toolkit" for congestion management during planned events in and outside of the city. The technologies could include portable devices such as DMS to direct vehicles to available parking, camera, and detection that could be installed in advance on an as -needed basis. Events that occur are Regional and National Events such as events at the Aquatic Center, the Triathlon, and at Enchanted Parkway. Justification: • Traffic disruptions during major events impact emergency management response and public access to events. Dependencies: • Funding Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT • King County Road Services • Organizations who could help develop the scenarios the event management plan would address. Estimated Costs: Estimate includes plan development and mobile DMS and wireless camera units. Total estimated budget costs: $100,00.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 36 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan TM-6: Communications Plan Description: This project would develop a detailed ITS Communications Plan for Federal Way to link up the City's future ITS deployment. The Plan would identify options for accessing existing, and building new communications infrastructure to support existing ITS deployments and recommended projects identified in the ITS Master Plan. As one example, the Communications Plan would consider new fiber being installed as part of the Federal Way School District relocation and routed to Park & Rides. The Communications Plan would identify other key needs of transferring information and address alternative communication approaches and provide order of magnitude of cost estimates. Justification: • Ensures efficient utilization of existing and planned communication infrastructure. • The structured expansion of the City's communication network is vital for access to real-time information from devices such as vehicle detectors and camera's. Dependencies: • None, this project is recommended for early deployment. Stakeholders: • City of Federal Way • Travelers • Transit • All bordering agencies and WSDOT • King County Road Services Estimated Costs: Cost for deployment and development of a citywide communications plan. Total estimated budget costs: $75,000.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 37 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 6.2 EMERGENCY MANAGEMENT Emergency Management Projects include those that would improve the city's ability to provide a coordinated response to a major disaster, either manmade or natural. Federal way has a finalized Emergency Plan in place. EM-1 : Center to Center Communications with the Federal Way EOC and Satellite communications for TMC Description: The Federal Way Emergency Operations Center is housed within City Hall along with the TMC. There is a second command center at the South King Fire and Rescue station near 1 st Ave S and S 320t" Street. Both locations serve as a center for local agencies to coordinate responses and manage a major emergency. Federal Way Public Works has been assigned a seat at the EOC, which is activated in situations such as earthquakes, terror threats, and other situations. Justification: • Expanded access to WSDOT video and data, in the spirit of regional coordination. • Contribute to improved data sharing between regional centers. Dependencies: • TM2 - WSDOT Video Access Upgrade Stakeholders: • City of Federal Way • All bordering agencies and WSDOT • King County Road Services • King County Emergency Management • WSDOT Estimated Costs: Cost for deployment and development of a Satellite TMC for the EOC. Total estimated budget costs: $250,000.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 38 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 6.3 MAINTENANCE Maintenance projects are those that would provide weather and road conditions monitoring for increased efficiency of road maintenance operations. M-1 : Road/Weather Information System Description: Pavement sensors can be installed that would provide the maintenance office and TMC with alerts of potentially hazardous conditions, such as ice, flooding, or snow along City streets. The City could then post a warning message to motorists on a Dynamic Message Sign. This project would deploy these pavement conditions sensors at key location and provide notification to motorists when hazardous conditions such as water over the roadway or ice are detected. The weather data from these sensors would also be sent back to the TMC and the maintenance office for monitoring and to assist the maintenance dispatch in allocating resources. Cameras could also be deployed at these sites for confirming conditions and warning sign functionality. Justification: • Potential reduction in loss of life and property. • More efficient allocation of City maintenance resources, such as snowplows and anti icing, because of real-time conditions data. Dependencies: • Assess communications capability at remote sites. Stakeholders: • City of Federal Way Maintenance and Public Works Department • King County Road Services • General Public Estimated Costs: The City of Federal Way already has a weather station on top of City Hall. Costs for integration into the TMC are included in this central system costs. Pavement monitoring sensors for deployment at hazardous locations would be the only incurred costs. Potential locations for this equipment and the sensor locations would need a citywide evaluation. Capital Cost for Evaluation and Equipment; TBD at a later date Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 39 5/15/2015 CITY OF FEDERAL WAY INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Master Plan 6.4 TRAVELER INFORMATION Traveler information provides for the dissemination of roadway information collected by the TMC to reach travelers both pre -trip and en -route so that they may make informed travel decisions. TI-1: Regional Traveler Information Description: The King County ITS Strategic Plan has identified projects to provide regional arterial traveler information via the internet and potentially WSDOT 511 phone system. This project should provide the communications link and processing capabilities to automatically share information from Federal Way's ITS systems, such as traffic flow data and camera images, to the King County regional system, WSDOT 511, and/or the City web site or public access cable channel. Justification: This project would maximize the return on investing in ITS such as communications, traffic camera images, and vehicle detection by providing information to the broadest possible audiences. Dependencies: • Federal Way ITS Project Arterial Flow Map would provide useful information that could be distributed through additional channels. • Regional agreement must be reached on traveler information concept, including commitment from one agency to provide the central data warehouse. Stakeholders: • City of Federal Way • King County • General Public Access Cable Channel • WSDOT Estimated Costs: Costs include integration and web/cable TV interfaces. Total project cost that includes engineering, construction administration, and contingencies $150,000.00 Originally prepared by Maryanne Zukowski, P.E. Updated by Fehr & Peers Page 40 5/15/2015 CHAPTER FOUR ECONOMIC DEVELOPMENT 4.0 INTRODUCTION 4.1 POLICY BACKGROUND Growth Management Act VISION 2040 Countywide Planning Policies 4.2 SUMMARY OF EXISTING CONDITIONS General Patterns of Existing Development 1 2 2 2 4 5 5 Demographics 5 Federal Way's Regional Role 8 Retail, Lodging, and Restaurant Development 9 Office Development 11 Commercial Enterprise 11 Residential Development 12 Institutional, Educational, Cultural, Recreational Development and Tourism 12 4.3 KEY ISSUES AND TRENDS AFFECTING FEDERAL WAY'S ECONOMIC FUTURE 13 Strengths of the Local Economy Challenges Facing Federal Way 4.4 IMPLEMENTATION 13 14 15 Attributes of Successful Economic Development Programs 15 The City's Role in the Economic Life of a Community 15 Economic Development Strategy for Federal Way 17 4.5 THE ECONOMIC DEVELOPMENT VISION FOR FEDERAL WAY— 17 Economic Development Goals Map IV-1— Federal Way Location in King County 17 This page intentionally left blank. FWCP - Chapter Four, Economic Development Federal Way's vision is to create a sustainable, diversified, and globally -focused economy. To achieve this vision, the City must diversify its employment base. In addition the City must increase the overall number of jobs in order to improve the balance between jobs and households in the City. Federal Way's unique location between the two regional centers of Seattle and Tacoma, both with large concentrations of population and large, successful ports represents a significant opportunity. Federal Way is part of the larger Puget Sound economy, and therefore, economic change will depend in large part on the market forces at work within the greater region. The City is home to -prominent regional, national, and international businesses. The fortune 500 company, Kiewit Bridge and Marine, has an operation center here and the internationally known World Vision is located here. Federal Way is also home to St. Francis Hospital, which is consistently named one of the top 100 hospitals in America. Attractive contemporary office buildings, pleasant waterfront setting and affordable middle-class housing set Federal Way apart from its South Sound neighbors, such as Kent, Tukwila and Renton. Conveniently located along the Interstate 5 corridor, the city is close to Sea-Tac International Airport and the ports of Seattle and Tacoma, and is within easy reach of Olympia. In addition, the City holds unique regional attractions for entertainment and recreation, such as Wild Waves Theme Park, the Pacific Bonsai Museum, the Rhododendron Species Garden, and King County Aquatic Center. Based on the City's Economic Development Strategy, its mission is "to produce solutions to attract and retain businesses, jobs, and investments, along with improving the tax base and enhancing the quality of life in Federal Way." Revised 2015 IV-1 FWCP - Chapter Four, Economic Development The City's comprehensive plan is required to be consistent with the Growth Management Act (GMA), Puget Sound Regional Council goals and policies of Vision 2040, and the King County Countywide Planning Policies (CWPPs). The sections below briefly identify the relevant goals and policies under each of those categories to establish the context for economic development planning in the region. The City's specific goals and policies are consistent with these regional goals and policies and are contained in Section 4.5 of this chapter. Growth Management Act RCW 36.70A.020, Planning Goals of the GMA, includes a goal to encourage economic development throughout the state that is consistent with adopted comprehensive plans all within the capacities of the state's natural resources, public services, and public facilities. • Encourage economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons. • Promote the retention and expansion of existing businesses and recruitment of new businesses. • Recognizes regional differences impacting economic development opportunities. • Encourages growth in areas experiencing insufficient economic growth. The GMA further states that each comprehensive plan must include an economic development chapter that establishes local goals, policies, objectives, and provisions for economic growth and vitality, and a high quality of life. The chapter shall include: • A summary of the local economy such as population, employment, payroll, sectors, businesses, sales, and other information as appropriate. • A summary of the strengths and weaknesses of the local economy; defined as the commercial and industrial sectors and supporting factors such as land use, transportation, utilities, education, workforce, housing, and natural/cultural resources. • An identification of policies, programs, and projects to foster economic growth and development and to address future needs. VISION 2040 The Puget Sound Regional Council (PSRC) has also adopted region -wide goals and objectives related to economic development that will be implemented through local comprehensive plans. Revised 2015 IV-2 FWCP - Chapter Four, Economic Development The overarching goal of VISION 2040 is that the region will have a prospering and sustainable regional economy by supporting businesses and job creation, investing in all people, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life. VISION 2040 has a number of goals and policies related to economic development. The following VISION 2040 goals and selected policies are most relevant to Federal Way: Business Goal and Policies Goal: The region's economy prospers by supporting businesses and job creation. MPP-Ec-1: Support economic development activities that help to retain, expand, or diversify the region's businesses. Target recruitment activities towards businesses that provide family -wage jobs. MPP-Ec-S: Foster a supportive environment for business startups, small businesses, and locally owned businesses to help them continue to prosper. People Goal and Policies Goal: The region's economy prospers by investing in all of its people. MPP-Ec-8: Promote economic activity and employment growth that creates widely shared prosperity and sustains a diversity of family -wage jobs for the region's residents. MPP-Ec-9: Ensure that the region has a high quality education system that is accessible to all of the region's residents. MPP-Ec-10: Ensure that the region has high quality and accessible training programs that give people opportunities to learn, maintain, and upgrade skills necessary to meet the current and forecast needs of the regional and global economy. Places Goal and Policies Goal: The region's economy prospers through the creation of great central places, diverse communities, and high quality of life that integrates transportation, the economy, and the environment. MPP-Ec-17: Use incentives and investments to create a closer balance between jobs and housing, consistent with the regional growth strategy. Revised 2015 IV-3 FWCP - Chapter Four, Economic Development MPP-Ec-18: Concentrate a significant amount of economic growth in designated centers and connect them to each other in order to strengthen the region's economy and communities and to promote economic opportunity. MPP-Ec-20: Provide an adequate supply of housing with good access to employment centers to support job creation and economic growth. Countywide Planning Policies The Countywide Planning Policies (CWPPs) must be consistent with both the GMA and VISION 2040. The CWPPs promote the creation of a healthy and diverse economic climate. The overarching goal of the CWPPs is that people throughout King County have opportunities to prosper and enjoy a high quality of life through economic growth and job creation. The CWPPs state that each local community will have an individual focus on economic development, while the region's prosperity will benefit from coordination between local plans and the regional vision that take into account the county's and the region's overall plan for growth. There are number of goals and policies related to economic development in the CWPPs. Following are selected policies that are most relevant to Federal Way: EC-2: Support economic growth that accommodates employment growth targets through local land use plans, infrastructure development, and implementation of economic development strategies. EC-6: Foster the retention and development of those businesses and industries that export their goods and services outside the region. EC-7: Promote an economic climate that is supportive of business formation, expansion, and retention, and emphasizes the importance of small businesses in creating jobs. EC-8: Foster a broad range of public -private partnerships to implement economic development policies, programs, and projects. EC-9: Identify and support the retention of key regional and local assets to the economy, such as major educational facilities, research institutions, health care facilities, manufacturing facilities, and port facilities. EC-11: Work with schools and other institutions to increase graduation rates and sustain a highly -educated and skilled local workforce. This includes aligning job training and education offerings that are consistent with the skill needs of the region's industry clusters. Identify partnership and funding opportunities where appropriate. Revised 2015 IV-4 FWCP - Chapter Four, Economic Development General Patterns of Existing Development Federal Way is characterized by: • High -quality single- and multiple -family residential areas. • A range of housing that includes modest homes, manufactured dwellings, and large luxury waterfront homes. • Auto -oriented, suburban scale regional shopping center, such as The Commons; community shopping centers, such as SeaTac Village and Pavilions Center; and numerous strip centers. • Big box retail south of South 348`h Street. • Two high -quality business and office parks —West Campus and East Campus. • Semi -rural areas, wildlife areas, areas without utilities, and much vacant open space. • An amusement park that is a regional draw. • A waterfront primarily occupied by high -quality homes, but not particularly accessible to the public. • Many marginal commercial areas with redevelopment potential along Pacific Highway South (SR-99) that are vestiges of a prior era. Demographics Federal Way historically has been primarily a suburban, bedroom community. It has more households than jobs and as a result, provides more workers to the region than it attracts. However, since the City's incorporation, this balance between homes and jobs has shifted. Based on US Census data, the City's residential population grew by 23 percent from 67,554 in 1990 to 83,259 in 2000 and by 7 percent from 83,259 in 2000 to 89,306 in 2010. The City's covered employment grew by 44 percent from 21,756 in 1990 to 31,315 in 2000, but decreased by 10 percent from 3 1,3 15 in 2000 to 28,270 in 2010 based on PSRC's Covered Employment Estimates. The decrease in jobs between 2000 and 2010 reflects the impact of the 2008 recession, which has resulted in an even greater jobs/ housing imbalance as shown in Table IV-1 and described in the following paragraph. A high percentage of Federal Way residents that are part of the labor force do not work in Federal Way. The following table compares 2002 and 2011 labor force data. While the employment base of Federal Way has grown, nearly 87 percent of Federal Way's residents are employed elsewhere. This percentage has changed little from 2002 to 2011. Revised 2015 IV-5 FWCP - Chapter Four, Economic Development Table IV-1 Work Destination - Where Workers are Employed Who Live in Federal Way 2002 2011 City Total Percentage Total Percentage Seattle 10,310 26.3 8,500 22.7 Federal Way 5,459 13.9 4,991 13.4 Kent 2,922 7.5 2,430 7.0 Tacoma 2,546 6.5 2,627 6.5 SeaTac 2,018 5.1 1,620 4.7 Tukwila 1,834 4.7 1,670 4.5 Auburn 1,574 4.0 1,772 4.5 Bellevue 1,402 3.6 1,458 4.3 Renton 1,364 3.5 1,674 3.9 Burien 904 2.3 NA NA Everett NA NA 686 1.8 All Others 8,885 22.7 9,936 26.6 Total 39,218 100 37,364 100 Source: US Census Bureau, On The Map According to the City's Economic Development Strategy, and shown in the following table, the largest group of workers employed in Federal Way, who do not live in the City, come from Tacoma at 2,708. Tacoma is followed by Seattle, Kent, and Auburn. The largest employers in Federal Way are shown in Table IV-3. Table IV-2 Work Destination - Where Workers Who are Employed in Federal Way Live 2002 2011 City Total Percentage Total Percentage Federal Way 4,991 16.5 4,991 16.5 Tacoma 2,708 9.6 2,914 9.6 Seattle 1,224 4.7 1,401 4.6 Kent 901 4.6 1,429 4.7 Auburn 865 4.2 1,274 4.2 Lakeland South 579 2.3 548 1.8 Lakewood 520 1.9 NA NA South Hill 519 1.8 681 2.3 Puyallup 490 1.8 570 1.9 Des Moines 481 1.6 542 1.8 Renton NA NA 478 1.6 All Others 11,915 47.3 15,403 51.0 Total 25,681 100 30,231 100 Source: US Census Bureau, On The Map Revised 2015 IV-6 FWCP - Chapter Four, Economic Development Table IV-3 Major Employers in Federal Way Name Number of Employees Federal Way School District 2,600 World Vision 1,704 Xerox Commercial Services 1,350 Weyerhaeuser 1,225 St. Francis 875 Norpoint Entertainment LLC (Wild Waves) 36 permanent (800-1000 seasonal employees) US Postal Services 616 Walmart 560 City of Federal Way 480 (approximately 180 are seasonal employees) DaVita 318 Safeway 254 Virginia Mason Health Care 253 Costco 221 Berger ABM Inc. 220 Fred Meyer 220 Source: City of Federal Way 2013/2014 Business License The 2000 Census information showed that Federal Way's median income levels had grown substantially since 1990, with the City, at that time, leading the South King County cities in the percentage of wage-earning households, as well as median household income. Based on the 2000 census, with a median household income reported of $49,278, Federal Way had a higher median household income than that of any of the other major South King County cities (Renton, Kent, Burien, Auburn, Tukwila, and SeaTac. However, as the following table shows based on the American Community Survey (ACS) 5 Year Estimate 2009-2013, Federal Way's median income now ranks fourth among the major South King County cities. This is likely the result of regional housing trends that are forcing lower income families to move out of Seattle and settle further north or south where housing process are more affordable. Revised 2015 IV-7 FWCP - Chapter Four, Economic Development Table IV-4 Median Income City Median Income ($) Renton $64,141 Des Moines $59,799 Kent $57,553 Federal Way $55,872 Auburn $55,483 Burien $50,805 SeaTac $46,328 Tukwila $43,331 Source: ACS 5 Year Estimate 2009-2013 Federal Way's Regional Role Federal Way is located at a mid -point in the Seattle -Tacoma metropolitan region at the intersection of I-5 and SR-18, with easy access to the Ports of Seattle and Tacoma and SeaTac International Airport. Federal Way's location is a prime asset as traffic congestion and concerns over personal and freight mobility within the region become paramount issues for commerce and industry, as well as commuters. Nevertheless, the economic boom that is underway has largely been concentrated in the eastside communities and, downtown Seattle. However, with changes in the high-tech industry, such as increased opportunities for telecommuting; increasing traffic congestion; soaring housing prices; and increasing limits to growth in those areas, Federal Way is in an even better position from a regional perspective. Economic Base Federal Way's retail base is diverse and attracts customers from outside the City limits. Its market share; however, is relatively low compared to other Southwest King County communities. Although Federal Way retailers capture a good deal of the City's primary and secondary market expenditures for general merchandise and food trade, a high percentage of local shoppers go elsewhere to shop for items such as automobiles, apparel/accessories, miscellaneous retail purchase, building materials, and furniture. As can be seen from the data in Table IV-5, in 2012 Federal Way's strongest employment sectors were Services, Health Care, Retail, and Tourism. The percentage of total employees in these sectors exceeded the South King County (Federal Way, Auburn, Burien, Des Moines, Kent, and Renton) percentages. The percentage of employees in Federal Way in the Healthcare, Retail and Tourism sectors also exceeded the countywide percentages; however, percentage of employees in Services in Federal Way was a little less than the percentage countywide. The City had noticeably fewer jobs than average in the Manufacturing and Wholesale Trade, Transportation, and Utilities sectors. Revised 2015 IV-8 FWCP - Chapter Four, Economic Development Table IV-5 2012 Employment Estimates Federal Way and King County Employment Federal Percentage South King Percentage Countywide Percentage Category Way of Total County of Total Employees of Total Employees Employees Employees Employees Employees Services Excluding Health 6,765 22.95% 35,621 15.14% 318,997 27.90'%) Care & Tourism Healthcare 5,713 19.38% 23,763 10.10% 130,180 11.38% Retail 4,585 15.55% 23,243 9.88% 107,884 9.44% Tourism 3,654 12.40% 21,929 9.32% 118,063 10.33% Education 2,087 7.08% 12,893 5.48% 70,974 6.21% Finance,Insurance 1,964 6.66% 8,305 3.53% 62,621 5.48% and Real Estate Government: Public Sector Employment 1,696 5.75% 17,480 7.43% 86,211 7.54% Excluding Education Wholesale Trade, Transportation and 1,644 5.58% 42,177 17.92% 99,876 8.74% Utilities Construction and 853 2.89% 9,352 3.97% 47,469 4.15% Resources Manufacturing 516 1.75% 40,537 17.23% 100,982 8.83% Total 29,477 100% 235,300 100% 1,143,257 100.00% Source: 2012 PSCR Covered Employment Estimates by Jurisdiction Retail, Lodging, and Restaurant Development ¢' Developed and opened in 1975, as SeaTac Mall, the mall now known as the Commons was the primary force behind the growth of retail in Federal Way during the 1980s. After a period of some decline during the great recession, the Commons has new ownership and is in a period of growth. Since 2007, the Commons has added new tenants; these include the Century Federal Way Theatres, Target, Kohl's, and most recently Dick's Sporting Goods in the Fall of 2014. In 1995, Pavilons Centre replaced the old Federal Way Shopping Center, and in 2001 the Revised 2015 IV-9 FWCP - Chapter Four, Economic Development Pavilions Center Phase II, a major addition and redevelopment, came on line. In 1998, SeaTac Village was given a complete face-lift incorporating the City's commercial design guidelines. In addition, in the late 1990s, a new Walmart store moved into the City Center (downtown), and there have been several renovations and remodeling of existing retail structures, including the conversion of the old Safeway building at the southwest corner of South 320th and Pacific Highway into Rite Aid and the former K-Mart into a Safeway store. In early 2000, a 45,000 square foot Best Buy opened in the City Center and a 52,000 square foot Albertson's remodel occurred in the Community Business zone along Pacific Highway South. Albertson's has recently been acquired by Haggen, and the store was formally opened on June 6th. Also, Hong Kong Market will soon open in the Northshore Shopping Center (21St Avenue SW and SW 356th Street). In 2006 and 2007, the portion of the Commercial Enterprise zoned area located between South 344th and South 356th Streets and Pacific Highway South and 1-5 experienced both new development and redevelopment. The Federal Way Marketplace shopping center, located north of South 348th Street, was developed on a vacant 33.5 acre site. Federal Way Crossings and Lowe's, located between South 348th and South 356th Streets, were constructed on previously developed parcels of 21 acres and 17.62 acres, respectively. The Federal Way Marketplace is a multi -tenant complex consisting of 245,785 square feet of commercial uses, including a 203,000 square -foot Walmart Supercenter, banks, full service and fast food restaurants, office, and storage uses. Federal Way Crossings is a multi -tenant complex consisting of 185,156 square feet of retail, commercial, and financial services restaurants; and Lowe's is a 169,000 square foot home improvement center. Between 1995 and 2015, five hotels/motels have been constructed in and around the City Center. These include Best Western plus Evergreen Inn & Suites, Courtyard by Marriott, Extended Stay, Comfort Inn, and Hampton Inn & Suites. In addition, a Holiday Inn Express, Sunnyside Motel (Travel Lodge), and Quality Inn have been built south of the City Center along Pacific Highway. Since the comprehensive plan was last updated in 2007, a number of new restaurants have opened in Federal Way. These include Panera Bread, McGraths, and Buffalo Wild Wings, which were constructed on pads at the Commons Mall. Herfy's Burgers and Stacks (formerly Mooyah) moved into SeaTac Village and Pimienta Bistro and Bar moved to the corner of Hoyt Road SW and SW 340th Street. East India Grill and the Ram moved into Gateway Center. Applebee's relocated from within the Commons to an outside pad, and Billy McHale's relocated from SeaTac Village to Celebration Center. Revised 2015 IV-10 g FWCP - Chapter Four, Economic Development Office Development Federal Way's East and West Campus developments set a standard in the region as two of the best examples of master -planned office campuses in the Pacific Northwest. The quality of office development in these areas is decidedly different than elsewhere in Federal Way and Southwest King County. Since incorporation, the majority of new office development has been located within Federal Way's East Campus, which is presently developed with more than 1.5 million square feet of office, not including the Weyerhaeuser Corporate Headquarters and ancillary buildings, which total approximately 358,000 square feet. Between 1990 and 2006, the West Campus area saw little new office development. Permits had been issued, but not picked up, due to rising vacancy rates. However, since 2006-2007, there has been an additional 27,575 square feet of office space constructed, for a total of 1,564,306 square feet. Citywide, as of 2012, there was a 24.6 percent overall office vacancy rate. This percentage will increase dramatically once the Weyerhaeuser Corporation moves its headquarters to Seattle in 2016. In the City Center, only 3,699 square feet of office space has been constructed since the last comprehensive plan update, and office buildings continue to constitute a minority of the City Center's development. Commercial Enterprise There has been no substantive Business Park development since the City's incorporation. This lack of Business Park development suggests the influence of market forces outside of the City limits, where cheaper land, better freight access, and established industrial parks act as a draw for prospective business park development. As a result, in 2007 the City adopted a new zoning designation, the Commercial Enterprise (CE) designation, which replaces the former Business Park (BP) zoning designation. The CE designation was created in order to meet changing market conditions, as indicated by City market studies and by numerous rezone requests. The CE designation is intended to capture the demand for a diverse mix of industrial, office, and retail sales and services, arrayed in well integrated, high quality developments. Revised 2015 IV-11 FWCP - Chapter Four, Economic Development Residential Development One of Federal Way's strengths is the range and quality of its housing stock. The quality, quantity, and range of options for housing are major factors in business siting decisions. Please refer to Chapter 5, Housing, for a description of housing in Federal Way. Institutional, Educational, Cultural, Recreational Development and Tourism The City boasts a number of outstanding health care facilities, including St. Francis Hospital, Virginia Mason Clinic, and Group Health. This growing medical sector includes Total Renal Care Inc. (DaVita) and Children's Hospital, which is expected to open in 2015. Built in 1998, the Knutzen Family Theatre provides a venue for professional theatre and the symphony. A City owned/operated Community Center, which offers a wide variety of classes and recreational facilities, was constructed in 2007. The Federal Way Parks, Recreation, and Cultural Services Department offers a summer concert series at Steel Lake Park. Each year, Federal Way's July 4th Red, White, and Blues festival is held at Celebration Park. Tourist attractions in Federal Way include Wild Waves Theme Park which has a regional draw during the summer; the King County Aquatic Center, which hosts national swim meets; Celebration Park where the nationally acclaimed tournament soccer and baseball facilities draw tourist activities; the Pacific Bonsai Museum, which features outstanding bonsai from the Pacific Rim nations of Canada, China, Korea, Taiwan, and the United States; the Rhododendron Species Botanical Garden, home to one of the largest collections of species of rhododendrons in the world; PowellsWood Garden, which includes seven distinct gardens separated by hedges; the City -owned Dumas Bay Centre, which offers meeting rooms and overnight accommodations in a spectacular natural setting with stunning Revised 2015 IV-12 FWCP - Chapter Four, Economic Development views of Puget Sound and the Olympic mountains; West Hylebos Wetlands Park, a 120 acre wetland park with a large trail and boardwalk network; the Brooklake Community Center, which potentially could be connected to the West Hylebos Wetlands Park by extension of the boardwalk, and could also include an educational/learning center focused on the history of the property and surrounding areas and/or environment; and the Farmers Market, which acts as a gathering place for the community during the Spring and Summer. The City is also in the planning stages for a 700-seat, 44,000 square foot Preforming Arts and Events Center (PAEC) and associated hotel, which will be built in the City Center. The PAEC has the potential to generate significant redevelopment in the City Center. In 2001, the DeVry University opened their first Northwest Campus in Federal Way. This 100,000 square foot facility provides technology training customized to increase employee workplace skills. The City is actively involved in recruiting a branch campus of a four-year institution or an institution of higher learning with programmatic elements consistent with a four-year institution. The City is also pursuing education programs through partnerships in specialized career focused areas. The university and education initiatives are being pursued to enhance educational and training opportunities to establish career paths and prepare students for the market economy of the future. Strengths of the Local Economy According to the City's Economic Development Strategy, Federal Way's strengths lie in its young population, quality of life, and location. Young Population — Federal Way has a young population compared to King County and the state. According to the ACS 5 Year Estimate 2009-2013, approximately 50 percent of Federal Way's population is less than 35 years old, compared to 47 percent for both King County and the state. In addition, the median age in Federal Way is 35 years as compared to 37 years for King County and the state. Quality of Life — There are a wide variety of recreational opportunities in the Federal Way area. These opportunities range from Dash Point State Park, a 398- acre state park on the west side of the city; Celebration Park, an 84-acre community park located approximately in the middle of the City with ball fields and walking trails; the Bonneville Power Administration right-of-way recreation trails; and Wild Waves Theme Park, a 72-acre water and amusement park. In addition, Federal Way has a high percentage of affordable housing. In 2012, 35 percent of all occupied housing units were affordable for those at 51-80 percent of area median income, families making approximately $40,000 to Revised 2015 IV-13 FWCP - Chapter Four, Economic Development $59,000 based on a three -person household, and 24 percent of all occupied housing units were affordable for those at 41-50 percent of area median income, families making approximately $24,000 to $40,000 based on a three -person household. Federal Way has a low crime rate compared to Tacoma and other south end cities. • Location — Federal Way is strategically located adjacent to Interstate 5 between the major cities of Seattle and Tacoma, close to an international airport, and the deep water marine terminals of the ports of Seattle and Tacoma. It is also part of a market area with a population of 3.7 million. Challenges Facing Federal Way According to the City's Economic Development Strategy, there are several key issues that impact the City's economic future. These include the following: Jobs Housing Balance — Historically, Federal Way has had a jobs/housing imbalance. In 2013, Federal Way had a jobs/housing ratio of 0.83, compared to 1.51 for King County and 1.15 for the four -county Central Puget Sound region. A low jobs/housing ratio indicates a housing -rich "bedroom community," while a high jobs/housing ratio indicates an employment center. Federal Way has been a bedroom community to Seattle and Tacoma. This has caused constraints on infrastructure and mass transit systems, and gridlock at rush hours. Through the reuse of the Weyerhaeuser campus and the redevelopment of downtown, there is opportunity to create employment opportunities for the City's residents by bringing new businesses or expanding existing businesses. • Income Levels — Based upon the ACS 5 Year Estimate 2009-2013, 16 percent of Federal Way's population lives below poverty levels compared to 11 percent for King County and 13 percent for the state. Additionally, the Median Household Income of Federal Way was $55,872, compared to $71, 811 for King County, and $59,478 for the state. • Education Levels — Data from the ACS 5 Year Estimate 2009-2013 identified 25 percent of the population of Federal Way as having a bachelor's degree or better. This is less than the state percentage at 32 percent, King County at 46 percent, and Seattle at over 50 percent. In the "Information Age," an educated workforce is tantamount to success for a business. Departure of Weyerhaeuser — This longtime business has made a decision to consolidate and move into a new building in downtown Seattle. This movement will create a loss of 1,250 jobs to Federal Way. The reuse of their 430 acre campus, two iconic buildings, and corresponding property provides an unequalled opportunity to bring the next generation of businesses and jobs to Federal Way. Revised 2015 IV-14 FWCP - Chapter Four, Economic Development Attributes of Successful Economic Development Programs Successful economic development programs typically have the following attributes. First, they receive material support and leadership from the Mayor, City Council, and senior City staff. Second, the municipal leadership is willing to work creatively and cooperatively with private sector leaders and businesses to accomplish economic development goals. They have the ability and find the resources to target infrastructure projects and programs to encourage development or redevelopment of specific areas. To do this, they work aggressively to secure state and federal funds for local public and private assistance. The City is committed to the above principles in development and execution of its economic development strategy. The City has also been creative and open to exploring and adopting innovative regulatory and incentive programs to attract and retain businesses and development projects, such as the Multi -Family Tax Exemption. Key among such programs should be any efforts aimed at predictable and streamlined permitting processes, such as the SEPA Planned Action in the City Center. The City's Role in the Economic Life of a Community In the State of Washington, the direct actions that cities can take to encourage economic development have historically been more limited than in other states. However, one of the most significant direct actions a city can take is to provide the necessary infrastructure. This includes: 1) developing long term facilities expansion plans for infrastructure such as roads; 2) designing the specific systems and projects; 3) raising or borrowing local funds to finance the projects or act as a conduit for state, federal, and intergovernmental funds; and 4) forming public -private partnerships to jointly construct projects. Since incorporation, the City with the assistance of state and federal funds, has widened and improved Pacific Highway South and South 320th Street, both major corridors through the City. This has facilitated the movement of traffic and goods through and around the City as Pacific Highway South is a major north -south arterial and South 320th street is a major east -west arterial. Second, a city can deliver high quality and cost effective urban services. These necessary services include police and fire protection; parks, recreation, and cultural services; social services and job training; and a well -run land use planning and regulatory process. In an effort to provide high quality and cost effective service, and in order to reduce crime rates, the City of Federal Way formed its own Police Department in 1996, six years after incorporation. In 1997, the City constructed Celebration Park, an 84 acre community park. This has made a large contribution to the local economy in terms of bringing baseball and soccer tournaments to the City, thus benefiting the lodging and eating establishments. In addition, a city can actively participate in public/private groups designed to help businesses and the development community as they work their way through the state and federal regulatory processes. Revised 2015 IV-15 FWCP - Chapter Four, Economic Development Third, a city can directly impact economic development by doing market research or by being a landowner and developer. For example, a city could develop, maintain, and disseminate data and analysis on local development conditions and trends, as well as monitor important trends and assumptions upon which plans, programs, and strategies are based. The City maintains a web site which contains a variety of economic development - related information aimed at marketing the community in order to attract new businesses to the area. In addition, a city can buy land, aggregate parcels, and make necessary improvement so that it is ready for new development or redevelopment. For example, the City has acquired 17 acres in the downtown and will be embarking on developing a Town Center, which includes four components (See additional discussion in Chapter 7, City Center): • Four acres for a Performing Arts and Events Center (PAEC) (Town Center I). • Four acres for a park (Town Center II). • Eight acres for a hotel and potential development opportunities for office, medical office, higher educational facilities, retail and restaurants, along with arts and entertainment venues. In addition, there is a smaller component for office or institutional space (Town Center II1). • One acre for transit -oriented development (TOD) located west of the transit center and multi -story parking garage owned and operated by Sound Transit (Town Center IV). For some projects, a city can issue industrial revenue bonds or other tax-free municipal bonds. This also allows a city to joint venture with a private sector partners for appropriate development. In terms of indirect roles, a city can act as a facilitator to convene public and private entities to work on issues of local importance and reach consensus. Preparation of a comprehensive plan and Economic Development Strategy are examples of this important indirect action. A city can act as a representative of local residents' and business' interests in resolving regional and countywide problems such as traffic congestion, housing, and human service issues. A city can also mobilize local community support for important projects and problem solving; and work to improve the overall image of the community and in doing so, make the community more attractive for economic development. Lastly, a city's public investment in municipal facilities, such as city administrative offices, judicial/court facilities, community centers, and cultural and recreational venues can be a factor in inducing further economic development. By targeting a subarea for an infusion of redevelopment investment and daytime population, nearby businesses not only may see a greater captive market, but may also be encouraged to remodel, renovate, and/or improve their establishments. Cultural and recreational facilities, like the PAEC, or seasonal activities such as the Federal Way Farmers' Market can also have a wide range of economic impact, from simply attracting residents to a particular part of the city (e.g., city center) more frequently where they may patronize other businesses, to attracting visitors from around the region and country who will bring new revenue to the local economy through lodging, restaurant, and goods/services expenditures. Revised 2015 IV-16 FWCP - Chapter Four, Economic Development Economic Development Strategy for Federal Way The Mayor's Economic Development Strategy for Federal Way for 2015-2016 can be found in the January 2015 City of Federal Way, "Some Assembly Required — An Economic Development Strategy." The vision for economic development in Federal Way is to become a premier community in the Puget Sound region. This vision will be accomplished through the mission of producing solutions to attract and retain businesses, jobs, and investments, along with improving the tax base and enhancing the quality of life in Federal Way. Economic Development Goals The City of Federal Way will not wait for market forces to create the future, but will act to shape and accelerate the evolving market trends in the direction of its vision. The City will pursue the following goals to implement economic development. Goal EDG1 Promote and create a sustainable, diversified and globally focused economy. Policies EDP1 Cooperate with the federal, state, and region's public jurisdictions and private entities on matters of individual interest including: economic, social and environmental issues. EDP2 Periodically monitor local and regional trends to be able to adjust plans, policies, and programs. EDP3 In conjunction with the local business community, actively pursue ties to Pacific Rim nations and businesses to stimulate related business activity. Goal EDG2 Help attract, expand, and retain businesses, jobs, and investments that provide employment and enhance income opportunities for Federal Way residents. Policies EDP4 Actively recruit new employers to the City. Revised 2015 IV-17 FWCP - Chapter Four, Economic Development EDP5 Promote the continued diversification and sustainability of the local economy and expand employment opportunities for residents. EDP6 Provide a better balance between housing and jobs by increasing the number of jobs within the City relative to the number of households. EDP7 Diversify the economic base by encouraging higher paying white collar and technical jobs while preserving and enhancing the strong retail base. EDP8 Promote the redevelopment of existing underdeveloped areas as a means to sustain the economy and provide jobs. EDP9 Continue to utilize design guidelines to enhance the urban environment in order to retain and attract businesses and residents. EDP10 Continue to implement a streamlined permitting process consistent with state and federal regulations to reduce the upfront costs of locating businesses or redeveloping businesses in the City. EDP11 Continue to pursue aggressive public safety programs designed to protect residents, businesses, and their investments. EDP12 Continue to provide a business -friendly tax structure with no business and occupation tax or employee head tax. EDP13 Support existing industrial employers and addition of new industrial employers that contribute to the diversity of the City's employment base and support other industries in the City. Goal EDG3 Work with the Weyerhaeuser Corporation for reuse of the Weyerhaeuser Corporate Campus to provide jobs for the next generation. Policies EDP14 Be proactive in attracting commercial development with high paying jobs to locate at the Weyerhaeuser Campus. EDP15 Consider allowing a wider range of uses in response to market conditions at the Weyerhaeuser Campus. Goal EDG4 Build a brand to promote and enhance the image of Federal Way. Revised 2015 IV-18 FWCP - Chapter Four, Economic Development Policies EDP16 Provide and work with partners, such as the Federal Way Chamber of Commerce, to ensure effective and efficient services to residents, businesses and visitors in the effort to become a "Premier City in the Puget Sound region" EDP17 Promote the community by working with the Federal Way Chamber and the private sector to develop marketing tools that attract new businesses, visitors, and investments. EDP18 Fund the public portion of public/private groups to allow the groups to do an effective job in marketing the community. EDP19 Continue to manage an economic development web page that promotes business and development within the community, provides an interactive database of information of value to businesses and developers, and involves the participation of the Federal Way Chamber and other stakeholder groups. EDP20 Continue to market the community for, and encourage development of, businesses in the high-tech sector. This effort will include exploration of regulatory and/or financial incentives to attract high-tech businesses and collaboration with regional communities, businesses, and local institutions of higher education to promote Federal Way and South King County. Goal EDG5 Ensure education opportunities align with future job growth. Policies EDP21 Actively promote the continued diversification and sustainability of the local economy along with education opportunities through a "University Initiative." EDP22 Strive to create working partnerships with institutions of higher education in order to encourage and support their location, expansion and further integration within the Federal Way economy, and identify and exploit increasing opportunities for economic development. EDP23 Recruit a university branch campus to locate in the downtown close to the transit center, and other civic and urban amenities. Goal EDG6 Formulate tools and systems to encourage and enhance entrepreneurship. Policy EDP24 Consider opportunities to partner with local human -service organizations in providing human resources development programs for unemployed or under- employed workers. Revised 2015 IV-19 FWCP - Chapter Four, Economic Development Goal EDG7 Emphasize redevelopment that transforms the City from a suburban bedroom community to a diverse jobs -rich urban center. Policies EDP25 Implement zoning and provide financial incentives that encourage prioritized development consistent with comprehensive and subarea plans and orderly, phased growth. EDP26 Actively work to facilitate joint public/private funding of infrastructure. EDP27 Actively work with representative groups of business and property owners, including the Federal Way Chamber and other local business associations, to enhance citywide and subarea improvements and planning. EDP28 Continue to look for opportunities to assimilate land in the City Center in order to achieve the community's vision for that area. Goal EDG8 Encourage concentration of non-residential development into five primary areas: • High -density mixed -use development in the City Center. • High -quality low/mid-rise mixed -use development in the Twin Lakes Commercial Sub -area. • A mix of commercial, office, retail, and light industrial development in the area around 348`h and SR-99 and around the I-51SR 18 interchanges. • High -quality office park development, including corporate headquarters, continued in and around West Campus. • High -quality commercial development, including corporate headquarters in a park -like campus in East Campus and the Weyerhaeuser Campus. Policies EDP29 Encourage redevelopment of the City Center. EDP30 Build out the Town Center with a mix of uses such as the Preforming Arts and Events Center (PAEC), public park, and a mix of residential, commercial, office, educational, and civic uses. EDP1 Work with the local real-estate community to reoccupy the vacant office buildings in West Campus. EDP32 Continue to implement high -quality urban design standards for these areas. Revised 2015 IV-20 FWCP - Chapter Four, Economic Development EDP33 Continue to utilize the SEPA Planned Action for the City Center so that compliant development proposals may receive permit approvals with a minimum of environmental review. EDP34 Explore innovative financing techniques such as Local Improvement Districts, Industrial Revenue Bonds, New Market Tax Credits, and other innovative financing tools to encourage desired redevelopment. Goal EDG9 Encourage and support the development of recreational and cultural facilities and/or events that will bring additional visitors to Federal Way, and increase visitor spending. Policies EDP35 Recognize the importance of cultural and recreational activity to the economy, and through the Lodging Tax Advisory Committee, Arts Commission, and Parks Department pursue joint ventures with private groups and individuals in developing cultural and recreational opportunities in Federal Way. EDP36 Encourage the expansion of existing and development of new multi -purpose facilities to host cultural and recreational activities, and continue to work with the lodging providers in order to increase the number of visitors to Federal Way, thus increasing visitor spending. Revised 2015 IV-21 City of Map IV-1 Federal Way Federal Way Location within King County k4 Pbul bo ;Shoreline Plr" 7� r, 4 sot lf� •� Seattle Bremerton Port of Seattle B K ,I"t s a P jp ,i v 1.1 n t y.1 Burien Vasa n J* )eland Seattle - Tacoma J Intemational Airpoa. ,emu IsLmdpieget Harbor ,. �* Federal ; . VUay f Tacoma Fox '- itof Taearp _ . Lsland 4. University/ 1 e r c`e Place .. . Co. u n- c,t I MY OF Federal Way omplanUD 14 UpdwWAY_PUgetRegian Map. rnxd ,�q t.1 n t ]f I' r - Redmond Bellevue 'mod North Bend Issaquarh� i� Renton - Kent I n - I IC o u n t L -i--'ti Auburn -- Legend City of Federal Way Ocher Incorporated Area �� Unincorporated Areas a l i up ` �'�, County Boundary Parks This map is intended for use as a graphical representation. The City of Federal Way makes no warranty as to its accuracy. CHAPTER FIVE HOUSING 5.0 INTRODUCTION 1 5.1 POLICY BACKGROUND 2 Growth Management Act (GMA) 3 VISION 2040 3 Countywide Planning Policies (CWPPs) 3 5.2 FEDERAL WAY AND ITS HOUSING 4 Household and Population Trends 4 Household Size 6 Special Needs Populations 7 Employment 8 Housing Stock and its Condition 8 Subsidized Housing 9 Housing Condition 10 Housing Cost and Affordability 10 Ownership Housing 12 Affordability of Ownership Housing 12 Future Housing Growth 13 Housing Targets 13 Housing Capacity 13 Meeting the Need for Housing 14 5.3 KEY HOUSING ISSUES 15 Preserving Neighborhood Character 15 Zoning and Development Regulations 15 Affordable and Special Needs Housing Strategies 16 Development Review 16 Citizen Participation 17 Policy Coordination and Regional Participation 17 5.4 HOUSING CHAPTER GOALS AND POLICIES 17 Preserving Neighborhood Character Community Involvement and Development Review Good Design and Diversifying Housing Choice Housing Affordability Special Needs Regional Participation 18 18 19 20 22 22 FWCC - Chapter Five, Housing The primary goal of the Housing chapter is to create high quality neighborhoods that meet Federal Way's current and future housing needs for all economic groups and household types. The plan does this by preserving and enhancing existing neighborhood character, while also encouraging the development of a wide range of housing types. The Land Use chapter determines the location and densities of that new housing. The availability of diverse housing choices and affordable housing for all income groups is essential to a stable, healthy, and thriving community. Most housing is not built by cities, but by the private sector. However, cities and other entities, such as lending institutions impact the supply and affordability of housing. This chapter focuses on the housing supply and affordability factors that the City can either control or influence. Demographic trends indicate a shift in future market demand towards smaller housing units, rental housing units, and mixed -use housing in a lively, amenity -rich environment. The City must adapt to these market trends and preferences to be successful. Currently, almost 60 percent of Federal Way households are one or two -person households. That percentage is expected to increase due to factors such as declining birth rates, later childbirth, lower marriage rates, increasing number of empty nesters, longer lifespans, etc. Additionally, the percentage of the population represented by seniors has increased dramatically over the last ten years and is expected to continue in that direction. Senior households also tend to be one or two person households. This tells us that demand will likely be increasing for smaller housing units as opposed to large, suburban style single-family houses. The cost of housing is increasingly becoming a barrier to the traditional model of single-family home ownership. This factor will also dictate smaller home sizes as well as rental housing demand. In the next 30 years, the age cohort from 35 to 64 (the bracket traditionally seeking the most housing space) will be cut in half as a Revised 2015 V-1 FWCC - Chapter Five, Housing percentage of total household growth. One counter trend that may be occurring is an increase in the immigrant population, which tends to have larger families. These families may be seeking larger, single-family homes to accommodate multi -generational families. Even if this trend continues, it is likely that we already have a large enough supply of single-family homes (and potentially an over -supply if a significant portion of baby boomers choose to relocate to senior housing, small houses, and apartments rather than age in place). In order to address these trends, the City of Federal Way should allow a wide variety of housing types. The City should zone adequate land for senior housing and facilitate development of accessory dwelling units. The City should consider allowing smaller lot and home sizes to accommodate young first-time homebuyer families and seniors interested in down -sizing, but staying in their own home. The City should be developing dynamic, walkable, mixed -use neighborhoods with shopping, dining, entertainment venues, and multi -story apartment and condominium housing. This type of product is appealing to young people as well as a portion of the senior market. Demand for housing in urban style, walkable communities has continued to increase along with housing prices in such environments. One way to think of this is if the City desires our Y-generation kids who grew up in great Federal Way suburban neighborhoods to stay in town, we need to start building walkable urban neighborhoods that appeal to them. Providing desirable housing and amenity rich environments also support development of well -paying jobs. Companies make location decisions, in part, based on ease of employee recruitment and retention. The quality and desirability of housing options is a big factor in attracting and retaining good employees. While the City does not control private sector investment, which is necessary for the development of quality housing and neighborhoods, the City should take the steps within its power to facilitate development of the types of housing that will create the best opportunity for success. Steps that can be taken (and in most cases already have) include creation of development regulations that allow these types of products, establishment of incentives for certain development types, evaluation of current codes for barriers to certain housing types, and creation of public -private partnerships. No one can predict the future. If the City fails to adapt to these trends, the City may see the following consequences: loss of key demographic groups to cities that do adapt; potential declining home values due to an over -supply of large -lot single-family homes; decrease in median income as lower income families relocate to suburban environments and higher income families re -locate to desired mixed -use environments; loss of existing quality employers; and lack of ability to attract quality employers. If the City does adapt, it will be in a position to achieve the opposite result. The goals and policies of the Housing chapter are intended to, among other things; guide us to success in adapting our housing options to meet future demand. The Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs) provide a framework for all jurisdictions to plan for and promote a range of affordable, accessible, and healthy housing choices for current and future residents. Revised 2015 V-2 FWCC - Chapter Five, Housing Growth Management Act (GMA) RCW 36.70A.020, Planning Goals of the GMA requires cities to "Encourage the availability of affordable housing to all economic segments of the population, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock." The GMA discourages "...conversion of undeveloped land into sprawling, low - density development". The GMA requires that the Housing chapter include: • An inventory and analysis of existing and projected housing needs that identifies the number of housing units necessary to manage projected growth. • A statement of goals and policies for housing preservation, improvement, and development of housing. • Identification of sufficient land area for the number of needed housing units, including government assisted housing, housing for low income families, mobile/ manufactured housing, multiple family housing, and special needs housing. This defines the amount of land that the City must designate for housing in the Land Use chapter. • A strategy and policy for meeting the housing needs of all economic segments of the community. • Encouragement for innovative land use management techniques to enhance affordable housing opportunities, including density bonuses, cluster housing, planned unit developments, and transfer of development rights. VISION 2040 VISION 2040 contains multi -county planning policies (MPPs) that provide a policy framework and numeric guidance for local growth management planning and target setting. Countywide Planning Policies (CWPPS) and local comprehensive plans must be consistent with the MPPs. The Regional Growth Policy in VISION 2040 calls for growth focused in Metropolitan and Core Cities, such as Federal Way, particularly within designated Centers, and aims to improve the jobs -housing balance throughout the region. The overarching goal of VISION 2040 is for the region to preserve, improve, and expand its housing stock to provide a range of affordable, healthy, and safe housing choices to every resident, with fair and equal access to housing for all people. Countywide Planning Policies (CWPPs) The CWPPs must be consistent with both GMA and VISION 2040. The overarching goal of the CWPPs is that the housing needs of all economic and demographic groups are met within all jurisdictions. In order to do so, they require that jurisdictions do the following regarding housing: Revised 2015 V-3 FWCC - Chapter Five, Housing • Address the need for housing affordable to households with moderate, low, and very -low incomes, including those with special needs. The countywide need for housing by percentage of Area Median Income (AMI) is: 50-80% of AMI (moderate) 16%of total housing supply 30-50% of AMI (low) 12%of total housing supply 30% and below AMI (very -low) 12% of total housing supply • Address the need for housing affordable to households at less than 30% AMI (very -low income), recognizing that this is where the greatest need exists, and addressing this need will require funding, policies, and collaborative actions by all jurisdictions working individually and collectively. • Work with other jurisdictions to meet countywide housing targets and affordable housing needs. • Conduct an inventory and analysis of existing and projected housing needs of all economic and demographic segments of the population. • Provide zoning capacity for a range of housing types and densities, sufficient to accommodate adopted housing targets. • Plan for affordable housing that is accessible to major employment centers. The CWPPs establish numerical housing targets that each city should accommodate, as well as specific targets for housing affordable to households earning less than 80 percent of the county's median family income. The numerical housing target for Federal Way is discussed in the Future Housing Growth section of this chapter. The CWPPs suggest local actions to encourage development of affordable housing. These may include, but are not limited to, providing sufficient land zoned for higher housing densities, revision of development standards and permitting procedures, reviewing codes for redundancies and inconsistencies, and providing opportunities for a range of housing types. Federal Way, like most communities, has residents with a range of incomes, ages, and household types. Household and Population Trends Federal Way's population growth has slowed down since the 1980s, when its population doubled. According to the U.S. Census, from 1990 to 2000, Federal Way grew approximately 23 percent. This was greater than King County's growth rate of 15 percent, but less than some of its neighboring cities. Between 2000 and 2010, Federal Way's growth slowed dramatically to 7.3 percent, as opposed to King County at 11.2 percent. Revised 2015 V-4 FWCC - Chapter Five, Housing Population by Age The age of a city's population is an important indicator of housing need. Different types of housing are needed at various stages of people's lives. Based on the 2010 Census, Federal Way's citizens are relatively young. Over half of its population is under 34 years of age; almost 30 percent of this group is under 19 years of age. This statistic reflects a City with many young families and individuals, many of whom may need rental housing as well as first-time homeowner opportunities. Residents between the ages of 25 and 35 represent the majority of potential first-time homeowners. Federal Way must provide entry-level homes for this existing and future population if they are to remain in the community. Typically, first time homebuyer opportunities are in the form of smaller single-family homes, townhouses, and condominiums. Smaller sized ownership units and rental housing are needed not only by this younger population, but by seniors as well. Seniors often desire smaller and more affordable housing, both owned and rented, in order to minimize or eliminate yard work/housework and to expend less of their fixed incomes for housing. Of course, these types of housing are also ideal for the growing number of single person households, as well as for many of the rising number of single parent headed households, regardless of age. Seniors (55 and over) make up 22 percent of Federal Way residents, up from 15 percent in 2000. Likewise, in King County, the senior population grew from 19 percent in 2000 to 23 percent in 2010. Countywide, both the number of elderly and its proportion of the senior population is expected to increase even more dramatically by 2025 as the baby boomer generation ages. 30000 25000 20000 15000 10000 5000 0 Figure V-I Federal Way's Population by Age < 5 5-19 20-24 25-34 35-54 55-64 65-74 75-84 > 85 Age Source: 2010 U. S. Census Revised 2015 V-5 FWCC - Chapter Five, Housing Household Income Understanding the distribution of Federal Way's household income is critical in planning for its future housing needs. A household's income dictates its housing decisions and opportunities. The King County Benchmark Program defines income groups as follows: Very Low Income: 0 - 30% of county median income Low Income: 31-50% of county median income Moderate Income: 51-80% of county median income Middle Income: 81-120% of county median income Upper Income: 120% or more