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Ord 00-372 ORDINANCE NO. 00-372 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF FEDERAL WAY, WASHINGTON, ADOPTING AMENDMENTS TO THE CITY'S GROWTH MANAGEMENT ACT COMPREHENSIVE PLAN AND ADOPTING AMENDMENTS TO THE CITY'S ZONING MAP. WHEREAS, the Growth Management Act of 1990, as amended, (Chapter 36.70A RCW or "GMA") requires the City of Federal Way to adopt a comprehensive plan which includes a land use element (including a land use map), a housing element, a capital facilities plan element, a utilities element and a transportation element (including transportation system map(s)); and WHEREAS, the GMA also requires the City of Federal Way to adopt development regulations implementing its Comprehensive Plan; and WHEREAS, the Federal Way City Council adopted its Comprehensive Plan with land use map (the "Plan") on November 21, 1995,andadopteddevelopmentregulationsandazoningmap implementing the Plan on July 2, 1996; and subsequently amended the Comprehensive Plan and zoning map on December 23,1998. WHEREAS, under RCW 36.70A.130, the Plan and development regulations are subject to continuing review and evaluation, but the Plan may be amended no more than one time per year; and WHEREAS, the City may consider Plan and development regulation amendments pursuant to Article IX, Chapter 22 of the Federal Way City Code ("FWCC"); and ORD # 00-372 ,PAGEl ~~l WHEREAS, in April 1999, the City of Federal Wayacceptedapplicatipnsforparcel- specific changes to the Plan's land use maps, and the City's zoning map, and considered amendments to the Plan's text and maps; and WHEREAS, on March 25, 2000, the City SEPA Responsible Official issued a Determination of Non significance on the proposed site-specific map changes and Plan text and map amendments; and WHEREAS, the Plan amendments address all of the goals and requirements set forth in the Growth Management Act; and WHEREAS, the City of Federal Way, through its staff, Planning Commission, City Council committees, and full City Council has received, discussed and considered the testimony, written comments and material from the public, as follows: 1. The City's Planning Commission considered the requests for Plan land use map changes and for zoning map changes, and considered the proposed Plan text and map amendments, at public hearings held on May 3, 2000 and May 17,2000, following which it approved and recommended adoption of certain of the requested site-specific map changes (Nos. 1 and 2) and denial of others (No.3), and recommended adoption of the Plan text and map amendments; 2. The Land Use and Transportation Committee of the Federal Way City Council considered the requested site-specific. map changes and the Plan text and map amendments on June 12, 2000, July 10, 2000, and July 17, 2000, following which it recommended adoption of certain of the requested site-specific map changes (Nos. 1 and 2) and denial of others (No.3), and recommended adoption of the Plan text and map amendments; and ORD # 00-372 , PAGE 2 3. The full City Council considered the matter at its meetings on August 1,2000 and September 5, 2000; and WHEREAS, the City Council desires to adopt the Plan text and map amendments, and certain of the requested site-specific map changes; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF FEDERAL WAY, WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS: Section 1. Findings. A. The proposed amendments to the Comprehensive Plan, as set forth in Exhibit A hereto, reflect new or updated information, developed since the initial adoption of the Comprehensive Plan, on capital improvements, transportation system standards, and comprehensive plan policies. They therefore bear a substantial relationship to public health, safety, and welfare, are in the best interest of the residents of the City, and are consistent with the requirements of RCW 36.70A, the King County Countywide Planning Policies, and the unamended portion of the Plan. B. The two proposed amendments (Nos. 1 and 2) to the ComprehensivePlan land use maps, set forth in Exhibit B hereto, are compatible with adjacent land uses and surrounding neighborhoods, and will not negatively affect open space, streams, lakes or wetlands, or the physical environment in general. They will allow for growth and development consistent with the Plan's overall vision and with the Plan's land use element household and job projections, and/or will allow reasonable use of property subjectto constraints necessary to protectenvironmentallysensitiveareas. They therefore bear a substantial relationship to public health, safety, and welfare, are in the best interest of the residents of the City, and are consistent with the requirements ofRCW 36.70A, the King County Countywide Planning Policies, and the unamended portion of the Plan. ORD #OO-.H? , PAGE 3 C. The two proposed amendments (Nos. 1 and 2) to the Zoning Maps set forth in Exhibit B hereto, are consistent with the applicable provisions of the Comprehensive Plan and the Comprehensive Plan land use maps proposed to be amended in Section 2 below, bear a substantial relation to public health, safety and welfare, and are in the best interest of the residents of the City. Section 2. Comprehensive Plan Amendments Adoption The text of the 1995 City of Federal Way Comprehensive Plan, as thereafter amended in 1998, copies of which are on file with the Office of the City Clerk, hereby is and shall be amended as set forth in Exhibit A. A true and correct copy of Exhibit A is on file with the Office of the City Clerk and is hereby incorporated by this reference as if set forth in full. The Comprehensive Plan land use element map of the 1995 City of Federal Way Comprehensive Plan, as thereafter amended in 1998, a copy of which is on file with the Office of the City Clerk, is hereby amended as depicted in Site Specific Request Nos. 1-2 set forth in Exhibit B hereto. A true and correct copy of Exhibit B is on file with the Office of the City Clerk and is hereby incorporated by this reference as if set forth in full. Section 3. Zoning Map Amendments Adoption. The 1996 City of Federal Way Official Zoning Map, as thereafter amended in 1998, is hereby amended as set forth in the Site Specific Request Nos. 1-2 shown on ExhibitB hereto, a copy of which is on file with the Office of the City Clerk and which documents are hereby incorporated by this reference as if set forth in full. Section 4. Amendment Authority. The adoption of Plan amendments in Sections 1 and 2 above is pursuant to the authority granted by Chapters 36.70A and 35A.63 RCW, and pursuant to FWCC 22-537. ORD # 00-372 , PAGE 4 Section 5. Severability. The provisions of this ordinance are declare.d separate and severable. The invalidity of any clause, sentence, paragraph, subdivision, section, or portion of this ordinance or the invalidity of the application thereof to any person or circumstance, shall not affect the validity of the remainder of the ordinance, or the validity of its application to other persons or circumstances. Section 6. Savings Clause. The 1995 City of Federal Way Comprehensive Plan, and 1996 Zoning Map as thereafter amended in 1998, shall remain in force and effect until the amendments thereto become operative upon the effective date of this ordinance. Section 7. Ratification. Any act consistent with the authority and prior to the effective date of this ordinance is hereby ratified and affirmed. Section 8. Effective Date. This ordinance shall take effect and be in force five (5) days from and after its passage, approval, and publication, as provided by law. PASSED by the City Council of the City of Federal Way this 5th day of September ,2000. CITY OF FEDERAL WAY ~./£-~~ MAYOR,MI . A~ m~~i-~~ CITY ERK, N. CHRISTINE GREEN, CMC ORD # 00-372 , PAGE 5 APPROVED AS TO FORM: ~~~ INTERIM CITY ATTORNEY, BOB C. STERBANK FILED WITH THE CITY CLERK: 08/30/00 PASSED BY THE CITY COUNCIL: 09/05/00 PUBLISHED: 09/09/00 EFFECTIVE DATE: 09/14/00 ORDINANCE NO. 00-372 K:\Comp Plan Updates\99complanord fm.doc 9/21/00 6:01 PM ORD# 00-372 , PAGE 6 :YI.sloD to .P.'.....I>'. a.. '.0:::' . The Draft Comprehensive Plan in its entirety is on file in the Federal Way City Clerk's Office and is also available for review at the front counter of the Community Development Services Department. EXHIBIT B . MAPS OF SITE SPECIFIC REQUESTS ~"---_.. .- ~ !!!. <I ~I. 0.6 0 1.2 Miles 0.6 City of Federal Way Comprehensive Plan 1999 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Composite Map N City limits " . Potential Annexation Area - Site Requests ~m .-X G>J: m:m ~, rr t\ N Map Prlnted..June 5, 2000 l I I-I City of Fed~ral Way ComprehensIve Plan S. 304T ~. ê I S 304TH ST en UJ ~ J: I- co T- BC S. 305TH PL. RS7.2 Proposed Designation: Comprehensive Plan: Community Business Zoning: BC Nolo: Thl. ""'° lain_lor u.. ." ""'ohlcal reoresenf8tlon onlv. 50 0 50 100 150 200 Feet 1999 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Zaran Sayre . RSSI Site Specific Request #1 RM ~~ .GL~ ~m~. . 1 I ~ri ~ i N MaD Prfnled-Feb 23 2000 CP-1* Note: Thl. map I. Intandad for usa 8' a graphical raprasentation only. The CIty of Federal Wey meke. no wenanty a. /0 ns eccuracy. 200 0 200 400 600 600 Feet ~- - ----" City of Federal Way Comprehensive Plan 1999 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Quadrant Site Specific Request #2 ~~ (j)¿ rn~l ~ C ,Þ) /j. r N Map Prlnted.feb 23 2000 - Nolo: This ""'° Islntondod for use .S 8 oraohlc8l,.",..."totlon only. 200 0 200 400 Feet City of Federal Way Comprehensive Plan 1999 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Velasco Site Specific Request #3 ~~ G)¿ m =--=:- ~O.- ' 0 I Er L\ N Map Prlnted-Feb 23 2000 NORTH EB ~ "'" 1;4' i': ~~:r ¡;}.O of :r <iJ;r ~I:U DESIGNER INFORMA l1ON , ,,~ ,/i" RIR R 30 15 0 -.-....--.. ð' HIDE T'r1"E III LANDSC-APING FROVIDE 150'-0' Mill FROM ADJAGan' DRlVEHAT' PER ~ ZH~5 fIW 34Oth S1REET 30 SITE DEVELOPMENT CENTER PROPERiŸ ~INE N 1\5'.010'5'1' H 1C!6.3P ð' HIDE T"r1"E III LANDSC-APIN5 155'-0' FROVIDE 15O'-()' MIll FROM I~TlON PER ~ 22-1~5 A""""""", I....... D..... As,.,. i....P.S. ""...""............,-'" .........""'....,." _.V.-- EXHIBIT ~ Parks) &creation and Open Space Comprehensive Plan Final Draft ~ July 2000 -- City,O{Federal Way The Draft Parks, Recreation and Open Space Comprehensive Plan in its entirety is on file in the Federal Way City Clerk's Office and is also available for review at the front counter of the Community Development Services Department. EXHIBIT D . COMMENT LETTERS RECFl\n=n To: Planning Commission, City of Federal Way APR 1 t. 7.oon Re: Comprehensive Plan Amendment 99-0002 <.'.' My name is Fred Kecherson and I live at 4235 SW 337" Place. I am addressing the request for the site-specific comprehensive plan amendment 99-0002. I would like to make several points on this matter, I will start by showing how the proposed amendment doesn't fit the neighborhood (the spirit of the law) and then I will address how it does not meet the requirements of city code (the letter of the law). First, I would like to address this issue from a quality of life view point. The proposed building does not fit the neighboring lots. The current zone is RS9.6 and is populated as such. The houses are generally about 1800 square feet and on typical residential lots. The proposed building is over 10,000 square feet and is surrolD1ded by 34 parking spaces. The building is limited to 2 stories, but a commercial story is taller than a residential story resulting in the clinic towering over the houses. Even though the houses and the building are back-to-back, it is still completely out of place, To make a contrast, there is an old house on the corner of 320" and 21" that was to be used as a dentist office, In this case, the structure fit the area. In the case of Hoyt and 340", it doesn't. The need for this kind of change has not been established and probably does not exist, Any commlD1ity needs this kind of clinic. However, there are plenty of locations in Federal Way that are already zoned for this and are open. As 1 pass by just about every strip mall in the city, I notice a great deal of storefronts for rent. Also, I asked Ms. Clark how much land zoned OP or BN (and I should have added several other appropriate zonings) in Federal Way was still ID1developed. I was told an analysis was just started to determine this, Until this is complete, I cannot See any need to hurt a neighborhood. The stated reason for the planner recommending approval is ridiculous, The stated reason is that no one would want to build a house on the lot since it was on a major intersection and something needed to go there. While I agree with the first part, I can't ID1derstand the second at aiL Our city does not have a need to ascertain that every piece of land in it is developed. As I said, there is no need for it. We aren't Pioneer Square, for Pete's sake. Empty lots are not a sin. In fact, in this case it's a blessing. I'm not sure when the current owner bought this land, but from what I can tell he did SO with the current zoning. Ifhe owned it when the development was buih (about 11 to 12 years ago), he knew the zoning and made a profit on it. Ifhe bought it since then, he knew about the houses and the zoning. Either way, I don't feel sorry for him ¡fhe loses money rather than us losing quality of life. Now, the proposed amendment does not meet the requirements of several of the sections of city code that cover comprehe'1sive plan amendments, Section 22-529 of the city code lists factors to be used in a comprehensive plan amendment, Factor (3) is the compatibility with and impact on adjacent land uses and surrolD1ding neighborhoods. A 10,000 square foot building does not fit into a residential neighborhood at all. Especially when it is next to 1800 square foot houses, The size of the structure and the parking EXH~~~¡r' » PAGE-LOF ~ lot will be completely out of place in the area. This factor is extremely important in this type of change and should rule it out right away. But since it didn't, I will continue. Section 22-530 of the city code lists the criteria for amending the comprehensive plan. This section reads: The city may amend the comprehensive plan only if it finds that: (I)The proposed amendment bears a substantial relationship to public health, safety, or welfare; and (2)The proposed amendment is in the best interest of the residents of the city. (I left out the third requirement since I am not at issue with the RCW.) First, I fail to see how the proposed amendment bears a substantial relationship to public health, safety, or welfare. There is no relationship to these points at aiL Ms. Clark stated that these come into play since a single family residence on this lot could be a hazard to the people living there. I don't think that is what this statement is about especially since the word "substantial" is included. Second, I do not see how this is in the best interests of the residents of the city. We have plenty of professional offices and plenty of open spaces in appropriately zoned areas. Section 22-488 (this is called out in section 22-529 for site specific amendments) has even more requirements that are not met. This section requires in part: The proposed rezone is appropriate because either: i.Conditions in the immediate vicinity of the subject property have so significantly changed since the property was given its present zoning and that, under those changed conditions, a rezone is within the public interest; or ii. The rezone will correct a zone classification or zone boundary that was inappropriate when established Since there has been no significant change in the immediate vicinity, the planners must feel that the current zone is inappropriate. I find this hard to believe since the rest of the area is developed as houses. Another requirement in this section is that the site plan of the proposed project is designed to minimize all adverse impacts on the developed properties in the immediate vicinity of the subject property. As I stated earlier, this kind of building is devastating to the neigbborllood. The 10 foot buffer and 6 foot fence is a sham for minimizing the impacts. In closing, 1 would like to restate that neither the city nor the applicant has shown the appropriateness of this proposed amendment. It is not needed. It does not fit. It is not in the interest of the residents. It is not within the spirit of the code. It is not within the letter of the code. Thank you, Fred Kecherson 4235 SW 3371h Place Federal Way, W A 98023 253-838-4117 RECEIVED APR 1 ~. 2000 CITY OF FEo:nAL "",. BUILDING DEPT. EXH~8~1: j.) PAGE--2..0F ..1aL CITY OF FEDERAL WAY MEMORANDUM May 31, 2000 To: Robert Vaughn, Chair of the City of Federal Way Planning Commission FROM: Kathy McClung, Deputy Director of Community Development Services Margaret H. Clark, AICP, Senior Planner . SUBJECT: Response from Jim Hamilton, Administrator of the Fire Department At the May 17,2000, public hearing on the 1999 Comprehensive Plan Amendments, the Planning Commission requested additional infonnation as to why the Federal Way Fire Department was proposing the following change: An emergency response time of less than sffi seven minutes, 80 percent of the time (response time is measured from the time that the call is answered until the first apparatus is on the scene). Please find attached, a letter dated May 22,2000 from Jim Hamilton, Administrator of the Federal Way Fire Department, in which he responds to this question. Please call Margaret Clark at (253) 661-3735 if you have questions regarding this memorandum or Mr. Hamilton's response. I:\99CMPAMN\Memo on Fire Response to Planning Commissiool5ß1/OO 3:15 PM EXH~BnT » PAGE~OF ..aL May 22, 2000 Margaret Clark City of Federal Way Dear Margaret, First let me apologize for not attending the recent meeting regarding the update to the Comprehensive Plan. I had an earlier commitment that I was hopeful would end in time to pennit my attendance, but obviously that did not occur. Per our conversation, you were requesting clarification on our response time standards. In the past, we utilized an Average Response Time Standard. Unfortunately, averaging data can be somewhat misleading in that a very quick response combined with a very long response will meet an Average Standard. The long response time can go unnoticed. We now utilize a Fractile Response Time Standard that identifies percentages of calls within a standard. This allows us to identify our response times by various time elements and provides a much more accurate representation. We have updated our standard for the latest revision to the Comprehensive Plan based upon actual response time data. We annually analyze our response time by zones within the District, providing infonnation on response times by geographic area. The components of response times are as follows: Dispatch Processing Time: This is the time from receipt of call in dispatch to tone-out. Note: We have one of the lowest dispatch processing times in the region. Reaction Time: This is the time from Tone-out to vehicles actually responding. Drive Time: This is the time from vehicle response to on-scene. EXH8sn-r ~ ..PAGE-lt- OF -4L Many fire agencies do not include dispatch processing time in their data. We include dispatch response times in our data since it is an accurate representation of response time from the caller's perspective. Our data shows the following: Percentage under 6 minutes: Percentage under 7 minutes: Percentage under 8 minutes: 60% 78% 89% The Dispatch Processing and Reaction times have been relatively stable, although our past data is in averages. Predictably, the drive time is the variable that provides the greatest challenge due to increased traffic congestion, and Federal Way is certainly no exception. Even though our vehicles are equipped with Opticom emitters that sequence traffic signals, getting through heavy traffic is still a difficult, and sometimes lengthy, process. The upgrades to major streets and intersections that are scheduled over the next few years should provide some relief. The other factor is related to positioning of apparatus due to simultaneous calls and training drills. If a call comes in for a zone whose apparatus is not in that zone, the response time will be extended. Weare addressing this issue through three initiatives. The first is to identify which types of training processes could be provided via our information system network versus bringing multiple companies together in a single location. This will permit the fire companies to remain in their' response zones during classroom training exercises, reducing their response times. We are currently upgrading our network bandwidth as part of the ATI fiber project. For our sites outside the City, we are evaluating fiber and wireless alternatives. We plan to implement training courses via our network in 2001. The second initiative is staffing all engine companies with a minimum of three personnel. Aside from a host of positive impacts on fire and EMS operations and safety, three-person staffing will reduce the number of engine companies required at a scene. This will permit more companies to stay in their response zone, reducing response times for simultaneous calls. We began this process in 1993, and now have four of our six engine companies staffed with three personnel. We will utilize savings from our move to Valleycom in 2002 to fund the third person at the final two companies. The third initiative is staffing of an additional EMS unit. This unit will help us to reduce the amount of simultaneous calls that result in bringing in apparatus from another zone. It will also provide us the opportunity to keep a staffed unit within an area of the district during those training drills that still require joint participation of multiple fire companies at a single location. The second EMS unit is dependent upon available funding, but our projections are for implementation within the next EXHu~nv_j) PAGE--LOF ..2., 2 - 3 years, at which time our staffing levels will have increased ftom fourteen (1993) to twenty-two. . I hope this clarifies why we modified our response time standards to reflect actual data. If there is any additional information that I can provide, please-do not hesitate to contact me at your convenience. . Sincerely, Jim Hamilton, Administrator EV'lLI1nr"l.'",~""? ~ h' Y-", Co', - PAGE~OF ...2.L ~cN ~ ';l~ :J.!f'I" c..C¡ c.J.o,..Jo..'.J o{J'..c..:. June 19, 2000 Mr. Phil Watkins Chairman LUTC City of Federal Way Federal Way, Wa 98023 Dear Mr. Watkins; I am writing this letter in response to the recommendations of the Planning Commission to deny our application to build a physician's clinic in the COmer of Hoyt Road and 340th .intersection (application # 3). I want to take this opportunity to address the concerns expressed by the residents during the hearing. I would also like the chance to present justifications to the LUTC before the final decision is made. I) First of all, I am sorry that the hearing last April 19, 2000 was postponed and rescheduled to May 3, 2000 due to lack of quorum. I was present at the scheduled meeting ready to present our request and answer questions, so the residents would understand our proposaL On May 3rd I was not able to present our case again during the hearing because I was out of the country. Rescheduling my flight was difficult and was not an option. . I am aware that there is an LUTC meeting that is scheduled on July 10, 2000. Unfortunately, I will be out of state for a business meeting. 2) The proposed project has several purposes, which would benefit the city, the neighborhood and the applicants as welL a) the area is not suited for residential as researched by the planning staff of the city of Federal Way (see attached recommendation~). Safety issues were cited by the planning staff for this area. b) the architectural design will enhance the appearance of the neighborhood as shown in the plan. Currently, tall grasses and bushes surround the parceL As far as privacy is concerned, the planning staff's recommendation to address this issue was followed when the architect drew the plan. Proposed conditions for a development agreement provided to us by the planning staff were also met. See artached exhibit. c) the proposed clinic will have a positive benefit to the community, as this business will not only cater to the insured population but will also have a Program to help the needs of the poor and the uninsured; will serve the needs of the neighboring residents if they desire to use the services. The convenience of the location is a plus to the EX H ~ fJ Wiè' .;þ PAGEJ...OF~ community; there is also a need to provide services to the Filipino-American community which is increasing in this city. The cultural and educational aspect of this population will be addressed. The business will help create jobs. 3) Lastly, I am willing to rework the proposed plan, taking into consideration the privacy issues. As a. homeowner myself, I am sensitive to this concern. Our architect and myself have worked very closely with the planning staff of the city of Federal Way. Countless hours were spent on this process and expenses were incurred because of our desire to see this project suèceed. I am willing to work with them again if given the chance in the future. Thank for your time and consideration. I look forward to hearing from you soon. Sincerely, .f~ I. ~ fs~llyj!. R~~ 1765 57th St. NE Tacoma, Wa 98422 Phone # (253) 841-5840 (day) Phone # (253) 927-4013 (eve) Cc: Mike Parks, Mayor Linda Kochmar, Deputy Mayor Jean Burbidge Michael Hellickson Dean McColgan Mary Gates David Moseley, City Manager EX HI ~ /8 ~7_.__-1L- PAGE-.tOF ~ SITE SPECIFIC REQUEST #3 - VELASCO REQUEST Ey~n!:~' . B PAGE~")Fa Parcel: Location: 921152-0590. West of the Hoyt Road SW and SW 340th Street intersection (Exhibit C, Page 4 of5). 32,547 square feet (0.75 acres). Sally Ramos. Dr. Velasco. Request to change the comprehensive plan.designation and zoning from Single Family High Density and RS 9.6 (one unit per 9,600 square feet) to Office Park and Professional Office. Size: Proponent: Owner: Request: Existing Comprehensive Plan: Existing Zoning: Proposed Comprehensive Plan: Proposed Zoning: Single Family High Density. RS 9.6 (one unit per 9,600 square feet). Office Park. Professional Office. Availability ofUtilities& Streets: Sanitary Sewer: Public Water: Storm Drainage: Provided by Lakehaven Utility District. Provided by the City of Tacoma. Existing drainage is via sheet flow off the site, along the side of the roadway, discharging onto adjacent paved streets. Access is from SW 340th Street and Hoyt Road SW. Additional frontage improvements will be necessary along the property frontage on SW 340th Street and Hoyt Road SW. Graveled to edge of paved road surface. Access: Improved Streets: Sidewalks: Availability oCPublic Services: Police: Provided by City of Federal Way. Fire/Emergency Medical: Provided by Federal Way Fire Department. Schools: Not applicable for a business use. Analysis: Background The original request was to change the comprehensive plan designation and zoning of 0.75 acres from Single Family High Density and RS 9.6 (one unit per 9,600 square feet) to Neighborhood Park and BN zoning to allow a physician's office. During the June 7, 1999 meeting, when all requests for comprehensive plan amendments were presented to the Land Use Transportation Committee (LUTe), staff recommended to the LUTC that the request be further analyzed based on a development agreement to be processed concuITently with the comprehensive plan. The LUTC detennined that an Office Park Page 6 oC9 EXH~æJ, ):>- PAGE-!.. J~".zL ß land use designation and OP (Office Park) zoning with a developmegA~":;a~reý , d. if appropriate based on polices contained within the comprehensive plan. E~('n..nf"'- ..,- i' '. i The City Council concurred with the LUTC's recommendation at the July 6, 1999, public hearing, at which time the City Council detennined which projects should be considered further. During staff analysis, it appeared that it may be more appropriate to recommend a PO (Professional Office) zoning designation because the PO zone is more restrictive in tenns of range of allowable. Jand uses, yet would still allow a physician's office. Staff review was based on a conceptual plan submitted by the applicant for the site (Exhibit C. Page 5 015). The intent of the conceptual plan is not for site development purposes but to detennine whether a physician's clinic can be developed on this site and meet all bulk and dimensional requirements (i.e., required yards and height restrictions) once all required road dedication and on-site detention provisions have been accounted for. Review is also intended to detennine whether all required parking; circulation features such as aisle width; adequate area, and location for garbage and recycling; and interior and perimeter landscaping can be provided in support of the building being proposed. If the requested change is granted by the City Council and the owner desires to develop the site, all then existing codes and regulations shall be complied with. At that time, more specific standards such as design guidelines and detailed landscaping, and requirements such as the KCSDWM shall be addressed, as well as compliance with SEPA. Because this is a conceptual plan, future compliance with City requirements may result in reduction of building size. If the request for a change in comprehensive plan designation is granted, any future pennits must be in substantial compliance with the conceptual plan. The Director of Community Development Services may administratively approve non-substantive changes. Neighborhood Characteristics The site lies on the northwest comer of Hoyt Road SW and SW 340'" Street intersection on a parcel currently zoned RS 9.6 (Single Family/one unit per 9,600 square feet). Based on language on the face of the underlying plat, Wedgewood West III, access to the existing undeveloped parcel is via a tract ([ract E) that connects it to SW 338'" Street, the current cul-de-sac to the northwest of the site. Also, the language on the face of the plat states that if the lot is developed for non-residential purposes, then pennission to access onto Hoyt Road must be obtained from the Public Works Department and no access would be pennitted via Tract E. The recorded plat of Wedge wood West III also shows a 20-foot water easement on the northwestern portion of the site. Based on a conversation with City of Tacoma staff, there is a six-inch water line located within this easement. If the request for a change to Professional Office (PO) is granted, city code requires Type I landscaping 10-.feet wide (solid screen) adjacent to the western property line when the property is developed. Type I landscaping consists of a mix of trees and shrubs. City of Tacoma will replace grass, shrubs, and pavement up to two inches in width if the easement is dug up for repair or maintenance of the water line; however, they will not replace trees. Recent development in the vicinity includes Hoyt Road Chevron, a gas station, on the southwestern comer of this intersection. In addition, the City is presently reviewing an application for a retail development on the southeastern comer of this intersection. Page 7 of9 EXH~BnrJ> PAGE~OF.a.L Environmental Analysis: E}frn.,: .. g PAGE--11-JF~ Sensitive Areas There are no environmentally sensitive areas associated with the site. The site consists of Alderwood soils on minimal slope with slight potential for erosion. Drainage The site is located within the Lower Puget Sound Sub-Basin, in an area identified for enhanced stormwater infiltration. The applicant submitted a conceptual proposal for a 10,150 square foot office with the request. Since more than 5,000 square feet of impervious surfaces would be created, when a land use permit is submitted, surface water runoff and treatment would be required per the KCSWDM, the Hylebos Basin Plan, and the City's adopted SEPA policies. Potential Traffic Impacts Assuming that the request was granted by the City Council, any traffic-related impacts associated with the development of the site as a physician's clinic would be addressed as part of the SEPA process at the time that a land use permit was submitted. Projectionsjor Population and Employment As presently zoned (RS 9.6), there may be a potential for two to three single-family residences. If the requested change is granted, and the site is developed as a 10,150 square foot clinic with 8,758 square feet of office and 1,412 square feet of common area, there is a potential.for 35 employees based on the ratio of one employee per 250 square feet of office space. Consistency with Comprehensive Plan Goals and Policies: Goal or Policy Comments LUPI5 Protect residential areas ftom impacts of .J?,\;I~J9,"'e,W1ique shape and location of the site, being adjacent non-residential uses. fbOi'd'¿fè<\'ontwosides by $treets (Hoyt Road is a minor LUP48 The City shall limit new commercial " ~ ¡îl¡¡dS~40" isa principal arterial), the site may not be sui' . Ie for singlefamilyhousing.ln;, development to existing commercial areas additiQn, there.isa.gassíâtion (Hoyt Road Chevron) on to protect residential areas. the s¡'ûthWeSlerncotnerOfthis intersection, aÍ1d the Citý'iS ptes;;~iIy .:cviewing an application for a retail develo,P!1à'1fJ~!J;tl¡ešouthèastern corner. If the propoSáI were approved,pursuant to a development a~ment,'(ëêrlåïi;tòridîtióriS'(No's 1,2,4, and 5 beio~)~ôüta:ti€~¥ô~~èd tóêîišurerompliance with LUP15. Page 8 of9 EXH~ß~T ~ PAGE-1!OF ..U- \ J.> ro pô$&1'Cotfd itiÒ¡¡s'rõrãD~;;î:;"p';;;t-Ag;;~;;;-;; t: E)fr_r " .- ," 6_- PA(;'L.~~. .;I.tf- 1. A fence, six feet minimum in height, shall be constructed along the west boundary of the property. 2. The minimum height of trees within the 10-foot wide Type I landscaping shall be eight-feet tall at planting. Said Type I landscaping shall be located along the western boundary on the inside of the fence. 3. Both the City of Tacoma and the City of Federal Way shall approve type of trees within the 20-foot City of Tacoma water easement. 4. The City of Tacoma will not replace trees within their easement, if said trees are damaged or killed during work on the underlying water line. Therefore, the property owner shall be solely responsible for replacement of these trees. 5. The building shall be no more than two-stories and 30 feet in height. 6. If the request for a change in comprehensive plan designation is granted, any future proposals shall be in substantial compliance with the conceptual plan (Exhibit C. Sheet 5 of 5). The Director of Community Development Services may administratively approve non-substantive changes. 1meM!' AMN\I'UM;.. Comm""'" '999 s;~ S¡><cilio ""-,dod6I&'OO J," PM EXH~P,"7".~ PAGE.iaJJF 41- Page 9 of9 / City of Federal Way Comprehensive Plan 19.99 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES 3:: A Velasco :: JJ Site Specific Request #3 ~ _. ::I ~B = .~ ~ . O' . f'(). ~m f""'I~ ~J 'b m= ¡..~ "'~ L\ ~~ N EXH~r"~ J>-- PAGt:.~~u .~J -@ EXHßlaGtf . ~~ PAGE :g~ . ~I&ç . ~~~~ ~ L i-~ ~ ~Q ;§ ";' is u.t Q « I~¡ (~ :r: Ii) .' L ~ j[ ~ ~ I~ :5 ; Ii ~ j Q ï ~ -1ó ~~~ ~Ð~ r~ ~~~ ' ~~~ / '~ ,-- .--- ------------ ---r í .~._~ ~ ~ ~I . A ^ ...,.- City of Federal Way Comprehensive Plan 1999 SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Composite Map N City limits "'." Potential Annexation Area - Site Requests ~m "'T"1 »'-" ~rn G) ~ j...: J: (.' m 00" ~. I;;.~ '!;..'. ' o~ A \~ r I ",. _.~ I~ I~ u_- . ~^^^ Proposed Designation: Comprehensive Plan: Office Park ZonIng: PO u5 ci D::: ~ :r: City of Federal Way Comprehensive Plan 19.99 . SITE SPECIFIC REQUESTS FOR COMPREHENSIVE PLAN DESIGNATION CHANGES Velasco Site Specific Request #3 ;g~ ø:t m~ :g~ f1 r"'\¿;.. O~~ ~. F, ClUJ ~ i! N I '16 «I>-. ~0,¡" ;:)¿ ~>-.~ ~qJ . q,~~ / '~ // , ~ ~ ~EB '- z , . ~~ STATE OF WASHINGTON DEPARTMENT OF COMMUNITY, TRADE AND ECONOMIC DEVELOPMENT 906 Columbia St. SW . PO Box 48300 . Olympia, W.,shington 98504-8300 . 1360) 753-2200 July 6, 2000 The Honorable Michael Park Mayor, City of Federal Way 33530 First Way South Federal Way, Washington 98003 Ex.H~ß~'T -)) PAGEJj(Ç!)F ~ ((0) Dear Mayor Park: Thank you for sending the Office of Community Development (OCD) the City of Federal Way's draft comprehensive plan amendments. (OCD is part of the Department of Community, Trade and Economic Development.) We recognize that the City of Federal Way has expended time, energy, and resources in developing these amendments. We have the following concerns about your amendments: . One of the goals of the Growth Management Act (GMA) is the reduction oflow-density sprawl. As we noted in our earlier letter to the City, the City shouid be aware that the Central Puget Sound Growth Management Hearings Board has found that densities of less than four units an acre are not considered urban densities. By not establishing a minimum density in the adopted plan's Single Family High Density designation, or even defining the term, the City could allow for development that does not provide for adequate urban densities, which does not prevent sprawl or allow for the efficient provisions of urban services. With more than 50 percent of the City's land area in a residential designation, and a vast majority of that in Single Family High Density, the adopted plan will not prevent single family residential areas from developing at less than urban densities. In fact, the City's other single-family designations, Single Family Low Density (one unit per five acres) and Single Family Medium Density (one to three units per acre), actually assure that new single-family development will not be built at urban densities. OCD recommends, as a strategy for achieving urban densities, in urban areas that are not environmentally constrained, to require parcels to be divided to minimum densities of at least four units an acre to encourage compact development within the urban growth area, to utilize land designated for urban uses efficiently, and to allow for the cost-effective provision of . ;:?. . 0 The Honorable Michael Park July 6, 2000 Page 2 EXHIB~J J- P AGE -ØI!f? f. ---'.L ,.' IÞ) infrastructure and city services. All parcels do not need to be developed at the time of subdivision, but they should be platted. The development should be placed in an appropriate manner and allowances for future infrastructure should be made so that future urban densities will not be precluded. OCD has good examples of this strategy. The GMA requires that comprehensive plans include detailed funding plans for their Capital Facilities Element and their Transportation Element. These finanCial plans must look out at least six years in anticipation of current needs and projected demands. They must include those projects that will be necessary to maintain adopted level of service standards. Further, they must identify actual and probable funding sources for those projects. The GMA r!,Cl"1£nin>oS that the '1e"rI for ca!';t~.! J'pr¡lit;es IL'1d transportation iofm.~tn¡c1J."e are ciirectJy related to the pattern of land uses and densities established by jurisdictions in their comprehensive plans. Land use is the engine that drives infrastructure cost. Each city and county must, therefore, show how it will pay for the capital facilities and transportation infrastructure required to support its land use plan. Funding for the Parks and Recreation component is inadequate to meet projected funding needs. The City should revise its projected park improvements or identify new sources of funding to finance these improvements. Thank you again for sending us a copy of your draft comprehensive plan amendments. We look forward to receiving your adopted amendments. If you have any questions or concerns about our comments or any other growth management issues, please call me at (360) 586-1239, or Ike Nwankwo at (360) 586-9118. RECEIVED BY """""MITV n"lfEI ()PMENT DEPART..~M' Sincerely, W/7 /~ !/d~ it;- y . . ,)¡¡#// /: ~ðæl~??~ -Þatrick Babineau Growth Management Planner Growth Management Program JUL 1 0 2000 PB:lw cc: Stephen Clifton, Community Development Director, City of Federal Way Ethan Raup, Director, Office of Policy and Regional Planning, King County Margaret H. Clark, Senior Planner, City of Federal Way Ike Nwankwo, OCD Ex.Hn~"-C » PAGL~JF ~. From: "Suzanne Waters Akana" <suzyakana@aoLcom> . To: <Patrick.Briggs@ci.federal-way.wa.us>, <Linda.Kochrnar@ci.federal-way.wa.us>, <Mary.Gates@ci.federal-way.wa.us>. <Jeanne.Burbidge@ci.federal-way.wa.us>. <Michael.Hellickson@ci.federal-way.wa.us>, <Dean.McColgan@ci.federal-way.wa.us>. <Phil.Watkins@ci.federal-way.wa.us> Date: 7/J.7/00 9:49PM Subject: Online Council Comment From Dear Council Members I am writing to you in reference to comprehensive plan changes for site specific request #3. (Velasco Request). I am writing on behalf of my family we reside at 4267 SW 338th Street. We strongly oppose the request to change the zoning from single family to office park professional office at the location of Hoyt Ròad SW and SW 340th Street. Our house borders the subject property. We strongly oppose this request for many different reasons. First of all as a financial standpoint from our own personal situation a medical building 20 feet away from our house would substantailly lower our property value. We bought our house with the knowledge that the property was zoned single family and that houses may be built on that property. This was compliant with the atmosphere we wanted for our family. According to the map of the site a two story thirty foot building could be built just twenty feet from our fence line. This makes our family very uncomfortable. We have two small children who play regularly in our backyard. The building would look down directly on our property. We feel this is an invasion of our privacy. and makes me nervous for the safety of our children. I know my neighbors. I don't know the people cycling through the medical office. If the medical building is built we feel that that would not be in compliance with the atmosphere we wanted for our children and would be forced to move. With the drop in property value I am afraid we could not buy an equivilant house in Federal Way and would be forced to move south for better property values. I have lived in Federal Way all my life and I love it here. The position that is being taken that the land has not been developed for resedential reasons due in part to being bordered by arterial streets on two of its three sides is unsubstantiated since directly accross the street on the North Eastern corner of 340th and Hoyt Road the houses wrap around the same type of corner. Also, we would like to point out that the recent development in the vicinity has been on the south side of 340th street the North side is all single family homes. Traffic is also an issue if the medical office was built. Increased traffic would congest the traffic light on 340th and Hoyt Road. We also heard that a right turn only would be put upbut the unfortunate truth is that most people do not follow those rules. The Chevron Station off Hoyt Road is a prime example. We feel that if this is approved that it will also adversely effect the city. Federal Way seems to have an abundance of vacant business buildings. Just take a look at Dashpoint Village, that is a sad sight. Why rezone, we are a growing city and seem to need more single family housing, why not build houses on this site. I do realize you get more income from a business, but why not fill the vacant office buildings first. In conclusion we hope that you realize that this isnot neccesarilly in ~he best interest of anyone. I just hope that in reading this you try to put yourself in our shoes. How would you feel if a thirty foot, two story building was going up twenty feet fromm your fence line, and every time you drove up your driveway you were staring at a medical building, not such a neighborhood feel anymore. Thank you for your time. Suzanne Waters Akana Please reply at your conveinence with your comments and feelings on this issue. I am very interested to see how you all see this issue and your arguements for and against. EXHr~n"1r ) PAGE...uOF aa From: "Stephen & Dianne Waters" <Steveh2os@foxinternet.net>. To: <patrick.Briggs@ci.federal-way.wa.us>, <Linda.KOChrnar@ci.federal-way.wa.us>, <Mary.Gates@ci.federal-way.wa.us>, <Jeanne.Burbidge@ci.federal-way.wa.us>, <Michael.Hellickson@ci.federal-way.wa.us>, <Dean.McColgan@ci.federal-way.wa.us>, <Phil.Watkins@ci.federal-way.wa.us> Date: 7/17/00 8:54PM Subject: Online Council Comment From RE: Site Specific Request # 3 (Velasco Request) Change Comprehensive Plan & zoning from high density, single family to business use. We are 24-year Federal Way residents. We became aware of the above rezone because our daughter's home adjoins the proposed rezone. Not only are we concerned by the adverse affect of a commercial business in our grandchildren's backyard," but also because we are aware of more and more commercial properties going unrented in the surrounding areas. The lack of occupants in these already established properties makes Federal Way appear to be on the decline. How can we justify rezoning existing Residential land to Commercial use in this environment? We cannot envision a need to take a clearly residential area and interject a business into it. There is no existing commercial use on the north side of S.W. 340th St. and we believe it should stay that way. The proposed rezone would likely have the following impacts: 1. Lower property values of neighboring homes (ie: two-story business & parking lot next door) 2. Increase traffic conjestion at the intersection (no good access to lot) 3. Put residents/children at increased visibility, therefore higher risk for crime 4. Leave another existing building vacant If residential homes were put on this property, with fences on the S.W. 340th & Hoyt road sides, there would be a natural Cul-de-Sac with access via a secondary road thus eliminating intersection congestion and providing a protected area for children to play. Thank you for your consideration..... Steve & Dianne Waters EXHIB~7 1>-..--- PAGE 2.\ûF 2. , � \� � � I ; i i ; �, � � � ' � � , I ��� � � / ^ �i � �j I i i � �I � � I I From Vi�io� to Plan Table of Contents • Chapter Contents One Two • Three Four Five Six Seven Eight Nine Ten Glossary List of Acronyms � CITY OF FEDERi4L 11VAY Comprehensive Pian Adopted November 1995 Revised December 1 �98 Revised 200� Lists of Tables, Maps, Figures, & Charts Introduction Land Use Transportation Economic Development Housing Capital Facilities City Center Potential Annexation Areas Natural Environment Private Utilities Page C-2 I-1 II-1 III-1 IV-1 V-1 VI-1 VII-1 VI�.I-� IX-1 X-1 G-1 G-7 Note: All chapters have been updated (in 2000) as part of the 1999 Comprehensive Plan Amendments. Federal Way Comprehensive Plan — Contents List of Tables Chapter Two — Land Use Table II-1 Net Commercial and Office Capacity Table II-2 Net Capacity of Residential Designations Table II-3 Net New Residential Capacity of Non-Residential Designations Table II-4 Summary of Additional Dwelling Unit Capacity Table II-5 Land Use Classifications Chapter Three — Transportation Table III-1 Table III-2 Table III-3 Table III-4 Table 111-5 Table 111-6 Table III-7 Table III-8 Table III-9 Table III-10 Table III-11 Table III-12 Table III-13 Table III-14 Table III-15 Table III-16 Table III-17 Table III-18 Table III-19 u Transportation Plan Chapter Subsection Key Service Providers Characteristics of Functional Classifications of Streets Washington State Access Classification System Chapter 468.52 WAC (7-14-94) City of Federal Way Access Management Standards Planning and Operational Levels of Service Major Street and Roadway Improvements • TSM Strategies Applicable to Federal Way Intelligent Traveler Systems (ITS) Applications in Federal Way Purposes of Walking and Biking Trips Non-Motorized User Problems and Solutions TIP Non-Motorized Improvements Evaluation of TDM Strategies Federal Way Mode Split Survey Results METRO Improvement Plan Projects in Federal Way Work Trips and Mode Split Estimates TIP HOV Improvements Federal Way Transportation Improvement Plan (TIP) — 1998-2004 Capital Improvement Program (CIP� — 2005-2015 Chapter Four — Economic Development Table IV-1 Summary of Development Potential in Southwest King County Cities Table IV-2 Economic Development Areas and Actions Table IV-3 Development Zones: Description Table IV-4 Development Zones and Land Use Table IV-5 Development Zones and Land Use � Revised 2000 C_2 � �� CJ • Federal Way Comprehensive Plan — Contents Chapter Five — Housing Table V-1 Annual Household Income by Household Size Table V-2 Affordable Housing for Retail and Service !�mployees Chapter Six — Capital Facilities Table VI-1 City of Federal Way Facilities Plan — 1998 to 2014, Surface Water Management Component Table VI-2 Transportation Improvement Plan (TIP) — 1998 to 2004 Table VI-3 Summary of Existing Parks and Open Space Table VI-4 Parks & Recreation Financing Plan Table VI-5 Summary of Existing Community Facilities Table VI-6 Project Community Facility Needs, 2001 - 2010 Table VI-7 Summary of Existing Facilities Capacities Table VI-8 Federal Way School District Student Forecast Table VI-9 Federal Way School District Six-Year Finance Plan Table VI-10 Lakehaven Utility District 2000 Adopted Capital Improvement Projects — Water Department Table VI-1 1 Lakehaven Utility District 2000 Adopted Capital Improvement Projects — Wastewater Department Chapter Seven — City Center Table VII-1 Gross Floor Area of Land Uses, City Center, April 2000 Chapter Ten — Private Utilities Table X-1 Substation Loads and Capacity Revised 2000 C-3 Federal Way Comprehensive Plan — Contents List of Maps Chapter Two — Land Use Map II-1 Comprehensive Plan Designations Map II-2 Generalized Existing Land Use Chapter Three — Transportation Map III-1 Map III-2 Map III-3 Map III-4 Map III-5 Map III-6 Map III-7 Map III-8 Map III-9 Map III-10 Map III-1 1 Map III-12 Map III-13 Map III-14 Map III-15 Map III-16 Map III-17 Map III-18 Map III-19 Map III-20 Map III-21 Map III-22 Map III-23 Map III-24 Map III-25 Map III-26 Map III-27A Map III-27B Travel Patterns from Residential Areas in the Federal Way Planning Area Existing Significant Streets & Highways Existing and Planned Traffic Signals Average Weekday Traffic (1992) Functional Classification of Existing Streets and Highways Proposed Functional Classifications of Streets and Highways Planned Street Sections WSDOT Access Management Classifications Federal Way Access Management Classifications Existing 1995 Congested Streets & Highways 2003 Congestion with Existing Streets 2015 Congestion with 2003 Improvements of Streets & Highways 2015 Congested Streets on 2003 Network 2015 Congested Streets on 2015 Network High Crash Rate Intersections High Crash Rate Corridors Recommended Major Street Improvements Inventory of Sidewalks on Major Streets (1992) Non-Motorized Facilities Plan All Day Transit Service Peak Hour Transit Service Proposed Transit Routes - Helicopter Landing Areas Recommended Heliport Siting Areas Through Truck Route Plan 6 Year TIP Locations 20 Year CIP Projects Regional CIP Projects C� • • Revised 2000 C-4 Federal Way Comprehensive Pian — Contents • • � Chapter Four — Economic Development Map IV Southwest King County and North Pierce County Sub Chapter Six — Capital Facilities Map VI-1 Map VI-2 Map VI-3 Map VI-4 Map VI-5 Map VI-6 Map VI-7 Map VI-8 Map VI-9 Map VI-10 Map VI-11 Map VI-12 Map VI-13 Map VI-14 Map VI-15 Hylebos & Lower Puget Sound Basins Surface Water Trunk Systems Functional Classifications of Existing Streets and Highways Major Parks & Open Space Parks Plan Planning Areas City Facilities Federal Way School District #210 Lakehaven Water Service Area Water Utility Major Components 1999 Water Well CIP Location Map 1999 Water CIP Loca�ion Map Lakehaven Sewer Service Area and Basins Sewer Utility Major Components 1999 Wastewater CIP Location Map Federal Way Fire Department #39 Chapter Seven — City Center Map VII-1 Map VII-2 Map VII-3 Map VII-4 Map VII-5 Map VII-6 Map VII-7 Map VII-8 Map VII-9 Vicinity Map Boundaries of City Center Area The Concept Plan City Center Land Use Designations Enhanced Street Network Principle Pedestrian and Bicycle Connections Potential Transit Alignments and Stops Potential Open Space and Bicycle Routes Phasing Concept, 1995-2005 Revised 2000 C-5 Federal Way Comprehensive Plan — Contents Chapter Eight — Potential Annexation Areas Map VIII-1 Map VIII-2 Map VIII-3 Map VIII-4 Map VIII-5 Map VIII-6 Map VIII-7 Map VIII-8 Map VIII-9 Map VIII-10 Federal Way Fire Department Federal Way School District #210 Parks Plan Planning Areas Lakehaven Utility District Boundary Lakehaven Sewer Service Area & Basins Hylebos & Lower Puget Sound Basins Functional Classifications of Existing Streets and Highways 25 Foot Contours Advisory Committee Recommendation Potential Annexation Areas Chapter Nine — Natural Environment Map IX-1 Areas Susceptible to Ground Water Contamination Map IX-2 Surface Water Resources Map IX-3 Geologic Hazards Map IX-4 Priority Habitats & Species Chapter Ten — Public Utilities Map X-1 Council Approved PAA Boundary Map X-2 Existing and Proposed Improvements to the Sub-Transmission System Map X-3 Washington Natural Gas Supply Mains Map X-4 Proposed Improvements (Puget Sound Energy) Map X-5 Cable Service by TCI • � U • Revised 2000 C-6 Federal Way Comprehensive Plan — Contents • List of Figures � C� Chapter Two — Land Use Figure II-1 Percent Gross Land Area Figure II-2 The Concept Plan Figure II-3 Population Projection Chapter Three — Transportation Figure III-1 Historical Transportation Infrastructure Figure III-2 Current Multimodal Transportation Systems Figure III-3 Roadway Cross Section A& B Roadway Cross Section C& D Roadway Cross Section E& F Roadway Cross Section G& H Roadway Cross Section I& J Roadway Cross Section K& L Roadway Cross Section M& N Roadway Cross Section O& P Roadway Cross Section Q& R Roadway Cross Section S& T Roadway Cross Section U& V Roadway Cross Section W& X Roadway Cross Section Y& Z Figure III-4 Special Cross Sections Figure III-5 Land Use Intensity vs. Transit Demand Chapter Five — Housing Figure V-1 Federal Way Age Distribution by Population in 1990 Figure V-2 Federal Way's Housing Stock Figure V-4 Projected Households vs. Historic Housing Growth Revised 2000 C_7 Federal Way Comprehensive Plan — Contents • Chapter Seven — City Center Figure VII-1 Figure VII-2 Figure VII-3 Figure VII-4 Figure VII-5 Figure VII-6 Aerial View of City Center Potential Core Area Development Potential Frame Area Development Potential Redevelopment of Surface Parking Areas Illustration of City Center, 1995 Conditions Illustration of City Center Evolution, 2025 Chapter Ten — Private Utilities Figure X-1 Electricity Supply from Source to Customer Figure X-2 Typical Washington Natural Gas Distribution System Figure X-3 Cable Source to Customer • • Revised 2000 C_g Introduction �_. _�__ _ _ � �____ ._._ _ _ ���---_- __ _ __�___ _ . __ _ _ _ _ � ____ � � ��__ ) -- , � � � �- ___ �,� . � �� � _ __ ___ _ _ _________ � C � � 0 � � 0 � � � � � 0 ` � Federal Way Comprehensive Plan — Introduction • 1.0 INTRODUCTION The Plan seeks to answer a number of questions: • The Comprehensive Plan lays out a vision for the future of Federal Way during a 20-year period (1992- 2012) and responds to the requirements of the Growth Management Act (GMA) of 1990 and subsequent amendments. The Plan also carries out Vision 2020, the Puget Sound region's multiple urban growth centers concept, and King County's Countywide Planning Policies (CWPP's), which call for multiple urban centers and a strong urban growth boundary. This chapter gives an overview of the comprehensive planning effort, profiles Federal Way's past and present, and concludes with a discussion of Federal Way's vision for its future. This plan contains a glossary of terms at the end of the document to help the reader with terms that may not be clear or understandable. 1.1 THE COMPREHENSIVE PLANNING EFFORT Why Plan? Federal Way plans for people. People need a safe and secure place to live, an economy that provides jobs, a transportation system that allows them to get around, schools, colleges, and recreational opportunities. 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 City of Federal Way's Comprehensive Plan is to state clearly our community's vision for its future, and to articulate a plan for accomplishing this • vision over a 20-year period (1992-2012). ■ What areas are most suitable for development or redevelopment? ■ What areas should be preserved in their natural state? ■ Where should growth occur? ■ How can we manage that growth to realize our vision for the community? ■ How should we address traffic congestion? ■ How many parks do we need, of what size, kind, and where? ■ 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 Pian's chapters addresses these questions, and more, in the areas of transportation, land use, historic preservation, 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 Plan also sets a clear frame- work for where the community will need to spend money on capital facilities, how much, and identifies available funding sources. As a whole, this Compre- hensive Plan offers a flexible framework for Federal Way's future, allowing for adaptation to real conditions over time. Why Revise Our Plan? Between 1990, when the interim comprehensive plan was first adopted by the City of Federai Way, and today, the City has grown from 19.9 square miles and 67,554 people, to 21.5 square miles and 77,010 people. This rapid growth and change in the character of the City has naturally provided impetus to revise and update the Comprehensive Plan. This Comprehensive Plan, and the code amendments which follow it, reflect the unique characteristics of our community and public input on Federal Way's vision for its future. Revised 2000 �-� Federal Way Comprehensive Ptan — Introduction Requirements of the Growth Management Act The Growth Management Act (RCW 36.70A. 140), was passed by the Washington State Legislature in 1990, with amendments added in 1991. 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 Legislature was responding not only to the rate of growth, but also to the type and location of growth. Two-thirds of the State's population and household growth in the 1980's took place in unincorporated areas, and pro-duced sprawling subdivisions, commercial strips, and urbanization of land, which only ten years before, was rural. This rapid growth pattern resulted in increased traffic congestion and inadequate public services, and has threatened forest land, agricultural land, and environmentally sensitive areas such as wetlands. These impacts have been felt in Federal Way, just as they have been felt in other parts of the State. The GMA requires that each jurisdiction produce a comprehensive plan which contains, at a minimum, elements pertaining to land use, transportation, capital facilities, housing, and private utilities. These elements must be consistent with one another. Jurisdictions also are required to adopt policies and regulations protecting resource lands and critical areas, such as agricultural land, wetlands, and hillsides. Each jurisdiction must coordinate its plan with the plans of surrounding jurisdictions. The Act 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 boun- dary beyond which it will not annex. 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. The 1991 amendments to the GMA require all cou?ities planning under the act to adopt CWPP's. 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 CWPP's for King County. These policies were adopted in 1992 and are binding on the jurisdictions in the County. In 1994, amendments to the CWPP's were proposed by the GMPC. These amendments were subsequently adopted by King County and are binding on all jurisdictions in the County, although it should be noted that Federal Way voted not to ratify. The Federal Way Comprehensive Plan has been prepared according to the provisions of the GMA and the CWPP's. However, 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 GMA requirements, and are based in part upon State and regional goals, they primarily reflect the vision and goals of our own citizens. How Was the Plan Developed? The ideas in this Plan 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 oppor-tunities for citizens to participate in CityShape. City-Shape is the name given to the City's comprehensive planning project. CityShape is the process that was used to develop this Comprehensive Plan and is also the name of the Plan itself. Perhaps what most distinguishes the GMA from previous planning statutes is the requirement that CityShape, the process, started in the Fall of 1992 • with a series of open houses and field trips. The first Revised 2000 �_2 Federal Way Comprehensive Pian — Introduction • • � open house was held on September 16, and featured displays from all City departments and the various special service districts. The event had two objectives. The first was to explain to citizens how urban services are delivered, how much those services cost, and how citizens could be involved in the development of the City's new Plan. The second objective was to have people describe their likes and dislikes about the City as it existed in 1992 and share their thoughts about what the City ought to look like in 20 years. The second major CityShape event occurred on October 26, 1992. The event was a field trip to Burnaby and Vancouver, British Columbia, to look at one possible future for Federal Way. The Vancouver area has a light rail system called Sky Train and Burnaby has a high density suburban shopping mall 20 miles southeast of downtown Vancouver. The City took 70 members of its various Boards and Commissions to look at how light rail works; how land use is influenced by rail and vice versa; what a redeveloped, mixed use, high intensity shopping mall looks like; and how attractive higher density residential neighborhoods can look, given specific development guidelines. On November 19, 1992, the City conducted a second open house. This time the objective was to review and evaluate three land use plan alternatives. The first alternative was a slow growth concept with a land use pattern that was fairly similar to what cunently exists in the City. The second was a moderate growth concept that focused the majority of new growth in a redeveloped, higher density, mixed use downtown. The third alternative was a higher growth scenario that included the downtown concept of alternative two, but also envisioned an expanded office park/business park concept in the vicinity of West Campus and the 348th Street corridor. Those present seemed to favor a hybrid with characteristics of alternatives two and three. Economic development and growth was the topic of the third open house held January 21, 1993. The CityShape staff team presented three economic development alternatives with low, medium, and higher growth concepts. Participants expressed support for a medium to high growth scenario that diversified the economic base in Federal Way and gave the community about as many jobs as there are projected households in the year 2012. The next open house was held on March 10, 1993, and focused on the vision for a City Center. Attendees completed two exercises. The first was to evaluate three alternative orientations for a downtown: easd west along 320th Street, north/south in the vicinity of 20th Avenue, and along a diagonal from Steel Lake Park to 320th and Highway 99. The second exercise was to use building blocks to accommodate projected growth in the downtown. T'he higher the density, the smaller the area for downtown. The lower the density, the more spread out the downtown. Participants concluded that a higher density, pedestrian-friendly downtown oriented north/south from the center of SeaTac Mall made good sense and accommodated a high capacity transit system in fine fashion. On June 2, 1993, the city staff provided interested citizens a short course in transportation planning. The presentation identified the congested street corridors as they were in 1992 and projected how and where congestion would increase by 2012, given the impacts of growth. Staff also presented five different arterial improvement alternatives which would either maintain or reduce congestion by 2012, together with some estimate of the effectiveness of particular arterial improvements for resolving transportation problems in the community. The participants concluded that the maximum construction option called "super widening" was not appropriate or even feasible. They did, however, favor a more modest list of arteriai improvements, including a"diagonal parkway" along the BPA power line, which generally maintained the 1992 level of service. The last two public forums dealt with capital facilities planning. The first of these was held June 22, 1993. At this session, staff gave participants level of service options for streets and parks, provided cost estimates associated with each level of service, and asked participants working in groups to agree on the level of service they wanted for streets and parks based on their willingness to pay for service. With a high level of consensus, participants were willing to pay for a parks level of service of 10.5 acres per thousand Revised 2000 I-3 Federal Way Comprehensive Ptan — Introduction population. Given the cost for streets, the desired level of service was to lower the standard about 60 percent from the 1993 level. The second capital facilities public forum was held December 9, 1993, and focused on how to pay for services. At this forum, each work group was given a work sheet that described total capital costs for parks and streets, and data describing the revenue sources available to cities and how much revenue each source could potentially generate. The objective was to develop a financing package, including recommended taxing levels, which would pay for the desired street and park system. There was a lot of disagreement, but voter-approved bond issues, impact fees, and to a lesser extent, utility taxes received some support as the preferred revenue sources. On the other hand, there was near total agreement that there should be no business and occupation tax in Federal Way. In November 1993, the City published a draft environ- mental impact statement that evaluated the various growth, land use, City Center, transportation, and capital facilities options. In addition, the staff- consulting team began writing the various chapters of the Comprehensive Plan, consistent with the direction that emerged from the field trips, open houses, and public meetings. Early in 1994, the City's Planning Commission began holding work sessions, to which the public was invited, to review each of the chapters as they were written and provide comments and feedback as appropriate. The Commission started with the Private Utilities chapter on March 2, followed by Housing (3-9-94), Potential Annexation (3-16-94), Natural Environment (4-13-94), Economic Development (4-27-94), Land Use and City Center (6- 1-94), Capital Facilities (8-3-94), and ended with the Transportation Chapter on September 7, 1994. In the Fall of 1994, staff was ready to begin assimilating the individual chapters to create an integrated Comprehensive Plan. As part of that process, staff concluded it was again time to touch base with the City Council to ensure the Plan was on target with their expectations. To facilitate the discussion, staff prepared a two-page vision statement that summarized the Plan. The City Council reviewed the vision statemen� at a • retreat on February 24, and 25, 1995, and indicated it was on target. The vision statement was subsequently expanded to a 20 page executive summary of the Plan, including general policy direction. On April 18, 1995, the City Council conducted a public hearing on the expanded vision statement and, based in part on the testimony, proposed some amendments to it. On May 2, the City Council formally reviewed the expanded vision statement and directed staff to complete the Comprehensive Plan as soon as possible. To this point, the narrative has focused on the formal public participation process. Concurrently, there were a series of ineetings to which staff was invited to talk about the future of Federal Way, vision, land use plan- ning in general, and the Comprehensive Plan more specifically. There were hundreds of these meetings over the course of two years. They included slide shows, small discussion groups, meetings with neigh- borhood associations, the Chamber of Commerce's monthly luncheon and its subcommittees, real estate brokers, property owners, elementary and high school classrooms, displays at the mall, civic organizations, • and many others. The result was broad based interest and participation in the development of the City's new Comprehensive Plan. At the time the Plan was released, the mailing list contained over 700 names, all of whom were notified that the Hearing Draft Comprehensive Plan was available for public review and comment. The Hearing Draft of the Comprehensive Plan was completed and released for public review on July 5, 1995. Subsequently, the Comprehensive Plan was adopted on November 21, 1995, by the City Council per Ordinance 95-248. Thereafter, amendments to the Plan were adopted per Ordinance 98-330 on December 15, 1998. Organization of The Plan While we cannot predict the future, we can attempt to shape the type of community in which we live, work, and play. The Comprehensive Plan functions as the City's statement of how it will meet the challenges posed by growth in the 21 S` century. . Revised 2000 1_4 Federal Way Comprehensive Plan — Introduction • �� L_J • The heart of the Plan is the nine individual elements that outline goals and policies. The Plan includes five elements that are mandated by the GMA: land use, transportation, capital facilities, housing, and private utilities. It also includes four elements which the GMA does not mandate, but that are very appropriate. The first is an economic development element that is not only recommended by the CWPP's, but also recognizes Federal Way's position as a major employer in South King County. The second is an annexation element as has been discussed earlier in this chapter. The third is a chapter that describes the City's commitment to the preservation of the natural environment and the policy direction to make it happen. Finally, the Plan includes a subarea plan for the City Center that reflects the City's vision for the future and helps to implement the regional vision for a hierarchy of urban centers in the Puget Sound. Each of these elements has been coordinated with the others, resulting in a Plan which is internally consis- tent. Each of the goals in the Plan, while expressing a specific policy direction, also functions as part of a coordinated expression of the City's vision for the future. Plan implementation is the next step and is discussed in the final section of this chapter. 1.2 FEDERAL WAY'S COMMUNITY PROFILE: PAST AND PRESENT Planning for the future requires a good understanding of how our community has grown and changed in the past. The following discussion provides that backdrop as a context for subsequent chapters. The earliest recorded accounts of the Federal Way area tell of Native American families who resided in the area of the Muckleshoot Reservation on the east side of the Green River Valley and traveled west to the shores of Puget Sound for the plentiful fisheries resources. Generations of Muckleshoot Indians wore a westward trail across the heavily forested plateau to the area which is now Saltwater State Park. The arrival of the white man in the nineteenth century resulted in a steady decline in the Indian population and by 1890, nearly the entire population had � disappeared from the area. Isolated on a triangular shaped plateau rising steeply from Puget Sound, the Federal Way area had little waterfront access or roadways and accordingly, was sparingly developed compared to Tacoma and Seattle. As late as the turn of the century, the original settlers at Dash Point and Dumas Bay had to row to Tacoma for supplies and mail. Old Military Road, constructed around 1856 and extending north from Fort Steilacoom, past Star Lake to Seattle and Fort Lawton, was the first road through the area. Over time, narrow dirt roads were added to provide east/west access and by 1900, a road was constructed between Star Lake and Redondo. The second crossroad, the "Seattle Road," connected old Military Road and Kent. The Seattle-Tacoma Interurban Line, completed in 1901, provided a fast and easy way to reach these urban cities. Improved access brought many visitors to the area and Star Lake became a popular summer recreation site. By the 1920's, 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 railroad line and were instrumental in getting Marine View Highway (now Dash Point Road) built in the early 1920's. 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 Revised 2000 I-5 Federal Way Comprehensive Plan — Introduction each of these communities grew, residents built small schoolhouses for their children. By the late 1940's, 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 1950's, 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 SeaTac Mail, built in the mid-1970's on what was farmland south of 320th Street. The Mall is one of the largest 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 intersection with Interstate 5. The Interstate supplanted Highway 99 as the main artery for commuter traffic in the County. � By the mid 1980's, South King County was growing quickly. Retail growth occurred along Highway 99, especially at the 320th Street intersection. Road 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. Federal Way's Future Vision Federal Way's challenge for the future is to protect what the community believes is most important, while meeting the State's growth management goals. The following paragraphs describe what Federal Way will look like in the year 2012, and beyond, if it balances these growth management mandates with the needs and desires of Federal Way citizens. Federal Way is a great place to live, work, and play because of its: 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 (contracting model) strategies, along with economic growth, have allowed the community to enjoy a moderate tax rate, with bond issues approved to support major projects. The community vision has maintained a focus and continuity for staff and fiscal resources on the defined vision. . Responsible Growth: The community realized that some level of growth in all segments of the • community (economic, population, housing, etc.) was Revised 2000 I-6 Federal Way Comprehensive Plan — Introduction �� inevitable, and chose to channel that growth into very specific development goals. The overall character of the community has remained much as it was 20 years ago. Infrastructure has been developed concurrently with growth, preserving the community's quality of life. 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. • • Development goals have fostered the preservation of a primarily residential community and open natural areas, with concentrated urban development in the City's Center. An increase in the number of corporate headquarters, some annexation, and build out of available single-family sites, at competitive prices, has accommodated modest population growth. Some new multi-family development is concentrated in the City Center/99 corridor area, primarily through downtown condominiums. This pedestrian friendly, multi-use City Center, with multi-story and underground parking facilities works well for many. Most Federal Way citizens enjoy the pedestrian plazas of the City Center. Statewide planning goal #6 states, "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." The City supports preservation of private property rights; however, property rights must be balanced with the health, safety, and general welfare of the community. 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. As an "edge city," Federal Way is also home to several corporate headquarters located in and around the Weyerhaeuser campus. 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 segment of the economy has netted economic spinoffs for Federal Way's small business community, as small business provides support services for the corporate park companies. Growth in the small business economy has generated some redevelopment of previously large retail warehouse facilities to accommodate office, retail, and E�c�ent Tra�c 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 the corporate campus and City Center have 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's Center. Youth have found the transportation system easy and safe to use in getting to school. 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. A professional and compassionate law enforcement force communicates clearly with the community's diverse populations and business community, providing a visible community presence, as well as acceptabie 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. 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 Revised 2000 1_7 Federal Way Comprehensive Plan — Introduction leadership of the Federal Way School District and Highline Community College have contributed to the community's economic growth, providing a trained work force and quality education for the families of employers who locate here. The City has been the catalyst for creating a one-stop shopping center for human services, with programs at all levels of government requiring greater participation from clients in improving their individual situations. Qualiry Culture, Environment, and Play: Parks, trails, sports, 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, which is yielding more and better facilities, and joint facility utilization than any one agency could provide alone. A performing and cultural arts center has been built, although it will require operating subsidies for its first eight years. 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. 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, 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 This Plan is intended to manage growth and change in Federal Way over the next 20 years. The future described in the Plan cannot be achieved all at once. Over the life of the Plan, growth will likely occur more slowly at times, more rapidly at others, and in somewhat different patterns and sequences than is currently foreseen. The best a Plan can be is a well- educated guess about how to accommodate people and conditions that cannot be known in advance. An effective Plan must be flexible enough to succeed • within a range of likely conditions and can be adjusted as those conditions are monitored and evaluated, while maintaining a steady aim at its ultimate goals. 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. Other regional efforts have safeguarded the community against outside impacts that detract from our community's quality of life. 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 will not be easily achieved. It will reyuire difficult choices. In order to grow gracefully, and remain a healthy and desirable community, tomorrow's higher density growth areas must be How Will The Plan Be Implemented? Adopting a Comprehensive Plan is the first step toward realizing the City's vision. The vision is achieved when the Plan is implemented. Federal Way's implementation program is comprised of a combination of short-term and long-term actions. Some of the short-term actions include amendment of the City's zoning code and approval of rezones that match the Plan's land use designations. 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 Plan as conditions change; and developing a capital investment program that allocates • resources to projects that will spur the City's development in the direction envisioned in the Plan. Revised 2000 �_g Federal Way Comprehensive Plan — Introduction • • Subarea Plans: Will follow the adoption of the Plan and will produce amendments that tailor the Plan's citywide perspective to individual areas, whether they are neighborhood retail nodes, or light manufacturing areas. This plan contains a subarea plan for the City Center. Subarea plans are expected to continue to aid in adjusting and fine-tuning the Plan over time. Coordination with Other Jurisdictions: Federal Way representatives have participated with King County, other cities, and the Puget Sound Regional Council in numerous discussions. Some issues have been addressed and others have been identified for additional discussion. 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: To implement the Plan will include retaining, modifying, and/or replacing existing regulations, and/or drafting new regulations consistent with the policies and goals of the Plan. 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 Plan's goals. The framework will add dimension to the Plan's goals by enabling them to be addressed over time. Monitoring and Evaluation: This will be done periodically to assess progress toward achieving Comprehensive Plan 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 Plan elements, as well as with the GMA and County and regional growth plans. Monitoring and evaluation will lead to both Plan amendments and improved ability to project future conditions. Citizen participation in City processes will build upon the dialogue between government and citizens that began with the development and adoption of the Plan. The City will strive to find improved means to communicate with, and involve citizens in planning and decision-making. 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 Plan. 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. • Human Services, Public Safety, and Environmental Planning: These will continue to build upon the foundation established by the Plan. Much of the Comprehensive Plan, 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 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 inter- relationships 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 Plan. The Plan 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 program area plans). City officials will generally make decisions on specific City actions by following ordinances, resolutions, budgets, or program area plans that themselves reflect relevant Plan policies, rather than by referring directly to this Plan. Implementation of most policies involves a range of City actions over Revised 2000 �_g Federal Way Comprehensive Plan — Introduction time, so one cannot simply ask whether a specific action or project would fulfill a particular Plan 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. Discussion is provided to explain the context in which decisions on goals and policies have been made, the reasons for those decisions, and how the goals and policies are related. The discussion portions of the Plan do not establish or modify policies, but they may help to interpret policies. • 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 Plan. 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 Plan 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. Before this Plan was adopted, the City of Federal Way had many policies in place which were approved over the course of many years, and which affect the full range of programs and services provided by the City. To the extent a conflict may arise between such a policy and this Plan, the Plan will generally prevail, except that policies that are used in the application of existing development regulations shall continue to be used until those regulations are made consistent with the plan pursuant to RCW 36.70A. 040. Appendices to the Plan contain certain required maps, inventories, and other information required by the GMA, and in some cases further data, discussion, and analysis. The appendices are not to be read as establishing or modifying policies or requirements, unless specified for such purposes in the Plan policies. For example, descriptions of current programs in an appendix do not require that the same program be continued, and detailed estimates of how the City may expect to achieve certain goals do not establish additional goals or requirements. Comprehensive Plan Amendment Process The City will update this Plan annually in order to keep this document current with the community's vision and the City Council's policy direction. In addition to updating chapters, such as Capital Facilities, the public will also be notified that a comprehensive plan amendment will be taking place. Individual reyuests will be considered during the annual update process. Acknowledgments The City Council and staff thank the hundreds of citizens who have made the CityShape project a success. We look forward to working with you and others over the coming years to make your vision Federal Way's future. r • • Revised 2000 I-10 r � � � C � � � \' � i i � � � ; � i � `� J I � ���� � � ; i I , � -� i i , i I I From Vi��o� to Pian Federal Way Comprehensive Plan — Land Use � � � 2.0 INTRODUCTION Through the CityShape and Vision process, the community produced a general concept of what the City should look and function like in the future. This general concept was used to form the basis of the Land Use chapter. The Land Use chapter serves as the foundation of the Comprehensive Plan by providing a framework for Federal Way's future development, and by setting forth policy direction for Federal Way's cunent 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 II-1) that provides 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 services, employment, parks, open space, and housing to meet future demand. 2.1 THE LAND USE CONCEPT 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-2 (Generalized Existing Land Use) and Figure II-1 (Percent Gross Land Area By Existing Land Use), in March 2000, 40 percent of Federal Way's gross land area was developed as_single-family development, 9 percent as multiple family development, and 13 percent for office, retail, and manufacturing uses. Updates to the Comprehensive Plan will not substantially modify this land use pattern. What will change is how various pieces of the land use pattern interact to achieve common land use goals. Figure II-2 depicts the land use concept. The land use concept should result in the following: Figure II-I PERCENT GROSS LAND AREA BY EXISTING LAND USE March 2000 Commercial 6% Industrial Vacant I � 3% 1g% � ;, I ���� Multi-Family � � 9% Office 4�io Open Space 4% Single Family 40% _ Park s�ia Quasi-Public 5% Recreation 1% Religious Services 1% ■ 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; ■ Creation of a network of parks and open space areas; ■ Diversification of the City's employment base by creating distinct employment areas; ■ Promotion of new opportunities for residential development near transit centers; ■ Provision of community and commercial services to residential communities; ■ To the extent practicable, preservation of environ- mentally sensitive areas; ■ Promotion of convenient residentially scaled shopping for residential neighborhoods; Revised 2000 II-1 Federal Way Comprehensive Plan — Land Use Figure II-2 The Concept Plan Diagram ConcYntrate ncwv devdopmettt In tf�e Highrray 99/(-5 oorridoc. Devciop infrastrudure to support; corridor devdopment 7ransfocm retaii core into a new � mixed-use Ccty Center. ,� Preserve and enhance aristing singit- family neighborhocids. Create a network of parks and open space corTidors. . �� t Diversify employmen[ bas� by � creating distind employrnent areas �`_ � Create new iatensive �esidettt�al communities supported by iransi� Provide commuaitv and commercial services t,o residerttial communities. Preserve enviro�men(a11y sensitive land from adverse devetapment � . � � Revised 2000 II-2 CITY OF FEDERAL WAY COMPREHENSIVE PLAN • COMPREHENSIVE PLAN DESIGNATIONS ADOPTED, REVISED DECEMBER 23, 1998 LANDUSE ELEMENT Legend: �''� � Federal Way City Limits /�,� Potential Annexation Area � Legend: City Center Core `� `� City Center Frame Corporate Park Office Park Professional Office Com mercial/Recreation Business Park � Neighborhood Business � Community Business ° Parks and Open Space ° Multi-Family Single Family-High Density Single Family-Medium Density Single Family-Low Density — SCALE -- 1 Inch equals 3,750 Feet � �� � QIS DIVISION MAP II-1 NOTE: This map is intended for use as a p�aphical representation only, The City of Federal Way makes no warranty as to its accuracy October 2000 $N/cl • • u Puget Sound Pov�rry �Y ��� . � "''� ���•� �. �, � �; I� ��� y' �� � '� � � .��� � � �� � � �U � ! � . 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' _ � ; !C� �� � � � �� MARSHALL�� A ' ��� � �� � � � `�� � �� ��+ I � � ��dg��-� � ' \ i - ----- � � r �` ; � � .�, � ��� t ,----'---i' `�� � . , �� I � � . , � r I I; � { I , 1 I � _ I i � I - r- ', 1 - � � � CITY OF FEDERAL WAY COMPREHENSIVE PLAN GENERALIZED EXISTING LAND USE LANDUSE ELEMENT Legend: °°, Federal Way City Limits �' Other City Limits �� County Boundary °~'°� Federal Way City Center � Residential - Single Family � Residential - Multi-Family � Commercial � Industrial � Office � Institutional Uses (�ncludes schools, hospitals, fire stations, postal facilities utilities, and park and ride lots) � Religious Services Public Park Recreation � Open Space, Common Areas and Urainage � pgriculture � Vacant Source: King County Assessor. Data is based on 1995 valuations. Land use information is not available for all parcels. No land use information is available fur Pierce County. - SCALE � 1 Inch equals 4,000 Feet «� oF G � � a�$ ���5��� M A P 1 I-2 NOTE: This map is intended for use as a praphical, representation only. The City of Federal Way makes no warran�r as to its accuracy irirrted February 2000 $N/cpmapsluseb.aml Federal Way Comprehensive Plan — Land Use � ■ Promotion of housing in the City's commercial areas close to shopping and employment; In conjunction with the Economic Development chapter, this Land Use chapter promotes the following: ■ Promotion of redevelopment of "strip commercial" areas along major arterials into attractive, mixed- use corridors served by auto and transit; ■ Promotion of the development of well designed commercial and office developments; and ■ Accommodation of Puget Sound Regional Council growth projections within the proposed land use plan area. 2.2 RELATIONSHIP TO OTHER LAND USE CHAPTERS The land use concept set forth in this chapter is consistent with all Comprehensive Plan chapters. • Internal consistency among the chapters of the Comprehensive Plan translates into coordinated growth and an efficient use of limited resources. Below is a brief discussion of how the Land Use chapter relates to the other chapters of the Comprehensive Plan. • Economic Development Federal Way's economy is disproportionately divided; retail and service industries comprise nearly two-thirds of Federal Way's employment base. Dependence on retail trade stems primarily from the City's evolution into a regional shopping destination for South King County and northeast Pierce County. Increased regional competition from other retail areas, such as Tukwila and the Auburn SuperMall, may impact the City's ability to capture future retail dollars. To improve Federal Way's economic outlook, the economic development strategy is to promote a more diverse economy. A diversified economy should achieve a better balance between jobs and housing and supports the City's quality of life. ■ A City Center composed of mid-rise office buildings, mixed-use retail, and housing. ■ Community Business and Business Park development in the South 348th Street area. ■ Continued development of West Campus. ■ Development of East Campus (Weyerhaeuser Corporate and Office Park properties). ■ Redevelopment and development of the SR-99 corridor into an area of quality commercial and mixed use development. ■ Utilizing design standards for commercial areas. The land use map designations support development necessary to achieve the above (see the Compre- hensive Plan Designations Map II-1). A complete discussion of economic development is set forth in the Economic Development chapter. Capital Facilities Capital facilities provided by the City include: trans- portation and streets, parks and open space, and surface water management. Infrastructure and Urban Services The amount and availability of urban services and infrastructure influences the location and pace of future growth. The City is responsible for the con- struction and maintenance of parks and recreation facilities, streets and transportation improvements, and surface water facilities. Providing for future growth while maintaining existing improvements is dependent upon the community's willingness to pay for the construction and financing of new facilities and the maintenance of existing facilities. As outlined in the Capital Facilities Plan, new infrastructure and Revised 2000 II-5 Federal Way Comprehensive Plan — Land Use services may be financed by voter approved bonds, impact fees, and money from the City's general fund. Parks & Open Space i To capitalize on the City's available resources for urban services and infrastructure, this Land Use chapter recognizes that concentrating growth is far more cost effective than allowing continued urban sprawl. Concentrating growth also supports the enhancement of future transit improvements. Water Availability Based on reports from the Lakehaven Utility District, the estimated available yield from the underlying aquifers is 10.1 MGD (10 year average based on aver- age annual rainfall). The total 10-year average with- drawal from the aquifers is 9.4 MGD (10 year average annual based on actual production). The District controls which wells to use, thus which aquifers are being pumped from, based on a number of considerations including water levels and rainfall. As a result, the water levels in the ayuifers have remained stable. Concentrating growth, along with conservation measures, should help to conserve water. Water Quality Maintaining a clean source of water is vital to the health and livability of the City. Preserving water quality ensures a clean source of drinking water; and, continued health of the City's streams and lakes. Maintaining water yuality is also important for maintaining the health of the aquifers which rely on surface water for recharge. Contamination of an aquifer, by contaminated surface water, could lead to serious health concerns. To address this concern and impacts of new development, the City prepared a Surface Water Management Plan. The plan specifies actions to ensure water quality including the development of regional detention/retention facilities to control rate and quality of water runoff. Further- more, development of a wellhead protection program with the Lakehaven Utility District should provide guidelines to avoid possible contamination. Policies contained in the Natural Environment chapter provide direction for development near wellheads and in aquifer recharge areas. For a complete discussion, please refer to the Capital Facilities chapter. One of the most important and valued elements of a high quality living and working environment is a parks and open space system. Providing parks and open spaces contributes to a reduction in environ- mental impacts such as noise and air pollution; increases the value of adjacent properties; provides areas for passive and active recreation; and helps preserve the natural beauty of the City. To maximize open space opportunities, the City will coordinate with adjacent jurisdictions to create a region-wide open space system as contemplated in the Countywide Planning Policies (CWPP's). Map II-1 depicts areas where existing and/or proposed parks and open spaces are located. This map is consistent with the City's Comprehensive Parks, Recreation, and Open Space Plan. For a complete discussion, please refer to the Comprehensive Parks, Recreation, and Open Space Plan. Potential Annexation Area To facilitate intergovernmental planning and policy coordination, the CWPP's require each jurisdiction to, "... designate a potential annexation area" (PAA). The City's PAA lies within unincorporated King County, generally east of the present City boundary. The boundary has been defined through cooperative agreements between the City and adjacent jurisdictions. Land use designations are currently not proposed by the City for this area. City provided urban services and utilities (to the extent the City controls such services, either directly or by contract) may be provided to the PAA upon annexation. In the future, the amount of land and population to be annexed into the City will depend on the number of annexation petitions received by the City and the availability of urban services. The City does not intend to actively seek annexations. A comprehensive plan for the PAA may be prepared by the City to assign land use designations and zoning. This plan will provide guidance for all future citizen initiated annexation proposals. A complete discussion regarding the City's PAA's can be found in the Potential Annexation Area chapter. � • Revised 2000 ��-g Federal Way Comprehensive Plan — Land Use u • � Natural Environment Federal Way's natural beauty is apparent. Lakes, streams, wetlands, and Puget Sound provide a scenic backdrop as well as a source for active and passive recreation. The Land Use chapter seeks to protect Federal Way's unique natural resources through policies that support the preservation of these areas for future generations. For a complete discussion, please refer to the Natural Environment chapter. Housing Housing is a basic need and a major factor in the quality of life for individuals and families. An adequate supply of affordable, attractive, and functional housing is fundamental to achieving a sense of community. The central issue related to land use is supplying enough land to accommodate projected growth for a range of incomes and households. Presently, housing is provided primarily in single family subdivisions or multiple-unit complexes. This plan devises strategies to increase housing options and choices. The Land Use chapter advocates changes to current development codes to increase flexibility in platting land and encourage housing as part of mixed-use developments in commercial areas. The latter provides an opportunity to locate housing closer to employment and shopping, and create affordable housing. A complete discussion of housing can be found in the Housing chapter. City Center Map II-1 depicts two City Center land use designations—the City Center Core and City Center Frame. The creation of an identifiable and vibrant "downtown" is one of the primary goals identified by the community during the CityShape planning process. The policies of the Land Use and City Center chapters envision a concentrated City Center comprised of mixed-use developments, pedestrian- oriented streetscapes, livable and affordable housing, Reduce Sprawl – Reduce the inappropriate conversion of undeveloped land into sprawling, low-density development. Open Space and Recreation – Encourage the retention of open space and development of recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks. a network of public spaces and parks, and development of superior design and quality. The City Center will provide a central gathering place for the community where civic and cultural activities and events take place. A complete discussion of the City Center can be found in the City Center Chapter. 2.3 POLICY BACKGROUND State and County land use policies provide a statutory framework for the development of City land use policies. It is important to briefly review State and County level policies to better understand the historical conditions which have shaped the goals and policies in this chapter. Growth Management Act The GMA acknowledges 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 Act provides a framework for content and adoption of local comprehensive plans. The Act provides 13 goals to be, "...used exclusively for the purpose of guiding development of comprehensive plans and development regulations." A number of the State 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. Revised 2000 II-7 Federal Way Comprehensive Plan — Land Use 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 cunent 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 pursuant to state and federal law. contained herein have been prepared to implement the CWPP's as they apply to the City. CWPP's 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 develop- ment. CWPP's have the most direct impact on land use policies in this chapter. By undertaking the following actions, the Land Use chapter is consistent with CWPP's direction: ■ Promoting phased development for efficient use of land and urban services; ■ Creating a City Center (urban center) as an area of concentrated employment and housing, served by high capacity transit, public facilities, parks, and � open space; • Regional Policies Vision 2020 and the CWPP's, both required by GMA, provide a regional framework to achieve the goals of the GMA. Vision 2020 is the long-range growth management, economic, and transportation strategy for the central Puget Sound region encompassing King, Kitsap, Pierce, and Snohomish counties. It provides broad direction agreed to by member jurisdictions. Most notable is Vision 2020's direction for Regional Transportatiorr. An important connection between Vision 2020 policies and the City's land use policies is development of an urban center, referred to as the City Center Core in this Comprehensive Plan. Urban centers are to accommodate a significant share of new growth, services, and facilities. The idea is to, "...build an environment in the urban centers that will attract residents and businesses" by concentrating residences, shopping, and employment in close proximity to each other and regional transit. The CWPP's are a further refinement of policy direction contained in the GMA and Vision 2020 and are a result of a collaborative process between King County and the suburban cities within. Policies ■ Limiting growth outside the City Center to areas that are already urbanized; ■ Encouraging in-fill development; ■ Expanding business and office park development to include limited commercial; and ■ Establishing incentives to achieve desired goals. 2.4 PROJECTED GROWTH 8� DEVELOPMENT CAPACITY Projected Growth In 1999, approximately 77,010 people called Federal Way home. Most of the growth to date occurred during the decades of the 1960's and 1980's during which time the City's population doubled. Federal Way is now the seventh largest city in the State and the third largest in King County. � Revised 2000 II-8 Federal Way Comprehensive Plan — Land Use � � �� �� Future population and employment growth has been forecasted through a cooperative effort between the state, counties, and cities (Figure II-3). Through the CWPP's, the City's target ranges for household and employment growth over the 1992-2012 period is defined. Federal Way's original target }�:ousehold range was 13,425 - 16,566. Based on annexations since the target was adopted, this target has been adjusted to 13,713 - 16,854. The_employment target range is 13,300 - 16,400. Population Projection Central Puget Sound Region ................................................... a.tai � 4 s: �a �_� c . .............................. ..... Q ' . I ��. . � 3 ; z:�s� o . . . . . ... . .... .. 2 i�-... . .. ... .. . . . . . .. . ... . . � �� j� � 2 '� .......................................... a � ' :.................................................... 0 � , , 1960 1970 1980 1990 2000 2010 2020 Figure II-3 Development Capacity Through the goals and policies of the Comprehensive Plan and adopted zoning designations, the City is required to show that it has the capacity to accommodate projected growth target ranges for housing and employment. To determine the City's ability to accommodate forecasted growth (both residential and employment) a capacity analysis was conducted in 1995 and updated in January 2000. The results of this effort are summarized in Tables II-1 thru II-4, and in the following Methodology section. Methodology Using a methodology consistent with the recommendations of the King County Land Capacity Task Force, the City calculated capacity for all land use designations. In general, capacity is defined as the number of additional dwelling units or square feet of improved floor space (commercial and industrial uses) that can be accommodated based on existing zoning. Capacity figures for both vacant and redevelopable land were calculated. In general, parcels were divided into three categories: fully-developed and parcels that were excluded from the capacity analysis; parcels that could be redeveloped; and parcels that were vacant. Parcels excluded from the capacity analysis included parcels owned by public agencies, which were unlikely to be developed. Commercial and industrial zoned parcels categorized as redevelopable are those where the ratio of improvements to land value is less than 50 percent. In residentiai zones, redevelopable parcels are those parcels which can be subdivided, or where the density can otherwise be increased, for example, redeveloped from single-family to multiple family. The City mapped environmental constraints; therefore, critical areas were taken out at a parcel level. A series of discounts were then further applied. For non-residential zones, these discounts included right-of-way, public purpose factor, and building footprint factors. For residential zones, these discounts included right-of-way and public purpose factors. In addition to the reductions outlined above, a market discount factor was applied on a case-by-case basis depending on local conditions. Application of the market factor (discount) acknowledges that not all potentially developable parcels will be available for development and that some parcels may not be financially feasible to develop or redevelop. Employment figures were then derived from the final square footage calculations for non-residential zones using commonly acceptable square foot per employee ratios. Revised 2000 II-9 Federal Way Comprehensive Plan - Land Use Capacity Analysis The following tables (Table II-1 thru II-4) illustrate the City's development capacity. In summary, the employment figure of 49,724 new. jobs shows that the City has the capacity to easily accor��modate projected employment growth (13,300 - 16,400 new jobs) over the 1992 - 2012 time period. As shown in Table II-4, the City has the capacity to accommodate 12,169 additional households. Since the adoption of the targets in 1992, 1,912 new residential units have been permitted. Therefore, the remaining target is 11,801 to 14,942. The City's capacity of 12,169 is within this range. In addition, the City has commenced its review and evaluation under RCW 36.70A.215, to be completed by 2002. The review and evaluation include market analysis, transportation modeling and other staff analysis, to determine the density of housing already constructed and the amount of land developed for commercial and industrial use, and will further substantiate the amount of land needed for commercial, industrial, and housing for the remaining portion of the 20-year period. 2.5 URBAN DESIGN AND • FORM In addition to guiding development, the Land Use chapter will also guide 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, will serve as a basis from which to develop appropriate implementation measures. Implementation of design standards will be achieved primarily through a series of zoning amend- ments and design guidelines, to be used as an integral component of the development review process. Commercial guidelines will support comprehensive plan policies by addressing integration and preservation of natural features; location and type of pedestrian amenities and public spaces; pedestrian and vehicle circulation; building setbacks, orientation, form, and scale; landscaping; and mixed-use design. Residential design guidelines, potentially as a component of subarea plans, will address neighbor-hood character, and compatibility between residential and mixed-use/ • commercial development. Table II-1 Net Commercial and Office Capacity Zoning Designations Building Area/Gross Floor Area (in acres) Employment VaCant Redevelopable Net Developable # new jobs Business Park 77.5 23.1 90.6 4,935 City Center Core 26.2 71.1 48.6 5,296 Ciry Center Frame 11.4 16.7 14.1 1,531 Community Business 60.1 46.9 71.'7 6,247 Corporate Park 9.2 5.5 14.7 2,563 Neighborhood Business 15.7 5.8 14.4 1,258 O�ce 157.1 11.0 160.1 27,894 Totals 357.2 180.1 414.2 49,724 The capacity of the crty's commercia! and o�ce areas (Table I/-I) supporl �he shij� �oward divers�ing the job markel by providing jorJurure growih in employnienl seclors o�her • Revised 2000 11-10 Federal Way Comprehensive Plan — Land Use � Net Cap: Dwelling Units Zonin 17,171 13,643 Fami Table II-2 of Residential Zoning Designations enation Vacant/Redev (ootential unit Total Net Units 21,022 New residenlia! oppori:nri�ies ("%able //-?) wil/ be provided Ihroiigh Ihe ewi�i��ued build-ou� oJexisling niul�iple faniily ureas and along wi�h in Jill rniAplauin� oJreneaining parcels in si�igle junii/y areas. Table //-3 shows lhaf approximate/y ', 329 dwe!ling m�ils oJnew mulriple janii/y housing wi// be provided in »on- resrdeiuiul desi�,nialions. Residen�iul nun�bers do no� include acressory dwelling miits. Table II-3 Net New Residential Capacity of Non-Residential Zonin� Designations Net Developable Zoning Designation Residential Acres Potential Dwelling Units City Center Core 48.6 3,026 City Center Frame 14.1 875 Neighborhood Business 7.1 310 Community Business 353 1,539 Business Park ] 0.1 877 Office Park 8.1 '702 Totals 123.3 7,329 � • Goal LUG1 Improve the appearance and funetion of the built environment. Policies LUPl Use residential design performance standards to maintain neighborhood character and ensure compatibility with surrounding uses. LUP2 Use design and performance standards to achieve a greater range of housing options in multiple family designations. LUP3 Use design and performance standards to create attractive and desirable commercial and office developments. Revised 2000 II-11 Table II-4 Summary of Additional Dwelling Unit Capacity Federal Way Comprehensive Plan — Land Use 2.6 DEVELOPMENT REVIEW PROCESS The Land Use chapter provides the policy foundation for implementing zoning and development regulations. In developing policy concerning future land use regulations, or revisions to existing regulations, every effort was made to instill certainty and efficiency in the development process. State legislation has focused on developing streamlined and timely permit processing. The City has conducted Developer Forums to solicit input regarding the City's permit processing system. Comments received during the Forums provided invaluable information to evaluate the City's permit system. Through the following policies, the City continues to strive to provide an efficient and timely review system. 2.7 CITYWIDE POLICIES \ J Goal LUG2 Develop an e�cient and timely development review process based on a public/private parrnership. Policies LUP4 Maximize efficiency of the development review process. LUPS Assist developers with proposals by continuing to offer preapplication meetings in order to produce projects that will be reviewed efficientiy. 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. LUP8 Increase efficiency in the permit process by responding to State legislation concerning development review processes. Citywide policies apply to all Comprehensive Plan 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 LUP9 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. LUP10 Support a diverse community comprised of neighborhoods which provide a range of housing options; a vibrant City Center; well designed and functioning commercial areas; and distinctive neighborhood retail areas. LUPl l Support the continuation of a strong residential community. � LUP12 Evaluate household and employment forecasts on a periodic basis to ensure that land use policies based on previous assumptions are current. LUP13 Distribute park and recreational opportunities equitably throughout the City. 2.8 LAND USE DESIGNATIONS The land use designations in the Comprehensive Plan 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 Plan. 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). • Revised 2000 11_12 Federai Way Comprehensive Plan — Land Use �� r� L_J • Residential Areas Single Family Federal Way is known for its quality single family neighborhoods. This section contains goals and policies that �vill 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. To address future housing needs, the Land Use chapter encourages new techniques for developing single family subdivisions. Such techniques include clustering, planned unit developments, lot size averaging, and zero lot line development. New to single family neighborhoods is the introduction of accessory dwelling units and special needs housing as required by State law and City ordinance. Furthermore, future residential code revisions will address the compatibility and design of in-fill development and special needs housing. Single Family Low Density The Single Family Low Density designation retains larger urban lots in order to avoid development pres- sure on or near environmentally sensitive areas 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. The Single Family Low Density designation continues the historic application of low density zoning in areas that lack urban services and infrastructure. Moreover, the application of large urban lot zoning is appropriate to avoid excessive development pressures on or near environmentally sensitive areas as well as to serve as a buffer between adjacent land use designations of higher densities. The Single Family Low Density designation in the Spring Valley and Dumas Bay areas have numerous environmentally sensitive features including, but not limited to: wetlands, flooding potential, geologicaily hazardous areas, streams (including salmonid habitat), and wildlife habitat, and groundwater infiltration potential. Due to the sensitive nature of this area, the Draft Hylebos Creek and Lower Puget Sound Plan recommends zoning of one lot per five acres. 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. 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 and designated as Single Family Low. Some areas designated as Single Family Medium still lack urban services and infrastructure. 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. As with the Single Family Low designation, the Single Family Medium designations south of South 356th is located in the West Branch Hylebos Creek Sub-Basin. As noted in the Single Family Low Density description, this sub-basin contains a number of environmentally sensitive areas. Single Family High Density A majority of the single family residential land in the City is designated as Single Family High Density. Urban densities of approximately 4.5, 6.0, and 8.7 dwelling units per acre in the RS 9.6, RS 7.2, and RS 5.0 zoning districts respectively, 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. Revised 2000 II-13 Federal Way Comprehensive Plan — land Use Future Single Family High Density development should provide good access to collector and arterial streets. Goal LUP20 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. � LUG3 Preserve and protect Federal Way's single- family neighborhoods. LUG3.1 Provide wide range of housing densities and types in the single family designated areas. Policies LUP14 Maintain and protect the character of existing and future single-family neighborhoods through strict enforcement of the City's land use regulations. LUP15 Protect residential areas from impacts of adjacent non-residential uses. LUP16 Revise existing land use regulations to pro- vide for innovation and flexibility in the design of new single family developments and in-fill. LUP17 Encourage the development of transpor- tation routes and facilities to serve single family neighborhoods. Special attention should be given to pedestrian circulation. LUP18 Encourage the development of parks and the dedication of open space in and adjacent to residential areas to preserve the natural setting of Federal Way. LUP19 Consider special development techniques (e.g., accessory dwelling units, zero lot lines, lot size averaging, and planned unit developments) in single-family areas, provided they result in residential development consistent with the quality and character of existing neighborhoods. Multiple Family The multiple family residential land use designation represents an opportunity to provide a range of housing types to accommodate anticipated residential growth. Increasing population, the decline in average family size, and increasing cost of single family homes have created heavy demand for new housing types. The Land Use chapter encourages the development of new housing types, such as duplexes, townhouses, and condominiums in existing multiple family areas and within mixed-use development in commercial areas. During the 1980's, the City's landscape changed, as a number of large apartment complexes were con- structed. These apartments, often built without regard to scale or amenities, created a general dissatisfaction with the appearance of multiple family development. Future code revisions should address issues regarding appearance, scale, location, and type of dwelling units. Incentives for creating desired development such as duplexes and townhouses should be considered. Multiple Family Multiple Family designations in large part are in areas currently zoned for multiple 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. Residential design guidelines that address design and appearance of multiple family developments were adopted in 1998. The primary goal of residential design guidelines is to develop multiple family housing that is reflective of the community's character and appearance. �� �J • Revised 2000 II-14 Federal Way Comprehensive Plan — Land Use • � • Goal LUG4 Provide a wide range of housing types and densities commensurate with the community's needs and preferences. Policies LUP21 Allow and encourage a variety of multiple family housing types in designated commercial areas, especially in the City Center Core and City Center Frame areas. General Policies for Commercial, Office, and Business Park The following general policies apply to all commercial, office, and business park designations. Specific goals and policies related to each land use designation follow the discussion of each, except for Corporate Park and Commercial Recreation. These two designations, and the uses allowed in them, are defined by preannexation concomitant development agreements with the City. Policies LUP22 Use design and performance standards for multiple family developments to achieve LUP26 Provide employment and business integration in commercial developments. opportunities by allocating adequate land Performance standards should focus on for commercial, office, and business park scale, appearance, and compatibility. development. LUP23 Support multiple family development with transportation and capital facilities improvements. LUP24 Multiple family residential development should be designed to provide privacy and common open space. Variations in facades and roof lines should be used to add character and interest to multiple family developments. LUP25 Encourage the establishment of street pat- terns and amenities that encourage walking, bicycling, and transit use. Commercial Designations Existing commercial areas are auto-oriented and characterized by one-story low intensity development. LUP32 In the future, these areas will become more intensively developed and pedestrian oriented, and in some designations, accommodate housing. Transforming existing areas into places where people want to live, shop, and work requires changes. Commercial areas should contain street furniture, trees, pedestrian shelters, well marked crosswalks, and buildings oriented to and along the street to provide interest and allow easy pedestrian access. LUP27 Encourage development of regional uses in the City Center. LUP28 Develop regulatory incentives to promote common open space, public art, and plazas in commercial and office deve(opments. LUP29 Provide for a mix of commercial and residential uses in commercial areas. LUP30 Ensure compatibility between mixed-use developments and residential areas by regu- lating height, scale, setbacks, and buffers. LUP31 Encourage quality design and pedestrian and vehicle circulation in office, commercial, and business park developments. Encourage commercial development to locate along street edge (where deemed appropriate) to provide pedestrian street access. Provide pedestrian access between developments and to transit stations. LUP33 Identify and designate streets where on- street parking can be safely provided without unduly slowing traffic flow or jeopardizing traffic safety. Revised 2000 II-15 Federal Way Comprehensive Plan — Land Use LUP34 Provide developer incentives for inclusion of housing in commercial projects. Business Park office, retail, government uses, and residential uses • are concentrated. Other uses such as cultural/ civic facilities, community services, and housing will be highly encouraged. The Business Park designation encompasses the uses found in areas where large undeveloped and underdeveloped parcels, having convenient access to Interstate 5 and Highway 18, provide a natural location for business park development. The Business Park designation is intended to capture the growing demand for higher quality, mixed-use business parks which permit a mixture of light manufacturing, warehouse/distribution, office, and limited retail uses to serve the immediate needs in the area. Goal LUGS Develop a quality business park area that supports surrounding commercial areas. Policies LUP35 Encourage quality, mixed-use development for office, manufacturing, and distribution centers. LUP36 Develop business parks which fit into their surroundings by grouping similar industries in order to reduce or eliminate land use con- flicts, allow sharing of public facilities and services, and improve traffic flow and safety LUP37 Develop a South 348th Street Subarea Plan to address development of a street grid, open space, storm drainage, utilities, and building locations. LUP38 Limit retail uses to those that serve the needs of people employed in the area. Commercial City Center Core The intent of establishing the City Center Core is to create a higher density, mixed-use designation where City Center Frame The City Center Frame designation provides a zone of less dense, mixed use development physically surrounding a portion of the City Center Core. The Frame area will have similar look and feel of the Core, but, the emphasis will be on providing residential development with accessory retail and office uses. 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. Community Business The Community Business designation encompasses two major retail areas of the City: It covers the "strip" retail areas along SR-99 and the large "bulk" retail • area found near the South 348th Street area, approximately between SR-99 and I-5. Community Business allows a large range of uses and is the City's largest retail designation in terms of area. The Community Business designation generally runs along both sides of SR-99 from South 272nd to South 348th. A wide range of development types, appearance, ages, function, and scale can be found along SR-99. Older, single-story developments provide excellent opportunities for redevelopment. Due in part to convenient access and available land, the South 348th Street area has become a preferred location for large bulk retailers such as Eagle Hardware, Home Depot, and Costco. Due to the siae of these facilities, the challenge will be to develop these uses into well functioning, aesthetically pleasing retail environments. To create retail areas that are aesthetically and functionally attractive, revised development standards, applied through Community Business zoning, address design quality, mixed-use, and the integration of auto, • pedestrian, and transit circulation. Site design, Revised 2000 II-16 Federal Way Comprehensive Plan — Land Use • modulation, and setback requirements are also addressed. The size and scale of hotels, motels, and institutional uses should be limited in scale so as not to compete with the City Center. r � L J • Goal LUG6 Transform Community Business areas into vital, attractive, mixed-use areas that appeal to pedestrians and motorists and enhance the community's image. Policies LUP39 Encourage transformation of Pacific Highway (SR-99) Community Business corridor into a quality mixed-use retail area. Retail development along the corridor, exclusive of the City Center, should be designed to integrate auto, pedestrian, and transit circulation. Integration of public amenities and open space into retail and office development should also be encouraged. 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 neigh- borhood 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. Goal LUG7 LUP40 Encourage auto-oriented large bulk retailers to locate in the South 348th Street Community Business area. Policies Neighborhood Business There are nearly a dozen various sized nodes of Neighborhood Business located throughout the City. These nodes are areas that have historically provided retail and/or services to adjacent residential areas. This Plan recognizes the importance of firmly fixed boundaries to prevent commercial intrusion into adjacent neighborhoods. An economic analysis done as part of the 1995 comprehensive planning process determined that every new resident could support 15 square feet of new commercial use. At that time, based on this multiplier and forecasted population growth, existing sites provided sufficient capacity to accommodate existing and future demand for Neighborhood Business space. The City is in the process of preparing a new Market Analysis. Provide neighborhood and community scale retail centers for the Ciry's neighborhoods. LUP41 Integrate retail developments into surrounding neighborhoods through attention to quality design and function. LUP42 Encourage pedestrian and bicycle access to neighborhood shopping and services. LUP43 Encourage neighborhood retail and personal services to locate at appropriate locations where local economic demand and design solutions demonstrate compatibility with the neighborhood. LUP44 Retail and personal services should be encouraged to group together within planned centers to allow for ease of pedestrian movement. Revised 2000 ��_� 7 Federal Way Comprehensive Plan — Land Use LUP45 Neighborhood Business centers should Office Park • consist of neighborhood scale retail and personal services. LUP46 Encourage mixed residential and commercial development in Neighborhood Business designations where compatibility with nearby uses can be demonstrated. LUP47 Neighborhood Business areas should be served by transit. LUP48 The City shall limit new commercial development to existing commercial areas to protect residential areas. The Office Park designation emphasizes high quality office development that allows for a mix of office and compatible manufacturing type activities. This classification also permits a limited amount of retail support services, along with the current mix of office and light manufacturing uses. Corporate Park The Corporate Park designation applies to Weyerhaeuser property generally located east of Interstate Highway 5. The property is a unique site, both in terms of its development capacity and natural features. Commercial Recreation The Commercial Recreation designation acknowledges the unique recreational opportunity associated with the Enchanted Park property. Enchanted Park is an indoor/outdoor amusement facility most noted for its water park. A preannexation concomitant development agreement has established the comprehensive plan designation and zoning (Office Park-4) particular to Enchanted Park. �fflC@ Federal Way is well known for its quality office parks. Developments within the West Campus area embody good design and are representative of desired future office park development. Office park development in West Campus is complemented by the Weyerhaeuser Corporate Headquarters in East Campus. Together, office and corporate park development will provide new job opportunities within the community. Professional Office The Corporate Park land use designation applies only to the Weyerhaeuser Corporate Campus. The Corporate Park designation is surrounded by Office designations with OP-1, 2, & 3 zoning. These Office Park zones are anticipated to develop as corporate headquarters, offices, and ancillary uses. These types of developments are characterized by large contiguous sites containing landscaping, open space, and buildings of superior quality. These Office Park zones are for the development of other corporate head- quarters and office parks that serve to complement Weyerhaeuser Corporate headquarters. Development standards and conditions for these two designations are unique to Weyerhaeuser's property and are outlined in a preannexation concomitant development agreement entered into by the City and Weyerhaeuser Corporation. Goal LUG8 Create offce and corporate park develop- ment that is known regionally for its design and function. The Professional Office designation is intended to allow for well-designed small-scale office development compatible to adjacent residential neighborhoods. Policy LUP49 Continue to encourage quality office development in West and East Campus Office and Corporate Park designations. • Revised 2000 ��_�g Federai Way Comprehensive Plan — Land Use \ J 2.8.5 SHORELINE MASTER PROGRAM recreation; and 3) the use of the water, shoreline, and uplands for other categories of land and water uses and activities not specified in this master program. • Purpose The Shoreline Management Act (SMA) �dentifies seven land and water use elements that, if appropriate to the community, are to be dealt with in the development of area-wide shoreline goals. They include: shoreline use, economic development, public access, conservation, recreation, historical/cultural, and circulation. Master programs are also encouraged to include any other elements which, because of present uses or future needs, are deemed appropriate to effect-uate the policy of the Shoreline Management Act. Residential land use of shorelines of the state within Federal Way makes up the largest share of the developed shorelines in the city. Much of the undeveloped shoreline is in private ownership, subdivided into small lots and presently zoned to allow for residential use. Because of present and future needs of residential shoreline use, goals and policies have been formulated as part of a residential element to guide and plan for that development. The following comprehensive set of shoreline goals provide the foundation and framework on which the balance of the master program has been based. These goals and policies are reflective of the level of achievement believed to be intrinsically desirable for all shoreline uses, needs, and developments, and establish a program policy commensurate with the intent and objectives of the Shoreline Management Act. The policies contained herein should be enforced through the applicable chapters of the Federal Way City Code. Shoreline Use Element An element which deals with the distribution, location, and extent of: 1) the use of shore(ines and adjacent areas for housing, transportation, office, • public buildings and utilities, education, and natural resources; 2) the use of the water for aquaculture and Goal LUG9 Preserve or develop shorelines, adjacent uplands, and adjacent water areas in a manner that assures a balance of shoreline uses with minimal adverse effect on the qualiry of life, water, and environment. Policies LUP50 Shoreline land and water areas particularly suited for specific and appropriate uses should be designated and reserved for such uses. LUP51 Shoreline land and water uses should satisfy the economic, social, and physical needs of the regional population, but should not exceed the physical carrying capacity of the shoreline areas. LUP52 Where appropriate, land and water uses should be located to restore or enhance the land and water environments. LUP53 Like or compatible shoreline uses should be clustered or distributed in a rational manner, rather than allowed to develop haphazardly. LUP54 Multiple uses of shoreline should be encouraged where location and integration of compatible uses or activities are feasible. LUP55 Unique and fragile areas of the shoreline should be protected from uses or activities that will have an adverse effect on the land or water environment. LUP56 Non-residential uses or activities which are not shoreline dependent should be encouraged to locate or relocate away from the shoreline. Revised 2000 II-19 Federal Way Comprehensive Plan — Land Use LUP57 Federal Way shall consider the goals, objectives, and policies within the shoreline master program in all land use management actions regarding the use or development of adjacent uplands or the water areas, adjacent uplands and associated wetlands or streams within its jurisdiction where such use or development will have an adverse effect on designated shorelines. Public Access Element An element making provision for public access to publicly-owned shorelines and assessing the need for providing public access to shoreline areas. Goal LUG10 Increase public access to shoreline areas provided that private rights, public safety, and the natural shoreline character are not Policies adversely affected. LUP58 Development of public access should respect and protect the enjoyment of private rights on shoreline property. a. Shoreline access areas should be plan- ned to include ancillary facilities such as parking and sanitation when appropriate. b. Shoreline access and ancillary facilities should be designed and developed to provide adequate protection for adjacent private properties. LUP59 Public access should be maintained and regulated. a. Public access should be policed and improved consistent with intensity of use. b. The provision 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 hazard for pedestrian safety. Facilities in public shoreline access areas should be properly maintained and operated. LUP60 Design of access should provide for the public health, safety, and enjoyment. a. Appropriate signs should be used to designate publicly owned shorelines. b. Within the shoreline environment, pedestrian and non-motorized access should be encouraged. c. Public access to and along the water's • edge should be available in publicly owned shorelines that are tolerant of human activity. LUP61 Priority for access acquisition should consider resource desirability, availability, and proximity of population. a. A shoreline element in the parks acquisition and development program should be encouraged so that future shoreline access is acquired and developed by established criteria and standards as part of an overall master plan. LUP62 Public access shouid be provided in new shoreline developments. a. There should be incentives to encourage private property owners to provide shoreline access. � Revised 2000 ��_Zp Federai Way Comprehensive Plan — Land Use �� • • b. Public pedestrian easements should be provided in future land use authoriza- tions, and in the case of Federal Way projects along lakes, streams, ponds, and marine lands, whenever shoreline features are appropriate for public use. Shorelines of the City that include, but are not limited to, any of the following conditions should be considered for pedestrian easements: 1. Areas of significant, historical, geological, and/or biological circumstances. 2. Areas presently being legally used, or historically having been legally used, by the public along the shoreline for access. 3. Where public funds have been expended on or related to the water body. LUP63 Shorelines of the City should be available to all people for passive use and enjoyment. a. Viewpoints, lookouts, and vistas of shorelines of the City should be publicly accessible. b. New developments should minimize visual and physical obstruction of the water from shoreline roads and upland owners. LUP64 General policies. a. Where appropriate, utility and transportation rights-of-way on the shoreline should be made available for public access and use. b. Publicly-owned street ends which abut the shoreline should be retained and/or reclaimed for public access. c. Shoreline recreational facilities and other public access points should be connected by trails, bicycle pathways, and other access links where appropriate. d. Public pedestrian easements and access points should be of a nature and scale that would be compatible with the abut- ting and adjacent l,snd use as well as natural features, including aquatic life. e. Access development should respect and protect ecological and aesthetic values in the shorelines of the City. Conservation Element An element which deals with the preservation of natural shoreline resources, considering, but not limited to, such characteristics as scenic vistas, park- wa�s, vital estuarine areas for fish and wildlife protection, beaches, and other valuable natural or aesthetic features. Goal LUG11 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 publ ic interest. Policies LUP65 Shorelines which are of unique or valuable natural character should be acquired for public benefit, commensurate with preservation of the ecosystem. a. Unique and fragile areas in shoreline areas should be designated and retained as open space. Access and use should be restricted or prohibited when necessary for their preservation. b. When appropriate, Federal Way should acquire those shoreline areas which are unique or valuable. Subsequent use of such areas should be governed by their ecological carrying capacity. Revised 2000 II-21 Federal Way Comprehensive Plan — Land Use LUP66 All renewable natural resources should be managed so that use or consumption does not exceed replenishment. a. Through policies and actions, Federal Way should encourage the management and conservation of fish, shellfish, wildlife, and other renewable resources. LUP67 Resource conservation should be an integral part of shoreline planning. a. When feasible, Federal Way should initiate programs to reverse any substantial adverse impacts caused by existing shoreline development. b. All future shoreline development should be planned, designed, and sited to minimize adverse impact upon the natural shoreline environment. LUP68 Scenic, aesthetic, and ecological qualities of natural and developed shorelines should be recognized and preserved as valuable resources. a. When appropriate, natural flora and fauna should be preserved or restored. b. In shoreline areas, the natural topo- graphy 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, improved, and, if appropriate, increased. a. Aquaculture in shoreline areas should � be conducted with all reasonabie precautions to insure the preservation of the natural character and quality of the shoreline. b. Shoreline activity 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, and water on the shoreline. Any structure or activity in or near the water should be constructed in such a way that it will minimize adverse physical or chemical effects on water quality, vegetation, fish, shellfish, or wildlife. d. Use or activity which substantially degrades the natural resources of the shoreline should not be allowed. LUP70 Salmon and steelhead habitats support valuable recreational and commercial fisheries. These habitats should be protected because of their importance to the ayuatic ecosystem and the state and local economy. a. Salmon and steelhead habitats are: 1. Gravel bottomed streams used for spawnmg; 2. Streams, lakes, and wetlands used for rearing, feeding, and cover and refuge from predators and high waters; 3. Streams and salt water bodies used as migration corridors; and 4. Shallow areas of salt water bodies used for rearing, feeding, and cover and refuge from predators and currents. LUP69 Resources should be managed to enhance the environment with minimal adverse effect. • b Non-water-dependent or non-water- related uses, activities, structures, and landfills should not be located in salmon � and steel-head habitats. Revised 2000 ��_22 Federai Way Comprehensive Plan — Land Use • c. Where alternative locations exist, water- dependent and water-related uses, activities, structures, and landfills should not be located in salmon and j. Adopt-A-Stream programs and similar efforts to rehabilitate salmon and steel- head spawning streams are encouraged. � • steelhead habitats. d. �Nhere uses, activities, structures, and landfills must locate in salmon and steelhead habitats, impacts on these areas should be lessened to the maxi- mum extent possible. Significant un- avoidable impacts should be mitigated by creating in-kind replacement habitat near the project where feasible. Where in-kind replacement mitigation is not feasible, rehabilitating degraded habitat may be required. Mitigation proposals should be developed in consultation with the affected local government, the Department of Fisheries, the Department of Wildlife, and affected Indian Nations. e. Developments which are outside salmon and steelhead habitats but which have the potential to significantly affect these habitats should be located and designed so they do not create significant nega- tive impacts on salmon and steelhead habitats. f. Bioengineering is the preferred bank protection technique for rivers and streams used by salmon and steelhead. g. Open pile bridges are preferred for crossing water areas used by salmon and steelhead. h. Impervious surfaces shall be minimized in upland developments to reduce storm- water runoff peaks. Structures and uses creating significant impervious surfaces shall include stormwater detention sys- tems to reduce stormwater runoff peaks. i. The discharge of silt into waterways shall be minimized during in-water and upland construction. k. Fishery enhancement projects are encouraged where they will not significantly interfere with other beneficial uses. Project proponents should contact the Habitat Management Division of the Department of Fisheries, the Habitat Division of the Department of Wildlife or affected Indian Nations early in the development process to determine if the proposal will occur in or adjacent to a salmon and steelhead habitat. m. When reviewing permits for uses, activities, and structures proposed for salt water areas, streams, wetlands, ponds connected to streams, and shore- lines adjacent to these areas; staff should contact the Habitat Management Division of the Department of Fisheries or the Habitat Division of the Depart- ment of Wildlife to determine if the proposal will occur in or affect an adjacent salmon or steelhead habitat. Staff should also contact affected Indian Nations. Recreation Element An element for the preservation and expansion of all types of recreational opportunities through programs of acyuisition, development, and various means of less-than-fee acquisition. Goal LUG12 Provide additional shoreline dependent and water oriented recreation opportunities that are diverse, convenient, and adequate for the regional population consistent with the carrying capaciry of the land and water resources. Revised 2000 ��-Z3 Federal Way Comprehensive Plan — Land Use Policies LUP71 Areas containing special shoreline recrea- tion 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. d. At suitable locations, shorelines should • be made available and designated as high intensive use areas that provide for a wide variety of activities. e. Overall design and development in shoreline recreational areas should be responsive to the site characteristics of those areas and be consistent with the level of use in the area concerned. b. Public viewing and interpretation should be encouraged at or near governmental shoreline activities when consistent with security and public safety. LUP72 Shoreline recreational use and development should enhance environmental quality with minimal adverse effect on the natural resources. a. Stretches of relatively inaccessible and unspoiled shoreline should be available and designated as low intensity recreational use areas with minimal development. Service facilities such as footpaths, periphery parking, and adequate sanitary facilities should only be allowed where appropriate. b. Beaches and other predominantly un- developed shorelines already popular 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 transi- tional use areas that 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. £ Recreation areas on the shoreline should have adequate surveillance and maintenance. g. The public should be provided with additional off-site and on-site guidance and control to protect shoreline resources. h. Where a wide berm is needed for dry beach recreation, and physical conditions permit sand retention, con- sideration should be given to creating a Class I beach' when such development does not destroy valuable biota or unique physical conditions. i. Access to recreational shoreline areas afforded by water and land circulation systems should be determined by the concept of optimum carrying capacity and recreational quality. j. Non-water oriented recreational facility development should be kept inland away from the water's edge, except where appropriate in high intensive shoreline use areas. LUP73 The provision of adequate public shoreline recreation lands should be based on an acquisition plan with a clear public intent. • 'Pursuant to Federal Way City Code, Chapter 18, Article III, Section 18-163, a"Class I beach means a beach or shore having dependable, geologically fully developed, and normally • dry backshore above high tide." Revised 2000 11_24 Federal Way Comprehensive Plan — Land Use � LUP74 A balanced variety of recreational adverse effect of those systems on the opportunities should be provided for people quality of water, life, or environment. of different ages, health, family status, and financial ability. Policies a. Appropriate specialized recreation facilities should be provided for the developmentally disabled, or others who might need them. b. Shoreline recreation areas should pro- vide opportunities for different use intensities ranging from low (solitude) to high (many people). c. Opportunities for shoreline recreational experiences should include developing access that accommodates a range of differences in people's physical mobility, capabilities, and skill levels. d. Shoreline recreational experiences should include a wide range of different • areas from remote-outdoor undeveloped areas to highly developed indoor- outdoor areas. e. Recreational development should meet the demands of population growth consistent with the carrying capacity of the land and water resources. Circulation Element An element dealing with the location and extent of existing and proposed major thoroughfares, transportation routes, and other public facilities; and coordinating those facilities with the shoreline use elements. LUP75 New surface transportation development should be designed to provide the best possible service with the least possible infringement upon the shoreline environment. a. New transportation facilities and improvements to existing facilities that substantially increase levels of air, noise, odor, visual, or water pollution should be discouraged. b. Transportation conidors should be designed to harmonize with the topography and other natural characteristics of the shoreline through which they traverse. b. 