of county median income According to the 2011-2013 American Community Survey (ACS) 3-Year Estimates, Federal Way's median household income was $53,131, which is less than King County's median of $70,998. It ranks fourth of the seven South King County cities surveyed.' Federal Way's income groups are distributed in approximately a 50:50 split, with approximately 50 percent of residents with middle and greater incomes and 50 percent with moderate and lesser incomes. Figure V-2 Households By Income Level Very Low Low 20/ Middle and 12% Upper 50% Moderate � 18% Source: 2011-2013 American Community Survey (ACS) 3-Year Estimates Household Size The 2011-2013 ACS shows that at 2.7 persons per household, Federal Way has a larger average household size than King County, whose average household size is 2.4. Federal Way has a greater household size than Auburn, Des Moines, and Renton, but a smaller household size than Kent and SeaTac and the same average size as Burien. However, as for most cities, Federal Way consists predominately of one and two person households, as the figure below shows. Three reasons for Federal Way's relatively large average 1 The South King County cities used in this comparison are Auburn, Burien, Des Moines, Kent, Federal Way, Renton, and SeaTac. Revised 2015 V-6 FWCC - Chapter Five, Housing household size is its large percentage (68 percent) of families, its relatively high number of immigrants (who tend to have large families), and the overcrowding of its housing due to affordability and availability issues. Figure V-3 Distribution of Households by Size in Federal Way, 2010 5+ People 1 Person 4 People 12% 24% 13% 3 Pe( 17 Source: 2011-2013 American Community Survey (ACS) 3-Year Estimates Overcrowding According to the 2011-2013 ACS 3-Year Estimates, five percent of Federal Way's housing is overcrowded. Overcrowding, defined by the U.S. Department of Housing and Development (HUD) as having more than one person per room in a housing unit, is more of a problem in Federal Way than in King County, although the South King County cities of Kent and SeaTac have a worse problem with overcrowding. Overcrowding typically results when households have to "double up" in order to afford the cost of housing, or from large families not being able to find an appropriately sized unit. Special Needs Populations Special needs populations are composed of individuals with physical and mental disabilities, seniors, veterans, individuals with mental illness, individuals with chronic and acute medical conditions, individuals with chemical dependency, survivors of domestic violence, and adult, youth, and families who are homeless. The private market, for the most part, does not meet the housing and service needs of these groups, especially if they are low-income. The need for housing and services is independent of a person's income; it is experienced due to a crisis or disabling condition. However, most who are disabled on a permanent basis, due to the limitations of their disability, usually become very low-income. Special needs populations and their needs are diverse. Some groups require special needs housing for a limited time and others on a permanent basis. Two examples of housing needed on a permanent basis are group homes for developmentally disabled adults and Revised 2015 V-7 FWCC - Chapter Five, Housing apartments with supportive services for the chronically mentally ill. The type of housing that is needed on a temporary basis includes confidential shelters and transitional housing for victims of domestic violence, supportive housing for pregnant teens, and emergency shelters and transitional housing for the homeless. Special needs populations require two major ingredients to ensure a stable housing situation: very low cost housing and supportive services. The type and number of supportive services required varies by population and by individuals within each population. Jurisdictions can help encourage an adequate supply of special needs housing by ensuring that its codes and regulations are not barriers to the provision of special needs housing. Employment Federal Way is more a source for workers than a place to work. Based on the Puget Sound Regional Council (PSE) Covered Employment Estimates, there were 29,586 jobs in Federal Way in 2013. This is not enough to employ Federal Way's approximately 72,443 potential workers aged 16 or older. However, based on the 2011-2013 ACS 3-Year Estimates, only 47,586 of the 72,443 potential workers are actually in the labor force. A jobs/housing balance is another way to measure if a city is considered a bedroom community or an employment center. A low jobs/housing ratio indicates a housing -rich "bedroom community," while a high jobs/housing ratio indicates an employment center. In 2013, Federal Way had a jobs/housing ratio of 0.83, compared to 1.51 for King County and 1.15 for the four -county Central Puget Sound region. This low ratio of jobs to housing is why Federal Way is considered a bedroom community. Approximately 70 percent of those 29,586 jobs were in the retail and service sector. Jobs in government and education accounted for the next highest percentage, at almost 13 percent. At 15 percent, Federal Way's proportion of retail jobs is equivalent to Tukwila's and is higher than King County's proportion of 10 percent. Jobs in retail sales and service employment typically pay low wages and as a result, these workers have difficulty finding housing they can afford despite working full time jobs. Accordingly, there may be an imbalance between jobs available in Federal Way and the earnings needed to afford local housing. Ironically, this may result in employees working in the City commuting from other communities where cheaper housing is available and higher wage earners who live in Federal Way commuting to other cities for higher paying jobs (Refer to Tables IV- 1 and IV-2 in Chapter 4, Economic Development). Housing Stock and its Condition According to the April 1, 2014, Washington State Office of Financial Management (OFM) estimates, there were 35,626 housing units in Federal Way. Of this total, 20,044 were single family, 14,277 were multi -family, and 1,305 were mobile homes or trailers. The majority of Federal Way's housing is fairly homogenous. The housing primarily consists of single-family detached units, constructed in the seventies and eighties. In 2014, there were eight mobile home parks with over 1,100 homes. There were also 332 duplexes, with the rest of the multi -family housing stock being two and three story Revised 2015 V-8 FWCC - Chapter Five, Housing apartment buildings. The number of structures with 20 or more units has been increasing as a proportion of all housing in the last several years. (The composition of this housing is illustrated in the figure below.) Federal Way's housing provides only a narrow range of choices and does not fully reflect the range of housing options that could be built and that likely will be needed in the future. V-4 Federal Way's Housing Stock Mobile Homes 4% Multifamily Source: Washington State Office of Financial Management, April 2014 Lack of housing choice creates a situation where an increasing number of families find it difficult to obtain suitable housing in the community. It affects empty nesters and couples that have raised their families and who for life-style reasons, no longer need or want a large single-family house and the associated maintenance. Young adults, students, young married couples, and low-income workers would like to live in the community where they grew up or currently work, but often cannot find a house that fits their housing needs or desires, or they may not be able to afford the available housing. Subsidized Housing Included in Federal Way's 35,626 housing units, is a limited amount of subsidized housing. In 2014, there were 442 King County Housing Authority (KCHA) Public Housing units and approximately 1,512 subsidized units owned by private non-profit agencies and reserved mostly for the elderly, physically disabled, or those with other special housing needs. In addition, as of February 2004, 1,141 households were renting in Federal Way using KCHA Section 8 vouchers. A household with a Section 8 voucher can live anywhere in the county. The tenant pays 28 to 40 percent of their income toward the rent and KCHA pays the remainder —up to a certain limit. The demand for both subsidized housing and vouchers far out strips the supply. The Section 8 waiting list is closed to new households and it is not expected to open for the foreseeable future. Revised 2015 V-9 FWCC - Chapter Five, Housing Housing Condition For the most part, the housing stock in Federal Way is in good condition. The City has very little concentration of substandard housing, which is typically found in older urban areas. However, houses in poor condition do exist in isolated cases around the City and in small pockets. The King County Assessor's Office provides information related to housing construction quality, which is a good indicator of housing condition. The Assessor's data indicates an overall housing stock of average to better quality. There are a few areas; however, where clusters of buildings have lower quality rankings. In Westway, the City and a group of interested housing and social service agencies are working with the community to identify approaches to improve the neighborhood. The goal is to create a model for neighborhood involvement and planning that could be replicated in other neighborhoods. Preventing existing affordable housing stock from deteriorating is a key to retaining existing affordable housing. Housing Cost and Affordability The term "affordable" is not dollar -specific; it is used in a relative sense. With regard to ownership, an affordable housing payment (principle and interest) is calculated at 23 percent of monthly income. Taxes, utilities, and/or condominium and homeowner association fees are estimated at 7 to 10 percent. Affordable rent is calculated at 30 percent of monthly income, assuming that utilities are included. That affordable dollar amount, of course, changes depending upon the income level of each household. The following table shows the annual income, affordable monthly housing cost, and affordable home price, by household size, for each income group. Unfortunately, housing costs often take a bigger bite out a household's income than the recommended 30 percent. For higher income households, this still leaves enough money to pay for other necessities and perhaps some luxuries. It is lower income households that are negatively impacted if they are unable to find affordable housing. According to HUD, any household spending more than 30 percent of household income on housing income is cost burdened. Extremely cost burdened households are defined as households that pay more than 50 percent of income on housing. The concept of cost -burden applies both to renter and owner households. Based on HUD's Comprehensive Housing Affordability Strategy (CHAS) data, which is based on 2007-2011 ACS 5-Year Estimates, approximately 22 percent of homeowners in Federal Way are cost burdened, and approximately 15 percent of homeowners are extremely cost burdened. For renters, approximately 24 percent are cost burdened and 29 percent are extremely cost burdened. Revised 2015 V-10 FWCC - Chapter Five, Housing Table V-1 2014 Income Levels and Affordable Housinq Costs by Household Size Percent of Median Income One Person Household Two Person Household Average Household* Three Person Household Four Person Household Five Person Household Six Person Household 30% $18,550 $21,200 $22,260 $23,850 $26,450 $28,600 $30,700 Affordable Housing Payment $433 $495 $519 557 617 $667 $716 Affordable Rent $464 $530 $557 $596 $661 $715 $768 Affordable Home Price $94 900 $108 500 $113 900 $122 000 $31 760 $135,300 $35 280 $146,300 $38 120 $157,100 $40 Affordable Housing Payment 577 659 692 741 823 889 956 Affordable Rent 618 706 741 794 882 953 $1,024 Affordable Home Price $126,500 $144,500 $151,700 $162,500 $180,500 $195,100 $209,600 5 30 900 $35,300 $37,060 $39,700 $44 100 $47 650 $51 200 Affordable Housing Payment $721 $824 $865 $926 $1 029 $1 112 $1 195 Affordable Rent 773 883 927 993 $1,103 1 191 $1,280 Affordable Home Price $158,100 $180,600 $189,600 $203,100 $225,600 243 800 $262,000 7 080 44 472 0 920 57 180 $61 440 Affordable Housing Payment 865 988 $1,038 $1,112 $1,235 $1,334 1 434 Affordable Rent 927 $1,059 $1,112 $1,191 $1,323 $1,430 $1,536 Affordable Home Price $189,700 $216,700 $227,600 $243,800 $270,800 $292,600 $314,400 70% $43,260 $49 0 $51,884 $55,580 $61,740 $66,710 $71,680 Affordable Housing Payment $1,009 $1 153 $1 211 $1,297 $1,441 $1,557 $1,673 Affordable Rent $1,082 $1 236 $1 297 $1,390 $1,544 $1 668 $1 792 Affordable Home Price $221,400 $252,900 $265,500 $284,400 $315,900 $341,300 $366,800 IL ddMMhL 800% $49,440 $56,480 $59,296 3,520 $70,550 $76,200 $81,850 Affordable Housing Payment $1,154 $1,318 $1,384 $1,482 $1,646 $1,778 $1,910 Affordable Rent $1,236 $1,412 1 482 $1,588 $1,764 $1,905 2 046 Affordable Home Price $253 000 $289,000 $303,400 $325 000 $361,000 $389 900 418,800 Affordable Housing Payment 55 620 $1,298 $1,483 66,708 $1,557 $71,460 $1,667 $1,852 $85,770 $2,001 160 $2,150 Affordable Rent $1,391 $1,589 $1,668 $1,787 $1,985 $2,144 $2,304 Affordable Home Price $284,600 $325,100 $341,300 $365,600 $406,200 $438,900 $471,600 100% $61,800 $70,600 $74,120 $79,400 $88,200 $95,300 102 400 Affordable Housing Payment 1,442 $1,647 1 729 $1,853 $2,058 $2,224 $2,389 Affordable Rent $1,545 $1,765 1 853 $1,985 $2,205 $2,383 $2,560 Affordable Home Price $316,200 $361,200 $379,300 $406,300 $451,300 $487,600 $524,000 *The average King County household is about 2.4 persons Costs are based on 35% of monthly income. An affordable housing payment (principle and interest only) is calculated at 23% of monthly income. Taxes, utilities, and/or condo or homeowner fees are estimated to account for an additional 7%, but could be as much as 10%. Affordable rent is calculated at 30% of monthly income assuming the inclusion of utilities in this amount. This chart calculates affordable mortgage payment based on 10% down payment and fixed interest of 4.5% Revised 2015 V-11 FWCC - Chapter Five, Housing Ownership Housing The cost of ownership housing in Federal Way, like other places in King County, has been increasing. In Federal Way, the average price of a single-family home in 2014 was $250,000, an increase of 6.8 percent since 2003. However, the average price of a new single family house increased by 33.5 percent between 2003 and 2014 and the average price of a condominium decreased by 20.6 percent from $120,958 in 2003 to $96,000 in 2014. Table V-2 2014 Housing Sales Prices in Federal Way Price 2003 2014 % Change 2003-2014 Average Single Family Price $233,980 $250,000 6.8% Average New Single Family Price $286,247 $382,000 33.5% Average Condominium Price $120,958 $96,000 -20.6% Source: Northwest Multiple Listing Affordability of Ownership Housing Compared to some other parts of the county, Federal Way's ownership housing is relatively affordable. For instance, in 2014, the average price of a home in King County was $423,000, approximately $189,020 more than in Federal Way. As the table below shows, in 2014, the average priced single-family house was affordable to households at or over 60 percent of median income, while a three or four person household at 30 percent of median or above could afford an average priced condominium in Federal Way. Table V-3 Affordability of Home Purchase in Federal Way, 2014 1 Person 80% of Median 80% of Median Household 2 Person 70% of Median 70% of Median Household 3 Person 60% of Median 70% of Median Household 4 Person 60% of Median 60% of Median Household 40% of Median 30% of Median 30% of Median 30% of Median Revised 2015 V-12 FWCC - Chapter Five, Housing Future Housing Growth The purpose of the GMA is to assist every city in responsibly planning for growth. Growth will occur. We can either scramble to accommodate this growth or plan for it. Left alone, the housing market will build housing in the easiest and most profitable manner to meet the housing demand. Unfortunately, unless guided by good policy, zoning, development regulations, and incentives, this market -driven response usually does not supply the diversity of housing choices and prices that result in a healthy and attractive community. Additionally, as seen in the mid-2000s housing crash, the private market tends to overbuild at times, resulting in a cyclic boom/bust pattern. Housing Targets In 2012, the Growth Management Planning Council (GMPC) adopted targets for new households and jobs for the period of 2006-2031. These targets were based on a methodology developed by the King County Planning Directors. The adopted 2006-2031 housing target for Federal Way is 8,100 new residential units. The CWPPs adopted countywide targets for affordable housing as follows: 16% of total housing supply should be available for moderate income households (50-80% of Area Median Income [AMI]) 12% of total housing supply should be available for low income households (30-50% of AMI) 12% of total housing supply should be available for very low income households (30% and below AMI) The intent of the affordable housing targets is that affordable housing be equitably distributed across jurisdictions and applies to both existing and new housing. Based on the 2006-2010 ACS 5-year estimates, as shown in Table V-4, Federal Way exceeded the affordable housing targets for moderate and low income rentals, but had a shortage of about six percent for very low-income rentals. For owner -occupied units, there were more units affordable for moderate income households, but not enough for low-income and very low-income households, as you would expect. The number of units affordable for very low-income households was negligible, and therefore, was not broken out in the table. Housing Capacity Federal Way currently has a capacity for 8,443 new residential units, including 2,412 detached single-family homes and 6,030 multiple -family units. The capacity for 4,880 of those multifamily units is located in mixed -use development zones. Given the 8,100 housing unit targets above, Federal Way, has an excess capacity of 343 housing units. Revised 2015 V-13 FWCC - Chapter Five, Housing Meeting the Need for Housing In addition to ensuring that there is land capacity to accommodate the expected growth in households, the City must do what it can to ensure diverse housing opportunities for all income groups. Although no city can guarantee that the housing built will be affordable to all income groups, cities can encourage and facilitate housing that is more affordable using factors it does control, such as land use regulations. For instance, the City can ensure that it has an adequate amount of land zoned to facilitate the development of affordable housing opportunities, such as smaller lot sizes, townhouses, cottage housing, cluster housing, accessory dwelling units, duplexes, triplexes, small-scale apartments, and senior apartments. The City should plan to accommodate housing based on demographic trends, specifically smaller housing sizes, and mixed -use housing with entertainment venues in close proximity. Table V-4 Affordable Housing and Targets Income Levels Need Have Rental Number % of 14,121 Renter Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 6,275 44.4 31-50% of AMI (Low) 12% of Total Housing Supply 4,430 31.4 30% and below AMI (Very Low) 12% of Total Housing Supply 846 6 Total Renter Occupied Housing Units 14,121 Owner -Occupied Need Have Number % of 20,111 Owner Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 5,721 28.4 50% and below AMI (Low & Very Low) 24% of Total Housing Supply 2,796 13.9 Total Owner Occupied Housing Units 20,111 Total Occupied Housing Units 34,232 Total Housing Units 35,927 Renter- & Owner -Occupied Units Need Have Number % of 34,232 Occupied Units 51-80% of AMI (Moderate) 16% of Total Housing Supply 11,996 35 50% and below of AMI (Low and Very Low) 24% of Total Housing Supply 8,072 23.6 Source: 2006-2010 American Community Survey (ACS) 5-Year Estimates 2 The City recognizes that homeownership may not be possible for many households in this income category. Most affordable housing for households within this income category will be provided through rental housing. Revised 2015 V-14 FWCC - Chapter Five, Housing Preserving Neighborhood Character Preserving existing neighborhoods is an important community value in Federal Way. One of the reasons the community incorporated was to have more control over maintaining the character of its existing single-family neighborhoods. The FWCP recognizes that neighborhoods are special places and are valuable and important to the quality of life for many citizens. In particular, new development in established neighborhoods must be sensitively designed and constructed. Likewise, new multi -family or mixed use development located along arterials running through or adjacent to existing residential neighborhoods should be designed to minimize adverse impacts to its surroundings. Zoning and Development Regulations Jurisdictions place the most significant controls on housing development through land use controls and zoning. By a careful evaluation and revision of land use regulations, Federal Way can significantly influence the amount, type, design, and affordability of the housing built in the community. Federal Way, like most urban and suburban jurisdictions, is already "built out"; therefore, the greatest opportunities for expanding the types of housing available are in infill and redevelopment, not new development. The first component of Federal Way's housing strategy is to promote in -fill while protecting the character and quality of its existing single-family residential neighborhoods. The second component of the housing strategy is to encourage higher density residential uses in the I-51 Highway 99 corridor, including the City Center. Row houses, townhouses, condominiums, mid -rise residential buildings, and high-rise buildings in the City Center, are appropriate in these areas given the availability of utilities and other infrastructure, access to public transportation, jobs, shopping, entertainment, and social and human services. This plan anticipates that during the next 20 years, the City Center and the Highway 99 corridor will redevelop and accommodate the majority of the City's new housing units, particularly multifamily housing units. The area will gradually become a denser, mixed use, pedestrian friendly, high amenity, high quality vital part of Federal Way. The third part of the strategy is to ensure that there is sufficient land available for other housing needs such as government assisted housing, manufactured housing, housing for low-income families, and special needs housing, including group homes and foster care facilities. The Land Use chapter and FWRC provide support for these types of housing. A critical issue in providing a sufficient amount of this housing is to remove any regulatory barriers to locating such housing throughout Federal Way. Revised 2015 V-15 FWCC - Chapter Five, Housing Affordable and Special Needs Housing Strategies One way that Federal Way can encourage special needs and affordable housing is by ensuring an adequate amount of land zoned to facilitate affordable housing, allowing smaller lot sizes, townhouses, cottage housing, cluster housing, accessory dwelling units, duplexes, triplexes, small-scale apartments, senior apartments, single -room -occupancy housing, and boarding homes. Subdivision and development regulations should be modified to ensure that land is used efficiently, that the regulations reflect current safety needs, and that they permit and encourage construction of a broad range of housing types. For instance, structural setbacks and street widths could be modified to facilitate small lot developments, cottage housing, cluster housing, and zero -lot line developments. Since the private housing market mostly targets those earning middle and upper incomes, the City should consider providing extra incentives or requirements for developers to build housing affordable to those with less financial resources. The City already requires rental housing developments of 25 units or more to provide affordable housing units. Other programs it could offer include impact fee waivers, parking requirement reductions, and affordable housing requirements in conjunction with transit -oriented development. One incentive program alone is often not enough to encourage developers to participate. For example, a study by the Growth Management Planning Council (GMPC), Affordable Housing Incentive Program for King County, suggests that, depending upon economic factors, a density bonus program needs to be combined with other incentives in order to be fiscally feasible. If the City provides incentives, cost-conscious development regulations, and allows affordable housing types, the private market is more likely to provide housing affordable to low- and moderate -income households. However, it is impossible for the private housing market to meet the affordable housing needs of very low-income households, which includes many with special needs. Substantial capital development subsidies, as well as rent subsides, are needed to make new construction affordable to very low- income households. To help meet this need for subsidized housing, Federal Way uses the funds available, such as its federal Community Development Block Grant (CDBG) dollars, to help fund needed housing and support services. Federal Way also works with the King County Consortium, neighboring cities, local, state, and federal funding sources, and service and housing providers to coordinate funding and to develop and implement effective housing policies and programs to meet future housing needs. Development Review Time is money to a housing developer. Thus, whatever the City can do to reduce permit - processing time will make housing more affordable. Revised 2015 V-16 FWCC - Chapter Five, Housing The City offers a preapplication conference that allows the developer to meet with City representatives at an early stage in the review process to ensure that the applicant understands City development regulations. Such early meetings allow the City and housing developer to agree on the best method to achieve a code compliant and mutually beneficial site plan prior to spending significant sums on costly design and engineering work. Citizen Participation Housing policies and development, which results from these policies, impact the environment of Federal Way residents. Therefore, it is essential that citizens are involved in developing policies, such as those in the FWCP. To accomplish this, the City has levels of citizen participation processes. The process used depends upon the scale of the development and its potential to impact Federal Way citizens. Both the public and developers should have a clear understanding of the citizen review process, including the types of issues that are open to discussion and the time frame for the review process. Policy Coordination and Regional Participation The City recognizes that most of the housing issues found in Federal Way are common to the County, Seattle, and the other suburban jurisdictions. In order to ensure that it addresses this regional housing need effectively, and to help eliminate duplications of effort, the City should continue to coordinate with the King County Consortium, other relevant regional entities, and other South King County cities when developing policies and funding housing and housing -related services. The following section establishes goals and policies for providing, preserving, and enhancing housing in Federal Way. These goals and policies provide a framework from which to develop implementation strategies and work programs for the community. The purpose of these goals and policies is to provide housing opportunities to all segments of the population: provide housing options that improve quality of life; attract new residents; provide new options for existing residents; and improve the desirability of Federal Way as a place to live. Consistent with GMA, these goals and policies should promote a variety of densities, housing types, and encourage preservation of the City's existing housing stock. Overall Goal Preserve, protect, and enhance Federal Way's existing high quality residential neighborhoods and promote a variety of opportunities to meet the housing needs of all residents of the community and region. Revised 2015 V-17 FWCC - Chapter Five, Housing Preserving Neighborhood Character Goal HGI Preserve and protect the quality of existing residential neighborhoods and require new development to be of a scale and design that is compatible with existing neighborhood character. Policies HP1 High -density housing projects, with the exception of senior housing, will not be permitted in existing single-family residential neighborhoods. More moderate densities such as cottage housing are permitted. HP2 Amend development regulations to accommodate a diverse range of housing forms that are compatible with neighborhood character and create an effective transition between the City Center, business areas, and residential neighborhoods. HP3 Continue to allow accessory housing units within single-family neighborhoods in a way that protects residential character, maintains specific design standards, and complies with all applicable laws. Review accessory housing regulations and, if necessary, revise any regulation that inappropriately limits their development. HP4 Maintain a strong code enforcement program to protect residential areas from illegal land use activities. HP5 Subject to funding availability, conduct periodic surveys of housing conditions and fund programs, including housing rehabilitation, to ensure that older neighborhoods are not allowed to deteriorate. HP6 If allowed by applicable law, development inside and outside the City should be required to provide their fair share of onsite and offsite improvements. Community Involvement and Development Review Goal HG2 Involve the community in the development of new housing to a degree that is consistent with the scale of impact on the surrounding neighborhoods. Policies HP7 Continue to encourage public input into development of planning and regulatory documents through a formal public process characterized by broad, thorough, and timely public notice of pending action. Revised 2015 V-18 FWCC - Chapter Five, Housing HP8 Consider the economic impact of all development regulations on the cost of housing. HP9 Continue to provide streamlined permitting processes for development that is consistent with the FWCP and FWRC, and that has minimum adverse impacts. HP10 Encourage community input, where appropriate, into the development permit process by providing thorough and timely information to the public. HP11 Continue to assist developers with housing proposals at the earliest possible opportunity, including preapplication meetings to produce projects that can be reviewed quickly and maximize their ability to receive permits. Good Design and Diversifying Housing Choice Goals HG3 Develop a zoning code that provides flexibility to produce innovative housing solutions, does not burden the cost of housing development and maintenance, and diversifies the range of housing types available in the City. HG4 Proactively plan for and respond to trends in housing demand. Policies HP12 The FWRC and Land Use chapter of the FWCP will be coordinated to facilitate locating housing affordable to low-income, very low-income, and special needs households throughout the City, especially around the City Center and other areas that provide proximity to employment, safe and convenient access to transportation and human services, and adequate infrastructure to support housing development. HP13 Continue to use design guidelines to ensure that new and infill developments have aesthetic appeal and minimize impacts on surrounding development. HP14 Review zoning, subdivision, and development regulations to ensure that they further housing policies, facilitate infill development and don't create unintended barriers. HP15 As appropriate, reduce minimum lot sizes to allow construction of smaller, detached single-family houses on smaller lots. HP16 Increase capacity and encourage greater diversity of housing types and costs for both infill and new development through various methods, such as inclusionary zoning, density bonuses, and transfer of development rights, cluster housing, cottage housing, garden housing, duplexes, and low to moderate density housing types. Revised 2015 V-19 FWCC - Chapter Five, Housing HP17 Continue to permit commercial/residential mixed -use development in designated commercial areas throughout the City. Develop incentive programs to ensure an adequate amount of housing is developed in these areas. HP18 Continue to pursue public -private partnerships to develop mixed -use, walkable neighborhoods in close proximity to transit. HP19 Continue to provide incentives, such as density bonuses, for multi -family housing, and expand the types of incentives offered to encourage new developments to include affordable housing. HP20 Periodically review and update development regulations to incorporate opportunities for new housing types. Housing Affordability Goals HG5 Develop a range of affordable housing opportunities for low-income households consistent with the CWPPs and the needs of the community. HG6 Encourage development of mixed -income projects and communities. Policies HP21 Promote fair housing access to all persons without discrimination. HP22 As required by the CWPPs, maintain sufficient land supply and adequate zoning within the City to accommodate those types of housing consistent with the City's affordable housing targets. HP23 Continue to require a portion of new housing on sites of significant size to be affordable to low-income households at a level not provided otherwise by the private market. Developers should be compensated for providing this affordable housing by increased density or other benefits. HP24 Ensure that any new affordable housing required by the City remains affordable through some tool approved by the City, such as recording a lien on the property. HP25 To the extent possible, coordinate all City affordable housing programs so that a developer can use multiple incentives or programs for a single project. Required affordability levels and duration of affordability should be the same for all programs. HP26 Continue to allow manufactured housing in residential zones; provided it conforms to all applicable federal, state, and local requirements and is compatible with the character of the surrounding neighborhood. Revised 2015 V-20 FWCC - Chapter Five, Housing HP27 In order to maintain existing affordable housing, the City should continue to allow manufactured home parks in existing locations. HP28 In order to maintain existing affordable housing, continue to enhance programs that support and finance rehabilitation, energy efficiency, and weatherization of existing housing stock. Advocate for state and federal funding to support these programs. HP29 Encourage development of mixed income projects in appropriately zoned areas. HP30 Explore federal, state, and local resources to assist in financing affordable rental and ownership housing. Advocate for increased resources for the State Housing Trust Fund. Encourage expansion of home ownership options through such means as first time home buyer programs, housing cooperatives, lease - purchase ownership, and other housing models. HP31 Consider delaying, deferring, or exempting affordable housing from development fees, concurrency requirements, payment of impact fees, offsite mitigation, and other development expenses that do not compromise environmental protection or public health, safety, and welfare concerns, or constitute a nuisance. HP32 Consider options for locally financing affordable housing such as creating a rehabilitation or land acquisition loan fund to support creation of healthy affordable housing. HP33 Support nonprofit affordable housing organizations during all stages of siting, project planning and permitting. HP34 Support tax law amendments that provide relief to owners of affordable and special needs housing. HP35 Advocate for tax law reform that encourages even and proportionate distribution of affordable housing on a countywide basis. HP36 Identify low-income and very low-income housing resources that may be lost due to redevelopment or deteriorating housing conditions. Develop strategies that seek to preserve this existing housing, and that seek to provide relocation assistance to households that are displaced as a result of any redevelopment. HP37 Periodically monitor residential development to determine the total number of new and redeveloped units receiving permits and units constructed, housing types, developed densities, and remaining capacity for residential growth for all income levels and needs. HP38 Integrate and coordinate construction of public infrastructure with private development to minimize housing costs wherever possible or practicable. Revised 2015 V-21 FWCC - Chapter Five, Housing Special Needs Housing Goal HG7 Develop a range of housing opportunities that meet the requirements of people with special housing needs, including the elderly, mentally ill, victims of domestic abuse, and persons with physical andlor developmental disabilities. Policies HP39 Periodically review the FWRC and remove any regulatory barriers to locating special needs housing and emergency and transitional housing within the City as required by the federal Fair Housing Act, to avoid over -concentration, and to ensure uniform distribution throughout all residential and mixed -use zones. HP40 Review permit applications for special needs housing in close coordination with service providers and the City's Community Services Division. HP41 Assist special needs housing developers, local service organizations, and self- help groups to obtain funding and support. HP42 Ensure that access to special needs housing is provided without discrimination. Goal HG8 Develop emergency shelter and transitional housingfacilities for the homeless. Policies HP43 Coordinate City actions related to homelessness with the City's Community Services Division and non-profit housing and human services providers. HP44 Emergency shelters should be permitted and regulated to ensure there are adequate opportunities to locate them within the City, to avoid over - concentration of facilities, to ensure that such facilities and housing are properly managed, and to avoid or mitigate significant impacts on existing residential neighborhoods or other surrounding uses. Regional Participation Goals HG9 Coordinate and integrate the City's housingprograms with regional housing efforts and with local housing and service providers. HG10 Work with other King County jurisdictions to ensure that affordable housing is equitably distributed across jurisdictions and not concentrated in less affluent cities and communities. Revised 2015 V-22 FWCC - Chapter Five, Housing Policies HP45 Policies and regulations related to affordable housing should be consistent with the CWPPs and multi -county policies. HP46 Establish effective links with King County and other area cities to assess need and create housing opportunities for low-income and special needs households, and develop housing programs that address issues common throughout the region. HP47 Subject to availability of funds, participate in the production and periodic update of a housing needs assessment for the City and the region to ensure that policy is based upon a rational evaluation of housing needs and priorities. HP48 Ensure equitable and rational distribution of affordable housing throughout the region that is compatible with land use, transportation, and employment locations. Revised 2015 V-23 CHAPTER SIX CAPITAL FACILITIES 6.0 INTRODUCTION 1 6.1 POLICY BACKGROUND 1 The Growth Management Act 1 VISION 2040 2 Countywide Planning Policies 2 6.2 FUNDING CAPITAL FACILITIES 3 Level of Service 3 Concurrency 4 Impact Fees 4 Funding/Financing 5 6.3 SURFACE WATER 5 Inventory of Existing Facilities 5 Forecast of Future Needs 7 Locations and Capacities of Future Facilities 7 Finance Plan 7 6.4 TRANSPORTATION 9 6.5 PARKS AND RECREATION 9 Inventory of Existing Facilities 9 Forecast of Future Needs 10 Locations & Capacities of Future Facilities 11 Finance Plan 11 6.6 COMMUNITY FACILITIES 11 Projected Community Needs 13 Municipal Facility (General Government, Police, and Court Operations) 14 Maintenance Facility 14 Performing Arts and Events Center 15 Multipurpose Competitive Sports Center 16 Public Parking Facility 16 Financing Plan 16 6.7 SCHOOL FACILITIES 17 Inventory of Existing Facilities 17 Program Capacity 17 Forecast of Future Needs - Student Forecasts 18 Location of New and Improved School Facilities 19 Finance Plan 19 6.8 WATER SYSTEMS 21 Inventory of Existing Facilities 21 Forecast of Future Needs 23 Expanded and Improved Facilities 23 Finance Plan 24 6.9 SEWER SYSTEMS 25 Inventory of Existing Facilities 25 Forecast of Future Needs 25 Expanded and Improved Facilities 26 Finance Plan 26 6.9.1 FIRE FACILITIES 27 Emergency Medical Services 28 Inventory and Capacity of Existing Facilities 28 Forecast of Future Needs 29 Location and Capacity of Expanded or New Facilities 29 Funding Plan 30 6.9.2 GOALS AND POLICIES 31 Map VI-1, Federal Way Drainage Basins Map VI-2, Surface Water Trunk System Map VI-3, Park Planning Areas Map VI-4, Major Parks and Open Spaces Map VI-4A, Potential Location of City Center Public Open Space Map VI-S, City Facilities Map VI-6, Federal Way School District #210 Map VI-7, Lakehaven Water Service Area Map VI-8, Highline & Tacoma Water Service Area Map VI-9, Lakehaven Sewer Area Map VI-10, South King Fire and Rescue This page intentionally left blank. FWCP - Chapter Six, Capital Facilities The City of Federal Way is expected to add 8,100 new housing units and 12,300 new jobs between the years 2006 and 2031. This growth will stimulate the local economy and maintain a diverse and vibrant community. It will also generate a corresponding demand for new public services and facilities, such as schools, parks, and streets. These new facilities, and the financial implications they will have for Federal Way and its citizens, are the subject of this chapter. The Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs) call for a full range of urban services in the Urban Growth Area (UGA) to support the Regional Growth Strategy. They also state that facilities should be sited in ways to avoid adverse social, environmental, and economic impacts. The Growth Management Act RCW 36.70A.020, Planning Goals of GMA refers to capital facilities planning in two of the 13 statewide planning goals. The two relevant goals are: 1. Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner. 2. Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. More specifically, the GMA mandates that the City prepare a capital facilities plan which contains the following components: Revised 2015 VI-1 FWCP - Chapter Six, Capital Facilities • An inventory of existing facilities owned by public entities, showing the locations and capacities of the facilities. • A forecast of the future needs for such facilities. • The proposed locations and capacities of expanded or new facilities. • At least a six -year financing plan that will finance such facilities and clearly identify sources of public money for such purposes. • A requirement to reassess the Land Use chapter if probable funding falls short of meeting existing needs, and to ensure that the land use element, capital facilities plan element, and financing plan within the capital facilities element are coordinated and consistent. The GMA requires that park and recreation facilities be included in the capital facilities plan. In the pages that follow, this chapter complies with the GMA requirements for a capital facilities plan. VISION 2040 VISION 2040 contains multi -county planning policies (MPPs) that provide a policy framework for the region to maintain the health, safety, and economic vitality of our communities. The overarching goal of VISION 2040 is for the region to support development with adequate public facilities and services in a coordinated, efficient, and cost-effective manner that supports local and regional growth planning objectives. New development needs new or expanded public services and infrastructure. At the same time, existing facilities require ongoing maintenance and upgrading. Taking advantage of renewable resources and using efficient and environmentally sensitive technologies can curb some of the need for new infrastructure. VISION 2040 also promotes supporting the Regional Growth Strategy by locating major investment in centers. Countywide Planning Policies The CWPPs must be consistent with both the GMA and VISION 2040. The CWPPs calls for all jurisdictions to work together and consider environmental justice principles when siting capital facilities. The CWPPs (originally adopted in 1992, and amended in 1994 and 2012) contain a number of goals and policies regarding capital facilities and the provision of urban services. Examples of these goals and policies follow: EN-4 Identify and preserve regionally significant open space networks in both Urban and Rural areas. Develop strategies and funding to protect lands that provide valuable functions such as, active and passive outdoor recreation opportunities; wildlife habitat and migration corridors that preserve and enhance ecosystem resiliency in the face of urbanization and climate change; and preservation of ecologically sensitive, scenic, or cultural resources. Revised 2015 VI-2 FWCP - Chapter Six, Capital Facilities EN-14 Manage natural drainage systems to improve water quality and habitat functions, minimize erosion and sedimentation, protect public health, reduce flood risks, and moderate peak stormwater runoff rates. Work cooperatively among local, regional, state, national, and tribal jurisdictions to establish, monitor, and enforce consistent standards for managing streams and wetlands throughout drainage basins. T-3 Increase the share of trips made countywide by modes other than driving alone through coordinated land use planning, public and private investment, and programs focused on centers and connecting corridors, consistent with locally adopted mode split goals. PF-5 Support efforts to ensure that all consumers have access to a safe, reliably maintained, and sustainable drinking water source that meets present and future needs. PF-11 Require all development in the Urban Growth Area to be served by a public sewer system except: a) Single-family residences on existing individual lots that have no feasible access to sewers may utilize individual septic systems on an interim basis; or b) Development served by alternative technology other than septic systems that: provide equivalent performance to sewers; provide the capacity to achieve planned densities; and will not create a barrier to the extension of sewer service within the Urban Growth Area. Level of Service To prepare a Capital Facilities chapter, one of the first decisions a jurisdiction must make involves establishing a level of service (LOS) standard. The level of service standard refers to the amount and quality of services and facilities that a community wants. For example, the LOS for a parks system is usually described in terms of the number of acres of parkland per 1,000 population. If a community has a strong desire for a good parks system, it will establish a high LOS standard for itself, maybe something on the order of 20 acres of park per 1,000 residents. On the other hand, 20 acres of developed parkland is expensive to acquire, develop, operate, and maintain. As a result, the community may be forced, for financial reasons, to accept a lower LOS standard. In any event, adopting LOS standards for all the services and facilities the City provides would help it: 1) evaluate how well it is serving existing residents; and 2) determine how many new facilities will have to be constructed to service new growth and development. Revised 2015 VI-3 FWCP - Chapter Six, Capital Facilities Concurrency In addition to mandating that a Capital Facilities chapter be included in comprehensive plans, the GMA also introduced the concept of concurrency. In general terms, concurrence describes the situation where adequate and necessary public services and facilities are available "concurrent" with the impacts of new development, or within a specified time thereafter. Concurrency has two levels of applicability. The first is at the planning level and refers to all services and facilities, over the long term, and at the citywide scale. Planning level concurrency is what this chapter is all about. It inventories all existing facilities and services, establishes a LOS standard for each, estimates new facility requirements to accommodate projected growth, and develops a financing plan that identifies the revenues necessary to pay for all the new facilities. If the necessary revenues are not available, then the jurisdiction fails the planning level concurrency test and must take appropriate action. Those actions include lowering the LOS standard, raising taxes, restricting growth, or a combination of these actions. This chapter satisfies the planning level concurrency requirement as outlined in the GMA. The second level of concurrency analysis is project specific and only required for transportation facilities. Specifically, the GMA (RCW 36.70A. 070[61) states: "...local jurisdictions must adopt and enforce ordinances which prohibit development approval if the development causes the level of service on a locally owned transportation facility to decline below the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strategies to accommodate the impacts of development are made concurrent with the development." That same section goes on say that "concurrent with the development" means that improvements or strategies are in place at the time of development, or that a financial commitment is in place to complete the improvements or strategies within six years. Although project level concurrency is only required for transportation system facilities, WAC 365-196-840(1)(c) states that, "With respect to facilities other than transportation facilities, counties and cities may fashion their own regulatory responses and are not limited to imposing moratoria on development during periods when concurrency is not maintained." The City adopted a Transportation Concurrency Management System, which became effective January 1, 2007. Impact Fees Local jurisdictions planning under the GMA are authorized to assess impact fees for development activity as part of financing for public facilities, such as parks, transportation, and schools. The fire district also has a direct impact on their level of service based on growth and thus, is working both locally and legislatively to ensure that they also receive impact fees directly related to growth. Revised 2015 VI-4 FWCP - Chapter Six, Capital Facilities Impact fees must be based on an adopted capital facilities plan. In addition, the collected fees must be used for projects that are reasonably related to and will reasonably benefit the development paying the fees. The fees must also be used within a specified time from the date they were collected or returned to the payee. Impact fees may be imposed for system improvement costs previously incurred to the extent that new growth and development will be served by the previously constructed improvements, provided they not be imposed to make up for any system improvement deficiencies. To impose an impact fee program, the City must have a plan in place to make up any existing system deficiencies. Funding/Financing Typically, cities and the residents they service would like to have higher LOS standards than they can afford. Federal Way has worked hard to provide the highest LOS possible without raising taxes. It is a difficult balance to maintain and the City is currently exploring options to pay for capital facilities and the associated maintenance and operations costs. If the City decides to generate additional revenues, there are several sources available. Some of these revenues are "on -going" in the sense that the City levies the tax and the revenues are added to the City's general fund on an annual basis. On -going revenues include property taxes, sales taxes, utility taxes, impact fees, and business and occupation taxes. The other category of funds is called "one time" funds because the City cannot count on having these funds available on an annual basis. These funds include bond sales and grants such as, TEA-21, IAC, and Urban Arterial Fund money. On -going funds can be used for either capital facilities or maintenance and operations. However, it is prudent financial management and adopted City policy that one-time funds be used only for capital improvements, or one-time spending. As is discussed later in this chapter, the City proposed two bond issues to finance capital facilities in the Fall of 1995. As part of that bond issue, voters approved a permanent utility tax to pay for the maintenance and operations costs associated with new capital facilities. The City currently has the following General Obligation bonds as of the end of 2013: Bond In Millions Community Center Bond $12.25 Valley Communication Bond $0.43 SCORE Bond $14.33 Inventory of Existing Facilities Natural Systems The City of Federal Way drains to four major drainage basins: the Hylebos Creek, Lower Puget Sound, Green River, and Mill Creek basins. The Hylebos Creek Basin consists of the East and West Hylebos sub -basins divided geographically in the vicinity of the Interstate 5 alignment. The Lower Puget Sound Basin consists of the Dumas Bay, Joe's Revised 2015 VI-5 FWCP - Chapter Six, Capital Facilities Creek, Lakota Creek, Mirror Lake, Central Puget Sound, Redondo Creek, Central Puget Sound, Poverty Bay, and Lower North Puget Sound sub -basins. Map VI-1 shows the planning area boundary and major drainage basin boundaries. Map VI-2 shows the major features of the natural system. The natural systems have been reviewed on a sub -basin level. This sub -basin information is contained in the City's 2015 Comprehensive Surface Water Plan Update (2015 Surface Water Plan Update). Man -Made System The City maintains a comprehensive GIS inventory of storm drainage assets in the City (available for download from the City's website). Map VI-2 shows existing regional facilities, storm drain trunk lines and streams. As of 2014, public storm drain assets include: • Over 228 miles of storm drainage pipe • Over 89 miles of open channels and ditches • Over 12,250 junction structures (catch basins, manholes, flow splitters, etc.) • 47 bio swales • 11 coalescing plates • 15 dispersal trenches • 148 detention ponds • 149 detention tanks and water quality vaults The City has made a significant number of improvements to the manmade system since incorporation in 1990. Many of the projects completed to date corrected existing localized flooding problems. At the time of the last comprehensive plan update in 2005, the City was transitioning to a regional system for surface water flow control (detention/retention). Regional facilities were constructed as capital projects based on existing and planned roads, land use, and zoning in the contributing watershed, and developments were able to buy into storage capacity in the facilities if they provided stormwater quality treatment on -site prior to releasing to the regional system. At present, flow control has shifted to an on -site approach due to increased regulatory requirements from the state and federal level as part of the National Pollutant Discharge Elimination System (NPDES) permit for discharges from Small Municipal Separate Storm Sewers (MS4s). Municipal stormwater permits have become more stringent and both flow control and water quality facilities are required on -site at new development and re -development sites. The NPDES permit also requires new development and re -development to utilize Low Impact Development (LID) techniques where feasible. Additional regulatory information is discussed in the Western Washington Phase II Municipal Stormwater Permit and the 2009 King County Surface Water Design Manual (KCSWDM). System Capacity The City has developed several models of its surface water facilities, including the natural components as needed. The models and all new facility construction use the Revised 2015 VI-6 FWCP - Chapter Six, Capital Facilities following design standards based on the 2009 KCSWDM core requirements and the 2010 City of Federal Way Addendum to the KCSWDM, outlined as follows: • 25-year peak flow conveyance capacity for storm drains • 25-year peak flow conveyance capacity for culverts • 25-year peak flow conveyance for ditches and channels • Tiered duration standard for flow control (see core requirement #3 in KCSWDM) Based on current design requirements and data on existing facilities, the utility's engineers identify deficiencies and the most cost effective ways to resolve them. The existing facilities inventory and design requirements also allow engineers to plan for new facilities that will be needed to accommodate growth and development outlined in the Land Use Chapter. Additional surface water system information is discussed in the 2015 Surface Water Plan Update. Forecast of Future Needs Utility engineers bi-annually update a detailed six -year capital facilities plan. The plan identifies projects, prioritizes them, estimates the cost, and re-examines the utility rate structure to ensure that there is sufficient funding available over the next six years to construct these projects (Table VI-1). Locations and Capacities of Future Facilities Table VI -I includes the surface water facilities project list. For more complete discussion of this list, and maps describing project locations, please refer to the City's 2015 Surface Water Plan Update. As noted earlier, these projects address existing system deficiencies as well as the new facilities that will be needed to accommodate projected growth. Finance Plan The City has created a surface water utility to manage stormwater drainage, prevent flooding, and improve water quality. The City charges property owners an annual surface water fee, which for commercial properties is based upon the amount of impervious surface on the property and for residential properties is a fixed fee per parcel. These fees, along with any outside grant monies and low interest loans, provide the revenues that pay for capital facilities projects, and operation and maintenance of its surface water system. As outlined in Table VI -I, projects are scheduled based on anticipated revenues. The capital facilities spreadsheet indicates project scheduling based on available funding and priority ranking. The City bi-annually updates the capital facilities plan to add, remove, reschedule, or reprioritize projects as needed. The 2015 Surface Water Plan Update, which includes the capital facilities plan, is adopted by reference in this plan, including changes made during the City's 2014 bi-annual update. Revised 2015 VI-7 FWCP - Chapter Six, Capital Facilities Table VI-1 City of Federal Way Facilities Plan Surface Water Management Component 2015 2016 2017 2018 2019 2020 2021 2022 Total SWIM SOURCES Revenues and Financing Carry Forward from CIP a nd Operations 6,855,610 6,111,451 4,785,123 3,832,022 4,102,538 3,757,836 4,002,589 1,795,789 35,242,958 User Fees with CPI Inflaction Factor 3,819,505 3,899,437 3,981,038 4,064,343 4,149,388 4,236,209 4,324,843 4,415,328 32,890,092 Interest Earnings 7,183 7,250 7,318 7,387 7,458 7,530 7,604 7,679 59,408 Transfer In 100,0001 100,0001 100,0001 100,0001 100,0001 100,0001 100,0001 100,0001 800,000 Grant Funding 220,0271 120,0271 120,0271 120,0271 120,0271 120,0271 120,0271 120,0271 1,060,216 Subtotal Revenuesand Financing 11,002,3251 10,238,1641 8,993,5061 8,123,7791 8,479,4111 8,221,6031 8,555,0631 6,438,8231 70,052,674 Expenditures -One Time & Debt Service One Time Funding Public Works Trust Fund Loan 100,926 99,964 99,003 98,042 97,081 495,016 Subtotal Expenditures 100,926 99,964 99,003 98,042 97,081 495,016 Available Revenue 10,901,399 10,138,200 8,894,503 8,025,737 8,382,330 8,221,603 8,555,063 6,438,823 69,557,658 SWIM USES Maintenance and Operations Current 3,310,860 3,355,181 3,374,981 3,428,547 3,479,891 3,532,025 3,584,961 3,638,712 27,705,159 Subtotal Maintenance and Operations 3,310,860 3,355,181 3,374,981 3,428,547 3,479,891 3,532,025 3,584,961 3,638,712 27,705,159 Annual Programs 111 Fund 150,000 150,000 150,000 150,000 150,000 150,000 150,000 150,000 1,200,000 Subtotal Annual Programs 150,000 150,000 150,000 150,000 150,000 150,000 150,000 150,000 1,200,000 Capital Project List 2015 2016 2017 2018 2019 2020 2021 2022 Total Marine Hills Conveyance System Repairs - North ofS 293rd Street 100,000 885,000 985,000 Marine Hills Conveyance System Repairs - South ofS 293rd Street 103,000 747,000 850,000 South 373rd Street Stream Crossing Re - Route and Restoration 20,000 81,000 763,000 864,000 West Hylebos Conservation Property Acquisition 280,000 280,000 South 356th Culvert Replacement 53,000 172,000 2,551,000 2,776,000 Phase VHighway99 Project -South 344th Street at Highway99 500,000 715,000 1,215,000 South 359th Street Weir Repair 48,000 261,000 309,000 Alderdale Park Trunk Replacement and Pond Expansion 22,000 1,176,000 1,198,000 Subtotal Capital Projects 900,000 1,681,000 866,000 747,000 101,000 433,000 2,573,000 1,176,000 8,477,000 Grant Dependent Capital Projects 2015 2016 2017 2018 2019 2020 2021 2022 Total Low Impact Development (LID) Retrofit Project 2,037,000 2,037,000 West Hylebos Educational Center and Trail 108,000 1,288,000 1,396,000 West Hylebos Trail (SpringValley) 87,000 2,884,000 2,971,000 South 336th Street at Highway99 673,000 64,000 1,379,000 2,116,000 Bridges Property Culvert Removal and Replacement 36,000 279,000 315,000 Subtotal Grant Dependent Capital Projects 2,073,000 279,000 108,000 1,375,000 3,557,000 64,000 1,379,000 8,835,000 Revised 2015 VI-8 FWCP - Chapter Six, Capital Facilities The GMA requires that local jurisdictions prepare a transportation chapter as part of the comprehensive plan. The GMA also authorizes jurisdictions to assess impact fees for transportation system improvements that are necessary to accommodate the traffic created by the new development. In order to assess impact fees, the capital facilities plan must include the list of transportation improvements and associated costs that necessitate the impact fees. Discussion related to Transportation -related capital facilities can be found in FWCP Chapter 3, "Transportation." Inventory of Existing Facilities The City of Federal Way adopted the first Park, Recreation, and Open Space Comprehensive Plan in December of 1991. The City updated the plan in 1995, 2000, 2006, and 2012. This plan, which is now called the Parks, Recreation, and Open Space Plan, is incorporated by reference. The planning area is based only on the City limits of Federal Way, although the Potential Annexation Area (PAA) is inventoried and discussed. As in previous plans, the Parks Plan has been subdivided into subareas, referred to as Parks Plan Planning Areas (Map VI-3), for purposes of long-range planning. The 2012 Parks Plan updated the inventory to include new parks and properties added to the City's system. In addition to City -owned parks and open space, the Parks Plan also lists school district, state, and county facilities, as well as private recreation facilities. Map VI-4 depicts the location of major parks and open space within the Federal Way planning area. Table VI-2 summarizes this inventory as of March 2012. Table VI-2 Summary of Existing City Park and Recreation Areas Developed Park Land Categories Acres 19 Neighborhood Parks 152.67 12 Community Parks 318.18 0 Regional Parks 0.0 9.23 mi Trails Acreage 118.0 6 Community Facilities 12.85 Total Developed Acreage 601.7 Open Space Acreage 539.43 Total Park Acres 1141.13 When the City incorporated in 1990, there were approximately eight acres of parkland available per 1,000 population in Federal Way. Since that time, the City has purchased additional property and developed new facilities. These include the Lake Killarney Open Space Park, Heritage Woods Neighborhood Park, Wedgewood Neighborhood Park, BPA Trail I, II, and III, Madrona Park, Cedar Grove Park, Laurelwood Neighborhood Park, Revised 2015 VI-9 FWCP - Chapter Six, Capital Facilities Brighton Park Open Space, Town Square Park, Klahanee Lake Community Senior Center, Dumas Bay Centre, Celebration Park, Steel Lake Annex facilities, the Community Center, and the Brooklake Community Center. In 2004, Washington State Parks transferred West Hylebos Wetlands Park to the City. King County has also transferred several properties to the City since incorporation. These parks and facilities are described in greater detail in the Parks Plan. In addition to acquiring and developing new facilities, the City has taken administrative actions to take advantage of other available public recreational facilities. The City entered into interlocal agreements with the School District to jointly operate and maintain school recreational facilities. As a result, the City jointly operates and maintains a major community park in conjunction with Saghalie Middle School. Also, the City has agreements to provide recreational programs and schedule play fields at several elementary schools, in addition to middle schools. These facilities are now formally available nights and weekends, year around for use by local residents. As of 2012, the City was providing 12.52 acres of park land per 1,000 population. For purposes of parks planning, the recommended LOS standard in the City's Parks Plan and this Capital Facilities chapter is 10.9 acres of City owned parkland per 1,000 population. The City currently provides 1141.13 acres of parkland, which the City maintains and operates. Of the total 1141.13 acres, 601.7 acres is developed for recreational use areas and 539.43 acres is undeveloped. Washington State Parks has a regional park facility partially within the City limits, which residents often use. Dash Point State Park is 398 acres in size, 230 acres of which are located within the City. Dash Point State Park provides a regional (statewide) recreation use for camping, swimming, picnicking, walking trails, and beachfront. The state park land is not included in the City's LOS because the state owns, operates, and maintains this facility. Forecast of Future Needs The 2012 Parks Plan states that the inventory of public park and open space land will be adequate to serve both the current and future projected population within the City and PAA. However, much of this acreage is un-programmed, undeveloped open space. The primary deficiency, both now and projected, is in improved trails. The 2012 Parks Plan makes recommendations based on five Core Values identified through an extensive planning process. Four of these relate to capital facilities and include: Core Value #1: Improve Existing Facilities and Provide for Multiple Functions in Parks Core Value #2: Create Community Gathering Place and Destinations Core Value #3: Retain and Improve Open Spaces Core Value #4: Develop a Walking and Biking Community Capital facilities that respond to these Core Values have been incorporated into the Six - Year CIP. The major efforts planned for this six year period are shown in Table VI-3. Revised 2015 VI-10 FWCP - Chapter Six, Capital Facilities Locations & Capacities of Future Facilities Map VI-4 indicates the location of the parks, recreation facilities, and open space subareas the City will need to maintain the adopted LOS. The Parks Plan breaks the planning area into subareas and addresses future facilities at the subarea level. For more details about the type, sizes, and cost of these new facilities, please refer to the 2012 Parks Plan. Map VI-4A shows potential locations of public spaces in the City Center. Finance Plan Table VI-3 (Parks Six -Year Capital Improvements Plan, 2015-2020) describes the proposed parks projects that will be needed between now and the year 2021, together with cost estimates programmed by year. Table VI-3 also identifies the revenues that will be available during the same time period to finance these new facilities. Potential funding sources include the City's General Fund, the Parks Capital Fund, the Real Estate Excise Tax (REET), Grants, and Developer Mitigation Fees. Please refer to Chapter 7, "Implementation," of the 2012 City of Federal Way Parks, Recreation, and Open Space Plan for information on the finance plan. The City biennially updates its Parks & Recreation Capital Improvement Plan. These updates reflect new project priorities, eliminate projects that have been completed, and add new projects to the program. Significant community investments have been made since incorporation to implement the community's vision for Federal Way. In addition to the investments in the surface water, transportation, and parks areas, the City also acquired and improved a basic set of community facilities to house City operations and provide space for community gatherings and recreation. The City acquired Dumas Bay Centre (a conference and retreat facility) in 1993. Strong local support in community recreation and arts activities translated into the City Council's adoption of a 2% For the Arts ordinance to provide funding for arts in public places in 1994, and the construction of the 234-seat Knutzen Family Theatre in 1998. City Hall, which consolidates most City administrative offices, Police, and the Municipal Court in one facility, was acquired in 2003. The City began construction of a new 72,000 square foot Community Center in the fall of 2005. Construction was completed in early 2007. The facility houses Recreation and Cultural Services staff, and includes athletic and community facilities suitable for a wide variety of events and programs. Revised 2015 VI-11 FWCP - Chapter Six, Capital Facilities Table VI-3 Parks Six -Year Capital Improvements Plan, 2015-2020 Estimated Funding Sources (dollars in thousands) Funding Sources Total Cost Real Estate Excise Tax 2,191 Misc. Transfers 309 Grants/Anticipated 575 Mitigation Funds Received 172 General Fund 0 Total 3,247 Projects Descri tion 2015 2016 2017 2018 2019 2020 Total Community Parks Lakota Upgrade soccer field & track to artificial turf 1400 1400 Upgrade restrooms and increase parking 800 800 Celebration Park Complete the mezzanine & fencing for the maintenance building 72 72 Renovate natural turf fields 60 60 Upgrade softball infields to artificial 450 450 Upgrade 2 soccer fields; 7 & 8 to artificial turf 1600 1600 Saghalie Replace natural turf fields 600 600 Renovate tennis courts & basketball court 70 70 Town Square Park Construct park 1700 1700 Open Spaces Panther Lake Implement Master Plan 1200 1200 Playgrounds Mirror Lake Park Replace and improve 80 80 Adelaide Park Replace and improve 80 80 Trails Trail repair program Evaluate and renovate all asphalt paths in the system 50 50 Extend West Hylebos Boardwalk to Brooklake Community Center 150 150 Community Facilities Community Center Preschool playground 30 30 Community Courtyard 120 120 Brooklake Community Center Upgrade facility 500 500 System -Wide Sign replacement program Replace Monument location signs in the Parks 20 20 Repair & renovate parking lots 1000 1000 Total Project Cost 1452 2030 3050 450 1600 1400 9982 Unfunded Ending Balance 6735 Revised 2015 VI-12 FWCP - Chapter Six, Capital Facilities Projected Community Needs The City has identified a number of facilities to help deliver services more efficiently and adjust to the changing demographics of this community in the future. These projected needs are beyond the City's ability to fund within the six -year planning horizon. However, in order to keep the community's vision alive, we purposely did not exclude any of these community projects. The City Council will periodically review and prioritize these projects and provide funding when available. A description of these facilities with a summary list is provided in Table VI-5. Table VI-4 Summary of Existing Community Facilities Building Name Osed Use Sq. ft. /Occupancy City Hall Own City operations not otherwise listed 88,085/approximately 304 FTE and Council Chamber Police Evidence Own Police evidence room 6,000/2 FTE Federal Way Community Own Community recreation center with gym, 72,000/ 16 regular FTE and Center pools, indoor track, climbing wall, senior approximately 40-100 part-time lounge, pre-school, and educational temporary personnel classrooms, day care, arts and crafts Opened in 2007 program, and multipurpose room with kitchen. Recreation staff offices. Steel Lake Annex Steel Lake Maintenance Shop Celebration Park Maintenance Building Dumas Bay Centre (DBC) Knutzen Family Theater (at DBC) Own Historical Society Own Maintenance operations, outdoor equipment and material storage Own Grounds equipment and sporting equipment 1, 16 1 /program only 4,110 office and maintenance bay, 24.5 FTE, approximately 132,000 sq. ft. storage yard, and approximately additional 1.5 acres available for future expansion 2,044 sq. ft. maintenance building Own Public park, meeting/banquet/ overnight 47,214 sq. ft. - 6 meeting rooms, 70 lodging overnight rooms, 12 acre park ground Own 234 seats performing arts theatre and rehearsal room Miscellaneous Outdoor Leased Street maintenance material and park 10,000 material storage Storage equipment storage 2,000 equipment storage Miscellaneous Indoor Leased Spare office equipment/facility parts/ 260 sq. ft. Storage records 2,160 cubic ft. boxes stored offsite in a document storage facility Revised 2015 VI-13 FWCP - Chapter Six, Capital Facilities Table VI-5 Projected Community Facility Needs 2012-2018 Type of Facility Year Size Cost (Si) (millions) 1 Competitive Sports Facility 2. Performing Arts and Events Center / 3. Maintenance Facility 4. Public Parking Facilities 5. Town Square Park 2018 To be determined To be determined Approx. 