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. LUP76 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; and they should encourage alternative routes and modes of travel. a. Motorized vehicular traffic on beaches and other natural shoreline areas should Goal LUG13 Circulation systems in shoreline areas should be limited to those which are shore- line dependent or would serve shoreline . dependent uses. The physical and social environment shall be protected from the be prohibited. b. Transportation facilities providing access to shoreline developments should be planned and designed in scale and character with the use proposed. Revised 2000 II-25 Federal Way Comprehensive Plan — Land Use c. Circulation routes should provide for non-motorized means of travel. dwellings without distinction between part-time or full-time occupancy. • LUP77 Circulation systems disruptive to public shoreline access and other shoreline uses should be relocated where feasible. a. Transportation elements disruptive to the shoreline character which cannot feasibly be relocated should be conditioned or landscaped to minimize visual and noise pollution. LUP78 Shoreline circulation systems should be adaptable to changes in technology. Federal Way should promote and encourage modes of transportation that consume the least amount of energy while providing the best efficiency with the least possible pollution. LUP79 General policies. a. 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. b. Shoreline roadway corridors with unique or historic significance, or of great aesthetic quality, should be retained and maintained for those characteristics. c. New transportation facilities crossing lakes, streams, or wetlands should be encouraged to locate in existing corridors, except where any adverse impact can be minimized by selecting an alternate corridor. Residential Element Goal LUG14 Shoreline residential areas shall permit a variety of housing types and designs with densities and locations consistent with the ability of physical and natural features to accommodate them. Policies LUP80 Residential developments should be excluded from shoreline areas known to contain development hazards or which would adversely impact sensitive areas as identified in Chapter 18, Division 6 of the Federal Way City Code. a. Residential development should be prohibited within the 100-year floodplain. b. Residential development shouid be prohibited in areas of severe or very severe landslide hazard. c. Residential 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 ground- water or seepage problems) should be limited or restricted for development. e. The burden of proof that development of these areas is feasible, safe, and eco- logically sound is the responsibility of the developer. • An element dealing with housing densities, residential LUP81 Residential developments should have subdivisions, shoreline access, necessary support minimal impact on the land and water services, and locations of single-family dwellings environment of the shoreline and minimize • (including manufactured homes) and multiple family visual and physical obstruction. Revised 2000 II-26 Federai Way Comprehensive Plan — Land Use • a. Residential development should be regulated in identified unique and fragile areas as required under the City's sensitive areas regulations. b. Residential development on piers or over water should not be permitted. c. Landfill for residential development which reduces water surface or floodplain capacity should not be perm itted. d. In residential developments the water's edge should be kept free of buildings and fences. e. Every reasonable effort should be made to insure the retention of natural shoreline vegetation and other natural features of the landscape during site development and construction. r1 �J LUP82 Residential use of shorelines should not displace or encroach upon shoreline dependent uses. LUP83 Residential densities should be determined with regard for the physical capabilities of the shoreline areas, public services requirements, and effects such densities have on the environment. a. Subdivisions and new development should be designed to adequately protect the water and shoreline aesthetic characteristics. 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 set back from the ordinary high water mark far enough to make unnecessary such protective measures as filling, bulk heading, construction groins or jetties, or substantial regrading of the site. d. Residential developments should be designed to enhance the appearance of the shoreline and not substantially interfere with the public's view and access to the water. Shoreline Environments Purpose In order to more effectively implement the goals, objectives, and policies of this master program and the Shoreline Management Act, the shorelines of the state within Federal Way have been categorized into four separate environment designations. The purpose of these designations is to differentiate between areas whose geographical features and existing development pattern imply differing objectives regarding their 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 (imitations of the land; and the goals and aspirations of the local citizenry. Each environment category includes: (1) a definition describing the development, use, and/or features which characterize the area; (2) a purpose which clarifies the meaning and intent of the designation; and, (3) general policies designed to regulate use and Revised 2000 II-27 Federal Way Comprehensive Plan — Land Use development consistent with the character of the environment. Urban Environment LUP89 Aesthetic considerations shou?d be actively • promoted by means of sign control regulations, architectural design standards, landscaping requirements, and other such means. The urban environment is an area of high-intensity land use including residential, office, and recreational development. The environment is particularly suitable to those areas presently subjected to intensive land use pressure, as well as areas planned to accommodate urban expansion. The purpose of designating the urban environment is to ensure optimum utilization of shorelines within urbanized areas by permitting intensive use and by managing development so that it enhances and maintains the shoreline for a multiplicity of urban uses. The environment is designed to reflect a policy of increasing utilization and efficiency of urban areas, promote a more intensive level of use through redevelopment of areas now underutilized, and encourage multiple use of the shoreline if the major use is shoreline dependent. Policies LUP84 Emphasis should be given to development within already developed areas. LUP85 Emphasis should be given to developing visual and physical access to the shoreline in the urban environment. LUP86 To enhance the waterfront and insure maximum public use, commercial facilities should be designed to permit pedestrian waterfront activities consistent with public safety and security. LUP87 Multiple use of the shoreline should be encouraged. LUP88 Redevelopment and renewal of substandard areas should be encouraged in order to accommodate future users and make maximum use of the shoreline resource. LUP90 Development should not significantly degrade the quality of the environment, including water quality and air quality, nor create conditions which would accentuate erosion, drainage problems, or other adverse impacts on adjacent environments. Rural Environment The rural environment is intended for shoreline areas characterized by agricultural uses, low density residential (where most urban services are not available), and areas which provide buffer zones and open space between predominantly urban areas. Undeveloped shorelines not planned for urban expansion or which do not have a high priority for designation in an alternative environment and recreational uses compatible with agricultural activities are appropriate for the rural environment. The purpose of designating the rural environment is to preserve agricultural land, restrict intensive development along undeveloped shorelines, function as a buffer between urban areas, and maintain open spaces and opportunities for recreational uses within the ecological carrying capacity of the land and water resource. New developments in a rural environment should reflect the character of the surrounding area by limiting density, providing permanent open space, and maintaining adequate building setbacks from the water to prevent shoreline resources from being destroyed for other rural types of uses. Policies LUP91 Recreational access to the shorelines should be encouraged. Recreational facilities should be located and designed to minimize conflicts with other activities. LUP92 New development should reflect the character of the sunounding area by � �.� • Revised 2000 ��_28 Federal Way Comprehensive Pian — Land Use • (imiting residential density, providing LUP99 Development should be regulated so as to permanent open space, and maintaining minimize the following: erosion or sedi- adequate building setbacks from the water. mentation, the adverse impact on aquatic habitats, and substantial degradation of the Conservancy Environment existing character of the conservancy environment. The conservancy environment consists of a shoreline areas which are primarily free from intensive development. It is the most suitable designation for shoreline areas of high scenic or historical values, for areas unsuitable for development due to biophysical limitations, and for commercial forest lands. Conservancy areas are intended to maintain their existing character. This designation is designed to protect, conserve, and manage existing natural resources and valuable historic and cultural areas. The preferred uses are those which are nonconsumptive of the physical and biological resources of the area. Policies LUP93 New development should be restricted to � those that are compatible with the natural and biophysical limitations of the land and water. LUP94 Diverse recreational activities which are compatible with the conservancy environment should be encouraged. LUP95 Development which would be a hazard to public health and safety, or would materially interfere with the natural processes should not be allowed. LUP96 The flood hazard overzone regulations shall apply to development within flood plains. LUP97 Structural flood control devices should be strongly discouraged in the conservancy environment. LUP98 In areas with poorly draining soils, development should not be allowed unless connected to a sewer line. � Natural Environment The natural environment consists of areas charac- terized by the presence of some unique natural features considered valuable in their undisturbed or original condition and which are relatively intolerant of intensive human use. Such areas should be essen- tially free from development or be capable of being easily restored to natural condition, and they should be large enough to protect the value of the resource. The purpose of designating the natural environment is to preserve and restore those natural resource systems existing relatively free of human influence. These systems require severe restrictions of intensities and types of uses permitted so as to maintain the integrity of the natural environment. Policies LUP100 Natural areas should remain free from all development which would adversely affect their natural character. LUP101 The intensity and type of uses permitted should be restricted in order to maintain the natural systems and resources in their natural condition. LUP102 Limited access should be allowed to those areas in the natural environment. LUP103 Uses which are consumptive of the physical and biological resources, or which may degrade the actual or potential value of the natural environment, should be prohibited. LUP104 Uses and activities in locations adjacent to natural areas should be strictly regulated to insure that the integrity of the natural environment is not compromised. Revised 2000 II-29 Federal Way Comprehensive Plan — Land Use Shoreline Use Activities Purpose Aquaculture has two modes: Shoreline use activities are specific uses, or groups of similar uses, that have been outlined by the Department of Ecology Final Guidelines as being characteristic of the shorelines of the state. They have been formulated as implementing tools to further carry out the intent and policy of this master program and the Shoreline Management Act. They also represent a major criterion to be used in evaluating proposed development and alterations to the shoreline environment; with their ultimate influence, to a large extent, dependent upon how well they are enforced. The policies that make up each use activity have been founded on the premise that all reasonable and appropriate uses require regulatory control. Other provisions such as a view enhancement, public access, erosion control, water quality, long term benefits, and aesthetic considerations have also been reflected in policy statements. Shoreline uses and activities not specifically iden- tified, and for which policies have not been developed, will be evaluated on a case by case basis and will be required to meet the intent of the goals and objectives of this master program, the policy of the Shoreline Management Act, and shall be consistent with the management policy and character of the shoreline environment in which they propose to locate. Aquatic Resource Practices Of all facets of economic shoreline activity, production from fisheries is the most vulnerable to massive destruction from an error in environmental control. Close monitoring of water quality and an aggressive policy of pollution abatement and control are mandatory for full realization and sustenance of this economic base. Aquaculture addresses state hatcheries, commercial hatcheries and beds, and natural hatcheries and beds within Federal Way shorelines. Underwater aquaria are considered as aquaculture although the use is principally recreational. 1. The harvest of uncontained plant and animal populations that exist on the nutrients and foods available in the environment restock themselves according to the fecundity of the population, and survive as the food and nature allow. 2. Artificial stocking or raising of stock in feedlots or pens using selective breeding and controlled feeding programs for increasing production and rearing a uniform product. Pen culture requires confinement and the presence of fixed structures that compete for space. Pens, rafts, and hatcheries require certain environmental conditions to assure the survival of their contained populations. Some of these conditions are small wave forces, good flow, good water quality, temperature limits, good anchoring ground and accessibility, and, possibly, good natural food and nutrient supply. The confinement of fish or shellfish in concentration imposes an extreme biological load in a small area. Dense populations degrade water quality and deposit heavy fecal sediments below the pens or on the floor of embayments. The principal impacts of ayuacultural activity within the shoreline are: 1. Pollutants in the water body such as fish, organic wastes, and additives for feeding and disease control. 2. Navigation hazards such as holding pens, rafts, nets, and stakes. 3. Watercourse alteration to supply water. 4. Netting and flooring of river beds for spawning channels. 5. Shoreline access limitations where shellfish are being protected and contained. � �� . Revised 2000 II-30 Federai Way Comprehensive Plan — Land Use • Policies loading arises from poor containment of organic wastes associated with human habitation and • � LUPl05 Federal Way's support should be given to the State Departments of Fisheries and Game to improve stream conditions, open new spawning areas, and establish new fish runs. LUP106 Pens and structures for commercial aquaculture should not be located on Class I beaches, or swimming beaches. LUP107 Aquacultural enterprises should be located in areas which would not significantly restrict navigation. LUP108 In aquaculture enterprises, development of multiple aquaculture systems should be encouraged. LUP109 Aquacultural structures should use open pile construction where significant littoral drift occurs. LUP110 Prior to use of an area for aquacultural enterprises, consideration should be given to the capability of the water body to absorb potential wastes. LUPlll Shoreline areas having extremely high natural potential for aquaculture should be preserved for that purpose. Commercial Development Commercial development pertains generally to the use or construction of facilities for transaction and sale of goods and services as opposed to industrial development (treatment together with ports) which pertains to the design and fabrication of products. The principal impact factors upon the shoreline from commercial development are pollutants (e.g., erosion, sedimentary, chemical, and microbial) and aesthetic destruction. Erosive pollutants from commercial development are generated from surface runoff and both surface and sub-surface subsidence. Chemical pollution is derived from fuel spillage. Microbial recreational activities. Policies LUP112 Consideration should be - ,nade of the effect a structure will have on scenic value. LUP113 Commercial structures and ancillary facilities that are not shoreline dependent or water-oriented should be placed inland away from the immediate water's edge. LUP114 The use of porous materials shouid 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 roof tops. LUP115 Commercial enterprises locating within shoreline areas should be constructed to withstand normal rain and flooding conditions without contributing pollution to the watercourse or shoreline. LUP116 Commercial development which is not shoreline dependent should provide a buffer zone of vegetation for erosion control. Utilities Few, if any, utility systems could be installed completely without coming under the jurisdiction of this master program. The focus of the policies in this section is on how these utility facilities within the shoreline environment can be planned, designed, constructed, maintained, and rehabilitated to be consistent with the intent of the Shoreline Management Act. Types of utility facilities in Federal Way vary from regional transmission by trunklines, pipelines, and transmission lines to subregional distribution facilities. These are essentially pipes and wires. Regional facilities generally are high voltage or high pressure systems with substantial potential impact in Revised 2000 II-31 Federal Way Comprehensive Plan — Land Use case of failure. Their impacts on the environment are LUP122 Public access consistent with public safety • also generally greater because of their scale and safety and security should be encouraged where requirements. rights-of-way for regional utility facilities cross shorelines of the city. The types of utilities covered are communications (radio, TV, and telephone), energy distribution (petroleum products, natural gas, and electricity), water, sanitary sewers, and storm sewers. LUP123 New utility facilities should be located so as neither to require extensive shoreline protection nor to restrict water flow, circulation, or navigation. Policies LUP124 Utility facilities and rights-of-way should be LUP117 Utilities which lead to growth should not be selected to preserve the natural landscape extended into or along shorelines without and minimize conflicts with present and prior approval of such extension by planned uses of the land on which they are appropriate land use authority. located. LUP118 Utilities located in shoreline environments inappropriate for development should not make service available to those areas. LUP125 New utility routes should be designed to minimize detrimental visual impact from the water and adjacent uplands. LUP119 In developed shorelines not served by utilities, utility construction shou(d be encouraged to locate where it can be shown that water quality will be maintained or improved. LUP120 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. LUP121 Utility conidors crossing shorelines of the state should be encouraged to consolidate and concentrate or share rights-of-way where: a. Public access (including view) 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 or better than if separate corridors were present. LUP126 New free standing personal wireless service facilities are discouraged from locating within the shoreline environment. Shoreline Protection Shoreline protection is action taken to reduce adverse impacts caused by current, flood, wake, or wave action. This action includes all structural and non- structural means to reduce these impacts due to flooding, erosion, and accretion. Specific structural and nonstructural means included in this use activity are bulkheads, rip-rap, bank stabilization, and other means of shoreline protection. The means taken to reduce damage caused by erosion, accretion, and flooding must recognize the positive aspects of each, so that the benefits of these natural occurrences will be retained, even as the problems are dealt with. Erosion does not exist without accretion of material eroded, be it a bench or a sandbar. Likewise, accretion cannot occur unless material has been eroded. Policies LUP127 Structural solutions to reduce shoreline damage should be allowed only after it is r� �_J • Revised 2000 II-32 Federal Way Comprehensive Plan — Land Use • demonstrated that nonstructural solutions would not be able to reduce the damage. consideration in reviewing of shoreline protection actions. LUP128 Planning of shoreline protection should encompass sizable stretches of lake or marine shorelines. This planning should concider off-site erosion, accretion, or flood damage that might occur as a result of shoreline protection structures or activities. LUP129 Shoreline protection on marine and lake shorelines should not be used as the reason for creating new or newly usable land. � LUP130 Shoreline protection structures should allow passage of ground and surface waters into the main water body. LUP131 Shoreline protection should not reduce the volume and storage capacity of rivers and adjacent wetlands or flood plains. LUP132 Whenever shoreline protection 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. LUP133 The burden of proof for the need for shoreline protection to protect existing or proposed developments rests on the applicant. LUP134 Shoreline protection activities which may necessitate new or increased shoreline protection on the same or other affected properties where there has been no previous need for protection should be discouraged. LUP135 New development should be encouraged to locate so as not to require shoreline protection. LUP136 Areas of significance in the spawning, � nesting, rearing, or residency of aquatic and terrestrial biota should be given special LUP137 Shoreline protection actions should be discouraged in areas where they would block beach parent material. LUP138 Multiple use of shoreline protection structures or nonstructural solutions should be encouraged. Transportation Facilities The circulation network use category addresses transportation facilities such as roads, railroads, bridges, trails, and related facilities. The impact of these facilities on shorelines can be substantial. Some existing facilities were constructed to serve transpor- tation needs of the moment with a minimum expenditure and very little assessment of their primary or secondary impacts on shoreline aesthetics, public access to the water, and resultant effects on adjacent properties and water quality. Planning for new transportation facilities within the shoreline area today requires a greater awareness of the environmental impacts transportation facilities will have on shorelines, in addition to the necessity for integrating future shoreline land use plans with the transportation system that serves developments on the shoreline. Policies LUP139 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. LUP140 New surface transportation facilities not related to, and necessary for the support of, shoreline activities should be set back from the ordinary high water mark far enough to make unnecessary protective measures such as rip rap or other bank stabilization, land- fill, bulkheads, groins, jetties, or substantial site regrade. Revised 2000 II-33 Federal Way Comprehensive Plan — Land Use LUP141 Shoreline transportation facilities should be Piers and Moorages • encouraged to include in their design and development multi-modal provisions where public safety can be assured. LUP142 Shoreline transportation facilities should be planned to fit the topography and minimize cuts and fills; and shouid be designed, located, and maintained to minimize erosion and degradation of water quality and to give special consideration to shoreline aesthetics. LUP143 Transportation and utility facilities should be encouraged to coordinate joint use of rights-of-way and to consolidate crossings of water bodies when adverse impact to the shoreline can be minimized by doing so. LUPl44 Transportation facilities should avoid shore- line areas known to contain development hazards (e.g. slide and slump areas, poor foundation soils, marshes, etc.). A pier is a structure built over or floating upon the water extending from the shore. Some are used as a landing place for marine transport or for recreational watercraft. Piers are designed and constructed as either water (floating) or pile supported, both of which have positive and negative environmental aspects. Floating piers generally have less of a visual impact than those on piling and they provide excellent protection for swimmers from boat traffic. Floating piers however, interrupt littoral drift and can starve down current beaches where pile piers do not. Pile piers can provide a diverse habitat for marine life. Both types can create impediments to boat traffic and near-shore trolling. Pier constructio� requires regulation to protect navigation rights, preserve shoreline aesthetics, and maintain the usable water surface and aquatic lands for life forms characteristic and important to those areas. Policies LUP145 Transportation facilities should minimize shoreline rights-of-way by orienting generally perpendicular to the shoreline where topographic conditions will allow. LUP146 Shoreline roadways should have a high priority for arterial beautification funds. LUP147 Abandoned road or railroad rights-of-way which contain unique shoreline amenities should be acquired for public benefit. LUP150 Open pile pier 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. LUP151 Floating pier construction should be preferred in those areas where scenic values are high. LUP152 Piers should be discouraged where conflicts LUP148 Federal Way should extend its trail and with recreational boaters and other bicycle traii system, particularly as it relates recreational water activities would be to shorelines, to western Federal Way. created by pier construction. LUP149 All transportation facilities in shoreline areas should be constructed and maintained to cause the least possible adverse impacts on the land and water environments, should respect the natural character of the shore- line, and should make every effort to preserve wildlife, aquatic life, and their habitats. LUP153 The random proliferation of single purpose piers shoutd be discouraged. Preference should be given to shared use of piers in all shoreline areas. r 1 L_J LUP154 Temporary moorages should be permitted for vessels used in the construction of shoreline facilities. The design and • construction of such moorages shall be such Revised 2000 II-34 Federal Way Comprehensive Plan — Land Use • that upon termination of the project the aquatic life can be returned to their original condition within one year at no cost to the environment or the public. LUP155 Shoreline structures that are abandoned or structurally unsafe should be abated. LUP156 Substantial additions or alterations, including but not limited to substantial developments, should be in conformance with the policies and regulations set forth in the master program. LUP157 Piers, docks, buoys, and other moorages should only be authorized after consideration of: a. The effect such structures have on wild- life and aquatic life, water quality, scenic and aesthetic values, unique and fragile areas, submerged lands, and shoreline vegetation. � • b. The effect such structures have on navigation, water circulation, recreational and commercial boating, sediment movement and littoral drift, and shoreline access. LUP158 Moorage buoys should be preferred over floating and pile constructed piers on all tidal waters. LUP159 Floating structures and open pile structures are preferred over landfills or solid structures in water areas used by salmon and steelhead. Recreation Recreational experiences that depend on, or utilize, the shoreline include: harvesting activities of fish, shellfish, fowl, minerals, and driftwood; various forms of boating, swimming, and shoreline pathways; and watching or recording activities, such as photography, painting, or the viewing of water dependent activities. Principal focal points are at parks and access beaches, road ends, viewpoints, features of special interest, water-access points, and destination points for boaters. Facilities at these focal points may include fishing piers, swimming floats, paths, parking areas, boat ramps, moorings, and accessory recreational facilities. The management of recreational land is determined by balancing the recreational carrying capacity (or impact of the environment on people) and the ecological carrying capacity (the impact of people on the environment). Measures to accomplish this are by designation of areas for use-intensity, interpretation, and regulation. These different recreational use areas coincide with the four environments—natural, conservancy, rural, and urban. There are multiple benefits derived from the park program, for example: recreational lands contribute substantially to open space by conservation of land, preserving historic sites, offering aesthetic relief and variety, contributing to a healthful environment, and shaping and preserving the community form. In addition to the provisions of recreational opportunities, Federal Way coordinates with other governmental agencies, commercial, and volunteer groups to provide these opportunities for the public. The policies are directed toward providing shoreline dependent and water oriented recreational opportunities. They are also directed at protecting health and safety by separating incompatible activities and channeling them into their most appropriate environments. Policies LUP160 The development of recreational acquisition plans should give emphasis to the acquisition of prime recreation lands prior to their being preempted for other uses. LUP161 In open spaces having an established sense of nature, improvements should be limited to those that are necessary and unlikely to detract from the primary values of the site. LUP162 The siting of all developments should aim to enhance and protect the area concerned. Revised 2000 II-35 Federal Way Comprehensive Plan — Land Use LUP163 Structural forms should har►nonize the topography, reinforce the use area, minimize damage to natural resources, and support recreation with minimal conflict. stream channelization and shoreline • protection devices when the facility has either deteriorated or is inconsistent with the general goals of this program. LUP164 New buildings should be made sympathetic to the scale, form, and proportion of older development to promote harmony in the visual relationships and transitions between new and older buildings. LUP165 Whenever possible, natural materials should be used in developing shoreline recreational areas. LUP166 Artificial irrigation and fertilization should be restricted to high-intensity use areas. LUP167 Existing buildings that enhance the character of the shoreline should be used for recreation wherever possible. LUP168 Underwater parks should be extensions of shoreline parks, or be created or enhanced by artificial reefs where natural conditions or aquatic life could be observed with minimal interference. LUP169 Public recreational shoreline areas should serve as emergency havens of refuge for boaters. LUP170 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 with- out requiring extensive flood or erosion protection. LUP171 The acquisition of public easements to the shoreline through private or quasi-public shorelines should be encouraged. LUP173 Prime fishing areas should be given priority for recreational use. LUP174 Boating activities that increase shore erosion should be discouraged. LUP175 Effective interpretation should be provided to raise the quality of visitor experiences and provide an understanding of the resource. Residential Development 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. The pressure to develop shorelines for residential uses has continued to result in property subdivision and escalating waterfront land values. Residential development of shorelines is accomplished in a variety of ways from large plats and subdivisions to single lot development for housing; any of which, if poorly planned, can culminate in the degradation of the shoreline environment and water resource. The Shoreline Management Act generally exempts "...construction on shorelands by an owner, lessee or contract purchaser of a single family residence for his own use or the use of his family..." from its permit requirements. However, even though single family homes are not considered substantial developmenfs, the intent of the act has established the basis for planning and regulating them. Policies C� LUP172 Existing public recreation shorelines should LUP176 Residential developments should be be restored where it is possible to permitted only where there are adequate revegetate; resite roads and parking areas provisions for utilities, circulation, access, . that are close to the shoreline; and remove site layout, and building design. Revised 2000 II-36 Federal Way Comprehensive Plan — Land Use • LUP177 Subdivisions should be designed at a level of density, site coverage, and occupancy compatible with the physical capabilities of the shoreline and water body. LUP178 Residential development plans submitted for approval should contain provisions for protection of groundwater supplies, erosion control, landscaping, and maintenance of the shoreline integrity. � LUP179 Residential subdivisions should be designed so as to protect water quality, shoreline aesthetic characteristics, vistas, and normal public use of the water. LUP180 Subdivisions should provide public pedestrian access to the shorelines within the development in accordance with public access element of this master program. LUP181 The established velocity, quantity, and quality of stormwater discharge should be considered in terms of the sensitivity of the proposed receiving environment. The disposal mode selected should minimize changes in infiltration, runoff, and ground- water recharge. LUP182 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 resource. b. Adequate provisions for all necessary utilities, including refuse disposal, and the compatibility of the development with adjacent properties and surrounding land uses. � c. That recreational opportunity exists on the site and does not depend on adjacent public land to furnish the activity. 2.9 ESSENTIAL PUBLIC 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. In Chapter 22 of the Land Use Regulations, the City has defined essential public facilities and provided a land use process for siting them. 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. Policy LUP183 The City Code shall include a list of locally defined essential public facilities which shall include the list of essential state public facilities maintained by the office of financial management. 2.10 PHASING Phasing focuses growth to those areas where public investments for services are targeted. By doing so, these areas become more attractive for development. Consistent with CWPP's, 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. Future growth will be directed to the City Center and other areas with existing infrastructure and urban services. This will be followed by focusing growth to areas where in-fill potential exists. Lastly, growth will be directed toward areas of undeveloped land or to the City's potential annexation area. For those areas of the City that are lacking services, these lands should be retained or reserved until build out has occurred in developed areas. Revised 2000 II-37 Federal Way Comprehensive Plan — Land Use Based on the phased growth concept outlined above, the City should develop criteria for a phasing plan over the next 10 and 20 years. 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 & 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 LUP184 Establish priority areas for public facility and service improvements, especially for transportation. 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. 2.11 INCENTIVES In certain designations, incentives allowing more development than otherwise permitted should be used to encourage features which provide a public benefit and/or contribute to the mitigation of growth impacts. For example, development in the City Center that provides common open space or affordable housing units, may gain additional floors or a reduction in the number of parking stalls. 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 LUP188 Develop incentives to encourage desired development in commercial areas, especially in the City Center Core and Frame. LUP189 Consider incentives for desired multiple family residential development (town- houses, duplexes, etc.). C J r� �J LUP185 When and where service deficiencies are identified, the City, along with service pro- viders, will develop capital improvement programs to remedy identified deficiencies in a timely fashion or will phase growth until such programs can be completed. LUP186 Work with King County through the development of an interlocal agreement to assign phasing to the City's potential annexation area. LUP187 The City should limit spending on capital facilities in those areas of the City and potential annexation area that are not desig- nated as priority areas for capital projects. 2.12 HISTORIC RESOURCES Historic preservation involves the identification, maintenance, renovation, and reuse of buildings and sites important to a community's history. Buildings or sites may be associated with a particular style or period in the community's past, or with historic or significant historic events or persons. Historic preservation to date has largely been undertaken by the Historical Society of Federal Way. Historic preservation is listed as the thirteenth goal in the GMA which encourages jurisdictions to, "Identify and encourage the preservation of lands, sites, and structures, that have historical or archaeological significance." u Revised 2000 11_38 Federal Way Comprehensive Plan — Land Use �� Goal on resources available to the City and community. The following items are not listed in order of importance or preference. LUG15 Use historic resources as an important element in the overall design of the City. Policies LUP190 Identify vista points and landmarks such as major trees, buildings, and land forms for preservation. LUP191 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. LUP192 Recognize the heritage of the community by naming (or renaming) parks, streets, and other public places after major figures and/ or events. LUP193 Zoning should be compatible with and • conducive to continued preservation of historic neighborhoods and properties. LUP194 Safeguard and manifest Federal Way's heritage by preserving those sites, buildings, structures, and objects which reflect significant elements of the City's history. LUP195 Catalog historic sites using the City's geographic information system. LUP196 Undertake an effort to publicly commemorate historic sites. LUP197 The City shall continue to work with the Historical Society of Federal Way towards attainment of historic resource policies. 2.13 IMPLEMENTATION The following actions are recommended to implement � the policy direction outlined in this chapter. Implementation will occur over time and is dependent Establish Comprehensive Planning and Zoning for Potential Annexation Area Comprehensive planning and the assignment of zoning designations should be completed for the City's potential annexation area. This will provide the City with needed direction relating to future annexations and growth. Planning for this area pursuant to WAC 365-195 requires a considerable planning effort and policy development. An interlocal agreement between King County and the City regarding planning actions should be prepared. Residential Code Revisions for Multiple Family Residential code revisions to implement design standards for multiple family residential development were adopted in late 1998. Subdivision Code Revisions Amendments to the subdivision code have been adopted to bring the code into compliance with State law and recent State legislation. Revisions to the subdivision code have provided platting options for single-family development, such as clustering and zero lot line development. Area-Wide Rezone Following adoption of the 1995 Comprehensive Plan, a new zoning map was prepared and adopted to support the comprehensive plan designations. This update includes some site specific requests for changes to comprehensive plan designations. The zoning map will be amended to conform to the changes in land use designations. The Land Use Plan and The Zoning Code Implementation of policies and goals of the Land Use chapter is done in large part through the zoning code. Following adoption of the 1995 Comprehensive Plan, the City made revisions to the zoning code, consistent Revised 2000 II-39 Federal Way Comprehensive Plan — Land Use with Comprehensive Plan direction. The zoning conversion chart, Table II-S, shows the connection between the various zoning designations and the Comprehensive Plan designations. Phasing Plan A phasing plan shall be prepared to prioritize areas of new growth based on available and proposed infrastructure improvements. Project Environmental Impact Statement for City Center To facilitate growth in the City Center and Frame, the City should complete Planned Action SEPA (PAS). By doing so, development consistent with the direction outlined in the PAS will not have to go through prolonged environmental review. This can be a powerful incentive for private development in the City Center. Subarea Plans Over the years, citizens from various areas of the City have come forth to testify before the Planning Commission and City Council regarding their neighborhood or business area. Development of subarea plans can lead to area specific visions and policies. This type of specific planning, developed with citizen input and direction, can lead to improved confidence and ownership in the community. Areas where subarea planning should be considered include: SR-99 Corridor, South 348th Street area, and Twin Lakes neighborhood. Incentives Develop an incentives program, for both residential and commercial development. Incentives should be substantial enough to attract development and shouid be used to create affordable and desired types of housing and to encourage development within the City Center. r • • Table II-5 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 Business Park Business Park Neighborhood Business Neighborhood Business Corporate Park Corporate Park-1 Commercial Recreation Office Park-4 Open Space & Parks A variety of zoning is assigned. � Revised 2000 II-40 Transportation � _ ___I______ _ J ��1 __ �C� � ____ �_ _ ,_ ___ �_ _ �, ��_ � , �_ , f---__ ; �� _ _______ _______- C � � 0 � � 0 � � � �• � 0 � � Federal Way Comprehensive Plan - Transportation � 3.0 INTRODUCTION this comprehensive plan. As discussed in Vision 2020, this plan proposes a more diverse, multi-modal trans- portation system by encouraging viable alternatives to the single occupant vehicle, including car and van pooling, non-motorized vehicles, and improved public transit which allows integration for a possible future High Capacity Transit system. This corr.prehensive plan also includes a land use chapter that is supportive of this vision and the region's transportation future. It encourages densities and intensities in locations that support a more diverse, multi-modal transportation system. Finally, this transportation plan conforms to the Countywide Planning Policies (CWPP's) for King County as adopted in 1992 and amended in 1994. These policies include Framework policies FW 18-20 and Transportation Polices T1-T23. In essence, these Policies encourage development of a High Capacity Transit System, Public Transit, High Occupancy Vehicles, Transportation Demand Management and Systems Management options, Non-Motorized Travel, and regional coordination and cooperation. The policies also discuss the importance of level of service standards as they relate to financing and concurrency management strategies. The Transportation chapter of the Comprehensive Plan establishes the framework for providing a transportation system (facilities and services) and focuses on actions needed to create and manage the transportation infrastructure and services. The GMA (RCW 36.70A.020[3]) "...encourages efficient multi- modal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans." In addition, the act outlines guidelines for the preparation of the trans- portation plan, which is a mandatory element of the plan. Specifically, these guidelines (RCW 36. 70A.070[6J) include: ■ The land use assumptions used in the plan; ■ Facility and service needs, including: ■ An inventory of existing facilities; ■ Level of service standards for all facilities and services; ■ An action plan for bringing system deficits � up to standard; ■ Forecasts of future traffic growth; and ■ Identification of system expansion and transportation system management needs. ■ A financing plan which includes: ■ A comparison of funding needs vs. available resources; ■ A six-year financing strategy; and ■ An assessment of how funding deficits will be managed. ■ Intergovernmental coordination efforts; ■ A demand management strategy; and ■ A concurrency management strategy. This transportation plan is consistent with GMA requirements in terms of the general policy direction and that it includes all components required in a GMA compliant plan. This plan is also consistent with the direction � provided by the Metropolitan Transportation Plan as outlined in Vision 2020 and the Land Use chapter in Background 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, imple- menting, operating, monitoring, and administering the elements of the system. Some components are provided by other agencies, such as METRO and WSDOT; the City can only influence their efforts and system components. The Transportation chapter, including the admin- istrative procedures developed from it, guides the provision of facilities. Until recently, the cycle of planning and providing facilities could be summarized as shown in Figure III-1. Through a combination of national and state legislation, as well as regional planning efforts, the process has been changing in recent years. Physical and economic limitations of continued expansion of the highway Revised 2000 - ���_� Federal Way Comprehensive Plan - Transportation Figure III-1 Historical Transportation Infrastructure The Planning - Implementation Cycle Land Use Pian Transportation Plan Transportation Improvement Program Regional, State & Federal Funding Application Process Funding Implementation Process Design ' Right-of-Way Bidding Construction Operation • i � ' Revised 2000 - III-2 Federal Way Comprehensive Plan - Transporiation • system and other factors such as environmental issues have been key factors in the shift. Figure III-2 reflects the process as it might be viewed today. Areas of Required Action � � The City has direct influence over certain aspects of the transportation system and indirect influence over others. Table III-1 provides a structure for under- standing these areas of responsibility. It also reflects the organization of the remainder of the chapter for the Transportation Plan. The Growth Management Act requires that the Puget Sound Regional Council certify the transportation chapters of local comprehensive plans. Certification is based upon conformity with state legislation concerning transportation chapters and consistency of the City's plan with the Metropolitan Transportation Plan, which has become known as Vision 2020. Conformity focuses on five requirements for the Transportation chapter: ■ An intergovernmental coordination plan. ■ Development of Transportation Demand Management strategies. Existing Conditions The following sections provide a summary of Federal Way's existing transportation characteristics. This information was developed during the preparation of the 1993 Community Profile report. Who Travels Where and Why? Travel patterns in the Federal Way planning area are shown on Map III-1. ■ About 57 percent of person trips originating each day in Federal Way are completed within the City and the immediate area. ■ One in three trips originating in the City are destined to points along the Seattle/Tacoma high capacity transit corridor. ■ Consistency with the Land Use chapter. ■ Identification of facility and service needs. ■ Nearly 75 percent of Federal Way travel is focused ■ A financial plan to support the transportation on the residence, either as the point of origin or plan. destination. Table III-1 Revised 2000 III-3 Transportation Plan Chapter Subsection Federal Way Comprehensive Plan - Transportotion Figure III-Z Current Multi-Modal Transportation Systems Planning, Implementation, & Management • ......................... ......................... : Land Use Ysio� • • Fedenl Legislation : ; Existing Conditions � State Legislation � • LOS Standards , � Regional Poliaes ; Transportation Plan Facilities Services Region/State Local Transportation Improvement Program Transportation System Management Regional Systems, Policies, Agreements, Etc. Funding IMPLEMENTATION Local Regional .......__ ---....... : SVcets 8 Roads . Transit System : � Transit Ammities ; HighwaysMOV System : : TDM Programs . TDM Programs : � Non-Motorized , Nonalllotorized � OPERATION MONITORING � • Revised 2000 - p1_4 '� Federal Way Comprehensive Plan - Transportation • � How Do People Travel? ■ As in much of suburban King County, the Single Occupant Vehicle (SOV) is the dominant mode of long distance travel. Nearly 8 out of 10 work trips occur by this mode. ■ Between 15 and 20 percent of all work trips are made by High Occupancy Vehicles (HOV's). Of these, less than three percent are by transit. ■ The average occupancy of vehicles is similar to the suburban Seattle average at 1.2 people per vehicle. Raising the average occupancy would reduce congestion. ■ Most area employers (68 percent of those responding to a City survey) reported that bus service exists within one block of their work place ■ Biking and walking modes are used for about seven percent of all trips. The value is somewhat lower for work trips. What Role Do Park & Ride Lots Play? ■ � Park and ride facilities are in high demand in Federal Way, as throughout the region. Of today's three lots, with a total of 1,900 spaces, nearly all are filled on the average weekday. Adding a lot at 21 st SW at SW 344th (northeast corner) will increase area capacity by about 650 stalls. How- ever, Metro studies have identified the need to double the present supply by 2010. Utilization of the existing park & ride lots (at South 272nd, South 320th, and South 348th) is a mix of regional tra�c. Federal Way users range from a low of 44 percent in the South 272nd Street lot to a high of 60 percent in the South 348th Street facility. Are There Areas Needing Increased Transit Service? ■ Areas outside Federal Way which generate or attract city trips and which are not heavily serviced by transit include: • ■ The Kent Valley (Renton, Kent, Auburn, and Puyallup). ■ Tacoma. ■ Rainier Valley — Duwamish South. Are There Existing Street Deficiencies? ■ Congested intersections are located predominately in the Cih� Center area and along Highway 99. East/west routes that experience high levels of demand include South 320th Street and South 348th Street. ■ Traffic accidents cost travelers in the city over $14 million per year. Most accidents are congestion related. Federal Way's Subarea Roles In establishing a future direction for the City's trans- portation system, it is vital not only to understand existing characteristics of travel, but also the nature of land uses which generate travel. Subareas of the City are readily identifiable. They range from mixed-use centers along the I-5 corridor to residential areas that developed with widely varied land use patterns. Following is a summary of the pre- sent characteristics in the subareas of the City. Western Residential Area The Western Residential Area consists primarily of suburban type dwelling units. Over half of all resi- dential dwellings in the study area are in this area. While transit is provided to the area, the development patterns have been designed to accommodate the auto and not transit. The steady progression of residential development in the western areas of the City has resulted in a mix of middle and upper income residences. Dwelling unit density is around three to five units per acre. This density does not readily support transit service, nor does the existing street pattern (cul-de-sacs and few through roads). For example, the Twin Lakes area was designed with serpentine, discontinuous streets and cul-de-sacs that make it difficult for transit penetration and pedestrian connectivity. In general, there are too Revised 2000 ' ' - 111_5 Federal Way Comprehensive Plan - Transporiation Map III-1 • �� � I �' ' �� � Revised 2000 - III-6 Federal Way Comprehensive Plan - Tronsportation • few streets; the arterial streets are used for nearly all success of the overall vision that supportive develop- traffic circulation, and there is a strong need for more ment and transportation patterns be encouraged. In easUwest corridors. other words, there is a need for a sufficient grid of more inter-connecting streets. The present street pattern focuses easdwest trips from the Western Residential Area into the business core. This, combined with the north/south commute pat- terns, (predominantly to work centers along the I-5 and SR-99 corridars) and business district generated com- mercial and retail trips, results in high congestion in the business district, especially during the evening commutes. Commercial Core Area Regional Perspective Vision 2020, developed in the early 1990's, was updated in 1995 by the Puget Sound Regional Council (PSRC) as its Metropolitan Transportation Plan (MTP). The objective is to assure compliance with federal and state legislation that has been enacted since the original adoption of the metropolitan plan. Key strategies of Vision 2020 include: The primary commercial areas lie west of I-5 and east of about l lth Place South. This includes SeaTac Mall retail, SR 99 corridor, and office uses in the West Campus area. About 11,000 job opportunities attract Federal Way and regional trips to this area. Consumers and clients of core area businesses also contribute to the travel patterns of the area. While the � Western Residential Area contains the highest concentration of housing, the Core Area witnesses the greatest traffic demand. Today's 77,000 evening peak hour trips to and from the area are expected to in- crease to nearly 116,000 trips by 2015. Compounding the problems associated with the attractiveness of the area, trips beginning and ending in the Western Residential Area are funneled through this area by the limited system of east-west arterial streets, principally South 320th and South 348th as these connect to I-5. There is a need for improved circulation, fewer com- mute trips to help reduce peak period congestion, improved transit and access to transit, and a means to improve goods and services circulation both internally and to the regional transportation networks. East of I-5 Area The lowest level of development in and about the City falls east of I-5, within Federal Way's Potential Annexation Area. This presents the possibility of large � increases in travel demand in the future. As this development occurs, it will be imperative to the ■ Creation of a regional system of central places framed by open space. ■ Investment in a variety of mobility and demand management options to support the central places. ■ Maintain economic opportunity while managing growth. ■ Conservation of environmental resources. ■ Early mitigation of adverse effects of concentrating development. ■ Monitoring and updating of Vision 2020. The Metropolitan Transportation Plan (MTP) is the product of the current planning efforts. It is coordinated and managed by PSRC and: ■ Identifies the transportation system of regional significance. ■ Determines modal performance expectations. ■ Documents needed improvements under Vision 2020, incorporating local level growth management plans, financial needs, and a regional congestion management system. ' Revised 2000 - III-7 Federol Way Comprehensive Plan - Transportation A structure for monitoring progress towards the achievement of the plan and improvement to mobility issues is being designed. The City's role in this process has already been established through the involvement of key staff and elected officials at the regional and state le•✓els. Coordination and planning with PSRC, WSDOT, METRO, King County, and the Sound Transit principally is an on-going local effort. Service Providers The State Department of 7 METRO Sound Transit Pierce Transit Pierce County King County Private Utilities Lakehaven Utility District Fire District Neighboring Cities Service Providers Table III-2lists key service providers in the region, and their primary functions with which the City maintains contacts through the planning process. Pertinent information on the impacts of their programs is noted in the text of the plan. � Table III-2 :ey Service Providers Primary Functions State Highways, Park & Ride lots, Transit, Park & Ride, CTR Coordi High Capacity Regional Transit Transit, Park & Ride, CTR Coordi Connecting Roadways & Traffic a Connecting Roadways, Traffic Co Land Use Change Impacts Puget Sound Energy, US West, an Utilities Within Right of Way Fire Hydrants in Right of Way Tacoma, Des Moines, Kent, Aubu Fife for Traffic and Land Use Cha The City is well positioned to capitalize on its close proximity to the Ports of Tacoma and Seattle, and the SeaTac Airport. It is important to maintain efficient access and to support the viability of these inter- national transportation facilities. Summary of Major Needs In summary, Federal Way has defined its role through the end of the 20th Century and into the 21 st Century as one supporting the regional direction; becoming an urban center and developing the appropriate combination of transportation services and facilities to support the inherent development pattern of the proposed land use plan. The following major needs or improvements are related to transportation in Federal Way: ■ Assure Port and SeaTac Airport access. ■ Assure free moving intra- and inter-state highways. This provides free moving people, freight, and goods to maintain economic viability of the region. on Algona, & ■ Provide a transportation system that supports the City's Land Use Plan. ■ Provide for additional arterial streets and inter- connecting streets in both business and residential areas to reduce congestion and reliance on the few existing arterials. ■ Provide additional east/west arterials or other ways to relieve eastJwest travel congestion. ■ Improve pedestrian and bicycle facilities with better access between cul-de-sacs, neighborhoods, to transit corridors and centers, and within business areas. ■ Provide alternatives to SOV's to reduce their use, relieve congestion on streets (especially in peak hours), and provide more rapid movement of people, goods, and services on streets. This may include helicopter, rail, increased transit, park and ride lots, car and vanpools, telecommuting, and information highway products. u \ J � ' �Revised 2000 � III-8 Federal Way Comprehensive Plan - Transportation u ■ Provide transportation system management tech- niques to improve mobility. This may include impact fees to build better transportation facilities, parking fees to reduce SOV use, subsidies for bus passes, car and vanpool use, free business area shuttle buses, and land use regulations that support transportation system improvements. TP2 Implement Federal, State, and Countywide planning policies. TP3 Provide integrated, multiple travel options to residents and workers, especially those with disabilities, that are also effective alternatives to the single-occupant vehicle. � ■ Provide a transportation system that protects and enhances the environment and quality of life. ■ Provide the funding needed to maintain existing infrastructure and implement needed transpor- tation system improvements. ■ Provide cooperative transportation solutions that are inter jurisdictionally cobrdinated to meet local and regional needs. Transportation Goals & Policies TP4 Give priority to transit and supportive needs. TPS Protect neighborhoods from traffic impacts. TP6 Give priority to transportation alternatives that improve mobility in terms of people and goods moved for the least cost. TP7 Establish mobility levels of service appropriate for the alternatives and location. TP8 Provide funding necessary for transportation needs at the appropriate levels of service. Goal TG1 Maintain mobility for residents and businesses through a balanced, integrated system of transportation alternatives that: a. Meet local and regional needs through inter- jurisdictionally coordinated and integrated systems. b. Reduce auto dependency, especially single occupancy vehicle (SOV) use. 3.1 STREETS AND ROADWAYS In Federal Way, the predominant mode of travel will likely remain the private automobile. It is ciear that major expansion of the highway system with the intent of expanding capacity for the single occupant auto will less frequently meet federal, state, and regional policies. Modifications to the transportation system that are likely to receive funding are those that will promote the increased movement of people and goods as opposed to vehicles. c. Support the land use vision and plan. d. Protect and enhance the environment and qualiry of life. e. Provide acceptable levels of service for each transportation mode that are also commen- surate with their planned levels of funding. Policies TPl Integrate land use and transportation plan • decisions to support the land use vision and plan. Alternatives that move people rapidly to their destina- tions must be provided as congestion grows and driving time increases for users of single-occupant vehicles. The future transportation system will be re- prioritized to promote high occupancy vehicles, trains, buses, carpools, and vanpools along existing rights-of- way, and to incorporate high capacity transit if it becomes available to Federal Way. Several actions relating to streets and roadways are necessary for the City to adopt its transportation plan. The City must establish and adopt the following standards: b Revised 2000 - III-9 Federal Way Comprehensive Plan - Transportation ■ ■ ■ Functional Classification of Streets. ■ Access Management Classification. ■ Street Standards. ■ Level of Service (LOS) Standards. ■ Prioritized list of street and roadway improvements that support the Land Use Plan. ■ Concurrency Management Plan. ■ Financing Plan. Existing Conditions An extensive inventory of the existing roadway system in Federal Way was reported in the City's 1993 Communiry Profile. The following excerpts on existing conditions are taken from that document. 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-2. There are two major freeways in the Federal Way planning area: Interstate S(1-S) is four lanes in each direction, with a posted speed limit of 60 mph. This freeway serves as the main north/south freeway for regiona( travel in western Washington. SR 18 is two lanes in each direction, with a posted speed limit of 60 mph. This freeway acts as an easUwest alternative to I-90, connecting to I-90 east of Issaquah and serving the communities of Auburn, eastern Kent, Covington, and Maple Valley. Primary roadways in the Federal Way planning area include: ■ Pacific Highway South (SR 99) ■ Military Road South ■ 1 st Avenue South ■ 21st Avenue SW ■ South 272nd Street ■ South 288th Street ■ South/SW 312th Street ■ South 320th Street/Peasley Canyon Rd ■ South 336th Street ■ South 348th StreedCampus Drive SW ■ SR 509 (Dash Point Rd) ■ Enchanted Parkway (SR 161) ■ South/SW 356th Street These roadways serve major activity centers within Federal Way, including commercial activities in the South 320th Street corridor between Pacific Highway South (SR 99) and Interstate 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 Weyerhaeuser Headyuarters/East Campus area. The roadway system within the city connects to the surrounding regional transportation network, which provides access to other major activity centers including Seattle, SeaTac Air- port, Tacoma, the Port of Tacoma, Kent, and Auburn. Traffic Signal Locations Map III-3 shows the locations of signalized inter- sections within the Federal Way planning area. Currently, signals are maintained and operated by the City under a contract with King County. The ability to coordinate signals along congested minor and principal arterials is important to achieve the maximum capacity of a given facility. South 320th Street currently has 13 signalized intersections that are irregularly spaced and, in some cases, spaced too close to each other. Coordination of the signal system on South 320th Street was implemented in 1993, from I-5 to lst Avenue South, together with the coordination of signals on SR 99 from South 288th to South 324th Street. In addition, coordination of the signal system along SR 99 from South 336th Street to South 356th Street and along South 348th Street from I-5 to 1 st Avenue South was implemented in 1995. Benefits of signal coordination are quantified in Section 3.2, under Signalization Improvements. u � � Revised 2000 ���_�p � • • CITY OF FEDERAL WAY COMPREHENSIVE PLAN EXISTING Si�GNIFICAPIT STREETS AND HIGHWAYS TRANSPORTATION ELEMENT Legend i'• s � . • City Limits Potential Annexation Area � SCALE --- 1 Inch equals 5,800 Feet � G � � QI�9 D nted February 2000 MAP III-2 �N/cpmaps/trslgnlf CITY OF FEDERAL WAY COMPREHENSIVE PLAN '� _ �'s►, EXISTING AND PLANNED TRAFFIC SIGNALS Puget Sound TRANSPORTATION ELEMENT C r 1 Legend �- U. / Federal Way City Limits /� • " • ' Potential Annexation Area Rr afie t % ■ ■yY I ` ♦` "° , s 201 '� ®� Existing Traffic Signal ♦�'� = communication System \ o ♦\ ` LL t • ° °�' Proposed Traffic Signal Np T HsH K`NY B REP (L a�. . Communication System r • . ♦\ - ♦�♦ - .