2016 44,000 $32.75 700 seats To be determined To be determined To be 200 - 400 stalls To be determined determined 2016 2-4 acres $1.7 TOTAL To be determined Municipal Facility (General Government, Police, and Court Operations) The City acquired the current City Hall in 2003 and consolidated its police, court, and general governmental operations under one roof. About 10 percent or 8,000 of the total 88,085 square feet of space in this building is currently available for future expansions. In addition to the City Hall parcel, the City also acquired two vacant lots to the north which is the location of the Police Evidence facility and overflow parking for the City Hall/ Municipal Court. Pursuant to an interlocal agreement, the cities of Auburn, Burien, Des Moines, Federal Way, Renton, SeaTac, and Tukwila, Washington jointly developed and constructed a consolidated correctional facility under an autonomous public agency known as the South Correction Entity (SCORE). The facility became operational in 2011. The SCORE facility is approximately 137,000 square feet with associated parking and site improvements on a 15.613-acre collection of parcels. The site is located in Des Moines, Washington near Des Moines Creek Park where South 208th Street intersects with 18th Avenue South. The facility is designed to house up to 822 inmates. Ownership and financial commitment to SCORE are prorated based on each city's average daily prisoner population during the previous year —for Federal Way that is approximately 18 percent of the total operating cost. Maintenance Facility The Parks and Public Works maintenance facility is located at 31132 28th Avenue South. The entire site is 2.25 acres with 4,110 square feet of office and work space and 132,000 square feet in fenced storage space, with an additional 1.5 acres of land area available for future expansions. Revised 2015 VI-14 FWCP - Chapter Six, Capital Facilities Parks Maintenance operates seven days a week, two shifts per day. The space needed for the maintenance operations includes crew quarters (including an area for daily time cards, breaks, and crew meetings/training, etc.), as well as a locker room. Public Works streets and surface water maintenance operations have similar needs for office space; operating Monday through Friday, year round, one shift per day. Both Parks and Public Works maintenance operations tend to intensify during the summer months and require up to 15 part-time, seasonal workers at any given time. Depending on how the City grows and transforms over the years, the maintenance facility may involve several options to provide flexibility to accommodate this change and growth, and continue delivery of high quality and timely City services in the future. The design and construction costs for constructing, renovating, and/or expanding the maintenance facility will depend on the operational goals. Performing Arts and Events Center In 1994, the City of Federal Way Arts Commission funded a feasibility study of a facility to house a cultural and community events center and the desire to create an image and identity for the City as one which recognizes the value of arts and culture as an essential component of the community. Since then the City has studied the feasibility of a performing arts and events center. The performing arts and events center would serve multiple purposes including: performances; lecture series; business conventions; visual arts exhibit space; and event space. In 2009, the City engaged Webb Management Services in conjunction with LMN Architects to study the feasibility of an integrated performing arts and events center. An events center has the ability to enrich the performing arts center identity and increase visitors through attendees. Based on the consultant's review, a 500 to 700 seat theater would support local arts organizations and operate as large conference space for lectures and presentations. The report found that a conference center should include an 8,000 square foot lobby and conference room and 6,000 square feet of additional meeting space to be used as breakout rooms or for stand-alone events. The estimated cost for an integrated facility was $30 to $40 million. In 2011, the City requested an update to the Webb Management Services report, which led to continued interest in a performing arts and events center (PAEC) on the part of City leadership. Consequently, in 2012 the City issued a Request for Qualifications for a public -private partnership to develop both the PAEC and an accompanying on -site hotel. Subsequently, proposals were requested from the two RFQ respondents, and in Fall 2012 the City Council chose a development partner and authorized development of concept plans and an initial construction budget, which were presented in March 2013. Based on the concept plan and budget, the City Council authorized development of schematic design plans and an operational pro forma, which were both presented in September, 2013. At that time,. City Council authorized submittal of the plans for land use permitting. In February 2014, the Mayor appointed a Blue Ribbon Panel of experts to review all the relevant plans and materials, vet the financing, and review construction cost estimates, pro formas, and project economic impacts. The Panel's findings were presented in May 2014, leading to a City Council decision to proceed with completion of the design and construction of the PAEC. At this time, the PAEC is anticipated to be completed and open for business in the Fall of 2016. Revised 2015 VI-15 FWCP - Chapter Six, Capital Facilities Multipurpose Competitive Sports Center In 2002, the City's Lodging Tax Advisory Committee (LTAC) commissioned a feasibility study, the Hunter Study, for an indoor competitive sports facility in order to increase visitors' stay in local hotels and complement the Aquatic Center and Celebration Park, two other regional/national amateur sports facilities in the City. A number of development concepts have been considered, one of which is a facility to accommodate basketball and volleyball tournaments. Based on this research, the facility would accommodate four to six basketball courts and four volleyball courts. The facility would also require parking. One of the considerations for such a facility would be its ability to be financially self-sustaining. It would also ideally be developed and operated by the private sector, with minimum or no public participation. Public Parking Facility The existing city center development is currently near or at capacity with the required surface parking to business -space ratio. To intensify the development, such as the multi- story commercial/residential mixed -use developments envisioned by the community, additional parking space will be needed. These additional parking spaces would most likely be achieved through structured parking, consistent with multi -story commercial/ residential mixed -use development. With the construction cost of structured parking at a premium when compared to land cost, some type of public/private partnership may be needed for them to be financially feasible. These facilities could be in part financed with the City's Local Investment Financing Tool (LIFT) funds. In addition, these facilities could be constructed in conjunction with various redevelopment projects. Public Parking Facility Recommendation Designated public parking spaces of 200 to 400 in conjunction with privately developed parking structures for redevelopment projects located within the City Center. Investments will vary depending on the need and type of redevelopment projects at each location. City funding sources would be a combination of the City's economic development incentive fund and other state and federal economic development, and/ or infrastructure funding sources. Financing Plan While it may be desirable to deliver these facilities to the community as soon as possible, the City's projected revenues may not be able to support both their construction and required operating and on -going maintenance in the near term. Such public facilities may depend on future private or voter -approved funding sources. The City updates its capital improvements program every other year in conjunction with its biennial budget process. These updates will reflect new project priorities and funding availability. Revised 2015 VI-16 FWCP - Chapter Six, Capital Facilities This section summarizes information in the Federal Way School District No. 210 2015 Capital Facilities Plan (School Plan) and adopts the School Plan by reference. This plan covers the entire Federal Way School District which includes the City of Federal Way, portions of the incorporated City of Kent, City of Des Moines, City of Auburn, and unincorporated areas of King County to the east of Interstate 5. The district provides educational programs to all students who live in the school district service area, whether they live in Federal Way, Kent, Des Moines, Auburn, or unincorporated King County. A school outside the Federal Way City limits may provide service to students who live within the City limits and vice versa. Inventory of Existing Facilities Map VI-6 shows the location of every school in the district. Table V1-6 summarizes the district's student capacity. The district has sufficient capacity in the existing schools and portable buildings to house all of the students in the district. Program Capacity The school district has established a Standard of Service, similar to LOS, for itself, which it calls "program capacity." The district's program capacity is based on: 1) the number of students per classroom; 2) the number of classrooms per school; 3) the number of classes that can be held in each classroom per day; and 4) other operational conditions. Table VI-6 Summary of Existing Facilities Capacities* CAPACITY 2015 Budget 2016 2017 2018 2019 2020 2021 Elementary School 8,290 8,290 8,290 8,290 8,290 8,290 8,290 Middle School 5,406 5,406 5,406 5,406 5,406 5,406 5,406 Senior High 5,735 5,735 5,935 5,935 5,935 5,935 5,935 TOTAL 19,431 19,431 19,631 19,631 19,631 19,631 19,631 *NOTE: These capacities are for buildings only and do not include portable classrooms. These capacities are based on the maximum use of the buildings. Revised 2015 VI-17 FWCP - Chapter Six, Capital Facilities Program capacity assumes that the average class will serve the following numbers of students: Grade K-2 20 Students per classroom Grades 3-5 25 Students per classroom Grades 6-12 26 Students per classroom Special Education 12 Students per classroom Portables 25 Students per classroom The school district uses portables at many school sites as an interim measure to house new students until permanent facilities can be built. There are other administrative measures that the school district could use to increase school capacity. These measures may include double shifting, modified school calendar, and year-round schooling. These measures have been used in the district on a limited basis, but not district wide. Forecast of Future Needs - Student Forecasts The school district's Business Services Department prepares a forecast of student enrollment annually. Projections are detailed at various levels; district total, school - building totals, and grade level totals. Special populations such as vocational students, special education students, and English as Second Language students are also included in the forecast. The basis for projections has been cohort survival analysis. Cohort survival is the analysis of a group that has a common statistical value (grade level) as it progresses through time. In a stable population, the cohort would be 1.00 for all grades. This analysis uses historical information to develop averages and project the averages forward. The district uses this method with varying years of history and weighting factors to study several projections. Because transfers in and out of school system are common, student migration is factored into the analysis as it increases or decreases survival rates. Entry grades (kindergarten) are a unique problem in cohort analysis. The district collects information on birth rates within the district's census tracts and treats these statistics as a cohort of kindergarten for the appropriate enrollment years. Long-range projections that establish the need for facilities are a modification of the cohort survival method. The cohort method becomes less reliable the farther out the projections are made. The school district study of long-range projections includes information from jurisdictional planners and demographers as they project future housing and population in the region. Table VI-7 describes increased enrollment through the year 2021. It shows that the school district's student population will grow steadily every year with the highest growth in elementary. The district has compared existing school capacity with growth forecasts. New construction, modernization and expansion, and additional portable purchases will mitigate the deficit in permanent capacity for the next six years. Revised 2015 VI-18 FWCP - Chapter Six, Capital Facilities Table VI-7 Federal Way School District Student Forecast ENROLLMENT (FTE) 2015 Budget 2016 2017 2018 2019 2020 2021 Elementary 9,319 9,282 9,398 9,477 9,575 9,645 9,723 Middle School 4,811 5,041 5,145 5,154 5,130 5,264 5,359 Senior High 6,261 6,092 5,950 5,911 6,063 6,107 6,243 TOTAL 20,391 20,415 20,493 20,542 20,768 21,016 21,325 Location of New and Improved School Facilities Existing schools are identified in Map VI-6. Finance Plan Table VI-8 describes the school district's six -year finance plan to support the school construction. The table identifies $6,596,563 available from secure funding sources and an additional $108,000,000 anticipated from other funding sources between 2015 and 2021. These funds will cover the $109,520,000 in planned project costs to the year 2021. Revised 2015 VI-19 FWCP - Chapter Six, Capital Facilities Table VI-8 Federal Way Public Schools 2015 Capital Facilities Plan Six Year Finance Plan Securing Funding Projected Revenue Actual and Planned Expenditures NEW SCHOOLS Estimated and Budget 2016 2017 2018 2019 2020 2021 Total Total Cost Prior Years 2014-2015 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020 2020- 2021 2015-2021 MODERNIZATION AND EXPANSION Federal Way High School (9) $50,000,000 $45,000,000 $11,000,000 $56,000,000 $106,000,000 SITE ACQUISITION Orman Center $785,000 $205,000 $215,000 $220,000 $225,000 $235,000 $235,000 $1,335,000 $2,120,000 (Employment Transition Program((10) TEMPORARY FACILITIES Portables (11) $200,0001 $200,000 $200,000 $200,000 $200,000 $200,000 $200,000 $1,400,000 $1,400,000 TOTAL $50,785,000 $45,405,0001$11,415,0001 $420,0001 $425,0001 $435,0001 $435,000 $200,000 $58,735,000 $109,520,000 NOTES: 1. These fees are currently being held in a King County, City of Federal Way, and City of Kent impact fee account and will be available for use by the District for system improvements. This is year-end balance on December 31, 2013. 2. These funds are expected to come from the sale of the current ESC and MOT sites and bond interest. This is year-end balance on December 31, 2013. 3. This is the December 31, 2013, balance of bond funds. This figure includes interest earnings. 4. This represents the balance of State Match funds which will be used to support the rebuilding of Federal Way High School. This is the balance on December 31, 2013. 5. This is an anticipated state match for the rebuilding of Federal Way High School. Application for funds was made .in July 2013. Revised 2015 VI-20 FWCP - Chapter Six, Capital Facilities The School Plan states that state matching funds and impact mitigation fees, if realized, will be used to decrease the need for future bonds or will be used on additional capital fund projects. The School Plan currently covers the years 2015-2021. The School Plan and accompanying six -year finance plan will be updated annually by the school district. This will bring the plan into full compliance with GMA requirements. This section summarizes the Lakehaven Utility District's 2014 Comprehensive Water System Plan (Water Plan, incorporated in full by reference) while providing up-to-date information where warranted. Map V1-7 shows Lakehaven Utility District's (hereinafter referred to as "the District" in this section) water service area boundary. Other purveyors provide water to portions of the District's corporate area. The Tacoma Public Utilities, for example, serves an area on the west side of the District's corporate area and the Highline Water District serves a small portion of the north side of the District's corporate area (Map VI-8). The City of Milton serves a small area on the south side of the District's corporate area that is within the City of Milton limits. Areas on the east side of I-5 within the City limits of Auburn and Pacific are also provided water service by the District Map V-7). These areas are at a higher elevation than the valley cities can cost effectively serve. Inventory of Existing Facilities The locations of the District's wells, storage, and other major components of the distribution system are provided in the 2014 Water Plan. The water system includes approximately 450 miles of water main, 25 production wells, 12 storage tanks, and connection to the Second Supply Project (SSP), which provides surface water from the Green River. The average annual daily demand during the years 2008 through 2011 was 9.87 million gallons -per -day (MDG). The facilities are described in the following sections. Second Supply Project The District is a partner in the SPP (Green River water source) with the Tacoma, Kent, and Covington Water Districts. The District's share of the project provides a water right capacity of up to 12.6 MGD. Due to operational considerations, stream flows, and water quality, the SSP is estimated to provide approximately 7.6 MGD on an annual basis. The District is accessing the pipeline at three flow control facilities provided at strategic locations along its route through greater Federal Way. These facilities allow the District to receive water from and send water to the Second Supply Project (SSP). Water Quality Prior to 2000, the District had not had to treat its water supplies to meet regulatory requirements before distribution to its customers. However, in order to meet newer regulations, the District began a chlorination and corrosion control treatment program in July 2001 for all of its groundwater supply. The District's status with respect to regulated drinking water contaminants covered by the WAC 246-290 and anticipated water quality regulations is summarized in Section 10, "Water Quality," of the 2014 Water System Plan. Regulations that have prompted Revised 2015 VI-21 FWCP - Chapter Six, Capital Facilities treatment of the District's groundwater supplies include the Lead and Copper Rule, Iron and Manganese Regulations, Arsenic Rule, and the Surface Water Treatment Rule (due to distribution of surface water obtained from the SSP). To maintain optimized corrosion control in the distribution system (per the Lead and Copper Rule), the District adjusts the pH of groundwater pumped from Well Sites 10/10A, 15/15A, 18, and 19/19A. The District has installed water filtration treatment systems at Well Sites 9, 17/17A/1713, 19/19A, 20/20A, 21, 22/22A/22B, 23/23A, 29, and Well 33 for the removal of iron and manganese. Arsenic is removed from Wells 19 and 21. In 2006, the Long Term 2 Enhanced Surface Water Treatment Rule, regulated by the U.S. Environmental Protection Agency (EPA), required unfiltered surface water utilities to plan for and provide water treatment to protect against waterborne parasites such as cryptosporidium (a protozoan that can cause gastro-intestinal illness in humans). After significant analysis and evaluation, Tacoma Water, Lakehaven Utility District, Covington Water District, and the City of Kent agreed to design and construct a surface water filtration facility for the Green River supply to meet the new EPA compliance requirements. Design of the new Green River Filtration Facility began in 2011 and the facility is scheduled to be completed and operational in 2015. In addition to meeting the federal surface water treatment rules, the filtration facility will also remove turbidity and potential algae that can degrade the reliability and aesthetic quality of the water from the Green River. Storage Facilities The District's water system was evaluated during the 2014 Water System Plan Update using extended -period simulation modeling to evaluate the storage draw -down during fire flow events and to evaluate storage equalization during multiple -day periods of maximum - day demand conditions. The storage analysis model is summarized in Section 9, "System Analysis," of the 2014 Water System Plan. In general, the District has a robust water system with redundant supply, large volumes of storage, and adequate, reliable pumping. Water Conservation Measures The District is committed to implementing aggressive water conservation measures to reduce per capita water consumption. These include programs such as public information campaigns, an inclining block water rate structure to reduce peak day consumption, winter -summer water rate adjustments to reduce summer consumption, and a "wet -month average" sewer rate structure. The District will be also working with the City to introduce water conservation measures by amending the zoning and building codes. These measures include a requirement for low flow showerheads and toilets, utilizing species for landscaping with reduced irrigation needs, and use of reclaimed water for irrigation. Revised 2015 VI-22 FWCP - Chapter Six, Capital Facilities Transmission/Distribution System The results of computer modeling have found the transmission and distribution pipeline network to be very robust. Of particular note is that the fire insurance rating for South King Fire and Rescue improved from Class 3 to Class 2 in 2004. The majority of the District is served by this fire agency. Forty percent of the score for the rating process is based upon available water supply. This rating improvement is a significant accomplishment, as the new classification is on par with the rating held in Seattle and Bellevue, the only other departments to hold a Class 2 rating (no fire agency in Washington holds a Class 1 rating). The pipeline network is continuing to be expanded through developer extension projects undertaken by land development activity. Emergency Interties The District has eight emergency interties with adjoining systems of other utilities. Emergency interties allow the District to buy or sell water with adjoining utilities in an emergency and provides enhanced system reliability. The District has three emergency interties with the City of Tacoma's water system, three emergency interties with Highline Water District's water systems, one emergency intertie with the City of Milton's water system, and one emergency intertie with the City of Auburn. Forecast of Future Needs The Water Plan estimates future need by analyzing existing water demand (measured consumption plus unaccounted-for/non-revenue water loss) patterns on a daily, seasonal, and yearly basis. The District breaks down the water demand values on an "equivalent residential unit" (ERU) basis, which is essentially the amount of water used by an "average" family residing in an "average" single family residence situated within the District's water service area, if used uniformly over the year. The six -year District -wide average of measured unit consumption, including unaccounted for water, between 2006 and 2011 was 231.55 gallons per day (gpd) per ERU and ranged between 257 gpd per ERU in 2006 to 208 gpd per ERU in 2011. For planning purposes the District conservatively used 248 gallons per day per ERU. Population and employment growth projections converted to ERU's are then utilized to estimate future water demands. Utilizing a conservative methodology that disregards the impact of the District's water conservation efforts, the Water Plan estimates average day demands will increase from 11.43 MGD in 2014, to 13.03 MGD in 2024, and to 14.3 MGD in 2034. Expanded and Improved Facilities The District has programmed a number of system improvements to maintain and expand the existing water system. These improvements are summarized below. Groundwater Resources The District is continuing to pursue its OASIS (Optimization of Aquifer Storage for Increased Supply) project, under the ASR (Aquifer Storage and Recovery) concept. The OASIS feasibility study determined that the Mirror Lake Aquifer can be used to store up to approximately 9.4 billion gallons of water filled over the winter from excess water supply and withdrawn over the drier summer months for water supply purposes. Revised 2015 VI-23 FWCP - Chapter Six, Capital Facilities Combining funding from its wastewater utility, the District is also pursuing its Water Reuse/Reclamation Program, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Second Supply Pipeline Improvements continue to be implemented at the Howard Hanson Dam on the Green River in order to expand storage behind the dam. This will help mitigate the seasonal variation in available water by increasing in -stream flows during the drier parts of the year. Water Quality The implementation of a filtration facility on the Green River water supply conveyed by the Second Supply Project will be completed in 2015 in coordination with the SSP partners. The District also has plans to install one additional treatment system at the Well 1 OC site to remove iron, manganese, and other impurities from the groundwater. Transmission/Distribution System Long-term improvements to the transmission and distribution pipeline network are recommended in Sections 9 and 11 of the 2014 Water Plan. Significant investments are also contemplated to relocate existing pipelines that will conflict with infrastructure resulting from street improvement projects undertaken by other agencies within the District's water service area. Finance Plan A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. The District is required to develop its own Water Plan and to support regional decisions on population growth and land use. The District has identified several significant capital improvement projects in its 2014 Water Plan. The scheduling of these projects is included in the District's most recent Capital Improvement Program (CIP) that is developed and approved annually. The District has access to sufficient funds that can be utilized for operation and maintenance of its existing facilities, and for pursuing capital projects. In addition, the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, the District can also borrow money or adjust rates, if necessary, to best meet the needs of its customers. The District has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within the District. The District will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through the District's budget and capital improvement program process. Revised 2015 VI-24 FWCP - Chapter Six, Capital Facilities This section summarizes the Lakehaven Utility District's 2009 Comprehensive Wastewater System Plan (Wastewater Plan, incorporated in full by reference), while providing up-to- date information where warranted. The Lakehaven Utility District's (hereinafter referred to as "the District" in this section) sewer area is located in the southwest portion of King County, including the unincorporated areas east of the existing City limits of Federal Way. Map VI-9 shows the District's sewer service area. Other utilities provide retail sewer service to relatively small portions of the District's corporate area, including Midway Sewer District on the north side of the District, the City of Auburn on the east side of the District, and the City of Milton/Pierce County on the south side of the District. In addition, other utilities provide conveyance and treatment services to portions of the District's retail sewer service area, including Midway Sewer District, Metro/King County, Pierce County, and the City of Tacoma. As of the end of 2007, the District was serving a residential population of approximately 120,100 through 27,000 connections. Lakehaven also provides by contract the operation and maintenance requirements for most of the sewer facilities within the City of Edgewood. Inventory of Existing Facilities The sanitary sewer system is comprised of three major components: the trunk collection system, the pump station system, and the wastewater treatment and disposal system. The trunk system collects wastewater from drainage basins and conveys it to the treatment facilities, primarily by gravity flow. In areas where the use of gravity flow is not possible, pump stations and force mains are used to pump the sewage to a location where gravity flow can be used. The locations of the major components are provided in the 2009 Wastewater Plan. The existing collection system operated and maintained by the District consists of approximately 340 miles of sanitary sewer pipe, 28 pump stations, six siphons, and two secondary wastewater treatment plants, namely the Lakota Wastewater Treatment Plant and the Redondo Wastewater Treatment Plant. The system has been constructed over a number of years, as dictated by development trends in the area. The system is currently divided into six primary basins and 40 smaller sub -basins. The wastewater generated within the two largest basins, Lakota and Redondo, flow to the District's wastewater treatment plants. The remaining four basins currently discharge to the other utilities for treatment and disposal, as mentioned above. The District currently has the capacity in all the major components of the system to accommodate the existing demand for sanitary sewer service Forecast of Future Needs Population forecasts are based on the adopted land use plans of the various jurisdictions within which the District operates. The population figures are presented by drainage basin to allow for evaluation of the system and consideration of future improvement alternatives. Revised 2015 VI-25 FWCP - Chapter Six, Capital Facilities The population within the District's sewer service area is projected to increase to nearly 139,970 by 2030, approaching the projected "ultimate" population of 273,430 based upon land capacity. An estimated 7,500 on -site wastewater disposal systems are in operation within the District's corporate boundary. It is anticipated that sewer service will be extended to these "unsewered" areas as on -site systems become less viable to maintain and/or when new development requires public sewers. The average base daily flow tributary to the District's two wastewater treatment plants, excluding infiltration and inflow (I & I), is currently estimated at 6.71 MGD and is expected to increase to nearly 9.06 MGD by 2030, and nearly 17.24 MGD at full development. Peak hourly flows tributary to the District's two wastewater treatment plants, including I & I, are currently estimated at 30.3 MGD, and are expected to increase to nearly 45.75 MGD by 2030, and 67.11 MGD at full development. Hydraulic capacity at both wastewater treatment plants is estimated to be available up to the original design peak hour capacities of 22.0 MGD for Lakota and 13.8 MGD for Redondo. Expanded and Improved Facilities The District has completed construction on the rehabilitation and lengthening of the Redondo Wastewater Treatment Plant's outfall pipeline that discharges treated wastewater into Puget Sound. The old biosolids dewatering equipment was replaced with new, more efficient equipment to help reduce operating costs . The District is pursuing many other projects to improve the performance of the facilities (energy conservation, water quality, biosolid quality, reduced maintenance, etc.). Combining funding from its water utility, the District also has long-range plans for its Water Reuse/Reclamation Project, utilizing wastewater suitably treated at the Lakota Wastewater Treatment Plant, conveyed through a separate pipeline system, and utilized for beneficial purposes, such as augmenting groundwater supplies. Additional new and expanded sewer facilities are planned to divert existing flows currently being conveyed to other utilities for treatment to its own treatment facilities (new Pump Station No. 44 and expanded Pump Station No. 33b). On -site emergency generators are now in place at other existing pump stations (Pump Stations No. 12, 37 and 41) to allow their continuous operation during a commercial power outage. The District is continuing to approve new pressure sewer collection systems as an alternative to gravity systems to provide sewer service availability to residents in established neighborhoods, particularly those around lakes. Finance Plan A utility undertakes a capital program for many different reasons, including: expanding the capacity of its systems, maintaining the integrity of existing systems, and addressing regulatory requirements. The District is required to develop its own Wastewater Plan and to support regional decisions on population growth and land use. The District has identified several significant capital improvement projects in its 2009 Wastewater Plan. The scheduling of these projects is included in the District's most current Capital Improvement Program (CIP) that is developed and approved annually. Revised 2015 VI-26 FWCP - Chapter Six, Capital Facilities The District has access to sufficient funds that can be utilized for operations and maintenance of its existing facilities, and for pursuing capital projects. In addition, the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding the CIP. Additionally, the District can borrow money or adjust rates, if necessary, to best meet the needs of its customers. The District has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections developed by each of the land use jurisdictions located within the District. The District will provide facilities as required to support growth within its service area. The schedule and project costs will be updated annually through the District's budget and capital improvement program process. This section summarizes the South King Fire and Rescue Strategic Leadership Plan, and the department's subsequent updates. The fire department provides service to the entire City of Federal Way, the entire City of Des Moines, and surrounding unincorporated area. Total population in the department's service area is approximately 150,000 citizens. Services include fire suppression, fire prevention (building inspection and public information), emergency medical, hazardous materials responses, public education, emergency management, and rescue emergencies (special operations). South King Fire and Rescue has a contract with the City of Federal Way and Valley Communications for the provision of emergency 911 communications, wherein they act together with the City as a part owner of Valley Communications. The South King Fire and Rescue Strategic Leadership Plan identifies and programs improvements that are necessary to maintain existing service standards and to meet the needs of future residents and businesses. The plan and future updates are adopted by reference into the FWCP. The fire department provides fire suppression service to the entire City. In order to do this, the department has adopted LOS standards found in the South King Fire and Rescue Resolution Number 413. Revised 2015 VI-27 FWCP - Chapter Six, Capital Facilities • Each emergency fire response should include a minimum of 15 trained and equipped firefighters and apparatus commensurate with the emergency (a standard response of four engines, one ladder truck, and one command vehicle are sent on all structural incidents). Each emergency medical response should include a minimum of one response vehicle and three fully -equipped and fully -trained crew members on a responding engine company, or two crew members on an aid car (either an engine or an aid car, or a combination of both, can be sent on the response depending upon the severity). • The fire department provides a full building inspection service for fire code compliance. The department is currently providing service that is generally consistent with its adopted LOS standards. The fire department also depends on having adequate water pressure available in fire hydrants to extinguish fires. The department works with the Lakehaven Utility District, Highline Water District (in the City of Des Moines), and other water utilities within its corporate limits, to ensure that adequate "fire flow" is always available. Lakehaven Utility District's Water System Plan analyzes "fire flow" rates available at different points in its water system, and programs improvements to the water system to ensure that sufficient water is available for fire suppression. Emergency Medical Services Emergency Medical Services (EMS) responds to 911 calls and provides field services. This service is paid for by property taxes. EMS is provided as a marginal cost to the fire department as fire facilities are utilized to provide this service to the community. The fire department replaces its five front line aid cars, of which three are staffed on a normal basis, commensurate with its capital replacement plan and capital reserves system. The section on funding (Funding Plan) addresses how the ongoing replacement purchase of these aid cars will be funded. Inventory and Capacity of Existing Facilities The department has two major types of capital facilities. One is fire stations and the other is capital investment in equipment and, in particular, fire engines. The department's fire stations are shown on Map V1-10. Revised 2015 VI-28 FWCP - Chapter Six, Capital Facilities Forecast of Future Needs From 1986 through 1992, emergency responses increased at an average annual rate of over eight percent. In 1990, public education efforts included 911-use/abuse training. The increases in call volume during 1993 and 1994 leveled off with 1994 volume increasing only 1.5 percent from the 1992 level. It is unknown, however, how much, if any, effect the 911 public education effort had on actual call volumes. In 1995 and 1996, calls for service again increased at an average rate of 8.1 percent. Although calls actually decreased slightly in 1997, call volumes increased by 14 percent in 1998. By 2013, call volumes had exceeded 16,000 for the year. The call data indicates a fairly steady increase of approximately six percent per year. Emergency medical incidents have increased more rapidly than non -medical incidents. Structure fires have declined since the 1990s; however, emergency medical incidents have steadily increased. It is unknown what the impact of the Affordable Health Care Act will have on call volumes. The challenge for the fire department will be to manage fixed -cost investments, such as new stations, and to be flexible in its ability to meet fluctuating call volumes. Location and Capacity of Expanded or New Facilities The Federal Way Fire Department (King County Fire Protection District #39) has existed since 1949. In the early 1990s, the City of Federal Way annexed into the fire district via a public vote, thus empowering the stand alone fire district the ability to provide fire and EMS services to the newly formed city as a municipal corporation governed by an elected Board of Fire Commissioners. In September of 2005, the citizens within the City of Des Moines (protected by King County Fire Protection District #26) voted overwhelmingly to merge with the Federal Way Fire Department (King County Fire Protection District #39). The City of Des Moines had previously annexed into King #26, just like the City of Federal Way's annexation into King #39. The result of this merger caused the name of the fire department to change from the Federal Way Fire Department to its present South King Fire and Rescue. The legal name for the fire district is actually King County Fire Protection District #39 (KCFPD #39), although the department does business as South King Fire and Rescue. South King Fire and Rescue operates out of eight stations, seven of which are response stations with the eighth being a training and maintenance facility. Two of the eight stations are located within the City of Des Moines, two stations lie - within unincorporated King County, and four are located within the City of Federal Way. The fire department responds on more than 16,000 emergencies annually. The department may have need for an additional station in the near future in the south end of the City in the vicinity of 356th and Pacific Highway. The department anticipates that the calls for service in the south end of the district will also continue to grow. In this eventuality, an additional station may be needed to maintain acceptable response times. The department has acquired property in the area of 356th and Pacific Highway South through a swap of properties with Lakehaven Utility District to assure future availability of a station site. Revised 2015 VI-29 FWCP - Chapter Six, Capital Facilities Any new station should be able to accommodate an on -duty crew of three fire fighters, with appropriate living and sleeping quarters. In addition, the structure should be able to house two engines and an aid car, with room for growth dictated by LOS demands. It may be appropriate to provide a public meeting room and an office for community policing in new facilities. The cost of these facilities is approximately $6,000,000. Equipment would be in the range of $1,000,000 for a new station. The fire department does not presently have a timeline for construction of the new fire station, as it would likely require a voter approved bond issue for funding. Additionally, the department may have a need for a major station remodel at one of the Des Moines stations located at approximately 272°d and 101, Avenue South; a major upgrade to the Training Facility, currently located at 14th Avenue SW and 312th Street; and the potential for additional fire stations to be built based upon need on property owned by the fire district at 30th Avenue South and 288th; Hoyt Road and Dash Point Road SW; and a major piece of property at 324th and 37th Avenue South. The property at 320th and 37th Avenue South has been purchased with a future goal of building an expanded training facility, drill towers, administrative offices, emergency operations center for disasters, a fleet shop, and a facilities maintenance building. Any future development would likely be predicated upon community needs and funded through a voter -approved bond issue in the future. Funding Plan The fire department has established a capital reserve fund for the systematic replacement of all capital equipment, which took a hit during the recession of 2008-2012. These reserves were funded from the annual revenues of the department. As the economy recovers, the capital reserve system will be funded and become active once again. To bridge the gap created by the recession as related to the capital and equipment needs of the district, a voter -approved bond issue will likely be placed in front of the electorate in the 2015-2017 time frame. The department also has established a long term goal of a minimum of four -paid fire fighters on each fire apparatus (this is the national standard adopted by NFPA 1710). Additional staff that is hired in support of that goal will be funded from either new construction levies or additional voter -approved levies. The department has not established any funds for purchase of new stations or associated equipment. These purchases would require voter -approved bonds. In the department's annually adopted budget, capital projects are identified. This capital projects list is up -dated based on completed projects and changing priorities. The FWCP adopts by reference the South King Fire and Rescue Strategic Leadership Plan, as well as the annual capital improvements program update. Additionally, the department is seeking to receive impact fees based upon growth within the community, which directly affects its level of service. This is being sought both locally and legislatively, as fire districts have to manage growth the same as schools and other public facilities. If successful, impact fees could assist in offsetting the capital costs of added infrastructure. Revised 2015 VI-30 FWCP - Chapter Six, Capital Facilities The goals and policies in this section implement the requirements of the GMA, VISION 2040 and the CWPPs. The City of Federal Way takes responsibility for implementing only those goals and policies for services provided by the City. Special service districts, such as the Federal Way School District, Lakehaven Utility District, and South King Fire and Rescue, must implement goals and policies that are consistent with their respective plans. The City does intend; however, to closely coordinate the City's plan with these service districts so that the citizens of Federal Way receive the highest level of service possible. Goal CFG1 Annually update the Capital Facilities Plan to implement the FWCP by coordinating urban services, land use decisions, level of service standards, and financial resources with a fully funded schedule of capital improvements. Policies CFP1 Provide needed public facilities and services to implement the FWCP. CFP2 Support and encourage joint development and use of community facilities with other governmental or community organizations in areas of mutual concern and benefit. CFP3 Emphasize capital improvement projects that promote the conservation, preservation, redevelopment, and revitalization of commercial, industrial, and residential areas in Federal Way. CFP4 Adopt by reference all facilities plans and future amendments prepared by other special districts that provide services within the City. These plans must be consistent with the FWCP. CFPS Adopt by reference the annual update of the Federal Way Capital Improvement Program for parks/recreation, surface water management, and the Transportation Improvement Program. CFP6 Protect investments in existing facilities through an appropriate level of funding for maintenance and operations. CFP7 Maximize the use of existing public facilities and promote orderly compact urban growth. Goal CFG2 To meet current needs for capital facilities in Federal Way, correct deficiencies in existing systems, and replace or improve obsolete facilities. Revised 2015 VI-31 FWCP - Chapter Six, Capital Facilities Balancing existing capital facilities needs with the need to provide additional facilities to serve growth is a major challenge for Federal Way. It is important to maintain our prior investments as well as serve new growth. Policies CFP8 Give priority consideration to projects mandated by local, state, and federal law. CFP9 Give priority consideration to subsequent phases of phased projects when phase one is fully funded and under construction. CFP10 Give priority consideration to projects that renovate existing facilities and preserve the community's prior investment or reduce maintenance and operating costs. CFP11 Give priority consideration to projects that correct existing capital facilities deficiencies, encourage full utilization of existing facilities, or replace worn out or obsolete facilities. CFP12 Give priority to projects where leveraged monies such as grants and low interest loans can be used. Goal CFG3 Provide capital facilities to serve and direct future growth within Federal Way and its Potential Annexation Area as they further develop. It is crucial to identify, in advance of development, sites for schools, parks, fire and police stations, major stormwater facilities, greenbelts, open space, and road connections. Acquisition of sites for these facilities must occur in a timely manner and as early as possible in the overall development of the area. Otherwise, acquisition opportunities will be missed, with long-term functional or financial implications. Policies CFP13 Provide the capital facilities needed to serve the future growth anticipated by the FWCP. CFP14 Coordinate efforts between the Public Works and Parks Departments in the acquisition of and planning for public open space, recreation, public education, and stream preservation within the Hylebos Basin. Departments may combine resources as appropriate to increase project efficiencies and success rates in pursuit of grant opportunities. CFP15 Give priority consideration to projects needed to meet concurrency requirements for growth management. CFP16 Plan and coordinate the location of public facilities and utilities in advance of need. Revised 2015 VI-32 FWCP - Chapter Six, Capital Facilities CFP17 Implement a concurrency management system which permits project approval only after a finding is made that there is capacity available in the transportation system sufficient to maintain the adopted level of service standard. CFP18 The provision of urban services shall be coordinated to ensure that areas identified for urban expansion are accompanied with the maximum possible use of existing facilities and cost effective service provisions and extensions while ensuring the protection and preservation of resources. CFP19 Coordinate future economic activity with planning for public facilities and services. CFP20 Purchase property in the Potential Annexation Area and keep it in reserve for future City parks and surface water facilities. CFP21 Consider public/private partnerships to leverage structured parking in association with City Center development or redevelopment, in fulfillment of comprehensive plan vision and goals. Goal CFPG4 Provide adequate funding for capital facilities in Federal Way to ensure the FWCP vision and goals are implemented. The GMA requires that the Land Use chapter be reassessed if funding for capital facilities falls short of needs. The intent is to ensure that necessary capital facilities are available prior to, or concurrently with new growth and development. Capital facilities plans must show a balance between costs and revenues. There are essentially five options available for balancing the capital facilities budget: increase revenues, decrease level of service standards, decrease the cost of the facilities, decrease the demand for the public service, or reduce the rate of growth and new development. Policies CFP22 Manage the City of Federal Way's fiscal resources to support providing needed capital improvements. Ensure a balanced approach to allocating financial resources between: 1) major maintenance of existing facilities; 2) eliminating existing capital facility deficiencies; and 3) providing new or expanding existing facilities to serve new growth. CFP23 Use the Capital Facilities Plan to integrate all of the community's capital project resources including grants, bonds, general funds, donations, impact fees, and any other available funding. CFP24 Ensure that long-term capital financing strategies and policies are consistent with all the other FWCP chapters. CFP25 Pursue funding strategies that require new growth and development to pay its fair share of the cost of facilities that are required to maintain adopted level of service standards. One such strategy that should be implemented in the near term is an impact fee program for parks. Revised 2015 VI-33 FWCP - Chapter Six, Capital Facilities CFP26 Promote a more efficient use of all public facilities by enacting interlocal agreements which facilitate joint maintenance and operations of those facilities. CFP27 Use the following available contingency strategies should the City be faced with capital facility funding shortfalls: ■ Increase revenues by selling general obligation bonds, enacting utility taxes, imposing impact fees, and/or raising property tax levy rates. ■ Decrease level of service standards to a level that is more affordable. ■ Decrease the cost of a proposed facility by changing or modifying the scope of the project. ■ Decrease the demand for the service or facilities by establishing a moratorium on development, focusing development into areas where facility capacity is available, or changing project timing and/or phasing. CFP28 Aggressively pursue grants or private funds when available to finance capital facility projects. CFP29 Maximize the usefulness of bond funds by using these monies to the greatest extent possible as matching funds for grants. Goal CFPGS Ensure that the Federal Way Capital Facilities Plan is current and responsive to the community vision and goals. The role of monitoring and evaluation is vital to the effectiveness of any planning program and particularly for the Capital Facilities chapter. The City's revenues and expenditures are subject to economic fluctuations and are used to predict fiscal trends in order to maintain the City's adopted level of service for public facilities. This Capital Facilities Plan will be reviewed and amended in accordance with state update requirements to verify that fiscal resources are available to provide public facilities needed to support adopted LOS standards. Policies CFP30 Monitor the progress of the Capital Facilities Plan on an ongoing basis, including the completion of major maintenance projects, the expansion of existing facilities, and the addition of new facilities. Evaluate this progress with respect to trends in the rate and distribution of growth, impacts upon service quality, and FWCP direction. CFP31 Review, update, and amend the Capital Facilities Plan in accordance with state update requirements. Respond to changes in the rates of growth, new development trends, and changing City priorities, budget, and financial considerations. Revised 2015 VI-34 FWCP - Chapter Six, Capital Facilities Make provisions to reassess the FWCP periodically in light of the evolving Capital Facilities Plan. Take appropriate action to ensure internal consistency of the chapters in the plan. CFP32 Continue to coordinate with other capital facility and service providers to ensure that all necessary services and facilities are provided prior to or concurrent with new growth and development. Goal CFPG6 Manage the Surface Water Utility in a manner that makes efficient use of limited resources to address the most critical problems first, and which expresses community values and priorities. Policies CFP33 The utility shall continue to have a role in developing and implementing regional, state, and federal surface water policies and programs and, in doing so, shall seek to: ■ Achieve the City's environmental goals. ■ Contain utility ratepayer costs. ■ Ensure state and federal requirements are achievable. ■ Maintain local control and flexibility in policy/program implementation. The utility's role in developing and implementing regional, state, and federal surface water policies and programs will include: ■ Influencing legislation through lobbying and written and verbal testimony during formal comment periods ■ Participating in rule making ■ Reviewing technical documents ■ Serving on advisory committees and work groups ■ Participating in multi jurisdictional studies and basin planning ■ Entering into cooperative agreements with neighboring and regional agencies to accomplish common goals as appropriate and necessary CFP34 The utility's funds and resources shall be managed in a professional manner in accordance with applicable laws, standards, and City financial policies. CFP35 The utility shall remain a self-supporting enterprise fund. CFP36 The utility Capital Improvement Program (CIP) will provide funding for the following types of projects: 1) Projects addressing flood control problems. 2) Projects needed to meet water quality policies. 3) Projects needed for renewal/replacement or additions to current infrastructure and facilities. 4) Projects necessary for resource protection and stewardship. Revised 2015 VI-35 FWCP - Chapter Six, Capital Facilities CFP37 To the extent of funding limitations, the CIP shall be sustained at a level of service necessary to implement cost effective flood control mitigation; meet water quality policies; maintain system integrity; provide required resource stewardship and protection; and meet federal, state, and local regulations. CFP38 The utility will continue to strive to minimize the use of loans to fund necessary capital improvements, and will generally operate on a "pay-as-you-go basis." However, low interest loans (i.e. Public Works Trust Fund) and/or grants will be used to leverage local funds when feasible. CFP39 Rates shall be set at the lowest level necessary to cover utility program expenses, meet levels of service identified in the " 2015 Surface Water Plan Update, meet debt coverage requirements, and sustain a reserve balance consistent with these policies on a long-term basis. CFP40 Utility rates shall be evaluated bi-annually and adjusted as necessary to achieve utility financial policy objectives. CFP41 Utility rates will allocate costs between different customer classes on an equitable basis. CFP42 The utility rate structure will be based on a financial analysis considering cost - of -service and other policy objectives, and will provide adjustments for actions taken under approved City standards to reduce related service impacts. CFP43 Rates shall be uniform for all utility customers of the same class throughout the service area. CFP44 Rate assistance programs may be provided for specific low-income customers. CFP45 The utility's annual budget and rate recommendations shall provide funding for the following reserve components: 1. A working capital component based on 17 percent of the current year's budgeted operating and maintenance expenses. Under no circumstances shall a budget be submitted for a planned drop in reserves below this level. 2. An emergency/contingency component to cover excessive costs resulting from unexpected catastrophic events or system failures. Based on historical utility experience, this amount will be set at $500,000, which is the estimate of the net cost of emergency services to be paid from rate resources, excluding any potential reimbursements that may be received from Federal Emergency Management Act grants, the City's General Liability Fund, or other external revenue sources. Revised 2015 VI-36 Oily of Federal Way Comprehensive Plan Er So Map VI -I Federal Way Drainage Basins t Fayerar A' Ma EK13A.SN Legend =City Limits Potential Annexation Area Drainage Basins Green River Basin Wlebas Creek Basin Lower Puget Sound Basin ife Mill Creek Baste Fe we- MO RIVER Or akr BAMN MUM Gocfi"hw r a.ma --hW—kw— 1 lr A � „ 1 S ; 1 � 1 1 I 01 1 ■4WB 1 clrY DF Federal Way �: n 4,00 hoar LI — M r� Milton Capffal FaebEes Element This map is intended for use as a graphical mpresentAon. The Cily of Federal Way makes no imnir4 as to its w=raay. City} of Federal Way Comprehensive Plan]� Map I- °��A.s Surface Water Trun stern .��,M�° S Kent M1 �rdr• puget sound '� 4 I`ZE RIVER IN . l Federal I Way sw th 12th St p _i4rro I _SW ] 832 °7 dKI +� 4 $t CL ILLEEK BASIN _ coma 334fgh j' HY EPOSC EKBASIN , w Legend - 4 L . I Federal Way MerNalAnneuHanArea 4 ErwiDEEa CDriveyance a 5irearne' - Regional Starm Fadlltlea i Ymuf � Drainage Basins �I Greg River Basin I+ Hplebar. Creek Basin I ICI ■ i Iton r LawePuget S Duna &ash I ,J in I �I � + r - Mil Creek Basfe Captahcacifibes Element CITY OF V& FederalWay A Scale:This map is intended for use as a graphical representation. a 0.5 1 The Cityof Federal Way rakes Jk mpinm2GU Update1j1W n1=a�ltlev.3urraoc'haleTru�Y._2��tl h'illey no warranty as to its accuracy. itv of Federal Way Comprehensive Plan Pug&Sound rJD€•] i 1Yl Map VI - Park Plea Planning Areas FEd�rd1 Way SW 9.121h_� # 1 fa71 Sr i�-{� h Ld.�P 3t w 7 it Legend cry uffits Federal Way PatmtW Anmm-Aon Arm Park Planning Area SW Q." I r C' J W� Si V,::,. _.,,2*1s 'Phy M UDM :};:m es - Kent M0i xc,� stir• � Fgdea� / ¢ Way A. Federal r Way qh ge r Easter 932 I I S 32&h St S4H ,J FJ:-� A i T A�, / - � ,P&CITY OF Federal Way Scale: 0 o.e 1 Xcnmpimft2p11 LlpdabrilWml=3tlltles'CwWzhnnlnpL,2.mntl MI BPS Capital Fadfftfes Element This map is intended for use as a graphical representation. The City of Federal Way makes no warranty as to its accuracy. City of Federal l ay Comprehensive Plan f11+1ap V1-4 Major Parks and Open Spaces �e-,s Kent moire skv Pug-etS0ilnd - Fir Federal DPP --Way Way ra ■ SPSeEF Park �i1PF $Y�Pi Y LakC Lid¢ SW at th far 2fia� — o S L U4ay, rk [ISBN PDhF.A.A.t $ S[ VI 32UC1 Si ■ tata Park �2 i i 324$Y C■WMFML M NCO r+ Park impft y1Bw [ ntlur ■OPen P Pa[R m C■ I Sp2m Ih S I+ :up 40 �a 1 4 # aroma I Zak,LakeG lew�L I' Park SIN '$o 01 au 9aNf1e tla � I va MIN # AP Lana PaM f Legend rro,u City Limits - 13 Federal Way Potential Annexation Area Milton City, State and County Parks `'�'' • • Open Space f Capital Fadfifies Element CITY OF FederalWay This map is intended for use ` as a graphical representation. fl o.5 1 The City of Federal Way makes X.cumplarf-101l Updatc-PuWlml=atlltle�purMa_�.mx] Miles no warranty as to its accuracy. Map V1-4A ityof Potential Location Federal Way Comprehensive Plan of City Center Public Open Space d=� � v o Q 0 � qr a .0.=% 5 U90 _ 5 312th St _ bEr r i c+a w,r, yio fir'#o4+j#': d u CIl Pa ild ��iiJJT1111r o l 4 0 0 � � � JC Ir'11 Hllkitle c0 'mad 3 4{ G.. `� g r Pue. '. a LUJ N J on M �7 ,a gO4t1r3pQglp 913� _ o � ' � 0L IT Transit 1A,1%� F To m Cenrer C� C3 Eo-�Tad P� V11aGe Li •-+, 60 - L (n ��� � � oar« '• �� � +� The Corn mons at Federal Way� , I — S UA 0210rn Psrk $ RN& LP r - Celebratron Pfc I ' Legend * Potential Open Space Lvcat!Dn Existing Streets 0 Parks City Center Core City Center Frame ,:NcirY OF � Federal Way J'-oor wAZI141pcImtvfapllb FadCrMWC,[rrterPutllC5pam_Zmxtl 14pC F�--f MI C144 r-ftr1 ViC fla baibn '13EMa11 A.5 r.er wx.ru,9e® 79a-91419m a,tir.a.lw� mn Pad L1 P 4 r � C7up Y 6 19 I R n+ � d �a� �YIo .Harry S rwenan High Sshaaf 'a j " A $/ wB0ffiwffnACM0 4 8 b j apifa,I Facilities Element This map is intended for use Smile: " as a graphical representation. o ono 1.0m The City of Federal Way makes Feet no wan-anty as to its socuracy. City of Federal Warr amprehensi�+e Plan Map I daImNYe VI-5 Cte vl l p15 Cir clso„K� G150 t.4� pity Facilities =+,cltiwnwar x� S Kent Mai � r�...m F4ege� Saurad - s ssau FetlaFa� Federal I?4';ay - Warr +� Fea�Fa? — Way , . L7.Nr Si4Ci Lake Lc�v • SW a7 xtn 12th St dMrm Lake a SL Mh St S 32 � I i S 324th St o 4, _ b sv SW CA S r LRg41Yd S � t7ii7P Cty LJmft Fetled Nam' Pc+mtM rrreMM A+ Uty-( a Fa MUSS CUHdl W - can ty€� GW noz eay +'mYr IV/� a LakrArra plY{BSEeU FODEU a O Iror�r • lake © PdkeBWstdkn-+' om f / 93Pdke 8 W stilton - I i{ Milton Pdke S W stilton -Huth CCAer 4 4 -i PdkeBWstdkn-L'Fslrar� 1 D life Capital Facilities Element CITY OF Federal Way This map is intended for use as a graphical representation. 0 0.5 1 The City of Federal Way makes .tkpnptu(12pi1 Updab!'i a"IMiles no warranty as to Its accuracy ityof Federal Way Comprehensive Plan 4f� of Fib' I NYC Map I- ��Mp °Isar° FEW nI Yi} LY7®00 F# il Di1 0 h S l W d eeraay coostrt �,clYwnw�f xrt Kent s "o; M 'p Puget Svemd I id Federal wrie FA .a r Way :M F' k r 6 bh, ■ a t N at Iaiv s ■ Ei i , c atan at I aw a■■■,. h � �C I I aroma SW 3551h k Legend N CityLirnits Federal Way Pctenual1f41Y Eutbn AFea Federal "Schad disma #210 I - Blmnen�l -Schrd +r _ 7 h� rFaL'.' CIA Middle Wool Pacific r Ffigh sdkd Milton � �.... Capital Facilities Elemeat UYT 4F Federal Way scale: This map is intended for use as a graphical representation. 0 0.v 1 The City of Federal Way makes X,: mpIwf,2ail Upda�ZWHnI =■ Ib s-lYM_2.mmtl Miles no warranty lLy as to its accuracy. ity of Federal Way Comprehensive Plan Map i -7 Cte I.I IS Ulu Lakehaven Water Service Are w.vc M=rao.,.r.�m,r a 1 � a a Kent `+ m0i ■ #■ _^g ■ • PErga7 Sound Federal F*de4 a ra� f•a ` n... Way a * �ta� .Aaisi �Q�,'Q � Tr�i a s ■ ■ ■ SVf ]1#iLl � t + : use 3min sl {.Q,w , � P ■ T I r � S 3247h Si a y • sw rfi% � a * � I 4 I I a acoma r a a w � s■ __ �a i Legend -- I T�oalr � 0. City Limits ` Lake �� ` Federal ayPotential AnnexationArea I 'CIfIC % Lakehaven Water Service Area Milton ya Lakehaven Corporate Boundary I Capital Fadities Element CITY OF Federal Way This map is intended for use ale: as a graphical representation. a 0.5 1 The City of Federal Way makes XKDmpimMn1 t Update-L& ml=adltles'LU6_Vm6erY.�rlyd Miles no warranty as to Its accuracy. Clty Of Federal Way omprehenslve Plan Map V1-8 Highline & Tacoma Water Service Area �I.,.'.. Kent ��aa Moi Puget .7 cind K1 r# } Federal 6 Eases S1r:e1 > Lake Lake SW 312lh Lahs Se 332 X * S 324th St Ck '4 �v _ SW Ca I 4 r acoma S arm W Legend r�F City Limits Lmk Federal Way PotentialAnn exationArea I H ig hline Water Service Area Bou nda ry Milton Tacoma Water Service Area Boundary Capital FaF ifios Element CITY OF Federal Way This map is intended for use Scale: ' as a graphical representation. o 0.5 1 The City of Federal Way rrukes JS[peplert2011 UpdaWP-Wftl=edlbezW M &e Teoarm Wake 3er ke Arfl7_2nW miles no warranty as to Its accuracy. ity of Federal Way Comprehensive Plan La ehav n Map �- ■r}� �,.r ctrorrw-,i vr "go-'° - Sewer Bernice Area r Ah, VA.030a ■ ■ • Kent `i M r + a Pugel Sourfd s ° S zuetr - _ f I Federal i • MY y ' sit I * + Sw12th - It p ■ • 1faTa + s � La�C ■ ■ SW3201h 9 y 8 • r ■ I 3 sin StNo s ■. I• Nort F+ i awe L- � • - r ■ acorn a �. $ 3 F ■ P ,r — � 1 Legend gp City Limits Ix � Federal Way Pot-Errtial Annexation,4rea I Traelt Lak-2hauen Sewer Service Area I f Lssav • ■ ■ Pacific 0 ■ j Lakehaven COrpdrale Boundary I Sewer Basin ,�;■�IW�It�n rrtw■,.■■ s • ife . __.__��� ° Capital Facilities Element CITY OF Federal Way Scale:This � map is intended for use as a graphical representation. a Qb 1 The City of Federal Way makes Jk mplerrQ011 UptlaU!-P-Xlm1=atlltles'LU6_3etie• mrJ MI Ies no waFranty as to its aaccuracy. ity of Federal Way Comprehensive Plan Map i-10 �}�,.a,.,aa,s c„ &! 1�1 vr, � South din Fire and Fescue ��,M �° � Legend I _ 0 City umis Norma idy $ I 0 FedeFal Way Palenllal AnneraMn Area Park ealrac r a samli Klrg Fire and Rewue Boundary Existing Fire Stations: I Siallan 25 Siailan 61 � S1a11an 62 SWIan 63 {i , Simian 64 I S1allan 65 4 1 � _ Slailan 65 y r +y;F 5411an 68 jrAning S Maintenance Facility) 1 Siailan 33 + Proposed Fre Stations: Kerift h 1 �y 7J 6 ; r s r : L e Federal yr, Federal e i r o FI - i �W fiTil I I ■ F: _ 4 5 ' ■ I T I y acorns �Ir �r t JAr 1 Pacific T% Milton capital Facilities�e eri CITT OF Federal Way This map is intended for use as a graphical representation. Q a.5 1 The City of Federal Way makes dk mpie&MltUpdate- aplm,=atlltles'+CapFacFlrrIXft_2Oi ratl h1des no warrantyas to its accuracy. CHAPTER SEVEN CITY CENTER 7.0 INTRODUCTION 1 Purposes 1 7.1 POLICY BACKGROUND 2 Growth Management Act 2 VISION 2040 2 Countywide Planning Policies 3 7.2 THE ROLE OF THE CITY CENTER IN FEDERAL WAY'S FUTURE 4 7.3 EXISTING CONDITIONS 5 City Center Planning Area 5 General Image 5 Land Use 6 Parks and Open Space 8 Civic Buildings and Municipal Facilities 8 Circulation 8 Residential 9 Infrastructure 10 7.4 THE LAND USE AND TRANSPORTATION CONCEPT FOR THE CITY CENTER 10 The Concept Plan 10 Land Use Designations 11 City Center Core Area 12 City Center Frame Area 13 Circulation 13 Automobile Circulation 14 Pedestrian/Bicycle Connections 14 Transit 15 High Capacity Transit 16 Civic Buildings and Open Spaces 17 Parking 17 Streetscape 18 7.5 THE URBAN CENTER 19 7.6 VISION STATEMENT 22 7.7 GOALS AND POLICIES 23 7.8 IMPLEMENTATION 28 Implementation Strategies 29 Phasing 30 2015- 2035 Actions 30 Activity Since 1995 Comprehensive Plan Adoption 31 Map VII-1, City Center Vicinity Map Map VII-2, City Center Boundary Map Map VII-3, City Center Land Use Designations Map VII-4, Current Land Use Map Map VII-S, Town Center Development Site Map VII-6, Boundaries of Planned Action SEPA Map VII-7, The Concept Plan Map VII-8, Proposed Street Network Map VII-9, Potential Location of Public Spaces and Pedestrian and Bicycle Connections Map VII-10, Potential Transit Alignment and Stops FWCP - Chapter Seven, City Center 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; Revised 2015 VII-1 FWCP - Chapter Seven, City Center • 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. 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 7.7 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. Revised 2015 VII-2 FWCP - Chapter Seven, City Center VISION 2040 has a number of goals and policies related to centers. The following is the VISION 2040 goal 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. 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 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," 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 and 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, III, and IV as described below, and shown in Figure VII-I 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 Events Center (PAEC) (Town Center I). • Four acres for a park (Town Center 11). • Eight acres for a hotel and potential development opportunities for office, medical office, higher educational facilities, retail and restaurants, along with arts and entertainment venues. In addition, there is a smaller component for office or institutional space (Town Center III). • One acre for transit -oriented development (TOD) located west of the transit center and multi -story parking garage owned and operated by Sound Transit (Town Center IV). 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 VII-4 FWCP - Chapter Seven, City Center Figure VII-1 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 312th Street, South 324th Street, Interstate 5, 11th Place South, and 13th Avenue South (Map V11-3 ). 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 Revised 2015 VI1-5 FWCP - Chapter Seven, City Center other commercial centers across the country. Buildings are dispersed throughout the 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, contribute 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 320"' Street, Pacific Highway South/SR-99, 23rd Avenue South, and South 312"' Street have improved the character of some streetscapes with handsome streetlights, street trees, and median plantings 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 312t" and 316th 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. 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 VII4 and VII-S). 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 listed below. • 320th Street Park and Ride • The Transit Center • Town Center I (future Performing Arts and Event Center) • Truman High School • King County Library Revised 2015 VII-6 FWCP - Chapter Seven, City Center Figure VII - 2 Aerial View of City Center Table VII-1 Gross Floor Area of Land Uses — City Center, April 2015 Use Total Square Footage # Residential Units #Hotels #Hotel Rooms Commercial (Retail/Service) 10,568,496 Institutional Uses 1,664,016 Vacant Land 616,189 Office 546,147 Hotel 466,380 5 657 Religious Services 193,070 Parks 174,825 Industrial 159,668 Utilities 37,886 Single Family 1 Multi -family 502 Senior Housing 447 Open Space Recreation Total 14,426,677 950 5 657 Source: City of Federal Way GIS Revised 2015 VII-7 FWCP - Chapter Seven, City Center 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 312th Street and 28th 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 8th 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 320th 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 320th Street and the Federal Way Transit Center, which opened in early 2006 on a seven - acre site located at the southwest corner of South 316th Street and 23rd 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 317th direct access ramp for Sound Transit's Federal Way Transit Center and the Sound Transit Federal Way Transit Center opened in early 2006 and has improved regional transit speed and reliability because transit is able to access the city center without having to use the congested I-5/320th interchange. The 317t' direct access ramp also benefits carpools and vanpools. Revised 2015 VII-8 FWCP - Chapter Seven, City Center 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 324th Street and 23rd Avenue South lacked sidewalks, although a series of street improvements has corrected this. The majority of walking that takes 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 320th 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. Residential The CC-F contains approximately 502 multi -family units of housing (listed in Table V11--1), located primarily in the area east of SR-99, south of South 312th Street, north of South 316th Street, and west of 28t'' Avenue South. Other residential neighborhoods surround the City Center area, such as the pockets of multi -family housing west of 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. 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 23rd 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. Revised 2015 VII-9 FWCP - Chapter Seven, City Center 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 320' Street, on the west by Pacific Highway South, and on the east by 23rd 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, 23rd 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. 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 7.7. 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 City Center. Revised 2015 VII-10 FWCP - Chapter Seven, City Center • 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 City Center, 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 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. • 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 316th/317th and South 324tb 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 similar uses to those in the core at somewhat lower densities. 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. Revised 2015 VII-11 FWCP - Chapter Seven, 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. 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 Events Center (PAEC) (Town Center 1) will be constructed to the north of Town Square Park (Town Center 2) (Figure VII--I and Map VII-S). Figure VII-2 Potential Core Area Development Revised 2015 VII-12 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 multi- 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 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. Revised 2015 VII-13 FWCP - Chapter Seven, City Center 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 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. Revised 2015 VII-14 FWCP - Chapter Seven, City Center In addition to adding public sidewalks and creating mid -block pathways, Map VII-9 depicts 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 320th 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 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 320th 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 320th Street and Pacific Highway South, crossings should be provided more closely than the existing 1/4-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. 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. Revised 2015 VII-15 FWCP - Chapter Seven, City Center High Capacity Transit The Federal Way Transit Center opened in early 2006, on a seven -acre site located at the southwest corner of South 316th Street and 23rd 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 PSRC. The project also includes a high occupancy vehicle (HOV) direct -access ramp connecting the transit center to Interstate-5 via South 317th 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-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 1-5 alignment. Map VII-10 shows four stations, although the station just south of the existing Transit Station would facilitate both alignments. The Sound Transit Board will select a preferred alignment in 2015. Revised 2015 VII-16 FWCP - Chapter Seven, City Center Civic Buildings and Open Spaces Public buildings including community centers, libraries, city hall, performing arts and event 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 Events 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). 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, 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. Revised 2015 VII-17 FWCP - Chapter Seven, City Center Figure VII-4 Potential Redevelopment of Surface Parking Areas Uver time, parking garages, baser parking requirements and shared parking can allow jbr more intensive development of hand. Streetscape To improve livability within the City Center area, the City must complete the street network and continue to develop streets in accordance 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-18 FWCP - Chapter Seven, City 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 VII-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 excludes jobs in health care and tourism), with almost 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 2013 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 #Hotels #Hotel Rooms Commercial (Retail & Service) 5,720,595 Institutional Uses 728,251 Hotel 385,781 4 556 Vacant Land 366,757 Religious Services 193,070 Parks 174,825 Revised 2015 VII-19 FWCP - Chapter Seven, City Center Use Total Square Footage # Residential Units Motels #Hotel Rooms Office 123,069 Utilities 37,886 Senior Housing 30,834 62 Total 7761068 62 4 556 Table VII-III 2013 Employment in the Urban Center City -Wide Urban Center Employment Category g Y Employees Percentage of Total Employees Employees Percentage of Total Employees Services (Excluding 6,765 22.95% 1,986 58.60% Health Care & Tourism Healthcare 5,713 19.38% Retail 4,585 15.55% 1,073 31.66% Tourism 3,654 12.40% Education 2,087 7.08% Finance,Insurance 1,964 6.66% 219 6.46% and Real Estate Government: Public 1,696 5.75% sector employment excluding education Wholesale Trade, 1,644 5.58% Transportation and Utilities Construction and 853 2.89% Resources Manufacturing 516 1.75% 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. Cluster data for the Urban Center generated by PSRC can be found in Table VII-IV. Revised 2015 VII-20 FWCP - Chapter Seven, City Center 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 - 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 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 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. Revised 2015 VII-21 FWCP - Chapter Seven, City Center 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, as they 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. 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 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 helps 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 Revised 2015 VII-22 FWCP - Chapter Seven, City Center Performing Arts and Events 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. 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. CCG5 Focus on improving the existing character and image of the City Center. CCG6 Encourage housing opportunities in commercial/residential mixed -use settings. Promote housing opportunities close to employment. CCG7 Encourage the availability of affordable housing to all economic segments of the population of this state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock. CCG8 Develop land use patterns that will encourage less dependency on the single occupant automobile. CCG9 Provide a balanced transportation network that accommodates public transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles, and integrated parking. CCG10 Create an environment that attracts high quality housing, commercial, and office uses. Continue to enforce requirements for quality design in buildings, streetscape, and site planning. Revised 2015 VII-23 FWCP - Chapter Seven, City Center CCGl1 Create policies and regulations to encourage more efficient use of parking facilities and to foster new, innovative, and creative parking solutions. Goal CCG12 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 to provide streamlined permit review in the City Center in order 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 2015 VII-24 FWCP - Chapter Seven, City Center Goal CCG13 Improve the flow of vehicular traffic through the City Center and minimize increases in congestion. Policies 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. Goal CCG14 Promote and facilitate the effective use of non -motorized transportation. Create a safe, efficient, and enjoyable pedestrian and bicycle system. Policies CCP15 Emphasize pedestrian and bicycle circulation, as well as other travel modes in all aspects of developing the City Center transportation system. Include public sidewalks, street trees, and other pedestrian amenities for streets. CCP16 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. CCP17 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. CCP19 Continue to site and screen parking lots to minimize impact on the pedestrian environment. CCP20 Connect the main entry of buildings to public sidewalks by a clear, identifiable walkway. CCP21 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. CCP22 Establish clear and well -marked pedestrian crossings to reach transit facilities and other uses at a maximum spacing of 660 feet. Revised 2015 VII-25 FWCP - Chapter Seven, City Center CCP23 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. CCP24 Continue to improve the pedestrian/bicycle circulation along South 320th Street and Pacific Highway South. Goal CCG15 Work with 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 CCP25 Continue to focus transportation investments to support transit and pedestrian/ bicycle -oriented land use patterns. CCP26 Participate actively in regional efforts to develop an HCT system to serve the City Center. CCP27 Establish the most intensive levels of transit service to the City Center area. CCP28 Integrate any transit system with existing or new road rights -of -way. CCP29 Integrate the high capacity transit system with other transportation modes serving Federal Way and the region. CCP30 Integrate bicycle and pedestrian facilities with, and connect to, high capacity transit facilities during right-of-way acquisition and facility design. Goal CCG16 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 CCP31 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. CCP32 Acquire land necessary to provide a broad range of development opportunities throughout the City Center. Revised 2015 VII-26 FWCP - Chapter Seven, City Center Goal CCG17 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 CCP33 Encourage public and private parking structures (below or above ground) in lieu of surface parking. As redevelopment occurs and surface parking becomes increasingly constrained, consider a public/private partnership to develop structured parking in the downtown commercial area. CCP34 Encourage the provision of structured parking. CCP35 Buffer parking areas to increase compatibility between surrounding uses. For larger lots, provide substantial landscaping, special lighting, and pedestrian walkways. CCP36 Site and orient buildings and parking to allow redevelopment of surface parking. CCP37 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. CCP38 Encourage shared parking between uses to maximize the use of available parking within the City Center. Goal CCG18 Plan for land use patterns and transportation systems that minimize air pollution and greenhouse gas emissions. Policies CCP39 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. CCP40 Continue to promote commute trip reduction strategies as a way to reduce air pollution and greenhouse gas emissions. Goal CCG19 As part of new development or redevelopment, encourage the use of innovative techniques such as Low Impact Development. Policies CCP41 Encourage the use of low impact development stormwater facilities, or use other similar stormwater management techniques to promote aquifer recharge. Revised 2015 VII-27 FWCP - Chapter Seven, City Center CCP42 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. Goal CCG20 Consider protecting views from civic buildings and uses, such as the Performing Arts and Events Center, for the enjoyment of citizens. Policy CCP43 Consider providing incentives, and/or adopt regulations, for view protection of scenic vistas. Goal CCG21 Maintain street designations that reinforce the unique characteristics of the City Center. Policies CCP44 Continue to acquire right-of-way, primarily through dedication from development, to complete and enhance the street network. CCP45 Continue to design streets as public spaces, with appropriate pedestrian amenities, trees, sidewalks, bicycle paths, transit services, street furniture, and trash receptacles. CCP46 Continue to construct streetscape improvements as an integral component of any roadway improvement. CCP47 Encourage buildings to front or face public rights -of -way, providing clear paths from the sidewalk to all entries. CCP48 Do not widen any streets except for SR-99 and South 320th Street to more than five lanes. CPP49 Continue to look for opportunities such as the dedication of the flagpoles and the renaming of the downtown stretch of South 320th Street as Memorial Way to reflect local values and create a unique community character. 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 Revised 2015 VII-28 FWCP - Chapter Seven, City Center 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 o£ A set of strategies to guide implementing actions; An illustration of how these strategies can be realized over time; and An 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. 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 to provide 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). Revised 2015 VII-29 FWCP - Chapter Seven, City Center • Consider development of structured parking facilities as needed to support more intensive development and gradually convert the City Center 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 (15-20 years). • 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 Events 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 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. This chapter acknowledges that the City Center 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. 2015- 2035 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. Revised 2015 VII-30 FWCP - Chapter Seven, City Center • Continue to plan for and develop parks and public spaces within the City Center. • Continue to improve SR-99 and establish mid -block crossings. • 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 Town Center 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 the 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 320th 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: Revised 2015 VII-31 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 resulted 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 I Ith Avenue South. • The City has an adopted TIP and CIP plans 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. • hi 2003, the City Council enacted a 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 since used that money to purchase property in the City Center. In addition, the City Council passed a resolution committing to pursue public -private partnerships to leverage desired redevelopment. • hi 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. Revised 2015 VII-32 FWCP - Chapter Seven, City Center • 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. • hi 2010, the City acquired the former Toys R Us site for the development of a Performing Arts and Events 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. • hi 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. • 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, III, and IV (described in Section 7.2 and illustrated in Figure VII-I). Revised 2015 VII-33 FWCP - Chapter Seven, City Center • In 2015, the City issued land use approval for the Performing Arts and Events Center, with plans to begin construction in late 2015. • Infrastructure Improvements: ■ 1999 — South 312th Street between Pacific Highway South and 23rd Avenue South —Roadway widened to four lanes; sidewalks constructed; street lighting and street trees installed. ■ 1999 — South 312th Street and 10' Avenue South Pedestrian Crossing Signal added. ■ 2000 — South 320th Street corridor streetscape improvements completed. ■ 2001— Pacific Highway South/South 320th Street intersection —Roadway widened and new turning lanes added at each leg of the intersection. Also street lighting and 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 320th Street between 1 Ith 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 23rd Avenue South. ■ 2002 — 23rd Avenue South between South 324th Street and South 316th Street — Roadway widened to five lanes and new sidewalks, street lighting, and street trees added. New traffic signals installed at South 316th Street, South 317th Street, and South 322°d Street. ■ 2002 — Ring Road (14th Avenue) completed. ■ 2002 — South 312th and 14th 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 312th to South 324th 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 324th Street at SR-99. ■ 2004 — South 314th Street and 23rd Avenue South —Traffic signal constructed. ■ 2006 — Flyover ramps from 1-5 High Occupancy Vehicle (HOV) lanes connecting to South 317th Street constructed. ■ 2006 — Sound Transit's Federal Way Transit Center at South 317th Street and 23rd Avenue South constructed. ■ 2007 — 21St Avenue South grid road between Sound Transit and South 320th Street constructed. ■ 2011— I-5 south -bound off ramp to South 320th Street widened. ■ 2011— 20t1i Avenue South sidewalk improvements (South 316th Street to South 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. Revised 2015 VII-34 FWCP - Chapter Seven, City Center 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 added. • 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 320 Street and overhead lane assignment signage for westbound South 324th Street approaching SR-99 added. • Non -Exclusive List of Major New Private Development: ■ 1997 — Trader Joe's ■ 1998 — Comfort Inn ■ 1999 — Marie Callender'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 — Century Federal Way Theatres ■ 2007 — McGrath's ■ 2009 — Verizon ■ 2009 — East India Grill ■ 2010 — Hampton Inn & Suites ■ 2012 — Buffalo Wild Wings ■ 2012 — The Ram ■ 2012 — Home Goods ■ 2014 — Kohl's ■ 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-35 City of Federal Way omprehensi�+e Plan Map 11-1 Center Vicinity Ma fit Viii � S Cent Mai S 2EE! Federal r Way � 1 Lair - ,, . SYY 31 FedercV d A.A. SW Sh W 32ft St La S 924 Sf Federal � May sw c „a h f is x atom Cvwva L 356 Fe,E w Way P-4.Y_j I Fire � Mils �, Inks Legend 'mu lain} Limits `� _ ' P C! Federal Way Potential Annexation Area Federal Way City Center Milton Unincorporated Areas Neighbonng Cities City Center Element CITY OF Federal Way This map is intended for use as a graphical representation- n 0-6 1 The City of Federal Way makes .F.Scu„mpyftMi UpcUW 'Orffb�rMWsl,DC_YILi.mnd Imiles no warranty as to its accuracy- ityaf Federal Way Comprehensive Phan t rr, Map V11- ,cp r. tedF ,I p Ida fit Center Boundaryp U I do 13 �0-b B � DdPG v 11 o 140a I e P O D 8 oo 14 o4A� p �A9fi q V. I O1 II +aa OQ C 0 0 1.-0 —� S 312th St y ���i n.. 8 gob b 4omma °� 'yU o FSaEelLake13 ° o . LLL777 ofl p D F�ik p GO Ph—r O oesa oa I i r� L got 0°440 00 0;5 h� o ,gn $� a av ❑ � � ro,.„ Tran.sft � rugusGnaw .�I C I see Cerrer,13 �, QO gg13 G I IL f ° 'f es i The Commons at Federal Way r _ —r ' 32Rh Park L! ` S 324th St a RI°9 —F rz�- -P� o COebradon P r1C._I �4 III' ItL1. $ IU Legend City Center << 0ro Lakes OU . in �_ tr o-4{lU� ° E. C3 Parks 0— .� p q City Center Ele eig CITY OF Federal Way This map is intended for use as a graphical representation_ a 910 1.000 The City of Federal Way makes Xe mu,enaou UPME4:.4W Feet no warranty as to its accuracy_ Federal VW Umprehensive Plan City Center Land Use Designations da 164dWV, , m �r� � �J�r� IN 4i d �8 4 �oJ}a 0631a fl• � � � u IILJ g �] a o p m pP ua I oo 0 s ���� S�1�eltSf aJooa� �a idll"9� Pffdo T. `l� R JURM . p4 D �, - dJ tj 1" LG 4 a 0 � � p •� � ta11r q l--I I�LYr p � CM ynr •12 P T 3 00OQ &= Q Franim lad, L ,90■ ■■■■■ ■ e■*■ EA4M■ _ ti ■] 0 } Ivr nvn. b ■p I'llQl,scnv�r FM 4m0 ■ Q r El imam 6Tr _ 320that a' Q 0 131-] a 0 P ad �110�13 p ■ it � .4 do ■ fir- S.r # The ors at yYa L i E=nCr-x. Q St P,� � d Rldt r'ff 4 goo❑ 0 9 calliphrdlim F� Legend O City Gerftr City Center Care City Center Frame Parks t FN • a 'rrrf• -r• +r•• �+� �� 7• �I i 11L1 �rrJ1.1i �� �� � a r� � � a � �R9 CITY I F Fe deral1# a _ m-mtrtu' 1 %IL'La■d 4 P . B P ii --nfer Elemerrf j This map is intended for use " as a graphical representation. a sm ijim The City of Federal Way makes MmmmmmW F na warranty as to its accuracy'_ C !:' -of Map V 11,4 � mi z Federal •' Plan Con•preCurrent Lard Use Map llensi�re Legend C ty Cantor -rnrra E C ty Carter Cor1- r o f -e di i�� � r. od IS '•r•y'1'`'i III _ M&W Lib I, I.Jl- ' I �a.• If Ifr•I' Transit I� fA ri I The Cam mans at Federal way - � rrjy rr}} yy y v�v it If Mrarottraua�n,,,P.�ar Xa Land Use =Yfo..`r• Kew Commercial InstbAonal Uses Open Space Religious Services {.�.: h� ok ikt� r��t�i� i•4---_- � Drainage MA -Family Residential Parks Senior Housing Owl. i - ins' CA k'o � Lli�s sr�rfr..yr.ti� Water Aa�arr Indusrial Office W Recreation Single Family Residential Vacant Land iWJ-Yr�a•� -0�.c.ai��.p.l. �d�==+-Ir■ yPyrtd� 1+��d P— Cray Con terBemerit CITY 6F Federal Way This map is intended fo: _s-2 Scale:" as a graphical representation. o sm i,ono The City of Federal Way makes xm E+upd.r+� e.,rx�.rix_w�� Ry25iiiiiiii Feet no wa rran-y as -o its accuracy- City of Federal Warr omprehensi�+e Phan Map I I - OISCh- Boundaries of Planned Action EPA®°° 4. �' I� 0 Q 4� Q pp� sC/ m r3 o t'' p CIS_ .o Qd �� G an . of f —P�4 0 Q -4�a d1 R 8 � #4{���� �o �0� P DA9ia� Io p a a IIA LV 000 tl Q pv-......MOPE 0o E I 0n � 0 0 ' Q o t CL.JP4 o Eark dPSweiLake 1 °b i apdYd ar8� F� p Q CQ a d P �,' *+ r� at ti. p — J S±JoO [3UF 40 p Transit HxTVSTrumm iIna DS-r 4fIrEY rhA�'�Srhoor OFT C3 IL - l 1 .Carreer _Th�Covwnmons feral Ways r ■ r 14P I *- a Rme a °Tv 0111� + 11 Ceiebration Parfc ,,Legend Planned action = Q" I C3 SEPA Area r $ # o❑Q City Center Core o City Center Fra Me 0 ILJ1 0 City Center Bement CITY OF Ak Federal Way a This map is intended for use " as a graphical representation- fl Sao 1,O00 The City of Federal Way makes df.cumplarfC012 Update!-.G , e de-xAapslro_Y ILS.mod Feet no Warranty as to Its accuracy- City of Federal Way Comprehensive Plan Gib vl Fid•115i� Map V11-7 ""HF -dV&p " �s� �SdL/w� 6 The Concept Plan F„~ =° 113 ��I 4�ar'� �� ¢ rfi❑ o-r 04U I,1 o d # v LLL777 or^ r 'a4 d b�p ti 4�a' 4" II 8 �4 ��� Q � p ��a9gq ° o 4 QC � p 0 a a � o oa� J � I [ry o �7 �I Y4Yrart LY C131*# PeelLake I Q� •� al ¢ � _ pp � qo + •. p � MGM - A r7 $ • Pl= � e . 4: a _ Q ] G T3b�ll1 8-Acre ±� PAC `- i � Oyportuni d ,� � Transit jyatry S Thu rcr���� 0 CenLer �g,$ p Jwghssdoot Sgaare :. D Pam 0 au Park 0 - n ve� I17I3��tIIII 1I��LL 7� N �} III � L} Cooler m 11InIII t EaaTa° Pars Certdr 320th �S CNehrallo-n ,. The Commons at Fedora Way ; - Imo= n g � 320t15 F9 St Ride ❑ f 9tldd566�6 LJ • CCit:l7rrd tidrF P•i3illC n ,pc6 !'llll�ll I Ill�j�d 11v Legend g �+ Existing Bicycle Route =1 Parks Planned Bicycle Route City Center Core n � J2 ao Potential Pedestrian Cr-oss1ngs City Center Frame } Enhanced Street Network a 1] ° a* . p A - ce y *� Transit Street 4 °? City Center Element CITY 4F Federal Way This map is intended for use as a graphical representation_ a 600 1,40D The City of Federal Way makes dfromplarfCD 1 Update-)2t5'{tnlerNaps2H3 YII 3.m1 T5===E0Ei Feet no warranty as to Its accuracy. _ :f '' '•145h City of Map 11- Federal Way Comprehensive Plan Proposed Street Network =h•=��+•+r«R I'- 5 nn/�yy nn � JJ�"II n 14� V YIy�L —5..A �� V dGI t7� C f,tiL7 71 6° i �_" u O ❑1" ,l nam e g ter_[l' R U ��a II F 0 Q o.�ouor 4�a 4 i• r 00 .gib ° r o w�7 C3 ° -���Ir Q— s 1 Sae4lLakeEl F rLOL 1} 1 _ oo Ftir�u" � { god ray 409 mm TF3i15fF l High sodaaf 1 [ Town 4 I _ f Il I I oa. r� can I 1 CC f u " - j _ 326th St, o - y The Comm ons at Federal Way I r i 320th Park Itlr St I 1 t=—_ 1 a lime___—___._ _ I r J L [D ❑ �ffr` Cefebraiian Dank Legend T Planned Intersection Improvement City GenteF Core _ Completed Intersection Improvement City GenteF Frame r �f Existing Streets I= Parks Proposed Streets • • Planned Street ImpFovements City Gentef Element ent CITY 4F �. Federal Way This rnap is intended for use as a graphical representation_ a 600 1.0m The City of Federal My makes J5[ornp1erit011 Uptlak'Pf•4rMer)Aaps7�00_.'ILB.mrtl Feet no warranty as to its accuracy_ City ofi Federal Way Comprehensive Plan Map V11- Potential Location of Public Spaces and CISG3�n 1WNYi} LYi ®00 Pedestrian and Bicycle Connections ki y� C-' 4 A Q ❑ -1 L U' 9 Q ❑oo i5 -b C' I O �o ' 312til {J' o ovF3 l d1 tl 'a'ab4PmrLom ,a d w•` rr SweiLake Fork Canh` � Town TF3n$ri non s�i q-- Cemer rjf fE ',yfl �9 f [L �ffYO PmS�Canbpr vttrR A .}LVLII L {� U C*r&K lo-n €rrAcr The Commons at 1 ederal Way I ., th St 320th Park 8 Rltle r� L c 6 El�rr�� � � � L� ❑ pt o'er I' , 1j'J Legend /IV Existing Bicycle Route — Existing Streets Planned Bicycle Route a Parks Existing Streets City Center Core x " Planned Streets City Center Frame ' = Potential Pedestrian Crossings Potential Public Space Locations w City Center Element CITY OF Federal Way � This map is intended for use Scale: as a graphical representation- fl 3aa 1.000 The City of Federal VVay makes Jk mplMi2M Updab}JZftCCni rJWap--7.CC_YII9. Feet no warranty as to Its accuracy- ity of Federal Way Comprehensive Plan � �] 1f l I -�I � �� -1Mr 5 {i, vl Feral Vi, Potential Transit Ali mm�ts anal Sty F'""''°®'° g p r--P— _3_� l3 �_ ¢ �:I uo d ;0 pp4F 0 Late[ I 6 Fd� 0�a , P� In $ I �8 I ioo� v q� DAgiim I dColoa 9 [73 {1 u Q Y o � o �0 C1 . 11 31�#h $t I � t r _ � 340 _ I �# FbeeJLake dl¢ark � 1 I err r ej CM {ej 04;_ I '� $t bao4mo 00 j P oa I L# rIla I I Town I r73rFSit � ��• � n�y4eyeer- r I Center 3 15gaare{ �l JL Park —+_ *ti ffAj I I 1 Pa.. I I Cent r f I '� III I. •I 4 r ' • f r I I t� n t 1 , Tha {sFrrnonr. al Fni�ral'Nay �_ S 3th St o I E PPP I _ Cere&3i0nPa* i p� Legend ° ° g 0 Rarks dp Potential Transit stop � L. City Center Core Potential Transit Routes 19 AM= Potential H T Alignment DD att4 City Center Frame Potential HCT ( Alternatives) d 510. ' ER Station Locations o� 113 IM a a � , City Center Elorr rat CITY 4F Federal Way This map is intended for use as a graphical representation. fl .500 1,0e11 The City of Federal Way makes .Jk pmp{�(�pia up��C1A'{emerlAap:C LVIL10.�d Feet no warranty as to Its accuracy_ CHAPTER EIGHT POTENTIAL ANNEXATION AREAS 8.0 INTRODUCTION 8.1 POLICY BACKGROUND Growth Management Act VISION 2040 2 Countywide Planning Policies 3 8.2 POTENTIAL ANNEXATION AREA 4 Neighborhoods 8.3 NATURAL ENVIRONMENT Summary of Inventory 4 4 Wetlands 5 Streams 5 Lakes 5 Fish and Wildlife Habitat Conservation Areas 6 Aquifer Recharge Areas 6 Frequently Flooded Areas 6 Geologic Hazard Areas Environmental Goals and Policies 8.4 LAND USE 6 Existing Land Uses 8 Essential Public Facilities 9 Cultural Resources 10 Land Use Capacity Analysis 10 Comprehensive Plan Land Use Relationship to Pre -Annexation Zoning _10 Land Use Goals and Policies 11 8.5 HOUSING 12 Housing Goals and Policies 8.6 PARKS AND RECREATION 13 Summary of Parks Planning Efforts and Inventory 13 Future Parks and Recreation Needs 14 Parks & Recreation Goals and Policies 14 8.7 S URFACE WATER 15 Summary of Inventory 15 Future Surface Water Needs 16 Surface Water Goals and Policies 17 8.8 TRANSPORTATION 18 Summary of Inventory Transportation Goals and Policies 8.9 PRIVATE UTILITIES Summary of PAA Inventory 21 Private Utilities Goals and Policies 22 8.10 PUBLIC SERVICES AND CAPITAL FACILITIES 22 Inventory of Public Services Likely to Change as a Result of Annexation _22 Services Unlikely to Change as a Result of Annexation 23 Public Services and Capital Facilities Goals and Policies 8.11 PUBLIC PARTICIPATION Public Participation Goal and Policies 28 8.12 GOVERNANCE AND INTER -JURISDICTIONAL COORDINATION _29 Governance/Interjurisdictional Goals and Policies 8.13 ANNEXATION Annexation Goals and Policies Map VIII-1, Potential Annexation Area (PAA) Map VIII-2, PAA Subarea Map Map VIII-3, PAA 2003 Critical Areas Map VIII-4, PAA 2003 Geologic Hazards Map VIII-5, PAA Parks & Cultural Resources Map VIII-6, PAA Pre -Annexation Comprehensive Plan Designations Map VIII-7, PAA Pre -Annexation Zoning Map Map VIII-8, PAA 2003 Surface Water Facilities Map VIII-9, PAA 2003 Arterials & Local Streets Map VIII-10, PAA Fire Department Facilities Map VIII-11, PAA Public School Facilities This page intentionally left blank. FWCP - Chapter Eight, Potential Annexation Areas The City of Federal Way Potential Annexation Area (PAA) is located in South King County and lies generally east of the City of Federal Way and Interstate 5. The PAA is characterized by a series of residential neighborhoods focused around numerous lakes beginning with Star Lake in the north and concluding with Five Mile Lake in the South (see Maps VIII-1 and VIII-2). The City of Federal Way PAA was established through a series of interlocal agreements between the City of Federal Way and neighboring South King County cities. Based upon the State of Washington Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs), the City would ultimately annex and provide services within its designated PAA. While the Federal Way Comprehensive Plan (FWCP) focuses upon plans and policies for property in the City limits, this chapter augments the comprehensive plan and addresses in more detail the Federal Way PAA. The City of Federal Way with the support of King County adopted a PAA Sub -area Plan in 2003 to guide annexation of its PAA. This Sub -area Plan included a Pre -annexation Comprehensive Plan Designations Map and a Pre -annexation Zoning Map, which would become effective upon annexation. Using this plan, the City attempted to annex its entire PAA. The annexation proposal was rejected by the voters in the PAA on August 21, 2007. At this time, the City has no plans to pursue annexation of its PAA; however, it will entertain requests from property owners in the PAA who are interested in annexing to the City. The 2003 PAA Sub -area Plan is more than 11 years old and the analysis as to the feasibility of annexing the PAA is outdated. At the time of any annexation request, the City will prepare required feasibility studies and analysis. The Growth Management Act (GMA), VISION 2040, and the King County Countywide Planning Policies (CWPPs) call for concentrating growth within the region's designated Urban Growth Area (UGA). The UGA encompasses all of the urban designated lands within King County. These lands include all cities as well as a portion of unincorporated King County. Consistent with the GMA, VISION 2040, and the CWPPs, urban lands are intended to be the focus of future growth that is compact, includes a mix of uses, and is well -served by public infrastructure. Revised 2015 VIII-1 FWCP - Chapter Eight, Potential Annexation Areas Growth Management Act The GMA includes goals to reduce sprawl and ensure that urban growth occurs in areas designated for urban uses, where services can be provided more efficiently. The GMA identifies three distinct landscapes: urban lands, rural lands, and natural resource lands (i.e., agricultural, forest, and mineral lands). The act makes clear that the long-term sustainability of rural and resource lands is dependent on accommodating development within the designated UGA. The following three GMA goals are most relevant to PAA planning efforts: ■ 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. ■ Public Facilities and Services — Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use, without decreasing current service levels below locally established minimum standards. In terms of urban growth and reduction of sprawl, the PAA contains primarily single- family development, with a few commercial nodes along major arterial roadways, where services are or can be extended, identified as neighborhood or community centers. The land use/zoning pattern based on the pre -annexation comprehensive plan and zoning designations would result in urban densities of about four units per net acre or greater, meeting GMA goals for urban level growth. Select areas have pre -annexation comprehensive plan and zoning designations to accommodate approximately one residential unit per acre on the periphery of the PAA, due to sensitive areas and infrastructure limitations. VISION 2040 VISION 2040 contains multi -county planning policies (MPPs) that call for unincorporated UGAs to be affiliated with adjacent cities for joint planning purposes and future annexation. The Regional Growth Strategy allocates 93 percent of the region's future population growth and 97 percent of its employment growth into the existing UGA. VISION 2040 also directs the Regional Council to develop a framework to review and comment on adjustments to PAAs. It directs counties to work with adjacent cities to craft municipal standards for development in unincorporated urban areas. The overarching goal of the MPPs related to unincorporated lands within the UGA is: Goal: All unincorporated lands within the Urban Growth Area will either annex into existing cities or incorporate as new cities. Revised 2015 VIII-2 FWCP - Chapter Eight, Potential Annexation Areas MPP-DP-18: Affiliate all urban unincorporated lands appropriate for annexation with an adjacent city or identify those that may be feasible for incorporation. To fulfill the regional growth strategy, annexation is preferred over incorporation. MPP-DP-19: Supportjoint planning between cities and counties to work cooperatively in planning for urban unincorporated areas to ensure an orderly transition to city governance, including efforts such as: (a) establishing urban development standards, (b) addressing service and infrastructure financing, and (c) transferring permitting authority. MPP-DP-20: Support the provision and coordination of urban services to unincorporated urban areas by the adjacent city or, where appropriate, by the county as an interim approach. CWPPS and local comprehensive plans must be consistent with the MPPs Countywide Planning Policies The pattern of growth within the UGA implements the Regional Growth Strategy through allocation of targets to local jurisdictions. The targets create an obligation to plan and provide zoning for future potential growth, but do not obligate a jurisdiction to guarantee that a given number of housing units will be built or jobs added during the planning period. Goal: The Urban Growth Area accommodates growth consistent with the Regional Growth Strategy and growth targets through land use patterns and practices that create vibrant, healthy, and sustainable communities. DP-22: Designate Potential Annexation Areas in city comprehensive plans and adopt them in the Countywide Planning Policies. Ensure that Potential Annexation Areas do not overlap or leave unincorporated urban islands between cities. DP-23: Facilitate the annexation of unincorporated areas within the Urban Growth Area that are already urbanized and are within a city's Potential Annexation Area in order to provide urban services to those areas. Annexation is preferred over incorporation. DP-24: Allow cities to annex territory only within their designated Potential Annexation Area as shown in the Potential Annexation Areas Map. Phase annexations to coincide with the ability of cities to coordinate the provision of a full range of urban services to areas to be annexed. DP-26: Develop agreements between King County and cities with Potential Annexation Areas to apply city -compatible development standards that will guide land development prior to annexation. DP-27: Evaluate proposals to annex or incorporate unincorporated land based on the following criteria: Revised 2015 VIII-3 FWCP - Chapter Eight, Potential Annexation Areas a) Conformance with Countywide Planning Policies including the Urban Growth Area boundary; b) The ability of the annexing or incorporating jurisdiction to provide urban services at standards equal to or better than the current service providers; and c) Annexation or incorporation in a manner that will avoid creating unincorporated islands of development. Neighborhoods The PAA is divided into two Major Subareas, as well as five smaller Community Level Subareas. The Major and Community Level Subareas are as follows (see Map VIII-2): ■ Star Lake and Camelot Community Level Subareas comprise the Northeast Major Subarea, east of I-5 and north of SR-18, and total approximately 2,142 acres in size. ■ Lakeland, North Parkway, and Jovita Community Level Subareas comprise the Southeast Major Subarea, east of I-5 and south of SR-18, and total approximately 2,248 acres in size. Critical areas in the PAA include wetlands, streams and lakes, fish and wildlife habitat conservation areas, aquifer recharge areas, frequently flooded areas, and geologic hazard areas (Map VIII-3). The March 18, 2002, PAA Inventory Report provides a detailed inventory and description of these critical areas. Many of these areas have already been identified, delineated, mapped, and classified. In addition, the inventory report details the implications of federal, state, and local policies at that time regarding environmentally sensitive areas pending any potential future annexation. When requests for annexation are received, this inventory should be updated per existing policies and regulations. Summary of Inventory The Federal Endangered Species Act (ESA), Washington State Priority Habitat and Species Program (PHS), and the GMA provide levels of protection for endangered, threatened, or sensitive species and habitats, and hazard protection. Please refer to Maps VIII-3 and VIII-4 for locations of critical and hazard areas within the PAA as identified in 2002-2003. A brief description of the results from research on the environment is provided below. Revised 2015 VIII-4 FWCP - Chapter Eight, Potential Annexation Areas Wetlands There are approximately 440 acres of known wetlands in the PAA, with the largest acreage of wetlands found in the Northeast Subarea. Within the smaller individual community subareas, Lakeland has the largest acreage of wetlands (see Map VIII-3). Both the County and City have regulations protecting wetlands with buffers and other requirements varying by wetland class. The City of Federal Way regulates wetlands per Federal Way Revised Code (FWRC) Chapter 19.145. Streams A distinctive characteristic of the PAA is that most of the area is a headwater to several major streams (Hylebos Creek, Mullen Slough, and Mill Creek). Most of the streams in the Federal Way PAA are classified by the County as Class 2 with salmonids requiring a 100-foot buffer. If using the City of Federal Way classification system, most streams would be considered Type F streams, also requiring a 100-foot buffer. The City of Federal Way regulates streams per FWRC Chapter 19.145. Lakes Lakes in the PAA include Star, Dollof, North, Killarney, Geneva, and Five Mile lakes. The setback requirement for regulated lakes is 25- feet landward in every direction from the ordinary high water mark of the lake. The City of Federal Way regulates lakes per FWRC Chapter 19.145. All of the lakes in the PAA are also under the jurisdiction of the Shoreline Master Program. Revised 2015 VIII-5 FWCP - Chapter Eight, Potential Annexation Areas Fish and Wildlife Habitat Conservation Areas Based on the state Priority Species and Habitat Mapping Program, within the PAA there are three anadromous running streams. These include the headwaters of West Hylebos creek, the south draining stream from Lake Dolloff, and East Hylebos Creek south of Lake Kilarney. King County has also identified downstream and west of I-5 in the City limits that Hylebos Creek has a "Chinook distribution 500 foot buffer." The City definition of "fish and wildlife habitat conservation areas" is found in FWRC 19.05. Aquifer Recharge Areas The Lakehaven Utility District serves the majority of the PAA except for a small area in the northeastern portion of the Star Lake Area. Lakehaven's main source of water is from four aquifer systems that underlie the City: the Redondo -Milton Channel Aquifer, the Mirror Lake Aquifer, the Federal Way Deep Aquifer, and the Eastern Upland Aquifer. The locations of wells in relationship to the aquifer systems are shown on Map VIII-3. Aquifer recharge areas are located in areas where permeable soil and rock materials are relatively close to the land surface and where there is an excess of water from precipitation. The Lakehaven Utility District notes that the precise extent of the aquifer recharge areas is uncertain. Critical Aquifer Recharge Areas and Wellhead Protection Areas are regulated by FWRC Chapter 19.145. Highline Water District services a small part of the PAA in the Star Lake area. Until 1962, all water came from the Highline District's wells. At the time of the preparation of the 2003 PAA Sub -area Plan, about 90 percent of the water supply of the district was purchased from Seattle Public Utilities. The district supplements its Seattle water source with local wells. The wells, which draw from an intermediate aquifer approximately 400 feet underground, were designed to furnish approximately 15 percent of the total volume of water supplied by the district. The district has wells located in Des Moines and also near Angle Lake outside of the PAA and Federal Way. Siting criteria for wells must comply with state law (WAC 173-160-171). Furthermore, any improvement or use on a subject property is subject to said state requirements regarding separation of wells from sources of pollution. Frequently Flooded Areas There is a 100-year floodplain located around Lake Dolloff in the PAA (see Map VIII-3). King County regulations require that development activities, including fill, may not cause the base flood elevation to rise. Federal Way has floodplain regulations in FWRC Chapter 15.15 and 19.142. Geologic Hazard Areas There are small portions of the Parkway, Jovita, and North Lake Subareas, which have landslide hazard areas and erosion hazard areas, mostly located near streams or steep slope areas. There are also small portions of the Camelot and Lakeland Subareas that Revised 2015 VIII-6 FWCP - Chapter Eight, Potential Annexation Areas have erosion hazard areas. The Star Lake Subarea has a significant proportion of both landslide hazard and erosion hazard areas along its eastern border. Please refer to Map VIII-4. Development activities and land surface modifications on or within 50 feet of a geologically hazardous area are subject to FWRC Chapter 19.145. Environmental Goals and Policies The following goal and policies are provided to address PAA environmental conditions. Environmental Goal Practice environmental stewardship by protecting, enhancing and promoting the natural environment in and around the PAA. Environmental Policies PAA Env —1 Prior to and upon annexation, the County and City in partnership shall promote the protection of PAA wetland and lake complexes, as much of the area is a headwater to significant fish -bearing streams, including Hylebos Creek, Mullen Slough, and Mill Creek. PAA Env — 2 The County shall, prior to annexation, manage the 100-year floodplain of Lake Dolloff in accordance with federal, state, and county laws and guidelines. Regulations to prevent reductions in base flood storage volumes should continue to be implemented. Upon annexation, the City shall continue the policy and practice of floodplain management. PAA Env — 3 Prior to and upon annexation, the County and City in partnership should encourage the establishment of an active lake management system to monitor and manage lake water quality. This management system should actively involve property owners, homeowner's associations, lake management districts, and agency stormwater utilities within the PAA. PAA Env — 4 Prior to the annexation of large areas, updated surface water basin management plans should be prepared by the County in conjunction with the City for the PAA basins and sub -basins, particularly east of I-5. Basins and sub -basins should be prioritized for study and coordinated with all appropriate state and local agencies. The topology, soils, drainage, flow and channel monitoring, vegetation, habitat identification, utilities, R/D maintenance, and mitigation policies should be uniquely identified and defined for each basin/sub-basin. PAA Env — 5 In preparation of applying City environmentally sensitive area regulations in the future, the City and County should inventory and map steep slope areas in the PAA. PAA Env — 6 Prior to and upon annexation, the City should coordinate with the King County Solid Waste Division regarding the environmental monitoring of the closed Puyallup/Kit Corner Landfill. Revised 2015 VIII-7 FWCP - Chapter Eight, Potential Annexation Areas PAA Env - 7 The City shall coordinate with King County through interlocal agreements or other means to institute common environmental protection standards while the area is in transition from County to City jurisdiction. Standards would include, but are not limited to, wetland buffers and mitigation standards, stream buffers, geologically hazardous area disturbance avoidance and buffers, and others as appropriate. Existing Land Uses The Federal Way PAA contains primarily single family residential land uses as shown in Figure VIII-1 and Table VIII-1. Of any neighborhood, the Parkway neighborhood has the most acres in multiple family uses although still primarily containing single family uses. Figure VIII--1 Potential Annexation area 2013 Exisitng Land Use Distribuiton (Based on Total Acres) - utirties 31 ■ Commercial ■ Industrial ■ Institutional Vacant 702 ■ Multi -Family ■ Office ❑ Open Space ■ Park Single family 2285 Commercial 26 0 Religious Services lndustriai 1 ■ Senior Housing Institutional 129 ❑Single Family ■ Utilities ❑ Vacant Multi -Family 176 Office 0 Open Space 158 Park 67 Religious Services 75 Senior housing 0 Table VIII-1 Existing Land Uses by Parcels Category g y Camelot Star Lake Lakeland Par ay Jovita Acres % Acres % Acres I % Acres % Acres % Commercial 2.8 0% 6.87851 1% 12.8 1% 3.3 1% 0.0 0% Industrial 0.0 0% 0.0 0% 0.8 0% 0.0 0% 0.0 0% Institutional 49.5 5% 46.0346 7% 33.8 3% 0.0 0% 0.0 0% Multi -Family 32.2 3% 35.3078 5% 30.1 3% 75.5 23% 2.8 1% Office 0.2 0% 0.0 0% 0.0 0% 0.0 0% 0.0 0% Open Space 1 49.5 1 5% 1 43.9066 1 6%1 57.2 1 5% 1 7.5 1 2% 1 0.1 1 0 Park 18.1 2% 1 17.1847 2%1 31.4 1 3% 1 0.0 0%1 0.0 0% Religious Services 7.5 1% 1 10.5644 2% 56.7 5% 1 0.0 0%1 0.0 0% Senior Housing 0.0 0% 1 0.0 0% 0.0 0%1 0.0 0%1 0.0 0% Revised 2015 VIII-8 FWCP - Chapter Eight, Potential Annexation Areas Category Camelot Star Lake Lakeland Par ay Jovita Acres % Acres % Acres % Acres % Acres % Single -Family 732.4 68% 465.747 66% 671.5 59% 183.1 55% 233.8 59% Utilities 0.0 0% 0.0 0% 0.0 0% 30.6 9% 0.3 0% Vacant 189.6 18% 74.9434 11% 244.9 21% 33.4 10% 159.9 40% TOTAL 1081.8 100% 700.567 100% 1139.1 100% 333.3 100% 397.0 100% Notes: The acre figures are derived from the Are Info Geographic Information System (GIs). Multi family includes duplex, triplex, fourplex, apartments, condominiums, and group homes. No data is used for parcels where King County parcel information was unavailable. Easements include transportation and utility. Not all rights -of -way is developed. Source: King County Department of Assessments 2014 and City of Federal Way GIS Division, 2015 While the predominant land use in the PAA neighborhoods is residential, there are several businesses, including the following types: ■ Star Lake — Tavern, nursery ■ Camelot — Gas stations, offices ■ Lakeland — Convenience store, espresso, auto repair, day care center ■ North Parkway — Auto salvage and towing. ■ PAA Generally — Numerous home occupations (for example, home day care operations, individual construction contractors, home -based professional services, and others) Essential Public Facilities RCW 36.70A.200 states that essential public facilities are, "...those facilities that are typically difficult to site, such as: ■ Airports; ■ State education facilities; ■ State or regional transportation facilities as defined in RCW 47.06.140; ■ State and local correctional facilities; ■ Solid waste handling facilities; ■ In -patient facilities including substance facilities, mental health facilities, group homes; and ■ Secure community transition facilities as defined in RCW 71.09.020. Essential public facilities can be government owned and operated, or privately owned facilities that are regulated by public entities. This definition is not considered to be all- inclusive, but provides examples of facilities that are difficult to site. No local comprehensive plan or development regulation may preclude the siting of essential public facilities. The PAA contains several essential public facilities, including highways of statewide significance such as I-5 and SR-18, a WSDOT maintenance facility, the closed and monitored Puyallup/Kit Corner Landfill (see section 8.10, Solid Waste), group homes, and potentially others that remain to be identified beyond present inventory efforts. Under county or City plans and rules, essential public facilities are required to undergo a review process prior to siting. Revised 2015 VIII-9 FWCP - Chapter Eight, Potential Annexation Areas Cultural Resources The King County Historic Preservation Program has identified historic properties included in the King County Historic Resource Inventory. The only designated or potentially eligible historic landmarks are in the Lakeland neighborhood of the Southeast Subarea (see Map VIII-5). The Sutherland Grocery and Gas Station, built in the 1930's, was designated a King County Landmark in 2002. The two other potentially eligible historic sites are the Westborg House, a farmhouse built in 1905 by M. Westborg on property originally part of a 160-acre homestead owned by James Duncan, and the Fancher House, a home and barn built in 1923. The King County Historic Preservation Program recommends an inventory update to identify any additional historic properties in the PAA area, as well as the City limits, since the last inventory was conducted 27 years ago. Additionally, the County recommends an interlocal agreement for preservation services to provide a mechanism and incentives for protecting significant historic properties within the current and future annexed City boundaries. Land Use Capacity Analysis The GMA and the CWPP's require that King County and its cities accommodate their fair share of the future growth projected for King County. Future development "targets," expressed in the number of housing units, are determined through an interactive, multi - jurisdictional process between King County and cities located within King County, considering land capacity, market factors, and other parameters. Through this ongoing regional process, the PAA growth target for the years 2006 to 2031 has been established at 2,390 units and the land capacity is 2,956. The employment target is established at 290 jobs and the employment capacity is 600. It should be noted that a capacity analysis does not estimate the time or rate that growth will occur, only the capacity of the land for additional development. It is the County's and City's roles to provide opportunities and capacity to meet regional fair share growth, monitor growth, and respond to changing needs and circumstances as they arise through regular review of comprehensive plans, development regulations, and budgets. Comprehensive Plan Land Use Relationship to Pre -Annexation Zoning In conjunction with the 2003 PAA Subarea Plan, the City adopted a pre -annexation comprehensive plan (Map VIII-6) and zoning map designations (Map VIII-7), which would become effective upon annexation. Pre -annexation comprehensive plan classification and zoning map designations provide more certainty to property owners and residents about the future character of the area should they annex to the City. Revised 2015 VIII-10 FWCP - Chapter Eight, Potential Annexation Areas Land Use Goals and Policies The PAA land use goal and policies are provided in this section, and address land use character and land use planning in the PAA. Land Use Goal Respect the character, integrity, and unique qualities of PAA neighborhoods in land use planning efforts. Land Use Policies — General Policies PAA LU —1 Proposed annexations should be implemented to be consistent with the pre -annexation comprehensive plan designations and pre -annexation zoning map of this chapter (see policy PAA Annex-4). PAA LU — 2 City and County plans and regulations shall emphasize single-family detached dwellings as the primary use in the PAA's established single- family neighborhoods. PAA LU — 3 The City and County PAA commercial and multi -family land use patterns and regulations should meet community needs, respect the hierarchy of districts and centers in the Federal Way planning area, and support the Federal Way City Center. PAA LU — 4 The City and County PAA zoning designations should provide sufficient zoned capacity, and a variety of housing types, to address total household growth targets for the PAA. PAA LU — 5 Areas with significant environmental hazards, unique or fragile ecosystems of high rank, order, and function, or long-term infrastructure limitations, may be further protected beyond the application of development regulations through Federal Way RS-35.0 zoning in the Star Lake, Jovita, and Parkway neighborhoods. PAA LU — 6 To promote financially self-supporting annexations, the City should support the County in facilitating or conducting coordinated master or sub -area planning of vacant, underdeveloped, or transitional land areas in the PAA that may present unique and/or highly visible sites for high tax generating land uses, such as but not limited to auto sales. Expedited or advanced environmental review, incentives to encourage assemblages of land, and/or coordinated and comprehensive approaches to site development and environmental protection should be considered. Cultural Resources Policies PAA LU — 7 Prior to and upon annexation, the City and County should coordinate with the King County Historic Preservation Program, the Cultural Revised 2015 VIII-11 FWCP - Chapter Eight, Potential Annexation Areas Development Authority of King County, and local historical societies (such as the Historic Society of Federal Way) to promote the preservation of historic resources in the PAA. PAA LU-8 The City and/or County should conduct a PAA historic inventory update prior to or upon annexation. PAA LU-9 The City should consider mechanisms to offer historic preservation services and incentives in the PAA upon the annexation of PAA properties into the City, including but not limited to, an interlocal agreement with King County for resource evaluation and incentives. Economic Development Policies PAA LU —10 Commercial locations, development standards, and zoning regulations should reflect a hierarchy of business districts, recognizing the Federal Way City Center as the primary Citywide business center, and business districts in the PAA as secondary and tertiary nodes catering to local and/or neighborhood needs. PAA LU —11 The City and County should support neighborhood level business retention, improvement, and development on commercially zoned properties east of I-5 to meet the needs of local residents. PAA LU —12 Commercial development should be encouraged on properties designated commercial on the PAA comprehensive plan and zoning maps to help meet the PAA employment target as determined in the CWPP's. Essential Public Facilities Policies The FWCP Land Use chapter policies address essential public facilities. Additional policies are not included. Housing Goals and Policies Housing Goal Promote the preservation and enhancement of existing residential neighborhoods, and allow for new housing developments meeting future needs in the PAA. Housing Policy PAA House —1 The City, in cooperation with King County, should promote the preservation of existing housing. Private investment should be encouraged in older residential neighborhoods and multifamily Revised 2015 VIII-12 FWCP - Chapter Eight, Potential Annexation Areas complexes. Programs supporting