- r 3 �� Existing Traffic Signal ` 'l � 0 Planned Traffic Signal ♦`♦ 1. 3rd T E • Irk 0 Fire Signal ♦ / _ ♦ ♦ m < U < <4 y U � 3 SCALE -- 1 Inch equals 5,800 Feet MAP III -3 0 Map printed February 2000 6 mapsArs1g.amf Federal Way Comprehensive Plan - Transporfation • Traffic Volumes � 1992 average weekday traffic volumes on selected arterials are shown on Map III-4. The roadway with the highest daily traffic volume is I-5. This facility carried nearly 158,000 vehicles on an average week- day in 1992 (WSDOT, 1992). Historical growth on I-5 has fluctuated in recent years in the Federal Way vicinity. Between 1985 and 1990, the average daily traffic increased at an average annual rate of 5.3 per- cent. However, from 1990 to 1992, the average daily traffic decreased at an average annual rate of four percent. Federal Way's busiest arterial, South 320th Street between I-5 and SR 99, carries approximately 55,000 vehicles per day. On South 320th Street, average weekday traffic has grown at an annual rate of 5.8 percent since 1985. Other arterial roadways with significant daily traffic are portions of Pacific High- way South and South 348th Street, carrying 40,600 and 53,500 vehicles per day, respectively. Forecasts of 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 range from children walking to school to adults commuting. Not all of these trips are typically analyzed in transportation planning, although emphasis is increasing for non-motorized trips and transportation management systems. To assist in categorizing trips, the area of interest was divided into Transportation Analysis Zones, or TAZ's. This structure allows a link between travel data and land use data. Estimates of the number of households and employees were made for each TAZ. These land use estimates were then translated into traffic demand on major arterials using a computer modeling process. The model was 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. the area and other factors, it is possible to forecast the total number of trips produced in an area. In a similar fashion, employment densities can be used to forecast person trips attracted to an area. Each parcel of land generates traffic based on its type of use and intensity of development. The evening peak hour is a modeling standard, since it usually is when the highest demand occurs. Future Travel Demand The community visioning process explored a series of future (2010) land use intensities and configurations. Concepts of future development that would accomplish regional and City goals were explored. The concepts were then turned into estimates of travel demand and the necessary transportation improvements were identified. Through the Environmental Impact Statement (EIS) process, a recommended alternative was identified, which includes significant improvements to the existing street system, along with other transportation demand management and transit actions. In general, between 1990 and 2010, an increase in total person trips of approximately 40 percent is predicted. City Action Areas for Transportation Plan Adoption 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 classification system is typically shown in map form, which can be used by planners and developers alike to determine improvements and program needs. The types of functional classifications for Federal Way are described below. Freeway — A multi-lane, high speed, high capacity There is a fair!y consistent relationship between the roadway intended exclusively for motorized traffic � number of trips produced each day and the density of with all access controlled by interchanges and road residential dwelling units. Depending on the density of crossings separated by bridges. Revised 2000 III-13 Average Weekday 'I� (1992) LEGEND 7900 Average Weekday Traffic crtroF G �� ��1— Map III-4 • � • � • \ J CITY OF FEDERAL WAY COMPREHENSIVE PLAN FUNCTIONAL CLASSIFICATIONS OF EXISTING STREETS AND HIGHWAYS TRANSPORTATION ELEMENT Legend ��`-' Federal Way City Limits . � • ' Potential Annexation Area �� Freeway �� Principal Arterial ���`'����� Minor Arterial � `' � Principal Collector . .. � Minor Collector � SCR►LE -- 1 Inch equals 5,800 Feet ana G � m a ,�� MAP III-5 February 2000 Federai Way Comprehensive Plan - Transportation 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 abut- ting 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 ctassifications. Designation of roadway £unctional classification is an integral part of managing street use and land develop- ment. In Washington, as in most states, classification of streets is necessary for receipt of state and federal highway funds. Inconsistent or misdesignation of functional class (usually in the form of under- classification) can lead to poor relations with residents and the traveling public. Studies have shown that traffic volumes in excess of about 1000 vehicles per day on residential streets produce markedly increased objection on the part of local residents. Misdesignation of a street segment to a lower classification when the amount of expected traffic warrants a higher class can also result in under-design of facilities producing long- term capacity problems. Table III-3 summarizes the typical characteristics of each functional classification. The latest functional classifications of roadways in the Federal Way planning area are shown in Map III-5 and the proposed functional classification in Map III-6. Illustrative examples of cross-sections A through Z are shown in Figure III-3(a-b) to Figure III-4 respectively, for the street system within Federal Way. Map III-7 illustrates which cross-section would be used for each arterial and collector within the com- munity. Since the City does not plan local street networks, the applicable street cross-section for local streets will be established through the City's develop- ment review process, which is ongoing. Access Management Classification �J Access management is the regulation of intersection and driveway spacing to improve the safety and pre- • serve capacity of major streets. Roadway crash rates are heavily dependent on 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. Table III-3 Characteristics of Functional Classifications of Streets � Revised 2000 III-15 1 Limited access, state jurisdiction. per METRO standards. 2 Connects subregional activity centers and communities. 6 Pnmary func[ion is access to abutting land use. Through traffic can be 3 Provides major movement capacity; collecting neighborhood and business traffic to discouraged by use of tra�c control devices. higher level arterials. 7 The exact cross-sections and standards for a particular street within the 4 Connections between neighborhood or commercial areas. Design consideration for community will be established through the City's design. trucks. s • • CITY OF FEDERAL WAY COMPREHENSIVE PLAN ADOPTED FUNCTIONAL CLASSIFICATIONS OF STREETS AND HIGHWAYS TRANSPORTATION ELEMENT Legend ��`� Federal Way City Limits . � • ' Potential Annexation Area � Freeway �'� Principal Arterial Minor Arterial - � - � Principal Collector Minor Collector � SCALE � 1 Inch equals 5,800 Feet crtror C � m a ,� �„ MAP III-6 200� J b ' , �� � ��� -� r�'a� � , ��� Cross Section A � .� � > �� ' I J J 3' s' s' z'-�4'* >>' �i' >>' s' �z' �i' 2'-�4'* s' s 3, 4 Lanes + HOV Utll. Sidewalk Plonfer HOV Left Turn HOV Planter Sid�walk Utll + M e d i a n Strlp �� , 1�� � 6� ,Z�� S}rl Median (where LT not needed� 86' — 90� * 120' — 124' * * Larger dimensions are to be applied only on State Highways d � Y � Cross Section B �,� : � � �� ��. � � y,�'p `af� �'� , , s � �''' . >`� '�� P� ' ' �_� 4 Lanes + HOV a� �2° >>° >>� i�' 4' �2' >>� �z• s� + Median Sldewalk H�V Left Turn � Sidewalk F-12'—}-14 �—}--12'—� Median (whero LT not needed) � n C � f�/ C e n t e r 84' 100' �'� G Roadway Cross Section A& B -� m� FIG. III-3 (a-b) � — — • � • '� � Cross Section C �. , - 3' s' s' s' >>' >>' >>' s' � 2' >>' s' s' s' 3° 4 La n e s + B i k e Util. Sidewalk Planter Btke Left Turn Biks Plan4er 5ldewalk Uftl + M e d i a n Strip �� Z � 6�-}--� 2�---� St►I Median (whsre LT not �eeded) 72' 106' �� Cross Section D � 4 Lanes + Bike 3� �2� s >>� >>� >>� s� �2� >>° 5� �2� 3� + Median util. Sidewalk Blke Left Turn Bike Std�waik uHL st�P f --12�—�--1 g'—�-12'� sr►�P Median (where LT not needed) �('1 C � t�/ C e n t e r 72' 102' �� G Roadwa Cross Section C& D m�— FIG. III-3 (c-d) Y s � .��. � � Cross Section E J 3' s' s' z'- � a'* >>' >>' s' � z' z'- � 4'* s' a' 3' 4 La n e s + M e d i a n UNI. Sid�walk Plant�r Leff Tum Plant�r Sid�walk Utll S}rIP �' Z r� ' _ ' 6 �� ' ,�.� Strl Median (where LT not needed) 64' — 68' * 98' — 102' * * Larger dimensions are to be applied only on State Highways � Cross Section F � � 4 Lanes + Median 3' 12' 12' 1 1' 11 ' 6' 12' 12' 12' 3' Util. Sidswolk Left Turn Sidswalk Ufll. Sfrip �--� 2 � 6 2� Sfrlp Median 1 (where LT not needed) � �'1 C I I�/ C e n t e r 64' 94' �� G Roadway Cross Section E& F FIG. III-3 (e-f) • � • Cross Section G � � � - . 3' s' s' s >>' >>' �r >>' >>' s' e' s' 3' 5 Lanes + Bike Util. Sid�walk Ptanfsr Bik� Gnt�r Lam Bik� Plant�r Sid�walk UNI 51�Ip S}�I 66� � ��� Cross Section H � `1 � 5 Lanes + Bike 3' 12' S' 1 1' 1 1' 12' 1 1' 1 1' S' 12' 3' Ufll. Sidewalk 8ike Center Lane Bike Sidswalk Utll. Sf� Sfrip In City Center ss' 96' Roadway Cross Sect ion G& H arrar G � ��� FI G. I I I-3 (g-h) Cross Section I � � , - 3� s� s� � 2° ��� � 2� >>� � z� s� s� 3� 5 La n e s Ufil. Sldewalk Plantsr Center Lans Planf�r Sid�walk Ufil Strlp Strl 58' 92' Cross Section J � - 1 � 5 Lanes 3' 12' 12' 1 1' 12' 1 1' 12' 12' 3' Utll. Sid�walk Cen}sr Lane Sidewalk Utll. Strip Strip In City Center 58' 88' Roadway Cross Section I& J _- �. - FIG. III-3 (i-j) � • � Cross Section K � `� , 3' s' s' s' >>' � 2' i�' s' e' s' 3' 3 La n e s + B i k e Ufi�. Sidewalk Planter Blk� Center Lane Blke Planfer Sidewalk Utll trip Sfri 44' 78' Cross Section L � � 3 Lanes + Bike 3' 12' S' 1 1' 12' 1 1' S' 12' 3' Ufil. Sidewalk Bike C�ntsr Lane Bike Sidewalk Utll. Sfrip Strlp In City Center 44' 74' Roadway Cross Section K& L �. ,� _ � FI G. I I I-3 (k-1) Cross Section M � `1 _ 3� s� s� � 2' � 2° � z� s� 8° 3° 3 La n e s Ufil. Sid�walk Plan}�r C�nt�r Lan� Plant�r Sld�walk Ufll 5}rlp Strl 36' 70' Cross Section N � � � 3 Lanes 3� �2� s� >>� �z� >>� s� �2� 3� + Parking Ufll. Sidewalk Pa►kiny Gnf�r lan� Parklnq Sidswalk UNI. SMp SMp In City Center 50' 80' �p' G Roadway Cross Section M& N -� �'R� FIG. III-3 (m-n) • • � Cross Section O , 3' s' s' s' � 2' � 2' s' s' s° 3' 2 La n e s + B i k e Ut1I. Sid�walk Planler Biks Blk� Pianter Sldswalk Util $}�p Stri 34' 68' Cross Section P 2 Lanes + Ditch 3' 6' 10' 4' 12' 12' 4' 10 6' 3' utn. '—^ Ditch � S Ditch �^ utu. Sfrlp � ° c ° c � StAp c � � a x . �c 32' 70' Roadway Cross Sect ion 0& P _- �. - FI G. I I I-3 (o-p) Cross Section Q 3� � 2� s� � 2� � z' a� � 2� 3� 2 La n e s Uftl. Sid�walk Parkiny Parkiny Sid�walk Util. � P a rk i n g St�ip S}riP In City Center 40 � 70' Cross Section R � 2 Lanes 3� s� 4° a� � 2� � 2' $° 4� s° 3� + P a rk i n g Util. a o Parkiny Parkiny o a U}tl. Strlp � � � E Strlp o � � o F � � 40' 66' Roadway Cross Sect ion Q& R �a G � FI G. I I I-3 (q-r) • � • Cross Section S 3� s� 4� s� � o� � o� s� 4� 5� 3' 2 La n e s Ufil. a o Parking Parking o a Util. � P a r k i n g S� E ' � � Strlp c s' � n � � � 36' 60' Cross Section T � 2 Lanes 3' 5' 8' 2' 12' 12' 2' 8 5' 3' + D i t c h Ufil. a Otich o o Dlfch a Utll. Strip � � � � S}riP o a a o �c � • ic 28� 60' Roadway Cross Sect ion S& T an►ar G � � �■� R��71 -- — -- FI G. I I I-3 (s-t) Cross Section U , 3' S' 4' 8' 8' 8' 8' 4' S' 3' 2 La n e s Uftl. a o Parkiny Parking o a Utll. � P a r k i n g Sfrlp � � � � St�lp o : � e � � 32' 56' Cross Section V , 2 Lanes 3' S' 8' 12' 12' 8 5' 3' + D i t c h Util. �—^ Dltch Dltch �_^ Uflt. Strlp � � St�ip 0 0 � � 24' 56' Roadway Cross Sect ion U& V �a G � FIG. III-3 (u-v) i • • Cross Section W I1 3' 5' 4' 8' 12' 8' 4' S' 3' � La n e Utll. a o Parking Parkiny o a Ulil. + Parking Strip � � � � Sirip c � � o x � 28� 52' Cross Section X � 2 Lanes 3' S' 8' 10' 10' 8 5' 3' + D i t c h utn. � ort�n on�n � u+a. Strlp � � Strfp u n � x 2�� 52' Roadway Cross Section W& X �� G � �� FI G. I I I-3 (w-x) Cross Section Y � � � .�� 2� 5� u �2� u ��2'� s� z' Inf ill Cul—de—sac UfIL a a Utll. StrIP � � StNp 0 0 � x 24' 38' ��� � �h �� �`° � �� � , � � ' u ��� # <� Cross Section Z ��R . .' x .� �����g X � �r� �, ..: � �' � ��E Cul—de—sac � Terminus 3' 5' 32' 26' 32' S' 3' Utll. �—^ Gnt�r Island a Ufll. StNp � � Strlp 0 0 � � 90' 106' Roadway Cross Section Y& Z �� G � FI G. I I I-3 (y-z) � � • Special Cross Sections �*� G � FIG. III-4 Federal Way Comprehensive Plan - Transportation Access is one of the major factors influencing functional classification. Generally, higher classifica- tions (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 (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 (WAC 468.51 and 468.52, respectively). A summary of the access classifications from WAC 468.52 is provided in Table III-4. The criteria used to define the classification system included functional classification, adjacent land use (existing and pro- posed), speeds, setting (urban or rural), and traffic volumes. The classification system was developed with assistance from the cities by the WSDOT North- west Region planning office. The authority to permit access to state facilities lies with the state in unincorporated areas and with the cities in incorporated areas. WAC 468.51 requires that cities with permit authority adopt a classification system equal to or more restrictive than that proposed by WSDOT. The WSDOT required cities to establish an appropriate access classification system by mid 1996. All state routes within the City also needed to be 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-S illustrates the City's proposed 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 accidents. Map III-8 indicates WSDOT's access classes on state highways in Federal Way. Map III-9 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. u Street Standards As the transportation system evolves, periodic review of the 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 reyuire 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. 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. According to the Highway Capacity Manual (HCM), level of service is quantified differently for roadway segments as opposed to intersections. For example, on roadway segments the LOS is defined by the general spacing of cars traveling on the street and their level of interference with one another. At intersections, however, the LOS is defined by the length of delay a driver experiences in passing through the intersection or waiting to turn into or out of a side street. The definitions for each level of service and methodologies for calculating LOS are contained in the Transpor- tation Research Board Special Report 209, Highway Capacity Manual (1985, updated 1994). � 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, Revised 2000 III-32 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � PLANIVED STREET SECTIONS TRANSPORTATION ELEMENT Legend: �'��s' Federal Way City Limits /�,� Potential Annexation Area � � Ir I �J i� \ Puget Sound s O � i � �-� I � C � J � � _vo� � Roadway Section: � A - 4 lanes + HOV �� B- 4 lanes + HOV (City Center) ^� C - 4 lanes + Bike ♦�� D- 4 lanes + Bike (City Center) � E - 4 lanes � \\ � F - 4 lanes (City Center) ^� G - 5 lanes + Bike ^� H- 5 lanes + Bike (Ciry Center) �% I - 5 lanes � J - 5 lanes (City Center) �� K - 3 lanes + Biks .�� L- 3 lanes + Bike (City Center) �/ M - 3 lanes ���' N- 3 lanes + Parking (City Center) ^� O - 2 lanes + Bike � P- 2 lanes + Ditch (Low Density) - Q- 2 lanes + Parking (City Certter) � R - 2 lanes + Parking (CommerciaUlndustrial) !����% S- 2 lanes + Paridng (Single Family) /�� T- 2 lanes + D'Rch (Low Density) crrroF G `` E� v RY QIS DIVISION MAP III-7 NOTE: This map is intended for use as a qraphical representation oniy. The City of Federal Way makes no warranty as to its accuracy d Fehruary 2000 $P Federal Way Comprehensive Plan — Transportation �� � i Class Table III-4 Washington State Access Classification System Chapter 468.52 WAC (7-14-94) Posted Typical Planned Planned Minimum Functional Characteristics Speed Median Intersection Private (MPH) Treatment Spacing* Connection Spacing High speed/volume, long trips serving: interstate, Restrictive, where 1320 feet. 1 intenegional, intercity travel. Service to abutting land 50 to 55 1.0 mi subordinate to service of major traffic movements. multi-lane is warranted. One per parcel Medium to high speeds/volumes, medium to long trips 2 serving: interregional, intercity, intracity Vavel. Urban: 35 to 50 Restrictive, where 660 feet. Service to abutting land subordinate to service of Rural: 45 to 55 multi-lane is warcanted. 0.5 mi One per pazcei. traffic movement. Moderate speeds/volumes, short trips serving: Rural: 0.5 mi intercity, in[raci Restrie[ive where multi- ty, intercommunity travel. Balance Urban: 0.5 mi/less Urban: 30 to 40 lane is warranted. Two- 3 between land access and mobility. Used where land with signal I 350 feet Rural: 45 to 55 way left-turn lane may use is less than maximum build out, but development progression be utilized. , potential is high. Moderate speeds/volumes, short trips serving: intercity, intracity, intercommunity traveL Balance 4 between land access and mobility. Used where level of Urban: 30 to 35 development is more intensive and major land use Rural: 35 to 45 changes less likely than class 3. Low to moderate speeds, moderate to high volumes, $ primazily short trips in intracity and intracommunity 25-35 travel. Service of land access dominant function. te: This table is for summary purposes only and is not included in the WAC. Source: 'See text of the WAC for exceptions. Access Median Classification 1 Raised Non-restrictive Non-restrictive Urban: 0.5 mi/less with signal progression analysis. 0.25 mi/less with signal progression Table III-S :ity of Federal Way Access Management Standards Through Traffic Crossing Left- Right- Right- Lanes Movements Left-Tum Out Turn In Turn Out Turn In 6 Only at signalized Only at signalized 330 150 150 intersections. intersections. 250 feet 125 feet Signal Progression �+�,.;P.,,.�,* * * 40% 2 Raised 4 330 330 330 150 150 30% Two-Way 3 Left-Turn 4 150 150" 150* 150* 150• 20% Lane Two-Way 4 Left-Turn 2 I50* 150* 150* 150* 150* 10% Lane 'Does not apply to Single-Family Residential uses. •'Greater spacing may be required in order to minimize conflicts with queued tr�c. """If the existing e�ciency is less than the standard, new tr�c 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 tra�c 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 currendy has a two-way left-turn lane. b) Two-way left-tum 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-tum lane. Revised 2000 III-34 CITY OF FEDERAL WAY COMPREHENSIVE PLAN WSDOT �- ��- •t,�'- - -�:,, �� ACCESS MANAGEMENT 1 - - -- CLASSIFICATIONS Puget Sound J o TRANSPORTATION ELEMENT Legend - -� �- -- M — — [ __.___.______._._ -- - Federal Way City Limits 312th _ ��� • • Potential Annexation Area v ♦ �_� _= . ""'s - �� `♦ - -�� -; —1 } vim 1 ( — 1 /�I Limited Access i"�� Class 4 r rM8 ♦ LL .� - - -- REPK�Y th 8 � � \- f �_ • \, -_ - -- - ,1\ I T •- , a \� 33rd BTE \♦ _ � - - -_ 3. ham_ V w� J A�� A �— - - -- - --- - ♦ � \ ��`L�`� � � — • • a � • • � - �♦ � � ,�� —_� Z -- -SCALE v♦ r> 1 Inch equals 5,800 Feet • • arr w G 4w 010 DIVISION MAP I11 -8 Map printed February 2000 $N /c *rweame.aml � � • CITY OF FEDERAL WAY COMPREHENSIVE PLAN FEDERAL WAY ACCESS MANAGEMENT CLASSIFICATIONS TRANSPORTATION ELEMENT Legend ��`-� Fecieral Way City Limits • � • ' Potential Annexation Area ^� Class 1 �� Class 2 � Class 3 � Class 4 � SCALE � 7 Inch equals 5,B00 Feet am°r G � m a,E',�;,� MAP III-9 2000 �N/opmepertramo.aml Federal Way Comprehensive Plan - Transportation and (2) to measure the adequacy of the public services which serve existing and proposed development. The first use of LOS is addressed in this section, in which alternative improvement scenarios are evaluated against these levels of service. The second use of LOS relates to the "concurrency" requirement of GMA, as described in Section 3.10. 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. 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 van- pooling. 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 inter- sections. 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 which is an expansion of the traditional LOS measurements presented in the Highway Capacity Manual. The City uses the following two criteria for measuring LOS. Corridor and Roadway Segment Volume/Capacity (i�/C) Ratio — The volume/capacity (v/c) ratio directly compares the volume on a roadway segment with the capacity of that segment to carry traffic volumes. The ratio, expressed in a range as shown in Table III-6, can then be used as a planning level LOS indicator. lane, etc.) and the type of traffic control along its length • (e.g. frequent traffic signals reduce capacity). A v/c greater than 0.90 is used to identify locations for a more rigorous operational analysis. In an operational analysis, the level of service standard for planning purposes will be a v/c of 1.00, 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. Current LOS Deficiencies — Map III-10 illustrates the 1995 PM peak hour level of service deficiencies on Federal Way's arterials. This figure indicates that South 320th Street, Pacific Highway South (SR 99), Enchanted Parkway, Military Road, and portions of South 348th Street are among the most congested corridors in Federal Way. These are the primary routes that carry commuters, shoppers, business trips, freight and goods, and other vehicles throughout the day and especially during peak periods. Future LOS Deficiencies — Map III-11 illustrates the expected 2003 PM peak hour level of service deficiencies for the "current trends" if no additional improvements are constructed. Map III-12 depicts congested streets with "1998-2003 TIP" improvements. The current trends condition assumes that limited roadway improvements would be made on the existing street system, while the recommended plan includes significant improvements to several major and minor arterial routes. Without improvements, South 320th Street, Pacific Highway South (SR 99), Enchanted Parkway, Military Road, and portions of South 348th Street would remain the most congested corridors in Federal Way. The recommended plan would improve conditions along all of these streets. Map III-13 depicts congested streets in 2015 if only the improvements in the 1998-2003 TIP are constructed. Map III-14 depicts congested streets if the 1998-2015 CIP improvements are constructed. 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 Analysis Procedure Planning (v/c) Operational Delay (sec Plann A 0.00 - 0.60 Table III-6 and Operational Levels of Service C I D 5.10 - 15.00 on �.�i -o.so � o.si -o.yo � o.vi - i.00 �>l.00 15.10 - 25.00 25.10 - 40.00 40.10 - 60.00 >60.00 � • Revised 2000 III-37 � � • CITY OF FEDERAL WAY COMPREHENSIVE PLAN EXISTING 1995 CONGESTED STREETS & HIGHWAYS TRANSPORTATION ELEMENT Legend ,��,� . , �� • Federal Way City Limits Potential Annexation Area Congested Streets Congested Intersections � SCALE � 1 Inch equals 5,800 Feet em'°r G � � GI�9 DIVIB�ION Map printed February 2000 i►��r_���i�n CITY OF FEDERAL WAY COMPREHENSIVE PLAN 2003 CONGESTION WITH d T 1 EXISTING STREETS Puget Sound -A� • c� TRANSPORTATION ELEMENT } Legend � U � Federal Way City Limits o � Potential Annexation Area s. 312ch Congested Streets \\ t Congested Intersections \ N \ ` N TH3H REPKVJY � ,� 6 8 8 �, . � • \� \%\ 1 T , 6 • 3rd IE r• I ` \ 3.36 h 3 ir \ w SCALE --- 1 Inch equals 5,800 Feet � A � 1 • • HTY W ` M� � MAP III -11 q ,. Map printed February 2000 �mapsArcong03.am � � � CITY OF FEDERAL WAY COMPREHENSIVE PLAN D03 CONGESTION WITH ROPOSED 2003 IMPROVEME �F STREETS & HIGHWAYS TRANSPORTATION ELEMENT Legend �'� • s e • � Federal Way City Limits Potential Annexation Area Congested Streets -- SCALE -- 1 Inch equals 5,800 Feet em'°v G � � 01�9 DI�N9�ION MAP III-12 2��� CITY OF FEDERAL WAY COMPREHENSIVE PLAN 7 d T 2015 CONGESTED STREETS ON 2003 NETWORK Puget Sound . TRANSPORTATION ELEMENT l r' LL Legend D 0) a a 6 G �° -' Federal Way City Limits ° r • • • ' Potential Annexation Area \ S. 312th \'\ 8 h8T ®� Congested Streets `\ I Congested Intersections ♦ \� N N ` T HBH REPK`N ♦ g $ „� 6h �I — • e �, e • ♦ � fir' • 3rd E ♦ \ �, F o 8.36 h 8 ai _ ♦\ co N SCALE — aF 1 Inch equals 5,800 Feet GIS DIVI MAP I11 -13 Map printed February 2000 $1 - Arnetis.aml � • � CITY OF FEDERA� WAY COMPREHENSIVE PLAN 2015 CONGESTED STREETS ON 2015 NETWORK TRANSPORTATION ELEMENT Legend ���,� . , o • � Federal Way City Limits Potential Annexation Area Cangested Streets — SCALE � 1 Inch equals 5,800 Feet 'm°r G � � OI�` MAP III-14 2�Q� Federal Way Comprehensive Plan - Transporfation LOS on State Facilities — In the 2015 Current Trends Alternative, the entire portion of I-5 in the Federa( Way planning area will experience severe peak- direction congestion in the PM peak hour. Most of SR 99 and SR 161, as well as major portions of SR 18, will also be congested. The "Recommended A(ternative" shows similar conditions, although traffic congestion along SR 99 and SR 161 would be somewhat reduced. Traffic Safety When considering transportation improvements, enhancements to traffic safety must be considered. Intersections with high crash rates are shown in Map III-IS and major street segments with high crash rates are shown in Map III-16. The majority of crashes in Federal Way are related to congestion. Intersections with high levels of congestion create frustration for drivers who may then perform risky measures. Common r�anifestations of frustration include running a red traffic signal or a signalized intersection producing too small a gap at an unsignalized intersection, or speeding on local streets to make up for time lost at a congested location. Many accidents in neighborhoods are related to speeding, but also to poor sight distance at unsignalized inter- sections. These safety issues can be addressed by implementing the following measures: ■ Identify high crash rate locations on an annual basis, and identify projects to improve safety at these locations. ■ Implement access management measures to reduce turning conflicts in high accident corridors. ■ Enforce intersection sight distance standards to remove vision obstructions on the corners of inter- sections and at driveways. ■ Where supported by neighborhoods, install traffic calming measures in residential areas. ■ Educate the public through project open houses and press releases on safety benefits of ■ Increase enforcement of traffic laws, particularly laws pertaining to behaviors that cause the most severe and highest frequency of crashes. Street and Roadway Improvement Plan Table III-7 lists major street and roadway projects which are included in the 2015 recommended transportation plan. The locations of these projects are shown in Map III-17. These projects will have the most significant impact on reducing corridor and system-wide congestion within the City. A full listing of recommended street and roadway improvements is provided in the Transportation Improvement Program, described in the "Implementation Strategies" section. The WSDOT has jurisdiction over state highways in the City. These include I-5, SR 18 (South 348th Street), SR 99 (Pacific Highway South), SR 161 (Enchanted Pkwy South), and SR 509 (Dash Point Road). However, since many residents depend on these and other state facilities in the region, it is important the City consider the policies and efforts of the DOT. The City is responsible for the maintenance of State routes (except I-5 and SR-18 east of 16th Avenue South) within the City limits and for the issuance of right-of-way use permits subject to WSDOT review. The State has enacted several policies to relieve the various problems facing travelers. These policies include: ■ Improve personal mobility (emphasizing movement of people and goods, over vehicles). ■ Enhance transportation to support economic opportunities. ■ Coordinate regional transportation planning and implementation. ■ Improve energy and environmental efficiency. ■ Promote public-private and public-public partnerships. � u transportation projects. ■ Improve freight and goods mobility. � � � � � CITY OF FEDERAL WAY COMPREHENSIVE PLAN HIGH CRASH RATE INTERSECTIONS (1994 -1996) TRANSPORTATION ELEMENT Legend ���.� Federal Way City Limits . ' • • Potential Annexation Area ■ 1.00-1.50 Crashes/MEV'� • > 1.50 Crashes/MEV � > 2.00 Crashes/MEV " Million entering vehicles Note: Intersections averaging less than 2 crashes per year not shown. � SCALE � 1 Inch equals 5,800 Feet an' °r G � m a ,�� MAP III-15 Map printed February 2000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN ' d T HIGH CRASH RATE CORRIDORS Puget Sound (1994 - 1996) • ` TRANSPORTATION ELEMENT < r r' r j Legend r --. v �° '° •N `�� Federal Way City Limits — . • • ' Potential Annexation Area 312th ` A �_ s , \'\ s -• •-ice 1 ' Crash Rate > 50 /mvm* Crash Rate 25 - 50 /mvm N l , \,\ ��, N a �•� °`` °w'` Crash Rate 10 - 25 /mvm r HSH RE PMNY - Crash Rate 5 - 10 /mvm . * % �'� million vehicle miles ♦� p • 3rd E - t h3 , \ r r ° 3 SCALE ar 1 Inch equals 5,800 Feet A � ! /� •• • ury P - 7 - m �� MAP III -16 L- — 0IS DIVISION Map printed February 2000 $N /cr accld.aml Federal Way Comprehensive Plan - Transportation i Table III-7 Major Street and Roadway Improvements �� �J # FACILI"I'Y FROM TO DESCRIPT[ON OF IMPROVEMENTS Widen to five lanes - provisions for bicycles, sidewalks, 1 Military Rd S S 272nd S 288th illumination, landscaping, property acquisition. Widen to three lanes - provisions for bicycles, sidewalks, illumination, landscaping, property acquisition (incl. S 304th 2 Military Rd S S 288th 31st S to 28th S). Widen to five lanes - provisions for bicycles, sidewalks, signal modification, illumination, landscaping, property 3 S 356th lst S SR 161 acquisition, coordination with regional storm detention. Construct over crossing of I-5, construct new (5) lane roadway, provisions for bicycles, sidewalks, illumination, 4 S 312th 28th S Military Rd S landscaping, property acquisition. Military Rd Construct new (5) lane roadway, provisions for bicycles, 5 S 312th S � S l st S sidewalks, illumination, landscaping, property acquisition. 6 SR 99 S 272nd Dash Pt Rd Construct Arterial HOV lanes, both directions. 7 SR 99 Dash Pt Rd S 312th Construct Arterial HOV lanes, both directions. 8 SR 99 S 312th S 324th Construct Arterial HOV lanes, both directions. 9 SR 99 S 324th S 340th Construct Arterial HOV lanes, both directions. 10 Dash Pt Rd SR 99 lst S Widen to three/four lanes. 11 S 316th S l st S W Valley Hwy Extension. Construct collector/distributor roads beside I-5 to extend the 12 I-5 SR 18 SR-161 SR-18 interchange south to SR-161. 13 SR-161 SR 18 Military Widen to five lanes, curb, gutter, sidewalk, and illumination. SW 336th Wy/ 14 SW 340th St 26th Pl SW Hoyt Rd SW Widen to five lanes, curb, gutter, sidewalk, and illumination. 15 S 320th St SR 99 1 st Ave S Construct arterial HOV lanes. 16 SR 99 S 340th S 356th Construct arterial HOV lanes. 17 S 348th SR 99 ist Ave S Construct arterial HOV lanes. Revised 2000 III-46 CITY OF FEDERAL WAY COMPREHENSIVE PLAN RECOMMENDED MAJOR T ~i STREET IMPROVEMENTS Puget Sound TRANSPORTATION ELEMENT I _ of j Legend D y LL i © 0 � �� 1 �` -' Federal Way City Limits ° < . • ' Potential Annexation Area s 31 2<n � � n � 4 \ \ s �' © Street Widening/New ! Connection Projects N Non Motorized Projects N g _ T HB REPK�JY \` Intersection Projects °� • 18 Map Identification Number 3rd E \`\ © F • \ S. h 9 Q Q SCALE — < 1 Inch equals 5,800 Feet MAP III -17 913 DIVISION Map printed February 2000 $N s/trstlmp.aml Federal Way Comprehensive Plan - Transportation •■ Enhance transportation to support tourism. ■ Promote land use patterns to improve mobility ■ Improve public transportation. • � ■ Enhance transportation system efficiency (i.e., management). ■ Improve air quality. The City's plan has been developed in awareness of these policies and supporting programs. The City's 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 imple- mentation of the following WSDOT projects: ■ HOV access improvements, primarily I-5 medians. ■ Interchange improvements for I-5 from SR 18 to SR 161. ■ Overpass/underpass improvements for I-5 at South 312th. ■ Arterial HOV and other enhancements on SR 99 south from South 272nd Street to South 356th Street. ■ Improvements to SR 509 (Dash Point Road) between SR 99 and 21st Avenue SW. ■ SR 509 extension from Burien along the western and southern sections of SeaTac Airport south to I-5. ■ The SR 509 extension north from Tacoma to the new SR 167 connection on I-5 at Fife. This extension will likely occur in the 2015 planning horizon. To have I-5 and 509 coincident along I- 5 from Fife to South 272nd would be consistent with this plan. An option that would place added SOV and truck traffic on SR 99 would not be consistent with this plan. Revised 2000 ■ 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. This includes the planned lot on 21st SW at SW 344th. ■ SR 18 improvements east of SR 99. ■ Advanced vehicle identification (AVI) on SR 99 to provide transit priority. I-S HOV Lanes — As noted in the section on transit and HOV's, a major improvement along I-5 proposed by the State is extending HOV improvements south to the Pierce County line. These changes are consistent with the assumptions included by the City in its analysis efforts, and support the concepts envisioned in the plan. WSDOT has also identified the next generation of improvements to the HOV system on I-5 (and other regional facilities). This effort will identify ways to improve HOV and transit access to the freeway (predominately along the medians of these highways). Such concepts are, again, consistent with this plan. SR 509 — Two projects will affect this facility; both outside the City of Federal Way. To the north, there is on-going planning for extension of SR 509 from Burien along the western and southern sections of SeaTac Airport to I-5. Four alternatives are being investigated through an EIS process. The most southern of these four I-5 connections is at South 272nd at the northern edge of the City. A new inter- change with I-5, and improved park and ride options, would be features of this alternative. It is consistent with the concepts embodied in this plan. The Tire I EIS for the SR 509 South Extension Project has selected Alternative C as the preliminary prefened alternative. This particular alternative would join I-5 near South 210th Street, and add capacity to I-5 south to at least South 272nd Street. The second modification to SR 509 will be south of Federal Way. SR 167's connection to Tacoma from Puyallup will be improved during the planning horizon. As part of this effort, the connection with SR III-48 Federal Way Comprehensive Plan - Transportation 509 in Tacoma will be modified. The State has not resolved the issues related to modifying this connection. Analyses will look into the best methods to accomplish this connection, and will likely examine how best to connect to an improved SR 509 to the north (see preceding paragraph). An option to have I-5 and 509 coincident along I-5 is consistent with this plan. An option that would place added SOV and truck traffic on SR 99 is not consistent with this plan. Goal • TG2 Provide a safe, efficient, convenient, and financially sustainable transportation system with sufficient capacity to move people, goods, and services at an acceptable level of service. The City shall develop and adopt policies for the construction, reconstruction, maintenance, and preservation of new and existing facilities. Other Action Areas Sound Transit is reviewing a high capacity transit sys- tem alternative for a second phase in early 2006. The City plan identifies stations/transit centers on or near the I-5/SR-99 corridor at South 272nd Street, South 316th Street, South 336th Street, and South 348th Street. Until light rail transit is extended to Federal Way, the transit centers would be for bus transit only. The integration of the road system for vehicles and buses with high capacity transit is incorporated into this plan. METRO and Pierce Transit provide bus and park & ride facilities to Federal Way. These are also identified and integrated into the City's plan. King County, Pierce County, Tacoma, Kent, Auburn, Algona, Pacific, Edgewood, Milton, and Des Moines presently border Federal Way or its potential annexation area. An integrated street system with these adjoining jurisdictions is incorporated into this plan. Sound Transit's approved plan includes regional bus service to connect transit centers. These could connect Federal Way to the south with Tacoma, and Lakewood, to the north with Tukwila and Seattle, and to the northeast with Auburn, Kent, Renton, and Bellevue. Transportation Goals & Policies It is proposed that the City adopt the following goals and policies with respect to transportation facility improvements that allow it to maintain options into the future; especially with respect to transit enhance- ments. This may result in a conservative approach to highway improvements that might slow the rate of progress in the area of non-SOV mode use. Policies Policies that affect streets and roadways are divided into five categories: General, Functional, Safety, Multimodal, and Community/Aesthetic. General TP9 Identify and implement changes to the transportation system that reduce reliance on the single occupant vehicle. Support state, • regional, and local visions and policies. TP10 Protect existing and acquire future right-of- way consistent with functional classification cross section (transit, rail, bike, and pedes- trian) needs. 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. TPll Coordinate street and roadway improvement programs with appropriate state, regional, and local agencies. TP12 Maintain the transportation forecasting model for use in impact analysis, capital facilities planning, and monitoring of the plan. TP13 The maintenance and preservation of existing • streets, roadways, and related infrastructure Revised 2000 111-49 Federal Way Comprehensive Plan - Transportation • shall take precedence over major street improvement projects that enhance system capacity. Functional • existing and preserve future street connections vital to system integrity. TP20 Take advantage of opportunities to open new road connections to create route alternatives, especially in areas with few access choices. TP14 Provide access between major development areas identified in the recommended TP21 Enhance traffic circulation and access with alternative, while improving business access closer spacing of through streets, unless geo- and protecting city neighborhoods. graphical constraints do not permit, as follows: TP15 Specify an appropriate arterial LOS which balances the economic, ecological, accessibility, and livability needs of city residents, consumers, employers, and employees. TP16 The City's LOS standard shall be E. This is defined herein as a volume/capacity ratio less than 1.00 in accordance with Highway Capacity Manual (1994) operational analysis procedures. At signalized intersections, the analysis shall be conducted using a 120- second cycle length and level of service E is defined as less than 60 seconds of stopped delay per vehicle. Where transit or HOV facilities are provided, the LOS shall be mea- sured by average delay and volume/capacity ratio per person rather than per vehicle. This standard shall be used to identify concurrency needs and mitigation of development impacts. For long-range transportation planning and concurrency analysis, a volume/capacity ratio of 0.90 or greater will be used to identify locations for the more detailed operational analysis. TP17 Expand arterial capacity by constructing channelization improvements at intersections when they are an alternative to creating new lanes along a roadway corridor. a. Arterial streets at least every mile. b. Collector streets approximately every 660 feet in the City Center and'/a mile elsewhere. c. Local streets with a maximum block perimeter of 2,640 feet. d. Non-motorized paths with a m�imum block perimeter of 1,320 feet. Safety TP22 Develop access management standards to minimize the number of curb cuts on arterials to improve pedestrian and vehicle safety. TP23 Minimize through traffic on residential streets by maximizing through travel opportunities on arterial and collector streets. TP24 Consider safety first in the design of inter- section improvements. TP25 Allow improvements to traffic flow only where they contribute to traffic and pedestrian safety, high capacity transit and HOV system enhancements, and reduce air pollution. TP26 Employ traffic calming measures in neighbor- TP18 Determine street classifications by balancing hoods (where feasible) where traffic volumes travel needs with changing right-of-way uses and speeds on local streets consistently exceed and neighborhood character. reasonable levels. TP19 Limit single-occupant vehicle capacity TP27 Prohibit parking on arterial and collector increases to those required to maintain the streets, except on low volume business district • existing LOS, either by providing new streets streets in the City Center when neither safety or by widening existing streets. Maintain nor transit operations would be compromised. Revised 2000 III-50 Federal Way Comprehensive Plan - Transportation TP28 Improve safety on residential streets by: a. Reducing street widths while maintaining on- street parking. b. Increasing separation between sidewalks and streets. c. Reducing design speeds to discourage speeding. Multimodal TP29 TP30 Reduce reliance on the single occupant auto by prioritizing and implementing supportive local-level transit, HOV, and non-motorized improvements. Identify and plan for multi-modal freeway, arterial, and collector street improvements which ensure more efficient use of existing roads and enhancement of HOV, transit, and related non-motorized operations. TP31 Integrate the traffic circulation network with high capacity transit, HOV, bicycle, and pedestrian networks with consideration to regional system needs, including air and port facilities. TP32 TP33 Structure the City's improvement program to strategically place increments of public and private investment that complement the multi- modal vision of the plan. This should include "matching" improvements to supplement the efforts by other agencies to provide HOV and transit facilities. Acquire rights-of-way for high capacity transit whenever possible in advance of their need, and make accommodations for any improve- ments, whether public or private, to provide for future high capacity transit needs without major redevelopment (e.g., locate structures so they would not need to be altered to accom- modate future high capacity transit facilities). Community/Aesthetic TP34 Design arterials to fit with the planned character of areas they pass through. TP35 Minimize visual distraction to drivers on arterials. TP36 Make arterial travel a pleasing visual experience in order to reduce driver frustration and speed. TP37 Keep through traffic to state routes and arterials. Discourage the use of local or neighborhood streets for through movements (unless part of an overall process of creating a street grid). TP38 Include sufficient area in rights-of-way for bike lanes, sidewalks, and landscaped medians to provide separation from motorized traffic as funds allow. Use landscaped medians to separate opposing traffic when safety and aesthetic purposes dictate the need. 3.2 TRANSPORTATION SYSTEMS MANAGEMENT (TSM) Transportation Systems Management (TSM) focuses on maximizing use of the existing systems travel capacity. The concept was first originated in the mid- 1970's 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 TSM introducing the term Congestion Management Systems (CMS). The terms CMS and TSM are synonymous in this document. Again, the focus of TSM is to identify ways to man- age the transportation system (usually streets and highways, from a local agency perspective) to maximize the carrying capacity of existing facilities. TSM activities can include new construction, but they typically modify an existing facility. TSM options can be grouped into the following categories: ■ Geometric Improvements ■ Access Management ■ Signalization Improvements ■ Capacity Enhancements � • • Revised 2000 III-51 Federal Way Comprehensive Plan - Transportation • � These groupings cover a host of alternative actions. Not all are appropriate for a city to undertake. The more popular and successful ones are listed in Table III-8, TSMStrategies Applicable to Federal Way. Geometric Improvements The term Geometric Improvements refers to projects intended to "re-shape" the physical layout of roads. Through reported problems and periodic monitoring (see section on Monitoring which follows), isolated improvements can be defined which will improve the operation of traffic and increase safety. Such improvements are under the City's control. While there are national and state level guidelines, the City's adopted design standards guide the design of these improvements. Sometimes called Spot Improvements, their low cost and net increase in efficiency make them particularly popular. Signalization Improvements Coordinated signal systems require periodic attention to maintain their efficiency because traffic conditions change over time. While Federal Way is not directly operating the signal systems, it has focused on hiring traffic personnel in the Public Works Department who have experience in this area and can manage the contracted work Monitoring of the system is another activity �� that the City controls directly. Whether or not the City operates the signals, a monitoring and reporting program should be set up. This would include the gathering of traffic information, its processing, and the reporting of the results in a systematic fashion. Changes in opera-ting conditions should be reported to responsible officials on a regular basis and should be used as part of the prioritization process in making local improvements (see the section on Implementation Strategies). The City has developed a master plan to provide signal communications, coordination, and monitoring as shown in Map III-3. Access Management • Signalization improvements include traffic signal installation or removal, and operational strategies. Historically, the City has relied on other agencies to service its traffic signals. The County has maintained some signals under contract to the City, while the State has operated those on certain state routes. This has produced a fragmented approach to traffic control. Recognizing this, the City recently initiated a central computer system to control key intersections in the City Center. This program consolidated all signals under King County-contracted maintenance and operation. Only signals at I-5 off-ramps remain under WSDOT jurisdiction, although signal timing is maintained by the City to provide signal coordination. Traffic along South 320th Street, South 348th Street, and SR 99 benefit from coordination and improvement to signal timing and phasing. A decrease in delay of up to 29 percent was measured in an earlier study. The cost of such improvements has been rapidly recovered by this reduction in delay to drivers. Air quality is also enhanced due to fewer unnecessary stops. In addition, transit reliability has increased. Access Management is another means to manage traffic flow efficiency. These measures can be instituted by the City on its facilities. Further, the State Department of Transportation encourages the City to manage access to state routes in the City, often by use of controls and restrictions. (See the Roads and Streets section for access management category designations.) Controls and restrictions are often placed where recurrent safety problems have been noted. Signing, which is a form of traffic control, is important to the motoring public. One component often overlooked is directional or informational signing. Another reminds travelers of regulations. Since a number of jurisdictions operate roads in and about Federal Way, a comprehensive effort to coordinate signing would be useful in placing street improvements. Such a system would route motorists and other travelers to the most appropriate route (see section on Intelligent Traveler Systems). Revised 2000 III-52 Federal Way Comprehensive Plan - Transportation Table III-8 TSM Strategies Applicable to Federal Way Strategy Low or None High Geometric Improvements -Channelization ✓ -Bus Turnouts ✓ -Exclusive Turn Lanes ✓ -Intersection Widening � Signalization Improvements -New Signals ✓ -Signal Removal ✓ -Coordination ✓ -Timing/Phasing Optimization ✓ -Monitoring � Access Management -Turn Prohibitions ✓ -Access Management ✓ -Driveway Restrictions/Removal ✓ -Signing � Capacity Enhancements -Arterial Frontage Roads ✓ -Railroad Over-crossings ✓ -Intersection Grade Separation ✓ • Capacity Enhancements Capacity enhancements typically include road widening. They are construction oriented (as opposed to operational), and are often constructed to assure an existing road segment operates as efficiently as nearby segments. For example, traffic monitoring might indicate a section of freeway carries more local, short trips than long distance, through trips. By adding a parallel frontage road, the freeway might operate more efficiently. Another example might consist of two heavily used streets being grade separated at their intersection point to accommodate flow. Intersections such as South 320th Street at SR 99, South 348th Street at SR 161, and South 348th Street at SR 99 may be considered for such improvements in future planning cycles. Capacity enhancements typically are higher in cost than other TSM strategies. Funding from outside sources is limited. Therefore, such projects must be carefully justified. Intelligent Vehicle Highway Systems and now known as Intelligent Traveler Systems, they are being rapidly developed for all modes of travel. Key to many of them is improved traveler information. As described further below, their application holds great merit for managing congestion, improving safety, and informing travelers of multiple travel options. � Advanced Technology and TSM Applications of new technology can also be categorized as TSM measures. Originally called An Intelligent Traveler Systems Plan was recently prepared for the State of Washington. Directed by WSDOT, it established a framework for implemen- tation of a variety of ITS options. Table III-9lists 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. TSM Projects The following projects have been identified under the City's TSM program. Traffic Signal Coordination ■ Signal Coordination on SR 99 —South 288th to South 356th. Complete signal coordination along • major arterial sections. Completed July 1996. Revised 2000 111-53 Federal Way Comprehensive Plan - Transportation C � u • Table lil-9 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 H �-► Automatic Fare Payment + �-► Dynamic Ridesharing }► H �/ HOV Lanes & Parking �' �r" �/ Priority Treatment �' �' �/ NOV-Signal Priority �" �' HOV-Automated Highways H �-► �/ Employer-Based TDM Initiatives s-� �' Vehicle Guidance & Control +S, :► Road Use Pricing :► :► Ferry Management N/A N/A Traveler Information Traveler Information Databases }► �" Trip Planning (Pre-trip) +� t�' Trip Guidance En Route +y �► Vehicle Monitoring & Waming Systems �, � Traffic Management Incident Detection & Management s-. s► �/ Traffic Network Monitoring �" t�' Communication Systems :► s► � Traffic Control Systems �" �' Construction Management s-► :► Freight & Fieet Management Route Planning & Scheduling +S, s► Vehicle & Cargo Monitoring � +� Regulatory Support �' �-► Internodal Port Transfers N/A N/A Other Services Emergency Service System Mgt. �r" s► Enforcement Services �' H Traveler Safety/Security s-► s► Air Quality Monitoring & Pricing +S, �-► �'- High/Positive �►- SomewhaUPossibly +y- Low/Questionable ✓- Pursue Revised 2000 III-54 Federal Way Comprehensive Plan - Transportation ■ Signal Coordination on South 348th —I-S to Ist ■ Continuing Minor Tra�c Improvements. Place South. Complete signal coordination along major signal revisions and other traffic controls at arterial sections. Completed December 1995. various locations to manage the dynamics of short- term changes in traffic conditions. ■ Signal Coordination on South 320th —I-S to Ist South. Completed July 1996. ■ Signal Coordination on SW Campus Drive. Completed December 1998. ■ Signal Coordination on 21st Avenue SW. Completed December 1998. ■ Signal Coordination on SR161 (Enchanted Parkway). Completed December 1998. Traffic Signalization ■ South 312th @ 8th Avenue South. Place traffic signal to manage changing traffic conditions. ■ SW Campus Drive @ 6th Avenue SW. Install new traffic signal and left turn storage lanes. Completed. ■ South 320th @ SR 99. Redesign intersection to accommodate changing traffic patterns. ■ SW 340th @ Hoyt Road SW. Construct left turn lanes and signalize. ■ South 336th @ 20th Avenue South. Add left turn lanes to accommodate changing traffic demand. ■ South 288th @ 20th South. Add left turn lanes to accommodate changing traffic demand. ■ 21stAvenue SW @ SW 325th. Place traffic signal to manage changing traffic conditions. Completed Transportation Goals 8� Policies April 1998. Goal ■ SW Dash Point Road @ 8th Avenue SW. Install left turn lane and traffic signal. TG3 Extend the functionallife of the existing transportation system and increase its safe, ■ SW Dash Point Road @ 21st Avenue SW. Install e�cient operation through application of TSM right turn lane, traffic signal, illuminate inter- section. Completed Apri11998. strategies. ■ SW 340th Street @ 35th Avenue SW. Signalization and school crossing illumination. Completed December 1996. ■ SR 99 @ South 330th Street. Signalize. Intersection Improvements (Channelization, Geometrics, etc.) ■ South 336th Street: 13th Avenue South -18th Avenue South, Right Turn Lane @ SR 99. Construct eastbound right turn lane and westbound left-turn lane. ■ South 356th Street Right Turn Lane @ SR 99. 150' right turn lane. Completed. Policies TP39 Continue to implement traffic signal coordina- tion 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. TP40 The Manual of Uniform Tra�c Control Devices, developed at the federal level, will be employed in the design and placement of traffic controls. TP41 Public comments and requests will supplement routine traffic monitoring to identify and correct traffic control needs, as well as other noted system deficiencies. • � �J • Revised 2000 III-55 Federal Way Comprehensive Plan - Transportation • TP42 Arterial HOV improvements will be vehicles. When travel by younger generations is constructed along key corridors to improve considered, the importance and magnitude of short flow and encourage use of these more efficient trips can be better appreciated. modes. TP43 Minor capital projects, placing spot (localized) traffic improvements, will be carried out to extend the capacity of system components. TP44 Capacity enhancements will be made where other, lower cost improvements will not correct deficiencies. They will be carefully justified to compete for limited funds. TP45 Employers will be encouraged to institute complementing TSM actions to those under- taken by the City. This will create consistency and understanding, thereby improving travel conditions. TP46 Intelligent Traveler System options will be monitored by Staff, who will periodically recommend additional ITS-TSM options. � TP47 Access Management, placing restrictions on left turns across major arterial streets, will be used to reduce crash rates and extend capacity of major arterials. TP48 As technology permits, and the city HOV system is implemented, opportunities will be sought to modify the signal coordination strategies to provide priority to HOV's. TP49 Incident response timing plans should be developed for parallel arterials to accommodate diversion of traffic from freeways caused by lane closures. 3.3 NON-MOTORIZED MODES • The two most popular modes of non-motorized transportation are walking and bicycling. Walking constitutes the greatest percentage of personal travel. Unfortunately, short trips (under one mile) are usually not counted in urban travel statistics. We make at least as many short trips as longer trips by motorized As pointed out in a recent State Department of Com- munity, Trade, and Economic Development report, the popularity of bicycling has increased in the US since the 1970's. A 1991 survey found that 1.67 percent of Americans and 2.9 percent of people in the Western states commuted to work by bike in October 1990. The Census Work Trip data for Federal Way reported slightly less than one percent bicycle use and about two percent walking for work trips in 1990.� Table III- 10 summarizes the trip purposes reported in 1990 as part of the National Personal Transportation Study. Table III-10 oses of Walking and Bikin Purpose � Walk � Bike Work 11% ]0% Shopping 18% 10% School/Church 20% 14% Social/Recreational 34% 55% Other 17% 11 % Table III-10 indicates that U.S. citizens may not have discovered the bicycle as a commute vehicle, and that opportunities for walking to work are limited. It is possible that the location of jobs relative to homes and the lack of connections between major travel points contribute to this. Can this change? One needs only look to other nations to find examples of bicycle use, especially to access other modes of transportation. In Germany, for example 43 percent of arrivals at rail stations are by bike. A 15 percent figure is common in Japan. Nationally, 54 percent of the population lives within five miles of their work place. There is a tremendous opportunity for people to walk or bike if we provide safe, direct pedestrian, and bicycle facilities. � Your Community's 7ransportation System, Department of Community Development, State of Washington, Olympia, WA, April 1993. Revised 2000 III-56 Federol Way Comprehensive Plan - Transportation Safety is another area of concern for pedestrians and cyclists. The WSDOT reports that the vast majority of pedestrians killed or injured are struck while crossing the roadway, most often at intersections. Nearly half of all bicycle/automobile accident occur at intersections. The state is monitoring pedestrian and bicycle accidents as performance measures of the service objectives. Funding is no less an issue with non-motorized facilities than road and transit services. The ability of the City of Federal Way to provide non-motorized facilities is limited by funding sources and competing program needs. The extent of this constraint becomes apparent when the estimated $300,000 cost to provide needed wheelchair ramps for transportation- disadvantaged persons in Federal Way is compared to the recent annual budget amount of $30,000. Walking and biking do not appear to play a major role in satisfying urban travel needs at present. This will not occur until we provide a safe network for pedestrians and bicyclists and develop a system that is oriented towards pedestrians and bicyclists. Walking and bicycle ways are a potential means of providing increased accessibility for the full range of citizens; including young, old, and transportation- disadvantaged. A safe network of non-motorized facilities will provide the opportunity for recreational and commuter users to reduce their dependence on automobiles. State 8� Regional Coordination Issues On the federal and state level, coordination, planning and implementation of non-motorized facilities has gained significant support as an alternative mode of transportation. The 1990 Intermodal Surface Transportation Efficiency Act (ISTEA) emphasizes the benefits of non-motorized modes of travel and pro- vides a revenue resource for funding planning and implementation activities. The State of Washington has developed service objectives for bicycle and pedestrian transportation systems primarily to increase use and improve safety. The State has also defined the non-motorized systems in terms of state-owned and state-interest. The state-owned system refers to state highways, interstates, ferries, and Amtrak. "State- interest facilities are local, regional, or statewide facilities that are vital to the statewide economy and the mobility ofpeople and goods. " On a regional level, the Metropolitan Transportation Plan (PSRC 1995, MTP-3), identifies major issues to be addressed by the plan including: • ■ Identify performance based strategies; ■ Develop criteria for identifying regionally significant projects; ■ Establish funding levels and financially constrained plans; ■ Develop better standards; ■ Ensure consistency in planning among local � jurisdictions; ■ Establish priorities for funding; and, ■ Involve the public involvement and providing coordination. To provide regional guidance and coordination, the MTP calls for a significant increase in facilities that support pedestrian and bicycle travel. The three components of the MTP strategy include development of a regional network of non-motorized transportation facilities, development of local networks for non- motorized travel, and development of a transit network that is fully accessible to pedestrians and bicyclists. These strategies are consistent with and incorporated into the non-motorized section of this element of Federal Way's Comprehensive Plan. To develop a facility plan and strategies for non- motorized modes of travel, attention to the perceived needs of regional and local users will help create a viable system. Table III-11 lists common problems related to the use of non-motorized travel and options to improve these uses. • Revised 2000 III-57 Federal Way Comprehensive Plan — Transportation � Pedestrian System Background Walking supports many trip purposes. Significant foot traffic occurs in areas with concentrations of children and high population densities, such as downtown and retail centers. Also, as the American population ages, higher numbers of elderly, who no longer can drive or who choose walking for exercise, are using walkways (sidewalks, paths, and trails). Planning for walkways requires an understanding of the patterns of foot traffic and a decision on which trips can be appropriately supported through invest- ment by the public sector. For example, a community such as Federal Way, much of which has been built with neighborhood streets, may find it can only afford to place sidewalks along major streets. For financial reasons, it may be necessary to accommodate foot and bicycle traffic on residential streets within the neigh- borhood, but provides pedestrian separation from traffic on busier streets through the placement of Table III-ll Non-Motorized User Problems and Solutions � Problem Solution Atternatives Lack of Facilities, Route Complete system elements and gaps. Discontinuities Review and condition new development. Trip Too Long Interconnect developments and cul-de-sacs with trails. Create closer opportunities (jobs housing balance). Bike Security Add storage facilities at destination and on transit. Clothing/Cleanliness Add showers, changing areas, and restrooms. Personal Security Assure lighting, wider facilities, motorist compliance with laws. Re-time signals. Where appropriate, separate from vehicles. Unaware of System Designate (sign) routes. Public education, advertising, provide maps. � sidewalks. In 1992, pedestrian facilities were inventoried and are shown in Map III-18. This inventory has recently been revised. As noted in this map, several arterial streets do not have sidewalks or have sidewalks that are substandard. In 1993, the city adopted a policy that makes the city responsible for maintaining sidewalks. A program to construct missing segments of sidewalk, or to construct sidewalks only within certain arterial classification, should be considered. Pedestrian Improvement Options Street lighting, hand/guardrails, directional signing, wheelchair ramps, and traffic signal crossing indica- tions are some of the amenities which may be required as part of a pedestrian system. Many existing facilities in Federal Way do not have these amenities and inhibit safe pedestrian improvement and access to transit. The actual provision of these amenities is usually assured through the adoption of design and construction standards, which are applied to new or significantly reconstructed facilities, such as streets, subdivisions, public, and commercial buildings. The Americans with Disabilities Act (ADA) requires designs that provide access for the mobility impaired, and are required for all facilities affording public access. This act also requires the retrofitting of buildings and their access for the mobility impaired. This applies to the need to place ramps at all cross- walks and intersections on City streets. There are also many older areas of Federal Way that have no side- walks and pedestrian amenities, the lack of which tend to impair safe pedestrian movement. An assessment of needed pedestrian amenities and the condition of existing sidewalks should be carried out to prioritize, fund, and construct a functional pedestrian system. Revised 2000 III-58 Federal Way Comprehensive Plan - Transportation Education and Training The public, especially grade school children, should be educated on pedestrian safety. Programs such as "Ped- Bee" (Bellevue, Kirkland) teach children traffic and pedestrian safety. ■ Long Term Strate�. Focus public and private investment in the City Center. At present, the pedestrian system does not contribute to the identity of the downtown. The future system must link commercial establishments, public open space, and public buildings with transportation facilities. � As the American public grows older, it will be increasingly necessary to consider their needs. A recent study by the Center for Applied Research reports that 20 to 40 percent of the elderly who do not drive depend upon walking for their travel needs. The report also points to the fact that traffic signals may fail to take the slow walking speed of these individuals into consideration. The Federal Highway Administration is presently considering the study's findings. While there is no immediate action required by the City, it is likely that municipalities such as Federal Way will be prompted to give more explicit consideration to the walking needs of the elderly in the future. A strategic objective for Federal Way's pedestrian system should be as follows: ■ Short Term Strategy. Improve safety and complement the transit system, making it more accessible. It is necessary to attend to the safety needs of pedestrians, correcting locations having high crash rates, and making ADA required ramp improvements. Connections to the transit system can also be made to provide a missing link in what couid be a"seamless" public transit system. In extending the pedestrian system to provide access to the transit system, transit amenities such as bus shelters should also be provided. ■ Mid Term Strategy. Provide extensions to the walkway system. Logical, safe, and convenient connections to parks, schools, neighborhoods, retail areas, transit, and other points of attraction should be considered. The major interim extension of the network should provide connections to and within neighborhood and business centers. This will support the neighborhood area and concepts imbedded in the plan vision. A network of walkways and trails on roadways should be integrated into the Parks Comprehensive Plan and its trail system to provide for the needs of both recreation and commuter uses. Pedestrian facility development is supported by zoning regulations and development review in the form of the City's design guidelines, to make sure pedestrian access is accounted for and is consistent with this plan. Through a collective vision for the denser core area, this can become an attractive feature for Federal Way. Without it, the resulting pedestrian environment will remain forbidding. BICYCLE SYSTEM Background The Federal Way Bicycle Advisory Committee (FWBAC), Federal Way's citizen advocacy group of bicycling enthusiasts, wishes to see Federal Way become one of the best cities for non-motorized modes of travel. Their goals are to make available to the citizens an interconnected network of bike facilities for commute, utilitarian, and recreational users. Incorporated by this reference to the Federal Way Comprehensive Plan is the "City of Federal Way Bicycle Plan," May 1994, which is intended to act as a guide for policy makers when making or planning for needed bicycle improvements in the greater Federal Way area. The following summarizes key recommen- dations and gives some examples of possible programs: ■ Staffing. PSRC's MTP acknowledges that communities with dedicated bicycle planners are more likely to have extensive programs for pedestrians and bicyclists, a well developed facility plan, and design standards for bicycle facilities. A Bike Planner is recommended to facilitate and implement non-motorized programs. This planner could also implement other components of the transportation plan such as TDM, grants, and the TIP. � � Revised 2000 III-59 • • r� L� CITY OF FEDERAL WAY COMPREHENSIVE PLAN INVENTORY OF SIDEWALKS ON MAJOR STREETS (1992) TRANSPORTATION ELEMENT Legend ��`-� Federal Way City Limits / � � Potential Annexation Area = "�'�= " Substandard Width �� No Sidewalk S� 5ft. or Greater � SCALE � 1 Inch equals 5,800 Feet «.