weatherization, home repair and rehabilitation, and infrastructure maintenance should be supported. The FWCP Housing chapter policies address housing stock protection, existing and future affordability, and special needs, and would also be applicable to the PAA. �8.6 PARKS AND RECREATION Summary of Parks Planning Efforts and Inventory The City of Federal Way Parks, Recreation, and Cultural Services (PRCS) Department has prepared a Parks, Recreation, and Open Space Plan, which was originally adopted in 1991 and updated in 1995, 2000, 2006, and 2012. The PRCS plan is adopted by reference into the FWCP. The plan divides the City and PAA into subareas for purposes of long- range planning (Map VI-3). The primary goal of the Parks, Recreation, and Open Space Plan is to assure that a park serves every neighborhood in Federal Way. As of 2012, the City was providing 12.52 acres of city -owned parks per 1,000 population in the City limits. The City's goal is to provide a level of service of 10.9 acres per 1,000 population and to maintain this level of service standard as Federal Way grows in population and size. The City of Federal Way's existing parks and recreational areas are divided into six categories. Each category represents a distinct type of recreational activity or opportunity. The categories are: Neighborhood Parks, Community Parks, Regional Parks, Trails, Community Facilities, and Open Space. The total parkland in Federal Way was 1,141.13 acres as of January 2015. The PAA is primarily served by five county park sites totaling 109.8 acres (see Table VIII-2). All of the active park facilities are located in the Lakeland community subarea, while natural park and passive park areas are found in the Star Lake and Camelot community subareas. Completed in 2000, the South County Ballfields Phase 2 is the only recent capital project completed in the PAA. Table VIII-2 PAA Park Facilities Owned By King County PAA Neighborhood Park Site Name County Park Plan Classification Acreage Star Lake Bin aman Pond Natural 16.7 Camelot Camelot Park Passive 18.0 Lakeland Five Mile Lake Park Lake Geneva Park South County Ballfields Active Active 1 Active 31.9 18.6 1 24.6 Total Acres I 1 1 109.8 Source: January 2013, PRCS Plan Revised 2015 VIII-13 FWCP - Chapter Eight, Potential Annexation Areas In addition to King County parks, the Federal Way School District (during non -school hours) and the State of Washington also provide public recreation facilities and opportunities in the PAA. These include sites located in the Camelot and North Lake community subareas. Private recreation facilities may also be required in residential subdivisions and developments of five units or more in accordance with King County development regulations and King County's determination of recreation facility needs. Future Parks and Recreation Needs Based on the January 13, 2013, PRCS Plan, there was a total of 1,114.13 acres of City - owned park and open space land within the City of Federal Way, including roughly 601.7 acres in developed parks and 539.43 acres in undeveloped open space. If Dash Point State Park is included in the calculation for total acreage, then there are 1,371.13 acres of park and open space within the City. If the parks within the PAA and the portion of Dash Point State Park located in Pierce County are included in those calculations, a total of 1,621.93 acres of park and open space are located within the City and PAA. This includes City, state, and county park facilities. The City's level of service standard for total park land is 10.9 acres per1000 population. The January 13, 2013, level of service for the City was 12.52 acres per 1000 population, and for the county and PAA together, the then level of service was 14.81 acres/1000 population. Since that time, the City has added 21.84 acres of park land, so the level of service has not changed drastically. Therefore, system -wide, the City has an adequate amount of park land to serve the current population for both the City and PAA. However, much of this acreage is undeveloped open space. The primary deficiency is in improved trails. Parks & Recreation Goals and Policies Parks Goal Maintain current facilities and acquire new lands to meet PAA community park and recreation needs. Parks Policies PAA Park —1 The City should continue to address the PAA in its comprehensive parks, recreation, and open space system plans. PAA Park — 2 The City should review county park maintenance and operation plans for each County park facility that may be transferred in the event of annexation. The City will assess available resources at the time of annexation and determine the appropriate level of maintenance for all acquired county facilities. Revised 2015 VIII-14 FWCP - Chapter Eight, Potential Annexation Areas PAA Park — 3 Additional parkland, open space, and trails should be acquired and developed according to the standards outlined in the City of Federal Way Parks, Recreation, and Open Space Comprehensive Plan. Phasing in a gradually increasing level of service standard may be appropriate based on agency resources at the time of annexation. Summary of Inventory The PAA is almost entirely within the nearly level upland plateau which is immediately adjacent to steep slopes at the edge of the Green and White River valleys. As a result, historical stormwater systems within the PAA include a series of lake and wetland complexes that drain in steep ravines to the rivers and streams below. The most distinctive characteristic of the PAA is that most of the area is a headwater to several significant streams (Hylebos Creek, Mullen Slough, and Mill Creek). Five drainage basins have been identified by King County mapping within the PAA. These designations also agree with the City of Federal Way designations: Lower Green River, Mill Creek, White River, Hylebos Creek, and Lower Puget Sound (see Map VIII-8). Surface Water Facilities Within the various drainage basins, the PAA contains a variety of surface water facilities that require inspection and maintenance by several county divisions and/or property owners as listed in Tables VIII-3 through VIII-5 (regional and local surface water facilities are shown on Map VIII-8). Since these tables were prepared 13 to 14 years ago, it is expected that this information has changed; however, it is being retained for lack of better information. At the time of any annexation request, this inventory will be updated as part of the planning and analysis process associated with annexing property. Table VIII-3 In -Road Surface Water Facilities Facility Measurement Unit Northeast Subarea Southeast Subarea Curb And Gutter LF lineal feet 252,806 92,206 Catch Basin & Manhole EA each 1,361.00 633 Paved Ditch And Gutter LF lineal feet 755 450 Open Ditch LF lineal feet 85,292.00 81,916.00 Enclosed System SP lineal feet storm pipe 149,913 70,980 Cross Tile And Access EA each 985 699 Cross Culverts EA each 614 332 Curb & Gutter And Thick RM road mile 55.2 22.5 Bridge Drains EA each 6 6 Auxiliary Pipe LF lineal feet 2,697 1,611 Trash Racks EA each 0 0 Headwalls EA each 1 0 Revised 2015 VIII-15 FWCP - Chapter Eight, Potential Annexation Areas Facility Measurement Unit Northeast Subarea Southeast Subarea Cross Culverts LF lineal feet 590 0 Box Culverts EA each 0 0 R/D Facilities EA each 2 1 Source: King County Roads Division, January 2002 Table VIII-4 Regional Stormwater Facilities Subarea Facility Name Address Type of Facility Northeast Sweet Briar Drainage Improvement 4700 S 292"d St (immediately east of 4613 S 292" d) Pipe Northeast P-32 (Camelot Park) 29800 36` PIS Pump Station Northeast Lake Dolloff Outlet 4200 308th PIS Channel/weir Southeast Peasley Canyon Culvert 5100 S Peasley Canyon Rd Culvert Southeast S 360th St Embankment 2100 S 360th St Regional R/D Southeast Regency Woods Div 1 37546 2l't Ave S HDPE Pipe Southeast Regency Woods Div 1 37694 18th PIS HDPE Pipe Southeast Regency Woods Div 4 37934 23rd PIS HDPE Pipe Southeast Regency Woods Div 4 37811 21" Ct S HDPE Pipe Southeast Regency Woods Div 4 1817 S 380` Pl HDPE Pipe Source: King County Department of Natural Resources, December 21, 2001; January 29, 2002 Table VIII--5 Residential and Commercial Drainage Facilities Type of Facility Subarea Number of Facilities Residential Northeast 40 Southeast 26 Total 66 Commercial Northeast 9 Southeast 16 Total 25 TOTAL 91 Source: King County Department of Natural Resources, December 21, 2001; January 29, 2002. Surface Water Level of Service Analysis, July 11, 2003. Future Surface Water Needs As property in the PAA is annexed by the City, the following actions will be needed. ■ The City will need to conduct a field inventory of the storm drainage conveyance system for inclusion in a map or GIS database. ■ The City facilities and GIS databases will need to be updated to provide coverage of the PAA. ■ The increased inventory of facilities to maintain, due to the annexation, will over the long term require a proportional increase in the City's maintenance budget. Revised 2015 VIII-16 FWCP - Chapter Eight, Potential Annexation Areas ■ Increased program space needs will possibly require larger maintenance facilities than those currently planned by Federal Way and possibly accelerate the need for new facilities. ■ It is anticipated that after annexation, costs associated with complaint response would include staff time to respond to inquiries and issues, and the labor, equipment, and materials to provide minor corrective actions. ■ Non -routine problems, i.e. street flooding, severe stream bank erosion, etc., may become more identifiable over time and require further action. Certain problem areas may require continual non -routine maintenance due to existing environmental conditions (such as Peasley Canyon Road), or could become candidates for further study and capital improvements (such as Lakes Geneva and Dolloff). ■ The Regional Stormwater Facilities constructed and maintained by King County will need to be maintained by Federal Way. ■ The residential drainage facilities in the PAA are inspected and maintained by King County. The commercial facilities are inspected by King County and maintained by the property owner. Federal Way will need to evaluate the feasibility of inspection and maintenance. ■ An initial sustained cleaning effort will likely be needed to bring the ditch system to a level of improvement where minimal routine maintenance would be needed. ■ It is anticipated with the annexation that Federal Way may take a more active role with the drainage and water quality aspects of the PAA lake system. There are various options for Federal Way to set up the lake management system, including use of homeowners associations, lake management districts, and the City's stormwater management utility. ■ Upon annexation of the PAA, it is anticipated that Federal Way will expand its water quality program to provide more lake water quality management and surface water quality monitoring. This could include a variety of program elements, such as volunteer groups, monitoring stations, community organizations, and public education. ■ Federal Way will need to increase other stormwater program components to include the PAA. A notable expansion element will be a field inventory of the storm drainage system, which is a part of the Illicit Discharge Detection and Elimination requirement in the Phase II National Pollutant Discharge Elimination System (NPDES) program. Surface Water Goals and Policies Surface Water Goal Promote a PAA surface water system that protects the environment and property, and allows for efficient operation and maintenance. Revised 2015 VIII-17 FWCP - Chapter Eight, Potential Annexation Areas Surface Water Policy In addition to Natural Environment and Capital Facility policies, the following policy is provided specific to surface water concerns: PAA SW —1 Prior to annexations of large areas, the County, in conjunction with the City and in partnership with other agencies, should further inventory surface water facilities and conditions, and prepare hydrologic models and basin plans for the PAA areas east of I-5. Summary of Inventory The Federal Way PAA is served by a series of arterial roadways that provide local and regional transportation access (refer to Map VIII--9). King County has been responsible for maintenance of public roadways and accompanying facilities, such as shoulders, sidewalks, traffic signs, striping and signals, guardrails, and landscaping. The Washington State Department of Transportation (WSDOT) has jurisdiction over state highways within the PAA. State highways located within the boundaries of the PAA include, SR-18, and SR-161 (Enchanted Parkway South). Transit service, including several park and ride facilities along the I-5 corridor, is provided by King County Metro. The majority of the street network in the PAA is characteristically rural with asphalt concrete pavement, gravel shoulders, and ditches for drainage purposes. The street network is largely underdeveloped, with many cul-de-sacs and dead-end streets creating insufficient connectivity. Furthermore, a general lack of sidewalks and existing street lights inhibit pedestrian traffic and present public safety concerns. Street lights are limited to street intersections along arterial streets and newer subdivisions, with very few mid -block street lights along arterial streets. Most arterial corridors in the PAA, particularly in the southeast, lack sidewalks and, in most cases, are poorly lit. Table VIII-6 has not been updated since 2003; however, it is being retained for illustrative purposes. As shown in this table, sidewalks are a smaller percent of lane road miles. Revised 2015 VIII-18 FWCP — Chapter Eight, Potential Annexation Areas Table VIII-6 Street Inventory Within PAA Inventory Item Redondo East Subarea Northeast Subarea Southeast Subarea All Road Miles* 0.3 miles 46.6 miles 28.9 miles All Paved Road Surfaces, 0.6 93.2 57.3 Lane Miles Curb & Gutter (linear feet) 1,902 252,806 92,206 (-0.4 miles) (-48 miles) 17 miles) Paved Sidewalk, one side 0.4 miles 25.5 miles 12.3 miles (miles) Traffic Signals (EA)** 0 12 2 Street Lights (EA) 10 561 190 Street Signs (EA)*** 37 980 520 Source: King County Roads *There are several street clusters in the study area for which road logs do not exist, including: private streets (approx. 7 miles), as well as several unmaintained public gravel streets (approx. 7 miles), and in some cases relatively new public asphalt streets (about 1-2 miles), and these are not included in the totals above. **Based upon City staff review and field confirmation, there appear to be nine signals, two flashing beacons, one fire signal and two traffic signals on SR 161 (currently WSDOT responsibility) that would become the City's responsibility upon annexation. Controllers would need to be replaced to connect to the City's system. ***King County does not inventory street name signs, which would understate the number of signs maintained. The largest traffic volumes exist along east/west arterial routes, which provide access to I-5. Transportation Goals and Policies Transportation would be guided by the following goal and policies. Transportation Goal Establish a safe, coordinated, and linked multimodal transportation system serving local and area -wide travel needs. Transportation Policies PAA Trans —1 Prior to annexations, the City and County should jointly classify streets in the PAA consistent with federal, state, and City guidelines, and future roadway usage. Joint City/County street standards should also be established, such as the City of Federal Way standards, a hybrid of standards, or others as determined by the City and County. This may be achieved through an interlocal agreement and any required county comprehensive plan amendments. The joint classification system will help ensure a common set of standards are applied as new roadway improvements are proposed and implemented in the PAA, and that the roadways meet City standards upon annexation. The City classification system for the PAA is presented in Map VIII-9. Revised 2015 VIII-19 FWCP - Chapter Eight, Potential Annexation Areas PAA Trans — 2 Joint City and County street standards identified in PAA Trans-1 should address: ■ Property access ■ Street signs ■ Street lighting ■ Pedestrian and bicycle safety ■ Street widths PAA Trans — 3 As development proposals are identified or capital improvements are implemented in the PAA prior to annexation, the City and County should encourage the connection of streets when considering subdivision or street improvement proposals, unless prevented by topographic or environmental constraints. The City and County should limit the use of cul-de-sacs, dead-end streets, loops, and other designs that form barriers to a coordinated transportation network in the community. PAA Trans — 4 The City should work with the County to ensure uniform maintenance standards for public streets are instituted and conducted by the county until such time as annexation occurs. PAA Trans — 5 Prior to annexation of PAA properties, the County, in consultation with the City, should review high accident locations, and improve street safety and functions focusing efforts at the most critical locations. PAA Trans - 6 To ensure that City and County LOS standards are met as development occurs prior to annexation, the City and County should agree to joint implementation of LOS standards for concurrency. Development applicants should prepare reports that contain dual analysis of the county's Transportation Adequacy Measurement (TAM) and Roadway Segment level of service standards and the City's LOS standards. PAA Trans — 7 Prior to annexation of the Northeast and Southeast Subareas, a coordinated Capital Improvement Program (CIP) should be prepared between the City and County to ensure that improvements required to meet levels of service are implemented concurrent with development. PAA Trans — 8 The City and County shall continue to coordinate with park -and -ride and transit service providers in establishing appropriate LOS for the PAA, promoting alternative modes and assisting the achievement of LOS standards. PAA Trans — 9 Prior to annexation of the Northeast and Southeast Subareas, as part of a PAA interlocal agreement the City and County shall establish a regional traffic planning and mitigation payment system. Revised 2015 VIII-20 FWCP - Chapter Eight, Potential Annexation Areas Utilities described in this section include electric (power), natural gas, telephone, and cable. Public utilities are described under Public Services and Capital Facilities (Section 8.10). Private utility providers rely on coordination of information such as population and employment forecasts, as well as coordination of construction activities, such as street improvements. Summary of PAA Inventory Electric Electric utility service for the Federal Way PAA is provided by Puget Sound Energy (PSE). There are 115,000 volt transmission lines in the Federal Way PAA. Electric substations serving the Federal Way PAA include: Marine View; Lakota; Belmor; Christopher; Weyerhaeuser; Starwood; Kitts Corner; and West Campus. Most of the substations include one or two 25,000 kVA transformers. The load on the substation varies continuously, exactly meeting the demand of the customers. As new development occurs or consumer electrical demand increases, future substations may be needed to meet the increased demand. There is a future 115 kV line planned in the Five Mile Lake area (in Lakeland). (Based on information provided by PSE, November 2014.) Natural Gas PSE provides natural gas to the Federal Way PAA. Natural gas is not an essential service, and therefore, PSE is not mandated to serve all areas. Significant lines in or near the PAA include a 12-inch STW (steel wrap) supply main located in Military Road South and six- inch STW located in 288th Street. At this time within the Federal Way PAA, no improvements are planned to existing facilities. However, new projects can be developed in the future at any time due to: 1. New or replacement of existing facilities to increased capacity requirements due to new building construction and conversion from alternate fuels. 2. Main replacement to facilitate improved maintenance of facilities. 3. Replacement or relocation of facilities due to municipal and state projects. Telephone Century Link and Xfinity provide telecommunication services to the Federal Way planning area. Century Link and Xfinity are required by law to provide adequate telecommunications services on demand. Accordingly, Century Link and Xfinity will provide facilities to accommodate whatever growth pattern occurs within the PAA. Due to advances in technology, additional capacity is easily and quickly added to the system. Wireless Service and Cable Providers Cable television service in the PAA is provided by Comcast, CenturyLink, Direct TV, or Dish Network. Comcast and CenturyLink utilize cable and fiber optic technologies and Direct TV and Dish Network utilize satellite technologies. Revised 2015 VIII-21 FWCP - Chapter Eight, Potential Annexation Areas Private Utilities Goals and Policies Private Utilities Goal Facilitate provision of electric, natural gas, telecommunication, and cable services to the greater Federal Way community. Private Utilities Policy PAA Utility —1 The County and City should coordinate with electric, natural gas, and telecommunication providers to ensure PAA services support planned growth, meet desired customer service needs, and result in a comparable community system in the greater Federal Way area. This section provides a summary of current public services and capital facilities in the PAA, addressing local government as well as special district services and facilities. Inventory of Public Services Likely to Change as a Result of Annexation General Government Government services likely to change upon annexation by Federal Way include provision of parks and recreation, police, solid waste, surface water, and transportation. Parks and Recreation Please refer to subsection 8.6. Police Services The King County Sheriff provides police protection services to the PAA. The PAA is served by Precinct 3, George Sector, with its headquarters in Maple Valley. At the time of incorporation, the City contracted with the King County Sheriff's Department for police services. In the spring of 1995, the City decided to terminate its contract relationship with King County and form its own police department. The City's Police Department began limited service on September 16, 1996, and was fully operational on October 16, 1996. Federal Way's Police Department could be expanded at some time in the future so that it could effectively provide services to the PAA. Revised 2015 VIII-22 FWCP - Chapter Eight, Potential Annexation Areas State laws require and establish procedures for the lateral transfer to a city of qualified county sheriff's office employees who would otherwise be laid off as a result of the annexation of unincorporated territory into that city (RCW 35.13.360 to 400). The city would not be required to put all transferring employees on the police department payroll. It is within the city's discretion to determine what staffing provides an adequate level of law enforcement service. Solid Waste The King County Department of Natural Resources, Solid Waste Division, operates King County's transfer and disposal system comprised of a central landfill and regional waste transfer sites for residential and non-residential self -haul customers and commercial haulers. The closest waste transfer station to the PAA and the City of Federal Way is in the City of Algona. A siting process is underway which may relocate this facility in the near future; the most likely site is adjacent to the existing facility in the City of Algona. Unincorporated areas of King County are served by private garbage collection companies, which receive oversight through the WUTC, with coordinated planning, education and outreach services provided via King County Solid Waste Division. While Waste Management serves all accounts within the City of Federal Way per a mutual agreement, the PAA consists of two service areas designated as exclusive franchises, with the dividing line at approximately South 300th Street. The northern area is serviced by Republic Services, while the southern area is serviced by Waste Management. In the event of annexation, the City may decide to contract for solid waste collection or undertake solid waste collection itself. However, state law specifies that the incumbent franchisee, may continue to operate for a period of seven years, although negotiated transfer of service provider is allowed under RCW 35A.14.900. In the Parkway neighborhood, the closed Puyallup/Kit Corner Landfill is sited southeast of the I-5 and SR-18 interchange. This landfill was closed in the mid- 1960's prior to existing regulations requiring extensive environmental controls. Environmental systems are being monitored and maintained, with custodial responsibilities under the purview of King County Solid Waste Division. Surface Water See Subsection 8.7. Transportation See Subsection 8.8. Services Unlikely to Change as a Result of Annexation In the event of annexation, some services currently being provided in the PAA through special districts will not change. The current service providers, levels of service, or costs of services including fire protection, library, schools, and water and wastewater will remain unchanged. However, it is important that the City and service providers coordinate planning efforts to match services and facilities with the current and future population and employment levels. Revised 2015 VIII-23 FWCP - Chapter Eight, Potential Annexation Areas Fire Services South King Fire & Rescue (SKFR), formerly known as the Federal Way Fire Department provides service to the City of Federal Way, the City of Des Moines, and most of the surrounding unincorporated area in the Federal Way PAA. However, SUR is a standalone municipal entity organized under Title 52 RCW and, as such, is not part of the City of Federal Way government. Both the cities of Federal Way and Des Moines have "annexed into" SUR by a public vote for the provision of fire and life safety services. SKFR's current service boundary was formed in 2006 from a series of mergers uniting five (5) fire districts in the area, some of which had been in existence since 1946, beginning in the early 1970s and culminating in the latest merger in 2006. The resulting boundary encompasses some 41 square miles and has an estimated population of over 150,000. Services provided by SKFR include fire suppression, fire prevention (building inspection and public information), public education (via the Community Affairs Office), emergency medical, hazardous materials response, technical rescue response, surface water rescue, marine fire and rescue response via a fire boat located at the Des Moines marina, and numerous other related fire and life safety services. Emergency medical response calls or service make up a majority of the calls for the SKFR, which totaled 17,695 calls for service in 2014 alone. The PAA is served by four of the SKFR's eight stations (Map VIII-10). Two of these stations are located outside of the PAA, Station 64 within the City of Federal Way, and Station 66 within the Woodmont/Redondo area. The other fire stations serving the PAA are located within the Lakeland and Camelot community subareas. SKFR also provides service to the Valley Regional Fire Authority (VRFA) due to recent annexations by the City of Auburn on the west hill service area that SKFR previously held within its service boundaries (VRFA provides service to Auburn, Algona, and Pacific). SKFR's response on the west hill area of Auburn is provided via an Interlocal Agreement, wherein SKFR responds into the City of Auburn area on a first due basis. This response is normally handled by Station 65. SKFR has purchased property at South 288th and Interstate 5 as a contingency should the City of Auburn annex additional area on the west hill potentially necessitating the replacement of Station 65 in the Camelot area. This would accommodate the building of a new station that is more centrally located in the north end of the City. For the City and PAA planning efforts, the City has worked closely with SKFR in reviewing the Fire District Master Plan, which complies with the GMA. The master plan identifies the new facilities SKFR will need to continue providing service as its service area grows. The City included SKFR's new facilities requirements and cost and revenue estimates in the City's Capital Facilities chapter. Revised 2015 VIII-24 FWCP - Chapter Eight, Potential Annexation Areas Library Services Library services are provided by King County. There are no public libraries inside the PAA, but there are six libraries of different sizes serving residents of the PAA including: Algona -Pacific Library — 5,250 square feet (medium) 255 Ellingson Road Auburn Library — 20,000 square feet (resource) 1102 Auburn Way South Federal Way 320th Library — 15,000 square feet (large) 848 South 320th Street Federal Way Regional Library — 25,000 square feet (regional) 34200 First Way South Kent Regional — 22,500 square feet (regional) 212 2nd Avenue North Woodmont Library — 9,850 square feet (medium) 26809 Pacific Highway South King County Library System (KCLS) plans for capital projects, including expansions, depend on the KCLS board determining whether they wish to propose a bond issue to King County voters and whether it passes. Schools/Education Probably more than any other special district, a school district provides an area with a sense of community. The Federal Way School District #210 (FWSD, as outlined on Map VIII-11) extends from the county line south to South 252nd west of I-5 and South 232nd Street, east of I-5 to the north, and for the most part along the edge of the plateau to the east. A school district provides a common thread, be it through school activities such as organized sports, or through voting during elections. City staff meets regularly with FWSD administrators to discuss growth management and school development issues. The FWSD primarily serves students in the cities of Federal Way, Des Moines, Auburn, and Kent, and unincorporated King County. The FWSD administration has indicated in these meetings that they would prefer to work with one jurisdiction as the FWSD attempts to anticipate growth and develop plans for new school facilities. Nine schools are located in the PAA, including six elementary schools, two middle schools, and one high school (as outlined on Map VIII-11). Revised 2015 VIII-25 FWCP - Chapter Eight, Potential Annexation Areas Water and Wastewater The Lakehaven Utility District (LUD) and Highline Water District (HWD) provide water service to properties within the PAA. As indicated on Map VI-7, the current LUD boundary is generally bordered on the south by the Pierce/King County line, on the east by the Green River Valley, and on the west by Puget Sound. The LUD's northern boundary is generally bordered by South 272" d Street with a narrow strip extending along Puget Sound to South 252nd Street. Maps contained in the LUD's water system comprehensive plan describe an extensive system of wells, storage tanks, and distribution mains. The water distribution infrastructure is sufficient to provide water to virtually all of the LUD. The HWD water service area boundary encompasses most of the PAA Star Lake community subarea and parts of the City of Federal Way (Map VI-8). Both the 2014 LUD Comprehensive Water System Plan and 2002 HWD Capital Improvement Plan have identified the following water quality and service goals and objectives: maintain their water systems and water quality to the highest level of service and at least the level required by applicable regulations; participate in the conservation efforts to maximize existing water supply resources and develop new water resources; and install new water distribution systems as necessary to serve the existing and future populations within their districts. Both districts have existing rate structures and capability to ensure this level of service. Wastewater systems in the PAA include both septic and sanitary sewer systems. Sanitary sewer service is available in several areas outside the City limits, including the Camelot/ Star Lake area, north of Lake Dolloff, and Woodmont, a small area east of I-5 and south of Kitts Corner Road, (see Map VI-9). The City of Federal Way's responsibility with regard to the water and wastewater systems will be limited to updating the FWCP in future years in accordance with the City's regular planning efforts, and providing development applications to the LUD and HWD for their input as part of the City's development review committee process. Public Services and Capital Facilities Goals and Policies Public Services and Capital Facilities Goal Provide effective, efficient, and quality capital facilities and services at the level necessary to meet community needs and support allowed growth. Public Services and Capital Facilities Policies In addition to governance and intergovernmental coordination policies, the following policies are established. Revised 2015 VIII-26 FWCP - Chapter Eight, Potential Annexation Areas PAA CapFac —1 Prior to annexation, the City, in conjunction with the County, should develop and maintain an inventory of capital facilities in the PAA. As new information becomes available, supplementary inventories should be completed for surface water facilities and roadway improvements to bridge gaps in information identified in the Final Potential Annexation Area Inventory, City of Federal Way, March 18, 2002. PAA CapFac — 2 City and County plans should address the PAA to ensure that systems are reviewed comprehensively, and in order to support desired annexation phasing. PAA CapFac — 3 Through an interlocal agreement prior to annexation, shared City - County capital facility maintenance standards should be implemented. Standards, funding, and practices should seek to avoid maintenance deferrals prior to annexation. Maintenance standards should be consistent with approved functional plans for transportation, stormwater, parks, and other systems that would become a part of the City system upon annexation. PAA CapFac — 4 The City should allow for a variety of service delivery or revenue enhancement options to increase the feasibility of annexation. Based on the PAA Annexation Feasibility Study, these options may include, but are not limited to: a. State of Washington and/or King County providing new resources to offset the significant cost of annexation, through such options as new local option sales tax, state grants, unspent county impact fees, county monetary incentives to annex, or others. b. The County or City posing to voters general obligation bonds or general taxes. c. The County or City proposing to create special limited districts in PAAs to pay for specific costs. d. Tax base expansion. e. Increase in fees for enterprise funds, such as surface water management or the solid waste program. f. When considering annexation proposals, the City could provide a lower level of service for one or more services. The reduction could be Citywide (e.g. lower park standards) or just in the PAAs (e.g. lower roadway pavement rating in the newly annexed neighborhoods). g. When considering annexation proposals, the City could explore alternative service delivery strategies, or customized strategies for specific neighborhoods tailored to the needs or characteristics of the PAA location. Revised 2015 VIII-27 FWCP - Chapter Eight, Potential Annexation Areas h. The City could address the difference in County and City levels of service by phasing -in the increases in level of service in the annexation area. i. The City could annex those areas that are financially self- supporting first, and then annex other areas in conjunction with other strategies to improve fiscal impact of these subsequent annexations, such as identified in "a" to "h" above. PAA CapFac-5 To avoid City assumption of nonconforming infrastructure, a coordinated capital improvement program should be prepared between the City and County. Such a program should be developed prior to annexation, particularly for the Northeast and Southeast Subareas, to ensure that improvements required to meet levels of service are implemented concurrent with new development. When considering annexation proposals that have significant existing nonconforming infrastructure, the City should consider service delivery and revenue enhancement options identified in Policy PAA CapFac-4. The GMA requires public participation in the adoption and amendment of comprehensive plans and development regulations, including the preparation of subarea plans like the 2003 Federal Way PAA Subarea Plan. Upon future requests for annexation from residents of the PAA, the City will engage in public participation efforts such as public meetings, open houses, and various means of advertisements pursuant to state law. Public Participation Goal and Policies Public Participation Goal Actively seek public involvement in PAA planning efforts. Public Participation Policy PAA Pub —1 Consistent with state law, the City of Federal Way recognizes annexation as a process, which requires and benefits from public participation. As the City is the designated future municipal service provider to the PAA, the City should inform PAA residents, property owners, and business owners of City activities and invite participation from PAA residents, property owners, and business owners through the following efforts: a. Encourage City staff and elected officials to regularly attend civic and community organization meetings. b. Seek broad representation on boards, commissions, and advisory groups. c. Prior to action on City plans and regulations, seek and integrate public input through public workshops, meetings and hearings. Revised 2015 VIII-28 FWCP - Chapter Eight, Potential Annexation Areas The GMA, VISION 2040, and the CWPPs require coordination between land use and services/capital planning, such as between the City of Federal Way, neighboring cities, special districts, and the County. Governance/Interjurisdictional Goals and Policies Governance/Interjurisdictional Coordination Goal Coordinate PAA planning efforts with other neighboring jurisdictions and agencies. Governance/Interjurisdictional Coordination Policies PAA Gov —1 The City shall coordinate with the County to ensure service provision and land development prior to City annexation is consistent with the goals and policies of this chapter. Methods to allow for coordination may include, but are not limited to, execution of an Interlocal Agreement between the City of Federal Way and King County to: a. Establish guidelines for development plan review, impact fees, and SEPA mitigation consistent with this chapter•, and b. Define service delivery responsibilities, level of service standards, and capital facility implementation consistent with chapter PAA Gov — 2 Through regional planning efforts, the County and City should ensure PAA plans are compatible with neighboring jurisdictions, including King and Pierce Counties, and the cities of Algona, Auburn, Edgewood, Kent, Milton, and Pacific. PAA Gov — 3 Coordinated planning efforts between the City, King County, Lakehaven Utility District, Highline Water District, Puget Sound Energy, Federal Way School District, and South King Fire & Rescue should continue to assure managed growth supportive of the PAA land use, annexation phasing, and service delivery objectives. For purposes of efficient services, coordinated land planning and development, and unity between economically and socially related areas, annexation may be desired by citizens, property owners, and the City. As noted above, the GMA provides for coordinated urban growth area planning between counties and cities with the intent that urban and urbanizing areas ultimately be served by municipalities. In the GMA framework, Revised 2015 VIII-29 FWCP - Chapter Eight, Potential Annexation Areas annexations may occur only within a jurisdiction's designated PAA. By addressing its city limits and PAA in its comprehensive plan, the City is responding to the GMA framework to manage growth, provide efficient services, and meet community needs in the broader Federal Way community. Annexation Goals and Policies Annexation Goals Provide a framework for processing annexation requests. Annexation Policies PAA Annex —1 The City should give priority consideration to annexation proposals that are financially self-sufficient, or those where the fiscal impact can be improved through annexation strategies such as those identified in Policy PAA CapFac-4. As areas become feasible for annexation, such areas may be prioritized for annexation in accordance with the following: ■ Neighborhood willingness to annex. ■ Land use developability where urban densities may be achieved, rate of growth indicating City oversight of growing area would ensure compatible development with City goals and requirements, and other similar land use factors. ■ Ability to provide a balance in costs and revenues to the City. ■ City's ability to provide appropriate levels of service. ■ The annexation includes areas with regionally serving infrastructure that meets City of Federal Way Level -of -Service (LOS) standards. Infrastructure examples may include parks and recreation facilities, arterial roadways, regional surface water detention facilities, etc. Annexation areas containing nonconforming infrastructure should have sufficient planning and funding mechanisms in place to assure existing LOS deficiencies are addressed. Sufficient planning mechanisms may include affected areas being addressed in capital facility plans. Sufficient funding mechanisms may include anticipated utility tax revenues from the affected area, and the establishment of a Local Improvement District to minimize any gaps in tax revenues. ■ Logical and reasonable service areas based on Policies PAA Annex-2 and PAA Annex-3. Annexation of the geographic subareas may be phased over several years. PAA Annex — 2 The City should process annexation requests in accordance with review criteria. Review criteria should include: Revised 2015 VIII-30 FWCP - Chapter Eight, Potential Annexation Areas ■ The proposal meets the priority criteria of PAA Annex — 1. ■ Annexations are an appropriate size. Appropriate size means an area that warrants the staff time and expense involved in processing annexation requests and complies with the goals of the GMA, VISION 2040, and the CWPP's. ■ Annexations generally should not have or create abnormally irregular boundaries. ■ The annexation must, to the greatest extent possible, preserve natural neighborhoods and communities. ■ The annexation proposal should use physical boundaries, including but not limited to, bodies of water, highways, and land contours, including meeting provisions of PAA Annex-3. ■ The annexation proposal should create and/or preserve logical service areas, including meeting provisions of PAA Annex-3. PAA Annex — 3 The City will use, but may not be limited to, the following factors in determining the specific location of an annexation proposal boundary. a. The annexation boundary, where appropriate, should adjust any impractical or irregular boundaries created in the past. b. The annexation boundary should provide a contiguous and regular boundary with current City limits. c. The annexation boundary, where appropriate, should be drawn along property and/or existing or future right-of-way boundaries. Annexation boundaries, where possible, should not be drawn along right-of-way centerlines. d. PAA roadways contiguous to a proposed annexation area should not be included within the proposed annexation boundary, unless the roadways are contiguous to current City limits. e. When a proposed annexation is located in the vicinity of a PAA King County surface water management facility, the City Public Works Department should evaluate the facility and the water basins it serves to determine whether the boundary should be modified to include the public facility. f. When a proposed annexation is located in the vicinity of a PAA public recreation facility, the City Parks, Recreation, and Cultural Services Department should evaluate the financial feasibility of modifying the annexation boundary to include the public facility. g. When a proposed annexation includes portions of a natural lake, the annexation boundary should be modified to include or exclude the entire lake area from the proposed annexation. h. When a proposed annexation is located in the vicinity of a PAA special purpose district facility (i.e. school, fire station, etc.), the City should consult with the respective district regarding modifying the boundary to include the special purpose district facility. Revised 2015 VIII-31 FWCP - Chapter Eight, Potential Annexation Areas PAA Annex — 4 Upon annexation, properties shall be required to assume FWCP designations and zoning as found Maps VIII-6 and VIII-7, respectively. a. The adopting ordinance for the pre -annexation plan and zoning shall specify the time interval following an annexation during which the ordinance adopting the pre -annexation plan and zoning, must remain in effect before it may be amended by the City. b. Any amendment to the pre -annexation comprehensive plan designations map or zoning map is subject to the general GMA limitation that the comprehensive plan may be amended no more frequently than once a year, unless exceptions are met. PAA Annex — 5 Where appropriate, the City and/or County should allow development agreements in the PAA that are consistent with this chapter and any plans adopted as part of the annexation proposal. PAA Annex — 6 The City will require owners of land annexing into Federal Way to assume their proportion of existing City bonded indebtedness. PAA Annex — 7 The City and County will work with affected neighborhoods upon annexation to provide a smooth transition from King County to City of Federal Way administration. PAA Annex — 8 The City should establish departmental service needs prior to major annexations through a fiscal impact analysis. As revenues from each annexation area are collected, increase City services to maintain current Citywide levels of service, or determine other level of service phasing, reduction, or customization as identified in Policy PAA CapFac-4. Revised 2015 VIII-32 City of Federal Way Comprehensive Plan Wf]ale:JWUd"201E Cgraf FttleFsI W" Map Vill _ i 02IR UEM xxxx M ?We S Potential nn cati n area -°dem"`�` '} zs.�-s3S-70M��oo0 wri. dta+o-?e]era Fes. m m :'S22pdSt Kent Des{ - -- MDines {i o- k � I n federal r-I u. Way F 53 .51 — r fn S 312th St N _ _ I %�� Auburn 11 r s 320th St 'j :{ S 324th St U 91- ~ - J —j 9 348th St. +� # - � Algona L, in 1 a A"a Qro. � r � �" — I Paafic I Mihon CITY OF' Federal Wa° 05 1 Miles J:%ayn IanQD14 U M15W W a I-Mv d Legend: city Lj m ks Potential Annexation Area Cities Federal Nay Algona Auhum Des Moines Edgewood Kent Milton Pacific PAA Federal Way, PAA Algona, PAA Des Moines, PAA Kent, PAA Milton, PAA Pacific, PAA vicinity map --'FEDERAL 1 Y FLeuised: January 2015 This rnap is intended for use as a graphical representation_ The Gity of Federal Way makes no warranty as to its accuracy_ city of Federal Way Comprehensive Plan u.3C -31_: Map Vi l l - Potential Annexation Area S 272p�: t Kent Des I � — ---� -•— - — -' . Moinesp#- f -ix Star Lake ` - � $ i _ r 3 289th Si _ T Federal Way 5 3G401 St s 312th St 5 32:Dth 5t S 32Ath St v ?w .� . _.... 171It1 5 swath St (Parkway e; Q� Camelot g � I I Auburn } -1� t I Al:: -1, Lakeland Pacifies 4 lhCITY of � Federal Way 0 4.5 1 Miles ucornplan%2914 UpdalteVIAAti2015Waps%Nap_II.rratd PAS Subarea Map Legend: 0 n Limas Potential Annexation .area Potential Annexati*n Area Community Level Subareas: Camelot (North East", Star Lake {North East} Jovita (South East) Lakeland {South East) Pairk.way {South East) Unincorporated Areas Source: City of Federal ways, GIB Division & Commu&y & Evanomic Devebpnroent Services, BYVR, ECONorthwest, PAA Steering Cornmit6ee, December 2aaS Revised: January 2015 This map is intended for use as a graphical representation. The City of Federal Way makes no warranty as to its accuracy. City Of Fedefal Ufa►} Comprehensive Plan Map Hill - Potential Annexation Area S 272n • KeM J i - ` — - io---� .. f X r }} I 7 44' 4 41 ka t C+ ' o * S 312U, St320th St _ + y a rn * _ 3 S 324tli 51 ! 4n i 't 9 6th I' d, r 'i ii 1 4th t t r �� N * II it Laeelai7dM r f Imo.' �# # 1 �H Z� . 1k CITY OF Federal W " a-� 1 Miles J. rc i-oIaL6 014 UpdateV3AAs201151VIalp5AIlap Ill.mxd 2003 Critical Area %Sep Dale:-muary 201E c1�1 ar Federal W W S=MAxeS =nimJ Wap. Wli SM3 2s3-e35-70m w".dtVdTeckTnMW axr Legend: • Lakehauen utility District Well * Private Well (In use and Unused) Blue'Green Heron Breeding Nest Streams } Anadromous Fish Present Resident Fish Present Rlpanan Areas Urban Natural Open Space Water Fowl Aquifers Deep Aquifer Eastern Upland aquifer PArlar Lake Aqu rfer RedvndwMillon Channel Aqui�er 5usoeptibirity to Groundwater Cont<gminatio•ii . High Sensitivity Medium Sensitivity FEMA FIDDd Plains Weriland5 (1996 City Survey) :aurae: Vin-g County GIB Censer, December 2001, City Df Federal Way Czrnprehensive Flan, 2000. Lakehaven Utility DistriM 20O2 Sheldon and Assaciatees, April 2002 and State of Washingson FEDERAL WAY 7N9 doaurnent is not a substitute for a field survey - ADDITIONAL SENS17NEAREAS MAY EXIST Note: Wetlands and streams were identified in a 1 GOB City of Federal Way study. Wildl ife habitat infbanation comes from the State of Washington. Revised_ January X 16 This map is intended for use as agraphical representation. The City of Federal Way makes no warranty as to its accuracy. M I city of Federal Way Comprehensive Plan R&p Dale: -ar6 rp iC 15 ^� fJt I I i '••f GIG U Feoera. We} 011y41 Cil3 ohislen �sszs ay, ram ti Potential Annexation Area xxa.rt}+o-7e]ereMeW [Mir — Sind 5r Kent — - - - -- - - Star Lak : I S 2M-bh St Q Federar TV. 6304th s1 Camelot i u} 5 312th S# `V f — i Aubumfn y a . St s 324th St '. s 33Bth Sr st . ' 4 Jovi ona arkway L2JIfeJ'at1'{i Rmiffm .'Non ONCIT1' OF Federal Way 14 2003 Geologic Hazards Legend: City Limits Potential Annexation Area Un in oorporated Areas Efosian Hazard Areas Landslide Hazard Areas Potential Annexation Area Community LevelSubareas: Camelot (North East) Star Lake (North East) Jovita (South East) Lakeland (South East) Parkway (South East) `-.,vicinity Map -- FEDERAL WAY Source: ring County Planning-E-M rvnmen-al Division TNs document is not a substitute for a field survey ADDITIONAL 5ENSITiVEA'REAS MAY EXIST Revised: January 2fl 15 Thss rnap is intended for Use 0 0.5 1 as a graphical representation. Miles The City of Federal Way makes no warranty as to its accuracy- city Of Federal Way Comprehensive Dian Ma1 1II - G.:� CIV:s "MYs,:n 33325 41h A.I! S Potential n n e a t i o n Ar a Federalhl 58733 �°3-93°-7t�X wAw.C4w'�wrr&%ay r.o— 2?&w St Kent Des WGflriF ParF Star Liih wcoaa, vdtk J.. MWI GU PIA rIF n4 ' } S 28801 St N k deral r71 ■'�� s 304th St .� . Camelot L S312th St ' a.rmr4Pm Padr ~..�_... _ — tow9 .7&ra Park s 32WPCn st s 324 �t ,f 05 S 33Gth St r a + 01 3"t r St ;yacVnGtr Fart �o roundly r'+es r �hox arry Paxm n AL i 0 I :40- i Zans K aY Fork S. ut4 :40dnVLL3Z Ali ` Lakeland I { � � 1 { r r 79{ r Pacific Crrr OF Federal Way komplanh2014 UpdateXPAA'Q015tiMaps'.Map_V.mxd Parks & Cultural Re -sources Legend: City Limits C� Potential Annexation Area - Public Parks Lin in corpnrated Areas Recreational Facilities Fishing Access, Lake Geneva Fishing Access, Lake Killarney Fededa Way Senior center 10 North Lake Improvement Club Cultural Resources Fancher House Sutherland's Gas Station and Grocery Wes boirg Douse Potential Annexation Area Community Level Subareas: -arnel-ot (North East) Star Lake {North East) Jovita (South East) Lakeland (South East) Parkway (SoWi East) FEDERAL WAY rQ- ;so-urc*: City of Federal Way, GIS C s c n & Community &Ecommic-Deuelapmen#Services, .'tiR, ECOKDrthwest, PAA Steering Comm --�e, December 200 Revised: Januafyr2015 This map is intended for use 0.5 1 as a graphical representAon_ Miles The City of Federal Way makes no warranty as to its accuracy. I I I i i ■ Aub4 •!- ZL S321114S, .a I S 324th 5t— ri OI L :2ttl st °tea, a-•. r AID• - _ F tfi F 3 : ` •; Map Mn:: _am3ff2015 '�Ci of GSGCNSGn Map YIII - + 3FederaI ay FeSm7g 4�. WA 9W03 Comprehensive PJafl Federal Way Potential Annexation Area w`w3`-MM M,,,x C ab-eu a ray wa a. ow-. Des MaiFtE-3 --j 8 ': deral Way 5 344th St Ln MTV oK Federal Way1miles Federal Way PAA Pre -Annexation Comprehensive Plan Designations Legend: City Limits jPotential Annexation Area Unincorporated Areas PAA LandUse -Commercial Industrial - InstUtponal Multi-Farniy Office Open Space Pafk Religious Services Single Family Utilities '-a ant \/i ci n itv [.,:-I a rC ❑ RAL WAY Saume: City a!Fe k-ml Way =ad: January 2015 This map is intended for use as a graphical represeMadon. The City of Federal 'NTj makes no warranter as to its accuracy_ City Of Federal Way Comprehensive Plan Map VIII - Potential Annexation 7 --- -- - ---- Area Federal Way PAA 272p�LS!_ -__�ent Des LP Moines Pre -Annexation Zoning Map 1C V M7;6 - :31 -Limik-8t Legend: = city i-i rn its �i = Potential Annexation Area Uninoorporated Areas Federal ilf fPAA Zoning Desginations t�Wayiii LA BC (Communilnj Business) ,15 304th F L BN (Neighborhood Business) OP (Office Pack) S aiztn St.. (1 Unitf1,800 SF) ArumRM1,900 RM2400 {I Lin iU2,400 SF) RM3600 (I Lin iQ3,600 SF 'RSS-0 (1 Unit15,O44 SF) R37.2 (1 Unit?7,244 SF) R39.6 (1 UniU9,600 SF) r NO RS35. 0 (1 U n iV3.5DD BF) Ln ...'I,ram InIty Map ef Algona FEDERAL WAY Source: Ci-.y of.-:ederaiW-a.y M&Gn ReAE-e-d: January 2fl 15 CITY of This neap is intended for use 0.5 1 Federal Way as a graphical representation. I Miles The City of Federal Way makes I J:%c;-�.1-plan%2014UpdatL-V�AAti201ffWapsWap VII.n-cxd no wanmnty as to its accuracy.N city of Federal Nay Iamprehensive Plan r1 MW Dale:.am.ary 201E fy�� 1 1 a 1t l l IO*WF Gs DMetlera Wa} GI6Msld, �J p 33-&,D M &%L 3 Potential Annexation Area =etleral Wap. W74Y{U3 �a.eas-�oro wrr . dF{�Ta]era AYaU. m m I 9 • �+ ±i i # J Algon: L Nand J _ ktay -- _ —A ;- - Mi Itan Pacific (Ilry OF Federal Way ti 0. , 1 M ijes %axnplan%2014 0pciaLL-tiPAAM l Ia 1aps%Liap V III.ff" 003 Surface Water Facilities Legend: } CcrweyanceFacility • Residential Surface Water Facility ■ Carrrnercial Surface VWater Facility Regional Stormwater Facilities; 0 Lake DollofP Outlet 0 -32 {Camelot Park} () 'easly Carryon Culvert 0RegencyWDods Div 1 Regency WDods GICJ 4 Regency WDods DIY 4 0 S 360th Embankment 0 Briar Drainage I mprovement Regency WDods Div 4 Regency, WDods Div 4 Pniblenk (I nside PAA) See Text. } Pniblerq (Outside PAA) See Ted FEMA F od Plains Wetlands (19g City Surtsey} Drainage Basins Hylebos. Greek Lower Oren River Lower Puget Sound Mill Creek White River Q. 21% c xuroe_ King County GIS Center, December 2MI This domm,erd is. not a substhrbe for a field survey- ADDMOFIAL SE]JSITIVE AREAS MAY EXIST_ Revised: January 21115 This rnap is intended for use as a graphical representation. The City of Federal Way makes no warranty as to its accuracy. City of Federal Way Comprehensive Plan Yap [Dale: 201E R / 11 a illOtlar �.aimuary 0213Mrai w ur GIOMflon p Y ° Potential Annexation Area 5 272 d St Ken 042S- Moines , 0 Fec ra I . Wa .,.- 32M St U I 8 h S r r Jovita L l Algona akelariC{ P— L I� o- Pacific Mi Ibon 003 ArterraIs cS LocaI Streets eets Legend: City Limits Potential An nexation Area U nin corporated Areas Federal Way Street Classifications: Ph ncipa I Arterial MinorArterial Principal Collector Minor Collector Potential Annexation Area Community Level Subareas: Camelot (North East) Star Lake (North East) Jav ita ( South East) Lakeland (South East) Parkway (South East) vicinity map E D RAL Y Source: Yung County GIS Center, aecennber2001 RrMsed: January 2015 CITY of This map is intended for use Federal o Q_5 1 as a graphical representation_' Miles The City of Federal Nay makes J: ti2014 U �015N %Ma IXmxd no warranty as to Its accuracy_ City of Federal Way Comprehensive Plan Map III 7 �a �``' s41M,,Y. a Potential Annexation Area wft,,M,� l 7 KEnk DES Wins t � J5arr4 L�yS � � n 1_ I , I- .��-�#-- L• I RWi&VA or - r `Lak al)d 1V1' 4 i �, .W Flw& CITY OF Ak Federal Way Wiles J'=mp6y=14 u RAM201 SWa x r7-num Fife Department F c, fthes Legge Ill: 0 city Uffas Potential Annexation Area Fire Department Boundary U n i ncorparate d Arras Existing Fire Stations: CD Station 61 Station 64 Station 66 Station 66 Potential Annexation ,Area Community Level Subareas: Camelot [North Easy Star Lake (North East) Jovita South East) Lakeland (South East) Parkway (South East) vi cimy map FED I RA wl�y ' 4 R-6--ml My Fire DeparbMal Rewlsed: January WIS This map is intended for use as a graphical represerrLstion. The City n# Federal Ways makes N no warranty as to its socuracy_ City of Federal Warr Comprehensive Plan z" J=70' S II MobY� ft� 25 Potential Annexation Area I.O.W. 3� 1 Ket JP Des l 1 rriAnE Tr �I� art Lakes 4 f -II_ �I jI I BMW �1! F r -{ LI y �Ll It;1 ��.i'�. r[Fill r=T I y 4� J_ st 1 _4 r I Awbi" 1 � : ;-r �- ~�; y • � : +ever+ .rl.r I Ar t kr — '•'•r �•� •ice it � I k � I y• r r ►4ftm I ' .. 41 f, Y 1 . Zalke4and t M1r I-• li • r •k I F ,'J M1 ��� r• _ _ I � I ' atlkel Paetttc CITY OF Federal Way� J:'Ioorn�arf-211d U�ag-PAA'12t715%1a�_}{I_r2rnU�ag-PAA'12a15%1a�_}{I_r2rnxd arc choof Fa fiffes Legend: City Urnits Potential An ne ation Area School District Boundaries U nincorpora e-d Areas Potential Annexation Area Comm unity Level Subareas: Camelot (Horth East) Star Lake (North East) Jowita (South East) Lakeland (South East) Parkway (South East) Elementary Schools Kbo&rlmntE&n-mu 0 Camelol EJemenmrl Middle Schools Lk- C kff Elenrerrmrf 0 M101L' ddkt S1r00r !