�,a � � m a ,�� MAP III-18 20�0 Federal Way Comprehensive Plan - Transportation ■ Education and Training. The public needs to be made aware of alternatives to the single occupancy vehicle (SOV) and that bicycles have equal rights to cars on the road. Volunteers and FWBAC members could assist with education programs promoting safety and rules of the road for bicyclists. Programs for grade school children would be beneficiaL Users could learn from `Bicycle Buddies." Programs such as "Safety Town" and bicycle rodeos teach children traffic and bicycle safety. ■ Promotion. Bicycles should be promoted as an alternative means of transportation for commuting and for recreation. Publications could have bike riding tips. Maps of bike routes need to be published. Nationally, 54 percent of all people work within five miles of work. Safe and direct bike rides on trails or routes could increase the use of bicycles as a commuting alternative. ■ Enforcement. Cars and bicyclists that disobey the rules of the road make the roads less safe for everyone. Greater enforcement would be beneficial ■ Plan. The adoption of a Non-Motorized Facilities Plan developed with the Comprehensive Transportation Plan will provide a classification of the types and locations of bike trails and routes to provide an interconnected network of facilities to meet the needs of Federal Way. ■ Standards. The adoption of design standards for bicycle facilities will ensure that the safety and quality standards of the community are met. This includes trail widths, pavement markings, signs, bike racks, and lighting for both public and private facilities. Safety can be enhanced by identifying how intersections and driveways are designed and what kinds of catch basin lids and pavement markings are to be used. WSDOT and AASHTO have developed design standards for bicycle facilities. ■ Facilities. The TIP provides a prioritized listing of non-motorized improvements. These are shown in Table III-12. A small Capital Improvements category should be identified for improvements to non-motorized modes of travel, such as replacing catch basin grates that are not bike safe, to • construct small improvements such as minor discontinuities of bike facilities and to install signs and pavement markings. Major capital improvements for streets should incorporate non- motorized facilities. Additionally, prioritized projects just for bicyclists will also help provide a continuity for the principal bike facilities shown on the Non-Motorized Facilities Plan and provide a basis to compete for available funding sources. Building owners and employers should be encouraged to provide bicycle parking, bicycle security, showers, and lockers. Transit agencies also should be encouraged to provide bicycle parking, security, and a means of trans-porting bicycles so they can be used at trip destinations. ■ Funding. Reliable on-going funding is needed to accommodate the state, regional, and local goals in providing and supporting non-motorized modes of transportation. Grants are one source to pursue. The following is a list of national grant sources that indicates the level of interest in bicycling as transportation. � ■ National Highway System (NHS) ■ Surface Transportation Project (STP) ■ Congestion Mitigation and Air Quality (CMAQ) Improvement Program ■ Federal Lands ■ Scenic Byways Program ■ National Recreational Trails ■ Federal Transit Title III Bicycle Improvement Options In competing for limited funding sources, it is essential that this section's recommendations, like the pedestrian/walkway system, be programmed for implementation in a logical fashion. The following are the criteria proposed for establishing the prioritized order of improvements. They are listed in their recommended order of precedence. • Revised 2000 III-61 Federal Way Comprehensive Plan — Transportation • � � Table III-12 TIP Non-Motorized Improvements LOCATION IMPROVEMENT COST YEAR BPA Trail Phase II: ist Ave S to SW Campus Dr (Completed) Trail Development $0.631 Million 1995 Military Road: I-5 North to I-5 South Shoulder Improvement $1.176 Million 2006+ S 312th St: Dash Pt Rd to 1 st Ave S Shoulder Improvement $0.308 Million 2002 Weyerhaeuser Way S 320th St to S 349th St Shoulder Improvement $0.652 Million 2002 BPA Trail Phase III: SW Campus Dr to SW 356th St Traii Development $1.947 Million 2001 BPA Trail Phase IV: SW 356th St to City Limits Trail Uevelopment $1.230 Million 2004+ lst Ave S: S 292nd St to S 312th St Shoulder Improvement $0.282 Million 2004+ 9th Ave S: S 333rd St to S 348th St Widen for Bike Lanes $2. Million 2004+ l. Maintenance and operations. Maintenance of trails, signs, etc. Regular sweeping of trails. Safety Improvements: ■ Replace catch basin grates that are not bicycle safe. ■ Remove hazards and minor discontinuities of trails. ■ Striping and pavement markings for bike trail delineation. ■ Signs. 2. Public and private development or redevelopment. ■ Off-road developments. ■ Schools. ■ Parks. ■ Subdivisions. 3. Roadway construction or reconstruction. Include bike facilities as a part of all projects as funding allows. 4. Bike facility construction projects that provide access to: ■ Transit. ■ Parks. ■ Neighborhood centers. ■ Libraries. ■ Work sites. ■ Churches. ■ Schools. 5. Completion of sections of the regional trail system (when identified by PSRC). Revised 2000 6. Creation of a commuter biking system. 7. Creation of a recreational biking system. Non Facilities Plan To assist the City in identifying important facilities for non-motorized modes of travel, as well as provide guidance for the location of improvements in the non- motorized plan, a facility plan has been developed. Consistency and coordination with regional and other adjacent agency plans and projects will ensure a seam- less system of pedestrian and bicycle facilities. Pierce County, Tacoma, and King County have to some degree identified important facilities. The Pierce County and Tacoma plan identify important bicycle connections at SW Hoyt Road, SW Dash Point Road and SW 356th Street. These connections are also identified on the Federal Way Plan. The closest regionally significant non-motorized facility to Federal Way is the Interurban Trail. Access easdwest to the Interurban Trail from Federal Way is provided on shared facilities on South 320th Street, South 288th Street, and South 272nd Street. The Federal Way Non- Motorized Facility Plan is shown in Map III-19. The State, Region (PSRC), and King County have identified improvements to non-motorized facilities to enhance non-motorized transportation. The FWBAC also identified improvements needed to accommodate non-motorized facilities. Improvements identified by FWBAC will be considered along with the Federal Way and Regional Transportation Improvement Programs. ill-62 CITY OF FEDERAL WAY COMPREHENSIVE PLAN W � 7 d T NON — MOTORIZED FACILITIES PLAN Puget Sound • , TRANSPORTATION ELEMENT Legend f G Federal Way City Limits ' . • ' Potential Annexation Area 20th T - i Class 1 \, " (Seperate Trail) ,\N\ 0 1 , LL Class 2 N T H ` (Joint Use With Roadway) SH REPK� Y � � 6 a / _ • J 1 r \, Note: All other streets in _ Federal Way, including 3rd T E \ I those not shown, are Class 3 \ r , _ ��" ° co SCALE — 1 Inch equals 5,800 Feet I � • MAP III -19 a E 9 DIVISION Map printed February 2000 $ 6Arnonmtr.aml Federal Way Comprehensive Plan - Transportation • This plan illustrates the proposed system of designated bicycle facilities for the City. The complete system will be composed of three types of non-motorized facilities, classified as follows: Class 1 facilities are separate trails, operating in their own rights of way. Class 2 facilities are signed bike routes that operate jointly with roadways. Class 3 facilities are shared road facilities. Goal TG4 Enhance community livability and trans- portation by providing a connected system of pedestrian and bicycle ways that is integrated into a coordinated regional network. Policies TP50 Provide sidewalks on both sides of all arterial streets as funding allows. Under this plan, the common element will be shared road facilities. Where there is sufficient right-of-way, TP51 Provide a one-mile grid of bicycle facilities cyclists can be allowed to share the road with connecting major activity centers, recreational motorized vehicles. No signing or striping will be facilities, and schools. placed on these facilities. Another common element of the bicycle system will be a network of bike routes and bike lanes. Routes will be established where there is sufficient on street width to accommodate cyclists in traffic. To maintain continuity and guide travelers, the system will be designed with distinctive markers, possibly designed in a citywide competition. Where the needs of the � cyclist warrant, Class 2 bike lanes can be installed using approved pavement marking techniques and signing. A limited number of Class 1 bike trails separated from vehicles will be provided through the plan. Key among these facilities will be a cross-town trail along the BPA Power Line right-of-way, between 1 lth Place South at South 324th Street and SW 356th Street at about 16th Avenue SW. This facility will provide a non- motorized link between residential neighborhoods, the Aquatic Center, Panther Lake, and commercial/retail areas, including SeaTac Mall. Transportation Goals & Policies Non-motorized transportation facilities will be increasingly important to the City in meeting the travel needs of its residents and workers and to reduce our dependence on automobiles. The pedestrian and bicycle systems can be implemented through a prioritized series of improvements to complement the transit, and HOV systems as well as create a key link � to business, cultural, recreational, and residential elements that are a part of the CityShape Vision. TP52 Incorporate pedestrian and bicycle features as design elements in the City Center as reflected in the CityShape Vision and City Center Street Design Guidelines. TP53 Ensure that City facilities and amenities are ADA compatible. TP54 Work to extend the existing system of side- walks, bikeways, and equestrian ways in the city to provide safe access to public transit, neighborhood and business centers, parks, schools, public facilities, and other recreational attractions. TP55 Work with other agencies, particularly relating to regionally significant facilities, to pursue funding for pedestrian and bicycle amenities. TP56 Inform and educate the public on safety and use of non-motorized facilities. TP57 Ensure non-motorized facilities are safe and well maintained. Actions 1. Work with high capacity transit agencies to ensure such non-motorized travel amenities as shelters, benches, bicycle racks, lighting, and information kiosks are incorporated in the design and improvement of transit facilities. Revised 2000 III-64 Federal Way Comprehensive Pian - Transportation 2. Establish a funding program that prioritizes the most critical non-motorized improvements first, while realizing opportunities for property owners, neighborhoods, or business groups to create portions of the system through public-private partner-ships. 3. Facilitate the School District's designation of a system of safe school walking routes, and, where possible, make capital budget decisions that support such a system. After adoption of the Comprehensive Plan ... 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 the standards adopted in the transportation element of the comprehensive plan, unless transportation improvements or strateQies to accommodate the impacts of development are made concurrent with the development. These strategies may include ... demand manaQement and other transportation systems management strategies (emphasis added). u 4. Emphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle conflict. 5. Improve public awareness of the laws that protect pedestrians and cyclists and of non-motorized facility locations. 6. Include maintenance of non-motorized facilities in the City's on-going transportation services program. 7. Acquire access paths between existing developments, cul-de-sacs, public facilities, business areas, and transit followed by trail construction to improve non-motorized circulation. Require the same for all new developments or redevelopments. 3.4 TRANSPORTATION DEMAND MANAGEMENT (TDM) Several pieces of recent legislation have led the city into the realm of Transportation Demand Management (TDM). These include the State GMA, Commute Trip Reduction Act (CTRA), and federal level requirements under both TEA-21 and Clean Air Act Amendments as reflected in the State Implementation Plan. The GMA cites the need for a variety of "management actions;" including the requirement that the transpor- tation chapter of each plan include an identification of system expansion needs and transportation system management (TSM) needs to meet current and future demands. The act goes on to note: The purpose of the following section is to provide recommendations on the appropriate approach to TDM for a suburban city such as Federal Way. Since the preponderance of employment is currently outside the City, there can only be limited influence on traffic congestion within Federal Way by travel management through TDM. Options must be selected accordingly. Table III-13 stratifies 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. The Puget Sound Regional Council's (PSRC) Vision 2020 identified five basic strategies that overlap with those presented in Table III-13. These strategies are: ■ Telecommuting ■ Parking Pricing and Subsidy Removal ■ Compressed Work Week ■ Employer-Based Management ■ Parking Supply Strategies The PSRC also recognizes that the following issues must be addressed to support successful TDM implementation in the region: ■ Lack of data on effectiveness. ■ Emerging technological and social shifts. ■ Lack of regional coordination. ■ Need for TDM strategies to address non-commute trips. ■ Lack of funding flexibility to finance TDM mvestments. ■ Lack of alternatives to single occupant vehicle (SOV) travel. ■ Lack of public support. �� . Revised 2000 III-65 Federai Way Comprehensive Plan —Transportation • While TDM actions are aimed at reducing travel demand or, at least, shifting it to more opportune travel times, several focus on consolidating person trips to fewer vehicles. The City views High Occupancy Vehicle (HOV) and transit use as key to reducing travel demand. As discussed in later sections, provision of on-street and off-street HOV facilities and controls will support this strategy. For example, arterial HOV lanes will complement the regional sys-tem. Similarly, traffic signal priority and preferential parking, access, and egress for HOV will further bolster the program. Effectiveness of TDM Alternatives Recently, WSDOT conducted a study of the effective-ness of alternative TDM strategies. This work was carried out for the National Association of Regional Councils and provides interesting conclusions. The study looked into both the cost of TDM strategies and the potential reduction in vehicle miles traveled (and air pollution) resulting from the efforts. Interestingly, this work identifies the least and the most effective strategies, which are summarized in Table III-13. The researchers noted that land use planning and related strategies are also potentially highly cost-effective. Table Ili-13 Evaluation of TDM Strategies C � • Who Pays � Evaluation Criteria for � � �a Trans ortation Demand Potential Effectiveness Im lementation Difticulties Incremental T � o, P P Cost � � ° ° Management (TDM) Strategies � i � � E-� � W � PUBLIC MODE SUPPORT MEASURES Increases the effectiveness of Public Education and Promotion other strategies up to 3% None Low-medium ✓ ✓✓ Area-wide Ridematching Services 0.1-3.6% VMT reduction None Low ✓✓ Ongoing competition for Medium- Transit Services Up to 2.5% VMT reduction public funds high ✓✓✓ Up to 8.3% commute High fares compared to transit; Vanpool Service VMT reduction finding riders & drivers Medium ✓✓ Up to 2.5% regional Competition for public funds; Transit and Vanpoo► Fares VMT reduction equity concerns Medium ✓✓✓ 0-2% regional VMT reduction Minimal for low cost actions; Non-Motorized Modes great for high cost actions Low-high ✓✓✓ Up to 1.5% VMT reduction & Medium- HOV Facilities .2%trip reduction High cost; public acceptance high ✓ Medium- Park and Ride Lots 0-0.5°/a VMT reduction None high ✓ EMPLOYER BASED TDM MEASURES Tax implications for Monetary Incentives 8-18% trip reduction at site some subsidies Low-medium ✓ As much as a 1%regionai Employee or Altemative Work Schedules VMT reduction management reluctance Low ✓ 0.1-2.0%regional VMT Commute Support Programs reduction None Low ✓ Guaranteed Ride Home Unknown �Liability concems of employers Low ✓✓ 20-30°/a site reduction Low to revenue Parking Management in SOV trips Employee opposition producing ✓✓ Space; local zoning Low to revenue Facility Amenities Minimal alone requirements producing ✓ Transportation Management Funding and political support Revised 2000 III-66 Federal Way Comprehensive Plan — Transportation Who Pays Evaluation Criteria for ti � �' Incremental ; � � Transportation Demand Potential Effectiveness Implementation Difficulties >, �.°� Management (TDM) Strategies Cost 0. � a.� H � w � Associations 6-7% commute trip reduction* required Low-medium �/ �/ *These results are from pre CTR experiences. A broader range of effectiveness would be expected in the presence of CTlt legislation. PRICING STRATEGIES Public resistance; legislative Revenue Gasoline Ta�c Increases 4-10%regional VMT action; travel alternatives producing �/ reduction required Public resistance; legislative Revenue VMT Tax 0.1-11%regional VMT action; travel alternatives producing �/ reduction required Public and political resistance; travel altematives required; Revenue �/ Congestion Pricing Up to 5% regional VMT technical and enforcement producing reduction difficulties Legislative action; negative 1-5% regional VMT and public sentiment; opposition Revenue �/ �/ Parking Tax trip reduction from private sector producing TELECOMMUNICATIONS STRATEGIES Up to 10% commute VMT Telecommuting reduction Prevailing corporate culture Low �/ 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 �/ �/ �/ Residential Density Increases VMT reductions of up to 10% Public and developer resistance Medium to high per household to required densities �/ Large increase in density often Employment Center Density SOV work trip reductions of required to realize significant Medium to high d �/ Increases up to 50% change Local council action required; Pazking Management 1 to 5% region-wide VMT public/retailer resistance; Low �/ �/ reduction enforcement issues Unknown; probably reflects Requires policy changes, On-Site Amenities effectiveness of mixed use public, and private inertia are Low to medium �/ development barriers POLICY �t REGULATORY STRATEGIES Legislative action required; Trip Reduction Ordinances .1 - 4% regional VMT resistance to expanded Low-medium ✓ ✓✓ reduction regulation Restrict Access to Facilities and Political will to face public Activity Centers 2.8-10% VMT reduction opposition Low to high �/ Support New Institutional Require strong advocacy, Arrangements Unknown public, & private support Low to high �/ Legislative action needed; Increase HOV lanes to 3+ Possible 1.5%reduction public resistance Low �/ Parking Restrictions 1-5%trip reduction Public, developer resistance Low �/ • r� I u \ J Revised 2000 III-67 Federal Way Comprehensive Plan - Transportation . Commute Trip Reduction Act � T'he Commute Trip Reduction Act was passed by the State Legislature in 1991 and revised in 1997. It is also a part of the State Clean Air Act. The intention of the law is to improve air quality, reduce traffic congestion, and decease fuel consumption. It focuses attention on larger employers with the intent of reaching concentrations of workers who might use shared-ride and non-motorized modes to travel to and from work. Working from 1992 as the base year, employers are encouraged to reduce SOV use and vehicle miles of travel (VMT) by 35 percent in 2005. In 1992 the baseline characteristics were established for South King County (including Federal Way) at an 85 percent share to SOV's and an average trip length of 9.3 miles. In meeting the 2005 goal, SOV use would need to drop to 55 percent and average VMT to six miles. In 1993, Federal Way adopted an ordinance consistent with the CTR guidelines. In adopting the ordinance, the City agreed to file an annual report on the program and to accept advice from METRO on alternative strategies that local employers might be encouraged to use in meeting the goals. The City also agreed to conduct a review of its parking requirements as part of the process and to play an active role in the regional process. It is the City's intent to also set an example for other employers through the establishment of CTR programs among its employees. Based on recent (March 1995) surveys of Federal Way Employers, the 1995 SOV goal of 72.25 percent and the 1995 Vehicle Miles Traveled (VMT) goal of 7.91 miles were not met. The actual SOV percent was 87.4 percent. The average work site trip length was estimated as 12.9 miles and the average zone trip length was 9.07 miles. The over-all mode split results from the survey are shown in Table III-14. Similar to the issues stated in the MTP, reasons for driving alone included convenience and a lack of alternatives. Recommendations Based upon the above, the following recommendations are made: Table III-14 Federal Way Mode Split Survey Results MODE Mode Split SOV (Single Occupant Vehicle) 86% 2+ Carpool 04% 6+ Carpool O1% Bus/Transit O 1 % Walk 10% Telecommute � 1 % Did Not Work 02% Unknown 03% 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. Encourage the formation and expansion of area- wide ride-sharing programs. Such programs operate with little direct cost to the City and are highly cost-effective. Facilitate the creation of Park and Ride facilities and transit centers to supplement the regional system, either directly through acquisition of property or indirectly through development conditions where employer vans are required to shuttle employees to Park and Ride facilities or transit centers. 4. 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 treat- ments 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. 5. 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 Comprehensive Plan 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. 1. Encourage voluntary expansion of the CTR . Program to employers of less than 100 employees. 6. Encourage mini transit centers in the City Center, The encouragement by employers may be as neighborhood shopping areas, and multifamily Revised 2000 111"68 Federal Wqy Comprehensive Plan - Transportation nodes, together with enhanced pedestrian and bicycle access and security. 7. 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. d. Ensure that all members of the community, including those with transportation disadvantages, have viable travel options or alternatives. e. Use transportation demand management to help achieve an appropriate arterial level of service that balances the economic, ecological, accessibility, and livability needs of the City s residents, consumers, employers, and employees. Policies • 8. While bicycle, pedestrian, and bus transit services TPS8 Support the achievement of CiTy and regional and facilities may be desirable for other reasons; mode split goals through encouragement of they should not be looked on as highly cost- local and regional work at home and transpor- effective strategies to the exclusion of those tation coordination programs such as ride actions listed above. matching services and van pools. Transportation Goals 8� Policies Through Transportation Demand Management options, the City can maximize the effectiveness of the public investment dollar. Many jurisdictions are finding non-construction, or management actions, critical to the overall achievement of congestion management and protection of neighborhoods. As such, the Transportation Demand Management goals for Federal Way can be expressed as follows. Goal TGS- a. Employ and promote the application of non- construction, and transit/HOV construction actions to preserve and enhance mobility and assist in achievement of the land use vision. b. Develop methods to successfully measure and achieve the following HOV & Transit mode split levels by the year 2010: � 1 S percent of all daily trips over one mile in length; . � 30 percent of all work trips; and � 40 percent of trips between major activity centers. c. Assist all qualifying and voluntary employers in the Federal Way planning area achieve the Commute Trip Reduction Act travel reduction goals by the January 1, 1999, objective year and encourage other employees to also meet the goals. TP59 Support other transportation demand manage- ment programs that can be shown cost- effective in achieving plan goals, while allowing residents and employers discretion to choose the methods they wish to employ. TP60 Develop an arterial street HOV system and related enhancement, which complements the regional freeway HOV system, through the following actions: Place emphasis on the development of HOV and transit priority improvements; especially those requiring minimal cost or construction. These improvements should pace the exten- sion of the regional system and minimize the gap between traveler needs and system capacity. ■ Establish an urban traffic control system that gives priority to buses and HOV's. Establish policy that when arterials require more than four through lanes to maintain the adopted LOS, additional travel lanes will be for HOV's. As HOV lanes reach the adopted LOS standard, increase the vehicle occupancy requirements for their use (e.g. increase from two or more to three or more occupants). LOS will then be calculated by the average delay per person. . . Revised 2000 III-69 Federal Way Comprehensive Plan - Transportation • TP61 Provide improved operational efficiency to the City's transportation system and support regional monitoring programs through regular, structured reporting, monitoring, and performance evaluation. TP62 Modify the development review process by In instances where the citywide system of bike lanes, trails, and sidewalks crosses or abuts new development or redevelopment, consider requiring the developer to mitigate the impact of the development on the City's transportation system by constructing bike lanes, trails, and sidewalks that interface with the existing system. ■ Incorporating revised impact analysis procedures that comply with State GMA Concurrency and other requirements. The revisions need to include revised Level of Service standards. Streamlining it to the extent possible to minimize private development costs. Where developments are consistent with this plan, they should be allowed to proceed by mitiga- ting site impacts; developing appropriate com- ponents of the HOV, transit, non-motorized and motorized chapters; and participating in an equitable citywide improvement funding or mitigation payment program. � ■ Incorporating requirements of the Americans with Disabilities Act. ■ Requiring explicit consideration of pedestrian and bicycle circulation, as well as parking and general circulation needs. TP63 Adopt a flexible level of service standard which employs a measurement factor that accommodates demand management to help balance likely levels of growth, with opportunities to create a multi-modal transportation system. TP64 Encourage non-motorized improvements which minimize the need for residents to use motorized modes by providing: 1) access to activity centers; 2) linkage to transit, park & ride lots, and school bus networks; 3) completion of planned pedestrian/jogging or bicycle trails; and 4) designating a network of streets which can safely and efficiently accommodate bicycles. � TP65 Enhance a non-motorized system by the following actions: ■ Coordinate development of the non-motorized system with surrounding jurisdictions and regional system extensions. ■ Extend the existing system of City sidewalks to all streets. TP66 Recognize that TDM requires coordination, and work with regional representative and other adjacent communities to develop coordinated TDM strategies. 3.5 LOCAL AND REGIONAL TRANSIT Public transit service is provided to area residents by a combination of fixed-route, express, dial-a-ride, and subscription bus services. King Country METRO serves the City directly, while Pierce Transit buses provide connections from the Park and Ride lot on I-5 at South 320th to Tacoma and Puyallup. Amenities supporting transit patronage include Park and Ride lots and waiting-area shelters. The Federal Way School District and King County's Multi-Service Center also provide special, local area bus services. Locally and nationally, public transit services, ranging from local buses to regional rail, are witnessing increased attention. Despite declining transit ridership in the late 1980's and early 90's, 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. Revised 2000 III-70 Federal Way Comprehensive Plan - Transportation Coupled with car pooling 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 in its ability to provide these alternatives. 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 neighbor- hoods of the City are oriented to the higher density areas where there is lower auto ownership and greater reliance on transit. • 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 accom- modate transit and other high occupancy vehicles). The City's planning process has focused on develop- ment 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 possible implemen- tation of a regional light rail system. Expansion of regional transit and HOV systems is critical to the achievement of Vision 2020, 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. Existing Conditions An extensive inventory of existing transit services in and about Federal Way was reported in the City's 1993 Community Profile. The following excerpts on existing conditions are taken from that document. Map III-20 indicates Federal Way's existing regular, express, and Dial-A-Ride route locations, as well as its park and ride lot locations and planned bus routes. 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. 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. Is transit service available today? In a 1991 survey by Federal Way, the answer seemed to be a resounding "No." Distributed to approximately 30,000 residents, nearly 2,000 responded, many of who (87 percent) were auto drivers. When asked for reasons why they did not use transit, the following responses were received: ■ Auto required for worWpersonal errands – 47%. ■ Buses do not go to destination – 33%. ■ Auto saves time – 30%. ■ Bus schedules are not convenient – 29%. ■ Bus stops too far away – 23%. ■ Parking is free/low cost at work – 23%. ■ Transfers are inconvenient – 20%. However, in another survey, among 75 employers of varying size, nearly 75 percent indicated that service is available within one block of their establishment. 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. It was not prudent for METRO to expand service for the growing suburban market where there was little congestion and parking was abundantly available. However, suburban-to-suburban travel demand and local congestion have increased the need to reevaluate and begin planning for cross-town service. � � Revised 2000 III-71 � � � Federal Way Comprehensive Plan - Transporfation The potential for improvement was corroborated by comparing auto and transit travel times. The recently adopted METRO Six Year Plan would accommodate these changes in customer needs by setting policies which would shift layout of the system to multiple Hubs and Spokes focused on transit centers with rapid service between centers. This would provide radial local service to take customers to a city center. Thus, citizens would be able to catch express service to such destinations as Auburn, Puyallup, Tacoma, and Seattle. In addition, the 1996 voter approval of Sound Transit's Sound Move Initiative provides greater means to serve emerging travel patterns. Other Factors Affecting Transit Use While transit routes exist within Federal Way neigh- borhoods, 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'/a 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. 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. Despite high land costs, WSDOT plans to construct a new 600 space Park and Ride lot at 21st SW at SW 344th Street when funds are available. 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. Dial-a-Ride Transit (DART) As noted above, this service was introduced by METRO in 1992 and is being evaluated for its potential as a component of future transit service in suburban communities such as Federal Way. 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 dramatically increased ridership. Should ridership continue to improve, regular fixed route service may soon be attainable. Paratransit Service In addition to the service program for general purpose travel, METRO has embarked on a significant pro- gram 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. Improvements in this program will continue in order to meet the deadlines imposed by the Act by 1997. � People with limited resources who are either 65 or older or who have disabilities may qualify for Paratransit. Called ACCESS Transportation, Para- � transit service currently provides door-to-door transportation Monday through Friday for 25 cents. Monthly and annual pass stickers are available as well. Key elements to METRO's Paratransit Plan are the provision o£ ■ Supplemental service in Western King County within 3 /a to 1'/z miles 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. Federal Way is within a METRO service area from 5 a.m. to 2 a.m. . Revised 2000 III-73 Federal Way Comprehensive Plan — Transporfation � • n �J Table III-1 S METRO Improvement Plan Projects in Federal Way Target Service Level Category Route/Description Peak/Midday/Evening Transit Service 187 Neighborhood service between Federal Way Hub and SW Federal Way. 30/30/60 177 Peak direction express service - Federal Way Hub to Seattle CBD. SaUSun 30/60 181 East-west local service between the Federal Way, Auburn, and Green 36 trips/day River Community College Hubs; continuing through Kent East Hill to 30/30/60 Lake Meridian P&R and Kent Hub. Sat/Sun 30/60 183 East-west local service between Federal Way and Kent, includes stops in 30/30/60 Camelot, Star Lake P&R, and Kent West Hill. Sat/Sun 60/60 188 Add service to 21st Avenue SW. 30/30/60 903 Revise to connect to Pierce Transit Route 61 serving Northeast Tacoma.. Sat/Sun 60/60 194 Two way express service connecting Federal Way Hub, SeaTac Hub, and 30/30/30 Seattle CBD, includes stops at Star Lake and Kent-Des Moines P&R's. SadSun 30/30 Transit Hub Park Federal Way transit hub with passenger and bus layover facilities; METRO is contributing to a third Federal & Ride Way P&R, a 600-stall lot currently in final design by WSDOT; Expand Star Lake P&R by approximately 500 stalls, either on the surface to the north of the existing lot, or by the construction of a parking structure on the existing site. Speed & Reliability Current speed and reliability study underway on SR 99 from Boeing Access Road to South Federal Way P&R. Non-motorized Collaborate with local jurisdictions in the planning and design of bicycle and pedestrian access improvements Access (e.g., bike lanes, curb cuts, gutters, sidewalks, and rail crossing improvements). Regional Transit Improvements The METRO Six Year Plan is consistent with the regional public transportation concepts embodied in the Regional Transit Authority's plan for longer range rail and bus improvements. It provides a first step toward building an integrated system of expanded services and capital facilities. Now that a regional transportation system has been approved by voters, Federal Way's land use and transportation plans accommodate its impacts and implications. The City Role Supporting activities by the City, either under the shorter range METRO Plan or the Regional Transit Plan (RTP), would include preferential traffic signal treatment for regional (express) buses, and cooperation with WSDOT in improving access to the state highways in the area. The Land Use plan will support both the regional and local transit systems through configuration of land uses and allowable densities. Historically, most of Federal Way was developed at five units to the acre or less. The land use chapter of the Comprehensive Plan includes higher densities in the City Center and along the SR-99 corridor. A threshold in transit planning seeks 15 to 20 dwelling units per acre to support HCT systems. The results of such intensification are shown in Figure III-S, which depicts the ability of differing development densities to generate higher transit mode splits. The primary area supporting HCT will be concentrated along Highway 99 north and south of South 320th Street. The City Center will be located northeast of the intersection of these two arterial roadways. Higher density residential areas will be located in the City Center core and frame, increasing in intensity in areas surrounding transit centers or major transfer points such as Park and Rides. Improvement Priorities Metro (King County Metropolitan Services) has identified transit service improvements in south King County in their draft six-year plan. These improve- ments are depicted in Table III-15. To support expanded regional transit, a more extensive feeder bus system will be needed. METRO and Pierce Transit have worked with the City in developing concepts for improved transit service in and about the City in the future to support the CityShape land use vision. Key features include: Revised 2000 III-74 DAILY RANGE OF TRANSIT USE LOW - HIGH Land Use Intensity vs. Transit Demand � � a� � � 0 — a� � a� 0 � O � .� N � � 6% - 3% - 1% - 16%* 6% 3% LEGEND * Note: This level of transit use only attainable with High Capacity Transit Station in place cmoF G � E�E1��L vv � Figur� III -5 � � � Zone Density i � �� � Federal Way Comprehensive Plan - Transportation Expanded Bus Route Coverage — Existing Peak Hour Transit Service and potential new bus routes are depicted on Maps III-21 and III-22. Improved Regular Route Bus Service — Buses would run every 15-30 minutes, linking neighborhoods, Green River Community College, Valley employers, and other south county cities. Transfers to Pierce County buses would also be made easier. Dial-A-Ride Service — This on-call service would be modified as needed to complement regular route ser- vice. New technology wou(d help provide a more flexible set of services, penetrating neighborhoods where regular buses are prohibited. Paratransit services would also expand door-to-door service for people with disabilities. Transit Main Streets — Selected travel corridors would be designed to combine frequent bus service with neighborhoods and City Center sliops or services. Comfort, safety, as well as bicycle and pedestrian access would be emphasized along these corridors. Transit Priority — As with regional express routes, special lanes and signals could allow local buses, as well as van pools and car pools, to by-pass congestion Areas under consideration, through regionally funded studies, include SR 99, South 348th, and South 320th Streets. Diamond lanes for HOV's, including buses, would be completed along SR 99, and South 348th Street. Traveler Information Systems — Through the application of high-tech communications systems, METRO has already begun installing devices to track the location of vehicles and to provide the traveling public with real-time information on system options. These systems will be enhanced under a comprehen- sive system of transit, HCT, HOV, and freeway monitoring. As described later in the plan, it is anticipated that a vastly improved traveler information system will make both the local and regional transit system more attractive to local residents. Six-Year Plan Implementation — In 1996, METRO appointed several citizens in South King County to recommend improvements in transit service to implement the Six-Year Plan. This group met for over a year and has recommended the development of a Revised 2000 grid pattern of local service routes and consolidating com-muter routes to Seattle, and increasing the frequency of routes connecting to other communities. The first phase was implemented in September 1997, and modified the following routes: ■ Route 181 was rerouted to South 336th Street, 20th Avenue South and South 324th Street, instead of Weyerhaeuser Way South and South 320th Street. Frequencies were increased to 30 minutes midday. ■ Route 902 was replaced with a new Route 183 from the Federal Way Transit Center to the Kent Transit Center via the Star Lake Park & Ride. Overlapping portions of Route 192 were deleted. ■ Route 903 was rerouted to 1 st Avenue South and South 320th Street from South 356th Street and 20th Avenue South between West Campus and the Federal Way Transit Center, providing all-day service to lst Avenue South. ■ Route 194 was rerouted to 9th Avenue South from Pacific Highway South, providing all-day service to several CTR affected employers. The second' phase of improvements would restructure routes in the remainder of Federal Way and is planned for implementation in June 1998. A sample route structure is shown in Maps III-20 and 21. The ultimate conceptual plan is shown in Map III-22. Sound Transit Improvements — The voter-approved Sound Move Initiative will provide improvements to the Federal Way Transit Center and the Star Lake Park & Ride. At both locations, direct access roadways will be constructed from the Park & Rides to the HOV lanes on I-5. Express bus service will also be provided between Tacoma and Seattle, and another route will connect Federal Way with Auburn, Kent, Renton, and Bellevue. Plans for extending light-rail between SeaTac and Tacoma will also be reviewed. Federal Way Transit Center Location — The Federal Way Transit Center is currently located at the Federal Way Park & Ride. At the time of adoption, the City Center element of the Comprehensive Plan proposed a new location at South 316th Street and 20th Avenue South. The primary driver for this location was the assumption that light-rail between Seattle and Tacoma III-76 CITY OF FEDERAL WAY COMPREHENSIVE PLAN 197 I 194 PEAK HOUR TRANSIT SERVICE 1 1 l Effective June 1998 1 5 1 4 177 .91 17 CS 0` M 1 3 3 TRANSPORTATION ELEMENT Star Lake Park & Ride Pug Sound 152.183.190. 191.192.194, Lo a 195,197 Legend Federal Way City Limits 90 1 a . • • ' Potential Annexation Area J I, (d �• N 1 175 - Transit Route 1 -,5 178 9P3 78 n 8 3 901 188, 76 74 178 Q(10Q'InAT 178 RR d I Federal Wav ` ` 188 ' I Park & Ride r+ 17 0 903 181 I 173,174,175. 176.177,178. 0^ 194 197 ��' 181.183,194. KNY 0) 903_ , 195.197.901, 903.PT402._ 8 PT500 C � 903 0 188 0 o N rn ,<Q? �° F` • �c 4 a i • ` 9 T4�1 c • 6 DO `. ' < rd"ST E 111 , • I �O ` 0 < • • • �, h ,� SCALE --- 1 Inch equals 6,300 Feet S Federal Wa �� 4� � Park & Ride 4 194,196,197 c • • • • T , • • � M E E [3 MAP III -21 a� 90� Map printed February 2000 at*sRrppark.aml � � • CITY OF FEDERAL WAY COMPREHENSIVE PLAN PROPOSED TRANSIT ROUTES TRANSPORTATION ELEMENT Legend ��`-� Federal Way City Limits . ' • ' Potential Annexation Area �� Proposed Transit Routes --- SCALE �- 1 Inch equals 5,800 Feet arv°� G � m o ,�'� MAP III-22 Printed February 20 00 $N/cpmaps/trptr.aml Federal Way Comprehensive Plan - Transporfation Table III-16 Work Trips and Mode Split Estimates Current 2010 Mode I Federal Way � Work Trips Daily Trips Drive Alone � 79% 86% Region Daily Trips 72% Car/Van Pool 14% 8% 15% Transit 3% 1% 6% Other 4% �% 7% would follow SR 99. Since adoption of the plan, conditions have changed and discussion of alternate locations has emerged. Sound Transit's Sound Move Initiative allocated $4 Million for the construction of a new Transit Center, in coordination with the enhance- ment and/or relocation of the existing Transit Center and direct access ramps. The Transit Center is considered by the City as a major anchor to the urban center designation in tlie Vision 2020 plan adopted by the PSRC. The location of the Transit Center should be surrounded by property that has potential to redevelop into transit-supportive uses, thus assisting to ensure both the success of the Transit Center itself and the economic vitality of the City Center. Based on thee considerations, the Transit Center and any associated capital facilities (such as park and ride facilities) should be located as closely as possible to the geographic center of the City Center. This point is located at the intersection of 20th Avenue South and the proposed South 318th Street. In no case should the Transit Center be located east of 23rd Avenue South, as the proximity to I-5 would limit redevelopment to transit-supportive land uses. The Result of Transit Expansion The net result expected from placement of improved transit locally and in the region is meaningful improvement to mode split (the percentage use of each mode). The predicted (and present) values are as shown in Table III-16. While not large in magnitude, with only a 13 percent share of trips by transit and other HOV's in 2010, one must view the impacts during peak periods and along congested travel Federal Way Work Trips Daily Trips 70-74% 81-8�% 18-20% 8-10% 4-5% 2-3% 4-�% �-6% Region Daily Trips 62-68% 16-18% 8-10% 8-10% corridors in assessiilg the implications. It is possible, after the turn of the century, that: ■ One in every four Federal Way Work trips will be by HOV and transit modes; ■ One in every three Regional Daily trips will be by these modes; and, ■ Over 50 percent of all work trips to urban centers such as Federal Way will be by HCT and HOV. Guiding the Process • To strategically position itself in the regional transit � funding process, Federal Way's plan has been prepared to integrate with the Metropolitan Transportation Plan, METRO's Six Year Plan and the RTP. Road improve- ments that have been identified will focus service to the transit centers or Park and Ride lots and support access to the regional system or provide an increment of capacity that would relieve congestion and air pollution. To foster achievement of the transit vision, a series of supportive actions are necessary. The land use distributions should take advantage of opportunities to increase densities in a transit friendly fashion. In the core area, street planning would, in many cases, provide exclusive access routes to transit centers as the area increases in density. A staged implementation of service in the City Center will be required. This can be accomplished by creating incentives for developers and through investment of public dollars to protect options and provide logical increments of service. The provision of transit corridors, improved traffic circulation, and improved � non-motorized access to transit will also be necessary. Revised 2000 III-79 Federal Way Comprehensive Plan - Transportation • Key interim and long-term improvements must continue to focus on transit service to transit centers and Park and Ride lots. As the City moves toward 2010, strategically located lots, with bus, bike, and pedestrian access will be necessary. Complementing this, the City can look to the land use development process and the rising interest of employers to provide "self-managed" travel options. The City will encourage transit-oriented land use patterns, especially along intensified corridors. The State's Commute Trip Reduction (CTR) legislation will also guide these efforts. Transit extension into many of the City's neighbor- hoods will not be possible due to the configuration of the existing street network. However, opportunities do exist to connect neighborhood collector streets, perhaps limiting passage to HCT, buses, and HOV's. Such extensions into neighborhoods will require strengthening of roads or their structural failure will be rapid. Most routes will remain on major streets where traffic flow improvements can be made to expedite service. • Enhancements to transit (HCT and HOV) flow will become increasingly popular as signal preemption techniques are perfected. Several of these systems are being tested at present. The likely sequence of the longer-term development and travel events is shown in section 3.6. Transportation Goals & Policies Goal TG6- a. Prepare and provide for an enhanced, high capacity transit system, maintaining area residents' mobility and travel options. b. Foster phased improvements that ezpand transit services in time to meet the demand for these services. alternative mode of travel to the single occupant auto, and assists the region in attaining air quality standards. This system should be extended to the City on a timely basis and be preceded by phased implemen- tation of in-creased levels of local and regional bus and HOV services which maximize accessibility to regional jobs and maintains Federal Way as a regional activity center. TP68 Identify and promote development of a local level transit system which complements the regional system while meeting the travel needs of City residents, consumers, employers, and employees. This system should provide convenient connections from city neighbor- hood activity centers to the regional transportation system. TP69 The target levels of mode split (share) to transit and HOV's for planning purposes should be: ■ 15 percent of all daily person trips; ■ 30 percent of all daily work trips; and ■ 40 percent of all work trips between major activity centers. TP70 The regional and local transit systems should be designed to meet the requirements of the elderly and disabled (as prescribed by the Americans with Disabilities Act) and should take advantage of technological advances in transportation reflected in Advanced Public Transit Systems (e.g., traveler information, system monitoring, performance monitoring, etc.). TP71 The City will continue to cooperate with regional and local transit providers to develop facilities that make transit a more attractive option (e.g., bus shelters, rapid intermodal connections, frequent all day service, safe and attractive facilities). Policies • TP67 Promote the creation and use of a regional transit system that provides a cost-effective TP72 The development of successful transit commuter options (e.g., subscription buses, special commuter services, local shuttles) should be supported by the City. Revised 2000 III-80 Federal Way Comprehensive Plan - Transportation TP73 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. TP74 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. TP75 Preserve right-of-way for transit facilities as development applications are reviewed and permitted. TP76 Create an incentive program that rewards development that establishes densities supportive of the adopted regional transit plan. TP77 Encourage the use of incentives to stimulate transit, car, and van pool use. 3.6 HIGH-OCCUPANCY VEHICLE FACILITIES A Regional Freeway High-Occupancy Vehicle (HOV) System Plan, or core HOV system, has been designated for the freeway system in the region. The HOV system includes using the middle lanes of I-5 south from Seattle through Federal Way to Tacoma, including possible direct access to the South 272nd and South 320th Street transit centers along I-5. HOV facilities are viewed at the regional, state, and federal levels as essential to meet public service needs. Also, HOV facilities may provide vital accessibility to developing urban centers in the Puget Sound Region. This core HOV system is currently under study (WSDOT Puget Sound Region Pre-Design Studies) to identify direct access locations that will enhance the HOV system and improve transit and non-transit HOV travel times. HOV System The legislature has, in the past, committed to completing the WSDOT core freeway HOV lane system. The Puget Sound Regional Council's (PSRC's) Vision 2020 (the Metropolitan Transportation Plan) includes completion of the Core HOV system as the cornerstone to promoting HOV travel in the region. Features will include ramp meters and queue bypass lanes, as well as integration of Intelligent Vehicle Highway System (IVHS) features such as dynamic signing, radio information, and advanced vehicle detection. Emphasis will be placed on providing improved access routes from large employers and where congestion exists today. Generally, HOV lanes will be added to existing facilities, but where there is sufficient capacity to allow conversion of general purpose lanes, this will afford a cost effective alternative. At the regional level, the HOV system will be avail-able to a mix of vehicles. The occupancy level will be varied to maintain at least an average peak hour opera-ting speed of 45 mph. As demand increases and speed is lowered below this threshold, the level may be varied, for example, from two or more people per vehicle to three or more. WSDOT created the Office of Urban Mobility to coordinate long range and emerging transportation planning issues between WSDOT, PSRC, and its member jurisdictions. Among its projects will be the evaluation of alternative HOV treatments to provide the most effective combination of facilities to maatimize speeds and reliability of bus service. Regional planning has applied HOV planning on a local scale. The King County Arterial HOV plan, August 1993, identifies I-5, SR 99 (Pacific Highway), South/SW 320th Street, and South 348th Street as potential corridors for implementation of HOV and transit priority treatments. The plan specifically identifies: ■ Proposed (median) HOV lanes on I-5 extended from SR 516 to Pierce County. ■ Freeway Access study on SR 18. ■ HOV Corridor and Access Study at South 272nd Street. ■ HOV lanes on South 348th and access improvements to I-5. ■ HOV Corridor Studies on South/SW 320th Street and SR 99. ■ Intersection Improvements on South/SW 320th at lst Avenue South and 21st Avenue SW. ■ New or improved park and rides and a transit center within the city. � �� �J • Revised 2000 III-81 Federal Way Comprehensive Plan - Transportation • Table III-17 TIP HOV Improvements Federal Way • • Location Improvement Cost Year S 348th I-5 to SR 99 HOV/Signal Coordination $6.9 Million 1995 Completed Regional CIP SR 99/SW 336th Transit Center Unknown 2010+ City Center, S 316th @ 20th S Transit Center $6.1 Million 2000+ SR 99/S 272nd Transit Center Park & Ride $12.7 Million 2010+ SR 161/S 356th Transit Center Park & Ride $13.1 Million 2010+ 21st and SW 344th Park & Ride $8.8 Million 1999 SR 99, S 272nd to Dash Pt HOV Lanes $20.2 Mitlion 2006 SR 99, Dash Pt to 312th HOV Lanes $13.9 Million 2008 SR 99, S 312th to S 324th HOV Lanes $7.2 Million 2002+ SR 99, S 324th to S 340th HOV Lanes $24.0 Million 2004 SR 99, S 340th to S 356th HOV Lanes $18.6 Million 2010+ S 272nd @ I-5 Direct HOV Access $27 Million 2010 S 320th @ I-5 Direct HOV Access $27 Million 2010 S 348th @ I-5 Direct HOV Access $27 Million 2010+ S 320th St: SR 99 - lst Ave S HOV Lanes $15 Million 2010+ S 348th St: SR 99 - lst Ave S HOV Lanes $12 Million 2010+ Sound Transit will construct direct access HOV connections at South 272nd Street and South 320th Street. WSDOT is also considering direct HOV access at South 348th Street. WSDOT agrees to the need of HOV lanes with automatic vehicle identification (AVI) to provide priority to transit vehicles on SR 99 north of South 356th Street and includes them in their system plan. TIP Improvements Improvements in the City's Transportation Improvement Program (T'IP) to support the HOV system are identified in Table III-17. Many of these HOV facility needs will need to be provided by outside agencies, including Sound Transit, WSDOT, and METRO. Federal Way is working closely with these agencies to implement these improvements over the next several years. The Future HOV System 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. Transportation Goals & Policies Goals TG7- a. Place high priority on development of HOY and transit priority lanes. Revised 2000 111-82 Federal Way Comprehensive Plan - Transportation b. Develop arterial HOV lanes on bus routes with priority for transit at tra�c signals. helicopters from Fort Lewis south of Tacoma; and 5) Disaster Mitigation. • c. Work with the transit agencies, WSDOT and King County, in applying for funding for HOV improvements that complement transit and non- transit HOV facilities and park and rides within Federal Way. d. Work with WSDOT to complete the Core HOV system on 1-S as planned. 3.7 AVIATION Another vital link in the fabric of area transportation is the aviation system. As pointed out in the Community Profile, this extends beyond regional aviation to local issues surrounding flights over portions of the City ("overflights") and local helicopter activity. At the regional level, there has been recurrent debate over the issue of maintaining SeaTac as the regional facility or establishing a new airport. The City recognizes the economic benefits of its proximity to the airport, as well as the liability to Federal Way's quality of life which air traffic can produce. The City will continue to insist upon maintaining the quality of life expected by area residents. The planning and siting of helicopter facilities has been divided into emergency and commercial uses and facilities. Potential roles of heliports and a process for selecting prospective sites in Federal Way have been identified. Given potential roles and siting considera- tions, the discussion of possible courses of action can be pursued within the community. Potential roles for heliports in Federal Way would add disaster mitigation to business, emergency service, and law enforcement activities. Planning efforts are currently underway between Seattle and King County to incorporate helicopters and designated landing facilities into the region's emergency preparedness planning. Public heliports in Federal Way would be a key link in a regional disaster mitigation system. Potential improvements to existing heliport operations were identified in the heliport planning process. They include improved safety, better utilization of emer- gency response resources, and increased reliability of helicopter operations. Safety can be improved: on the ground (through improved, properly designed surfaces and fencing of the landing area), and in the air (through proper identification and illumination). Reliability would be increased through placement of modern equipment that would improve the safety of poor weather operations. The practice of providing standby fire protection support, which now occurs for transfer of St. Francis Hospital patients, could be eliminated. Local Level Opportunities Federal Way experiences a relatively high level of helicopter overflights today, due in part to its proximity to Boeing Field and also to the routine use of I-5 as a flight corridor in order to minimize noise. Map III-23 shows twelve landing areas in Federal Way currently used by helicopters. The City is the base for 12 helicopter operators. Together, these operators field a combined fleet of 38 rotorcraft. This fleet serves the following types of purposes: 1) Business Operations, associated with corporate activity and air taxi services; 2) Emergency Services, including activity associated with St. Francis Hospital, the Federal Way Fire Department, and King County Police; 3) Law Enforcement (primarily King County Police); 4) Government Flights, which are primarily military The Heliport Master Plan (HMP) of June 1994, by Ketchum and Company, is used as a guide for goals and policies that decision makers may use in the implementation of heliport facilities in the City of Federal Way's Transportation Comprehensive Plan. This plan identifies key elements that should be considered as part of the next phase and the public discussion on options to pursue. It advocates that the following questions be evaluated in making the decision: � Economic — When will the development for emergency and commercial uses of heliports be justified? • Revised 2000 111-83 � � • Helicopter Landing Areas LEGEND 1. Fly Wright Company Landing Area 2. Fly Wright Company Landing Area 3. 336th St. Medical Transfer Point 4. Fire Station #8 (Emergency) 5. 272nd St. Pazk & Ride (Emergency) 6. Thomas Jefferson High School (Emergency) 7. Twin Lakes Golf Course (Emergency) 8. Federal Way High School (Emergency) 9. Woodmont Elementary School (Emergency) 10. Weyerhauser Corporate Landing Area 11. Green Gables Elementary School (Emergency) 12. Fire Station #3 (Emergency) arrov G � E�EIZAL �1v RY Map IIIw23 Federal Way Comprehensive Plan - Transportation Environmental — What will the noise effects be and will mitigation measures be sufficient to meet community interests? Transportation Goals & Policies • Goal Operational — Does the facility work in terms of air operations and routine maintenance? And, does the area accommodate the physical needs of such flights? Finally, in selecting candidate sites, a sequential process of narrowing alternatives would be employed. Fifteen large zones would be evaluated, initially using general criteria. Then, the "short listed" zones would be further screened for specific sites capable of sup- porting a heliport facility. The Heliport Master Plan provides an in depth site selection matrix and is pro- vided for use in this decision making. The results of a preliminary evaluation in the HMP is shown in Map III-24. The Heliport Master Plan recommends the following: ■ The City should appoint a representative to the Puget Sound Heliport System Plan (PSHSP) Advisory Committee, which is investigating a system of heliports. ■ St. Francis Hospital should consider an emergency heliport on its property for a trial period. ■ The Federal Way Fire Department should eliminate its policy of attending each ambulance/ helicopter transfer at Weyerhaeuser. ■ Appropriate agencies should establish an EMS- only heliport. ■ Identify primary medical helicopter transfer points by a Global Positioning System (GPS) points and on Airlift Northwest helicopter navigational computers. ■ The City should develop a heliport ordinance/ code section consistent with the PSHSP and Puget Sound Helicopter Emergency Lifesaver Plan (PS/HELP). ■ The City of Federal Way should participate in the PS/I�LP. TG8- a. Support the area's economy by assuring residents and area employers access to a full range of travel modes, including intercity airport facilities, while maintaining the quality of life reflected in the plan vision. b. Provide guided opportunities for the improvement of heliport facilities and services in and around the City. Policies TP78 Continue to represent the community in matters pertaining to the regional airport(s). TP79 Promote extension of fixed guide way facilities to the regional airport as an effective means of resolving congestion problems that affect City residents and businesses. TP80 Finalize and adopt guidelines for short range, local area rotorcraft facility installation and use. These will be designed to minimize noise and safety risks and recognizing the jurisdic- tion of the Federal Aviation Administration. 3.8 FREIGHT AND GOODS Transportation related decisions can have a significant impact on freight and goods movement, affecting the economic competitiveness of local and regional businesses. When freight and goods movement was confined mostly to rail on separate right-of-way, there was not a great need to include freight and goods in urban planning processes. That situation has changed. Today, even at the local level, our dependence on trucks for deliveries has been heightened. Industry's adoption of "just-in-time" inventory systems and increasingly popular overnight small parcel services, as limited examples, have increased demand for limited roadway space. Combined with increased � • Revised 2000 III-85 • � i Recommended Heliport Siting Areas LEGEND — — — — City Limits � - � � Most Compatible Region With Heliport Development anoF G � E�EI'WL uV AY Map III-24 Federal Way Comprehensive Plan - Transportation urban (commuter) congestion, trucks are not able to perform their role in the economy as efficiently as they did a decade ago. The general approach to transportation planning has failed to systematically consider freight and goods movement needs. Recent state and national legislation, encouraging such an approach, recognizes that local government has long played a role in managing this component of our transportation system. At the local level, development standards assure the provision of adequate on-site facilities such as loading docks; the width, frequency, and location of drive- ways; the turning radius at intersections for curbs; and pavement standards to carry trucks and bus loads. Other government actions include restriction of over- sized vehicles on roads and bridges that cannot sup- port their weight or size, and the designation of truck routes. Similar activities can be found at the regional and state levels. Local Level Needs/Opportunities Federal Way displays a unique set of circumstances with respect to freight and goods movement. An understanding of its history, as well as current issues and projects, can contribute to adoption of appropriate long term policies and action strategies. 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, has obviously had its impacts. Situated between the major urban centers of Tacoma and Seattle, the Federal Way planning area has been influenced by four major arterials. Military Road, the original arterial through the area, still displays the benefits of a design aimed at accommodating heavier freight and goods vehicles. Its concrete road sections no longer carry large numbers of pass-through truck traffic. It now provides local access for truck deliveries to established neighborhoods. Until the interstate system was developed in the 1960's and 70's, Highway 99 served as the truck route through the area. Today SR 99 provides a distribution function, mostly for delivery purposes, but also affording access to such regional facilities as the US Postal facility just west of Pacific Highway near South 336th Street. Along its southern sections, crossing into Pierce County, truck drivers find an alternate route to a congested I-5. Today, the major roadways for freight and goods movement into and through the area are provided by I- 5 and, to a lesser extent, 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. As pointed out in the following sections, the volume of this traffic influences congestion as well as economic competi- tiveness. Map III-25 depicts the City's truck route plan, including existing and proposed truck routes. Regional Activities Trucking centers in Federal Way include the Ever- green Center which has SR 99, SR 18, and SR 161 on three of its sides and Ernie's Center on SR 99 at South 330th Street. These facilities cater to this important segment of our economy, the movement of freight and goods. 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 I-405 have problems, since they are not able to approach the hill climb at posted speed and delay other travelers, many of whom are headed to Federal Way. Perhaps one of the most significant improvements proposed in the region's Metropolitan Transportation Plan (MTP), is the improved 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. Hill climbs from the valley floor, either along I-5 or SR 18, might be avoided, relieving capacity problems along these facilities. r� LJ C� u Revised 2000 III-87 • • • CITY OF FEDERAL WAY COMPREHENSIVE PLAN THROUGH TRIJCK ROUTE PLAtV TRANSPORTATION ELEMENT Legend �'��i . , �/ o+ �►, * .,$ Federal Way City Limits Potenti�l Annexation Area Existing Truck R�ute� Propns�d Ad�iti�n�l Truck F�oute � SCALE �-- 1 Inch equals 5,800 Feet aTV°r G � � al 9v 910 MAP III-25 20�� Fecierai Way C'�rn�reh2i�isivE Plan -Transportation SR 509 is being shzdie� f�r consideration of an ex- tension, tying back to I-S at South 210th Street or SR � 16. This route will open an alternate route to tlie Port of Seattle's international fc facilities, as well as to provide access to the airport industrial complex. To the eYtent that this new route's desi�n considers impacts to I-5, SR 99, and local street system in Federal Way, it provides �reat benefit to Federal Way. Other long range actions that will affect freigh± and �oods movement in this north/south corridor include Intelli�ent Traveler Service (ITS�with improved (truck) vehic(e identification, and commuter rail ser- vice in the Green River Valley. ITS feattu�es (described in �reater detail under Demand Management) will be incorporated into the "high tech," I-� corridor being designed �ulder the state DOT's Ventzrre Pro�ram. 