() fi�ra LaMand Ekrrnlar, 0 Sack wm MWe SdKxW �a klark T1reh Elemmizry 0 Segwjah klktlle 2chDW C) UffecM Hill 40 T6irm Mkid e 3&—A mirror Lace Exrlcrm High Schools L0 y Fblutlka Elemenlar7r Federal Rom' HU) Sr bml ItaInkrViea Elm-w ry Hem 3. Truman HWh Schwl Star Lake Eleme0tsrJ1 Thomas Jefferson HU13chaol tiWhala Ekmentar} Tbdd 9eemer Hlgh School wld..d Ekmenlary FbderalMYPUN -A- 'V Vicinity Map W y Soul -De: Klag Court} GIS C&rter, DeDernbms 201 Revised: January 2L1 S This map is intended for use a_5 1 as a grarphical representation. Iiiiiia Miles The City of Federal Way makes no warrant} as to its aa:mr3cyr. CHAPTER NINE NATURAL ENVIRONMENT 9.0 INTRODUCTION 1 Growth Management Act and Countywide Planning Policies 1 9.1 NATURAL ENVIRONMENT GOALS AND POLICIES 2 Environmental Stewardship 2 Private Property Rights 3 9.2 WATER RESOURCES 4 Aquifer Recharge Areas (Groundwater) 5 Wellhead Protection Areas 6 Streams and Lakes (Surface Water) 7 Frequently Flooded Areas 9 Wetlands 10 Shorelines 12 9.3 GEOLOGIC HAZARDOUS AREAS 13 9.4 FISH AND WILDLIFE HABITAT CONSERVATION AREAS 14 9.5 TREE PRESERVATION 16 9.6 AIR QUALITY AND CLIMATE CHANGE 16 9.7 NOISE 18 9.8 OPEN SPACE 19 Map IX-1, Aquifers Map IX-2, Aquifers & Wellhead Capture Zones Map IX-3, Areas Susceptible to Groundwater Contamination Map IX-4, Wellhead Capture Zones Map IX-5, Surface Water Resources Map IX-6, Geologic Hazards Map IX-7, Priority Habitat & Species FWCP - Chapter Nine, Natural Environment Maintaining and improving the quality of the natural environment in Federal Way is central to the City's vision of the future. The quality of hydrologic features, forested areas, and scenic vistas are community assets to Federal Way. Businesses and citizens also make location decisions based on quality of life factors and therefore the quality of the natural environment is also important to the economic vitality of the City. Finally, maintaining the viability of the natural environment is prudent and cost effective public policy. For example, if the City maintains or improves the natural drainage system and how it functions, it will save tax dollars by not having to build and maintain costly storm drainage facilities. The intent of this chapter is to guide future actions such that the quality of the natural environment is maintained or improved. Growth Management Act and Countywide Planning Policies The Growth Management Act (GMA) defines critical areas as: wetlands: areas with a critical recharging effect on aquifers used for potable water, fish and wildlife habitat conservation areas, frequently flooded areas, and geologically hazardous areas. Pursuant to the periodic major update policies of the GMA (RCW 36.70A.130 (5) (a)), the City updated its environmentally critical area regulations in 2015 to meet Best Available Science requirements. These regulations are contained in Title 19 of the Federal Way Revised Code (FWRC). Development of this chapter is based on: (1) King County Countywide Planning Policies (Overarching Goal in the Environment Chapter — "The quality of the natural environment in King County is restored and protected for future generations." Revised2015 IX-1 FWCP - Chapter Nine, Natural Environment (2) Puget Sound Regional Council Vision 2040, Overarching Goal for the Environment — "The region will care for the natural environment by protecting and restoring natural systems, conserving habitat, improving water quality, reducing greenhouse gas emissions and air pollutants, and addressing potential climate change impacts. The region acknowledges that the health of all residents is connected to the health of the environment. Planning at all levels should consider the impacts of land use, development patterns, and transportation on the ecosystem." (3) GMA Planning Goal (10 Environment) — Protect the environment and enhance the state's high quality of life, including air and water quality, and the availability of water." Environmental Stewardship Federal Way recognizes that the natural environment is an intrinsic part of the urban fabric for the following important reasons: • It provides opportunities for recreation; • It provides habitat for fish, wildlife, and plant life; • It is part of the City's surface water management system and water supply; • It creates a positive visual image and open space; • It supports economic development goals; and • It is cost effective public policy. Figure 1 Example of proposed residential subdivision that complements natural surroundings. Source AHBL, Inc. The merits and costs of environmental courtesy of Puget Sound Partnership (2005) actions must be weighed and balanced against other important demands, such as public safety, recreation, housing, public infrastructure, economic development, and private property rights. Goal NEGI To preserve the City's natural systems in order to protect public health, safety, and welfare, and to maintain the integrity of the natural environment. Policies The City's natural environment is composed of a wide variety of landforms, soils, watercourses, and vegetation. The City's terrain ranges from steep hills and ridgelines to plateaus and lakes. Soil types vary from loam in the lowlands to sand, gravel, and till in Revised2015 IX-2 FWCP - Chapter Nine, Natural Environment the uplands. Land use and development practices need to be compatible with this variety of environmental conditions. As a general rule, the City intends to protect the natural environment rather than try to overcome its limitations for development. NEP1 Protect and restore environmental quality through implementation of land use plans, surface water management plans and programs, comprehensive park plans, and development review. NEP2 Preserve and restore ecological functions, and enhance natural beauty, by encouraging community development patterns and site planning that maintains and complements natural landforms. NEP3 Plant suitable native trees and vegetation within degraded stream, wetlands, lake buffers, and steep slopes. NEN The City will continue to work with internal departments, state and regional agencies, neighboring jurisdictions, and tribes to protect environmentally critical areas and the City's natural environment. NEP5 To assist in evaluating existing and proposed environmental policy, the City should continue to update inventories for each type of environmentally critical area to augment data received from other information sources. NEP6 Mitigation sequencing steps, which begin with avoiding impacts altogether by not taking certain action or parts of an action, should be applied to all projects where impacts to environmentally critical areas are proposed. NEP7 Implement and periodically update environmentally critical area regulations consistent with Best Available Science while also taking into consideration the City's obligation to meet urban -level densities and other requirements under the GMA. NEP8 Where appropriate, the City encourages private donations of land or conservation easements for environmentally critical areas and their associated buffers. NEP9 The City will continue to encourage utilization of the soil safety program and Model Remedies Guidance for properties impacted by the Tacoma Smelter Plume. NEP10 The City may continue to require environmental studies by qualified professionals to assess the impact and recommend appropriate mitigation of proposed development on environmentally critical areas and areas that may be contaminated or development that may potentially cause contamination. Private Property Rights The City recognizes the importance of private property rights as one of the 13 planning goals of the GMA. When implementing development regulations, GMA requires the property rights of landowners be protected from arbitrary and discriminatory actions. Revised2015 IX-3 FWCP - Chapter Nine, Natural Environment Goal NEG2 Balance the protection of environmentally critical areas with the rights of property owners. Policies NEP11 Environmentally critical area regulations will be based on Best Available Science. NEP12 The City should review future amendments to the environmentally critical areas regulations to ensure that new provisions do not unreasonably hinder private property rights. NEP13 The City will strive to enforce regulations and procedures on a consistent and equitable basis. NEP14 Environmentally critical area regulations should provide clear direction to property owners and applicants. NEP15 The repercussions of unauthorized alterations to environmentally critical areas should be clearly stated and consistently enforced. NEP16 The City should help identify potential environmental constraints to property owners and applicants early in the permit application process and provide guidance for permitting, best management practices, and effective environmental stewardship. NEP17 Continue the practice of providing a process for reasonable use exception when the implementation of environmentally critical areas regulations deprives a property owner of all reasonable use of their property. Water resources include: streams, lakes, frequently flooded areas, wetlands, aquifer recharge areas, and shorelines. The aquifers and aquifer recharge areas are a source of the community's drinking water. The streams and wetlands are an essential part of the City's stormwater drainage system that provides necessary flood and erosion control. The lakes and shorelines provide fish and wildlife habitat and high quality places for recreation. To protect the value and function of each individual feature, water resources must be managed as an integrated system. Use and modification of water resources and the surrounding terrestrial environment affects how the hydrologic cycle functions. The inappropriate alteration of water resources can cause detrimental impacts such as flooding, erosion, degradation of water quality, reduction in groundwater, and habitat loss. In order to minimize adverse impacts to water resources and to ensure their continued viability, the City promotes responsible land and water resource planning and Revised2015 IX4 FWCP - Chapter Nine, Natural Environment use. Policies, regulations, and standards are identified in the City's Surface Water Management Comprehensive Plan. The City will permit development in a manner that protects water quality and ensures continued ecological and hydrologic functioning of water resources. Protection should include maintenance of stream base flows, allowance of natural water level fluctuations in wetlands, aquifer recharge, and stream corridor habitat preservation. Due to the limited capacity of the underlying aquifers and increased water demand, the City also encourages groundwater conservation measures. Aquifer Recharge Areas (Groundwater) Federal Way is dependent on groundwater as a source of drinking water. Water from rainfall, snowmelt, lakes, streams, and wetland seeps into the ground and collects in porous areas of rock, sand, and gravel called aquifers. Aquifers hold varying amounts of groundwater that can be extracted or pumped for use. Groundwater pumped from Lakehaven Utility District wells originates from three aquifer systems that underlie the City: the Redondo -Milton Channel Aquifer, the Intermediate Aquifer System (Mirror Lake and Eastern Upland Aquifers), and the Deep Aquifer (Map IX-1), The locations of wellhead capture zones in relationship to the aquifer systems are shown on Map IX-2. The Lakehaven Utility District notes that the precise extent of the aquifer recharge areas is uncertain. Typical activities associated with land development, such as clearing and grading, affects the natural hydrologic cycle. Historically, stormwater was managed in a way that conveyed it to natural water bodies as expediently as possible. This type of management circumvents the land's ability to absorb and retain water and increases the possibility of contamination. In addition, the runoff after heavy precipitation events has a deleterious effect on stream channels, water quality, and in -stream habitat. Map IX-3, Areas Susceptible to Groundwater Contamination, is a map produced by the King County Department of Development and Environmental Services and Seattle -King County Health Department as a result of the study entitled Mapping Aquifer Susceptibility to Contamination in King County. This study looked at three criteria: soils, surface geology, and depth to groundwater. Based on these criteria, areas were mapped as low, medium, or high susceptibility to contamination from activities occurring in the area. This information is the best available at this time and will be used along with other information on streams, wetlands, and wildlife habitat to determine appropriate zoning. Goal NEG3 To protect and enhance aquifer recharge areas. Policies NEP18 The City, in cooperation with Lakehaven Utility District, should identify and map aquifer recharge areas within the City and its potential annexation area. Such areas shall be subject to regulations to protect the integrity of identified aquifer recharge areas. Revised2015 IX-5 FWCP - Chapter Nine, Natural Environment NEP 19 The City should encourage the retention of surface water runoff in wetlands, regional retention facilities, and low impact development stormwater facilities, or use other similar stormwater management techniques to promote aquifer recharge. NEP20 The City should 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. NEP21 Encourage water reuse and reclamation for irrigation and other non -potable water needs. NEP22 While offering a contribution to groundwater recharge, the City recognizes that septic tank and drain field systems have a potentially adverse impact on groundwater quality within the aquifers. If adequate engineering solutions are available, the City may require connection to sanitary sewer service where poor soil conditions persist and/or sewer service is available. NEP23 The City will protect the quality and quantity of groundwater supplies by supporting water use conservation programs and adopting regulations to minimize water pollution. The effect of groundwater withdrawals and artificial recharge on streams, lakes, and wetlands within the Hylebos Creek and Lower Puget Sound drainage basins will be evaluated through coordination with the Lakehaven Utility District. Wellhead Protection Areas The City will take preventative measures to avoid contamination in areas surrounding well sites because residents rely on groundwater as a source for their drinking water. The City and Lakehaven Utility District work cooperatively to implement the state's Wellhead Protection Program and Section 1428 of the 1986 Amendments to the Federal Safe Drinking Water Act, which generally requires mapping wellhead protection zones and establishing an interagency wellhead protection plan. The intent of the wellhead protection program is to be proactive and prevent contamination of groundwater used for drinking water. The objective of wellhead protection is to protect the health of people using groundwater supplies for drinking water. This is accomplished by providing management zones around public wells or wellfields to detect and manage potential sources of groundwater Figure 2 Joe's Creek Credit Dan Smith contamination. Another goal of the program is to promote awareness of special efforts to protect the groundwater and urge customers to Revised2015 IX-6 FWCP - Chapter Nine, Natural Environment take a proactive approach to protecting the source of the City's drinking water. Map IX-4 maps wellhead protection areas around each of Lakehaven's 13 wells that provide drinking water to the area. The primary zones of wellhead protection are defined using a time of groundwater travel criteria. The three principal zones are delineated using one, five, and ten year time of travel factors. The following City policies address wellhead protection. Goal NEG4 Implement a local wellhead protection program to ensure a safe source of drinking water and to avoid the large financial impact of contaminated wells. Policies NEP24 The City will continue to work in conjunction with Lakehaven Utility District to delineate Wellhead Protection Areas for each well and wellfield as required and outlined by the state's Wellhead Protection program. NEP25 The City will continue to work with water purveyors to model and map Wellhead Protection Areas, as funds are budgeted for such modeling and mapping. NEP26 The City will continue to work with Lakehaven Utility District, through a process developed by a joint City/District Wellhead Protection Committee, to conduct an inventory of all potential sources of groundwater contamination within the Wellhead Protection Areas and assess the potential for contamination. NEP27 The City should establish an interagency Wellhead Protection Committee to coordinate and implement a Wellhead Protection Plan, as is required by current state regulations. NEP28 The City will work with water purveyors, through a process developed by a joint City/District Wellhead Protection Committee, to develop a contingency plan for the provisions of alternate drinking water supplies in the event of well or wellfield contamination, as funds are budgeted for such purpose. NEP29 The City should establish buffer zones of sufficient size to protect wellhead areas. Streams and Lakes (Surface Water) The City of Federal Way is located within the Hylebos Creek, Lower Puget Sound, Lower Green River, and Mill Creek drainage basins. These basins contain an integrated system of lakes and streams that provide a natural drainage system for over 36 square miles of southwest King County and northeast Pierce County (Map IX-S). Due to rapid urbanization, this natural system has been altered and in many areas no longer provides many of its original functions or habitats. The primary focus of the policies is to restore the natural functions that the City's lakes and streams once provided. Revised2015 IX-7 FWCP - Chapter Nine, Natural Environment Moreover, the s policies acknowledge that it is more cost effective to restore the natural system than it is to construct a man-made equivalent. Goal NEG5 Protect, restore, and enhance the City's lakes and streams. Policies NEP30 The City will seek to work cooperatively with affected regional and state agencies and tribes to implement water quality management strategies to comply with Municipal National Pollutant Discharge Elimination System regulations to address non -point pollution. NEP31 Surface water management Figure 3 Redondo Creek. Credit ESA facilities that use natural streams and lakes for storage should ensure that those natural features are not adversely impacted by their inclusion in the City's surface water management system. NEP32 The City may regulate private development and public actions to protect water quality and to ensure adequate in -stream flow to protect fisheries, wildlife habitat, and recreation resources. NEP33 The City will seek to retain native vegetation within riparian corridors. New planting of vegetation with the approval from the City may be required where such revegetation will enhance the corridor's function. Consideration should be given to the removal of non-native invasive species. NEP34 Lakes should be protected and enhanced by proper management of surface waters and shorelines, by improvements in water quality, removal of invasive plant species, encouraging native planting, limiting the use of fertilizers/pesticides or other chemicals, and by restoration of fish and wildlife habitat. NEP35 The City should adopt stream definitions and water typing that are reflective of stream function and habitat. The water typing system should provide greater protections for streams that are known to be used by salmon and streams that provide suitable habitat for salmon. In addition, the definitions should make a distinction between manmade conveyance systems and natural streams. NEP36 The City should continue to limit stream relocation projects, the placing of streams in culverts, and the crossing of streams for both public and private projects. Where applicable in stream corridors, the City should consider Revised2015 IX-8 FWCP - Chapter Nine, Natural Environment structures that are designed to promote fish migration and the propagation of wildlife habitat. NEP37 Continue to enforce erosion control measures for work in or adjacent to stream or lake buffers. NEP38 Appropriate mitigation for detrimental impacts may be required for construction work within the buffer area associated with a stream or a lake. The City will continue to work in cooperation with the Department of Fish and Wildlife through the Hydraulic Project Approval permit process, as applicable, for development proposals that involve streams and lakes. NEP39 Public facilities and utilities may cross lakes or streams where no other feasible alternative exists. Impacts to the resources should be the minimum necessary to complete the project and compensatory mitigation should be required for unavoidable impacts. NEP40 For public access lakes, the City will take a lead role to develop and implement proactive comprehensive watershed and lake management plans and policies that are needed to identify and anticipate problems and prevent further deterioration, which could lead to costly lake restoration efforts in the future. Lake management plans identify problems, recommend solutions, and outline plans for implementation. The City will take an administrative role in assisting residents on private lakes to setup and run Lake Management Districts for the implementation of lake management plans. Frequently Flooded Areas Frequently flooded areas are defined as, "...areas in the floodplain subject to a one percent or greater chance of flooding in any given year including but not limited to, such areas as streams, lakes, and wetlands." Development in flood plains reduces the storage capacity and increases the amount of runoff. Increased runoff overtaxes both natural and man-made conveyance systems and leads to increased costs associated with the damage to public and private property. Frequently flooded areas within the City are located along the Puget Sound shoreline and regulated by the Federal Way Shoreline Master Program (SMP). Goal NEG6 To prevent the loss of life, property, and habitat in frequently flooded areas. Policies NEP41 New improvements should not be located in floodplains unless fully mitigated via best building practices within areas of special flood hazard, shallow flooding, coastal high hazard, and floodways. Revised2015 IX-9 FWCP - Chapter Nine, Natural Environment NEP42 Any approved construction should follow the mitigation recommendations of a Habitat Assessment report. NEP43 In frequently flooded areas, the City should restrict the rate and quantity of surface water runoff to pre -development levels for all new development and redevelopment, in accordance with the current adopted technical design manual requirements. NEP44 Where feasible, the City shall protect and enhance natural flood storage and conveyance function of streams, lakes, and wetlands. Wetlands Wetlands are valuable natural resources. There are several types of wetlands in the City and each plays a valuable role in the hydrological system. The various types of wetlands include marshes, bogs, ponds, forested, lake -fringe and scrub -shrub. By storing floodwaters, wetlands reduce flooding and down stream erosion; trap and absorb sediments; and improve water quality by filtering pollutants. Wetlands also discharge water to aquifers and streams which helps to replenish groundwater and maintain base flows of streams. Wetlands are productive biological systems providing diverse habitat for wildlife, and important storage capacity for the hydrologic system. Federal Way has several regionally significant wetland areas. The largest can be found in and adjacent to the West Hylebos State Park, Dash Point State Park, Dumas Bay, and throughout Spring Valley. Other smaller wetlands also dot the landscape. The City has completed a general inventory of wetlands within the City limits and Potential Annexation Area (PAA). The inventory was used to help the City create policy and regulations that reflect local and regional conditions. The City may permit development that results in the destruction of wetlands if certain criteria are met. In these situations, compensatory wetland mitigation, such as Figure 4 Forested Wetland. Credit ESA wetland creation, restoration, enhancement, or payment into an in -lieu fee program must be provided. Goal NEG7 Protect and enhance the functions and values of the City's wetlands. Revised2015 IX-10 FWCP - Chapter Nine, Natural Environment Policies NEP45 The City will protect its wetlands with an objective of no overall net -loss of functions or values. NEP46 Impacts to wetlands should be limited. All efforts should be made to use the following mitigation sequencing approach: avoid, minimize, rectify, reduce over time, compensate, and monitor. NEP47 Require buffers adjacent to wetlands to protect wetland function and values integral to healthy wetland ecosystems. Buffer requirements should be predictable and where allowances for buffer alterations are warranted, provide clear direction for mitigation, enhancement, and restoration. NEP48 Preserve wetland systems by maintaining native vegetation between nearby wetlands and between wetlands and nearby streams and other wildlife habitat areas. NEP49 The City will utilize the approved federal wetland delineation manual and applicable regional supplements as set forth in WAC 173-22-035 for identification and delineation of wetlands. NEP50 The City's wetland inventory will be updated when new delineations and ratings are approved by the City. NEP51 To meet Best Available Science requirements and for consistency with state guidelines, the City's wetland rating system should be based on the current Department of Ecology rating system. NEP52 The City will work with other jurisdictions, tribes, and citizen groups to establish wetland policies and a classification system for wetlands that allows for the designation of both regionally and locally unique wetlands. NEP53 The City will work with the Lakehaven Utility District to evaluate pumping rates within the Hylebos Creek and Lower Puget Sound drainage basin to establish the effect of groundwater withdrawal on streams, lakes, and wetlands. NEP54 The City will avoid the use of natural wetlands for use as public stormwater facilities whenever possible. If the use of a natural wetland is unavoidable, the functions/values of that wetland should be replaced to the extent that they are lost. Goal NEG8 Explore ways of mitigating wetland loss. Policies NEP55 The City should consider a partnership with the King County Mitigation Reserves In -Lieu Fee program to provide additional options for offsite mitigation. Revised2015 IX-11 FWCP — Chapter Nine, Natural Environment NEP56 Mitigation sites should replace or augment the wetland values to be lost as a result of a development proposal. Sites should be chosen that would contribute to an existing wetland system or, if feasible, restore an area that was historically a wetland. NEP57 All wetland functions should be considered in evaluating wetland mitigation proposals, including but not limited to fish and wildlife habitat, flood storage, water quality, recreation, and educational opportunities. NEP58 The City will protect wetlands by promoting the conservation of forest cover and native vegetation. NEP59 Wetlands created as a result of a surface or stormwater detention facility will not be considered wetlands for regulatory purposes. Shorelines The City's Shorelines of the State as identified by the Shoreline Management Act (SMA) within city limits include Puget Sound, Steel Lake, North Lake, and the incorporated portion of Lake Killarney. Shorelines of the State within the City's potential annexation area include the south portion of Lake Killarney, Star Lake, Lake Dolloff, Lake Geneva, and Five Mile Lake. Shorelines of the State also include the upland or shorelands that generally extend 200-feet landward from the edge of these waters, and any wetlands associated with such waters. Figure 5 SNIP regulations are in effect for areas within 200' of Puget Sound and listed lakes greater than 20 acres. Critical Area regulations are implemented for areas outside of the 200' SNIP overlay. Graphic credit ESA Revised2015 IX-12 FWCP - Chapter Nine, Natural Environment The updated Federal Way Shoreline Master Program (see FWCP Chapter 11), with its own environmentally -related goals and policies was adopted in 2011 following review and approval from the Washington State Department of Ecology. The regulations were incorporated into Federal Way Revised Code Title 15. Policy NEP60 The City should keep abreast of proposed changes to the state's Shoreline Management Act regulations and amend the City's master program in order to reserve the shoreline for preferred uses, protect shoreline natural resources against adverse effects, and promote public access to publically owned areas. Geologically hazardous areas include: steep slope hazard, landslide hazard, erosion hazard, and seismic hazard (liquefaction -prone) areas. WAC 365-196-200(10) defines geographically hazardous areas as, "...areas that because of their susceptibility to erosion, sliding, earthquake, or other geological events, are not suited to siting of commercial, residential, or industrial development consistent with public health or safety concerns." Most geologically hazardous areas have been mapped near the Puget Sound shoreline and within stream corridors (Map IX-6). The following City policies address protection of geologically hazardous areas. Goal NEG9 Implement applicable development regulations to ensure against the loss of both public and private property in geologically hazardous areas. Policies NEP61 Land uses in geologically hazardous areas should be designed to prevent property damage and environmental degradation, and to enhance open space and wildlife habitat. NEP62 Require appropriate levels of professional study and analysis for proposed construction within geologically hazardous areas. NEP63 As slope increases, development intensity, site coverage, and vegetation removal should decrease and thereby minimize drainage problems, soil erosion, siltation, and landslides. Slopes of 40 percent or more should be retained in a natural state, free of structures and other land surface modifications. NEP64 Limit disturbances in landslide hazard areas. Establish setbacks beyond the landslide hazard areas to avoid risks to life safety and property damage. Revised2015 IX-13 FWCP - Chapter Nine, Natural Environment NEP65 Utilize erosion control best practices in erosion hazard areas during construction and the site's ultimate use. NEP66 Maintain soil stability by retaining vegetation in geologically hazardous areas. NEP67 Prior to development in severe seismic hazard areas, the City may require special studies to evaluate seismic risks and to identify appropriate measures to reduce these risks. In areas with severe seismic hazards, special building design and construction measures should be used to minimize the risk of structural damage, fire, and injury to occupants, and to prevent post -seismic collapse. NEP68 Development along marine bluffs should take into consideration the unique habitat these areas provide by leaving as much native vegetation intact as possible, especially snags and mature trees. Fish and wildlife habitat conservation areas are necessary for both resident and seasonal migratory animal species (Map IX-7). These areas include: • Areas with which endangered, threatened, sensitive, and candidate species have a primary association; • Habitats and species with local importance; • Kelp and eelgrass beds; • Herring, surf smelt, and sand lance spawning areas; • Naturally occurring ponds under 20 acres and their submerged aquatic beds that provide fish or wildlife habitat; and • Waters of the state Significant habitat also exists in wetland, riparian corridors, and on steep slopes that are privately owned, but protected by development regulations. Linking public and private habitat areas can provide food, shelter, and migration corridors for a healthy and sustainable population of salmon, songbirds, and other species. Figure 6 Hylebos Creek Fish Ladder. Credit Dan Smith Revised2015 IX-14 FWCP - Chapter Nine, Natural Environment Urban landscaping, parks, and open space are valuable complements to natural areas in terms of providing habitat for a wide variety of wildlife. The loss of natural wildlife habitat to urban development can be partially offset by landscaping that includes a variety of native plants, which could provide habitat. Goal NEG10 Preserve, protect, and enhance fish and wildlife habitat. Policies NEP69 As feasible, the City will conduct studies needed to identify and map critical fish and wildlife habitat conservation areas and may re-evaluate existing regulations for the protection of these areas. NEP70 The City should manage aquatic and riparian (stream side) habitat in a way that minimizes its alteration in order to preserve and enhance its ability to sustain fish and wildlife. NEP71 The City should preserve and enhance native vegetation in riparian habitat wherever possible. NEP72 The City should encourage residents and businesses to use native plants in residential and commercial landscaping. NEP73 The City should protect wildlife corridors in City owned open space. These areas should use native plants that support native species of birds and animals. NEP74 Support community and non-profit efforts to restore fish and wildlife conservation areas with native vegetation. NEP75 As feasible, continue the property acquisition program in Spring Valley, which not only provides natural flood storage but also preserves wildlife habitat and provides corridors for their movement. NEP76As feasible, the City will adopt and implement fish habitat conservation plans for the salmon runs in the Hylebos drainage, Lakota Creek, Joe's Creek, and any other identified salmon streams. These plans will include recommendations for improvements to the riparian corridor and provisions for adequate buffers adjacent to all proposed development. NEP77 The City should encourage informational and educational programs and activities dealing with the protection of wildlife. An example of such a program is the Backyard Wildlife Sanctuary program established by the state's Department of Fish and Wildlife. NEP78 Minimize overhead lighting that would shine on the water surface of the City's streams, lakes, and marine waters. Revised2015 IX45 FWCP - Chapter Nine, Natural Environment NEP79 Minimize and manage ambient light levels to protect the integrity of ecological systems and public health without compromising public safety. The City benefits in maintaining its urban tree canopy by: • Stabilizing and enriching soil; • Improving air and water quality; • Protecting fish and wildlife habitat; • Reducing the impacts of stormwater runoff; • Mitigating the heat island effect; and • Enhancing the economic value of new and existing development. Goal NEG11 To preserve and enhance the City's physical and aesthetic character by incentivizing the preservation of mature trees and preventing untimely and indiscriminate removal or destruction of trees. Policies NEP80 Continue to implement the tree density standards within the Clearing, Grading, and Tree and Vegetation Retention code. NEP81 Provide greater tree density credits for retained mature trees. NEP82 Encourage minimal modification of trees within environmentally critical areas and their buffers. NEP83 Encourage preserving forested areas within tracts and Native Growth Protection Easements when subdividing land. NEP84 Support voluntary tree planting programs. NEP85 Discourage the topping of healthy trees. Instead, encourage the benefits of sustainable pruning practices and "window pruning" in view corridors. Greenhouse gas (GHG) emissions are resulting in a changing climate. Human activities such as burning fossil fuels for electricity, heat, and transportation are responsible for a significant portion to the increase in greenhouse gases. According to Puget Sound Regional Council's Planning for Whole Communities Toolkit, a warming climate is expected to impact the availability of basic necessities like fresh water, food and energy. Climate change is also likely to have an impact on human health, Revised2015 IX46 FWCP - Chapter Nine, Natural Environment particularly for sensitive populations such as the elderly, those with respiratory ailments, and young children, from increases in extreme heat events, forest fires, and increased summer air pollution. An increase in rates of heat -related illnesses, respiratory illness, and infectious disease is also likely. Goal NEG12 Promote land use patterns and transportation systems that minimize air pollution and greenhouse gas emissions. Policies NEP86 Support state and federal air quality standards and the regulation of activities that emit air pollutants. NEP87 Utilize building design, construction, and technology techniques to mitigate the negative effects of air pollution on indoor air quality for uses near sources of pollution such as Interstate-5. NEP788 Encourage transportation demand management and alternatives to the single occupancy vehicle in order to reduce energy consumption, air, and water pollution. NEP89 Educate residents about air quality impacts associated with vehicle usage, alternative modes of transportation and alternative fuels. NEP90 Encourage compact growth in the City Center and other mixed -use zones that support mass transit, encourage non -motorized modes of travel, and reduce trip lengths. NEP91 Facilitate modes of travel such as bicycling and walking by implementing the recommendations of the Bicycle and Pedestrian Master Plan, as adopted by reference. NEP92 Regulate new development to ensure new blocks encourage walkability and maximize connectivity and route choice. Create reasonable block lengths to encourage more walking and physical activity. NEP93 Require the continuation of the street network between adjacent development projects to promote walkability and allow easier access for emergency vehicles. NEP94 Conduct City operations and institutionalize practices that reduce municipal greenhouse gas emissions and lead the community in reducing GHG emissions. NEP95 Implement a program to install the latest energy -efficient technologies for street and parking lot lights as funding becomes available. NEP96 Assist and encourage new development to meet criteria of green building certification or credentials through established programs such as LEED and Energy Star. Revised2015 IX-17 FWCP - Chapter Nine, Natural Environment NEP97 Consider upgrading the City government fleet to vehicles that have a lower carbon footprint or are more fuel efficient. NEP98 Incorporate climate change considerations into City comprehensive and operational plans. Noise pollution can be harmful to the general public's health and welfare and has adversely affected the livability and comfort of neighborhoods within the City of Federal Way. Noise is primarily generated by: air traffic from Seattle -Tacoma International Airport (SeaTac); vehicle traffic; and construction activities. The City will need to continue its efforts at the regional and state level to mitigate the impacts associated with the SeaTac Airport. Goal NEG13 Develop programs and/or regulations to address noise pollution in all areas of the City. Policies NEP99 The City should develop and adopt construction standards to mitigate noise generated by SeaTac Airport and Interstate 5, as well as other major arterials. NEP100 Provide noise reduction and mitigation measures to reduce the noise and visual impacts of Interstate 5 and arterials on residential areas. NEP101 Ensure the Washington State Department of Transportation provides appropriate levels of noise suppression when improving state highways. NEP102 The City will evaluate potential noise impacts associated with non-residential uses and activities located in residential areas as part of the site plan review process. NEP103 The City should continue to work in concert with the Puget Sound Regional Council, Regional Commission on Airport Affairs, and the Airport Communities Coalition, or their successors or other entities, to resolve problems associated with the expansion of SeaTac Airport. NEP104 In developing new roadway systems, the City will evaluate the noise impact on residential neighborhoods as appropriate in, or through, residential areas. Revised2015 IX-18 FWCP - Chapter Nine, Natural Environment Trails and open space corridors form linkages between and within neighborhoods, commercial areas, and neighboring jurisdictions. Open space corridors also provide wildlife habitat, recreation areas, as well as visual and physical separation between land uses. In order to achieve an effective open space system, the City will work cooperatively with surrounding jurisdictions to construct a network of open space. Open space can include: environmentally sensitive areas, forests, pasture land, lakes, and waterways. Figure 7 West Hylebos Wetland Park, Credit Dan Smith Areas identified as open space in the Comprehensive Parks Plan may be purchased or otherwise protected from development by the City. Goal NEG14 Develop a contiguous open space network throughout the City and with adjacent jurisdictions. Policies NEP105 Open space provides important wildlife habitat corridors and should be linked with other designated regional and state open space systems. NEP106 Preserve and restore habitat connections and tree canopy to link stream corridors, geologically hazardous areas, floodplains, wetlands, and critical habitat sites into a system of habitat corridors. This provides connections for wildlife, supports biodiversity, improves water quality, reduces risks due to flooding and landslides, and supports the City's adaptation to climate change. NEP107 The City should develop a procedure to acquire or accept donations of high value areas for preservation. NEP108 The City should consider innovative ways of acquiring property for open space such as transfer of development rights and development incentives for set asides. NEP109 Incorporate crime prevention through environmental design into the design process for parks, open space, and trails. NEP110 Create methods and opportunities that encourage residents to monitor and report vandalism or criminal activity in open space areas, parks, and trails. Revised2015 IX-19 City of Federal Way Comprehensive Plan Pergaa7 .Sc� eral iMdL Legend 0 City Limits 0 Potential Annexation Area fiL Aquifers 3 OW Deep Aquifer `�' d Esstem Upland AgUfer i /V wirror Labe Aquifer OW RedondvlMilfon Channel Aquifff F Map IX -I Aquifer .ti{�nor i mtc CITY aF Federal Wa M x�d�aL�p�r.�rr,rir��.irrrr�M`wii rlry�rrr.o! Mks a1•a Milton Yop0mb& 2M5 OWcOF.ft t Wt a,.d F.d.r r�q er oear,s 25 f I am Ideral MY ?A.A. } AuL f,3Fc enae� Poik r, r We Lake T,nor, fnFr Edgewood , Natural En vl'ronment Element This map is intended for use as a graphical representation. The City Df Federal Way makes na Warranty as tD Ils accuracy. r.P 8.r. acrn� 2Mi City of Map I - =��' Federal My �rdo „" w,� Compreher�sNe Plan Aquifers Wellhead Capture Zones � a- 1k.p. I 4 lA Des Kent hes - - ederal . uTer iQ6 UVWd 0 Eft umts Wellhead Caplure Zoq 0 PcfttW Arr m lion Area 6 Morita AuquMms 1 Year flieep 5Yenr Bsbro Up landAqulrer 10year LlWw Lake Aqurer im year a r� RedondolMlkn Channel Aqulrer Ey CITY 0 F F deral Way 1m_ .N ] a.s 1 R-mF-dfY14 llpdr Uwbmo t�moor Nrw NmWw Fimd_oopl- nod m9iiiiiia MIM 6 1 r ender My PA.A. Aud MY PA A. hdrle r� r�r lie Edgew-od&- I`] Natural En virarrmarrt Element This map is intended far use as a graphical representation. The City of Federal Way makes no warranty as tD its accuracy- Map IBC - Federal Way Are as S u ecepti b I a to ComprehensWe Plan Groundwater Contamination mh ffW mrrc*zw 4co0P_ mfls alyd &ptfl t gra.rMala IrrbrffwSw t ebrn—tr thKent e f�m drareaa when confamtiallon may reedte enter. amund��5 . pirpDw hi to mriJ rnrnl� tl'Ic at aWuAme IocMw"areas �rrd orr�l o' ge jr rors In the Cee� es Fedcal Way area brorable Whe Inbodudim d artfarNnart; io pmLffKMabz. -Ns rW does mgri fiwloli} ' tdtM aer redufW areas t Is Urhrr:ldibr pJ mUtj po xs eoW and Is rel praer�ed� t eXhJbAt+r*+� tlon Lard see InIM aLadeddal%dMM tur beeocd on 9-Wecffic ftm — I % Puzw 1 •5otamd F5 Federa I ,R Way I Fairer 0 i.mFr M r �� JL�errvr ❑� PAX. Idor MY I_ � 0 Auh 4 I� f1 II — 1rge-ua MY PA A. h IIOGI ��1�L1■e i e LffQerrd Lake 9 o Crt Limts 0 PowntialAnnexad=Area 9 �r d Groundwater Contmrtiirration SuscePh-bff"r Low &Uce�ilrty Medum SLMDepulAlty Milton CITY aF Federal Way lilt t�d.rYrhr� Etii�rr�rrl�r Y�po-�tir.rd �e5 J%fahx& En VW'o,=ent Alit This map is intended for use as a graphical representation. The -Goof Federal Way makes no morrwAy as to its accuracy- Cay Of Federal Way Comprehensive Plan Map I - 4 Wellhead Capture Zones jw fFederal W.Qv Jedera Q my j ri Tacoma Legend d 0 City LlFnits S Potential Annexation Area Wellhead Capture Zones 6 Months q 1 Year 9 a r 5 Year 9 10 year I 1 OD year QW . LQU 1=10 f_#2EM4hU i El �anrr k ndra�rfar, fate x�x CITY aF Federal Way �: A In us 1 AuL II Jr,3kll 9 PAA Mh r� fA i MiltDn Edgewced Natara; En virol?menf This map is intended far use as a graphical represenlatian. The City of Federal Way makers na warranty as to its racy_ City of Federal Way Comprehensive Plan Map I - 5 Surface rater Resources i i + I Legend ° 0 City LimltS a a Pate rdial Annexation Area Wetlands (1998 City Survey) � +o "Streams (1998 City Survey) Lakes ,fe cN d F■a.r viw r-, M oh-h. mm!sM0—a F.dmrr VdhroL VW25& 3 26.-m .,.xwr,.,n.rr rm r� Dent JV e ^« i Q.Fr V I F1�gY,�.rw, r+ •" PAA 7 CITY OF Federal Wa M o us 1 'EMrEARtv'4LMfid L%Elb�Er mwrNmwrmpe-:r�.od=•=y Miles Lair• Milton Natural Envororrmerrt Efement This map is intended far use as a graphical representation. The City of Federal Way makes na warranty as to its accuracy - City of Federal My Comprehensive Plan Map Nole6; Poeslble Nazrds based an gaund slope are nal Mda3ted m M map. Map IBC - Geologic Hazards .W&"W 113kC I 4 Me Legend 0 City Limits TL 0 Potential Annexation Area ® Landslide Hazard Areas I Eros ion Hazard Area 3 CITY OF .r, Federal Way &�: M o as 1 ak-qp-dri 14 Up— ohrm E�rtwrNYN rnppo-_h-■d r d I hies YopthB rt 2.Mi Las Dtr MM5MP,x P.drrvshr vuaaem3. IL 1 I Ddb f yx Ldiral PA.A. Au 4 JD i 1 akc 1 VA L PA A. k F-we mile r.MkX, Trae�r ilton Eewnad Natural Errv?ro,rtr Mot Element This map is intended for use as a graphical representation. The City of Federal Way makes no warranty as tD its a�-,curacy. fit} of Federal Wary Comprehensife Plan Map NM& PDsslhle lk-aarraba5ed an graunuslope were . Mdaahed an ft5 map. Map I - 7 Priority Habitats & species W.P 8h. a.Pw,d—:2,mi cft d F*:%rti Yft amMmm ftAma [des , ; Kent , Win eS 5 5Ei — A 7 S 4 Y 7 1�Jt1I�Yrr�i 7� fJ F 4� tMEAN NATURAL OPEN Sapmw ��,�� 9 F � ❑�� 44'' J ALIL f ' 4 _ f � r Ana TLf F' Legend e�•a,W� � �� 0 City Limits W+ C VVEMAMM Potential Annexation Area t9 wAAnWhL aRsy wicE &V Streams (1 g138 City Survey) Weitands (I!DN City Survey) CM Geoduck Habitat R C2 Crab Habitat r a PHS Polygon JaPA;U4M OW Fish Species Distribution `. Smelt Habitat ZONES Ron � Sendlanae Habitat Fife j Edgew-ood ■ CITY DF Federal WayaKzm: M n as 1 ---A��v•4 Lpdr,uth� tom„-,rrkw ■mW#mr=d plies Natural En Wranmen€ Ek-iTwn t This map is intended for use as a graphiical representation. The City of Federal Way makes no warranty as Io its accuracy. CHAPTER TEN PRIVATE UTILITIES 10.0 INTRODUCTION 1 10.1 POLICY BACKGROUND 1 The Growth Management Act 2 VISION 2040 2 Countywide Planning Policies 2 10.2 REGULATORY AND LEGAL CONTEXT 3 10.3 PUGET SOUND ENERGY 3 General Location 3 Electric Plan 3 Gas Plan 5 10.4 TELECOMMUNICATIONS PLAN 5 Telephone System 6 Wireless Networks 6 Internet Service 7 Cable TV 7 Proposed Improvements 7 10.5 FIBER OPTIC NETWORK 7 10.6 SOLID WASTE MANAGEMENT 8 10.7 MODERATE RISK WASTE MANAGEMENT 9 10.8 GOALS AND POLICIES FOR CITY ACTION 9 Map X-1, Existing & Proposed Improvements to the Sub - Transmission System This page intentionally left blank. FWCP - Chapter Ten, Private Utilities This chapter satisfies a Growth Management Act (GMA) requirement that cities prepare a Private Utilities chapter (RCW 36.70A.070). The GMA requires the Federal Way Comprehensive Plan (FWCP) to have internal consistency. This means that the Private Utilities chapter must be fully coordinated with other chapters of the FWCP. This is particularly important for Federal Way's City Center and in the I-5/99 corridor where new development and other land use change is anticipated in the near future. WAC 365-195-320(1) requires a Private Utilities chapter to include the general location, proposed location, and capacity for all existing and proposed utilities, including, but not limited to, electrical lines, telecommunication lines, and natural gas lines. Each utility plan describes and analyzes existing and proposed utility systems within Federal Way and improvements necessary to meet growing consumer demand. Information used to develop the plan was provided by private utilities. Private utility companies are continually upgrading and expanding their systems, therefore, maps quickly become obsolete. However, Puget Sound Energy (PSE) provided a map of their existing and proposed electrical facilities as of 2012 (Map X-1). Plans for water supply and sewer are found in the Capital Facilities chapter of the FWCP. The City sees the GMA requirement to prepare a Private Utilities chapter as an opportunity to identify ways of improving the quality of services provided within the City. The City will use this Private Utilities chapter to identify goals and develop policies to ensure that: provision of utilities is properly coordinated with land use; utility provision minimizes impacts upon public facilities such as roads; sustainable sources of power generation are encouraged; and technological innovation is facilitated. The GMA, VISION 2040, and the King County Countywide Planning Policies (CWPPs) call for a full range of urban services in the Urban Growth Area (UGA) to support the Regional Growth Strategy. They also state that facilities should be sited in ways to avoid adverse social, environmental, and economic impacts. This Private Utilities chapter is consistent with these goals and policies. Revised 2015 X-1 FWCP - Chapter Ten, Private Utilities The Growth Management Act Goal No. 12 of The GMA refers to public facilities and services as follows: Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. VISION 2040 Key private utilities addressed in VISION 2040 include solid waste, energy, and telecommunications. As the region plans for growth, conservation and improved efficiencies in providing services are essential. An overarching goal of VISION 2040 is to provide sufficient and efficient public services and facilities in a manner that is healthy, safe, and economically viable. Multicounty planning policies address conservation measures to increase recycling and reduce waste. They also encourage more efficient use of renewable and alternative energy. VISION 2040 also encourages improving infrastructure to support development and maintain healthy and livable communities. Having reliable power and telecommunications, along with other services and infrastructure, contributes to quality of life and the region's economic well-being. The following are VISION 2040 policies most relevant to Federal Way: MPP-PS-12: Promote the use of renewable energy resources to meet the region's energy needs. MPP-PS-13: Reduce the rate of energy consumption through conservation and alternative energy forms to extend the life of existing facilities and infrastructure. MPP-PS-14: Plan for the provision of telecommunication infrastructure to serve growth and development in a manner that is consistent with the regional vision and is friendly to the environment. Countywide Planning Policies The 2012 King County Countywide Planning Policies (CWPPs) includes the following overarching goal for private utilities: Revised 2015 X-2 FWCP - Chapter Ten, Private Utilities County residents in both Urban and Rural Areas have access to the public services needed in order to advance public health and safety, protect the environment, and carry out the out the Regional Growth Strategy. The following CWPPs are most relevant to Federal Way: PF-13: Reduce the solid waste stream and encourage reuse and recycling. PF-14: Reduce the rate of energy consumption through efficiency and conservation as a means to lower energy costs and mitigate environmental impacts associated with traditional energy supplies. PF-1 S: Promote the use of renewable and alternative energy resources to help meet the county's long-term energy needs, reduce environmental impacts associated with traditional energy supplies, and increase community sustainability. PF-16: Plan for the provision of telecommunication infrastructure to serve growth and development in a manner consistent with the regional and countywide vision. Privately owned electrical, natural gas, and line telephone utilities are regulated by the Washington Utilities and Transportation Commission (WUTC). Cellular telephone communication companies are licensed by the Federal Communications Commission (FCC). Cable television companies are regulated by the FCC and the Communications Act of 1934, as amended. Private utilities must have a franchise agreement to place utilities in the public right-of-way. Franchise agreements give each utility the non- exclusive right to provide its category of service within the City. General Location PSE supplies electric and natural gas service within the entire limits of the City and Potential Annexation Area (PAA). Existing facilities are depicted on Map X-I Electric Plan Federal Way is served mostly by Puget Sound Energy (PSE), a private electric utility whose operation and rates are governed by the Washington Utilities and Transportation Commission, the National Electric Reliability Corporation (NERC) and the Federal Energy Regulatory Commission (FERC). PSE is part of a Western -states regional Revised 2015 X-3 FWCP - Chapter Ten, Private Utilities coordination system and provides electric service to over 1.1 million customers in nine Washington State counties. Electricity is produced elsewhere and transported to switching stations in Kent and Renton through high -voltage transmission lines. As electricity nears its destination, the voltage is reduced and redistributed through lower - voltage transmission lines, distribution substations, and smaller transformers. PSE provides electrical service to approximately 39,700 electric customers in Federal Way. Also within the city are several 115 kV transmission lines and a number of neighborhood distribution substations. The 115 kV lines also deliver electrical energy to other neighborhood substations in communities adjacent to Federal Way. PSE imports electrical energy from generation sources in Canada, the Columbia River basin and other regions outside of PSE's service territory. Additionally, PSE has its own hydro, thermal, wind and solar power -generating facilities. There are also about 1,500 small, customer -owned generation facilities that are interconnected with PSE's system and can export surplus energy into the grid. The vast majority of these are solar panel installations. Although this provides a very small portion of PSE's electrical supply portfolio, the number of customer -owned installations increases more every year. PSE's Integrated Resource Plan (IRP) is updated and filed with the Washington Utilities and Transportation Commission every two years. The current plan, which was submitted in May of 2013, details the energy resources needed to reliably meet customers' wintertime, peak -hour electric demand over the next 20 years. The plan, which will be updated in the fall of 2015, forecasted that PSE would have to acquire approximately 4,900 megawatts of new power -supply capacity by 2033. This resource need is driven mainly by expiring purchased -power contracts and expected population and economic growth in the Puget Sound region. The IRP suggests that roughly half of the utility's long-term electric resource need can be met by energy efficiency and the renewal of transmission contracts. The IPR stated that the rest of PSE's gap in long-term power resources is likely to be met most economically with added natural gas -fired resources. The capacity of individual electric lines depends on voltage, diameter of the wire, and the clearance to objects below the line. To meet this demand, some new transmission lines and substations will need to be constructed, as well as existing ones rebuilt and/or maintained. Utility work is sometimes needed to comply with federal system reliability regulations. Specific construction that is anticipated includes the following: Expand Marine View substation to accommodate a new I I5kV line that will improve reliability through an automatic switching scheme. • As electric loads increase a new I I5kV transmission line will be necessary from the Christopher substation to the 115kV line that serves the Weyerhaeuser substation. This line would continue to the intersection of Enchanted Parkway South and Military Road South. Increases in the electric demand on the Weyerhaeuser campus and surrounding area may require additional substations in any combination of the Five Mile Lake, Enchanted Parkway or Weyerhaeuser substation areas. Revised 2015 X-4 FWCP - Chapter Ten, Private Utilities Gas Plan Puget Sound Energy provides natural gas service to more than 750,000 customers in six Western Washington counties: Snohomish, King, Kittitas, Pierce, Thurston, and Lewis. It is estimated that PSE currently serves over 18,880 gas customers within the City of Federal Way. Natural gas comes from gas wells in the Rocky Mountains and in Canada and is transported through interstate pipelines by Williams Northwest Pipeline to Puget Sound Energy's gate stations. Supply mains then transport the gas from the gate stations to district regulators where the pressure is reduced to less than 60 psig. The supply mains are made of welded steel pipe that has been coated and is cathodically protected to prevent corrosion. They range in size from 4 to 20 inches. Distribution mains are fed from the district regulators. They range in size from I'/4 to 8 inches and the pipe material typically is polyethylene (PE) or wrapped steel (STW). Individual residential service lines are fed by the distribution mains and are typically % or 1-1/8 inches in diameter. Individual commercial and industrial service lines are typically 11/4, 2, or 4 inches in diameter. PSE Gas System Integrity -Maintenance Planning has several DuPont manufactured main and service piping and STW main replacements planned for 2015. There will be several pipe investigations throughout the City to determine the exact location of the DuPont manufactured pipe. Identified DuPont manufactured piping in PSE's entire system will be ranked and replaced accordingly. PSE Gas System Integrity -System Planning does not have any major projects planned in 2015 at this time, but new projects can be developed in the future at any time due to: 1. New or replacement of existing facilities to increase capacity requirements due to new building construction and conversion from alternate fuels. 2. Main replacement to facilitate improved maintenance of facilities. 3. Replacement or relocation of facilities due to municipal and state projects. Telecommunications is not only important for voice transmission but also provides the infrastructure for the transmission of images and electronic data. Telecommunications in Federal Way include both wired (land based) and wireless telephone services, internet service, and cable and satellite TV. CenturyLink and Comcast provide land -based telephone, cable TV service, and internet service. There are also several wireless telephone providers, and voice over internet providers (VoIP). Direct TV and Dish Network provide satellite television services. Revised 2015 X-5 FWCP - Chapter Ten, Private Utilities Telephone System Existing Facilities and Operations—CenturyLink and Comcast deliver land based telephone service throughout the City. Comcast also provides digital phone service (VolP) while CenturyLink provides digital phone service only to its business customers. Their facilities are constructed overhead and in some cases underground. Proposed Improvements — The telephone industry tends to be secretive about their facilities and plans. For this reason the City had difficulty obtaining information and mapped facility plans. CenturyLink is required by law to provide adequate telecommunications services on demand in compliance with RCW80.36.090 and WUTC regulations. Accordingly, CenturyLink will provide facilities, upon reasonable notice, to accommodate whatever growth pattern occurs within the City. Due to advances in technology, additional capacity is easily and quickly added to the system. Wireless Networks Existing Systems — The City is currently served with a number of wireless service providers including AT&T, T-Mobile, Sprint, and Verizon. Wireless technologies use a line -of -sight radio signal transmitted and received by antennas. Therefore, it is not possible to underground the antennas or structures on which the antennas are mounted. Antennas and ancillary equipment are located on freestanding poles and towers and on existing structures and buildings. City code regulates their siting. The FCC regulates the cellular telephone industry to ensure that their operation does not interfere with AM/FM radio and cable television transmissions. System Capacity — Capacity is a function of frequency of use, the number of sites in a geographic area, and the number of customers. Cellular facilities are located throughout the City. Frequent changes in their siting are not conducive to mapping. Improvements to the Cellular System — Like the non -cellular telephone companies, wireless companies expand services in response to growth. For this reason, companies closely analyze market demand to determine expansions into new service areas. Cellular technology is constantly advancing so capacity is frequently expanded through technological advances at existing sites. Revised 2015 X-6 FWCP - Chapter Ten, Private Utilities Internet Service Various companies provide internet service by telephone, cable, wireless, and satellite. As the City constructs or reconstructs streets, it is providing conduits to assist in the installation of fiber optic communication systems. Cable TV Cable television service in the City is provided by Comcast, CenturyLink, Direct TV, and Dish Network. Comcast and CenturyLink utilize cable and fiber optic technologies and Direct TV and Dish Network utilize satellite technologies. Proposed Improvements Cable television installations are made to new subscribers (either to new dwelling units or, to a much smaller degree, to residences who have not opted for cable before) at published rates; provided they are less than 125 feet from a distribution or feeder line. Connections requiring longer runs are charged on a time and material basis. Most public work considerations, such as tree trimming, work in the right-of-way, restoration of property, and so on, are covered in the City of Federal Way Master Cable Television Ordinance and Franchise Agreements with Cable Television providers. The City has entered into franchise agreements with Comcast and Williams Communications which have fiber optic networks in the City's rights -of -way. Williams Communication has upgraded the City's conduits along Military road. In 2013, the City of Federal Way granted the Zayo Group, LLC a franchise for installation of fiber optic within certain empty and occupied conduit owned by the City. The main section of conduit runs along Pacific Highway South from approximately South 272nd Street to 16th Avenue South and South 340th Street. Additional conduits are located along South 320th Street, South 336th Street, South 348th Street, and Enchanted Parkway. In exchange for leasing the conduit, Zayo Group, LLC is providing an extensive list of in -kind services to the City. Zayo is in the process of providing fiber optics at several intersections. This will enable the City to connect additional traffic signals via fiber optic for enhanced signal synchronizations. Zayo will connect the east and west portions of South 320th street over I-5 with fiber optics , which will greatly enhance the signal coordination along South 320th Street, Federal Way's busiest arterial. Other in -kind services provided by Zayo include improving certain conduits to increase capacity, allowing City Hall to connect to the Federal Way School District Educational Service Center; the South Correctional Entity (SCORE) for enhanced video arraignments; Revised 2015 X-7 FWCP - Chapter Ten, Private Utilities the Sabey Datacenter in Tukwila for future use for disaster recovery services; as well as a connection to the regional Community Connectivity Consortium. The City is responsible for its portion of maintenance and repair fees, should a fiber break occur. The in -kind services provided by Zayo are a huge benefit to the City both in the present and long term. AT&T and CenturyLink have fiber optic networks within the City but they have not entered into franchises with the City. The City of Federal Way, City of Tacoma, King County, the Washington State Department of Transportation (WSDOT), and the School District also have fiber optic networks. Public agencies do not require franchises to operate in the City. The City's Solid Waste Management roles include solid waste planning, public education and outreach, plus support and promotion of convenient and sustainable disposal and recycling options. The City administers contracts with service providers and monitors their performance in collecting solid waste, recyclables, compostable materials, yard waste, and public area litter. In this regard, the City is an advocate for ratepayers in obtaining the highest service levels at the lowest cost. In addition, the City is active in managing litter and materials illegally dumped in public areas. A variety of other service providers manage specific waste types generated in the City, including service providers for demolition and land clearing debris, commercial bi-product management, bio-medical wastes, and charitable reuse. Regionally, Federal Way and King County have a long-term (through 2040) Solid Waste Interlocal Agreement (SWIA) that is part of our solid waste planning foundation. The SWIA references the King County Comprehensive Solid Waste Management Plan (KC- CSWMP), a state -required plan that focuses on broader waste collection, processing, transfer, recycling, and disposal elements. The KC-CSWMP also incorporates some elements outside City purview (such as landfill operations and collection standards in adjacent unincorporated areas) that are relevant to our City's Waste Management system. Cities participate in periodic plan updates, plan ratification, then carry out the plan's objectives at the local level. The FWCP incorporates the policies and initiatives that originate in the KC-CSWMP by reference. However, the City will also tailor KC- CSWMP elements to best meet Federal Way's solid waste planning and service administration objectives. Revised 2015 X-8 FWCP - Chapter Ten, Private Utilities To maximize efficiency and effectiveness, solid waste and recycling shall also be considered along with the many other elements that go into building design and site planning. If site access, tenant access, or space for adequate containers is overlooked, it may mean long-term inefficiency and higher overall ratepayer costs. The City will incorporate procedures into the plan review process and City code that promote adequate infrastructure to achieve these solid waste policies. The Hazardous Waste Management Program in King County was established in 1990 in response to RCW 70.105.220 which requires jurisdictions to develop a plan for managing hazardous wastes generated by residents, businesses, and institutions. Jurisdictions within King County collaborated to develop the Local Hazardous Waste Management Program Plan (LHWMP) which was last updated in 2010. The FWCP incorporates the more detailed policies and initiatives that originate in the LHWMP by reference. However, the City will also tailor LHWMP elements to best meet Federal Way's solid waste planning and service administration objectives. Hazardous wastes should be properly managed and disposed of according to procedures and standards set by federal, state, or regional agencies, such as those set forth in the LHWMP. The City intends to coordinate with South King Fire & Rescue, King County Board of Health regulations, and Public Health — Seattle & King County in the ongoing implementation of LHWMP objectives. The Private Utilities chapter provides an opportunity for the City to assist utility companies in delivering efficient service to customers and to seek to reduce potential negative impacts on the natural and built environments. This section builds upon system descriptions to identify issues and sets forth policies to coordinate the provision of utilities with City planning. The GMA requires that the utilities element include the general location, proposed location, and capacity of all existing and proposed utilities. This has resulted in cities and counties becoming more actively involved in the way in which utilities are sited and provided. In order to protect both citizens and utility customers, the City will work in accordance with the following goals and policies: Goals PUG1 Work with private utility companies to allow them to provide full and timely service that meets the needs of the City's residents and businesses, both present and future. PUG2 Work with private utility companies to allow them to provide service in a way that balances cost-effectiveness with environmental protection, aesthetic impact, public safety, and public health. Revised 2015 X-9 FWCP - Chapter Ten, Private Utilities PUG3 Increase opportunities to create and utilize sustainable energy sources such as solar and wind power. PUG4 The City actively ensures appropriate recycling and disposal options are in place to protect the health and welfare of both residents and our environment. PUG5 The City's goal is to ensure that ratepayers receive high -quality and reliable services at reasonable cost when contracting with collection service providers. PUG6 The City actively engages and participates in KC-CSWMP updates and implementation, working toward aligning the plan with Federal Way's needs and the needs of ratepayers. Policies PUP1 The City will, if possible, coordinate with other jurisdictions on proposed utility improvements that impact a multi jurisdictional area. PUP2 The City should work to encourage, to the extent possible, the supply of all utilities to existing and new homes, offices, industrial, and commercial buildings. PUP3 The City encourages the joint use of trenches, conduits, or poles, so that utilities may coordinate expansion, maintenance, and upgrading facilities with the least amount of right-of-way disruption. PUP4 The City encourages utilities to inform one another of plans to expand or improve utility services. PUPS The City will endeavor to inform utilities of upcoming improvements or expansions that may provide opportunities for joint use. PUP6 The City will endeavor to notify utilities of proposed plans to make highway or right-of-way improvements. PUP7 To facilitate energy conservation the City shall, at minimum, ensure that its buildings comply with state and federal standards for energy conservation. PUP8 The City will endeavor to work with utility companies to promote and educate the public about strategies for conserving energy. PUP9 The City should facilitate the use of solar power in residential, governmental and commercial applications by implementing straight -forward review and approval processes. PUP10 The City should evaluate and if necessary revise zoning regulations to address the siting of small-scale wind power generation facilities (for the use of individual properties). Revised 2015 X-10 FWCP - Chapter Ten, Private Utilities PUP11 The City will encourage and work with telecommunication and cable companies to develop fiber optic cable networks and other technologies and to increase interconnectivity between different networks. PUP12 The City will utilize existing and emerging communications technologies to communicate with citizens and businesses. PUP13 To the maximum extent possible and based upon applicable regulations, the City should require the undergrounding of utility distribution lines in new subdivisions, new construction, and significantly reconstructed facilities, consistent with all applicable laws. PUP14 To the maximum extent possible and based upon applicable regulations, the City should work with the utilities in preparing a plan for undergrounding utilities in areas where their visual impact is critical to improving the appearance of the City, such as the City Center and along Highway 99. PUP15 The City should, to the extent practical, work with utility providers in preparing a right-of-way vegetation plan that ensures that the needs of landscaping and screening are balanced with the need to prevent power outages. PUP16 The City should require that site -specific utility facilities such as antennas and substations be reasonably and appropriately sited and screened to mitigate adverse aesthetic impacts. PUP17 Through its development regulations, the City shall continue to address the siting, screening, and design standards for wireless/cellular facilities, substations, and antenna facilities in such a manner as to allow for reasonable and predictable review while minimizing potential land use and visual impacts on adjacent property. PUP18 The City should provide utility companies with plans, forecasts, and supporting data to assist in the proper planning for utilities. PUP19 The City should encourage utility providers to base extension and sizing of systems on the Land Use Plan in order to adequately serve anticipated growth. PUP20 Encourage utilities to provide the City with their utility service plans to allow better integration with other utilities and City plans. PUG21 The City recognizes the KC-CSWMP and its policies which will be referenced by the City as appropriate. PUG22 Promote the recycling of solid waste materials by providing opportunities for convenient recycling and by developing educational materials on recycling, composting, and other waste reduction methods. Waste reduction and source separation are the City's preferred strategies for managing solid waste. Materials remaining after effective waste reduction and source separation should be managed in accordance with the KC-CSWMP. Revised 2015 X-11 FWCP - Chapter Ten, Private Utilities PUG23 Encourage and actively seek an effective regional approach to solid waste management, to leverage economies of scale and move toward similarities in services and parallel educational messaging. PUG24 Maintain a cost-effective and responsive solid waste collection system, with the overarching objective of ratepayers receiving high -quality services at a reasonable cost. In selecting elements of our solid waste collection system, consider all costs (internal to the City's ratepayers — both residents and businesses, and external at the system level) as well as long-term factors such as cost-effective and environmentally benign disposal option(s). PUG25 Administer solid waste collection services in ways that minimize adverse impacts such as noise, litter, environmental pollution, and disruption to businesses and neighborhoods. PUG26 Provide uniform collection service to areas annexed to the City as soon as practicable, referencing RCW policies but also seeking uniformity via contract or franchise elements. PUG27 Develop and implement Preferred Building Code Elements, including space allocation for several waste streams (garbage, compostables, recyclables, hazardous materials, and other process wastes). Incorporate design elements that enable access to services, both for tenants and collection service vehicle. Consider development of a preference for covered solid waste enclosures or facilities that are tied to sanitary sewer to help reduce potential surface water management issues, and perform a comprehensive analysis to determine which elements should be grandfathered versus required improvements. PUG28 Cooperate with other private and public agencies in the region to manage and control hazardous waste and moderate risk waste, including household hazardous substances and moderate risk wastes generated by area businesses and institutions. PUG29 Educate the public in the proper handling and disposal of hazardous household waste and on the use of alternative products or practices which result in reducing the use and storage of hazardous materials in homes and businesses. PUG30 Provide for the safe and convenient disposal of hazardous household waste through permanent and conveniently located collection facilities for residents and small businesses to access. Revised 2015 X-12 ICI a p X - 1 Fedityeral way Existing & Proposed Improvements Comprehensive Plan to the Sub -Transmission System a.N.Ap-L:�me [ d FwtirY"r �°� x F-6 VW %5w= Des I)ONDO Dent �11e1n CAMBRIDGE PUSW s J s e Fede I ay IL 4 ryryk �I WEYEfZfiA SER Au r .a1 Tacoma KfTTS CORNER II Ltd OC,�M FrT o Citg Limier } I Feat I 0 Potential AnnErW@n Area I Stlti-Transmission System .