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 trave(ing 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 tl�e 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 Ieve(, PSRC and WSDOT are focusing increased efforts towards understanding freight and goods movement and identifying solutions to prob(ems faced by local, regional, state, and international shippers. Using studies by the Port of Seattle and WSDOT, PSRC and the Economic Development Council have established a Freight Mobility Roundtable. The Roundtable brings togetlier 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 witf� a series of other efforts by the Regional Council, including: ■ Building a commodities flow database; ■ Identifytnb currerit and future problem areas that • inhibit or restrict the effective movement of freibht and ;oods; ■ Recommendin� road, intermodal, and other sys- tem improvements to address these problems, while meeting federal and state Clean Air Act strictures; and ■ Developing plannin� �uide(ines for use at tlle local level The benefits of supporting these re�ional activities �vill be maintena_r,ce of a�cessibility for City i and blisinesses_ Local Needs Within the City, continued growth of local truck traFfic cau be anticipated. Densification of the iirban core, along SR 99 and South 320th, as well as the South 348th corridor, will lead to increased numbers of trucks along primary arterials. Street design standards and road classifications • adopted under this plan will assure that new and rehabilitated facilities are built to appropriate standards. Where pavement, bridge, and ueighborhood traffic management systems, or planned land uses indicate that roadways cannot handle truck traffic, designated truck routes will be adopted to protect eYisting investments aud assure continued quality of life. With the enl�aucement of neighborhood centers, truck deliveries may increase as consumer activity shifts to these areas. While localized ❑eighborhood intrusion is unlikely, isolated cases can be managed using traffc calming techniques. To accomplish effective plannin� and management of frei�ht and goods movement in the area, traffic mouitoring (volume counts) will include vehicle classification, allowin� the patterns of use to be better under-stood. Anotl�er technique ttlat can be employed to assure adequate consideration of truck needs is the involvement of those industries and businesses generating the traffic in roundtable discussions, such as the regional activities described above. • Revised 2000 � 111_89 Federal Way Comprehensive Plan - Transportation � • Transportation Goals and Objectives Freight and goods movement is recognized as a vital link in the chain of local and regional economies. Yet, the characteristics of larger vehicles (trucks in the case of Federal Way) can produce significant impacts to area mobility, livability, and infrastructure. With these factors in mind, the City adopts the following goals and strategies. ■ Support regional transportation projects that are appropriately designed and will preserve the capacity of I-5 and State Routes. ■ Involve major generators of area freight and goods movement in discussions to identify their needs and priorities as part of improvement programming. Goal TG9- Improve movement offreight and goods throughout the region and within the Ciry, while maintaining quality of life, realizing the vision of our comprehensive plan, and mini- mizing undue impacts to City infrastructure. Objectives and Strategies 3.9 MARINE The City of Federal Way has no marine facilities to be addressed in the plan. However, its proximity to the Port of Tacoma and the support role it can provide to its facilities is recognized and the following goals and objectives are proposed. ■ Cooperate with state and regional agencies in identifying freight and goods movement needs of area employers. ■ Provide or encourage improvements that enhance the movement of goods and services to businesses in the greater Federal Way area. ■ Encourage interests to view Federal Way as a viable resource area for ancillary freight and goods activity, drawing upon its excellent location along the I-5 Corridor, other State Routes, and proximity to air and port facilities. ■ Establish revised code requirements and a designated truck route system that accommodates the needs of both the private sector and residents. ■ 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. ■ Adopt revised code provisions which acknowledge the characteristics of modern trucks and provide a balance between movement needs and quality of • life. Transportation Goals and Objectives Goal TG10- To foster the development of the local economy for Federal N'ay residents and employers as may be possible through access to regional marine facilities. Objectives ■ Encourage the planning and construction of improved regional highway, rail, and marine facilities in the area of the Port of Tacoma. ■ Coordinate with local business organizations, and provide feedback on international and regional transportation issues and on transport needs and opportunities related to all modes of transportation. ■ Encourage international relationships; such as our sister-city relationship with Hachinohe, to foster marine related trade. Revised 2000 III-90 Federal Woy Comprehensive Plan - Transportation ' 3.10 IMPLEMENTATION STRATEGIES 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, increasing the commitment to travel by transit, ridesharing, bicyclists, and pedestrians. This strategy may create somewhat higher levels of roadway congestion near transit centers, but will provide more travel options for those who choose to use other modes of travel. Growth management requires an implementation program which earmarks sufficient financial resources, while putting into place a Concurrency Management System to regulate the pace and scale of new growth within the community. 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. In reality, the City's implementation program began in 1990 at incorporation. During the past five years, several major transportation improvements have been completed or will soon be operational. While these improvements have occurred, the actual City growth rate has been lower than projected, thus creating fewer impacts on the transportation system. Since the City also has modest growth expectations over the next six years, the proposed transportation improvement program for 1998-2004 is expected to maintain existing levels of service on the arterial system. At present, the City's transportation system is pro- vided by a variety of agencies. The City operates, improves, and maintains most of the streets and roadways, although the State operates I-5 and SR 18, east of SR 161. Private development may construct various local street improvements, which then become the property of the public and must be maintained by the City. The City is also responsible for the manage- ment of the transportation system, which includes the setting of standards for design, maintenance and operations, and review and approval of modifications. Transportation Improvement Program The Transportation Improvement Program (TIP) 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. Map III-26 shows, and Table III-181ists, the City's TIP for 1998 to 2004, as of June 1997. Map III-27A, Map III-27B, and Table III-19 depict the City's 2005- 2015 CIP for regional projects and City projects that will be required beyond the six-year planning horizon in the TIP. Most of the projects listed in the table have been identified throughout the planning process and reflect differing degrees of evaluation. They provide a usable estimate of transportation needs for matching broad estimates of forecast revenues. For program- ming purposes, these projects have been prioritized using the methodology below. Project Prioritization Prioritization is part of the process associated with implementing projects in the order most needed. It is a tactical effort to determine the sequence of events to meet strategic goals, as summarized in the Transpor- tation Improvement Plan (TIP). To determine the sequence of improvements in the City's TIP, several factors had to be balanced. These included considera- tion as to when improvements would be needed, the City's ability to compete for funds, as well as pro- viding improvements across motorized and non- motorized projects. Nine factors used to rank projects are shown as follows. u • • Revised 2000 III-91 i � CJ CITY OF FEDERAL WAY COMPREHENSIVE PLAN 6 YEAR TIP PROJECTS TRANSPORTATION ELEMENT Legend /��� Federal Way City Limits . ' � Potential Annexation Area �� Street Widening/New Connection Projects •'�`•'� Non Motorized Projects • Intersection Projects 18 Map Identification Number � SCALE � 1 Inch equals 5,800 Feet �« � � m a ,�� MAP III-26 �o Federal Way Comprehensive Plan - Transporfation Table III-18 Transportation Improvement Plan (TIP) -1998 to 2004 Map ID Capital Project List 1998 1999 2000 2001 2002 2003 2004 TOTAL 1 S 320th St @ SR 99: Add turn lanes 136,200 1,482,900 ' 1,619,100 *2 S 336th St: 13th Ave S- 18th Ave S: Widen to 4/5 lanes 693,500 693,500 *3 Military Rd S@ S 304th St: Add turn lanes 704,000 704,000 '�4 Military Rd S@ S Staz Lake Rd: Signalize, add left-turn lane 180,000 180,000 5 SR 99: S 312th St - S 324th St: Add HOV lanes 200,000 554,600 8,395,400 9,150,000 *6 S 312th St: SR 99 - 23rd Ave S: Widen to 5 lanes 3,336,100 1,200,000 4,536,100 � 7 SW 340th St @ Hoyt Rd SW: Signalize, add tum lanes 83,900 271,100 355,000 8 23rd Ave S: S 317th St - S 324th St: Widen to 5 lanes 800,000 3,172,000 1,601,000 5,573,000 *9 SR 509 @ 8th Ave SW: Signalization, left turn lanes 279,000 279,000 10 21st Ave SW @ SW 334th St: Relocate fire signal 180,000 180,000 11 SR 99 @ S 330th St: Signalization, left-turn lanes 100,000 140,000 240,000 12 S 288th St @ SR 99: Add left-turn lanes 1,115,300 1,115,300 13 S 312th St @ 14th Ave S: Signalization 180,000 180,000 14 SR 99: S 324th St - S 340th St: Construct HOV lanes 950,000 10,722,000 11,672,000 15 S 336th St @ Weyerhaeuser Way S: Realign intersection 648,700 648,700 16 S 320th St @ 1 st Ave S: Add 2nd left-tum lanes WB and NB 1,739,000 1,739,000 17 SR 99: S 284th St - SR 509: Construct HOV lanes 960,000 8,672,000 9,632,000 18 S 356th St: lst Ave S- SR 99: Widen to 5 lanes 400,000 6,805,000 7,205,000 19 S 320th St @ 20th Ave S: Add NB right-turn lane, 2nd WB left-turn lane 1,358,000 1,358,000 20 S 320th St @ 23rd Ave S: Add 2nd left-turn lanes on 320th 3,900,000 3,900,000 21 S 348th St: 9th Ave S- SR 99: Add HOV lanes, EB right-turn lane at SR 99 3,096,000 3,096,000 **22 21st Ave SW/SW 357th St: SW 356th St - 22nd Ave SW: Extend 2-lane collector 750,000 750,000 '*23 SW 312th St: lst Ave S- SR 509: Widen to 3 lanes 3,775,000 3,775,000 SUBTOTAL CAPITAL PROJECTS 6,992,700 6,780,600 10,136,400 9,050,300 10,722,000 10,712,700 14,186,000 68,580,700 MAP ID NON-MOTORIZED CAPITAL PROJECT LIST 1998 1999 2000 2001 2002 2003 2004 TOTAL *'24 BPA Trail Phase III: SW Campus Dr - SW 256th St: Extend ttail 375,000 164,000 1,408,000 1,947,000 25 SW 312th St: SW Dash Pt Rd - lst Ave S: Shoulder improvement 60,000 60,000 26 Weyerhaeuser Way S: S 320th ST - S 349th St: Shoulder improvement 652,700 652,700 SUBTOTAL NON-MOTORIZED CAPITAL PRO,rECTS 435,000 164,000 0 1,481,400 0 652,700 2,444,000 2,977,500 TOTAL CITY EXPENDITURES 7,427,700 6,944,600 10,136,400 10,458,300 10,722,000 11,365,400 1,418,600 71,240,400 •Projects identified in the 1995 StreeVTraffic Bond issue. These projects were selected to address safety and conges6on in various parts of the City for a total of $7.5 million. • RDelete from the TIP to derive Arterial Street Imnrovement Plan (ASIPI. Note: Proiect costs are inflated at 3% per yeaz. III-93 � • • CITY OF FEDERAL WAY COMPREHENSIVE PLAN 20 YEAR CIP PROJECTS TRANSPORTATION ELEMENT Legend /��� Federal Way City Limits • ' • Potential Annexation Area �� Street Widening/New Connection Projects •'�`•'� Non Motorized Projects • Intersection Projects 18 Map Identification Number � SCALE � 1 Inch equals 5,800 Feet «r+'a c � m Q ,�� MAP III-27A z000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN o REGIONAL CIP PROJECTS Puget Sound 9 ` ` • c TRANSPORTATION ELEMENT r' i Legend LL © a Ic Federal Way City Limits o . 312th � •.. Potential Annexation Area Street Widening/New '\♦ r Connection Projects \�\ o N LL •• ~'�• Non Motorized Projects N ♦ T HS REPK`t'IV \` p �• t _ Intersection Projects 1s Map Identification Number `\ \ ♦ 4 • 3rd T E `\ S. 348th T • • • \ S-3 h 3T 8 / ♦ �_ \♦ ♦\ °- SCALE — `em Qe % 19 1 Inch equals 5,800 Feet A S • • I � • MY Qv G MAP III -27B m D Map printed February 2000 $Nk rclp.aml Federal�Comprehensive Plan — Transportation � Table III-l9 Capital Improvement Program (CIP) — 2005 to 2015 C� COSTS [N 1997 DOLLARS Commutative Map ID CI7'Y CIP PRIORII'Y PROJECT LIST Design Acquisition Construction Total 2005 Cost 2005 Cost 1 SR99: SR 509 - S 312th St: Add HOV lanes 10,000,000 12,667,701 12,667,701 2 SR 99 @ S 336th St: Add 2nd EB left-turn lane 761,000 964,012 13,631,7t3 3 Military Rd S: S 272nd St - S 288th St: Widen to 5 lanes 2,580,000 3,268,267 16,899,980 •*4 S 316th Shc lth PI S: Extend 3 lane collector 2,578,700 3,266,620 2Q166,600 **5 S 252nd St: SR 99 - SR 161: Signalization and extension of 3 lane collector 2,798,000 3,544,423 23,711,022 6 S 312th St @ 8st Ave S: Signalization 180,000 228,019 23,939,041 7 S 348th St # lst Ave S: Add WB and SB right-[um lane & 2nd SB left-[urn lane 1,433,000 1,815,282 25,754,322 8 SR 99: S 340th St - S 356th St: Construct HOV lanes 10,000,000 12,667,701 38,422,023 9 S 320th St: lst Ave S- 8th Ave S: Add HOV lanes 5,000,000 6,333,850 44,755,874 "' 10 S 344th St: 9th Ave S- SR 99: Extend 21ane collector 300,000 380,031 45,135,905 11 S 324th St: SR 99 - 23rd Ave S: Widen to 5 lanes 4,000,000 5,067,080 50,202,985 12 S 348th St: 1 st Ave S- 9th Ave S: Add HOV lanes 5,000,000 6,333,850 56,536,835 13 S 320th St: 8th Ave S- SR 99: Add HOV lanes 5,000,000 6,333,850 62,870,686 ** 14 S 333rd St: 8th Ave S- 13th PI S: Extend 3 lane collector 500,000 633,385 63,504,071 ** 15 13th Pl S: S 330th St - S 336th St: Extend 3 lane collector 500,000 633,385 64,137,456 16 S 356th St @ SR 99: Add 2nd left-turn lane NB 500,000 633,385 64,770,841 17 lst Ave S: S 316th St - S 320th St: Widen to 5 lanes 1,485,000 1,881,154 66,651,995 18 lst Ave S: S 348th St - S 356th St: Widen to 5 lanes 3,160,000 4,002,993 70,654,988 19 S 312th St: 23rd Ave S- 28th Ave S: Widen to 3 lanes 5,175,000 6,555,535 77,210,523 20 S 336th St: 18th Ave S- Weyerhaeuser Way S: Widen to 3 lanes 261,000 330,627 77,541,150 21 SW 320th St @ 21st Ave SW: Add 2nd WB left-tum lane 750,000 950,078 78,491,228 22 S 320th St @ 23rd Ave S: Add NB through and 2nd right-tum lane 1,500,000 1,900,155 80,391,383 23 S 356th St: SR 99 - SR 161: Widen to 5 lanes 3,915,000 4,959,405 85,350,788 **24 14th Ave S: S 312th St - S 320th St: Extend 3 lane coilector 5,900,000 7,473,943 92,824,731 25 S 348th St @ SR 99: Add 2nd left-tum lane on SR 99 750,000 950,078 93,774,809 26 21st Ave SW: SW 336th St - SW 344th St: Widen to 5 lanes 1,250,000 1,583,463 95,358,271 27 Military Rd S: S 288th St - S 304th St: Widen to 5 lanes 2,600,000 3,293,602 98,651,874 **28 SW 344th Sd10th Ave SW: SW Campus Dr - 21st Ave SW: Extend 3 lane collector 5,000,000 6,333,850 104,985,724 29 Ist Ave S: S 366th St - SR 99: Extend 3 lane arterial 7,900,000 10,007,484 114,993,208 30 S 312th St: 28th Ave S- Military Rd: Extend 5 lane arterial across I-5 13,700,000 17,354,750 132,347,958 "31 S Star Lake Rd: S 272nd St - Military Rd S: Widen to 3 lanes 500,000 633,385 132,981,343 Revised 2000 III-96 Federal Way Comprehensive Plan — Transportation COSTS IN 1997 DOLi,nRS Commutative Map ID CITY CIP PRIORITY PROJECT LIST Design Acquisition Construction Total 2005 Cost 2005 Cost 32 SW Campus Dr & SW 304th St lOth Ave SW - Hoyt Rd SW: Signal coordination 210,000 266,022 133,247,365 **33 Weyerhaeuser Way S: S 336th St - SR 18: Widen to 3 lanes 250,000 316,693 133,564,057 34 S 336th St: 9th Ave S- 13th Ave S: Widen to 5 lanes 650,000 823,401 134,387,458 35 28th Ave S/S 317th St: S 304th S[ - 23rd Ave S: Widen to 3 lanes 1,000,000 1,266,770 135,654,228 36 21st Ave SW: SW 344th St - SW 356th St: Widen to 5 lanes 1,875,000 2,375,194 138,029,422 *'37 SW 344th Sb35th Ave SW: 21st Ave SW - SW 340th St: Widen to 3 lanes 2,383,000 3,018,713 141,048,135 38 lst Ave S: S 320th St - S 330th St: Widen to 5 Ianes 5,000,000 6,333,850 147,381,985 39 S 288th St: SR 99 - Military Rd S: Widen to 5 lanes 3,000,000 3,800,310 151,182,295 40 S 304th St @ SR 99: Add left-tum lanes on 304th 750,000 950,078 152,132,373 41 47th Ave SW: SR 509 - SW 320th St: Widen to 3 lanes 250,000 316,693 152,449,065 42 Hoyt Rd SW: SW 320th St - SW 340th St: Widen to 3 lanes 1,250,000 1,583,463 154,032,528 43 S 348th St @ lst Ave S: Add 2nd left-tum lane on 348th 1,250,000 1,583,463 155,615,991 44 lst Ave S: SW 310st St - SW 312th St: Widen to 3 lanes 750,000 950,078 156,566,068 45 21st Ave SW: SW 312th St - SW 320th St: Widen to 5 lanes 3,263,000 4,133,471 160,699,539 46 SW 336th Way & SW 340th St: 26th Ave SW - Hoyt Rd SW: Widen to 5 lanes 4,000,000 5,067,080 165,766,619 **47 S 308th St: Sth PI S- 8th Ave S: Extend 2 lane collector 1,290,000 1,634,133 167,400,753 48 S 288th St: Military Rd S- I-5: Widen to 5 lanes 2,000,000 2,533,540 169,934,293 *'49 S 304th St: SR 99 - 28th Ave S: Widen to 3 lanes 2,610,000 3,306,270 173,240,563 50 SW Campus Dr: ist Ave S- lOth Ave SW: Widen lanes/sidewalk 2,875,000 3,641,964 176,882,527 51 S 312th St: 1 st Ave S- 14th Ave S: Widen to 5 lanes 4,000,000 5,067,080 181,949,607 52 SW 320th St @ 47th Ave SW: Signalization 200,000 253,354 182,202,961 **53 S 308th St: 8th Ave S- SR 99: Widen to 3 lanes 500,000 633,385 182,836,346 54 S 320th St @ Sth Ave SW: Signalization 180,000 228,019 183,064,365 55 lst Way S a S 333rd St: Signalization 180,000 228,019 183,292,383 56 SW 320th St @ 7th Ave SW: Signalization 180,000 228,019 183,520,402 57 SW 320th St @ I lth Ave SW: Signalization 180,000 228,019 183,748,421 58 lOth Ave SW Q SW 334th St: Signalization 180,000 228,019 183,976,439 59 SW 356th St @ 13th Way SW/14th Ave SW: Signalization 180,000 228,019 184,204,458 Subtotal City CIP Projects 0 0 0 145,412,700 184,204,458 Revised 2� � .II-97 Federa�Comprehensive Plan - Transporfation � • Map ID CITY NON-MOTORIZED CIP PRIORITY PROJECT LIST 62 SR 99: S 256th St - S 372rd St: Shoulder improvement 63 lst Ave S: S 292nd St - S 312th St: Shoulder improvement 64 9th Ave S: S 333rd St - S 348th St: Widen for bike lanes Subtotal City Non-Motorized CIP Projects ToTAG CITY CIP PROlECTS COSTS IN 1997 DOLLARS COmmutetiVe Design Acquisition Construction Total 2005 Cost 2005 Cost 54,600, 69,166 2,602,706 229,000 290,090 2,892,796 2,000,000 2,533,540 5,426,336 0 0 0 4,283,600 5,426,336 0 � 0 � 0 � 149,696,300 � 189,630,794 COSTS IN 1994 DOLLARS Map ID REGTONAL CIP PRIORITY PROJECT LIST Design Acquisition Construction Total 2005 Cost 1 SR 99: S 272nd St - S 284th St: Add HOV lanes 9,632,000 12,201,529 2 SR 18: W Valley Hwy - Weyerhaeuser Way S: WB truck climb lane 6,500,000 8,234,006 3 Transit Center: City Center (location to be determined) 2,000,000 2,600,000 6,600,000 I 1,200,000 14,187,825 4 SR 18 @ Weyerhaeuser Way S: Signalize ramp intersections 60,000 0 240,000 360,000 456,037 5 S 320th St: 8-5 - Peasley Canyon Rd: Add HOV lanes 3,600,000 4,140,000 10,260,000 6,000,000 7,600,620 6 I-5 @ SR 161: Construct interchange & reconfigure SR 18 interchange 41,640,000 52,748,306 7 S 272nd St @ S Star Lake Rd: Construct left-tum lanes on 272nd 500,000 633,385 8 Park & Ride: 21st Ave SW @ SW 344th St 2,080,000 2,392,000 5,928,000 8,826,000 11,180,513 9 SR 99 @ S 279th St: Reconfigure intersection, signalization 350,000 443,370 10 S 312th St: Military Rd - Slst Ave S: Extend w/bike lanes, sidewalks 40,000 46,000 114,000 2,426,000 3,073,184 11 Weyerhaeuser Way S: Military Rd S- S 320th St: Extend 3 lane coilector 3,216,000 4,073,933 12 Peasley Canyon Rd: S 321st St - W Valley Hwy: Widen to 5 lanes 12,000,000 15,201,241 13 S 321st St @ S Peasley Canyon Rd: Add WB left-tum lane 250,000 316,693 14 S 320th St @ Military Rd S: Add right-tum lanes on S 320th St 451,000 519,000 1,256,000 766,000 970,346 15 Military Rd S: S 320th St - SR 18: Widen to 3 Ianes 3,260,000 4,129,670 16 Military Rd S: 31st Ave S- S 320th ST: Widen to 3 lanes 3,500,000 4,000,000 9,300,000 3,263,000 4,133,471 17 SR 509: SR 99 - lst Ave S: Widen to 3 lanes 210,000 2,970,000 1,338,000 4,518,000 5,723,267 18 Military Rd S: SR 18 - S 360th St 5,577,000 7,064,777 19 Military Rd S: S 360th St - SR 161: Widen to 3 lanes 6,435,000 8,151,665 20 SR 509 @ 47th Ave SW: Add tum lanes, signalization 591,000 748,661 21 S 272nd St @ Military Rd S: Add SB and EB right-tum lanes 737,000 933,610 22 S 272nd St @ Military Rd S: Add 2nd NB left-turn lane 750,000 950,078 23 SR 509: Ist Ave S- 21st Ave SW: Widen to 3 lanes 500,000 575,000 1,425,000 2,610,000 3,306,270 24 S 316th St: S lst Ave S- W Valley Hwy: Extend 5 lane arterial 400,000 460,000 1,140,000 8,759,000 11,095,639 Revised 2000 III-98 Federai Way Comprehensive Plan — Transportation COSTS IN 19I4 DOLLARS Map ID REGIONAL CIP PRIORITY PROJECT LIST Design Acquisition Construction Total 2005 Cost 25 16th Ave S: S 272nd St - SR 99: Widen to 3 lanes 1,720,000 2,178,845 26 28th Ave S/S 349th St: Weyerhaeuser Way S- S 360th St: Widen to 3 lanes 3,000,000 3,800,310 27 S lst Ave S/S 321 st St: S 288th St - S Peasley Canyon Rd: Widen to 3 lanes 8,600,000 10,894,223 28 Park & Ride and Transit Center: SR 99 @ 272nd St 3,800,000 3,920,000 18,280,000 10,440,000 13,225,080 29 Park & Ride and Transit Center: SR 161 @ S 356th St 1,700,000 3,000,000 17,000,000 10,440,000 13,225,080 30 S 360th St: SR 181 - 32nd Ave S: Widen to 3 lanes 3,001,000 3,801,577 31 S 336th Transit Center (S 336th St @ SR 99) 1,100,000 1,500,000 3,000,000 6,464,000 8,188,402 32 S 272nd St: SR 99 - Military Rd S: Widen to 5 lanes 2,700,000 3,105,000 7,695,000 11,500,000 14,567,856 33 SR 509: 30th Ave SW - 47th Ave SW: Widen to 3 lanes 4,510,000 5,713,133 34 SR 509: 47th Ave SW - West City Limits: Widen to 3 lanes 4,623,000 5,856,278 35 S 272nd St: Military Rd S- Lake Fenwick Rd S: Widen to 5 lanes 4,204,000 5,325,501 36 S 228th Sd38th Ave S/S 334th ST/33rd PI S: Military Rd S- Weyerheauser Way S: Widen to 3 lanes 4,376,000 5,543,386 37 S 288th St: I-5 - S l st Ave S: Widen to 5 lanes 3,036,000 3,845,914 Subtotal Regional CIP List 22,141,000 29,227,000 83,576,000 216,080,000 273,723,679 Map ID REGIONAL NON-MOTORIZED CIP PRIORITY PROJECT LIST 38 Military Rd S: S 260th St - I-5 39 Military Rd S: 31st Ave S- SR 161 40 S 320th St: I-5 - West Valley Hwy Subtotal Regional Non-Motorized CIP List Tota[ Regional C1P Projects Tota[ City CIP Projects "'Delete from the TIP to derive the Arterial Street Improvement Plan (ASIP). Note: 1) Project which are planned to be completed between 2004 and 2015 are estimated in 2004 dollars. 2) Annual programs are inflated at three percent per year. COSTS IN 1994 DOLLARS Design Acquisition Construction 80,000 0 300,000 500,000 0 2,400,000 150,000 0 0 730,000 0 2,700,000 Total 380,000 3,280, 3,050, 6,710,000 481,373 4,155,006 3,863,649 8,500,027 22,871,000 � 29,227,000 � 86,276,000 � 222,790,000 � 282,223,706 22,871,000 � 29,227,000 � 86,276,000 � 372,486,300 � 471,854,501 � � • Federal Way Comprehensive Plan - Transportation / 1 �� � • Factors Used in Prioritization of Improvements Transportation Effectiveness 1. Concurrency requirement. 2. Corridor Congestion relief (volume/capacity). 3. Enhanced Safety. Alternative Modes 4. Transit HOV Supportive. 5. Non-Motorized Supportive. Environmental 6. Air quality improvement. Implementation 7. Cost Effectiveness. 8. Ease of Implementation. 9. Community Support. A project was given a rating for each factor on a scale of 0 to 4. The ratings were then summed across all of the factors to produce a total "score" for each project. Projects were prioritized in order of highest to lowest score. Plan Highlights The projects and programs listed in Tables III-18 and III-19 represent a broad range of multi-modal transpor- tation improvements. Key system investment features include the following: ■ Transportation System Management improvements along key arterials, including installation of new traffic signals at needed locations. ■ Several miles of roadway improvements ■ New arterial extensions on new alignments. ■ Regional HOV lanes along I-5, SR 99, South 320th Street, and South 348th Street. ■ Transit centers at the City Center and on SR-99 at South 336th, South 272nd, and South 356th Street. ■ Expansion of local transit service, according to METRO's six-year plan. ■ Non-motorized investments for pedestrians and bicycles along identified corridors. ■ Substantial funding for ongoing road maintenance and annual programs, including overlays, bridge replacements, minor capital improvements, and neighborhood safety. Maintenance and Operations Planned expenditures of $5,674,889 for the proposed transportation investment program will be for main- tenance, operations, and annual programs within the City. Maintenance of the existing system is critical to the success of the Comprehensive Plan and the ability of the City to accommodate increases in jobs and housing. The maintenance of the existing network, along with low-cost traffic management actions, will improve the system's ability to move people and goods without making significant changes to the over- all travel patterns or physical dimension of the streets. While several roadway capacity expansions are being proposed, most of the City's future street network is already in place. It will carry much higher volumes of traffic, which will contribute to increasing maintenance requirements, which are included in the above total maintenance and operation costs. 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. Furthermore, the inability to fund transportation projects could result in unacceptable levels of congestion and roadway safety. The financing program recognizes various user groups, including traffic from existing and future City of Federal Way development, and regional or sub- regional traffic. Revised 2000 III-100 Federal Way Comprehensive Plan - Transportation Funding sources are not fixed and require annual review and re-programming. Where non-city funds are sought, the City's projects may be competing for limited funds. Without attention to financing require- ments, the operation, maintenance, and expansion of the transportation system will not occur in a timely fashion. Funding Needs Given that the City has only been incorporated since 1990, there is not a long history of financial expen- diture that can be reviewed. The needs forecast through the planning process call for $292,545,069 in total funding needs, plus $293,595,943 for non-City projects, as listed in Table III-18. Funding Strategy Already implemented in Federal Way is a portion of its funding of long term transportation improvements under this Comprehensive Transportation Plan. The following improvements, begun in 1990, have been or will be completed: maintain an acceptable level of transportation mobility for residents and businesses. The City aggressively pursues federal and state funding sources for arterial street 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. For the purposes of identifying funding sources in compliance with GMA requirements, the following strategies are used. ■ Surface Transportation Program grants would be used to fund 86.5 percent of the cost of projects that improve multi-modal mobility on arterial streets. State Transportation Improvement Board (TIB) funding would be used to provide the remaining 13.5 percent of the cost of projects. ■ Hazard Elimination Program grants would be used to fund safety improvement projects up to the m�imum grant amount of $300,000. The City would fund the remainder of the cost of the project, or ten percent, whichever is greater. • � ■ South 348th Street, SR 161 to SR 99. Completed. ■ SR 161, South 348th to I-5 Overpass. Completed. ■ 16th Avenue South, SR 99 to South 348th Street. Completed. ■ South 356th Street, 21st Avenue SW to lst Avenue South. Completed. ■ South 320th Street Corridor Signal Interconnect, I- 5 to 1 st Avenue. Completed. ■ SR 99 Corridor Signal Interconnect, 288th to 356th. Completed. ■ South 348th Corridor Signal Interconnect, SR 18 to 1 st Avenue South. Completed. ■ BPA Trail Phase 1& 2, 1 lth Place South to Campus Drive SW. Completed. ■ Numerous traffic signal installations and upgrades. In addition, in 1995, the City passed a$7.5 million StreedTraffic Bond to improve 10 major projects (see TIP list, Table III-18, for projects). The projects are funded by a utility tax in the amount of 1.37% for construction and 0.28% for maintenance and opera- tions over the 10-year life of the bonds. These projects, when combined with the City's commitments over the next six years, will help ■ Transportation Enhancement Program grants would be used to fund 80 percent of the cost of non-motorized capital projects. The City would fund the remaining 20 percent. ■ State TIB grants would be used to fund 80 percent of the cost of the remaining arterial street projects. The City would fund the remaining 20 percent. ■ Street projects on collectors would be funded by the City or adjacent development. ■ Local street improvements would be funded by development. Based on these criteria, the TIP would be funded as follows: ■ Surface Transportation Program (Statewide and Regional): $31,741,500. ■ Hazard Elimination Program: $600,000. ■ Transportation Enhancement Program: $1,648,500. ■ Transportation Improvement Board: $19,525,200. ■ City funds: $1,751,900. � Revised 2000 III-101 Federal Way Comprehensive Plan - Transporfation • The City would be able to fund this level of improvements over the six-year period. Funding Sources • u Funding sources for operation and expansion of the City's transportation system fall into several categories. Some sources consist of reliable annual funds, others are periodic, such as grants, and some are available options. The use, availability, and applicability of these various sources �s are not always at the discretion of the City. Most sources have limitations imposed by either the enabling legislation or City policy. The following two categories of funds are available to fund the TIP: 1. Existing Annual Sources: The City has control over the establishment and programming of a variety of funding sources enabled by State legislation. Currently the City utilizes the following options: City General Funds: The general fund was established to provide services typically offered by local governments, and derives its funding primarily from local tax sources. The general fund provided $947,351 to the street fund in 1997. State Motor Fuel Tax T'he 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: $1,160,895 was received in 1997. Restricted State Fuel T�: The Arterial Street Fund was established by state law to account for the use of state shared fuel tax revenues dedicated for this purpose: $540,485 was received in 1997. Motor Vehicle Excise Tax (MVET): Motor vehicle excise tax is collected on motor vehicles at the time owners purchase their vehicles licenses. Cities are allocated 8.83 percent of the total amount collected by the State, which is distributed on a per capita basis. The 1997 amount received was $925,525. Vehicle Registration Fee: A vehicle registration fee was approved in 1993 by the State Legislature to address transportation needs within growing communities. The 1997 amount received was $645,252. Transportation Development Char�es (SEPA Miti ation : The City is assessing traffic impact mitigation for new development as a part of SEPA review. The mitigation amount is based upon the percentage of traffic, directly amibutable to the new development that uses the facility that is the subject of each needed City improvement project. That percentage is then multiplied by the cost of that improvement project. The resulting amount is the portion of the cost of each improvement that is to be paid by the owner of the new development. The City collected $130,295 in 1997. Other Minor Services: These include Commute Trip Reduction (CTR) revenues and street use permit fees. 2. Other Periodic or Available Sources: Additional funding will be generated through other sources. Some are currently utilized, others may be used in the future. Funding also is derived from outside sources (State, Federal, County, Metro) and often requires application. Transportation Equity Act (TEA-21): This is a federal program designed to improve the transportation system that helps air quality and relieves congestion. The City has been awarded $2,464,242 towards projects in the current TIP. This equals an average of $821,414 per year. State Transportation Improvement Board (TIB) Fund: This is a Statewide transportation fund available to local agencies for roadway improvements. The City has been awarded $8,444,478 towards projects in the current TIP. This equals an average of $2,814,826 per year. Bond Issue: A written promise to pay a specified sum of money at a specified future date. Bonds are typically usecl for long-term debts and to pay for specific capital expenditures. The City has Revised 2000 III-102 Federai Way Comprehensive Plan - Transporfation financed bond measures for transportation projects as well as increasing the City's overlay program by $800,000 for the next 10 years. strategies to accommodate the impacts of development are made concurrent with development (RCW 36. 70A. 070). " • Traffic Impact Fees: A traffic impact fee ordinance can be established to provide regulatory mitigation. The fee could take into account such elements as the benefits or impacts of developments in various sub-areas of the City, impacts at key locations, projects that promote alternative transportation, buses, car, and van pools, etc., and development incentives for increased public facilities investments, especially in areas such as the City Center. Traffic impact fees would be based upon actual direct impact of new development on the transportation system. Recently, the City has been very successful at obtaining grant funding. The six-year TIP is fully funded through the year 2000. A key reason for this success was the ability to provide more than the minimum requirement of local matching funds. Additional local revenues would help in assuring critical projects are funded. Concurrency The transportation chapter of the Growth Management Act (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. 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 compre- hensive plan, unless transportation improvements or 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 develop- ment. In Washington State, the transportation CMS's must include all arterials and transit routes; but may include other transportation services and facilities. Concurrency Management The application of concurrency for transportation assures that improvements and programs for accom- modating 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 Comprehensive Plan. The Plan presents an allocation of estimated available transportation resources matched to planned improve- ments, which are scheduled over the planning period. With the general estimates of costs, revenues, and timing for construction, as required by the Growth Management Act, 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 termed "plan-level con- currency." 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 sub- sequent years; • • Revised 2000 III-103 Federal Way Comprehensive Plan - Transporfation •■ 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. Modifying the LOS standard cannot be recommended because safety problems usually result from increased congestion and adversely impact air quality and transit operations where HOV facilities do not exist. The adopted LOS standard accounts for HOV's and transit by basing it on average delay per person rather than delay per vehicle. Reprioritizing improvements to address capacity would result in a lack of funding for safety and non- motorized transportation. This would be inconsistent with adopted goals and policies to encourage non- motorized transportation and maintain roadway safety. Lowering transportation demand to match available capacity would restrict the City's ability to function as an urban center consistent with County and Regional plans. Furthermore, the City has little ability to reduce traffic through the City caused by growth in neigh- boring jurisdictions or overflow from congested free- ways. Therefore, improvement in funding for trans- portation appears to be the most realistic alternative. Of the previously listed funding sources for transpor- tation, there are some that the City can control and some that the City can influence. The City can control the general fund, SEPA mitigation, bond issues, and traffic impact fees. These local funding sources can be used to leverage grants at the state (TIB) and federal (TEA-21) levels. State and federal increases in funding are increasingly difficult to obtain; therefore, in order to be competitive for grant funding, local funding becomes increasingly important. Bond issues can be successful but must have a funding source themselves, either property or utility taxes. In order to be successful, bond issues must have a list of projects to be funded, voter support, and a time line for completion. The projects to be funded must consider � voters concerns about who benefits from the projects and what impacts the projects may have. For example, if a project is perceived as benefiting residents of another city or the business community to the exclusion of City residents, the bond measure may fail. Finally, the impermanence of bond issue funding complicates the City's ability to effectively plan for large projects, which due to their size, may have to be phased. If a multi-year multi-phase project was not funded consistently, the full benefits of the project may not be realized. Under state law, counties may authorize a local option gas tax up to 10 percent of the state gas tax. In King County, it is estimated that if passed, a local gas tax of 2.3 cents per gallon would generate $836,000 per year for Federal Way, if distributed per capita under existing state law. However, until the county acts on such a proposal, it is unknown how funds would be distributed. General fund revenue is generally not used much for transportation purposes because many voters believe that gas tax and MVET revenues should be adequate for funding transportation needs. It is also generally unpopular to have street projects compete against human services, parks, police, etc. SEPA mitigation is used extensively and is effective for mitigation of incremental impacts, but is cumber- some to administer when addressing cumulative impacts. As currently practiced in Federal Way, it is unfair to large developments in that no mitigation is assessed for projects that generate less than 10 peak hour trips (e.g. a nine-lot single-family plat). It also funds a relatively small percentage of a total project's cost because existing traffic is included in the calcula- tion of a development's "fair share" of the project, even if the project would not be necessary if there were no new developments. Hence, existing property owners and residents still subsidize projects to accommodate new growth, but only larger develop- ments pay mitigation, so small developments are subsidized even more. A transportation impact fee (TIF) addresses the disadvantages of other local funding sources. It can be assessed to all developments based on new vehicular trips for roadway capacity, transit trips for transit improvements, and non-motorized trips for non- motorized improvements. It does not compete against other City services. It pays only for improvements Revised 2000 III-104 Federal Way Gomprehensive Plan - Transportation needed to accommodate new development, and funding follows the pace of growth. It does not require City residents or property owners to subsidize projects for new growth. It treats new development fairly, regardless of size. It also lends simplicity and predict- ability to the development community because developers know what mitigation expenses will be. It would simplify development review because lengthy impact analyses would only be required for the largest developments, thus reducing costs for medium-sized developments. The increased cost to small developments, particularly developments small enough to not trigger SEPA mitigation under the City's existing procedures, are easily outweighed by the afore-mentioned advantages of a TIF. Regular updating of the Comprehensive Plan 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. subarea within which it is located. Level-of-Service measures the outcome of and progress toward the planned growth rate. � 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 con- currency 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 Comprehensive Plan, 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 developmenYs share of the improvements that are planned in the 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. ■ Concurrency requirements only apply to capacity issues; SEPA requirements apply to all environ- mental impacts of a project, including transpor- � tation safety. ■ Concurrency has timing rights related to development; SEPA does not. Therefore, concunency 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 this Comprehensive Plan do not excuse projects from SEPA review. However, they do address major system infrastructure issues that must be properly adminis- tered under both SEPA and the Growth Management Act. Monitoring The cycle of managing transportation facilities and services has recently been expanded. Emphasis is now • Revised 2000 III-105 Federal Way Comprehensive Plan - Transportation • being placed on monitoring the transportation system to assure that the community's vision, as reflected in the Comprehensive Plan, is being met. • • In addition, all projects that are complex in nature or involve significant capital expenditures have a value engineering study performed in order to select the most cost effect alternative. As a part of the project implementation phase, all projects are required to be reviewed and approved by the City Council at the 30 percent, 85 percent, and 100 percent design phases. In the past, transportation planning merely forecasted expected growth in demand and sought ways to provide the needed capacity. Today, Federal and State level legislation place requirements (and authority) on the Puget Sound Regional Council (PSRC) to monitor aspects of the transportation land use process. For example, Federal congestion management systems require a regional performance monitoring system. The PSRC is currently developing such a monitoring system that is expected to provide key information on the achievement of plan goals and objectives. Within this context, Federal Way may be called upon to monitor local actions including: ■ Project Implementation (versus planned improvement program). ■ Program Status and Implementation (e.g., CTR programs). ■ Policy Adoption (versus those called for in the plan). ■ Motorized and Non-motorized Traffic Volumes and Vehicle Occupancy on local facilities (versus that forecast by the City plan). ■ Land Use Development Approvals or Density Patterns (vs. plan-anticipated growth). ■ Parking data such as pricing, policies, and management. Concurrency management requires the City to monitor the progress of transportation improvements against the impacts of growth occurring within the community. This test will be crucial in measuring the ongoing performance of the Comprehensive Plan over the coming years. Transportation Goals and Policies Goal TG11 Develop and implement funding mechanisms to: a. Leverage state and federal funds for transportation improvements. b. Meet GMA's concurrency requirements. c. Provide consistent, fair, and predictable assessment of su�cient mitigation fees for development consistent with SEPA. d. Assure that adequate transportation infrastructure is provided to accommodate forecast growth. Policies TP81 Prioritize transportation projects considering concurrency, safety, support for non-SOV modes, environmental impacts, and cost effectiveness. TP82 Assure cost-effective maintenance of transportation facilities under the City's jurisdiction. TP83 Utilize the City's traffic signal system for data collection to monitor consistency with concurrency requirements. TP84 Develop a concurrency ordinance by 1998 as required by the GMA consistent with the City's adopted LOS standard. TP85 Develop a transportation impact fee by 1999 to simplify development review, assess miti- gation fees consistently and fairly, improve the City's ability to leverage grant funding for transportation funding, and provide adequate infrastructure to accommodate new growth. TP86 Adopt interlocal agreements with neighboring jurisdictions to identify methods to assure consistency between comprehensive plans, Revised 2000 III-106 Federal Way Comprehensive Plan - Transportation and adopt fair and consistent means of addressing the impacts of growth and development between jurisdictions without undue administrative burdens. Summary of Implementation Goals and Policies for Transportation Careful management is recognized as the key to fruition of the Comprehensive Plan's vision. The transportation system has multiple users and multiple funding sources. The implementation plan for Federal Way focuses on the next six years within which to forecast needs and to identify reliable options for transportation funding. The actions needed during this period take into account transportation investments the City has undertaken since incorporation, combined with realistic expectations of growth. The City currently conducts value engineering on large construction projects and should continue to do so. All construction projects will be presented before the City Council at increments of 30 percent, 85 percent, and 100 percent for review and approval. ■ Identify and preserve necessary rights-of-way at the earliest opportunity. ■ Work with transit providers to promote expanded local and regional bus services and to encourage a transit supported land use pattern. ■ Expand current park and ride facilities and develop support programs to encourage use by Federal Way residents. ■ Create a street network within the City Center that includes a by-pass circulation route for through traffic and express transit. ■ Develop and apply clear development standards to obtain necessary infrastructure changes as property develops. ■ Improve the pedestrian environment Citywide, with special focus along SR 99 and within the City Center. Focus on safe and efficient pedestrian facilities and improve the ability of pedestrians to safely travel throughout the community. • • In emphasizing multiple modes of travel, it is recognized that resources will have to be spread and balanced among modes. In achieving this goal, the City should undertake various strategies to implement its transportation plan by 2015. The near term efforts should focus on projects to: 1) mitigate safety problems; 2) preserve and protect the existing infra- structure; 3) expand multiple modes of travel and assure access for the transportation disadvantaged; 4) mitigate localized traffic congestion problems; and 5) expand the system for new growth. These actions are expected to maintain reasonable levels of service on the arterial highway system during this period. Investment Focus ■ Emphasize early investment in lower cost Transportation Systems Management actions aimed at improving the performance of the existing street system. Actions will include intersection spot improvements, new and coordinated traffic signals, and neighborhood traffic management. Implementation Process ■ Work closely with adjacent local agencies and preferably, prepare interlocal agreements (especially WSDOT and Metro) to formally establish commitments for coordinated transportation planning and implementation. ■ Develop a comprehensive Transportation Investment Strategy using a two-stage approach. The first stage should be an updated six-year Transportation Improvement Program (TIP), the second stage being a long-range comparison of transportation needs and revenues through 2015 and beyond. ■ Work towards obtaining new funding sources that: have the greatest local control for utilization on the most pressing local transportation needs; have the least strings attached; minimize staff time for obtaining and reporting on the use of the funds; are received on a regular (such as monthly) basis; are predictable; inflation adjusted; and can be counted on for long term financial project planning. • Revised 2000 III-107 Federai Way Comprehensive Plan - Transportation C � ■ Formally establish a process for prioritizing, designing, financing, and monitoring the completion of transportation system projects and programs. Identify clear departmental roles and responsibilities. ■ Monitor the status of the transportation system so that progress towards the Plan's vision can be assured and improvements are in place in time to meet forecast demands. ■ Monitor and make adjustments as needed to transportation level-of-service standards and approach based on growth rates, comprehensive plan amendments, and financing for projects. ■ Integrate a transportation impact program within the development mitigation structure. ■ Work with the regional bus providers to promote a transit-supported land use pattern. � �� ■ Develop a Concurrency Management Strategy for the City that facilitates the full integration of the programming and administration of transportation improvements, services, and programs with the Comprehensive Plan. ■ Assure that transportation system improvements are programmed to be available for use within six years of development permit approval if level of service is forecast to be exceeded within the subarea of the permit. ■ Program projects to: 1) mitigate safety problems; 2) preserve and protect the existing infrastructure; 3) expand multiple modes of travel and assure access for the transportation disadvantaged; 4) mitigate localized traffic congestion problems; and 5) expand the system for new growth. '� Revised 2000 III-108 Economic Development �_ _�___ __ J ��1 __ �'�.. _- _ 1_ _ _ _ -- .�_. ,_ _ �� � �� - � , _ � �---- �---- ; �� -_ ------ C � � 0 � � 0 � � � �.. � 0 ` � Federal Way Comprehensive Plan - Economic Development � • � 4.0 INTRODUCTION The Growth Management Act (GMA) includes economic development as one of its basic goals and it is a theme that runs throughout the Act. It considers the need to stimulate economic development throughout the State, but requires that these activities be balanced with the need to protect the physical environment. It encourages the efficient use of land, the availability of urban services, and the fmancing strategies necessary to pay for infrastructure. Finally, the Act mandates that communities do their planning and then provide the zoning and regulatory environment so that appropriate development can occur. It recognizes that while the public sector can shape and influence development, it is the private sector that generates community growth. The Puget Sound Regional Council (PSRC) has also adopted region-wide goals and objectives to guide multi jurisdictional transportation and land use policies that will be implemented through local comprehensive plans. Economic development is implicit in many of the goals and objectives of VISION 2020. The VISION 2020 strategy emphasizes that continued economic stability and diversity is dependent upon public and private sector collaboration to identify needs, such as infrastructure and land, and to invest in services that will promote economic activity. VISION 2020 also emphasizes that the stability of the regional economy increases when it develops and diversifies through the retention and strengthening of existing businesses and the creation of new business. King County, through its growth management plan- ning policies and process, re-emphasizes the economic development implications of growth management. The Countywide Planning Policies promote the creation of a healthy and diverse economic climate. The Policies describe the need to strengthen, expand, and diversify the economy. They encoura.ge protection of our natural resources and enhancement of our human resources through education and job training. The Countywide policies also speak to the need to make an adequate supply of land available for economic development by providing necessary infrastructure and a reasonable permitting process. Within this policy framework, Federal Way has outlined a vision of its economic development future. Its vision is to transform itself from a suburb of Seattle into a diversified and self-contained city (Map IV-1). However, in doing so, it is important to realize that Federal Way is part of the larger Puget Sound economy, and therefore this transformation will depend on the market forces at work within the larger region. To achieve this vision, the City must diversify its employment base by adding professional and managerial jobs, and by improving the balance between jobs and households in the City. The potential is there. Federal Way's unique location between the two regional centers of Seattle and Tacoma, both with large concentrations of population and large, successful ports, and its relationship within the Central Puget Sound region represent significant opportunities. The City is also home to Weyerhaeuser's Corporate Headquarters and West Campus Office Pazk, one of the premier office park areas in the region. The City's economic development vision is based on the following, which was done as part of the 1995 comprehensive plan update: 1) economic and demographic analysis; 2) market analysis of long-term real estate development in Federal Way; 3) interviews with realtors and property owners; 4) synthesis of real estate and development trends in the Central Puget Sound area; and 5) review and comment from the Planning Commission. 4.1 THE ECONOMIC DEVELOPMENT VISION FOR FEDERAL WAY The vision for economic development in Federal Way is a focused economic development strategy intended to build a diverse economy and to achieve a better jobs and housing balance. The strategy encourages or speeds up the trends and transformations that are already occurring in this community. The major objectives of the strategy include the following: Revised 2000 IV-1 Federal Way Comprehensive Plan - Economic Development ■ Provide a better balance between housing and jobs. ■ Increase its capture of region-serving office • development. ■ Diversify the economic base by encouraging higher paying white collar and technical jobs while preserving and enhancing the strong retail base. ■ Create horizontal mixed-use employment sector growth in the South 348th Street area in the near term (2000-2005). ■ Create Corporate and Office Park employment sector growth in East and West Campus in the mid-term (2000-2010). East Campus is presently experiencing a high rate of build out. ■ Redevelop and improve the quality of the mixed use development along Pacific Highway South from South 272nd Street to South 356th Street (2000-2010). ■ Create mid-rise, mixed-use employment sector growth in the City Center (2000-2020). ■ Encourage quality development throughout the City to attract desirable economic development in Federal Way. ■ Maintain and improve the quality and character of the existing residential neighborhoods. ■ Promote high quality, higher density residential neighborhoods in the City Center and Highway 99 corridor in close proximity to jobs and good public transportation. Future Regional Role for Federal VUq�/ ■ Encourage economic development diversity by aggressive pursuit of regional economic activity. ■ Maintain its share of local resident-serving retail and services, and increase its share of regional, national, and international oriented business firms. ■ Emphasize redevelopment and land assembly through the I-5/SR-99 corridor, especially in the City Center, as well as the 348th and 336th areas. ■ Transform the City Center into the focal point for commercial and community activities, as well as a major transit hub. ■ Diversify the local economy to provide quality office and business park space. ■ Generate more demand for hotel room-nights through growth in business park and office space. ■ Add more businesses relative to the number of new housing units. ■ Take advantage of its location with respect to the Ports of Tacoma and Seattle, as well as the SeaTac International Airport. ■ Public and private sectors in the Federal Way area act cooperatively and aggressively to attract firms. ■ Actively pursue relationships with cities in other parts of the Pacific Rim region for trade, commerce, and cultural advantage. Retail Areas ■ SeaTac Mall and other regional retailers within the City expand to meet the demand and become more competitive with other regional retailers. ■ High-volume retail in Federal Way increases faster than population. Costco, Home Depot, and Eagle Hardware aze typical examples of this recent retail trend. ■ Growth in resident-serving retail occurs in existing commercial nodes and in redevelopment areas along SR-99. ■ Neighborhood scale retail development keeps pace with population gowth. r � �J � Revised 2000 1V_2 � � � , � 1 , :� ; � / � r ., t` i � � ,� 1 , � � � � - � \�� .�, � i � �'�,� i ,,� � ;� 1 � 5,i � ��`� � � � ��� Ef�� \ �` / \ ,, j f , �? � f-,r , , � _, ,' � %�� ; r � `,` ,,, ( : :; � ,; � s "�`-�: - �� ��. ,_ ,, _ ,� ��, �, � ,� , �'� = ` : ,'\ \ , \ \ � � �� , �:�°� �E,� � � �� s � �� . � .� � � , �,, �. � F � t 'I �� / ", � , ,, -- KIRKLdN � ; `� ' �- � ;, �..� � - � BELL • • �! �""��� LE � _ �`��. � IVIERC ISLAND -, , � ., ,, � � � , _ \, ,-- ,� �.) . > �.� �`, . ; , ��� � � � � . ,� � ��� `7 • / ' 'i BURIEN i ' ' ���� f �� � �� �, � � ', ,\ � ' �� � 1 ` �. --- — ---------------��- ------- � i _ �� ��� ��� , (i � j 1 � � ..� � �' �� � ' �\ �� ' -DES M01NLS � / � ' i , % i � ' i �� � � � � � / � ,�- � ` �' � ��� �� � � � % f ', �� r � � � � �� �� I ! ; � i � � ,, I � �Z � �� ' � � - �► i A � �. ��;�� ! y \ \ ,\ r / �./ l7 .`\%/ ` �� ' d Q v 1 _ / � ,'� ��`�.'� , ; -' ° Q�FEDERAL WA � �`, � ' i�� �� � � � �"'* I r �.,( � � � � � --, ��'� _� � � �`� �. � � � ° ,� � . , ����L����� � � � � � —, . � `� � ^, m ' r, ��� �/` r � C�=�S �;�� � � � � � '� � �� � � i 1 ��� �.� t 9 \ ;L ,' ��� \ � i l ; �� � J ,� , � ,� ` � '', �� '� � �----��, �� � ;T � ��. ��; ; � � �, � ,,� ; �, lJ � _ . \ E�� ---, ---- J ___. _ ___---- • TAC(�MA _; ` --- �, .� RENTON � REDMOND TU K1NV1 LA • KENT � �� a � �9 , ALGONA • ---- • P CIFIC . ENUMCLA . - - ��.a, ir+ v l:�v_ CITY OF FEDERAL WAY COMPREHENSIVE PLAN SOUTHWEST KING COUNTY AND NORTH PIERCE COUNTY SU B-REGION ECONOMIC DEVELOPMENT ELEMENT Legend State Boundary County Boundary ,/�/ State Highways �"�,�° Federal Way City Limits W�� I ,_��F s � SCALE -- 1 Inch equals 21,000 Feet cmr oF G � ```` F�� v �I Ry QIS DIVISION MAP IV-1 NOTE: This map is intendetl for use as a graphical, representation only. The City of Federal Way makes no warranty as to its accuracy rinted 2000 s/subre Federal Way Comprehensive P�an - Economic Development C� ■ Pedestrian-oriented retail development emerges gradually in the redeveloped City Center. real estate market as an alternative to the Green River Valley. � � ■ Small amounts of retail use occurs on the ground floor of offices and residential buildings, as well as in business parks. ■ Neighborhood scale retail development emerges in response to growth in multiple family concentrations in the I-5/SR-99 corridor and new single-family development on the east side of I-5. ■ Old, outdated strip centers along the SR-99 corridor redevelop as a mix of retail, office, and dense residential uses. Office Development ■ West Campus area builds out by 50 percent from current levels. ■ Offices of regional, national, and/or international firms locate in West Campus, and East Campus adjacent to the Weyerhaeuser Corporate Headquarters. ■ City Center becomes an acknowledged office azea. ■ Garden, high-rise and mid-rise office space, and modern industrial buildings increase rapidly in areas with land assembled for business parks and in redeveloped retail areas. ■ Office development is integrated with retail, residential, and business parks. ■ Federal Way attracts corporate headquarters. ■ Scattered, old offices are replaced with newer uses. Business Parks ■ High-amenity, high quality business parks accelerate capture of the Southwest King County ■ West Campus builds out 33 percent more business park space. ■ Business park land is assembled and able to capture and redevelop a net 75 percent increase in space, primarily in the SR-99/I-5 corridor around 344th and SR-18/SR-99 to 356th. ■ Business parks contain a mi�c of uses in and among buildings as dictated by the market for high quality space. ■ One-owner, integrated, campus-like high amenity areas are encouraged for corporate headquarters and modern research/development of high technology uses east of I-5. ■ The City of Federal Way works with other agencies to provide services for education and training, as well as social services and other remedial programs for the underemployed and the unemployed. ■ Development of technical and research space increases in East Campus. Residential Areas ■ High quality residential areas are important for attracting and retaining businesses. ■ Federal Way will evolve by increasing local employment relative to residential units. ■ A range of housing types, densities, and prices allow the broad spectrum of employees to live near their work and recreation. ■ T'he City of Federal Way encourages integration of high density housing with retail and other uses, especially along SR-99 and in the City Center. Revised 2000 IV-4 federal Way Comprehensive Plan - Economic Development 4.2 SUMMARY OF EXISTING CONDITIONS AND TRENDS the period between April 1, 1990 to April 1, 1998, its residential population gew by 14 percent. C � Income In 1990, Federal Way's demographic characteristics were typical of new suburban communities. However, compared with other communities in South King County, Federal Way's residents were more af�luent, with higher than aYerage incomes and education achievement. In 1��0, for example, Federal Way's median family income ($38,311) was nearly 20 percent higher than any other Southwest King County community. Thirty-two percent of all families in Federal Way earned more than $50,000 annually. In other Southwest King County communities, this figure ranged from 18 to 26 percent. Conversely, only about 25 percent of all families in Federal Way earned less than $25,000 per year. In other South County com- munities, this figure was 33 percent or more. Median income will be updated when the 2000 Census is released. Economic Base Federal Way functions as an established and expanding "sub-regional center" for both housing and economic activities. The 1999 Central Puget Sound Regional Economic Report Employment Patterns and Trends, 1995-1998 reported that in 1998, based on covered employment figures (those jobs covered by the state's unemployment insurance program), 28 percent of Federal Way's economic base was in retail trade, 34 percent was in service industries, with the remaining 38 percent in education, government, and WTCU (wholesale, transportation, communication, and utilities). This contrasts with the Southwest King County region in which 28 percent of employment was in manufacturing in 1997, based on the 1999 King County Annual Growth Report Federal Way is primarily an Edge City community. It has more households than jobs and as a result, provides more workers to the region than it attracts. Between Mazch 1990 and March 1998, the City's covered employment base grew by 28 percent. During 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 SeaTac Mall captures a good deal of the Southwest King County region's general merchandise trade, a high percentage of the local populace goes elsewhere to shop for automobiles, building materials, and furniture. The ratio of retail sales to the City's population and income is relatively low, but it still attracts more in retail sales than goes to other areas. Housing One of Federal Way's strengths is the range and quality of its housing stock. T'he quality, quantity, and range of options for housing are major factors in business siting decisions. In the 1990 census, Federal Way's housing was valued slightly higher than other Southwest King County communities, but lower than the average of all King County housing. Median value of owner-occupied homes in Federal Way was $118,800 in 1990. This contrasted with median values in neighboring Southwest King County cities of $91,500 to $107,100, and $140,100 for all King County. The October 1999 King County Annual Affordable Housing Bulletin reports that in the first quarter of 1999, the median value of owner-occupied homes in Federal Way was $165,000, compared to $174,000 in Kent, $171,000 in Auburn, $153,000 in Des Moines, and $230,000 in all of King County. Compared with the cost of owner occupied housing, rental housing is somewhat more affordable. While single-family houses remain Federal Way's dominant housing type, the majority of housing starts in the late 1980's were multiple-family. Multiple-family units as a percentage of all housing units increased from less than 10 percent in 1970 to nearly 40 percent in 1990. During the late 1980's, there were twice as many multiple-family housing units constructed in Federal Way than single-family housing units. From 1990 to 1992, permitting of multiple-family construction stopped, and single-family construction slowed to � �J ►._J Revised 2000 IV-5 Federal Woy Comprehensive Plan - Economic Development �J about one-third of late 19801evels. Based on the large quantities of multiple family construction in the late 1980's, apartment rental housing costs are lower in Federal Way than all adjacent jurisdictions, except Auburn. The 1990 median monthly rental rate for Federal Way was $476, while the median monthly rental rate for King County communities varied between $398 and $458. The October 1999 King County Annual Affordable Housing Bulletin reports that the Spring 1999 average rent for a two-bedroom/ one-bath apartment in Federal Way was $614, compared to $1,013 in Mercer Island and $589 in Auburn, with an average of $732 for all King County. ■ Many marginal commercial areas with redevelop- ment potential along SR-99 that are vestiges of a prior era. The non-residential areas of Federal Way reflect a community that has the ability to absorb higher den- sity (more compact) uses and greater development as growth in the Central Puget Sound region continues. And even though Federa.l Way is a new City in a suburban area, much of its future will be tied to re�levelopment and transformation. C J • Federal Way's Regional Role Federal Way's position in a regional context includes several contradictory characteristics. On the one hand, Federal Way is an emerging sub-regional center; on the other, it still has some characteristics associated with an outlying suburban or even rural area. Federal Way is characterized by: ■ High-quality single- and multiple-family residential areas. ■ A range of housing that includes very modest tract homes, manufactured dwellings, and large luxury waterfront homes. ■ Auto-oriented, suburban scale regional, and community shopping centers and strip centers. ■ Corporate headquarters. ■ Two high-yuality business and o�ce parks— West Campus and East Campus. ■ Little developed space for quality business, flex- tech, and office parks. ■ Semi-rural areas, wildlife areas, truck stops, recreation-amusement parks, areas without utilities, and much vacant open space. ■ A waterfront primarily occupied by high-quality homes, but not particularly accessible to the publia Between 1995-2000, four hotels/motels have been constructed in and around the City Center. These include Holiday Inn, Courtyard Marriott, Extended Stay, and Comfort Inn. In addition, a Holiday Inn Express and Sunnyside Motel (Travel Lodge) have been built south of the City Center along Pacific Highway. Industrial and business park space available to rent in Federal Way is a minuscule share of the Southend- Green River-Seattle market area. The South King �ounty industrial area (including industrial parks, business parks, and flex-tech hybrid business/office parks) is currently the strongest real estate mazket in Western Washington. According to several major real estate research publications, the industrial areas of Seattle, Green River Valley, Eastside, Everett, and Fife/Tacoma comprise one of the strongest and fastest growing areas in the U.S. The City of Federal Way is in a major strategic position to capitalize on this trend. Federal Way is located at the intersection of I-5 and SR-18, with easy access to the Port of Tacoma, Port of Seattle and SeaTac International Airport. In addition, issues in the Green River Valley (the existence of wetlands, lack of developable land, rising land prices, poor access to I-5, and contaminated sites in older industrial areas) are to Federal Way's advantage. Federal Way should be able to attract a broader mix of land uses and economic activity to its redevelopment areas, especially those near the intersection of I-5, SR-99, and SR-18. Revised 2000 IV-6 Federal Wpy Comprehensive Plan - Economic Development West Campus — This development sets a standard in the region and is one of the best examples of a true mixed-use master-planned community in the Pacific Northwest. The quality of development in this area is decidedly different than elsewhere in Federal Way and Southwest King County. O�ce Development — The 1999 Federal Way Economic Profile prepared by the Greater Federal Way Chamber of Commerce states that Federal Way ofFers a variety of office and mixed-used spaces with varied quality and location. It goes on to say that, with the general over-supply of office space in the South King County area, very few speculative new buildings were developed in the prior two years. Recent developments are all-owner-occupied mid-rise offices in a campus setting. Leasable premium space is somewhat limited and is typically found in mid-rise (four to six story) buildings scattered in West Campus and the Gateway area (along I-5/320'"). The predominant developments are-older spaces in single story or low rise buildings. Retail — Developed and opened in 1975, the SeaTac Mall was the primary force behind the growth of retail in Federal Way during the 1980's. In 1995, the old Federal Way Shopping Center was replaced by Pavilons Centre, and in 1998, SeaTac Village was given a complete face-lift incorporating the City's commercial design guidelines. In addition, in the late 1990's, a new Walmart moved into the City Center Frame, 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 320`� and Pacific Highway into Rite Aid and the old K-Mart into Safeway. The Rest — T'he remaining industrial, commercial, and retail space in Federal Way is typically a jumble of isolated and lower to average quality development scattered along Highway 99. Such development masks the quality of West Campus and the Weyerhaeuser headquarters complex and could also slow the trans- formation of Federal Way from a suburb into a major sub-regional city. In summary, Federal Way's position in both Central Puget Sound and Southwest King County is the result of its past and its strong current retail and residential role. Much of the pre- and post- World War II highway related space that developed in the 1970's and 80's in response to rapid population growth is starting to undergo redevelopment (Federal Way Shopping Center, Seatac Village, Sunset Square).1'he West Campus and East Campus areas will serve as a model for the quality of modern commercial, office, and business park space r�ederal Way will need in order to attract its share of future regional growth. Urban design and infrastructure in other areas of Federal Way must be brought up to these standards. In addition, the existence of large parcels of land ownership in the 344/356�' area and 312/324`� area of the core corridor will give Federal Way a development advantage. Federal Way's Competitive Position in Southwest King County Subregion While many of the development patterns are set in the Southwest King County subregion, six cities are poised for significant change. T'hese six cities are Auburn, Federal Way, Kent, Renton, SeaTac, and Tukwila. There are several sources of uncertainty for each of these cities related to strength of current major developments, available vacant and redevelopable land, routing of regional transit facilities, as well as community and political support. Table IV-1 summarizes the major current positions and patterns of challenge and opportunity. In addition to these six cities in Southwest King County, Tacoma is an important competitor to Federal Way. Tacoma is an older city that has been trying to improve its downtown and image for more than a quarter century. It has continually devoted its own funds, as well as State and Federal grants, to stimulate economic development. Tacoma has a strategic location on the highway system and a strong port with much unrealized potential. In addition, both the City and suburbs have vacant and redevelopable land, as well as relatively cheap accessible land for residential development. • � � Revised 2000 ��/_7 � �J • Federai Way Comprehensive Plan - Economic Development Table IV-1 Summary of Development Potential in Southwest King County Cities Aubum Federal Way Kent Renton SeaTac Tukwils Current Niche -Industrial areas -Regional mall -Industrial land -Business parks -Airport rolated -Regional retail -Vacant land -West Campus -Bceing -Mid-rise office -Redevelopable land -Boeing -Regional mall -Eest Campus -Business parks -Mid-rise office -Redevelopable light -Weyerhaeuser Hdq -Vacant land industrial -Vacant land & -Mid-rise office redevelopable land Opportunities -Presence of Bceing -Weyerhaeuser -Bceing facilities -Bceing & -Adjacent to SeaTac -Strong retail identify -Commuter cail -West Campus -Commuter rait PACCAR's mfg. 8c AirpoR .