____.. Pr-Dposed PSE Substation ■ PSE Tran Substation 1D PSE Distribution Substation OW Proposed 115kV 8PA Line r AP 115kV PSE � r 58kV PSE 'Nll�rt Ends rw.-.b. monks roc Ufrkty Pan Element - cirr OF Euge€ Sound Energy - Eledrimy Federal Way This map is intended for use " as a graphical representation. o.= 1 The City of Federal Way makes xm¢an1+uOd.Ww.rW�. LfflEhry j1„.d I Mks no warranty as tD its accuracy- CHAPTER ELEVEN SHORELINE MASTER PROGRAM 11.0 PURPOSE AND RESPONSIBILITY 1 11.1 SHORELINE JURISDICTION 2 11.2 COMPLIANCE IN FEDERAL WAY 3 11.3 PUBLIC INVOLVEMENT 3 11.4 RELATIONSHIP TO CITY CODE 4 11.5 SHORELINE USE ELEMENT 5 11.6 PUBLIC ACCESS AND RECREATION ELEMENT 12 11.7 CONSERVATION AND RESTORATION ELEMENT 16 11.8 HISTORIC AND CULTURAL RESOURCES ELEMENT 21 11.9 CIRCULATION ELEMENT 21 11.10 SHORELINE ENVIRONMENTS 23 Intent 23 Shoreline Residential 24 Urban Conservancy 24 Natural 25 Federal Way Shoreline Management Plan - Federal Way and its Potential Annexation Area This page intentionally left blank. FWCP - Chapter Eleven, Shoreline Master Program Washington's Shoreline Management Act, Chapter 90.58 RCW (SMA), was passed by the State Legislature in 1971 and adopted by the public in a referendum. The SMA was created in response to a growing concern among residents of the state that serious and permanent damage was being done to shorelines by unplanned and uncoordinated development. The goal of the SMA is, "...to prevent the inherent harm in an uncoordinated and piecemeal development of the state's shorelines." The overarching SMA policy is to manage shorelines of the state by planning for and supporting reasonable and appropriate uses while protecting against adverse impacts to public health, the land and its vegetation and wildlife, and the waters of the state and their aquatic life. The primary responsibility for administering the SMA is assigned to local governments through the mechanism of Shoreline Master Programs (SMP), adopted under guidelines established by the Washington State Department of Ecology ("Ecology"). The Ecology guidelines (WAC 173-26) establish goals, policies, and standards. Local SMPs contain goals and policies, maps, regulations and development standards, and permitting procedures consistent with the SMA and Ecology guidelines. The SMP is required to protect shorelines as a statewide resource while also being tailored to the specific conditions and needs of individual communities. The SMP is also meant to be a comprehensive vision of how the shoreline area will be used and developed over time. According to Substitute Senate Bill (SSB) 6012, passed by the 2003 Washington State Legislature, cities within King County are required to amend their local SMPs consistent with Ecology's revised guidelines. The required update process also provides cities with an opportunity to incorporate the changes in the physical shoreline conditions (including annexations) and integrate current technical and scientific information into the SMP. 2011 XI-1 FWCP - Chapter Eleven, Shoreline Master Program At the time of incorporation in 1990, the City of Federal Way ("City") adopted King County's Shoreline Master Program (SMP). The City developed and adopted its own SMP in 1998 that integrated the SMP into the Federal Way Comprehensive Plan (FWCP). In 1999, the City adopted associated development regulations for the shoreline. As of January 2005, newly annexed areas included the eastern shore of North Lake and the northwestern shore of Lake Killarney. All of the lakes within the City's potential annexation area (PAA) are governed by county shoreline regulations. The goals and policies contained in the SMP are incorporated into the FWCP within this Shoreline Master Program chapter. Development regulations contained in the SMP are incorporated in the Federal Way Revised Code (FWRC) Title 15, Shoreline Management. Under the SMA, the shoreline jurisdiction includes waters that have been designated as "shorelines of statewide significance" or "shorelines of the state" and adjacent lands or "shorelands." Shoreline jurisdiction includes all the designated water bodies and the land underlying them, plus their associated shorelands, which includes land extending landward for two hundred feet in all directions from the ordinary high water mark (OHWM), floodways, and contiguous floodplain areas landward 200 from those floodways, and all wetlands and river deltas associated with the streams, lakes, and tidal waters subject to the SMA. These designations were established in 1972, and are described in the SMA (RCW 90.58.030[2]). Generally, "shorelines of statewide significance" include portions of Puget Sound and other marine waterbodies; rivers west of the Cascade Range that have a mean annual flow of 1,000 cubic feet per second (cfs) or greater; rivers east of the Cascade Range that have a mean annual flow of 200 cfs or greater; and freshwater lakes with a surface area of 1,000 acres or more. "Shorelines of the state" are generally described as all marine shorelines and shorelines of all other streams or rivers having a mean annual flow of 20 cfs or greater and lakes with a surface area greater than 20 acres. The shoreline jurisdiction within the city limits of the City of Federal Way encompasses approximately 16.9 miles of shoreline. It includes all of the Puget Sound shoreline in Federal Way (about 4.8 miles), including areas waterward of the OHWM which extend to the line of extreme low tide. Approximately 12.1 miles of shoreline are found along freshwater lakes. The lakes currently within the city limits are: • Steel Lake The northwestern shore of Lake Killarney North Lake There are no rivers or streams meeting the definition of "shorelines of the state" within the City or its annexation area. However, streams such as Joe's Creek and Lakota Creek discharge to the Puget Sound shoreline. The mouths of these streams and the upstream extent of tidal influence are considered under shoreline jurisdiction because of their association with the Puget Sound shoreline. Five freshwater lake shorelines are located in the City's PAA and are included in this master program update; these include Star Lake, Lake Dolloff, Lake Geneva, the remaining portion of Lake Killarney, and Five Mile Lake. 2011 XI-2 FWCP - Chapter Eleven, Shoreline Master Program The portions of Puget Sound within the city limits waterward of the line of extreme low tide are defined as "shorelines of statewide significance" (RCW 90.58.030[2][e][iii]). Under the SMA, the shoreline area to be regulated under the City's SMP must include marine waters, lakes, and shorelands, defined as the upland area within 200 feet of the OHWM, as well as any associated wetlands (RCW 90.58.030). The shoreline jurisdiction of the City of Federal Way is shown in Map XI-1 (maps are at the end of the chapter). The SMA establishes a cooperative program of shoreline management between local government and the state. The state's primary role is to support local government and provide assistance, as well as reviewing some shoreline permits and reviewing and approving amendments to local SMPs. The SMA requires three primary tasks to be fulfilled by local governments: 1. Compilation of a comprehensive inventory that includes a survey of natural characteristics, present land uses, and patterns of property ownership; 2. Development of a master program to provide an objective guide for regulating the use of shorelines, consistent with the SMA (RCW 90.58) and its provisions, including the SMP guidelines (Chapter 173-26 WAC) and shoreline permitting and enforcement procedures (Chapter 173-27 WAC); and 3. Administration of a shoreline permit system for proposed substantial development and regulated uses in designated water bodies and on their associated shorelands. hi compliance with the first requirement of the SMA, the City completed a comprehensive inventory of natural characteristics, functions and values of resources, existing land use, and ownership patterns along the City's shorelines (Section 2 of the Shoreline Master Program — Shoreline Inventory). This inventory was completed in August 2006 and finalized in June 2007. The second requirement of the SMA was met by the City with the help of local citizens and stakeholders, who assisted in developing goals and policies, which form the foundation for the SMP. To conduct the SMP update, City staff and ESA Adolfson prepared draft components of the City's SMP, worked with a Citizen's Advisory Committee (CAC), sought review from a Technical Advisory Committee (TAC), and presented findings to the Planning Commission and the City Council Land Use/Transportation Committee (LUTC). At the start of the project in February 2006, a Public Participation Plan was developed and used as a guide during the SMP update. A public Open House was held on June 7, 2006, to introduce the process to the public and shoreline residents. The Open House was 2011 XI-3 FWCP - Chapter Eleven, Shoreline Master Program advertised with direct mailings to all shoreline owners as well as public notices on the City's website. Six meetings were held with the CAC between July and December 2006. Citizen comment was integrated into the shoreline inventory, shoreline environment designations, and goals & policies section of the SMP. Technical documents were routed to the TAC, including Ecology staff, for review and comment. Other agencies involved in the process included Washington Department of Fish and Wildlife, Washington Department of Natural Resources, King County, neighboring cities, and the Tribes. Three meetings were held with the Planning Commission to present findings and discuss recommendations. The Planning Commission meetings were held on February 14, March 28, and April 4, 2007. A public hearing was held during the April 4, 2007 meeting. Approximately 20 citizens testified either at the public hearing or during public testimony + during the March 28th Planning Commission meeting. Additional public comment was taken and response given during the LUTC meeting on May 21, 2007. The City Council passed the SMP by resolution on June 5, 2007. In July of 2007, the Council -approved SMP was submitted to Ecology for review and comment. The City of Federal Way received official Ecology review comments in January 2009. City staff, ESA Adolfson, and Ecology staff worked collaboratively to prepare draft revisions to the SMP that responded to the official Ecology comments. Former members of the SMP CAC, TAC, shoreline property owners, public agencies, and other parties of interest were notified of the availability of the revised SMP documents. On August 4, 2010, a public information meeting was conducted to discuss the revisions to the SMP. On August 25, 2010, the Planning Commission conducted a public hearing on the proposed revisions to the SMP and forwarded a recommendation to approve the proposed revisions. The LUTC considered the revisions on October 5, 2010, and forwarded a recommendation to approve the proposed revisions with a few minor modifications. The City Council passed the revised SMP by resolution on October 19, 2010. A programmatic environmental checklist was prepared for the SMP Update. Pursuant to the State Environmental Policy Act (SEPA), the City's SEPA Official issued a Determination of Nonsignificance (DNS) on March 31, 2007. The public comment period was open on the DNS for approximately 30 days. The appeal period expired on April 28, 2007. The set of shoreline goals and policies in this chapter provide the foundation and framework on which the balance of the master program has been based. The policies contained herein are enforced through FWRC Title 15, "Shoreline Management," and any other applicable sections of the FWRC. Article II of FWRC Chapter 15.05 includes all of the shoreline regulations that enforce the goals and policies of the SMP. The following is a list of the primary subsections of Chapter 15.05, Article 11. These sections are listed here to illustrate how the SMP goals and policies are linked to the regulatory document. 2011 XI-4 FWCP - Chapter Eleven, Shoreline Master Program FWRC Chapter 15.05 (Shoreline Management), Article II (Shoreline Regulation): • 15.05.040 — General development standards. Provides standards consistent with the Conservation and Restoration, Historic and Cultural Resources, and Public Access and Recreation elements of this Chapter. This section of Article II adopts Critical Areas and Flood Damage Reduction regulations (as Chapter 15.10 and Chapter 15.15 of Title 15). • 15.05.050 — Shoreline modifications. Provides standards specific to shoreline modifications consistent with the Shoreline Use and Conservation and Restoration elements of this Chapter. • 15.05.060 — Environment designations. Introduces the system of environment designations, consistent with the Shoreline Environments section of this Chapter. • 15.05.070 — Summary of Uses, Approval Criteria and Process. Provides a graphical summary of the use and development regulations detailed in other sections of Article II. • 15.05.080 — Shoreline residential environment. Provides regulations specific to the shoreline residential environment, consistent with the goals and policies for the shoreline residential environment within this Chapter. • 15.05.090 — Urban conservancy environment. Provides regulations specific to the urban conservancy environment, consistent with the goals and policies for the urban conservancy environment within this Chapter. • 15.05.100 — Natural environment. Provides regulations specific to the natural environment, consistent with the goals and policies for the natural environment within this Chapter. This element addresses the distribution, location, and extent of use of shorelines and adjacent areas for housing, recreation, transportation, office, public buildings, utilities, education, and other uses. The shorelines in Federal Way are more widely used for residential purposes than for any other use. Much of the undeveloped shoreline is privately owned, subdivided into small lots, and zoned to permit residential development. Goal SMPG1 Shoreline areas shall permit a variety of development types in accordance with the FWRC, FWCP, and Shoreline Master Plan designations. Designs, densities, and locations for all allowed uses and developments should consider physical and natural features of the shoreline and prevent a net loss of shoreline ecological functions. Policies SMPP1 Shoreline land and water areas particularly suited for specific and appropriate uses should be designated and reserved for such uses. SMPP2 Shoreline land and water uses should satisfy the economic, social, and physical needs of the regional population, but should not lead to a net loss of ecological functions in the shoreline areas. 2011 XI-5 FWCP - Chapter Eleven, Shoreline Master Program SMPP3 Like or compatible shoreline uses should be clustered or distributed in a rational manner, rather than allowed to develop haphazardly. SMPP4 Multiple uses of shoreline should be encouraged where location and integration of compatible uses or activities are feasible. SMPP5 Shoreline ecological functions should be protected from uses or activities that will have an adverse effect on them. SMPP6 Non-residential uses or activities that are not shoreline dependent should be encouraged to locate or relocate away from the shoreline. SMPP7 Federal Way should consider the goals, objectives, and policies of the SMP in all land use management decisions regarding the use or development of adjacent uplands where such use or development may have an adverse effect on designated shorelines. SMPP8 Development should be regulated accordingly in shoreline areas known to contain development hazards or which would adversely impact designated critical areas as identified in FWRC Title 15. SMPP9 a. All development should be prohibited within the 100-year floodplain, except single-family residential and water -dependent or water -related uses. b. All development should be prohibited in shoreline areas of severe or very severe landslide hazard. c. All development should be regulated in shoreline areas with slopes of 40 percent or greater. d. Shoreline areas containing other potential hazards (e.g., geological conditions, unstable subsurface conditions, erosion hazards, or groundwater or seepage problems) should be regulated as necessary to avoid unsafe development and disturbance of sensitive areas. Promote respect of private property rights while implementing SMA requirements. 2011 XI-6 FWCP - Chapter Eleven, Shoreline Master Program Goal SMPG2 Residential use of shoreline areas should be continued and encouraged in areas that have not been designated as Natural environments by the SMP, allowing a variety of housing types. New development or redevelopment of residential uses should cause no net loss of shoreline ecological function as identified in the SMP's Shoreline Inventory Characterization and Analysis. Policies SMPP10 Residential developments should be designed to achieve no net loss of shoreline ecological functions and minimize interference with visual and physical access. Unavoidable impacts to the shoreline environment from residential development should be mitigated to assure no net loss of shoreline ecological functions. a. Residential development in designated critical areas or their associated buffers should be regulated as required by the City's SMP regulations. b. Residential development on piers or over water is prohibited. c. Landfill for residential development that reduces water surface or floodplain capacity shall not be permitted. d. In residential developments, the water's edge should be kept free of buildings and fences. e. Development standards should require the retention of natural shoreline vegetation and other natural features of the landscape to the greatest extent possible during site development and construction. SMPP11 Residential use of shorelines should not displace or encroach upon areas that have existing or are designated as supporting water -dependent shoreline uses. SMPP12 Residential densities should be determined with regard for the physical capabilities of the shoreline areas and public services requirements and include the following considerations: a. Subdivisions and new development should be designed to adequately protect aesthetic characteristics of the water and shoreline environment. b. New residential development should only be allowed in those shoreline areas where the provision for sewage disposal and drainage ways are of such a standard that adjoining water bodies would not be adversely affected by pollution or siltation. c. Residential development along shorelines should be setback from the ordinary high water mark far enough to make unnecessary such protective measures as filling, bulk heading, construction groins, or jetties, or substantial re -grading of the site. d. Residential developments should be designed to enhance the appearance 2011 XI-7 FWCP - Chapter Eleven, Shoreline Master Program of the shoreline and not substantially interfere with the views from public property or access to the water. e. The shoreline ecosystems, processes, and functions identified in the Shoreline Inventory and Characterization should be considered when determining standards for residential development patterns within the shoreline environment. SMPP13 Residential subdivisions in shoreline areas should provide public pedestrian access to the shorelines within the development in accordance with the public access and recreation element of this master program. SMPP14 Developers of recreational projects such as summer homes, cabins, campgrounds, and similar facilities should satisfactorily demonstrate: a. The suitability of the site to accommodate the proposed development without adversely affecting the shoreline environment and water resources. b. Adequate provisions for all necessary utilities, including refuse disposal. Goal SMPG3 Shoreline areas designated by the FWCP and the SMP to allow for commercial development shall permit a variety of commercial and office park development types. New development or expansion of existing commercial and office uses should result in no net loss of shoreline ecological functions. Policies SMPP15 Consideration should be made of the effect a structure will have on scenic value, and when feasible, should include opportunities for public access to shoreline areas. SMPP16 Commercial and office structures and ancillary facilities that are not shoreline dependent or water -oriented should be setback from the water's edge and designed to avoid adverse impacts to shoreline ecological functions. SMPP17 The use of porous materials and other low impact development design alternatives should be encouraged for paved areas to allow water to penetrate and percolate into the soil. Use of holding systems should be encouraged to control the runoff rate from parking lots and rooftops. SMPP18 Commercial and office development located within shoreline areas should be constructed to withstand normal rain and flooding conditions without contributing pollution to the watercourse or shoreline. State and local best management practices should be implemented to protect the natural shoreline environment from impacts associated with stormwater runoff. SMPP19 Commercial and office development that is not water -dependent should provide a buffer zone of native vegetation for erosion control. SMPP20 Commercial aquaculture activities should be prohibited. 2011 XI-8 FWCP - Chapter Eleven, Shoreline Master Program Goal SMPG4 Regional and subregional utility facilities, including communications, (radio, TV, and telephone), energy distribution (petroleum products, natural gas, and electricity), water, sanitary sewers, and storm sewers should not be allowed in shoreline areas unless there is no alternative location. Design, location, construction, and maintenance of utility facilities must comply with the requirements of SMP regulations and other federal, state, and local laws, and result in no net loss of shoreline ecological functions. Policies SMPP21 Utilities that could allow for growth should not be extended into or along shorelines without prior approval of such extension by the appropriate land use authority. SMPP22 Utilities located in shoreline environments inappropriate for development should not make service available to those areas. SMPP23 In developed shorelines not served by utilities, utility construction should be encouraged to locate where it can be shown that water quality will be maintained or improved. SMPP24 Federal Way should be consulted prior to, or at the time of, application for construction of regional utility facilities to be located in or along shorelines. SMPP25 Utility corridors crossing shorelines should be encouraged to consolidate and concentrate or share rights -of -way where: a. Public access or view corridors would be improved. b. Concentration or sharing would not hinder the ability of the utility systems to be installed, operated, or maintained safely. c. Water quality would be as good as or better than if separate corridors were present. SMPP26 Public access should be encouraged where rights -of -way for regional utility facilities cross shorelines in the City, and where public safety and facility security would not be compromised. SMPP27 New utility facilities should be located so as to not require extensive shoreline protection nor to restrict water flow, circulation, or navigation. SMPP28 New utility facilities and rights -of -way should be located to preserve the natural landscape and minimize conflicts with present and planned uses of the land on which they are located. SMPP29 New utility facilities and rights -of -way should be located and designed to minimize detrimental visual impacts from the water and adjacent uplands. 2011 XI-9 FWCP - Chapter Eleven, Shoreline Master Program SMPP30 New freestanding personal wireless service facilities are prohibited from locating within the shoreline environment. Goal SMPG5 Limit shoreline stabilization —which includes any action taken to reduce adverse impacts caused by current, flood, wake, or wave action —including the use of bank stabilization, rip rap, and bulk heading, to that which is necessary to protect existing improvements. Policies SMPP31 Shoreline stabilization should be allowed only if it is clearly demonstrated that shoreline protection is necessary to protect existing improvements. SMPP32 Structural solutions to reduce shoreline erosion should be allowed only after it is demonstrated that nonstructural solutions, such as bioengineering or soft - shore armoring, would not be able to protect existing development. SMPP33 Planning of shoreline stabilization should encompass sizable stretches of lake or marine shorelines. This planning should consider off -site erosion, accretion, or flood damage that might occur as a result of shoreline protection structures or activities. SMPP34 Shoreline stabilization on marine and lake shorelines should not be used as a means of creating new or newly developable land. SMPP35 Shoreline stabilization structures should allow passage of ground and surface waters into the main water body. SMPP36 Shoreline stabilization should not reduce the volume and storage capacity of streams and adjacent wetlands or flood plains. SMPP37 Whenever shoreline stabilization is needed, bioengineered alternatives such as natural berms and erosion control vegetation plans should be favored over hard surfaced structural alternatives such as concrete bulkheads and sheet piles. SMPP38 The burden of proof for the need for shoreline stabilization to protect existing developments or proposed redevelopments rests on the applicant. SMPP39 Shoreline stabilization activities that may necessitate new or increased shoreline protection on the same or other affected properties where there has been no previous need for protection should not be allowed. SMPP40 New development shall be designed and located so as not to require shoreline stabilization. SMPP41 Areas of significance in the spawning, nesting, rearing, or residency of aquatic and terrestrial biota should be given special consideration in review of proposed shoreline stabilization activities. 2011 XI-10 FWCP - Chapter Eleven, Shoreline Master Program SMPP42 Shoreline stabilization activities should be discouraged in areas where they would disrupt natural feeder bluffs processes important for maintaining beaches. Goal SMPG6 Docks and moorages should be allowed when associated with residential, recreational, or other public facilities. The design, location, and construction of any dock, pier, or moorage should avoid, to the greatest extent possible, adverse effects on shoreline ecological functions. Policies SMPP43 Open pile construction should be preferred where there is significant littoral drift, where scenic values will not be impaired, and where minimal alteration to the shoreline and minimal damage to aquatic resources can be assured. SMPP44 Piers, floats, and docks should be prohibited or permitted as a conditional use where conflicts with recreational boaters and other recreational water activities would create public safety hazards. SMPP45 Where new docks are allowed, new residential development of two or more dwellings should be required to provide joint use or community dock facilities, when feasible, rather than allow individual docks for each residence. SMPP46 Temporary moorages should be permitted for vessels used in the construction of shoreline facilities. The design and construction of such moorages shall be such that upon termination of the project, aquatic habitat can be returned to original condition within one year at no cost to the environment or the public. SMPP47 Shoreline structures that are abandoned or structurally unsafe should be removed. 2011 XI-11 FWCP - Chapter Eleven, Shoreline Master Program SMPP48 Docks, buoys, and other moorages should only be authorized after consideration o£ a. The effect such structures have on wildlife and aquatic life, water quality, unique and fragile areas, submerged lands, and shoreline vegetation. b. The effect such structures have on navigation, recreational and commercial boating, shoreline access, and scenic and aesthetic values. c. The effect such structures have on water circulation, sediment movement, and littoral drift. SMPP49 Moorage buoys should be preferred over moorage piles on all tidal waters. This element addresses the preservation and expansion of all types of public access and recreational opportunities through programs of acquisition, development, and various means of less -than -fee acquisition. Goal SMPG7 Increase public access to and enjoyment of shoreline areas through improvements to physical access on publicly owned lands and improved visual access, provided that private rights, public safety, and shoreline ecological functions remain intact. Policies SMPP50 Development of public access should respect and protect private rights that are held on shoreline property. SMPP51 Public access should be maintained and regulated. a. Public access should be policed and improved consistent with intensity of use. b. Provisions to restrict access as to nature, time, number of people, and area may be appropriate for public pedestrian easements and other public access areas where there are spawning grounds, fragile aquatic life habitats, or potential hazards for pedestrian safety. SMPP52 Design of access should provide for the public health, safety, and enjoyment. a. Appropriate signs should be used to designate publicly owned shorelines. b. Pedestrian and non -motorized physical and visual access to the shoreline should be encouraged. c. Public access to and along the water's edge should be made available in publicly owned shorelines in a manner that protects shoreline ecological functions. 2011 XI-12 FWCP - Chapter Eleven, Shoreline Master Program SMPP53 Acquisition and development of new shoreline public access locations should be consistent with overall parks and open space planning goals and policies. a. Acquisition and development of shoreline properties should be consistent with criteria and standards as part of an overall park and open space master plan. b. Where appropriate, utility and transportation rights -of -way on the shoreline should be made available for public access and use, consistent with the shoreline use and circulation element policies. c. Where appropriate, publicly -owned street ends that abut the shoreline should be retained and/or reclaimed for public access, consistent with the circulation element policies. d. Shoreline recreational facilities and other public access points should be connected by trails, bicycle pathways, and other access links where possible. SMPP54 Public access should be provided in new shoreline developments. a. Incentives should be used to encourage private property owners to provide public shoreline access. b. Public pedestrian easements should be considered in future land use authorizations, and in the case of projects along lakes, streams, ponds, and marine lands, whenever shoreline features are appropriate for public use. Shorelines of the City characterized by the following should be considered for pedestrian easements: 1. Areas of significant, historical, geological, and/or biological features and landmarks. 2. Areas presently being legally used, or historically having been legally used, by the public along the shoreline for access. 2011 XI-13 FWCP - Chapter Eleven, Shoreline Master Program 3. Where public funds have been expended on or related to shoreline developments. SMPP55 Shorelines in the City should be available to all people for passive use, visual access, and enjoyment. a. The City should preserve and provide publicly accessible viewpoints, lookouts, and vistas of shorelines. b. New developments should minimize visual and physical obstruction of the water from adjacent roads and public properties. SMPP56 Physical and/or visual access to the water should use steep slopes, view points from bluffs, stream valleys, and features of special interest where it is possible to place pathways consistent with public safety and without requiring extensive flood or erosion protection. Goal SMPG8 Provide additional shoreline dependent and water oriented recreation opportunities that are diverse, convenient, and adequate for the regional population, and that will not result in a net loss of shoreline ecological functions. Policies SMPP57 Areas containing special shoreline recreation qualities not easily duplicated should be available for public use and enjoyment. a. Opportunities should be provided for the public to understand natural shoreline processes and experience natural resource features. b. Public viewing and interpretation should be encouraged at or near governmental shoreline facilities when consistent with security and public safety. SMPP58 Shoreline recreational use and development should enhance environmental quality with minimal adverse effect to natural resources. a. Stretches of relatively inaccessible and unspoiled shoreline should be available and designated as low intensity or passive recreational use areas with minimal development. Service facilities such as footpaths, periphery parking, and adequate sanitary facilities should only be located where appropriate, considering both public safety and preservation of shoreline ecological functions. b. Beaches and other predominantly undeveloped shorelines currently utilized for recreational purposes should be available and designated as medium intensity recreational use areas to be free from expansive development; intensity of use should respect and protect the natural qualities of the area. c. Small or linear portions of the shoreline suitable for recreational purposes should be available and designated as transitional use areas that 2011 XI-14 FWCP - Chapter Eleven, Shoreline Master Program allow for variable intensities of use, which may include vista points, pedestrian walkways, water entry points, and access from the water; utilizing stream floodplains, street ends, steep slopes, and shoreline areas adjacent to waterfront roads. d. At suitable locations, shorelines should be made available and designated as high intensive use areas that provide for a wide variety of recreational activities. e. Overall design and development in shoreline recreational areas should be sensitive to the physical site characteristics and be consistent with the level of use in the area concerned. f. Recreation areas and ancillary facilities on or adjacent to the shoreline should have adequate surveillance and maintenance. g. Non -water oriented recreational facility development should be setback from the water's edge, except where appropriate in high intensive shoreline use areas. SMPP59 The provision of adequate public shoreline recreation lands should be based on an acquisition plan that is consistent with overall goals for enhancing public access to the City's shorelines. SMPP60 Existing buildings that enhance the character of the shoreline should be incorporated into recreation areas wherever possible. SMPP61 A balanced variety of recreational opportunities should be provided for people of different ages, health, family status, and financial ability. a. Shoreline recreation areas should provide opportunities for different use intensities ranging from low (solitude) to high (many people). b. Opportunities for shoreline recreational experiences should include developing access that accommodates a range of differences in people's physical mobility, capabilities, and skill levels. c. Recreational development should meet the demands of population growth consistent with the carrying capacity of the land and water resources. Goal SMPG9 Recreational experiences that depend on, or utilize, the shoreline (including: harvesting activities offish, shellfish, fowl, minerals, and driftwood; various forms of boating, swimming, and utilization of shoreline pathways; and watching or recording activities, such as photography, painting, or the viewing of water dependent activities) shall be encouraged within parks and other public access areas, given they do not result in a net loss of shoreline ecological functions and are allowed uses under state and local regulations. Policies SMPP62 Underwater parks should be extensions of shoreline parks, and whenever possible, be created or enhanced by artificial reefs where natural conditions or aquatic life could be observed with minimal interference. 2011 XI-15 FWCP - Chapter Eleven, Shoreline Master Program SMPP63 During storm events, hazardous conditions, or emergencies, temporary use of public recreational shoreline areas by boaters should be allowed. SMPP64 Prime fishing areas should be given priority for recreational use. SMPP65 Recreational shellfish harvesting should be allowed on public beaches subject to rules, regulations, and periodic closures by Washington Department of Health and/or Washington Department of Fish and Wildlife. SMPP66 Boating activities that increase shore erosion should be discouraged. SMPP67 Effective interpretation should be provided to raise the quality of visitor experiences and provide an understanding of aquatic and shoreline resource. This element promotes and encourages the conservation of natural shoreline resources and shoreline ecological functions, considering but not limited to, such characteristics as scenic vistas, parks and open space, fish and wildlife habitat, beaches, feeder bluffs, estuaries, and other valuable natural or aesthetic features. Additionally, this element promotes and encourages restoration of shoreline functions and ecological processes that have been impaired as a result of past development activities. Goal SMPG10 Preserve and protect the ecological functions of intact natural shorelines and ecologically sensitive shorelines as outlined within the shoreline inventory and characterization. 2011 XI-16 FWCP - Chapter Eleven, Shoreline Master Program Policies SMPP68 Manage designated critical areas in the shoreline —such as critical aquifer recharge areas and wellhead protection areas, frequently flooded areas, geologically hazardous areas, regulated wetlands, and streams —according to measures provided in this SMP. These include shoreline environment designations, allowed uses, development standards and regulations, and mitigation for unavoidable impacts. They should also be consistent with the policies contained in FWCP Chapter 9, "Natural Environment." SMPP69 Develop standards, buffers, and mitigation requirements for designated critical areas in the shoreline consistent with city-wide regulations. Goal SMPG11 Assure preservation of unique and non-renewable natural resources and assure conservation of renewable natural resources for the benefit of existing and future generations and the public interest. Policies SMPP70 All new development and activity in or adjacent to shoreline areas should be designed, constructed, and operated as to avoid significant adverse impacts to ground or surface water quality. Use of state and local best management practices and guidance should be implemented to avoid significant adverse impacts to water quality. SMPP71 Shorelines that are of unique or valuable natural character should be considered for acquisition. Subsequent management of such areas should protect or enhance shoreline ecological functions. SMPP72 Protection and conservation of vegetation within shoreline areas should be managed through implementation of setback, clearing and grading, and mitigation standards for development activity. SMPP73 Resource conservation should be an integral part of shoreline planning. All future shoreline development should be planned, designed, and sited to minimize adverse impact upon the natural shoreline environment and ecological functions. SMPP74 Scenic and aesthetic qualities and ecological functions of shorelines should be recognized and preserved as valuable resources. a. When appropriate, natural flora and fauna should be preserved. b. In shoreline areas, the natural topography should not be substantially altered. c. Shoreline structures should be sited and designed to minimize view obstruction and should be visually compatible with the shoreline character. d. Wildlife and aquatic habitats, including spawning grounds, should be protected. 2011 XI-17 FWCP - Chapter Eleven, Shoreline Master Program SMPP75 Resources should be managed to enhance the environment and prevent a net loss of shoreline ecological functions. a. Shoreline in -water and over -water activities and development should be planned, constructed, and operated to minimize adverse effects on the natural processes of the shoreline, and should maintain or enhance the quality of air, soil, natural vegetation, and water on the shoreline. b. Use or activity which substantially degrades the natural resources or ecological functions of the shoreline should not be allowed without mitigation as required by SMP regulations and FWRC Title 14, "Environmental Policy." SMPP76 Critical salmonid habitats, including saltwater and freshwater habitat used by Pacific salmonid species, support valuable recreational and commercial fisheries and should be protected for their importance to the aquatic ecosystem, as well as state and local economies. a. Non -water -dependent and non -water -related uses, activities, structures, and landfills should not be located in critical salmonid habitats. b. Where uses, activities, structures, and landfills must locate in critical salmonid habitats, impacts on these areas should be lessened to the maximum extent possible. Significant unavoidable impacts should be mitigated by creating in -kind replacement habitat near the project where feasible. Where in -kind replacement mitigation is not feasible, rehabilitation of out -of -kind or off -site degraded habitat should be required. Mitigation proposals should be developed in consultation with the City, the State Department of Fish and Wildlife, and any affected Indian Nations. c. Development that is outside critical salmonid habitats that has the potential to significantly affect said habitats should be located and designed as to not create significant negative impacts to said habitats. 2011 XI-18 FWCP - Chapter Eleven, Shoreline Master Program d. Whenever feasible, bioengineering should be used as the bank protection technique for all streams considered to have critical salmonid habitat. e. Whenever feasible, open pile bridges should be used for all water crossings over areas considered critical salmonid habitat. f. Impervious surfaces should be minimized in upland developments to reduce stormwater runoff peaks. Structures and uses creating significant impervious surfaces should include stormwater detention systems to reduce stormwater runoff peaks. g. The discharge of silt and sediments into waterways shall be minimized during in -water and upland construction. h. Adopt -A -Stream programs and similar efforts to rehabilitate critical salmonid habitats should be encouraged. i. Fishery enhancement projects should be encouraged where they will not significantly interfere with other beneficial uses. j. Project proponents should contact the Habitat Division of the State Department of Fish and Wildlife and affected Indian Nations early in the development process to determine if the proposal will occur in or adjacent to critical salmonid habitat. k. When reviewing permits for uses, activities, and structures proposed in, over, or adjacent to marine waters, streams, wetlands, ponds connected to streams, or any other shoreline area, City staff should contact the Habitat Division of the State Department of Fish and Wildlife to determine if the proposal will occur in or affect any adjacent critical habitats. Staff should also contact affected Indian Nations. SMPP77 Use the City's established permit tracking program to periodically evaluate the effectiveness of the SMP for achieving no net loss of shoreline ecological functions with respect to shoreline permitting and exemptions. Prepare an evaluation report every seven years when the SMP is required to be updated under RCW 90.58.080(4). Goal SMPG12 Develop regional solutions with other jurisdictions, tribes, and interested parties to resolve the challenge of protecting shoreline ecological functions, while also managing shoreline developments. Policies SMPP78 Continue work with the State, King County, Watershed Resource Inventory Area (WRIA) 9 Steering Committee, and other governmental and non- governmental organizations to explore how local governments can contribute to the preservation and restoration of ecological processes and shoreline functions. SMPP79 Continue work with the WRIA 9 forum to restore shoreline habitats and seasonal ranges that support listed endangered and threatened species, as well as other anadromous fisheries. 2011 XI-19 FWCP - Chapter Eleven, Shoreline Master Program Goal SMPG13 Pursue projects to restore and enhance shoreline habitats and processes on publicly owned lands. Policies SMPP80 Prioritize enhancement and restoration efforts at public parks and open space lands. SMPP81 Work with owners of other publicly -owned land, such as Washington State Parks, to encourage restoration and enhancement projects, including funding strategies. SMPP82 Work with the public and other interested parties to prioritize restoration opportunities identified in Shoreline Inventory and Characterization Report and SMP Restoration Plan. SMPP83 Promote vegetation restoration, and the control of invasive weeds and nonnative species to avoid adverse impacts to hydrology, and to reduce the hazard of slope failures or accelerated erosion. SMPP84 Develop a program to implement restoration projects, including funding strategies. SMPP85 Monitor and adaptively manage restoration projects. Goal SMPG14 Encourage voluntary restoration projects on private property in degraded shoreline environments. Policies SMPP86 Create incentives that will make it economically or otherwise attractive for development proposals to integrate shoreline ecological restoration into development projects. SMPP87 Encourage protection, enhancement, or restoration of native riparian vegetation through incentives and non -regulatory programs. SMPP88 Promote bioengineering and/or soft engineering alternative design approaches to shoreline stabilization and provide technical guidance to shoreline landowners. SMPP89 Establish public education materials to provide shoreline landowners technical assistance about the benefits of native vegetation plantings. 2011 XI-20 FWCP - Chapter Eleven, Shoreline Master Program Goal SMPG15 Provide ample opportunity for the public to learn about the ecological aspects and community values of the City's shorelines. Policies SMPP90 Explore opportunities with other educational organizations and agencies to develop an on -going program of shoreline education for all ages. SMPP91 Identify areas where kiosks and interpretative signs can enhance the educational experience of users of the shoreline. SMPP92 Develop strategies to fund identified educational and interpretive projects. This element addresses identification and preservation of historic and cultural resources that are located in or associated with Federal Way's shorelines. Such resources may include historic structures or buildings, historic use or activities in the shoreline, and archaeological resources. Goal SMPG16 Identify, protect, preserve, and restore important archaeological, historical, and cultural sites located in or associated with Federal Way's shorelines for scientific and educational purposes. Policies SMPP93 Manage cultural and historic resources in the shoreline consistent with city- wide policies for treatment of such resources in the FWCP. SMPP94 Recognize that shoreline areas are of moderate to high probability for archaeological resources and require appropriate review and site investigation for proposed development or modifications. This element deals with the location and extent of existing and proposed thoroughfares, transportation routes, and other public facilities; and coordinating those facilities with shoreline uses. Goal SMPG17 Circulation systems in shoreline areas should be limited to those that are shoreline dependent or would serve shoreline dependent uses, or those that must pass through shoreline areas. The environment shall be protected from any 2011 XI-21 FWCP - Chapter Eleven, Shoreline Master Program significant adverse effects of circulation systems required in shoreline areas. Policies SMPP95 New surface transportation development should be designed to provide the best possible service with the least possible infringement upon shoreline areas. a. New transportation facilities and improvements to existing facilities that substantially increase levels of air, noise, odor, visual, or water pollution should be discouraged, unless benefits of the facility outweigh costs. b. Transportation corridors should be designed to harmonize with the topography and other natural characteristics of the shoreline through which they traverse. c. New surface transportation facilities in shoreline areas should be set back from the ordinary high water mark far enough to make unnecessary such protective measures as rip -rap or other bank stabilization, landfill, bulkheads, groins, jetties, or substantial site regrade. d. New transportation facilities crossing lakes, streams, wetlands, or other critical areas should be encouraged to locate in existing corridors, except where any adverse impact can be minimized by selecting an alternate corridor. e. Shoreline circulation systems should be adaptable to changes in technology. SMPP96 Circulation systems should be located and attractively designed so as not to unnecessarily or unreasonably pollute the physical environment, or reduce the benefits people derive from their property. a. Motorized vehicular traffic on beaches and other natural shoreline areas shall be prohibited. b. Transportation facilities providing access to shoreline developments should be planned and designed in scale and character with the use proposed. c. New transportation facilities should minimize total impervious surface area by generally being oriented perpendicular to the shoreline where topographic conditions will allow. SMPP97 Circulation systems should be designed to enhance aesthetic experiences through creating shoreline vista and access points and encouraging alternative modes of transportation. SMPP98 New transportation developments in shoreline areas should provide turnout areas for scenic stops and off road rest areas where the topography, view, and natural features warrant, consistent with the public access and recreation policies. SMPP99 Shoreline roadway corridors with unique or historic significance, or of great aesthetic quality, should be retained and maintained for those characteristics. SMPP100 Shoreline circulation routes should provide for non -motorized means of 2011 XI-22 FWCP - Chapter Eleven, Shoreline Master Program travel and should incorporate multimodal provisions where public safety can be assured. SMPP101 The existing system of pedestrian ways, bikeways, and equestrian ways in the City should be extended to provide safe access to public parks located on the shoreline. SMPP102 Shoreline roadways should have a high priority for arterial beautification funds. SMPP103 Regionally significant pedestrian and bicycle facilities and amenities along shoreline circulation routes should be pursued in partnership with other agencies. SMPP104 Pedestrian access should be built where access to public shorelines is desirable and has been cut off by linear transportation corridors. New linear facilities should enable pedestrian access to public shorelines where access is desirable. SMPP105 Transportation and utility facilities should be encouraged to coordinate joint use of rights -of -way and to consolidate crossings of water bodies when doing so can minimize adverse impact to the shoreline. Intent In order to more effectively implement the goals, objectives, and policies of this master program and the SMA, the shorelines of the state within Federal Way have been categorized into three separate environment designations. The purpose of these designations is to differentiate between areas whose geographical features, ecological functions, and existing development pattern imply differing objectives regarding their management, use, and future development. Each environment represents a particular emphasis in the type of uses and the extent of development that should occur within it. The system is designed to encourage uses in each environment, which enhance the character of the environment while at the same time requiring reasonable standards and restrictions on development so that the character of the environment is not destroyed. The determination as to which designation should be given to any specific shoreline area has been based on, and is reflective of, the existing development pattern; the biophysical capabilities and limitations of the land; and the goals and aspirations of the local citizenry. Each environment designation includes: (1) a purpose statement which clarifies the meaning and intent of the designation; (2) criteria to be used as a basis for classifying a specific shoreline area with that environment designation; and (3) detailed management policies designed to guide management decisions and development consistent with the character of the environment. 2011 XI-23 FWCP - Chapter Eleven, Shoreline Master Program Shoreline Residential Purpose The purpose of the "Shoreline Residential" environment is to accommodate residential development and appurtenant structures that are consistent with SMP Guidelines—WAC 173-26-211(5)(f). An additional purpose is to provide appropriate public access and recreational uses. Criteria The Shoreline Residential environment designation is assigned to shoreline areas inside the City of Federal Way and the City's Potential Annexation Area (PAA) if the areas are predominantly single-family or multi -family residential development, or are planned and platted for residential development. Management Policies 1. Residential uses shall be the primary use. Development and redevelopment activities shall be focused within already developed areas. 2. Standards shall be developed and implemented for density or minimum frontage width, setbacks, lot coverage limitations, buffers, shoreline stabilization, vegetation conservation, critical area protection, and water quality. These standards shall ensure that new development does not result in a net loss of shoreline ecological functions or further degrade other shoreline values, taking into account the environmental limitations and sensitivity of the shoreline area, the level of infrastructure and services available, and other comprehensive planning considerations. 3. Multi -family and multi -lot residential and recreational developments shall provide public access and joint use for community recreational facilities. 4. All residential development shall occur in a manner consistent with the policies listed under SMPG2 of the shoreline use element. Urban Conservancy Purpose The purpose of the "Urban Conservancy" environment is to protect and restore ecological functions of open space, flood plain, and other sensitive lands where they exist in urban and developed settings, while allowing a variety of compatible uses. Criteria The Urban Conservancy environment designation is assigned to shoreline areas appropriate and planned for development that are compatible with maintaining or restoring the ecological functions of the area that are not generally suitable for water -dependent high -intensity uses. The Urban Conservancy environment is applied to shorelines if any of the following characteristics apply: 2011 XI-24 FWCP - Chapter Eleven, Shoreline Master Program 1. They have open space, flood plain, or other sensitive areas that should not be more intensively developed; 2. They have potential for ecological restoration; 3. They retain important ecological functions, even though partially developed; or 4. They have the potential for development that is compatible with ecological restoration. Management Policies Residential, recreational, commercial, and public facility uses should be allowed, provided they preserve the natural character of the area or promote preservation of open space, flood plain, bluffs, or sensitive lands either directly or over the long term. Water - oriented uses should be given priority over non -water -oriented uses. For shoreline areas adjacent to commercially navigable waters, water -dependent uses should be given highest priority. Uses that result in restoration of ecological functions should be allowed if the use is otherwise compatible with the purpose of the environment and the setting. 2. Standards should be developed and implemented for management of environmentally sensitive or designated critical areas to ensure that new development does not result in a net loss of shoreline ecological functions, or further degrade other shoreline values. Development standards should be developed and implemented for density or minimum frontage width, setbacks, lot coverage limitations, buffers, shoreline stabilization, vegetation conservation, critical area protection, and water quality. 3. Public access and public recreation objectives should be implemented whenever feasible and significant ecological impacts can be mitigated. 4. To enhance the waterfront and ensure maximum public use, commercial or office facilities should be designed to permit pedestrian waterfront activities consistent with public safety, security, and protection of shoreline ecological functions. 5. Aesthetic considerations should be actively promoted by means of sign control regulations, architectural design standards, landscaping requirements, and other such means. Natural Purpose The purpose of the "Natural" environment is to protect those shoreline areas that are relatively free of human influence, or that include intact or minimally degraded shoreline functions intolerant of human use. These systems require that only very low intensity uses be allowed in order to maintain the ecological functions and ecosystem -wide processes. Consistent with the policies of the designation, the City of Federal Way should include planning for restoration of degraded shorelines within this environment. 2011 XI-25 FWCP - Chapter Eleven, Shoreline Master Program Criteria A Natural environment designation should be assigned to shoreline areas if any of the following characteristics apply: (A) the shoreline is ecologically intact and therefore, currently performing an important, irreplaceable function or ecosystem -wide process that would be damaged by human activity; (B) the shoreline is considered to represent ecosystems and geologic types that are of particular scientific and educational interest; or (C) the shoreline is unable to support new development or uses without significant adverse impacts to ecological functions or risk to human safety. Management Policies 1. Any use that would substantially degrade the ecological functions or natural character of the shoreline area shall not be allowed. 2. The following new uses shall not be allowed in the Natural environment: • Commercial uses; • Industrial uses; • Non -water -oriented recreation; and • Roads, utility corridors, and parking areas that can be located outside of the Natural designated shorelines. 3. Single-family residential development may be allowed as a conditional use if the density and intensity of such use is limited as necessary to protect ecological functions and be consistent with the purpose of the environment. 4. Scientific, historical, cultural, educational research uses, and low -intensity water - oriented recreational access uses may be allowed provided that no significant ecological impact on the area will result. 5. New development or significant vegetation removal that would reduce the capability of vegetation to perform normal ecological functions should not be allowed. Do not allow the subdivision of property in a configuration that, to achieve its intended purpose, will require significant vegetation removal or shoreline modification that adversely impacts ecological functions. That is, each new parcel must be able to support its intended development without significant ecological impacts to the shoreline ecological functions. 2011 XI-26 o T Kent Federal Way oin �����A Star Shoreline Management Plan s o u n d s zsstn St �y Federal Way and Federal e a s �otentia�ay Its Potential n� Federal Annexation Area Way — Unincorporated Annexation Area o� King County yr 304th St S?eel c' > Lake Lake Le sw 312tn St 3tzth at \ Dolly end 9 !l SwD irror kei Aub City of Federal Way L. Lake Park Potential Annexation Area • Dash Point s 2 h st sw 320th St s 3 th 0 Regulated Shoreline • • State Park .s, V1 > • � > Unincorporated for-t/; ' Puget Sound East ° . • a „ S 324t 5t ,� King County '' La1 E +� Puget Sound - Dumas Bay • rB Celebration 0 • 6y Park a North •, ?'a Puget Sound West ore ` SW Ca 336th S © Steel Lake \` a Dr to © Star Lake Ta oma a r O Lake Dolloff W test © Lake Geneva G a Lake a West Hylebos Geireva 0 North Lake a Wetlands Park sw 3s6 h St hillar"Jy } w � Federal way Potential 0 Lake Killarney Annexation Area y O Five Mile Lake r rn o r' > Unincorporated 0 0.5 1 Miles c ay'a @ a • King County '\ 1!6� Unincorporated ° . �D Trout N Map Date: May 2006 Pierce County m Lake Pae CITY OF •• • • ° • eMilton . , .... Federal Way ife Ed gew This map is accompanied by NO warranties, and is simply a graphic representation. CHAPTER TWELVE TWIN LAKES COMMERCIAL DISTRICT SUBAREA PLAN 12.0 INTRODUCTION 1 The Subarea 1 Purpose 1 Communities Putting Prevention to Work 3 12.1 COMMUNITY PLANNING PROCESS 3 Social Media 4 Stakeholder Group 4 Community Workshops 5 12.2 EXISTING CONDITIONS 7 Commercial District Characteristics 8 Residential Characteristics 8 Public Facilities 9 Transportation 10 12.3 VISION 13 12.4 GOALS & POLICIES 14 Building and Site Design 14 Economic Development & Redevelopment 17 Bicycle and Pedestrian Mobility 21 Healthy Eating and Food Access 23 Map XII-1, Twin Lakes Commercial District and Surrounding Residential Area Map XII-2, The Twin Lakes Commercial District 2 7 This page intentionally left blank. FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan The Subarea The focus of this subarea plan centers on the Neighborhood Business (BN) zone at the intersection of 21st Avenue SW and SW Campus Drive/SW 336th Street (Map XII-1). Residential areas within t/4 mile of the business district were also included due to their walking distance and pedestrian/bicycle infrastructure needs. This retail area is the largest of the comprehensive plan's 14 identified BN nodes, which are intended to provide convenient goods (e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, and bank) at a pedestrian and neighborhood scale close to adjacent residential uses. The subarea includes a mix of commercial uses such as grocery stores, banks, and restaurants. The surrounding area includes both multiple -family and single-family high density residential housing, in addition to public and institutional uses such as a post office, park and ride, fire station, schools, public parks, and churches. The 2010 census figures indicate the commercial district's surrounding residential area contains 2,432 housing units and approximately 7,800 residents. Twin Lakes Shopping Center, built in 1979, is anchored by Safeway and RiteAid Purpose This planning document provides a blueprint for the neighborhood's future growth, development and redevelopment. It may also be used as a model for the other BN zoned areas. During the subarea's planning process and through the initial adoption, the city and region have struggled to recover from the effects of the Great Recession. Within the subarea, one prominent storefront has remained vacant for years and surrounding single- family residential development has only slowly begun to recover. Additionally, public rights -of -ways in the subarea that were originally constructed prior to the city's incorporation were designed to carry primarily vehicle traffic and lack adequate pedestrian and bicycle facilities. 2012 XII-1 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Map XII-1 Twin Lakes Commercial District and Surrounding Residential Area * 1 s- rl a 4. I ,p MP ��'i 1 "CS f �_• iiilll �„ .f Legend Sub Area Bouncdary Neighborhood Business Zone 1/4 Mile from BN Zone r'il:*.i 'iW ar�'SP This plan includes a framework of goals and policies that will provide guidance for redevelopment and capital improvements in the subarea and its surroundings. Updated design standards, greater mobility options, and economic prosperity were important 2012 XII-2 This plan includes a framework of goals and policies that will provide guidance for redevelopment and capital improvements in the subarea and its surroundings. Updated design standards, greater mobility options, and economic prosperity were important 2012 XII-2 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan topics identified by the community during the planning effort which began in 2011. This "living document" is not static and is intended to be updated if the vision, goals, and values of the community evolve with future generations. Communities Putting Prevention to Work Funding for the subarea plan was made possible by the Communities Putting Prevention to Work (CPPW) grant from the Centers for Disease Control and administered by Public Health — Seattle & King County. The term of the grant contract was a 20-month period from July 21, 2010, to March 19, 2012. An important goal of the CPPW program is to reduce health inequities by focusing on communities with the greatest disadvantages. Federal Way is considered a focus area for the grant due to the disproportionate levels of income and chronic disease compared to the rest of King County. Communities Putting Prevention to Work Making healthy living easier. One purpose of the grant is for local governments to adopt policies that increase physical activity and improve nutritional opportunities. Zoning and capital improvement policies can affect physical activity and healthy food options. Adoption of the subarea plan will also address upcoming comprehensive plan requirements under the Growth Management Act (GMA) for local jurisdictions to adopt policies and plans that will increase physical activity. Planning for the future of the subarea has been a collaborative effort between the community and the city's planning staff. Gathering input and goal/policy development was accomplished by an initial informal survey, formation of a stakeholder group, utilizing an online townhall forum, and community workshops. These community planning methods provided the quantitative and qualitative amount of participation needed to complete this blueprint for the neighborhood's future in the relatively short amount of time allotted by conditions of the CPPW grant. Survey One of the first objectives in the process was to publicize the subarea plan and gauge community interest. Press releases were picked up by local media outlets steering citizens to the project website. From there they could learn about the intent of the planning effort and participate in an informal survey regarding their own trips to the subarea. During the 57 days the survey was open, 87 visitors participated. 