@ concentration -Established office, -East Campus -Established office, office complex -Lack of identity -Redevelopment business parks & -Large concentration business parks & -Mid-rise buildings -Major HCT potential industrialareas ofretail industrialareas -PotenGal Stations planned -Freeway access -Cross-valley 6wy -Land assembled for -Cross-vatley hwy redevelopment -One large shategic loca6oa at cross- cormecror planned. redevelopment connector planned areas parcel assembled roads I-405Q-5 -Sub-central location -Future hwy — cross- -Bceing office/mfg between Ports of roads (I-5 8c complexes Tacoma 8c Seattle SR509) from -Proximiry to SeaTac -I-S/SR 18 Seattle will open Airport & to Port of crossroads acres for of5ce and Seattle -HCT stations business parks -Commuter rail unanticipated -Urban center is anticipated to be on High Capacity Transit line' -Pe�mit process rec- ognized forspeed of tumaround Challenges -Distance from I-5 8c -Distance to Port of -Industrial image -Limited retail -Adjacent to SeaTac -Limited vacaot land major economic Seattle -No prospect for attractions Airport For business & concenhations -Dispersed HCT -I,imited land for -Massive office parks -Low-scale development -Off-center location business & office redevelopment -Freeway access not developmtnt pattem on SR 167 parks required easy or obvious -Off-center location -Not on commuter -Small land holdings -Small land holdings -Land assembly -Limited vacant land -WeUands rail in CBD in CBD required -No obvious center or -Little market-quality -WeUands -Not anticipated to -Not on commuter focal point within business office be on High- rail Tukwila park space outside Capaciry Transit of West Campus line Aff-center cross- roads (I-405 8c SR 167) •NOTE: 71�e City ojTukwlJa has not yet been designaled lo be on !he High Capacity TiYmsi! line as currenl/y represenled in the iegiona! lronsporlalion p/m� The Tacoma area faces challenges similar to those confronting the six cities of Southwest King County. In add'tion to its port and relationship to international commerce, Tacoma has the largest concentration of office space south of Seattle and is second only to Bellevue for office space outside of Seattle in Washington State. In summary, any progam of economic development for Federal Way must monitor conditions and trends in Tacoma and Southwest King County, and act decisively and aggressively to increase the City's � strategic position. 4.3 FORECAST OF ECONOMIC GROWTH IN FEDERAL WAY The gowth forecasts used in the other chapters of this plan are based on the PSRC regional forecasting model. The PSRC uses an economic model to project regional growth and then downloads growth projec- tions to the jurisdictions in the region. By contrast, the economic forecasts prepared for this chapter, which was done as part of the 1995 Comprehensive Plan Update, used specific market segments for retail, office, and business park development to extrapolate Revised 2000 �y_g federal Way Comprehensive Plan - Economic Development future land and redevelopment space needs.l'he process used for Federal Way was based on an analysis of economic and real estate trends in the region. In addition, the Federal Way forecasts were based on assumptions consistent with the Vision for Federal Way, which is the basic concept for the plan. The forecasts that evolved out of the technical analysis of existing land use and economic conditions combine both extrapolations of the future and assumptions about Federal E]Vay's vision. T'he forecast indicated moderate grawth in retail space consistent with Federal Way and Southwest King County's population growth in the face of more competition in the subregion. Office and business park space is expected to grow relative to the region and subregion. Federal Way is expected to increase its capture of office space as well as tenants of business park space. This forecast also assumes aggressive planning and investment in infrastructure in order to transform the community at an accelerated rate. In 1995, the citizens of Federal Way approved a$7.5 million bond initiative that included the construction of ten transportation project� throughout the City. Additionally, the City is scheduling a significant amount of infrastructure improvements in the City Center to accommodate future growth within the Urban Center. ■ Regional trends in population and employment are • at least as robust as the Puget Sound Regional Council current estimates which are derived from State and national long-term forecasts. ■ The Regional Transit Authority implements some type of High Capacity Transit Plan including: ■ Improved bus service. ■ Traffic control measures. ■ Highway improvements. ■ The Auburn Mall is moderately successful. ■ Local public and private sectors jointly finance adequate infrastructure. ■ The City adopts plans and policies that provide appropriate development incentives and reason- able processes to guide implementation of this vision by the private sector. ■ The business and residential community supports the vision with indirect political support for necessary and timely infrastructure. 4.4 IMPLEMENTATION Like all forecasts, these should be periodically monitored relative to the real estate market conditions in South King County and Central Puget Sound, and economic conditions in Federal Way. In addition, the economic development policies and underlying assumptions related to local and regional decisions concerning infrastructure, transportation systems, and land use regulation should be carefully monitored. Federal Way's forecast to the year 2012 was based on several key assumptions that should be reanalyzed at least every five years, along with trends and conditions in local economic and real estate activity. The City is in the process of conducting a new market study that will reanalyze these assumptions and may result in different or modified forecasts. The key assumptions in the original preparation of this chapter were: Altributes 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 coopera- tively with private sector leaders and businesses to accomplish economic development goals. They have the ability and find the resources to target infra- structure 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. � • Revised 2000 IV-9 Federal Way Comprehensive Plan - Economic Development C� � • Likewise, City staff is empathetic toward economic development goals and knowledgeable about working within City legal constraints, budget constraints, and community tolerances to assist businesses and the real estate development process. The staff also has the ability to react and make decisions quickly �nd consistently to provide assistance for private sector dealings with the public planning and regulatory processes. The staff's ability to link several programs, team up with other departments, and leverage limited funds allow them to take meaningful and effective action. In addition, innovative techniques such as Transfer of Development Rights, Planned Unit Developments, and Concomitant Agreements to attract and retain businesses, and streamlined permitting processes should be utilized to help improve economic development. The City's Role in the Economic Life of a Community In the State of Washington, the direct actions that cities can take to impact economic development are severely limited by the State Constitution and its interpretation. Direct financial assistance through loans, grants, and tax rebates are severely limited or forbidden. Courts have consistently ruled that the use of public funds and actions to assist specific businesses, individuals, and developments is un- constitutional in the State of Washington. In addition, voters have reinforced this position when they have had the opportunity to authorize tax increment financing. Occasionally, communities have used this constitutional conservation to stunt creativity with respect to local community economic improvement. Despite these constraints, there are a number of things a city government can do with respect to economic development activities. One of the most significant direct actions a city can take is provide the necessary infrastructure. This includes: 1) developing long term facilities expansion plans; 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 construcf projects. 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 addition, a city can actively participate in public/private groups designed to help businesses and the development community as they work their way through the state and federal regulatory processes. Third, a city can directly impact economic develop-ment by doing m��rket research or by being a land owner and develaper. 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. In addition, a city can buy land, aggregate parcels, and make necessary improvement so that it is ready for new development or redevelopment. This also allows a city to joint venture with a private sector partner if that is appropriate. 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. Preparatior: of a comprehensive plan is an example of this important indirect action. A city can act as a representative of local resident's and business's 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. General Approaches to an Economic Development Strategy There are basically three local economic development strategies which impact the level of private business growth in a community. ■ First, studies of employment gowth experience in local communities in the United States show that the large majority of new jobs are generated by Revised 2000 IV-10 Federal Way Comprehensive Plan - Economic Development expansion and retention of businesses that are already located in the community. A city's role in this strategy is to help businesses resolve problems so that they can expand locally rather than move to another community. Problem resolution includes helping a business find a larger more suitable site, work through a land use or zoning regulation problem, or access necessary infrastructure. This strategy typically has low to moderate cost implications and a high probability of success. ■ Second, the relocation of firms from other parts of the country or new plant locations are rare and do not account for a significant share of local employment growth relative to overall employment growth in the United States. Typically, local government attracts new business to their community with direct financial incentives. This strategy has high risk for the number of successes and has a high cost. ■ Third, new businesses that are the result of new business start-ups, spin-offs from existing local firms, and new business ideas and technologies are another effective way that communities increase employment and businesses within a local area. Local government encourages new business formation usually through indirect methods. This strategy has moderate-to-high costs depending on actions and low-to-moderate degree of success. Federal Way is an important community within the region. Its economic importance has historically been associated with the size of its population and strategic location. Federal Way has the same package of economic assets and liabilities that attracts firms to the Pacific Northwest. Most "footloose" firms searching for a new location will select a region or state, and then select a specific location. Federal Way can most affect this site selection and community growth process through its influence on the supply of real estate. The "supply side" approach is consistent with State law, traditional community tolerance for assisting business in Washington State, and the range of financial demands on most local jurisdictions. Human Resource Programs • In addition to the economic development strategies discussed in the previous section, human resource programs are another general way whereby cities can be effective at economic development. These pro- grams are often not included as part of an economic development program because they focus on assisting people ra.ther than businesses. However, improving and remediating human resources is an important long run approach. T'he previous *hree general approaches to economic development st�•ategies try to raise revenues, reduce costs, or reduce risks for business location, facility investment decisions, and operating decisions of businesses. Human resource programs make a community attractive to new and existing businesses by improving the local labor force. Components of a human resources program include: 1) providing temporary support for underemployed workers, unemployed workers, and their families; 2) providing job training and retraining to improve an individual's ability to enter or remain in the work force• 3) creating refenal and other programs that allow labor resources to become more mobile and to respond to information about job openings; and, 4) by providing social service programs that meet the needs of community residents who are temporarily not able to participate in the economy. Federal Way could use its existing Human Services program working with local social service agencies and educational institutions to deliver these programs, with a focus on helping residents who aze underemployed and unemployed. Economic Developm��nt Strategy For Federal Way As with many cities, Federal Way will have limited funds with which to pursue its economic development goals. The City will have to use its resources in a focused and prioritized manner to have a positive impact on the local economic base. Table IY-2 summarizes how Federal Way will implement an appropriate economic development strategy. • • Revised 2000 �y_� � Federal Way Comprehensive Plan — Economic Development � J t Table IV-2 Economic Development Areas and Actions Sub Area of Who Initiates What Land Uses Are How Are They Federsl Way Action Encour Encouraged Rea Timing PRIMARY ECONOMIC ,4REAS City Center Public w/ private support. 344'"'a Pubiic w/ 356'"/�R99 private support. West Campus Current landowners. Mid/high-rise office. MF residential. Civic/cultural. Pedestrian-oriented retail. RTA Station. In-fill in&astructure. Urban design regulations & incentives. Public amenities. To increase capture of Emphasis 5-10 regional growth. (20) years. Mix of low-rise office 8c light industry. "big box" retail. Buildout 8c maintain quality Regulations that encourage high-quality design. Aggressive infrasWcture investment Sub-area EIS & CIP. Facilitate buildout. Assist maintenance of pub(ic areas. East Campus Weyerhaeuser High-quality corporate & office Cooperative city planning Corp. pazks. & infrastructure policies. 336'" linkage: Public w/ High density MF four primary private Low rise office. economic dvpt support. Supportive retail. areas• Public amenities. Land use & capital improvements for gradual redevelopmen�n-fill. Tr�c development. Capture the current market strength in bu- siness & industrial park uses in Southwest King County. Emphasis 0-5 (10) years. West Campus, one of the highest quality master planned developments in the Pacific Northwest. Large land owner with vision, resources, & track record. Generate demand for CBD & business parks. Provide housing & su- pport services for economic areas. Ongoing in response to market. In response W marlcet & corporate actions. As appropriate for market Old Hwy 99 Public w/ High capacity & business Land use 8c capital Provide a range of ho- As appropriate outside of main private related. improvements for gradual using 8c support for market. economic areas. support. High density MF residential. redevelopment & in-filL services & retail for Low rise office. Development &om V�c. economic 8c residential Auto-oriented retail. areas. N e igh bo r hood commercial. Since it is difficult for a local community with limited financial resources to stimulate "demand- side" fact�rs for its land and location, the actions required to implement the recommended policies use "supply-side" oriented methods to stimulate industrial and commercial development. Implementation of a supply side strategy should increase the City's opportunities to capture a larger share of regional real estate market activity, resulting in a stronger, more diverse economy, tax base, and quality of life in Federal Way. There are several supply-side tools that local governments � control. They can use these tools to prepare the supply of available developable land and infra- structure for economic growth. These actions include: ■ Assembling land for redevelopment. ■ Reducing or balancing the supply of land by enacting zoning that reduces the supply of marginal or ill-located lands. ■ Enacting favorable land use regulations. ■ Minimizing uncertainty in local regulatory processes. ■ Offering assistance in state and federal permitting. Revised 2000 1V_12 Federal Way Comprehensive Plan - Economic Development ■ Streamlining the permitting process. ■ Mobilizing community support by working with the private sector to actively encourage the retention and expansion of existing businesses as well as bringing in new development, businesses and jobs to the community. ■ Seeking opportunities to promote the community by working with the private sector to build consensus on community opportunities and goals. ■ Funding the City porticn of public/private groups to allow them to do an efFective job in marketing the community. ■ Providing leadership to motivate and convene local human and financial resources. ■ Using the local tax base and debt capacity to finance public infrastructure that could accommodate or stimulate private development. ■ Sponsoring projects, and acting as a responsible party to receive any available funds that may be provided by State and Federal agencies. The economic development strategy for Federal Way will use these supply-side ��riented methods to stimulate industrial and commercial development. Most studies of economic development have shown that 60 to 80 percent of new employment growth in a community.is derived from businesses that are already operating in the community. These studies also attribute a significant amount of local employ- ment growth to the formation of new businesses that are spin-offs from existing larger firms. These new firms may be started by employees who have new ideas, new processes, or technologies that are not appropriate for or valued by the parent firm. 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. Goals EDGl The City will emphasize redevelopment that transforms the City from a suburban to an urban area. EDG2 The City will encourage concentration of non-residential development into four primary areas: ■ Mixed-use development in the City Center (312`� and 320`�, SR-99 to I-5). ■ Mixed-use development in the azea around 348�' and SR-99. ■ High-quality business park development, including corporate headquarters, continued in and around West Campus. ■ High-quality corporate headquarters in a park-like campus setting east of I-5. EDG3 The City will help facilitate redevelopment of existing neighborhood commercial centers in the SR-99 corridor and the 336`� area between West and East Campus. Economic Development Policies Transforming the City Center and business pazk areas will require the implementation of the following policies: EDPI The City Center and business park areas will receive special attention in the Comprehensive Plan. EDP2 The City will initiate a process to master plan these sub-areas jointly funded by public and private entities. EDP3 The City will initiate a process to develop high-quality urban design and infrastructure standards for these azeas. � � EDP4 The City will complete environmental impact statements for these two sub-areas so that specific projects that are consistent with the sub-area plan may only require an � environmental checklist. Revised 2000 Pederal Way Comprehensive Plon - Economic Development � EDPS The City will complete designs for public infrastructure to be jointly funded by the City and private landowners. EDP6 The City will work actively to formulate ways for joint public/private funding of infrastructure. EDP7 The City will develop zoning and financing incentives that encourage prioritized development consistent with comprehensive and sub-area plans and orderly, phased growth. EDP8 The City will utilize innovative planning techniques such as Transfer of Development Rights, Planned Unit Developments, and Concomitant Agreements. EDP9 The City will utilize innovative financing techniques such as Local Improvement Districts, and Industrial Revenue Bonds. � EDP10 The City will mobilize community support by working with the private sector to actively encourage the retention and expansion of existing businesses as well as bringing in new development, businesses, and jobs to the community. • EDPll The City will promote the community by working with the private sector to build consensus on community opportunities and goals. EDP12 The City will fund its portion of the public/ private groups to allow them to do an effective job in marketing the community. EDP13 The City will utilize design guidelines to enhance the urban environment to retain and attract businesses and residents. EDP14 The City will adopt streamlined permitting processes consistent with State and Federal regulations to reduce the up-front costs of locating businesses in the City. Revised 2000 EDP15 The City will develop an aggressive public safety program designed to protect residents and businesses. EDP16 The City will encourage strong public and private leadership to solicit community support for internal and external funding assistance. EDP17 The City will periodically monitor local and �egio.ial trends to be able to adjust plans, policies, and programs. EDP18 The City will actively work with representative goups of business and property owners, including the Chamber and other local business associations, to enhance citywide and sub-area improvements and planning. EDP19 The City, in conjunction with the local business community, will actively pursue ties to Pacific Rim nations. EDP20 The (;ity will work with appropriate local and regional human resource and social service agencies to provide programs for underemployed and unemployed persons in the community. EDP21 The City recognizes the importance of cultural and recreational activity to its economy and through the Arts Commission and Parks Department will pursue joint ventures with private groups and individuals in developing cultural and recreational opportunities. EDP22 The City will encourage the expansion of existing and development of new multi- purpose facilities to host cultural and recreational activities. The foregoing policies will assist the City of Federal Way to pursue an accelerated transformation toward the community's vision of its future. Federol Woy Comprehensive Plan - Economic Development Table IV-3 describes the four major employment, economic activity areas of the City that will receive the bulk of future commercial and industrial development. The table summarizes the charac- teristics, location, and planning process required as well as the major transformation required. The major public and private actions required for each area are listed. The Land Use and City Center chapters of the Comprehensive Plan describe these four areas in more detail. Table IY-3 describes the current ownership pattern and major activities where the City will act affirmatively to transform these areas so that an increased share of regional growth will be attracted to the City. In the areas of multiple owner- ship, control and implementation of the com- • munity's vision will require more explicit effort and resources from the City government. Both West and East Campus have, or will develop, their own high standards for quality of the new development. The type of development expected to occur in each of the four major economic zones important to Federal Way's vision is related in Table IV-4. Also related in the table are who the main competitors will be for each of these four ai-eas. The land use policies and regulations for ea;,h area should accom- modate and encourage these activities. These policies and regulations are discussed in the Land Use, City Center, and Transportation chapters of the Comprehensive Plan. � � � Revised 2000 Fecleral 1�omprehensive Plon - Economic Development • Tahle IV-3 r� �_J Development Zones: Description Vertical Mized City Center Master-Planned Mixed Master Planned Corporate Horizontal Mixed-Use Campus Campus Business Parks Area 312'"/320"' West Campus East of I-5 344'"/356'" Ownership Diverse Diverse Single Diverse Planning Joint Public/Private Private emphasis Private Emphasis Joint Public/Private Major Transformatioa Activity Retail to office emphasis & Infill and continue trend Vacant to high quality corporate Scattered industrial retail includes hotels. since 1974. headquarters & high tech. to quality mixed used. Major Public Actions Comprehensive Plans C C C C Subarea Plans C Private Private C Design Standards C C C C Environmental Impact Analysis C C C C Infrastructure Planning C C C C Infrxstructure Design C Private Private C Financing Joint Private Private Joint Ezamples Seattle CBD West Campus Redmond Willows Road High Tech Corridor Denny Regrade High Tech Corridor Harbor Pointe Renton Burnaby BC Tukwila Bellevue Kent Tacoma Aubum Portland Lynwood C=Ciry initiWes aul leals aclion Revised 2000 IV-16 federal Way Comprehensive Plan - Economic Development Table IV-4 Development Zones and Land Use Current Competitive Vertical Miaed Master-Planned Master-Planned Horizoatal Mized- Market Segment C6aracteristics Exsmples City Center Miaed Campus Corporate Park Use Busiaess Parks RETAIL High Cube Freeway access Moderate amenities 348th & SR18 V High Volucne Cheap land/space Locates retail or light industrial areas Festival High density population & employment Pike Place Marlcet V Regional draw Bellevue Square .- Retail & restaurants Westlake Center Mall stores Edmonds LaConner Employment & Resident High auto or pedestrian traffic Southcenter V V V V Supporting Tacoma Mall Auburn Mall Rapidly growing population Southcenter V Mall-like Freeway access Tacoma Mall Hotel Serves employment centers SeaTac Tacoma Only at freeway Proyides meedng space Tukwila intersection OFFICE Garden •Heavy landscape •Low pedestrian levels Older Bellevue V V •Low/moderate in/out traffic Redmond •Smalt business/professional & business services, FIRES Renton & Tukwila •Serves local & regional business along arterials •Auto oriented •Residential areas close Mid-rise •Larger tenants, sub-regional & regional Bellewe Tukwila V V V Occasionally if part of •Moderate landscape •Moderate in 8c out Renton Lynnwood Master Plan •SmalUmedium business services, Queen Anne Factoria mediaUdental FIRES Lake Union •Btanch officcs •Some transit Elliott Way •Surface parking or on deck Freeway interchanges High Rise/Higher •Pedestrian traffic •High amenities Seattle V V •Publictransit •Largerbusinesses Bellevue •Moderate traffic •Professional services SeaTac • Headquarters, branch offices Renton •Regionat serving F.I.R.E.S. •Underground or deck parking BUSINESS PARKS •Auto/truck oriented • Warehouse/retail High Tech Corridor V V •Cheap land •Govemment offices Eastside •Employment density Renton •Manufacturing assembly Tukwila •Office local/regional Kent •Professional & business service Lynnwood •Distribution & service Revised 20� � � IV-17 // \ � I � � � I i �� 1 � � ,�/ I � E� �I I � I '� I I I Fro m 11i�ion to Pian x 0 � � _. � � Federal Way Comprehensive Plan - Housing � 5.0 INTRODUCTION ■ An inventory and analysis of existing and projected housing needs. • � This chapter was prepared in conjunction with the Land Use chapter of this Comprehensive Plan. Together they provide a holistic view of how housing stock may be expanded and improved to meet the City's housing needs over the next 20 years. T'he emphasis of this chapter is on preserving the high quality of existing residential neighborhoods while improving housing opportunities for low-income families and persons with special housing needs. These housing needs were ide .rtified in a Housing Needs Assessment, which the City completed in the Fall of 1993, and are summarized in this chapter. The Growth Management Act (GMA) requires that housing issues be addressed in both the Land Use and Housing chapters. To gain a full picture of how new housing will be provided in Federal Way, both chapters should be read. As a general rule, the Land Use chapter describes what densities will be permitted in the various neighborhoods of the City and makes recommendations for how new residential neighbor- hoods should be designed so that they are a positive addition to the community. The Hc►using chapter focuses on the demand for new housing, the availa- bility of a range of housing types and styles, and on the housing needs of low and moderate income families, special needs populations, and the homeless. 5.1 LEGAL CONTEXT Washington State Growth Management Acf The GMA requires cities to, "...encourage the availability of affordable housing to all economic segments of the population and to promote a variety of residential densities and housing types." It also encourages "preservation of existing housing stock." The Act discourages conversion of undeveloped land, "...into sprawling, low-density developments." (RCW 36.70A.020, 1990 Supp.) The GMA requires that the Housing chapter include: ■ A statement of goals and policies for housing preservation, improvement, and development. ■ Identification of sufficient land area for the number of needed housing units, including government assisted housing, housing for low income families, mobile/manufactured housing, multifamily 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. Affordable Housing Inventory A 1993 legislative amendment requires that all cities and public agencies develop an inventory of public properties no longer needed for use and which may be available for affordable housing. The inventory is to identify individual property locations, size, and current zoning category. Public agencies include all school districts and the Sta.te departments of Natural Resources, Transportation, Social and Health Services, Corrections, and General Administration. The inventory is provided to the Washington Department of Community, Trade and Economic Development (CTED) and is to be updated annually by November 1. The inventory is available from CTED upon written request (RCW 35.21.687). Accessory Dwelling Units The City is required by the State Housing Act of 1993 to include provisions for accessory housing. To allow local flexibility, the provisions are subject to such regulations, conditions, and limitations as determined Revised 2000 V-1 Federal Way Comprehensive Plan - Housing by the City Council (RCW A.63.230). Consistent with the adoption of this Comprehensive Plan in 1995, the City prepared and adopted accessory dwelling unit provisions consistent with the State's mandate. Multi-County Policies In response to GMA, the Puget Sound Regional Council (PSRC) adopted regional housing policies. These policies promote fair housing access to all persons regardless of race, color, religion, gender, sexual orientation, age, national origin, family status, source of income, or disability. Policies seek to strengthen interjurisdictional efforts for fair distribu- tion of low and moderate income, and special needs housing. PSRC policies seek to provide a diversity of housing types to meet the needs of all economic segments of the population. Jurisdictions should promote cooperative efForts to ensure that an adequate supply of housing is available throughout the region. Each jurisdiction should work at preserving existing affordable hoUsing stock and providing access to public transit for the residents in such housing. Policies promote development of institutional and financial mechanisms to provide housing near community centers. They also encourage consid- eration of the economic impact of regulations and development of regulations that do not burden the cost of housing development and maintenance. Countywide Policies reviewing codes for redundancies and inconsistencies, and providing opportunities for a range of housing types. Additionally, all jurisdictions should participate in a cooperative, Countywide effort to address current low income housing needs. Initially, this effort will include identifying a Countywide funding source and Countywide programs to address housing needs that cross jurisdictional boundaries and benefit from Countywide application. Other Countywide housing policies require jurisdic- tions to evaluate existing subsidized and low cost housing resources, and identify such housing that may be lost due to redevelopment, deteriorating housing conditions, or public policies or actions. Jurisdictions should develop strategies to preserve existing low- income housing and provide relocation assistance to households that may be displaced due to public action. For jurisdictions such as Federal Way, which have elected to have an urban center, the Countywide planning policies provide that the center be planned to accommodate a minimum of 15 dwelling units per acre. All jurisdictions should monitor and report on various aspects of residential development within their communities. They should define annual targets for housing development and preservation, and track progress in achieving Countywide and local goals for housing all economic segments of the population. The County's Growth Management Planning Council (GMPC) is charged with determining whether development of housing for all economic segments of the population is satisfying housing needs. If new housing falls short of ineeting the Countywide need for housing, and particularly affordable housing, the GMPC may recommend additional actions. • � � In 1994, King County adopted Countywide Planning Policies (CWPP's) for affordable housing that promote a"rational and equitable" distribution of affordable housing. The policies establish numerical housing targets that each city should accommodate and specific targets for housing affordable to households earning less than 80 percent of the County's median family income. Local actions to encot�rage development of affordable housing may include, but are not limited to, providing su�cient land zoned for higher housing densities, revision of development standards and permitting procedures, Implications for the Housing Chapter In summary, based upon the foregoing laws and policies, Federal Way's Housing chapter should include an inventory of existing housing stock; identify housing needs, and set minimum housing targets for each economic segment of the population; provide for sufficient, appropriately zoned land to meet these needs; and identify appropriate goals, ❑ Revised 2000 V_2 federal Way Comprehensive Plan - Housing � �� policies, and strategies for achieving these housing targets. Tools for achieving these goals may include amendments to the zoning code to encourage a more diversified housing stock, promote imaginative design, and encourage development of affordable housing. Strategies may also include provisions for interjurisdictional efforts to provide and finance affordable housing. The primary objective should be to create residential neighborhoods which are of high quality, provide social and communiTy support and meet the needs of all segments of society. The October 1999 Annual Affordable Hoz�sing Bulletin reports that in Spring 1999, the average rent for a two bedroom/one bath apartment was $614 in Federal Way, $643 in Kent, $589 in Auburn, and $626 in Des Moines. Demonstrating that in compazison to Seattle ($866), Bellevue ($860), Redmond ($871), and Issa- quah ($896), South King County has more affordable rental housing available than the rest of the County. Population • u 5.2 HOUSING NEEDS ASSESSMENT Existing Conditions Introduction Federal Way has grown rapidly in the past. The area doubled in population during the 1960's and again in the 1980's. Since its incorporation in 1990, the City has grown by 14 percent. Based on PSRC forecasts, after the turn of the century when the inventory of vacant land is consumed, growth will slow down considerably. In general, households are more affluent in Federal Way than in nearby communities. This is reflected in higher home prices. The October 1999 Annual A,,�'fordable Housing Bulletin published by the King County Office of Regional Policy and Planning reports that in the first quarter of 1999, the average single family house price in Federal Way was $186,466, compared to $185,699 in Kent, $179, 952 in Auburn, and $170,392 in Des Moines. Both home prices and rents have increased faster than income over the past 20 years. In 1990, Federal Way had the highest housing costs among Southwest King County communities for both owner occupied houses and rental units. The down side was that 18 percent of homeowners and 31 percent of renters in the City were paying more than 30 percent of their household income for housing. The 1999 City of Federal Way Hurr�an Services Comprehensive Plan states that compared to King County, Federal Way had a larger percentage of children under 17 years old in 1990 (27 percent compared to 23 percent in the County). The Plan goes on to say that although specific forecasts are not available, it is expected that Federal Way will continue to have a greater concentration of children and youth under 17 than King County. On the other hand, only six percent of the Federal Way population was 65 or older in 1990, compared to 11 percent in King County. However, it is expected that the number of elderly will increase in Federal Way due to the natural aging of the population, seniors tending to relocate to Federal Way in search of affordable housing, and the large number of senior housing units being built in Federal Way. Senior citizens require such services as home delivered meals, respite care services, recreation services, in-home care, congregate and nursing care facilities, and transportation. Figure Y-1 describes the 1990 distribution of Federal Way's population. Figure V-1 Federal Way Age Distribution by Population in 1990 Source: 1990 Census Revised 2000 V-3 Under 19-29 30-54 55-64 65-74 Over 75 is Federal Way Comprehensive Plan - Housing Household Income Understanding the distribution of Federal Way's household income is also critical in planning for future housing needs. The King County Benchmark Program defines income groups as follows: Extremely Low Income: 30% of county median income. Very Low Income: 31-50% of county median income. Low Income: 51-80% of county median income. Median Income: 100% of county median income. Upper Income: 120% of county median income. King County's 1999 median income for all households was $62,600. A breakdown of Federal Way's income groups is not available. More specifically, the 1999 King County Annual Income Levels for various income groups are shown by household size in Table Y-1. While Federal Way households are generally more affluent than elsewhere in South King County, about 1,390 households in the City of Federal Way are currently receiving housing assistance from King County Housing Authority, or living in subsidized private housing. Employment During the 1980's, Federal Way's employment base grew faster than any other suburban area of King County. This growth was primarily in retail and service jobs and by 1994, more than one-third of Federal Way's employment base was in retail sales, followed closely by service employment. The 1999 Central Puget Sound Regional Economic Report Employment Pattern and Trends, 1995-1998 reports that in Federal Way, jobs covered by Social Security grew from 23,800 in 1995 to 27,820 in 1998, an increase of 17 percent. This study also reports that there were less than 400 high technology jobs in 1998 However, between 1995 and 1998, retail sector jobs increased from 6,650 to 7,710, a 16 percent increase and service jobs increased by 14 percent from 8,240 to 9,360. 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 futl 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. To illustrate some of these points, Table V-2 provides examples of 1999 Housing Prices in King County, the income required to purchase these houses, and examples of typical occupations with required earning power. Even though these examples are not specific to Federal Way, they demonstrate it would be difficult for an employee in the service or retail sector to purchase an average priced home in Federal Way. As reported in the October 1999 King County Annual Affordable Housing Bulletin, the average price for a Federal Way home (approximately was $186,466 in the first quarter of 1999). During this same period, the median single-family house price in Federal Way was $165,000. In the more extreme cases, these individuals and families may need some type of government subsidy to access even rental housing. If these employment trends continue, the City may be under increased pressure to provide housing assistance to those employed locally in low wage jobs. Housing Inventory For the most part, the housing stock in Federal Way is in good condition. A majority of existing housing was built after 1960 and over 70 percent after 1970. The City has very little concentration of substandard housing typically found in older urban areas_ However, houses in poor condition do exist in isolated cases around the City and in small pockets. � L J • Revised 2000 v-a Federal Way Comprehensive Plan - Housing u Table V-1 King County 1999 Annual Income Levels Affordable Monthly Housing Payments (30%) for Rentals by Household Size Unit Type Studio 1 Bedroom 2 Bedrooms 3 Bedrooms 4 Bedrooms 5 Bedrooms #Persons per Household 1 2 3 4 5 6 UpperIncome(120%ofMedian) $52,560 $60,120 $67,�60 $75,120 $81,120 $87,120 Affordable Monthly Payment $1,314 $1,�03 $1,689 $1,878 $2,028 $2,178 Median Income (100% of inedian) $43,800 $50,100 $56,300 $62,600 $67,600 $72,600 Affordable Monthly Payment $1,095 $1,2�3 $1,408 $1,�65 $1,690 $1,815 Low [ncome (80% of inedian) $35,040 $40,080 $45,040 $�0,080 $�4,080 $�8,080 Affordable Monthly Payment $876 $1,126 $1,126 $1,252 $1,252 $1,452 Very Low Income (50% of inedian) $21,900 $25,0�0 $28,150 $31,300 $33,800 $36,300 Affordable Monthly Payment $548 $626 $704 $783 $845 $908 Extremely Low Income (30%ofinedian) $13,140 $15,030 $16,890 $18,780 $20,280 $21,780 Affordable Monthly Payment $329 $376 $422 $470 $507 $545 ivotes: (1) The 1999 City of Federal Way Human Services Comprehensive Plan defines an affordable housing opportunity as rents affordable to households eaming less than �0 % of median income. (2) For ren[als, an affordable monthly payment is defined as a housing cosdpayment that is no more than 30 % of a household's monthly income. This does not indude a � deduction for utilities; it assumes that the entire payment goes toward the rent. Example: 50% of inedian income for a three-person household was $28, I50 in 1999. At this mcome, the family could afford $794 in rent. (3) For affordability calculations, a studio should be affordable ro a one-person household; a one-bedroom unit should be affordable to a two-person household; a three-bedroom unit should be available to a four-person household, and so on. (4) The 1999 City of Federal Way Human Services Comprehensive Plan defines an affordable ownership opportunity as prices affordable to households eaming less than 80 % of inedian income. (5) For homeownership, an affordable monthly payment is defined as a housing cosdpayment that is no more than 25% of a household's monthly income. This leaves 5% of income for taces and insurance. ' (6) M affordable home price is approximately three times the annual household income. An 80 % of inedian income for a three-person household was $45,040 in 1999. At this income, the family could afford to purchase a home costing no more than $135,120. Table T� 2 Affordable Housing for Various Income Segments 1999 Housing Process Income Requirements for Typical Occupations with Required Earning Power in King County this Housing Type $145,000 Median $47,750 Income Required 1 full time ($31,800) and 1 half-time public school teacher ($16,000) or 1 full- Priced Condo after S°/a down time university professor or I full-time heavy construction worker $174,000 Home $57,290 Income Required 1 full-time senior po(ice officer or 1 full-time corrections officer ($39,000) and 1 after 5°/a down full-time social worker ($18,400) $230,000 Median Priced Home $277,000 Average Priced Home �732 per month average rent for a 2 bedroom/I bath Unit $71,740 Income Required 1 full-time insurance broker ($47,500) and 1 full-time clothing store employee after 10% down ($23,700) or 1 full-time aerospace engineer, computer programmer, or educational administrator ($70,000-$74,000) $86,400 Income Kequired 1 full-time assistant bank manager ($43,000) and 1 full-time public health nurse after 10% down ($43,500) or 1 full-time firefighter ($55,000) and i full-time bookkeeper or dental assistant ($31,000) $29,280 income required 1 full-time entry-level bus driver ($29,000) or 1 full-time administrative assistant ($29,000) or I full-time grocery clerk ($22,000) and I part-time child care worker ($9,000) �ource: • The October 1999 Annual Affordoble Housing 6i�!letin published by the King County OTfice of Re�ional Policy and Planning Note: Salaries aze estimated based on averages for entry to mid-career earners, unless otherwise specitied. � Federal Way Comprehensive Plan - Housing As depicted in Figure V-2 presently, 53 percent of Federal Way's housing stock is constructed as single- family homes. The remaining supply is comprised of 42 percent multiple family units, four percent mobile homes, and approximately one percent of other types of housing. Figure V-2 Federal Way's Housing Stock M„tctPte Family �2��0 Single- Family s�% The 1999 City of Federal Way Human Services Comprehensive Plan reports that several programs exist to assist individuals with housing costs to help them with maintenance of existing housin�. The most common subsidies include reduced cost units for rent, vouchers or certificates to assist with tenant-located housina, arants to help with down payments, reduced interest rate loans, and cash supplements for utilities or home maintenance. Another resource is public housing. The King County Housing Authority owns 443 units of public housing in Federal Way. In addition, Section 8 certificates provide subsidy of the rental cost of privately owned housing. Within Kin� County, outside of Seattle, almost 80 percent of Section 8 certificates are used in South King County, where housing is more affordable. In November 1999, 606 (16 percent of total administered by the King County Housing Authoriry) Section 8 certificates and/or vouchers were being used in Federal Way. There are presently seven organizations that offer emergency shelter and transitional housing to residents of Federal Way. The 1999-2000 Seattle-King Counry Homeless Response Report states that there are approximately 148 emerDency shelter beds and 157 transitional housing units in South KinD County. None of these oraanizations, by themselves, have the capaciry to adequately meet the demand for service. Even with close cooperation and coordination, they have had difficulty meeting the �rowin� demand for services and providing case management for clients. Another important way to provide affordable housing is to prevent the existing affordable housing stock from being redeveloped or deteriorating to the point that it is no longer useable. Although the City can generate maps of property with high redevelopment potential, there is no data that specifically describes how much property is actually redeveloped and how many affordable housina units are actually lost. To address these situations, the Countywide policies promote development of strategies to preserve exist-ing low- income housing. Toward that end, Federal Way currently allocates approximately $275,000 per year in CDBG funds to housing rehabilitation programs subject to funds availability. Future Housing Needs In 1994, the GMPC adopted PSRC housing projec- tions, which estimated that there miaht be between 13,425 and 16,566 new households in Federal Way by the year 2012. With recent annexations, this house- hold range has increased to 13,713 - 16,854. Figure V- 3 depicts the historic growth rate of the total number of housing units constructed within Federal Way by decade, in relationship to the number of new house- holds projected within Federal Way by the end of this planning period. The distinction is that housing units are actual constructed habitable structures, whereas households reflect occupied housing units. The number of housing units always exceeds the number of households, and is dependent on vacancy rates. . • � Revised 2000 V-6 1% n�iuw 4% Federal Way Comprehensive Plon - Housing • s0000 • � � a0000 0 d 0 30000 x �, ° i0000 d 8 z i0000 Figure V-3 Projected Households vs Historic Housing Unit Grouth —�—Actual Housing Units --�—Projected Households Source: i. 1992 Comprehensive Housing Affordability Strategy. 2. 1995 Office of Financial Management Housing Unit Fstimate. 3. King County Countywide Planning Policy Household Target, ��a co zoi2. The County-wide planning policies suggest that Federal Way plan for an additiona12,685 to 3,311 units, the equivalent of 20 percent of projected net household growth, that are affordable to very low income families (less than 50 percent of inedian) and 2,282 to 2,815 housing units, the equivalent of 17 percent of projected net household growth, that are afFordable to low income families (between 50 and 80 percent of inedian) by the year 2012. Housing is considered affordable when a family is spending not more than 30 percent of their monthly income, if renting and 25 percent if purchasing, or three times their annual income if purchasing a home. For a three-person very low-income family in Federal Way (see Table V-1), it means that the monthly rent excluding utilities must be less than $704, or if they are buying a home; it must cost less than $84,450 at 1999 prices. Based on a 1999 rental survey by Dupre + Scott, the average rent for a two bedroom one bath apartment in Federal Way was $614, demonstrating that Federal Way has affordable rental opportunities. However, to build homes that are available for $84,450 would require significant public subsidies. To ensure that new housing units are a positive addition to the community, the City adopted residential design guidelines in 1998 in order to encourage more variety in the types of unit�s available and more innovative and aesthetically pleasing design. Requests for help by Federal Way residents for homeless shelters, transitional housing, and special needs housing exceed supply. ■ In 1999, the Crisis Clinic Community Information line received 495 calls from Federal Way residents seeking emergency shelter and from 188 residents seeking permanent housing. ■ The October 19, 1999, United Way of King County Health and Human Services Community Assessment reports that in 1989, less than 16 percent of people requesting emergency or transitional shelter in South King County were able to be sheltered due to lack of available space. ■ The domestic abuse shelter provided 192 nights of shelter to domestic violence victims, and turned away many more women and children due to lack of space. ■ There is a need for more supported living units (apartments and shared single-family homes) for the mentally ill. ■ In the fall of 1999, there were approximately 65 homeless children in the Federal Way School District. ■ There may presently be a need for 96 units of housing for persons with AIDS in southwest King County. Federal Way works with the King County Consortium and neighboring cities to implement effective housing goals and policies to meet future housing needs. A comprehensive strategy ensures that safe and suitable housing is available to residents of all income levels and special needs, as required by GMA. ae��sed Z000 �.� q p,0 ��O �bO �O ��O g �O ,,ry , 1 1 1 1 1 1� 1 �y0 � �y0 Federal Way Comprehensive Plan - Housing Housing Capacity As is described in the Land Use chapter, based on the most recent capacity analysis, there is a remaining capacity for 12,169 new residential units, including 3,845 detached single-family homes, and up to 8,324 multiple family units. In general terms, the primary component of the City's housing strategy is to promote in-fill while protecting the character and quality of its existing single-family residential neighborhoods. New detached units will be constructed on vacant lots in existing neighborhoods but they will be compatible with the existing homes. Planned Unit Developments and other special development techniques may be added to the zoning code to encourage compatible development on difficult sites and near environmentally sensitive areas. However, in-fill development will not be permitted at the expense of the quality of life in existing neighborhoods. A secondary component of the housing strategy is to encourage higher density residential uses in the I-5/ Highway 99 corridor, including the City Center Core and City Center Frame. Row houses, townhouses, condominiums, and mid-rise residential are appro- priate in this area subject to the availability of utilities and other infrastructure, access to public transporta- tion, 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 new housing units, particularly multiple family housing units, added to the City's inventory. T'he 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, goup homes, and foster care facilities. The Land Use chapter and zoning code provide support for this type of housing. The City may also wish to eliminate barriers to siting special needs housing within residential zones to ensure the opportunity for adequate provision of these services. Together, the Housing chapter and the associated development regulations provide sufficient capacity to accommodate projected housing growth for all economic segments of the population. It is important that the City implement a housing program that will assist private developers and private non-profit organizations in meeting the identified housing needs. Such action is not only required by GMA, but it is also prudent public policy and will ensure a safe and , supportive housing en`�ironment for future generations. -' 5.3 KEY HOUSING ISSUES Preserving Neighborhood Character As the population of the area in and around Federal Way doubled during the 1980's, residents feazed that existing neighborhood character and values were threatened. Approxim;.tely 7,000 new multifamily units were built in Federal Way between 1980 and 1990. Many of these units were not well designed and were haphazardly sited across the entire City. This resulted in substantial changes to the character of neighborhoods, or created new neighborhoods along major arterial streets. Preservation of existing neigh- borhoods has been cited as an important community value in Federal Way. This value played a large role in the community's decision to incorporate. This Comprehensive Plan recognizes that neighbor- hoods are special places and are valuable and important to the quality of life for many citizens. New development in established neighborhoods must be sensitively designed and constructed. New develop- ment within existing single-family neighborhoods should be limited to small scale, well-designed in-fill, and accessory housing. Likewise, new multiple family or mixed use development located along arterials running through or adjacent to existing residential neighborhoods should be designed to minimize adverse impacts and with sufficient buffers. i • • Revised 2000 y_g Federal Way Comprehensive Plan - Housing � Development Review Housing Design and Innovation • � There are several actions the City may take to make housing more affordable. Time is money to a housing developer. Thus, whatever the City can do to reduce permit-processing time will make housing more affordable. Accordingly, as part of the HB 1724 code revisions, the City revised the zoning code so that more land use decisions are administrative decisions, thereby avoiding time consuming public hearings. Second, the City has in place a preapplication process that allows the developer to meet with city represen- tatives at an early stage in the review process to ensure that the applicant understands City develop- ment 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 having spent significant sums on costly design and engineering work. A significant portion of the cost of building housing is the cost of providing the necessary infrastructure. If the City is interested in providing housing that is 7tffordable to very low income citizens, it could, to the extent economically practicable, provide the necessary infrastructure, or possibly subsidize the cost of providing public facilities such as streets, parks, utilities, transit facilities, public amenities, and social services. CDBG funds and other grants are available for this purpose and should be used where appropriate. Citizen Participation Moderate scale housing development that is consistent with City policy and regulations should be reviewed �:nd approved through a prescribed, efficient, and consistent administrative process, which minimizes review time and the subsequent increases in project costs. Larger scale development plans, or those which will have significant impacts on surrounding neighborhoods, should have full public review as defined in the Federal Way City Code. The public and the developer should have a clear understanding of the process, the types of issues that are open to discussion, and the time frame for completion of the review process. The challenge in this plan and subsequent code revision work is to be fleacible when presented with creative and high quality design proposals. Of course, this flexibility must be balanced with the need to provide a degree of certainty to the developer and to give clear guidance to policy makers, staff, and public. The following para.graphs describe several regulatory mechanisms which the City could include in its zoning code that would encourage superior design, a greater variety of housing types, and reduce costs. Incentives For Good Practice — Many jurisdictions include incentives in their zoning code that encourage developers to build projects in a way that produces some identified public benefits. The public benefits might include creative designs that are sensitive to community and neighborhood values, dedication of land or right-of-way for public use, and construction of urban amenities, community facilities, and other public spaces. The incentives might include density bonuses, extra development potential, or expedited permit processing. Inclusionary Zoning — In certain zones, development might be required to meet certain City goals, such as providing affordable housing, as set out in the zoning code. It is becoming more commonplace for jurisdic- tions to require major developers to provide a portion of low income housing in developments over a certain scale. The City amended the zoning code in 1997 to require multiple family development, or mixed use projects involving 25 dwelling units or more, to provide at least two units, or 25 percent, whichever is greater, as affordable housing to those at 80 percent or below median county income. Planned Unit Development — A Planned Unit Development (PUD) ordinance allows developers flexibility to achieve design, layout, or density that is suited to a specific site. As an example, a PUD allows clustering of housing density in more developable portions of a site while protecting important open space and environmentally sensitive areas. A PUD ordinance gives the City and the development community flexibility to provide a vaziety of housing types and costs in new residential areas or smaller, Revised 2000 V-9 Federai Way Comprehensive Plan - Housing otder, mixed-use neighborhoods. In 1998, the City revised its Cluster Provisions in the Subdivision Code to allow reduction in minimum lot sizes and to allow zeralot line development for no more than two units. friends, and families. It will also help preserve and • maintain neighborhoods that include a healthy mix of ages and incomes. Transfer of Development Rights — This technique allows a developer to transfer permitted density from one part of a site to another, or from one site to another. It is a useful technique for protecting parts of sites that aze environmentally sensitive without loss of land value. It also allows for more dense forms of housing development, thereby reducing housing costs. Diversifying Housing Choice The majority of the housing available in Federal Way today is fairly homogenous. Housing primarily consists of single-family detached units, constructed in the sixties and eighties, laid out in isolated sub- divisions disconnected from the urban fabric. There are some mobile home parks and a few duplexes located in the City. The rest of the housing stock tends to be two and three story apartment buildings. This provides only a narrow range of choices and does not fully reflect the range of housing options that could be built. It creates a situation where an increasing number of families find it difficult to obtain suitable housing in the community. This includes senior citizens who have owned and lived in their homes for many years and either cannot afford, or are no longer able to maintain, their homes. It affects empty nesters and couples who have raised their families 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 cannot find a house that fits their housing needs or cannot afford the available housing. New housing should be more diverse, contributing to community character and relating better to the neigh- borhood environment. It should reassure residents that they will be able to afford to live close to their jobs, Housing Affordability and Special Needs Housing Federal Way has one of the highest housing costs (for both owned and rental housing) among Southwest King County communities; however, on a Countywide basis, Federal Way is a very affordable community. The population of Federal Way tends to be younger than other communities, creating a strong demand for moderately priced housing. There were approximately 9,SOO low-income households in 1996 in Federal Way in need of housing assistance in order to afford housing. The increasing number of low-income house- holds can be attributed in part to a growing number of senior citizens who are likely to need both housing assistance and related services. PSRC also projected a strong demand for affordable multiple family units through the year 2000 to serve low- and very low- income families who work in Federal Way. GMA and the Countywide Planning Policies require that municipal jurisdictions adopt strategies for pro- viding a"fair shaze" of identified regional housing needs.l'he Countywide policies set a target of 4,967 to 6,126 new affordable housing units in the City by the year 2012. Of that number, 2,685 to 3,311 must be affordable to very low-income citizens. The need for homeless shelters, transitional housing, and special needs housing exceeds the available supply. The City has funded several special needs projects in the past few years to help address this need. County policies as well as GMA require provisions for special needs housing. Special needs housing, also called "supportive housing," brings together housing and support services for community residents who need special services in order to live independently or with minimum assistance. This includes services in housing operated by public and private agencies. According to the 2000-2003 King County Consolidated Housing & Community Development Plan, there is a need for an additional 500 beds countywide. u � Revised 2000 V-10 Federal Way Comprehensive P�an - Housing � � s Although the proportion of elderly is smaller in Federal Way than in neighboring South County cities, the City's seniors (65 and over) were sti116.2 percent of the population in 1990, with another 6.5 percent between the ages of 55 and 64. Average life expectancy continues to climb, and we should expect an increasing percentage of Federal Way's population will be 65 and over in the next 10 to 20 years. As discussed earlier in this chapter under Population, there are three reasons the number of elderly can be expected to increase: 1) natural aging of the popula- tion; 2) they are relocating to find affordable housing; and 3) a large number of senior housing units are in the planning, permitting, or construction phases in Federal Way. Because women tend to live longer than men, this population will be predominantly female. Elderly people aze often reluctant to give up the comfort and security provided by their own homes. With this in mind, federal and state policy has shifted from one of providing institutionalized care for seniors to a more home based or "aging in place" policy. Many seniors, and most of those over 75, need some level of in-home services. As elderly people become more frail, their supportive service needs increase. They may be better served in congregate care facilities, or eventually, long-term care facilities. Federal Way should begin planning for a continuum of care that minimizes family stress and public costs. In-home services should be available Citywide, while congregate care facilities and long-term care facilities should be located near to community services and shopping areas, and away from busy tr�c corridors. According to the 2000-2003 King County Consoli- dated Housing & Community Development Plan, in 1997, an average of 9,421 adults with chronic or severe mental illness were served by the King County Regional Support Network. Safe and affordable housing, a key element in a long-term therapy program for these people, is not available for a majority of the low-income mentally ill in King County or Federal Way. There are no domestic shelters located in Federal Way. However, Federal Way is currently served by several programs for victims of domestic violence. The Domestic Abuse Women's Network (DAWN provides 21 shelter beds, as well as crisis intervention and support services. The South King County Branch of the YWCA also serves Federal Way area residents. There is clearly a lazge unmet need for emergency housing in South King County for victims of domestic abuse. � King County jurisdictions receive Housing Opportun- ities for Persons with AIDS rental assistance funding from HUD. Federal Way participates in the oversight of this program with Seattle acting as the lead a�athority. According to the 2000-2003 King County Consolidated Housing & Community Development Plan, in mid-1998 in King County, there were an estimated 2,164 persons living with AIDS, while between 6,000 and 9,000 persons were infected with HIV. At the time of diagnosis, 19 percent, or 412 people, diagnosed with AIDS lived outside the City of Seattle. Historically, housing services have been requested by 50 percent of the total AIDS population and actual housing units are required by 33 percent of people living with AIDS. If these trends continue, 163 housing units would be required to serve this population. Several organizations in South King County offer emergency shelter and transitional housing to residents of the City of Federal Way. Existing data concludes that current facilities are inadequate when compared to requests for help. The South King County Multi- Service Center staff estimates that for every family served in their emergency shelter program, nine families are turned away. In addition, the October 1999 United Way Report states than in 1998, due to lack of space in South King County, less than 16 percent of people seeking shelter received it. There are many reasons that people and families end up homeless. In 1997, data from shelters on the Housing Consortium (outside the City of Seattle) revealed that the most common reason for homeless- ness was domestic violence, followed by eviction and family crisis. According to established service providers, suburban homelessness is also increasing. Data from the South King County Multi Service Center indicates that the proportion of women, children, and two parent working families seeking shelter is growing rapidly in this community. Revised 2000 y_� � Federal Way Comprehensive Plan - Housing It is difficult to estimate the number of homeless children there actually are in Federal Way, but the Federal Way School District reports that in their District alone, in the fall of 1999, there were 65 homeless children. Federal Way Youth and Family Services reports that many homeless children come from abusive homes or suffer from emotional neglect. Homelessness and domestic instability may cause deep emotional scars that impacts a child's ability to focus his or her full attention on education. There is also a need for transitional housing for home- less individuals and families. State and Federal rules restrict the length of stay in emergency shelters to 60 days. So, after many families have exhausted their time in an emergency shelter, they need access to longer-term transitional housing, where they can live for one or two years, obtain necessary support services, and stabilize their lives. Data is scarce so it is very difficult to estimate the number of beds that are needed to house the special needs population. However, there is unmet need in this service area. The City is committed to fostering programs and supporting service providers to assist in meeting this need subject to economic limitations, City revenues, and the need to balance housing against all other public needs. Policy Coordination and Regional Participation The GMA and good planning practice require that each chapter of the Comprehensive Plan be coordina- ted and consistent with goals and policies set forth in the other Plan chapters.l'his is especially true of the Housing chapter, particularly as it relates to the Land Use and Transportation chapters. 1'he GMA also requires that City policies for afford- able housing be consistent with Countywide Planning Policies. PSRC, King County, and Federal Way have jointly adopted regional planning goals that estimate fair share housing targets, including low and very low- income housing targets that promote an equitable dis- tribution of affordable housing. This type of housing is most appropriate in urban centers that contain jobs and good public transit access. Consistent with these requirements, the City's Land Use chapter proposes multiple family housing and mixed use development in the City Center, (comprised of the City Center Core and City Center Frame), along the SR-99 and I-5 corridor, and to a limited extent in the neighborhood retail centers. All of these locations are or will be well served by public transit.l'he City has also determined that housing, and in particular, multiple family housing, will be designed so that it provides a quality place to live and is an asset to the community. In addition, the City is committed to fair housing access to all �ersons without discrimination: This Housing chapter must also be coordinated and consistent with the County's and the City's funding programs for housing. This is particularly true for programs such as the Community Development Block Grant, Home, and other Countywide funding initia- tives as recommended by the GMPC's Housing Finance Task Force. The City also 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 insure quality ir_ the City's provision of housing services, and to help eliminate duplications of effort, the City should coordinate with the King County Consortium and other South King County cities when designing and implementing housing and housing related services. 