2012 XII-3 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Although more than half of the respondents live within a mile of the commercial area, nearly all of the trips are made via automobile. Later in the planning process, staff found that the need for more sidewalks and bicycling facilities was a popular theme with stakeholders and workshop participants. Social Media ENGAGE Federal Way YOUR CITY, YOUR IDEAS * it EngageFederalWay.com An 991-nR [Arryers nw s$wnwrW by Ti. City of Federal Way. VV—hingSan. Stakeholder Group In an effort to reach out and capture more community input, the city utilized a new social media method — the online townhall. Planning staff contracted with Mindmixer.com to solicit ideas from the community in a forum allowing participants to sign on 24-hours a day 7 days a week. Over 1,300 people visited the site. Ideas were gathered and comments were posted regarding topics that were also popular during the traditional meetings and workshops. Discussion topics included building design characteristics, bicycling/pedestrian mobility, economic development, community gardens, and farmers markets. Participants in the online townhall were able to comment on the themes, suggest alternatives, and have direct dialogue with other participants. A subarea stakeholder group was assembled to provide comment and direction on various community goals. This group includes area business owners, surrounding residents, and members from Federal Way Chamber of Commerce, AmeriCorps/Westway Homeowners, Federal Way Planning Commission, and YMCA. Stakeholders met with city staff during three public meetings held in 2011. Stakeholders also provided assistance to staff facilitating two community workshops. 2012 XII-4 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Initial Stakeholder Visions • Modest increase in building heights • Redevelopment that includes unique mixed use design • Community gardens • Farmers Markets • Improved bicycling facilities (on -street markings, connection to BPA, sight distance) • Updates to existing retail areas • More park space • Youth friendly • Pedestrian improvements (sidewalks, safe routes to school, mid -block crossings, decrease curb -cuts) • Transit improvements (safe access, bike lockers, connectivity) • Support business Community Workshops Two public meetings were held to gather comments from the community and to provide information on tools and methods to achieve stated goals. Each meeting began as an informal open house that provided participants an opportunity to learn about the background of the subarea planning process and ask questions of staff. Following the open house, participants were divided into groups, depending on their interest, for in-depth discussion regarding design, mobility, economic development, and healthy food access. The intent of the first workshop was to collect ideas from participants and listen to concerns. After the discussion, stakeholders from each table summarized their respective dialogue to the entire group. The second workshop provided participants alternatives, an explanation of tools, and the The mobility table offers ideas to make the neighborhood regulatory structure of how to safer to walk and bike. implement their ideas and address their concerns. These tools then became a framework in developing the goals and policies chapter of this subarea plan. It should be noted that not all participants agreed with several of the goals and implementation suggestions, such as height increases and mixed use development. However, goals and policies do represent a majority consensus of participants in the planning exercise. 2012 XII-5 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Sample Workshop Comments Goals • Public safety (better lighting, eyes on street) • Walkable neighborhood with opportunities for pedestrian gathering and interaction • Flexibility in building design and use (promote sustainable and green building techniques) • Improved transit routes from Park & Ride facility • Safe sidewalk and bicycle facilities • Better lighting • Community gardens • Farmers markets • Make business district a "destination" location Existing Assets • Residents • Potential of area • Retail and service diversity • Parks • Aquatic Center • Proximity to BPA trail Challenges • Too many curb -cuts • Vacancies • Building height and setback limitations • Outside ownership of properties • Traffic (volume and high speeds) • Aesthetics of existing strip development The healthy food access table discusses opportunities for community gardens Staff answers questions during the pre -workshop open house 2012 XII-6 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan The Twin Lakes Commercial District (Map XII-2) is located at the intersection of 21 st Avenue SW and SW 336th Street/Campus Drive. The 48 acre Neighborhood Business (BN) zone is the largest of the 14 BN zones identified in the Federal Way Comprehensive Plan (FWCP). BN zoning designations are intended to provide convenient goods and services while maintaining a pedestrian and neighborhood scale. The Twin Lakes Commercial District is surrounded by multi -family and single-family residential uses. This mix of multiple and single family development amount to more than 2,400 housing units within a'/4 mile of the BN zone boundaries. In addition to residential and commercial uses, the focus area includes publicly owned facilities operated by South King Fire and Rescue, Federal Way Public Schools, City of Federal Way Public Works and Parks Department, King County Metro, and United States Postal Service. Map XU-2 The Twin Lakes Commercial District (outlined in red) The largest Neighborhood Business area in the city. � 1w 3 9 $P 334 ST to SW 329 ST ¢ i n' a $ o SW 328 ¢ 3 Vicinity Map 9T Z �3a N¢ rn C 1 5T 28 sW 3�p 5� SW33'Sp 329 A� q v FED ER 3 ¢ 33 PL SW 3 5� Q�lIp \ iirAY N 332 T Sr y \ 10 Q.,WST ii j N SW 331 PL N Cps C 3 333 PL r Cascade N S Ridge Apartments5'j 334 LPa L40 sn Fire y4 0 SW 334 PL f— Statk n 63 �", '�-a Cedar � al � `�� Safeway SW ST PL Ali 339 ¢ ¢ SW 338 ST N n�i ST Fred SW 339 ST SW 340�` SW 341 S W 341 341 STa> 5W 4 T TC SW342PL- oW 3 ST 0 500 4,000 Feet o z 4 Winulae walking rime CAMPUS i�/E�Arcadia r 33: Townhomes ST ighalie Q5`� liddle Saghalie �f• chool Park d'y_ SW 340 q a (L ST ST N m SW 341 PL 6 3: 60 � 342 ST 342 rn SW 342 Twin Lakes PL Park 8 W 344 ST Ride y SW 344 S"f ew ven of Am L N 3W 338 s� S�V339 W 340 W S 341 ST bP SW 342 c y y PL 7 a PL 2012 Xll-7 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Commercial District Characteristics Commercial development in the Twin Lakes Neighborhood Business area occurred prior to the city's 1990 incorporation. Surrounding residents have access to a variety of retail, service, and restaurant amenities. According to King County Assessor data, the existing buildings in the BN zoned neighborhood total more than of 400,000 square feet of commercial space. Single -story strip mall design dominates the subarea's retail core. Anchor buildings contain considerable setbacks from 2 1 " Avenue SW and SW 336th Street/SW Campus Drive to accommodate parking lots. Although several individual pads containing banks, restaurants, and vehicle service facilities are closer to the street, their entrances are insular and not predominately oriented toward the right-of-way. The intent of such development is typically auto -oriented without regard to other pedestrian, bicycling, or transit modes. Twin Lakes Village was constructed in 1986 and contains 24,525 square feet of retail Residential Characteristics Similar to the retail area, much of the housing within a quarter mile from the BN area boundary was developed pre -city incorporation. Multi -family housing, consisting of townhomes and apartments, abut the north and west portions of the commercial zone and single-family housing abuts the south and west. This spatial context results in an "inner ring" of housing capacity at approximately 15 housing units per acre to an "outer ring" capacity of approximately 6 housing units per acre. Several single-family residential developments have begun construction, or obtained preliminary approval prior to the adoption of this plan. The Wynstone and Campus Crest subdivisions adjacent to SW Campus Drive will provide 158 units'; Saghalie Firs at 19th Place SW and SW 341st will provide 34 units; and Lakehaven Estates adjacent to 19th Avenue SW and SW 340th will provide 13 units. In the future, properties in the subarea's southern area could be redeveloped with additional housing units as several of the properties contain the capacity to be subdivided under the current zoning regulations. 1 Fifteen lots within the subdivision are zoned multi -family, but will be developed with singe -family dwellings. A one -acre multi -family lot adjacent to Saghalie Park will likely be developed with multi -family housing in a future phase of development. 2012 XII-8 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Multi -family zoned property in the subarea consists of renter -occupied housing with the exception of the southeastern portion of the Westway neighborhood, which consists of fee - simple lots. Stacked and attached housing ranging from studios to three bedrooms are typical options available to multi -family dwellers in the subarea. As shown in the following table, 1,162 housing units are provided in the subarea's multi -family zoned lots. Table XII-I Multi -Family Dwelling Units Development Year Built2 Total Units Campus Grove/Arcadia Townhomes 1990 309 Cascade Ridge Apartments 1989 518 Cedar Gardens Apartments 1980 49 Cedardale 1981 49 Parkway Apartments 1976 208 Westway (multi -family zoned properties only) 1969 29 Total N/A 1,162 Public Facilities The subarea contains recreational, emergency, postal, transit, and educational facilities within its boundaries. These facilities are operated by several different government entities. Saghalie Middle School — One of Federal Way Public School District's 37 schools, Saghalie Middle School is located at 33914 19th Avenue SW and has been educating 6th, 7th, and 8th graders since 1994. Recent enrollment figures show 522 students attended Saghalie during the 2009-2010 school year. Attendance boundaries for Saghalie span from: SW 320th Street to the north; 10th Avenue SW to the east; SW 344th Street to the south; and Hoyt Road SW to the west. Saghalie Park — Located at 33914 19th Avenue SW, Saghalie Park is a 16.4 acre community park and one of five active recreation parks in the city. Facilities providing accommodations for softball/ baseball, soccer/football, track, basketball, tennis, and volleyball are provided. Additional features include a playground, picnic tables, benches, restrooms, and off-street parking. Community parks, such as Saghalie, are considered active recreation facilities that provide active and structured recreation opportunities for the community. Community parks have a large service area, ranging from a two-mile radius out to the entire city if there is a unique attraction. 2 Earliest year used for phased built developments. Saghalie Park is operated jointly between the city parks department and Federal Way Public School District 2012 XII-9 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan AmeriCorps — The local AmeriCorps program is administered by Federal Way Public Schools. Located at 33250 21st Avenue SW, AmeriCorps members provide civic leadership via academic tutoring services and community projects. United States Postal Office — Located at 1815 SW Campus Drive, the Twin Lakes branch post office provides retail mail services. Twin Lakes Park & Ride — Located at 34210 21St Avenue SW, the Twin Lakes Park and Ride has a 600 vehicle capacity. King County Metro routes 179-Downtown Seattle, 181- Auburn/Green River CC, and 197-University District Seattle, and Pierce Transit route 62- Northeast Tacoma are served here. Fire Station 63 — Operated by South King Fire and Rescue, Station 63 provides fire, rescue and EMS services. Located at 33414 21st Avenue SW, the station responded to 2,429 calls in 2010. Alderdale Park — Located at 2700 SW 340t'' Place, Alderdale is a two -acre neighborhood park. Facilities include a playground, basketball and tennis courts, picnic tables and benches, loop trail, and large open lawn area. Neighborhood parks are designed primarily for non - supervised, non -organized recreation activities and are intended to serve an area of approximately one-half mile radius. As detailed in the city's Alderdale Park is classified as a Neighborhood Park Parks, Recreation, and Open Space Plan, Alderdale Park has the potential to serve as a neighborhood gathering place. Transportation Transportation facilities in the subarea were constructed with a focus for automobile traffic resulting in few amenities for alternative modes, such as walking, biking, and transit. As the surrounding residential area developed in the 1960's and 1970's, the preferred subdivision design pattern included serpentine streets and cul-de-sacs without emphasis on connectivity. Additionally, sidewalks are lacking in many of the older residential subdivisions as segregated pedestrian amenities were not a county subdivision requirement. Therefore, developers chose not to construct them as a cost - saving measure further disincentivizing alternative modes of mobility. IL I The 21" Avenue SW and SW 336tn Street/SW Campus Parkway intersection contains the highest volumes of travel in the subarea. 2012 XII-10 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Street System — The subarea contains the four different street classifications: Principal Arterial, Principal Collector, Minor Collector, and Local. Within residential subdivisions, traffic from local streets is picked up by collectors and then conveyed to arterials. Due to the many local streets lacking connectivity (i.e. cul-de-sacs and dead -ends), traffic flows are directed to arterial streets such as 21st Avenue SW and SW 336th Street/SW Campus Drive. Table XII-2 Subarea Street Classification Inventor Principal Arterial Principal Collector Minor Collector 12 th Ave SW I 9th Ave SW V 21stAve SW V/ 22nd PI SW V 26 th Pl SW V/ SW 334th St SW 336t St/Wy V/ SW Campus Dr V/ SW 337th St SW 340t St/Pl V/ SW 3415` Pl V SW 342 nd St V/ SW 344th St V/ *Local streets not shown Much of the vehicle traffic in the subarea flows through the 21 st Avenue and SW 336 Street/SW Campus Drive intersection. Traffic volume counts conducted in the fourth quarter of 2011 show an east/west average weekday traffic count of approximately 28,000 vehicles and a north/south count of approximately 15,000 vehicles. Transit — Circuitous single-family residential street patterns and relatively low dwelling densities has relegated transit service to the two major arterials in the subarea. Residents have access to direct routes from the subarea to Downtown Seattle, University District, Auburn, and NE Tacoma. These routes can be accessed from the Twin Lakes Park and Ride located at 34210 21st Avenue SW. As shown in the chart below, parking counts have been well below the 600 stall capacity since 2005, but the data does not capture those who walk or bike to the transit center. The center's close proximity to the BPA Trail and new single-family residential housing stock can also provide a convenient Walk/Bike & Ride if adequate connections and wayfinding is made available. Table XU--3 Twin Lakes Park & Ride Utilization Year Count (4th Quarter Average) % Used 2005 103 17% 2006 98 16% 2007 109 18% 2008 171 29% 2009 88 15% 2010 97 16% King County Park -and -Ride Lots Monthly Utilization Reports 2005-2010. 2012 XII-11 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Bicycle System — Residents in the subarea have difficult choices to make when biking: (1) share the road with fast moving traffic along the major arterials; (2) share the sidewalk with pedestrians and numerous curb -cuts along those same major arterials; and/or (3) attempt to find connections along the local streets adding trip time. Unfortunately, existing bicycle facilities within the boundaries of the subarea are limited to the SW 344th Street bike lane/wide shoulder ending at the road terminus at 181h Avenue SW. The city is in the process of updating the citywide Bicycle and Pedestrian Plan, which includes proposals for new facilities within the subarea, such as bicycle boulevards, paved trails, enhanced shared sidewalks, and additional lane marking. Pedestrian System — Sidewalks in the subarea are limited to arterials, collectors, and recent residential subdivisions. And while sidewalks are provided on major thoroughfares, several segments are substandard with regard to width and Americans with Disabilities (ADA) standards. Most of the residential subdivisions developed prior to the city's incorporation do not have segregated pedestrian amenities and do not have a history of pedestrian related collisions. Pedestrian collisions have been prevalent in the commercial district area. Since 2000, 27 pedestrian accidents have occurred in and around the 2 1 " Avenue SW and SW 336th Street/SW Campus Drive intersection. To address safety issues, the city has constructed mid -block flashing beacon crossings approaching the arterial intersection and will implement additional safety improvements as part of the intersection's upcoming capital improvement project. Mid -block crossing on 2V Avenue SW near Fred Meyer. The city's proposed update to the Bicycle and Pedestrian Plan includes sidewalks in portions of the Village Park, Village Green, and Alder Grove subdivisions. Additional pedestrian improvements will occur with street improvement projects, commercial development, and subdivisions. This residential subdivision was developed prior to current pedestrian requirements. 2012 XII-12 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan At the end of the 20-year comprehensive planning horizon, the subarea's commercial area will be a neighborhood scaled commerce center for residents in the western portion of the city. The redevelopment of the Twin Lakes Commercial District will contain improvements that are unique, attractive, viable, accessible, safe, and prosperous. Improved connections from adjacent residential neighborhoods will lead to a center that is redeveloped with mixed use buildings designed with the guidance of an illustrative form based zoning ordinance developed by a diverse group of stakeholders. This "Form - Based Code" approach to community design will ensure development in the subarea provides amenities that are attainable and desired locally. The Twin Lakes Commercial District is an area that was designed primarily for automobiles with little regard for other modes of travel. Redeveloped properties will provide safe delineated connections for pedestrians to stores, offices, and housing. This plan is not intended to replace automobile travel or capacity, but to ensure facilities that accommodate walking, bicycling, skateboarding, roller-skating, and other future non - motorized travel not yet contemplated are considered. This vision can only be accomplished via partnerships between the city, community, business, and commercial property owners. The community has recognized through the planning process that the neighborhood needs a sense of identity and an updated commercial core. Next steps should include the adoption of a model Form -Based Code that will provide a clear image of a desired outcome. 2012 XII-13 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan The goals and policies chapter provides a flexible framework for implementation of the plan. Goals articulate a vision of the community's needs and desires while policies provide implementation strategies for meeting the vision. These statements will provide guidance for future zoning code revisions and capital improvements. Building and Site Design Goals TLSAG1 Create an environment that is conducive to increasing foot traffic, supporting diversified economic development, and providing a safe, visually interesting and vibrant experience for visitors and residents of the subarea. TLSAG2 Focus on fostering community support and resources; increasing the economic, environmental, and social well-being of the subarea to accomplish goals related to building and site character. TLSAG3 Ensure that the regulatory environment (e.g., zoning regulations) continues to encourage a diversified mix of land uses, so as to create complementary activities and services in the subarea that meet the needs of residents and business owners — as well as contribute to overall community well-being. Policies TLSAPI Promote building design that encourages opportunity and choice for a range of complementary business sizes and types. • Utilize and implement tools with a special focus on encouraging the feasibility of mixed use commercial space for small businesses combined with housing uses, such as live/work units or flexible work spaces in mixed -use zones. These tools could include creating incentives for developers to develop buildings using a target Floor Area Ratio (FAR). • Encourage new iniill development in the existing commercial center by allowing building heights that could make new housing, retail, and work space types feasible in the area around the intersection of SW 336th Street and 21st Avenue SW. TLSAP2 As a component of an overall economic/market analysis for the subarea, consider the feasibility of providing a limited amount of lower -cost space for business start-ups, artist space, or community organizations. 2012 XII-14 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan TLSAP3 Promote flexibility in new development (including building heights) to advance community design priorities. TLSAP4 Explore the use of zoning incentives to encourage developers and property owners to create amenities in exchange for flexibility with certain zoning requirements. TLSAP5 Encourage private improvements that accommodate multiple types of users — especially children, youth, and seniors. TLSAP6 Create guidelines for attractive building design based on local preferences. • Consider conducting a community design charrette to engage interested stakeholders and create a specific vision based on clear illustrations of local design and character priorities. TLSAP7 Encourage development of sustainable buildings and site design. 2012 XII-15 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Support opportunities for site improvements that utilize best practice standards such as Sustainable Sites, Built Green, or LEED. • Promote the use of Low Impact Development (LID), green -roofs, and rooftop gardens for existing properties and new development/ redevelopment. Such improvements can improve the look and feel of the pedestrian environment and encourage more physical activity. Natural drainage strategies can effectively manage stormwater while providing attractive vegetation and pedestrian buffers. TLSAP8 Improve safety and access of buildings and surrounding site area. • Use existing CPTED principles to specifically identify and address safety issues in the subarea. • Place a special emphasis on building entries, as well as rear/service areas of buildings, with regard to external lighting, and in accordance with existing design guidelines set forth by the city. • Access points and driveways for neighborhood retail, including grocery stores, should accommodate the safe and efficient movement of pedestrians and bicycles throughout parking areas and the site area in general. • Promote visual access to the street from ground floor retail uses and to pedestrian entrances and pedestrian -level display windows in order to promote "eyes on the street." TLSAP9 Promote the development of gathering spaces, with special attention to outdoor areas. • Promote outdoor patios or plazas adjacent to and/or accessible from pedestrian rights -of -way in new development or redevelopment. Also, work actively with current commercial property owners to encourage implementation of building/pedestrian orientation and landscaping elements of the community design guidelines within existing developments. • Promote gathering areas, site improvements, and placemaking projects that can actively utilize community resources to create these spaces. For example: benches, pocket parks/plazas integrated into the landscape and built environment, bus shelters, or community -based "intersection repair" projects. 2012 XII-16 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan • Identify areas of opportunity for outdoor patios and other similar types of spaces that could be complementary to new or existing businesses —for example, restaurants, cafes, or grocery stores —and enhance the public realm. CPTED and placemaking principles applied to a conceptual transit -oriented development: ])Adequate street lighting creates a feeling of safety, security, and territoriality; 2) An enjoyable walking environment with large planters serving as a buffer to traffic provide opportunities for walking and an activity; 3) Clear visual access to storefronts and reduced setbacks for retail uses allow for more "eyes on the street"; 4) Benches and street plantings can enhance transportation corridors and provide for a more enjoyable and secure pedestrian realm. Economic Development & Redevelopment Goals TLSAG4 Create strategies for developing new businesses using existing assets, and promote land use strategies that provide opportunities for entrepreneurship and focus on retaining local businesses. TLSAG5 Ensure that future economic development plays a leading role in fostering a healthy, active community. TLSAG6 Create economic benefits from providing safe opportunities for multiple modes of transportation to access local businesses. 2012 XII-17 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Policies TLSAP10 Promote and support community based, small-scale businesses. • Consider an economic/market study for the subarea detailing needs and viability for new retail and housing. • Encourage the creation of a community development corporation, local business association, or business improvement district to help advance community economic development goals. ■ Work with the local Americorps office to help organize and build upon community volunteer assets. • Partner with South Sound Regional Business Incubator on outreach to local businesses. Assist in tailoring business development/retention workshops to meet the community's needs • Encourage future development that will include retail space appropriately scaled for small businesses and promote more affordable space for start- up businesses. TLSAP1I Create a sense of place through branding an identity, creating a gateway, and integrating art into the landscape. Public art should be encouraged throughout the subarea. Where possible, art should serve a function that relates to a public health benefit. Examples of appropriate public art could include streetscape improvement, such as benches or sidewalk treatment that improves the usability and attractiveness of the public realm. Art can be incorporated into many aspects of the built environment, including seating, lighting, paving, wayfinding, and signage. ■ Coordinate with local community gardens to grow appropriate plants for hanging baskets. ■ Street and pedestrian lighting should be of similar character throughout the business center. • Identify one or two arterial roads to establish a gateway into the subarea. The approach from the east along SW Campus Drive could serve this purpose. • Develop a neighborhood website, possibly as part of "Engage Federal Way," that features a local business directory and profiles locally owned businesses. TLSAP12 Consider developing wayfinding specifically targeted towards multiple modes of travel. 2012 XII-18 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Highlight community assets such as the Weyerhaeuser/King County Aquatic Center, farmers market, community gardens and Saghalie Park/ Saghalie Middle School, for example. Streetscape improvements such as banners and hanging flowers, can help enhance neighborhood identity, as well as improve the pedestrian environment. TLSAP13 Utilize zoning and other regulatory tools to allow for more creativity and input on building and site design, and to promote healthy, active living. • Convene stakeholders —such as builders, developers, and real estate professionals —to help determine appropriate types of incentives. • Consider the use of form -based codes as a tool to help explicitly illustrate how building and site design can improve the built environment. • Encourage improvements with a clear link to public health benefits, such as open space, rooftop gardens, and trail connections. 2012 XII-19 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan TLSAP14 Encourage land use strategies that promote attractive housing, convenient access to retail, and opportunities for employment/self-employment for residents of the subarea. • Encourage mixed -use development, particularly around the intersection and neighborhood retail area of SW 336th Street and 2 1 " Avenue SW, to promote opportunities to live and work in the same community, as well as to promote opportunities for entrepreneurial growth. • Explore feasibility of mixed -used development within existing Neighborhood Business (BN) zoning and ways to improve feasibility of mixed use development. TLSAP15 Improve economic vitality by providing options for access to business areas via multiple transportation modes. • Improve connections between the subarea and major community amenities such as the Weyerhaeuser/King County Aquatic Center. For example, this could be accomplished by providing improvements to signage, creating a branding strategy for the subarea, or by focusing bicycle and pedestrian infrastructure improvements on corridors that connect the subarea to major community amenities. • Incorporate pedestrian -oriented planning principles from Federal Way Community Design Guidelines to encourage foot traffic. TLSAP16 Focus on improving safety for neighborhood residents. • Use Crime Prevention through Environmental Design (CPTED) principles and techniques to specifically identify/ address safety issues in the subarea and identify specific potential areas of concern, along with suggested improvements. This should include a special focus on safety along pedestrian and bicycle routes. TLSAP17 Create opportunities for nightlife activities. • Consider a seasonal "night market" that could be complementary to community events such as a farmers market, festivals, or performances showcasing local talent, or opportunities to showcase/promote local business. 2012 XII-20 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Bicycle and Pedestrian Mobility Goals TLSAG7 Enhance community livability, health, and transportation in the subarea by providing a connected system of pedestrian and bicycle ways that is integrated into the citywide and coordinated regional networks. TLSAG8 Develop a pedestrian and bicycle network accessible to all residents of the subarea. TLSAG9 Ensure that the pedestrian and bicycle system is safe and functional for all users. TLSAG10 Create efficient and convenient methods for pedestrians and bicyclists to travel to the places where they live, shop, work, and play. TLSAG11 Foster a community culture supportive of walking and bicycling as important modes of transportation and recreation. TLSAG12 Improve the bicycle and walking environment through enhanced traffic operations and maintenance. Policies TLSAP18 Improve bicycle and pedestrian infrastructure and connectivity. • Improve pedestrian and bicycle infrastructure connectivity and identify the walking and bicycling network within the subarea. • Build new roadways that accommodate pedestrian and bicycle facilities and retrofit older roadways to complete the system. 0 Complete missing links in pedestrian and bicycle infrastructure on existing street networks as a priority measure. • Improve connections to transit— especially the Twin Lakes Park and Ride —for pedestrians and bicyclists. • Develop a bicycle network connected to other neighborhood business centers within Federal Way, the Federal Way downtown, parks, trails, schools, recreation areas, and neighboring urban areas that supports a diversity of cycling abilities and interests. 2012 XII-21 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan • Develop "connector trails" to link destinations and facilities not easily accessible on the existing street network, and coordinate pathway projects with parks and open space agencies. • When appropriate, require implementation of pedestrian and bicycle facilities as part of new development. • Monitor bicycle and pedestrian facilities to ensure that safety is not being degraded over time. • The form, density, and design of new commercial and business centers should support pedestrian and bicycle trip -making. Where possible, opportunities to enhance existing development to accomplish this end should be implemented as part of substantial redevelopment projects. • Update pedestrian and bicycle facilities where appropriate to incorporate best practices. • Manage traffic control systems to better facilitate bicycle and walking travel along strategic corridors. 2012 XII-22 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan TLSAP19 Promote safe and convenient non -motorized transportation. • Ensure high -quality, flexible, and secure bicycle parking throughout the subarea. • Provide wayfinding tools for pedestrians and bicyclists that encourage safety and promote use of non -motorized transportation modes. • Improve facility safety through design, operations, maintenance, and education. TLSAP20 Focus on outreach and education to help promote safety and accessibility. • Conduct outreach and education to increase safety and awareness for pedestrians, bicyclists, and motorists. Provide easily accessible information about the pedestrian and bicycle system. • Ensure that pedestrian and bicycle facilities are accessible to everyone in the community. • Apply traffic -calming techniques, where feasible, to address safety issues associated with vehicle speeds and volumes. • Develop programs that provide the option of shifting from driving to walking and biking for short trips within the city. TLSAP21 Support capacity -building for community activities focused on healthy, active living. • Support creative local walking and biking events. • Encourage walking and biking to community events. • Actively engage local walking and biking organizations to create opportunities to support bicycling and pedestrian safety and strengthen local capacity. Healthy Eating and Food Access Goals TLSAG13 Encourage existing businesses to provide healthy food options and improve access to healthier food choices. TLSAG14 Empower the community to grow food. TLSAG15 Expand opportunities to grow, market, distribute, and consume locally grown food. 2012 XII-23 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Policies TLSAP22 Work with multiple stakeholders to increase the number of community gardens. • Facilitate temporary, interim, or joint -use agreements for potential sites for farmers markets, community gardens, or urban agriculture, such as on Saghalie Middle School or Saghalie Park property; consider offering use of sites on city property at no or minimal cost. • Encourage the development of community gardens and urban agriculture in priority areas such as the Westway neighborhood. • Look for opportunities to develop P-patch gardens in close proximity to multi -family housing surrounding the intersection of SW 336th Street and 21st Avenue SW. • Assist with facilitation of community design charrettes for future community gardens to help build a feeling of community investment. • Coordinate with Federal Way Community Gardens Foundation to develop a "how to" manual for establishing community gardens. TLSAP23 Promote urban agriculture as an income generator. • Consider the development of a market garden near the Westway neighborhood. Include a year-round fruit & vegetable stand that sells produce from the garden and local farmers. • Consider enacting a code provision that reflects and supports Washington State's cottage food laws: SB 5748. This would allow residents to use their home kitchen to produce permitted sellable food items. TLSAP24 Compost food waste for soil. Encourage a composting relationship between restaurants and community gardens. Assist community gardens with finding resources to construct composting infrastructure and host workshops. Encourage Saghalie Middle School to provide their students with hands- on composting opportunities. This can be coordinated with science courses to create a "living laboratory" for small-scale agriculture. 2012 XII-24 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan Community gardens can help promote community -building, neighborhood character, and a sense of ownership among residents. TLSAP25 Pursue opportunities to grow food on vacant land with no current use or with low -intensity uses. • Conduct and maintain an inventory of public and private vacant land. Communicate these potential land opportunities to community garden groups or farmers markets. • Work with the Bonneville Power Administration (BPA) and community organizations to utilize land along the BPA right-of-way for food production. TLSAP26 Support land use strategies that support food retail opportunities for local rural and urban growers. • Assist Federal Way Farmers Market with securing a space for a weekday market in the subarea. • Engage private property owners, near the intersection of SW 336"' Street and 21st Avenue SW, such as the owners of the former Albertson's store and parking lot, and explore opportunities to host a farmers market or allow mobile vending opportunities for healthy foods. • Look at the feasibility of using public land near the intersection of SW 336th Street and 21st Avenue SW for a farmers market. • Consider the operation of a seasonal night market coordinated with other community events, such as festivals or performances. TLSAP27 Improve farmers market feasibility. • Provide public space for little or no cost where possible and permitted. Where such uses are not currently permitted, consider appropriate opportunities to allow farmers markets as a permitted use. • Provide wayfinding along routes leading to the farmers market. TLSAP28 Facilitate partnerships between food growers and local markets. 2012 XII-25 FWCP - Chapter Twelve, Twin Lakes Commercial District Subarea Plan • Identify priority areas for fruit/vegetable stands and work with stakeholders to create opportunities to grow and sell food. Priority areas could include Saghalie Middle School and the community of Westway. TLSAP29 Create community security with community gardens and think strategically about preventing vandalism. • Partner with community organizations (AmeriCorps volunteers) to develop events, such as "garden days," that aim to bring the community together and build community investment in the gardens. • Utilize Crime Prevention Through Environmental Design (CPTED) based principles to deter vandals. • Involve community members to create a sign for the garden. • Use short picket -style fences to keep out pets and to clearly display the border of the garden. Use passive strategies, such as growing thorny plants along the fence (e.g. raspberries or roses). • Create a sheltered area where people can spend time to enjoy the garden and to keep the space in active use. • Involve neighborhood children in garden maintenance —the neighborhood will be more invested if children use the space. • Plant a donation or "vandal's garden" near the entrance. Place a sign that invites passers-by to take food to help demonstrate community goodwill. • Demonstrate "ownership of place"; maintain active use of the garden to demonstrate that community members are using the space. TLSAP30 Create economic opportunities for alternative food distribution models. Work with Fred Meyer, Albertsons, or Safeway property owners to establish a mobile food cart zone, or include mobile food vending provisions in the Zoning and Development Code to increase food options for employees near employment centers, transit -oriented development, and low -access areas. Mobile food vendors can create more options for healthy food retail, enhance neighborhood vitality, and provide new business development opportunities for neighborhood residents. 2012 XII-26 GLOSSARY OF TERMS Accessory Dwelling Unit (ADU) — Either a free-standing detached structure or an attached part of a structure which is subordinate and incidental to the main or primary dwelling unit located on the subject property; providing complete, independent living facilities exclusively for one single housekeeping unit, including permanent provisions for living, sleeping, cooking, and sanitation. Affordable Housing — The HUD definition of "affordable housing" is housing where the occupant is paying no more than 30 percent of gross income for gross housing costs, including utilities. Aquifer — A water -bearing porous soil or rock strata capable of yielding a significant amount of groundwater to wells or springs. Aquifer Recharge Areas — Areas in which water reaches the zone of saturation by surface infiltration. These areas are hydro -geologically susceptible to contamination and contamination loading potential including, but not limited to, such areas as sole water source aquifer recharge areas, special protection groundwater management areas, wellhead protection areas, and other areas with a critical recharging effect on aquifers used for potable water. Arterial — A major thoroughfare used mainly for through traffic rather than access to adjacent property. Arterials generally have greater traffic carrying capacity than collector or local streets and are designed for continuously moving traffic. Buffer — An area on a property or site, generally adjacent to and parallel with the property line, either consisting of natural vegetation or created through the use of trees, shrubs, fences, and/or berms, designed to limit the view of and/or sound from the site to adjacent properties. Buildable Lands — In 1997, the Washington State legislature adopted the Buildable Lands amendment to the Growth Management Act (RCW 36.70A.215). The amendment requires six Washington counties and their cities to determine the amount of suitable land for urban development, and evaluate its capacity for growth, based upon measurement of five years of actual development activity. King County and the other five counties must report to the state by September 1, 2002, and every five years thereafter. Land Capacity — Land capacity is a measure of a jurisdiction's ability to accommodate targeted or forecasted household and job growth, based on its land supply and development potential under current or planned zoning. Capital Facilities — As a general definition, structures, improvements, pieces of equipment, or other major assets, including land, that have a useful life of at least 10 years. Capital facilities are provided by and for public purposes and services. For the purposes of the Capital Facilities chapter, capital facilities are surface water facilities, parks and open space facilities, transportation facilities, government offices, law enforcement facilities, public school facilities, water facilities, sewer facilities, and fire and rescue facilities. FWCP - Glossary of Terms Capital Facilities Plan (CFP) — A general plan that identifies and balances capital expenditures and revenues for a specified period of time and demonstrates the viability of the land use plan. Capital Improvement Program (CIP) — A six -year plan for future capital expenditures that identifies each capital project, including anticipated time of completion, and allocates existing funds and known revenue sources. The CIP is updated and adopted annually as part of the city budget. CityShape — CityShape is the name given to the process used to develop the City's GMA comprehensive plan. Cluster Housing — A development design technique that concentrates buildings in specific areas on a site to allow the remaining land to be used for recreation, common open space, or preservation of environmentally sensitive areas. Community Development Block Grant Program (CDBG) — A federal funding program that provides annual funding for eligible local governments for housing and community development programs targeted primarily to low-income persons and neighborhoods. Comprehensive Housing Affordability Strategy (CHAS) — A document that is prepared to lay out housing affordability strategies that address the needs of homeless, low-, and moderate -income people in ways that promote community and individual stability. Comprehensive Plan — A generalized coordinated policy statement of the governing body of the city that is adopted pursuant to the GMA. A document or series of documents prepared by a professional planning staff and planning commission that sets forth broad guidelines and policies for the future development of a community. Such plan should be the result of considerable public input, study, and analysis of existing physical, economic, environmental, and social conditions, and a projection of what the future conditions are likely to be. Concomitant Development Agreement — An agreement between the city and an applicant under RCW 36.70B.170 that promotes diversity and creativity in site design, protects and enhances natural and community features, and encourages unique developments that may combine a mixture of residential, commercial, office, and industrial uses. Concomitant development agreements may be used to formalize site development requirements in conjunction with an area's annexation into the city, or as part of a specific development application. Concurrency — A program to ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use, without decreasing the current service level below locally established minimum standards. (Under the GMA, only transportation facilities and services must satisfy the concurrency requirement.) Density — The number of families, persons, housing units, jobs, or building per unit of land usually expressed as "per acre." Revised 2002 G - 2 FWCP - Glossary of Terms Development Regulations — Any controls placed on the development or use of land by a city including, but not limited to, zoning ordinances, subdivisions ordinances, and environmental regulations. Development Right — The right to use or develop property for some economic purpose. Residential occupancy is a type of economic purpose. Development Standard — In respect to any development, fixed requirements, or standards imposed by regulation or ordinance. A setback is an example of a development standard. Environmental Impact Statement (EIS) — A document intended to provide an impartial discussion of significant environmental impacts, which may result from a proposed development project or non -project action. If the responsible official determines that a project or action may have a significant adverse effect upon the quality of the environment, SEPA requires that an EIS be prepared. The purpose of the EIS document is to provide the government decision makers with information to be considered prior to determining a project's acceptability. The Draft EIS, which is circulated for review and comment, describes the action, analyzes the impacts of the action, and proposes alternatives and mitigating measures. Comments on and revisions to the Draft EIS are included in the Final EIS, the findings of which can be appealed. Environmentally Sensitive Area (ESA) — Those areas designated, mapped, and regulated by environmentally sensitive area regulations. These areas have existing site conditions that require development standards to minimize specific on -site and off -site adverse environmental impacts such as stream siltation, hill slides, reduction of habitat areas, etc. Erosion Hazard Areas — Areas having a severe to very severe erosion hazard due to natural agents such as wind, rain, splash, frost action, or stream flow. Essential Public Facilities — Any facility or conveyance that has the following attributes: 1) It is typically difficult to site due to unusual site requirements and/or significant public opposition. 2) It is a necessary component of a system, network, or program that provides a public service or good. 3) It is owned or operated by a unit of local or state government; private or nonprofit organization under contract with or receiving government funding; or private firms subject to a public service obligation. Fair Share Housing — A qualification of each jurisdiction's "share" of middle and low income housing needs in a region or county, and a plan for how each jurisdiction will satisfy its obligation to provide for its share of the need. Fish and Wildlife Habitat Conservation Area — The management of land for maintaining species in suitable habitats within their natural geographic distribution so that isolated sub -populations are not created. Habitat conservation areas include, but are not limited to, such areas as: Revised 2002 G - 3 FWCP - Glossary of Terms 1) Areas with which endangered, threatened, and sensitive species have a primary association. 2) Habitats and species of local importance. 3) Commercial and recreational shellfish areas. 4) Kelp and eelgrass beds; herring and smelt spawning areas. 5) Naturally occurring ponds under 20 acres and their submerged aquatic beds that provide fish or wildlife habitat. 6) Waters of the state. 7) Lakes, ponds, and streams planted with game fish by a governmental or tribal entity. 8) State natural area preserves and natural resource conservation areas. 9) Streams. Floor Area Ratio — The project building square footage (total floor area) divided by net project land area (gross land area minus constrained land [sensitive areas, right-of-way, and public purpose land]). Geographic Information System (GIS) — A computerized system used to map and access geographic information that is contained in a database. Geologically Hazardous Areas — Areas that, because of their susceptibility to erosion, landslides, seismic, or other geological events, are not suited to siting commercial, residential, or industrial development consistent with public health or safety concerns. Geologically hazardous areas include erosion hazard areas, landslide hazard areas, seismic hazard areas, and steep slope hazard areas. Groundwater — Water that occurs in subsurface openings in the earth, such as the spaces between particles in unconsolidated deposits or along fractures in consolidated deposits. Growth Management Act (GMA) — Refers to the 1990 Washington State Growth Management Act (ESHB 2929) as amended in 1991, requiring urban counties and cities within those counties to develop comprehensive plans to deal with growth in Washington State over the next 20 years. The GMA is codified in RCW 36.70A and other chapters. Growth Management Planning Council (GMPC) — A body made-up of city and county representatives and created through an interlocal agreement by most of the cities in King County and the county itself to undertake interjurisdictional planning pursuant to requirements of the GMA or its successor. Revised 2002 G - 4 FWCP - Glossary of Terms Growth Targets — A jurisdiction's policy statement on how many net new households and jobs it intends to accommodate in the future based on population forecasts, the expected size of the average household, and the jurisdiction's vision of what its future should be. High Capacity Transit (HCT) — A system of public transportation services within an urbanized region operating principally on exclusive rights -of -way. The supporting services and facilities necessary to implement such a system, including interim express services and high occupancy vehicle lanes, which taken as a whole provides a substantially higher level of passenger capacity, speed, and service frequency than traditional public transportation systems operating principally in general purpose roadways. Includes light rail transit and express buses on exclusive bus ways and their supporting services. Impact Fees — Fees imposed on developers to help pay for cost of providing public facilities needed to serve new development. Such charges reflect a desire to make new development pay for its impact on the community. The use of impact fees is authorized by the GMA. Infrastructure — The basic foundation of facilities and services (for example: potable water, sewage treatment, power, and streets) that are necessary for urban development. King County Countywide Planning Policies (CWPPs) — As required by the GMA, the King County Council adopted and the cities ratified a series of policies that embody a vision of the future of King County. These policies are intended to guide development of city and county comprehensive plans. Land Use — A term used to indicate the utilization of a piece of land. The term may be used for either the way in which the land is being used or may be used. Landslide Hazard Areas — Those areas potentially subject to episodic down slope movement of a mass of soil or rock including, but not limited to, the following areas: 1. Any area with a combination of: a. Slopes greater than 15 percent; b. Permeable sediment, predominately sand and gravel, overlying relatively impermeable sediment or bedrock, typically silt and clay; and c. Springs or groundwater seepage. 2. Any area which has shown movement during the Holocene epoch, from 10,000 years ago to the present, or which is underlain by mass wastage debris of that epoch. 3. Any area potentially unstable as a result of rapid stream incision, stream bank erosion, or under -cutting by wave action. 4. Any area located in a ravine or on an active alluvial fan, presently or potentially subject to inundation by debris flows or flooding. 5. Those areas identified by the United States Department of Agriculture Soil Conservation Service as having a severe limitation for building site development. Revised 2002 G - 5 FWCP - Glossary of Terms 6. Those areas mapped as class a (unstable), uos (unstable old slides), and urs (unstable recent slides) by the Department of Ecology. 7. Slopes having gradients greater than 80 percent subject to rockfall during seismic shaking. Level of Service (LOS) — A measure of a public facility or service's operational characteristics used to gauge its performance. Local Improvement District (LID) — A financing mechanism whereby specially benefited properties are assessed the costs of constructing public improvements. Manufactured Housing — Factory -built housing that is transportable in one or more sections, is built on a permanent chassis, and designed to be a dwelling with or without a permanent foundation when connected to required utilities. Manufactured housing shall be built to comply with the National Manufactured Home Construction and Safety Standards of 1974 (regulations effective June 15, 1976). Mitigate — To reasonably reduce or eliminate the impact(s) of development. Mixed Use Development — The development of a tract of land, building, or structure with a variety of complementary and integrated uses such as, but not limited to, residential, office, retail, manufacturing, or entertainment in a compact urban form. Pedestrian — An individual traveling on foot. Pedestrian Friendly — Development designs that encourage walking by providing site amenities for pedestrians. Pedestrian friendly environments reduce auto dependence and may encourage use of public transportation. Pedestrian Oriented — Businesses whose signs, advertising, window displays, and entryways are oriented toward pedestrian traffic. Pedestrian oriented businesses may include restaurants, retail shops, personal service businesses, travel services, banks (except drive -through windows), and similar establishments. Planned Unit Development (PUD) — A planning technique that provides increased flexibility for the property owner in exchange for a higher quality development. Usually used for larger parcels, PUDs are characterized by a focus on overall project design rather than lot -by -lot zoning, setbacks, and placement. Innovative housing types, open space, and recreation facilities are often included. Policy — An agreed upon course of action adopted and pursued by decision makers for achieving one or several goals and objectives, which are used to guide the formulation of regulations and programs. Potential Annexation Area (PAA) — Current unincorporated areas surrounding the City of Federal Way that Federal Way may annex within the 20-year comprehensive plan time frame. These areas have been agreed to by neighboring cities. Revised 2002 G - 6 FWCP - Glossary of Terms Public Facilities — Any use of land or physical structures, whether publicly or privately owned, for transportation, utilities, communication, or the benefit of the general public, including streets, schools, libraries, fire and police stations, municipal and county buildings, powerhouses, recreational centers, parks, and cemeteries. Public Services — A variety of services such as fire protection and suppression, law enforcement, public health, recreation, environmental protection, etc., available to the public and provided by government, substantially funded by government, contracted for or by government, or provided by private entities subject to public service obligation. Puget Sound Regional Council (PSRC) — Formerly the Puget Sound Council of Governments, the PSRC is a regional planning and decision -making body for growth and transportation issues in King, Kitsap, Pierce, and Snohomish Counties. Under federal transportation law, PSRC is the Metropolitan Planning Organization (MPO), responsible for regional transportation planning and programming of federal transportation funds in the four county region. It is also the designated Regional Transportation Planning Organization (RTPO) for the four county region. PSRC manages the adopted regional growth strategy, Vision 2020. Right -of -Way — Land dedicated or conveyed to the public or a unit of government, the primary purpose of which is the movement of vehicles and/or pedestrians and providing for access to adjacent parcels, with the secondary purpose of providing space for utility lines and appurtenances and other devices and facilities benefiting the public. State Environmental Policy Act (SEPA) — Chapter 43.21C RCW. The state law passed in 1971 requiring state and local agencies to consider environmental impacts in the decision -making process. A determination of environmental significance must be made for all non-exempt projects or actions that require license or decision from a government agency. If the action does not have significant adverse environmental impacts, a Determination of Nonsignificance (DNS) is issued. If the action has adverse environmental impacts that can be mitigated, a Mitigated Determination of Nonsignificance (MDNS) is issued. If the action or project could have major impacts, an Environmental Impact Statement (EIS) is required. Street Furniture — Constructed, aboveground objects such as outdoor seating, kiosks, bus shelters, sculptures, tree grids, trash receptacles, fountains, and telephone booths that have the potential for enlivening and giving variety to streets, sidewalks, plazas, and other outdoor spaces open to, and used by, the public. Streetscape — A term in urban design that defines and describes the character and quality of a street by the amount and type of features and furnishings abutting it. Such features and furnishings may include trees and other landscaping, benches, lighting, trash receptacles, bollards, curbing, walls, different paving types, signage, kiosks, trellises, art objects, bus stops, and typical utility equipment and appurtenances. Strip Commercial — Commercial or retail uses, usually one-story high and one lot deep, that front on a major street. Subarea Plan — A comprehensive, long-range plan that focuses on a particular area or neighborhood of the city, e.g. the City Center. Revised 2002 G - 7 FWCP - Glossary of Terms Townhouse — A form of ground -related housing where individual dwelling units are attached along at least one common wall to at least one other dwelling unit. Each dwelling unit occupies space from the ground to the roof and has direct access to private open space. Transfer of Development Rights (TDR) — A program in which the unused portion of a "sending" property's zoning capacity —one of the separable rights of property —is sold to the developer of a "receiving" site, who is allowed to add the capacity to the zoned limit of that site. TDRs can be used to prevent demolition of affordable housing units, protect historically significant property, environmentally sensitive areas, or open space. Transportation Demand Management (TDM) — Private and public strategies and programs designed to manage demand based on transportation supply. Strategies are typically aimed at reducing the number of vehicle trips, shortening trip lengths, and changing the time of trips out of peak hours. TDM programs are frequently directed toward increasing the use of public transportation, carpools and vanpools, and non - motorized travel modes. Transportation Equity Act for the 21st Century (TEA-21) — Federal reauthorization bill for transportation funding passed in 1998. Successor to ISTEA, authorizing higher funding levels through the year 2003. Transportation Improvement Program (TIP) — A six -year funded program of transportation improvements. The TIP is updated and adopted annually. Urban Center — Defined in the CWPPs as an area for focusing growth and aligning a high capacity transit system. To be designated an urban center an area must: have a land area of between 0.5 and 1.5 square miles; be able to support a minimum of 15,000 jobs within 1 and 12 miles of a transit center; have a minimum density of 50 jobs per gross acre; and a minimum residential density of 15 households per gross acre. Urban Growth Area (UGA) — The area designated in the King County Comprehensive Plan for urban development and to be served with urban services, in addition to greenbelts, open space, and other appropriate areas. Urban Growth Boundary — A site -specific line, delineated on a map or by written description, that separates the projected urban growth from rural land. Urban Services — Includes those governmental services historically and typically delivered by cities and includes storm and sanitary sewer systems, domestic water systems, street cleaning services, fire and police protection services, public transit service, and other public utilities associated with urban areas and normally not associated with rural areas. Vision 2020 — The adopted regional growth strategy that describes linking high density residential and employment centers throughout the region by high capacity transit, and promoting a multi -modal transportation system. Vision 2020 was adopted in 1990 by the Puget Sound Council of Governments, which was the predecessor to the Puget Sound Regional Council. Revised 2002 G - 8 FWCP - Glossary of Terms Wellfeld — An area containing two or more wells with overlapping zones of contribution that supply a public water system. Wellhead Protection Area —The surface and subsurface area surrounding a well or wellfield supplying a public water system, through which contaminants are reasonably likely to move toward and reach the water well or wellfield. Wetland — Those areas that are inundated or saturated by surface 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. Zero Lot Line Development (ZLL) — A siting technique that allows single-family houses to be built along one lot line. This helps to preserve privacy and usable yard space, especially in small lot areas. Variations include angled "Z-lots," alternate width lots, and shared lot lines, which give the appearance of a duplex. Zone or Zoning District — A specifically delineated area or district in a municipality within which generally uniform regulations or requirements govern the use, size, and development of land and buildings. Zoning — A type of development regulation that manages the use and development of land. Federal Way's zoning regulations are contained in the Federal Way Revised Code (FWRC) Title 19. Zoning Map — The series of maps adopted by the city, and designated the official zoning map of the city, showing the geographical location of use zones within the municipal boundaries. Revised 2002 G - 9 FWCP - Glossary LIST OF ACRONYMS AASHTO American Association of State Highway MGD Million Gallons per Day and Transportation Officials mph Miles per Hour ADA Americans with Disabilities Act MPO Metropolitan Planning Organization ADU Accessory Dwelling Unit MTP Metropolitan Transportation Plan AVI Automated Vehicle Identification MVET Motor Vehicle Excise Tax BPA Bonneville Power Administration NHS National Highway System CFP Capital Facilities Plan NPDES National Pollutant Discharge Elimination CAC Citizens Advisory Committee System CDBG Community Development Block Grant OFM Washington State Office of Financial Program Management CHAS Comprehensive Housing Affordability PAA Potential Annexation Area Strategy PSE Puget Sound Energy CIP Capital Improvement Program PS/HELP Puget Sound Helicopter Emergency CMAQ Congestion Management and Air Quality Lifesaver Plan CMS Concurrency Management System PSHSP Puget Sound Heliport System Plan CTR Commute Trip Reduction PSRC Puget Sound Regional Council CWPPs King County Countywide Planning PT Pierce Transit Policies PUD Planned Unit Development DNS Determination ofNonsignificance RCW Revised Code of Washington EIS Environmental Impact Statement RPTO Regional Transportation Planning EMF Electro Magnetic Field Organization EMS Emergency Medical Service RTA Regional Transit Authority (Sound ESA Environmentally Sensitive Area Transit) FAR Floor Area Ratios SEPA State Environmental Policy Act FCC Federal Communications Commission SOV Single Occupancy Vehicle FERE Federal Energy Regulatory Commission SR State Route FWBAC Federal Way Bicycle Advisory STP Surface Transportation Project Committee TAZ Transportation Analysis Zone FWRC Federal Way Revised Code TDM Transportation Demand Management FWCP Federal Way Comprehensive Plan TDR Transfer of Development Rights GIS Geographic Information System TEA-21 Transportation Equity Act for the 21 st GMA Growth Management Act Century GMPC Growth Management Planning Council TIB Transportation Improvement Board GPS Global Positioning System TIF Transportation Impact Fee HCM Highway Capacity Manual TIP Transportation Improvement Program HCT High Capacity Transit TSM Transportation Systems Management HMP Heliport Master Plan UGA Urban Growth Area HOV High Occupancy Vehicle We Volume/Capacity Ratio HSS Highways of Statewide Significance VMT Vehicle Miles Traveled ISDN Integrated Services Digital Network WAC Washington Administrative Code ISTEA Intermodal Surface Transportation WSDOT Washington State Department of Efficiency Act of 1991 Transportation ITS Intelligent Traveler Service WUTC Washington Utilities and Transportation LID Local Improvement District Commission LOS Level of Service ZLL Zero Lot Line MDNS Mitigated Determination of Nonsignificance Revised 2002 G -10