5.4 HOUSING CHAPTER GOALS AND POLICIES The following section provides goals and policies for providing, preserving, and improving housing conditions in Federal Way. T'hese goals and policies provide a framework from which to develop implementing 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. Consistent with GMA, these goals and policies should promote a variety of densities and housing Types, and encourage preservation of the City's existing housing stock. • r� �J � Revised 2000 �/_� 2 Federai Wqy Comprehensive Plan - Housing �� Overall Goal Preserve and protect Federal Way � existing high quality residential neighborhoods and promote a variety of opportunities to meet the housing needs of all residents of the community and region. Preserving Neighborhood Character t'oal HGl Preserve and protect the quality of existing residential neighborhoods and reguire new development to be of a scale and design that is compatible with existing neighborhood character. Policies �IP6 Conduct periodic surveys of housing conditions and create programs, including housing rehabilitation, to ensure that older neighborhoods are not allowed to deteriorate, subject to availability of funding for such surveys and programs. HP7 If allowed by applicable law, development inside and outside the City should be required to provide their fair shaze of onsite and offsite improvements. Community Invflivement 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. HPl High-density housing projects, with the exception of senior housing, will not be • permitted in existing single-family residential neighborhoods. Policies HP2 Design guidelines should be adopted HP8 Encourage public input into development of potentially in subarea plans that will specify planning and regulatory documents through a in detail neighborhood character and require formal public process characterized by broad, that new housing be consistent with these thorough, and timely public notice of pending design guidelines. action. HP9 HP3 Amend development regulations to accom- modate 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. HP10 HP4 Allow accessory housing units within single- family neighborhoods that protect residential character, ensure proper access, maintain specific design standards, and comply with all applicable laws. HPll HP5 Maintain a strong code enforcement program • to protect residential areas from illegal land use activities. Consider the economic impact of all develop- ment regulations on the cost of housing. Maximize efficiency in the City's develop- ment review process and ensure that unneces- sary time delays and expenses aze eliminated. Provide streamlined permitting processes for development that is consistent with the Comprehensive Plan and Federal Way City Code and that has no adverse impacts. Encourage community input, where appropriate, into the development permit process by providing thorough and timely information to the public. Revised 2000 V-13 Federal Way Comprehensive Plan - Housing HP12 Assist developers with housing proposals at HP17 Continue to permit mixed-use residentiaU • the earliest possible opportunity, including commercial development in designated preapplication meetings to produce projects commercial areas throughout the City. Include ' that can be reviewed quickly and maximize developer incentives and design standards. their ability to receive permits. Diversifying Housing Choice And Design HP18 Establish administrative procedures to permit innovative housing designs, provided they are of high standard and consistent with the Comprehensive Plan. Goal HG3 Develop a Comprehensive Plan and zoning code that provide flexibility to produce innovative housing solutions, do not burden the cost of housing development and maintenance, and diversify the range of housing types available in the City. Policies HP13 The City's development regulations and Land Use chapter of the Comprehensive Plan will be coordinated to allo-v housing affordable to the low income and very low-income and special needs housing around the City Center and other areas providing proximity to low wage employment, safe and convenient access to transportation and human services, and adequate infrastructure to support housing development. HP14 Amend development regulations to encourage superior design and greater diversity of housing types and costs through such tech- niques as incentives, inclusionary zoning, planned unit developments, density bonuses and transfer of development rights. HP15 Consider zero lot line standards within planned unit developments to create higher density single family neighborhoods with large open � space areas. HP16 Consider reducing minimum lot sizes to allow construction of smaller, detached single family houses on smaller lots. HP19 Establish incentives, such as density bonuses, for providing a portion of affordable housing in new developments. HP20 Periodically review and update development regulations to incorporate opportunities for new housing types. Housing Affordability Goal HG4 Develop a range of affordable housing � opportunities for low-income groups consistent with Countywide Planning Policies and the needs of the community. Policies HP21 Promote fair housing access to all persons without discrimination. As estimated by Countywide Planning Policies, maintain sufficient land supply within the City to accommodate 17 percent of the City's pro- jected net household growth for those making 50 to 80 percent of King County's median income and 24 percent making less than 50 percent of inedian income. HP22 Require a portion of new housing on sites of significant size to be affordable to low income households. Ensure that affordable housing is not concentrated in particular neighborhoods by setting a percentage limit to the number of affordable housing units that can be included in new housing developments. • Revised 2000 V-14 Federal Way Comprehensive Plan - Housing • � • HP24 Ensure that any new affordable housing remains affordable. HP25 Allow and encourage use of manufactured housing in residential zones, provided it conforms to all applicable Federal, State, and HP33 local requirements and is compatible with the character of the surrounding neighborhood. HP26 In order to maintain existing affordable housing, the City should continue to allow manufactured home parks in existing locations. However, new manufactured home parks will not be permitted, nor will expansion of existing parks be allowed. HP27 Encourage new residential development to achieve maximum allowable density based on net building area. HP28 Explore Federal, Sta.te, and local resources to assist in financing affordable housing. Encourage expansion of home ownership options through such means as first time home buyer programs, housing cooperatives, lease- purchase ownership, and other housing models. HP29 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 or constitute a nuisance. HP30 Support tax law amendments that provide relief to affordable and special needs housing. HP31 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 such activities. HP32 Annually 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. Integrate and coordinate construction of public infrastructure with private development to minimize housing costs wherever possible or practicable. Spe�ial Needs Housfng Goal HGS 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 debilitative conditions, or injuries. Policies HP34 Remove existing regulatory barriers to siting spec ial needs housing to avoid concentratiori and to ensure uniform distribution throughout all residential and mixed-use zones, subject to performance standards that protect residential amenity, ensure proper access, and maintain design standazds. HP35 Review permit applications for special needs housing in close coordination with service providers and the City's Human Services progam. HP36 Assist local service organizations and self help gro� ips to obtain funding and support. HP37 Ensure that access to special needs housing is provided without discrimination. Goal HG6 Develop emergency shelter and transitional housing facilities for the homeless. Revised 2000 V-15 Federal Way Comprehensive Plan - Housing Policies HP38 Foster and support services that are not concentrated in particular neighborhoods by setting a percentage limit to the number of affordable housing units that can be included in new housing developments. HP39 Coordinate City actions related to homelessness with the City's Human Services Program and other shelter providers. HP40 Continue to permit emergency and transitional homeless facilities within the City. HP45 Ensure equitable and rational distribution of • affordable housing throughout the region that is compatible with land use, transporEation, and employment locations. 5.5 IMPLEMENTATION ACTIONS Implementation of policies contained in the chapter will occur over a number of years and is dependent on resources available to the City and the community. The following implementation strategy lists actions that the City may take in the next five years. HP41 Emergency shelters and transitional housing 1. Develop an inventory of public properties no should be regulated to avoid concentration of longer needed for use and which may be available facilities, mitigate impact on surrounding uses, for affordable housing. Evaluate use of such ensure that such housing is properly managed, property for affordable housing against all other and avoid significant impacts on existing competing public uses. residential neighborhoods. Regional Participation Goal 2. Inventory and report on the estimated number of units for each income segment for purposes of � Countywide monitori.ng of �apacity for housing development. HG8 Coordinate and integrate the City's program with other area ho�sing and service providers. PoUcies HP42 Policies and regulations related to affordable housing should be consistent with Countywide and multi-county policies. HP43 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 a housing program that addresses issues common throughout the entire region. HP44 Subject to availability of funds, participate in the production and periodic update of a housing needs assessment for the City and region to ensure that policy is based upon a rational evaluation of housing needs and priorities. 3. Annually monitor residential development and determine the total number of new and redeveloped units receiving permits, units constructed, housing types, developed densities, and remaining capacity for residential growth based on income categories. 4. Conduct periodic surveys of housing conditions to direct the housing rehabilitation programs. 5. Develop strategies for protecting low income and very low-income housing that may be lost due to redevelopment or deteriorating housing conditions. 6. Develop guidelines, potentially as subarea plans, that require consistency with specified neighbor- hood character and design requirements. 7. Assign a City representative to participate with other agencies to create a comprehensive housing • program that addresses issues common throughout Revised 2000 V-16 • �J • Federal Way Comprehensive Pian - Housing the entire region, and to seek and develop funding opportunities and strategies. 8. Prepare and periodically update a housing needs assessment. 9. The following is a menu of potential development regulation amendments that should be considered: ■ Diversify housing forms and encourage superior design through techniques such as inc�ntives, planned unit developments, density bonuses, and transfer of development rights. ■ Create effective transitions between the City Center, businesses, and residential areas. ■ Maximize efficiency of development processes. ■ Streamline processes for development con- sistent with the Comprehensive Plan, zoning code, and having no significant adverse impacts. ■ Encourage affordable and special needs housing around the City Center. ■ Zero lot line standards. ■ Reducing minimum residential lot sizes. ■ Establish maximum and minimum require- ments for affordable housing on sites of significant size. ■ Eliminate barriers to uniformly siting special needs housing throughout all residential areas. ■ Preclude concentration of homeless facilities. � Revised 2000 �/_� 7 Capital Facilities L - - �L--- - � C�__ �����_ ___ ��__ � - _ �_ _ _ _� , �- , �-_ _ ;� _ _�� C � � � 0 � � 0 � � � � � 0 ` � Federal Way Comprehensive Plan — Capital Facilities � 6.0 INTRODUCTION ■ At least a six-year financing plan that will finance such facilities and clearly identify sources of public money for such purposes. The City of Federal Way is expected to add between 13,713 and 16,854 housing units and 13,300 and 16,400 jobs between the years 1992 and 2012. This growth will stimulate the local economy and maintain a diverse and vibrant community. Unfortunately, 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 The 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. 12. Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. More specifically, the GMA mandates that the City prepare a capital facilities plan which contains the following components: � ■ An inventory of existing facilities owned by public entities, showing the locations and capacities of the facilities. ■ A forecast of the future needs for such facilities. ■ The proposed locations and capacities of expanded or new facilities. ■ A requirement to reassess the Land Use chapter if probable funding falls short. In the pages that follow, this chapter complies with the GMA requirements for a capital facilities plan. Level of Serv�ce To prepare a Capita.l Facilities chapter, one of the first decisions a jurisdiction must make involves establish- ing 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 itself. For example, the LOS for a parks system is usually described in terms of the number of acres of park land 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 park land is expensive to acquire, develop, operate, and maintain. As a result, the community may be forced, for finan- cial reasons, to accept a lower LOS standazd. In any event, the City must adopt LOS standards for all the services and facilities it provides so that it can: 1) evaluate how well it is serving its existing residents, and 2) determine how many new facilities will have to be constructed to service new growth and development. 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 Revised 2000 VI-1 Federal Way Comprehensive Plan — Capital Facilities 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 grc; wth, or a combination of these actions. 1'his 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[6e]) states: "...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 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" shall mean 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. To satisfy the project level concurrency requirement, the last section of the Transportation chapter, chapter three, contains a concunency management discussion. As mentioned previously, project level concurrency is only required for transportation system facilities. However, the procedural criteria for adopting comprehensive plans (WAC 365-195-060[3]) states that, "...concurrence should be sought with respect to public facilities in addition to transportation facilities. The list of such additional facilities should be locally defined." This section goes on to say that the City could enact ordinances that require a project level concurrency test for other services and facilities if it chooses to. At this point, the City of Federal Way is not proposing any additional concurrency require- ments. It is, however, a goal the City may want to consider in the future. impact Fees The GMA allows local jurisdictions to assess impact fees for parks, transportation, and schools. It was cleazly the intent of the legislature to have new growth pay its share of the impact on public facilities. Impact fees must be based on an adopted capital facilities plan. In addition, the collected fees must be used for projects that 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. Furthermore, impact fees can only be used to mitigate the irnpact of new development. They cannot be used to make up existing system deficiencies, as is the case when a jurisdiction is actually providing a lower LOS than its adopted LOS standard. To impose an impact fee program, the City must have a plan in place to make up any existing system deficiencies. Countywide Planning Polfcies The Countywide Planning Policies (CWPP's) origin- ally adopted in 1992, and amended in 1994, contain a number of goals and policies regarding capital facilities and the provision of urban services. Those relevant CWPP's are the following: COl Jurisdictions shall identify the full range of urban services and how they plan to provide them. CO2 Jurisdictions and other urban service providers shall provide services and manage natural resources efficiently, through regional coordination, conjunctive use of resources, and sharing of facilities. Inter-jurisdictional planning efforts shall evaluate approaches to share and conserve resources. • • � Revised 2000 V1_2 Federal Way Comprehensive Plan — Capital Facilities • • CJ CO3 Service provision shall be coordinated to ensure the protection and preservation of resources in both rural areas and in areas that are developing, while addressing service needs within areas currently identified for growth. C04 All jurisdictions acknowledge the need to develop a regional surface water management system that crosses jurisdictional boundazies and identifies and prioritizes program elements and capital improvements necessary to accommodate growth and protect the natural and built environment.l'he GMPC shall develop and recommend a financing and implementation strategy to meet this need. COS Water supply shall be regionally coordinated to provide a reliable economic source of water and to provide mutual aid to and between all agencies and purveyors. The region should work toward a mechanism to address long- term regional water demand needs of agencies and water purveyors. policies of the jurisdiction in whose potential annexation area the extension is proposed. FW13 Cities are the appropriate provider of local urban services to urban areas, either directly or by contract. Counties are the appropriate provider of most countywide services. Urban services shall not be extended through the use of special purpose districts without approval of the city in whose potential annexation area the extension is proposed. Within the urban area, as time and conditions wanant, cities should assume local urban services provided by special purpose districts. FW32 C07 Water reuse and reclamation shall be encouraged, especially for large commercial LU29 and residential developments and for high water users such as parks, schools, golf courses, and locks. CO10 In the urban area identified for growth within the next ten years, urbar► water and sewer systems are preferred for new construction on e�cisting lots and shall be required for new subdivisions. However, existing septic systems, private wells, and/or small water systems may continue to serve the developments so long as densities and physical conditions are appropriate, the systems are allowed by the relevant jurisdictions, and management keeps the systems operating properly and safely. C013 Urban sewer system extensions in unincorporated King County shall be LU30 permitted consistent with the provisions of the King County Sewerage General Plan, Countywide Planning Policies, and the Public capital facilities of a Countywide or Statewide nature shall be sited to support the Countywide land use pattern, support economic activities, mitigate environmental impacts, provide amenities or incentives, and minimize public costs. Amenities or incentives shall be provided to neighborhoods/ jurisdictions in which facilities are sited. Facilities must be prioritized, coordinated, planned, and sited through an inter-jurisdictional process established by the GMPC, or its successor. All jurisdictions shall develop growth-phasing plans consistent with applicable capital facilities plans to maintain an urban area served with adequate public facilities and services to maintain an urban area to meet at least the six-year intermediate household and employment target ranges consistent with LU67 and LU68. These growth phasing plans shall be based on locally adopted definitions, service levels, and financing commitments, consistent with State GMA requirements.l'he phasing for cities shall not extend beyond their potential annexation areas. Interlocal agreements shall be developed that specify the applicable minimum zoning, development standards, impact mitigation, and future annexation for the potential annexation areas. Where urban services cannot be provided within the next 10 years, jurisdictions should develop policies and regulations to: Revised 2000 VI-3 Federal Way Comprehensive Plan — Capital Facilities ■ Phase and limit development such that planning, siting, densities, and infra- structure decisions will support future urban development when urban services become available. ■ Establish a process for converting land to urban densities and uses once services are available. Funding/Financing Typically, cities and the residents they service would like to have higher LOS standards than they can afford. Federal Way has worked hazd to provide the highest LOS possible without raising taxes. It is a difficult balance to maintain and the City is currently at a point where it may have to consider raising additional revenues 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 are 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, T'EA-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. As is discussed later in this chapter, the City proposed two bond issues to fmance capital facilities in the Fall of 1995. As part of that bond issue, voters were asked to approve a permanent utility tax to pay for the maintenance and operations costs associated with the new capital facilities. 6.1 SURFACE WATER Inventory of Existing Facilities Natural Systems The Federal Way area consists of two major drainage basins, the Hylebos Creek and Lower Puget Sound. The Hylebos Creek Basin consists of the West Branch Hylebos Creek, Ea:,t Branch Hylebos Creek, and the Lower Hylebos Creek Sub-Basins. The Lower Puget Sound Basin consists of the North Lower, Central Lower, and South Lower Puget Sound Sub-Basins. Map YI-1 describes the planning area boundary, basin, and sub-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 Comprehensive Surface Water Facility Plan. Man-Made System As part of its 1994 Surf ice Water Facilities Plan, the City completed an inventory of the storm water drainage trunk system. There are ten major trunk lines in the system, and one can find more details about their capacity and location in the Surface Water Plan. The City has made a significant number of improvements to the man-made system since incorporation in 1990. Most of the projects completed to date corrected existing localized flooding problems. As a result of resolving these "spot" problems, the City and its surface water utility have significantly improved the LOS on a system-wide basis. T'he City has gone to a regional s�stem for detention/retention of surface water. Several regional detention/retention facilities have been, or will be, constructed to handle storm-water runoff. However, individual developments must treat stormwater on site prior to releasing it to the regional system. • • • Revised 2000 VI-4 CITY OF FEDERAL WAY COMPREHENSIVE PLAN • HYLEBOS & LOWER PUGET SOUND BASINS CAPITAL FACILITIES ELEMENT Legend i�� Federal Way City Limits /y� Potentiai Annexafion Area j ti Basin Boundary • N W E 5 --SCALE � 1 Inch equals 4,800 Feet C� arr or G � � QIS DMSION MAP VI-1 NOTE: This map is i�ended for use as a�raphical representation only. The Ciry of Federal Way makes no warranty as to �ts accuracy 2�0 CITY OF FEDERAL WAY COMPREHENSIVE PLAN SU RFACE WATER TRUNK SYSTEMS (INCLUDES NATURAL & MANMADE FEATURES) � CAPITAL FACILITIES ELEMENT Legend i�� Federal Way City Limits /�,� �otential Annexation Area � �i Basin Boundary ,�'�' Streams /�/ Trunk Drainage System (Piped) Lakes • __ ;; iNetlands Source: 1999 Wetland Inventory N W �/�� E ' 1' S � SCALE � 9 Inch equals 4,000 Feet � cmroF G EQ Ry QIS DNISION MAP VI-2 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy �ruary 2000 $N/cpmaps/swts.aml � u • � Federal Way Comprehensive Plan — Capital Facilities System Capacity As part of the Surface Water Facilities Plan, the City developed a model of its surface water facilities, including the natural part of the system, the vazious lakes, streams, and wetlands. This model uses the following design or LOS standards: ■ 25-year storm conveyance capacity on lateral systems; ■ 25-year storm conveyan.ce capacity on major trunk systems; ■ 25-year storm storage capacity in local retention/ detention facilities; and ■ 100-year storm storage capability in regional retention/detention facilities. Based on these LOS standards and the data on existing facilities, the model helps utility engineers identify deficiencies in the existing system and the most cost effective way to resolve them. The model also allows engineers to describe the new facilities that will be needed in the future to accommodate new growth and development as outlined in, the Land Use chapter. Forecast of Future Needs Based on model results, utility engineers annually update a detailed 20-year capital facilities plan. The plan identifies projects, prioritizes them, estimates the cost, and re-examines the utility rate structure to en- sure that there is sufficient funding available over the next 20 years to construct these projects (Table VI-1). Locations and Capacities of Future Facilities Table VI-1 includes the surface water facilities project list. For more complete discussion of this list, and maps describing project locations, please refer to Chapter IV of the City's Comprehensive Surface Water Plan. 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 is based upon the amount of impervious surface on the property. 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-1, projects are scheduled based on anticipated revenues. T'he capital facilities spreadsheet indicates project scheduling based on available funding and priority ranking. The City annually updates the capital facilities plan for surface water. The Comprehensive Surface Water Plan, which includes the capital facilities plan, is adopted by reference in this plan, including changes made during the City's annual update. 6.2 TRANSPORTATION 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 tr�c 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. Table VI-2 contains the City's Transportation Improvement Plan (TIP), which is a six-year finance plan for transportation projects. The Transportation Chapter also contains a Capital Improvement Plan (CIP), which is a 20-year transportation facilities plan. Revised 2000 VI-7 Federal Way Comprehensive Plan — Capital Facilities Table VI-2 Transportation Improvement Plan (TIP) —1998 to 2004 Revised 2000 �. VI-8 � • u 'Projects iden6fied in t6e 1995 SheeUTraffic Bond issue. T6ese projects were sdected to address safety and congestion in various parts of the City for a Wtal of S7.5 roillion. ••Delete from We 1'!P to duive Artwial Strcet Improvement Plan (ASII'). Note: Project cosis are inflated at 3% per year. • • � CITY OF FEDERAL WAY Federal Way Comprehensive Plan — Capital Facilities 1� J Inventory of Existing Facilities locations and Capacities of Future Facilities �� � The Transportation chapter describes the complete inventory of the City's transportation facilities. Map VI-3 indicates the City's street classification system. One of the motivations for incorporation in 1990 was that the City had grown significantly over the past decade without benefit of necessary transportation system improvements. Residents were dissatisfied with the declining LOS in transportation. In response, the City acted quickly to make road improvements. The City added capacity to the system by widening and improving South 356th Street, 16th Avenue South, and 348th Street. It also coordinated the traffic signals along South 320th Street to improve traffic flows and lobbied for the Dial-A-Ride Transit service in Federal Way. The result is that the LOS for transportation services in the City has been stabilized and improved. With this in mind, the City Council has adopted the 1995 LOS as the standard for service delivery into the future. Forecast of Future Needs Based on the adopted LOS standard for transportation, the City used the EMME2 computer transportation- modeling program to evaluate future transportation system needs. Please review the Transportation chapter for details associated with this analysis. T'he conclusion is that the City will have to construct the projects identified in the 1995 transportation improvement program in order to maintain the existing LOS between now and the year 2015. The TIP is a prioritized list of capital projects that have been identified for the period 1998 through 2004. The projects have been identified by location, with the project costs indicated by anticipated year of expenditure (for multi-year projects). Financing Plan Pages III-93 to III-108 of the Transportation chapter describes the City's adopted TIP, including the revenue sources and project costs. 6.3 PARKS AND RECREATION 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 (which was adopted by reference in this plan). The 2000 Plan will be reviewed as part of this yearly update and is incorporated by reference. The planning area of the 1991 and 1995 Parks, Recreation and Open Space Comprehensive Plan included both the Federal Way city limits and the Potential Annexa,tion Area (PAA). The boundaries in the 2000 Plan are based only on the city limits of Federal Way. As in previous plans, the City has been subdivided into subareas (Map VI-S) for purposes of long-range planning. The 1995 Plan updated the inventory to include new parks added to the City's system. In addition to City- owned parks and open space, the 2000 Plan also lists school district, State, and County facilities, as well as private recreation facilities. Map YI-4 describes the location of major parks and open space within the Federal Way planning area. Table YI-3 summarizes this inventory as of January 2000. Revised 2000 VI-10 Table VI-3 Summary of Existing City Park$ and Recreation Areas Federal Way Comprehensive Wan - Capital Facilities When the City incorporated in 1990, there were approximately eight acres of park land 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 Klahanee Community Senior Center, Dumas Bay Centre (formerly Visitation Retreat Center), Celebration Park, and Steel Lake Annex facilities. These facilities are described in greater detail in the City's Parks, Recreation, and Open Space Comprehensive Plan. The 199 i and 1995 Plan had a goal of providing a level of service of 17.1 acres per 1,000 population in the City and PAA. As of 1999, the City is currently providing 10.7 acres of parks land per 1,000 population. The City's goal is to achieve a level of service of 10.9 as Federal Way grows in population and size. In additiom to acquiring and developing new facilities, the City has talcen administrative actions to take advantage of other available public recreational facilities. The City enacted interlocal agreements with the School District to jointly operate and maintain school recreational facilities. As a result, the City jointly o�aerates and maintains a major community park in conjunction with Saghalie Junior High School. Also, the City has agreements to provide recreational programs and schedule play fields at several elementary schools, in addition to junior high schools. These facilities are now formally available nights and weekends, year around for use by local residents. As referenced above, City residents now have access to 10.7 acres of parks and open space per 1,000 population. This inventory includes City owned pazks and open space within the City limits. For the purposes of pazks planning, the recommended LOS standard`'in the City's Parks Plan and this Capital Facilities chapter is 10.9 acres of city owned park land per 1,000 population. Forecast of Future Needs The 2000 Parks, Recreation and Open Space Compre- hensive Plan states that when future annexations occur, the inventory of public open space land will maintain the city's current level of service until the year 2010. In addition, the City completed a cultural arts survey in 1994. The survey evaluated several alternatives for a performing arts center and concluded that at some time in the near future, the City would need such a facility with a capacity of about 800 seats. The City has converted a portion of Dumas Bay Centre into the Knutzen Family Theatre, a 250-seat civic theater facility. This facility will begin to fulfill the identified community need for a gerforming arts center. Locations 8� Capac�ties of Future Facilities Map VI-S 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 azea into subareas and addresses future facilities at the subarea level. For more details about the type, size, and cost of these new facilities, please refer to the 2000 Parks, Recreation, and Open Space Comprehensive Plan. Finance Plan Table VI-4 describes the proposed parks projects that will be needed between now and the year 2012; together with cost estimates programmed by year. Table YI-4 also identifies the revenues that will be available during the same time period to finance these new facilities. Please refer to Section VII. (Capital Improvement Plan) of the 2000 City of Federal Way Parks, Recreation and Open Space Comprehensive Plan for detailed information on the finance plan. The City annually updates its Parks & Recreation capital improvements program. These updates reflect new project priorities, eliminate projects that have been completed, and add new projects to the program. • � • Revised 2000 V�_� � • • • CITY OF FEDERAL WAY COMPREHENSIVE PLAN ADOPTED FUNCTIONAL CLASSIFICATIONS OF STREETS AND HIGHWAYS CAPITAL FACILITIES ELEMENT Legend ��`-� Federal Way City Limits . ' • • Potential Annexation Area I�I Freeway ^� Principal Arterial 6'� Minor Arterial %"�'�%" Principal Collector �� Minor Collector --- SCALE � 1 Inch equals 5,800 Feet ana p � � „E� MAP VI-3 � Federal Way Comprehensive Plan — Capital Facilities 6.4 Community Facilities amounts), are summarized in Table VI-6, followed by more detailed discussion of each. � Significant community investments have been made in the last 10 years to implement the community's vision for Federal Way. Strong local support in community recreation and arts activities translated into the acquisition of Klahanee Community/Senior Center in 1993, 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 a 254 seat Knutzen Family Theatre in 1998. In addition, the public's demand for more responsive and responsible government has changed municipal service deliveries in a number of ways. The formation of the City's police deparhnent in 1996, municipal court in 1999, and the conversion of contracted service to in-house operations in the areas of surface water management and street maintenance are a few examples of service delivery changes that occurred since the City's incor- poration in 1990. These changes brought different levels of demand on public facilities and the need for a comprehensive community facilities plan. Inventory of Existing Facilities As of January 2000, the City owns or occupies a number of facilities, as shown in Table VI-S and Map VI-6. Projected Community Needs Based on existing and projected City service deliveries, the need for a permanent facility to house the police and court operations are both necessary. In conjunction with this facility, options will be reviewed for the co-location of most, if not all, City services for improved coordination and operational efficiency as well as public convenience. To stimulate economic development and facilitate the realization of the comprehensive plan vision, the City also needs to continue investment in City Center redevelopment. In addition, the projected facilities needs incorporate the desire expressed by some community members for a public assembly and/or performing arts center within the planning horizon. These and other facilities, including the projected size and cost (in 1996 dollar Public Safety Facility (Police and Courf) The City's first Police Department was formed and began full service on November 16, 1996. The department had 140 full time equivalent employees and over 90 volunteers at the end of 1999, and is currently occupying 23,000 square feet of leased space in three separate buildings, not including substations at West Way, SeaTac Mall, North Precinct, and an area for undercover operation at an unidentified location. The Municipal Court started its operation on January 4, 2000. The new department is authorized to employ 11.75 full time equivalent employees and will require two courtrooms and records storage. Currently, the department has 10 FTE's located in a building adjacent to the police facility. The leased space is larger than required due to favorable lease terms. Both Police and Court are housed at a leased facility on 9`� Avenue South. This facility has many chal- lenges and limitations, including the building layout, scarce parking, the lack of visibility, and difficulty to secure. This location is intended for interim use only and the City issued $4.5 million general obligation bonds in 1997 to finance a new facility. The City is currently working on an implementation plan and time line for this facility and continues to set aside addi- tional funds with the intent to complete construction before the current leases expire at the end of 2001. Public Safety Facility Recommendation • 40,000 — 45,000 square foot facility • Two- to three-acre site (depending on surface or structured parking) Development cost assumption of $8.0 to $10.0 million r� �J • Revised 2000 VI-13 CITY OF FEQERAL WAY COMPREHENSIVE PLAN �J �ai !�i MAJ�R PARKS AND OPEN SPACE CAPITAL FACILITIES ELEMENT Legend Federal Way City Limits Patential Annexation Area S Parks _ { << Open Space � � SCALE � 1 Inch equals 4,300 Feet . cmoF G � �. 41S DNISION MAP VI-4 NOTE: This map is intended for use as a graphical, representation onry. The City of Federal Way makes no warranty as to its accuracy z000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN �� � PARKS PLAN PLANNING AREAS .♦ : � �� /�� � ��� CAPITAL FACILITIES ELEMENT Federal Way City Limits Potential Annexation Area Planning Area Boundary /�/ Parks,Recreation & Open Space Boundary N W E S C� -- SCALE � 1 Inch equals 4,700 Feet crtroF G - -�""' E p — �� +�✓' . cis ornsi«r MAP VI-5 NDTE: This map is intended for use as a gra�hical representation only. The Ciiy of Federal Way makes no warranry as to its accuracy February 2000 • Table VI-4 Parks & Recreation Financing Plan • � , ♦ -.� .. . , � �� .. r , � � � �� �. �� ;.. �,� . � �,. M, ., �, , .�� . � ,,�, , _ ._ .. � __ . 9 ,. za �.�.,�, . . . Financing Sources Prior Year Funding $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ $ _ Unallocated Fund Balance 33.3% - - 44,163 - - - - _ _ - - - - - 44,163 Real Estate Excise Tax 0.0% - - 9,391 45,100 45,501 43,163 41,607 39,507 37,592 113,410 110,771 110,462 110,722 108,600 815,826 Fuel Tax - Path/Trail 100.0% - - - 9,490 9,589 9,690 9,792 9,894 9,998 10,103 10,209 10,317 10,425 10,534 110,041 GO Bond PK - - - _ _ _ _ _ _ _ _ _ _ _ _ General Fund PK 130,000 270,400 20,400 - - - - _ _ - - - - - 420,800 Grants/Contributions - Received PK 53,705 - - - - _ _ _ _ _ - - - - 53,705 Mitigation Fund - Received PK - - - _ _ _ _ _ _ _ _ _ _ _ _ Grants/Contributions - Anticipated *"* 25% 565,000 - 357,473 364,623 521,915 107,198 382,557 394,680 381,374 372,858 418,837 370,777 367,557 444,473 5,049,322 Mitigation Fund - Anticipated @ 100% - 20,400 71,818 73,254 74,719 - - 79,2g2 - - 84,146 - - 56,407 460,036 Unfunded _ _ . g ; � . .: , : , ,� ,� _ � _ . ,., . �F r . _,_: � .: �..� „ �.. _ . : r ��..� , _� . . �... .�e,. �..... .... : Parks Projects Celebration Park Maint Building 1 $ 80,000 $ - $ - $ - $ _ $ _ $ _ $ _ � _ $ _ $ _ $ _ $ - $ - $ 80,000 Lakota Park Redevelopment 2 - - - 54,122 7,728,566 - - - - - - _ _ _ 7,782,ggg Skateboard Park 5 - 250,000 - - - _ _ _ _ - - - - - 250,000 Deferred Maintenance 6 - - 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000 600,000 Wed ewood Park 7 50,000 - - _ _ _ _ _ _ _ - - - - 50,000 Park Renovation 8 - - - 20,400 20,808 21,224 21,649 22,082 22,523 22,974 23,433 23,902 24,380 24,867 248,242 Steel Lake Park 9 - 20,400 260,100 - - - _ _ _ _ _ - - - 280,500 Thompson O en S ace 10 - - 20,400 104,040 - - - - _ _ _ - - - 124,440 Sprin Valle Open Space 11 - - 20,400 104,040 - - - - _ _ _ - - - 124,440 Povert Ba Park 12 - 20,400 78,030 - - - _ _ _ _ - - - - 98,430 Panther Lake 13 - - - - 300,000 - - - - - - - - - 300,000 ParkAcquisition 14 - - 100,000 102,000 104,040 106,121 108,243 110,408 112,616 114,869 117,166 119,509 121,899 124,337 1,341,208 French Lake Park 15 - - 20,400 212,242 - - - - - _ - - - - 232,642 Historical Cabins Park 16 - - - 21,224 216,486 - - - - - - - - - 237,710 363rd O en Space 17 - - 20,400 52,020 - - - - _ _ _ - - - 72,420 Nei hborhood Park Development 18 - - - 21,224 21,649 - 281,541 287,171 292,915 298,773 304,749 310,844 317,060 323,402 2,459,328 Fishers Pond 20 - - 20,808 159,181 - - - _ _ _ - - - - 179,989 d _ . . ... r, ' s , ,> . , , ,: , Maintenance Cost" 2.5% $ 18,718 $ 25,988 $ 49,551 $ �10%,318 $ 318,122 $ 323,384 $ 335,482 $ 355,265 $ 367,216 $ 380,875 $ 400,878 $ 414,417 $ 427,884 $ 450,005 $ 3,968,102 �:.�q : ; ,,�, . .,.A • : . � � � . : Ending Balance (Unfunded) � $ (18,718) $ (25,988) $ (488,844) $ (1,638,524) $ (8,378,555) $ (373,800) $ (385,482) $ (623,185) $ (416,306)� $ (430,875) $ (577,012) $ (464,417) $ (477,884) $ (714,807) $ (15,014,396) ' Future costs assume 2% annual cost escalation. "' Grants/Contributions anticipated are projeded based on 25°� of 91-98 amounts received. • Federal Way Comprehensive Plan — Capital Facilities \ J �� Table VI-6 Projected Community Facility Needs 2001 2010 Type of Facility Ye �. Size Cost (sq. ft.) (millions) 1. Public Safety (police%ourt) 2002 50,000 $8-10 2. Maintenance Facility 2004 87,000 yazd $2 2007 3,500 office Table VI-S Summary of Ezisting Community Facilities Building Name Own/Leased Use Sq. ft/Occupancy City Hall Own City operations not otherwise listed 27,180/120 FT'E and Council Chamber Public Safety (3locations) Leased Police Operations 25,000/140 F1'E Municipal Court Klahanee Community/Senior Center Steel La1ce Annex Steel Lake Maintenance Shop Dumas Bay Center Knutzen Family Theater Miscellaneous Outdoor Storage Leased Court Operations Own Own Own Own Own Community recreation and Rec. operations , Daycare, arts and crafts programs Maintenance operations, outdoor equipment and material storage Public park, meeting/banquet/ ovemight lodging 254 seats performing arts theatre and rehearsal hall 6,500/11.75 FTE and 2 court rooms 11,200/13 FTE, Gym, kitchen, etc. 1,161/program only 1,050 office/25 FTE 61,000 storage yazd 6 meeting rooms, 70 overnight rooms, 12 acre pazk ground Leased Street maintenance material and pazk 10,000 material storage equipment storage 2,000 equipment storage Miscellaneous Indoor Leased Spare o�ce equipmendfacility 260 sr. ft. Storage parts/records 1,750 cubic ft boxes 3. Community Center 2007 4. Senior Center 2007 5. Conference Performance Center 2008 45,000 $9 11,200 $2 65,500 $23 TOTAL $44-46 • Rev�sed 2000 �_ 1 � � CITY FACILITIES Federal Way Comprehensive Plan — Capital Facilities � L � � Mointenance Facility The Parks and Public Works maintenance facility is located at 31132 28th Avenue South. The entire site is approximately 1.85 acres. The site was previously a fire station and transferred to the City after incorporation. Today, the old fire sta.tion office and meeting room areas house the operations and the fire truck maintenance bay and the yard provides materials, supplies, vehicles, and equipment storage for the Public Works and Park Maintenance. Parks Maintenance operates seven days a week, two shifts per day. The space needed for the maintenance operations includes a front counter/reception area, crew quarters including an area for daily time cards, breaks, and crew meetings/training, etc., as well as an area to hold lockers for each FTE. Public Works streets and surface water maintenance operations have similar needs for office space with their primary work accomplished in the field. The Public Works maintenance operations also hires additional part-time workers during the summer months. Public Works operates Monday through Friday, year round with one shift. In 2000, the facility has approximately 60,980 square feet of secured storage and yazd space to accom- modate 25 vehicles and 45 various types of equipment between the two departments, which allows only minimum storage and restricted turning radius for some large equipment and vehicles used for these operations. To overcome this overcrowding situation, the City is leasing off-site indoor and outdoor storage space for equipment and emergency material for snow and ice operations. Although drawbacks and constraints exist, the site does function satisfactorily for existing purposes when supplemented by leased storage spaces. Future expansion on the site is possible through acquisition of adjacent properties if necessary. However, this facility is located in a residential neighborhood and the compatibility of a larger maintenance facility should be evaluated before making any additional long-term investments on the site. A larger facility will improve operation efficiencies by increasing storage capacity for vehicles, equip- ment, and materials. A maintenance yard space of approximately 87,000 square feet is recommended for future consideration. Maintenance Facility Recommendation • 3,500 sq ft office, 87,000 sq ft storage facility • 3 - 5 acre site • Development cost is estimated at $2 million Community Center Based on current trends in community center construction and the participation currently exhibited in the City's recreation program, a larger, multi- purpose facility would better meet the needs of the community. A number of community centers that have been constructed throughout the region in recent years all have diverse uses and space arrangements. These facilities attract a large customer base and project community pride and quality of life images that clistinguish them from the surrounding com- munities. Some of the more notable examples are the Center at Norpointe, Kent, Tukwila, and Renton. A center similar to those constructed in the above listed communities would cost appro�cimately $8.3 million without land acquisition. This figure is based on a 45,000 square foot facility at $185 per square foot construction cost (year 2000), based on average per square foot cost for recently constructed centers in the south Puget Sound region. This cost includes building furnishings, site work, parking lot, design and engineering, permit, and utility fees. While Klahanee Lake Community/Senior Center serves existing community and senior services needs, the limited parking and the size of the facility con- tinue to restrain the nature and type of uses possible. Community Center Facility Recommendation • 45,000 square foot facility • 3-5 acre site • Development cost assumption $8.3 Revised 2000 VI-19 Federal Way Comprehensive Plan — Capitai Facilities Senior Center The general population continues to age as the "baby boomer" generation moves toward the senior citizen category. Population projections indicate that the senior (55+) age group will be the fastest growing segment of our citizenry for the foreseeable future. Keeping this in mind, the City should recognize this trend and provide facilities and services geared to the needs and interests of our senior residents. The existing facility could be transformed into a very functional senior center with only minor modifications and could meet the growth demand for senior facilities if used exclusive for this the purpose. The gym could be fitted with a divider that would provide increased flexibility for programming and then retracted for large events such as bazaars and dances. The 1,000-seat performing arts center proposed in this study included design criteria that incorporated multi- level seating to accommodate as few as 500 - 600 people on an orchestra level and still achieve intimacy for audiences. � While keeping KI:,CSC and turning it into a senior only facility is achievable at a minimum cost, the facility's restrictive parking condition remains an issue and would need to be addressed. Senior Center Facility Recommendation • 11,200 square foot facility • 1-acre site • Renovation cost to existing facility Conference/Performing Arts Center In 1994, the City of Federal Way, through the Arts Commission, commissioned AMS Planning and Research to conduct a feasibility study of a cultural arts facility to serve the city. Under the guidance of a 27-member steering committee, AMS conducted a survey of local arts organizations, analysis of existing cultural and meeting facilities, mazket research with residents of the City and surrounding communities, interviews with key community leaders representing government and business, and meetings and work- shops with the steering committee, all of which provided base information. The study recommended a performing arts center to seat 1,000 patrons and a visual arts gallery. T'he construction cost for a performing arts theater was estimated in the 1994 report to be between $190 - $240 per square foot, or approximately $23 million for construction. Site requirements called for a minimum of five acres; two acres for the facility and three acres to provide for surface pai•king and meet additional code requirements. Maintenance and operation costs for this size of a facility were estimated to be $705,000 per year. Anticipated revenues projected on a 171 event day schedule was $390,200, leaving a net operating cost of $314,800 to be generated through fundraising or an operating endowment. Conference/Performing Arts Facility Recommendation • 65,000 square foot far.ility � • 5-acre site •$23 million development and construction only Financing Plan While it is desirable to have all theses facilities in the community sooner than later, unless they are funded with other private or voter approved funding sources, the City's projected revenues will not support either the development or the required operating and on- going maintenance of these facilities. Therefore, other than the Public Safety Facility, which is substantially funded, the fining and scale of the remaining facilities are subject to resource availability. The development of the Public Safety Facility (police and court) is urgently needed as the interim facility has significant limitations and drawbacks, and in the long term, it is more cost effective to own a facility than to lease one. No additional maintenance and operating costs are anticipated for the new facility than what is currently committed for the maintenance and operation of the leased facilities. • Revised 2000 VI-20 � • Federal Way Comprehensive Plan — Capital Facilities 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. 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. Program Capacity assumes that the average class will serve the following numbers of students: C J 6.4.1 SCHOOL FACILITIES 1'his section summarizes information in the Federal Way School District No. 210, 1999/00 Capital Fac�.lities 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, 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, 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. In�rentory of Existing Facilities Map VI-6 shows the location of every school in the District. Table VI-7 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 "pr�,�gram capacity." The District's program capacity nior High TOTAL � rf�" Summary of 1999 Actual 11,131 4,721 4,142 19,994 d do not include oortsbl Grade K 24 Students per classroom Grades 1-6 26 Students per classroom Grades 7-12 25 Students per classroom GATE* 25 Students per classroom Special Education 12 Students per classroom Portables 25 Students per classroom IEP* * 15 Students per classroom * GATE is the Gifted and Talented Education program *• IEP are the Individual Education Programs 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. T'hese 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 Distcict wide. Forecast of Future Needs - Student Forecasts The School District has a relatively sophisticated methodology for forecasting student population increases. The methodology has historically projected student population increases with a 98 percent rate of accuracy based on the following variables: Table VI-7 stin� Facilities 19,994 I 20,074 I 20,498 I 21,822 I 21,796 I 22,570 ;lassrooms. 71�ese capacities are based on the maximum use of the buildines. Revised 2000 VI-21 Federal Way Comprehensive Plan — Capital Facilities I��I��] � �fu i���ll Table VI-8 Federal Way School District Student Forecast Actua11999 2000 2001 2002 20� 11,622 11,595 11,562 11,5356 9,6 � 5,110 5,178 5,421 5.621 5.5 'AL 1 21 ■ Number of housing units in the District. ■ Students movix►g from one grade to another. ■ Students transferring in from other schools. ■ Students remaining in their current grade. Table VI-8 describes increased enrollment through the year 2005. It shows that the School District's student population will gow steadily every year with the highest growth in junior high/middle schools.l'he 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. As an outcome of recommendations from a Study and Surve,y Com�nittee, the Board of Directors has approved moving tu a middle school grade configuration as additional high school space allows. The District is planning to add one middle school, one high school, increase capacity at three high schools, and replace the existing Harry S. Truman High SchooL Location and Capacity of New and Improved School Facilities One new middle school, one new high school, and one senior high school replucement are planned for the District over the next six years. Scheduled improvements are: ■ Harry S. Truman High School (Replacement) 31455 28th Avenue South. ■ Middle School on site to be determined ■ High School #4, site #85, 16`� Avenue South and South 364�' Way. Existing schools are identified in Map VI-7. 2004* 9,972 716 Finance Plan Table VI-9 describes the School District's six-year finance plan to support the school construction. The table identifies $12,285,921 available from secure funding sources and an additional $83,300,000 anticipated from other funding sources between 2000 and 2005. These funds will cover the $85,103,742 in planned project costs to the year 2005. 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 used on addi- tional capital fund projects. The School Plan cunently covers the years 2000/2005. The School Plan and accompanying six-year finance plan will be updated annually by the School District. This will bring the plan into full compliance with GMA requirements. 6.4.2 WATER SYSTEMS This section summarizes the Lakehaven Utility District's 1998 Comprehensive Water System Plan (Water Plan, incorporated by reference) while pro- viding up-to-date information where warranted. Map YI-8 shows the District's water service area boundary. Other purveyors provide water to portions of the District. The Tacoma Public Utilities, for example, serves an area on the west side of the District. Highline Water District serves a small portion of the District on the north side. The City of Milton serves a small area on the south side of the District that is within the City of Milton limits. Areas on the east side of I-5 within the City limits of Auburn and Pacific receive water from the District by agreement with the cities. These areas are at a higher elevation than the valley cities can cost effectively serve. L J • • Revised 2000 V�_22 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � � CAPITAL FACILITIES ELEMENT Legend: i�� Federal Way City Limits /�,� Potential Annexation Area ^/ Federal Way School District Boundary • FEDERAL WAY SCHOOL DISTRICT #210 g r Y�I Elementary School Sites Junior High School Sites Senior High School Sites � SCALE � 7 Inch equals 4,800 Feet • emr o� G � Ay QIS DIVISION MAP VI-7 NOTE: This map is intended for use as a qraphical, representation only. The City of Federal Way makes no warranty as to its accuracy 2000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN �� LAKEHAVEN WATER SERVICE AREA CAPITAL FACILITIES ELEMENT .♦ .• � -. /�� ���•°��,. . . Federal Way City Limits Potential Annexation Area Lakehaven District Boundary •"•' Water Service Boundary �� — SCALE -- 1 Inch equals 4,700 Feet Source: Lakehaven Utility District • urr oF G � � E� - V� ��'� GIS DIVISION MAP VI-8 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranry as to its accuracy Map Febraury 2000 Federat Way Comprehensive Plan — Capital Facilities • ecured Funding ources mpact Fees (1) and Sa1e Funds (: ond Funds (3) � Federal 2000 $25C $SOC $9,OOt $9,75� Table VI-9 School District Sig-Year Finance Plan 2001 2002 2003 2004 $462,706 $250,000 $1,212,706� $823,2 2005 ITotal NEW SCHOOLS 2000 2001 2002 2003 2004 2005 Total Cost ew Middle Schoot $2,000,000 $3,000,000 $12,000,0 $17,000,00 ew Senior High School $1,700,000 $10,400,000 $17,900,000 $10,800,000 $40,800,00 ew Senior High School Site $3,200,000 $3,200,00 MODERNIZATION AND EXPANSION ruman Senior High (Alternative) $500,000 $3,500,000 $2,000,000 $6,000,00 xpansion Three High Schools $700,000 $6,�00,000 $7,400,00 xpansion Elementary Schools $100,000$1,500,000 $1,600,0 TEMPORARY FACILITIES ortables (7) $362,245 5241,497 $603,74 OTHER afety Improvements (8a) $1,400,000 $1,600,000 $3,000,00 chool Improvements (8b) �1,800,000 $1,300,000 $300,000 $600,000 a4,000,00 acilities Department $250,000 $250,000 $250,000 $250,000 $250,000 $250,0 $1,500,00 OTAL $9,912,245 $23,750,000 $20,691,497 $13,75U,000 $4,750,000 $12,250,000 $85,103,74 NOTES: 2. 3. 4. 5. 6. 7. 8a. 8b. • These fees are currently being held in a King Counry, City of Federal Way, and City of Kent impact fa account, and will be available for use by the District for system improvements. . These fuads come from various sales of land and are set aside for es8mated e�cpenditures. These funds will be used for future projects. � Thase are projected fees based upon Irnown rosidential developments in the District over the next six years. These funds are projected state matching funds. These funds are projected land sale income. These fees represent the cost of moving and siting existlng portables and purchasing new portables. The Disuict may choose to purchase new portables in the years shown. This estimate may also include We cost of purchasing these portables. These projects have been approved by the Board of Directors and cover most schools. These projects do not increase capacity. 7Lese projects include parking and pedestrian safety improvements at 15 elementary sc600ls. These projects have been approved by the Board of Directors and cover most schools. Thesa projects do not increase capacity. 7Lese projects include: school nehvorks, information, and library systems; aew classroom start up; elementary piaygrounds and high school sports fields; music equipment; and emergency communicadoa. Revised 2000 VI-25 Federai Way Comprehensive Plan — Capital Facilities Inventory of Existing Facilities The District's wells, storage, and major components of the distribution system are located on Map YI-9. Other facilities are described in the following sections. ■ An intertie is installed on Marine View Drive neaz • the boundary between Highline Water District and the Lakehaven system at South 252nd Street. This intertie can provide emergency water-flow in either direction. Interties Interties connect Lakehaven's system with adjoining systems of other utilities. Interties allow the District to buy or sell water with adjoining utilities and are an essential back up that provides enhanced system reliability. Interties have been installed at eight different locations with three of the adjacent water purveyors. Not all interties allow two-way flow. Details of these interties are described below: ■ An intertie is installed on SW 325th Street near 35th Avenue SW between the District and Tacoma Public Utilities system and serves as an emergency supply to Tacoma. ■ An intertie has been installed on SW 349th Street near 30th Avenue SW between the District and Tacoma Public Utilities system. This intertie was enhanced in 1991 by the construction of a control valve station to allow full-time supply by Tacoma to the District's system. ■ A third intertie with Tacoma Public Utilities was added in 1995 at 15th Avenue SW and SW 356th Street to provide an additional full-time supply by Tacoma to the District's system. ■ One intertie, located on Pacific Highway South at South 276th Street extended, has been installed between Lakehaven and Highline Water District. This intertie can provide emergency water to the Highline District. ■ An intertie between Highline Water District and the Lakehaven system is installed at Pacific Highway South at about South 274th Street. This intertie can flow in either direction since the systems on both sides of the intertie operate at a 490-foot system head. ■ An intertie has also been constructed with the City of Milton's water system (Pacific Highway South and 377`� Street), but due to significant differences in head between the two systems (450 feet, LUD vs. 330 feet, Milton), water is only provided to Milton on an emergency hasis. ■ An intertie is located at "R" street NW and Aaby Drive for emergency fire protection to Auburn's Aaby Drive pressure zone. The intertie consists of a six-inch service meter from Lakehaven's 345- pressure zone. Forecast of Future Needs The 1998 Comprehensive Water System Plan estimates future need by analyzing existing water consumption patterns on a daily, s.sasonal, and yearly basis. The District converts gross water consumption values into per capita consumption in gallons per day. Average per capita water consumption in the District was projected to be approximately 106 gallons per day in 1999. This figure, multiplied by projected popula- tion growth, provides a rough estimate of the future demand for water. These numbers were reduced slightly to account for the reduction in water consump- tion associated with the District's water conservation program. Between 1997 and 2017, the water service area population is expected to increase by 41,600 people, for a total water service population of 138,300. location of Expanded And Improved Facilities • The District has programmed a number of system improvements to maintain the existing system, conserve water, develop water sources, drill wells, add storage, and expand distribution. T'hese improvements � are summarized below. Revised 2000 VI-26 • CITY OF FEDERAL WAY COMPREHENSIVE PLAN WATER UTILITY MAJOR COMPONENTS CAPITAL FACILITIES ELEMENT � • Legend: i`-i � Federal Way City Limits /�� Potential Annexation Area . ' ' . ' Lakehaven Water Service Area ••' Lakehaven Utility District WATER FEATURES � Pressure Reducing Valve Stations � Booster Pump Stations � Wells � Tanks � Check Valve Stations � Intertie Vault � SCALE � 1 Inch equals 4,775 Feet Source: Lakehaven Utility District cmoF G '�� F��F��� M Y �Y CiIS DIVISION MAP VI-9 NOTE: This map is intended for use as a graphical representation only. �he City of Federal Way makes no warranty as to its acxuracy ruary 2000 $N/cpn Federal Way Comprehensive Plan — Capital Facitities • � � Second Supply Pipeline The District is currently involved in developing other sources of water. The most significant effort is the Second Supply Pipeline (formerly called Pipeline 5). Based on the 1999 pipeline construction schedule, the District would access the pipeline at three locations. One connection facility is proposed near Military Road and the Bonneville Power Administration (BPA) Power Line Corridor. The second connection facility would be located at First Way South and the BPA corridor and the third connection facility would be located at SW 356�' Street and the BPA corridor. These facilities together would add on average, 4.6 million gallons per day (MGD) to the District's supply depending on the availability of water. Water avail- able from the Second Supply Pipe-line is conditioned upon adequate in-stream flows in the Green River. The expansion of storage behind Howard Hansen Dam will help mitigate the seasonal variation in available water. 1'he City should carefully monitor this project's progress to ensure that water will be available to meet future needs as identified in this Plan. Water Resources The District's water service area is located in the southwest corner of King County. As of Apri130, 1997, the District was serving a residential population of approximately 97,000 through 25,61�0 (1996 total) connections. The water system includes approximately 450 miles of water main, 20 active wells, and 12 storage tanks. The average daily use is about 10.6 MGD. The District's existing water sources are predominately groundwater supplies that originate from four aquifer systems: the Redondo-Milton Channel Aquifer; Mirror Lake Aquifer; Eastern Upland Aquifer; and the Federal Way Deep Aquifer. The Water Plan estimates that combined production limit for these aquifers on an average-annual basis is 10.1 MGD during average precipitation and 9.0 MGD during a simulated 10-year drought. The current peak-day combined pumping capacity is 31.0 MGD. Since 1991, the District has been buying surface water ftom Tacoma Public Utilities to supplement and conserve goundwater supplies. Water Quality Historically, the District has not had to treat its water supplies before distribution. Groundwater quality has generally been sufficient. Chlorination of the ground- water (for regulatory purposes) is the only treatment that has been �rovided by the District at Well sites 15/15A, 19/19A, and 21. Chlorination has been implemented at these sites only during times when the District blended groundwater with imported water from Tacoma. The Surface Water Treatment Rule requires purveyors to maintain chlorine residual within the portions of the distribution system receiving surface water. 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 Chapterl0 of the Water Plan. Regulations that are prompting future treatment of the District's ground- water supplies aze the Lead and Copper Rule, the anticipated Ground Water Rule, and Surface Water Treatment Rule due to the increased distribution of surface water throughout the District's distribution system. Storage Improvements According to the Water Plan, storage is adequate at this time. For storage analysis, extended-period simulation modeling was conducted to evaluate the storage drawdown during fire flow events and to evaluate storage equalization during multiple-day periods of maximum-day demand conditions. The storage analyses model was conducted using the Backup Power Approach, which is sum-marized in Chapter 9 of the Water Plan. Improvement requirements based on the storage analyses include: installation of backup power at certain wells; seismic upgades of the 312'" Street tank; and installation of additional boosting capacity to the 578 system (presumably near the intersection of 23`� Avenue South and South 320�' Street). Revised 2000 V1_28 Federal Way Comprehensive Plan - Capital Facilities 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, rate adjustments to reduce summer and pealc day consumption, and every third-day lawn watering calendars. At present, the conservation progam is voluntary, but certain mandatory curtailment measure may be implemented in the future if extreme conditions wanant such measures. The District will also work with the City to introduce water conservation measures by amending the zoning and building codes. These measures could include a requirement for low flow showerheads and toilets, landscaping with reduced irrigation needs, and use of reclaimed water for irrigation. 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 comply with its own Water Plan and to support regional decisions on population growth and land use. The District has utilized a very conservative approach in budgeting for the CIP by utilizing the growth projections utilized by each of the jurisdictions located within the District, even though growth over the past six years has been significantly below what has been planned for (actual growth in connections has been about one percent per year). If growth con- tinues as it has over the past six years, some projects identified in the CIP may not need to be built as scheduled. 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. As part of the 2000 budget process, the Board of Commissioners authorized consultants to prepare a rate study, which incorporated all phases of Capital and Operations. Based on this study, subsequent discussion, and input from a public hearing, the Board raised water rates by eight percent. A gortion of the rate increase provides for the additiona, operating costs that aze anticipated upon completion of the budgeted CIP. The rate related revenue increase is intended to cover anticipated operating and capital costs over the next three years. The District has identified several significant capital improvement projects in its Water Plan. The scheduling of these projects is included in the Lake- haven Utility District's 2000 Adopted Capital Improvement Projects (CIP) (Table YI-10, Map VI-10, and Map YI-11). T'he District has approximately $26 million in the bank to be utilized for Capital Projects and Operations. In addition to this money, 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 increase rates, if necessary, to best meet the needs of its customers. 6.4.3 SEWER SYSTEMS The District's Comprehensive Wastewater System Plan was updated in 1999. The Wastewater Plan, and any future amendments, are incorporate3 into this Plan by reference. The Lakehaven Utility District serves an area that includes the unincorporated areas east and north of the existing City limits of Federal Way. Map YI-12 shows the District's sewer service area. • • • Revised 200o vi-2s Fed�ay Comprehensive Plan — Capitai Facilities • Table VI-l0 Lakehaven Utility District 2000 Adopted Capital Improv�ment Projects — Water Department (in thousands of 1999 dollars) • Project Project Description/ Pre-2000 2000 2001 2002 2003 2004 2005 to Total Map Rank Na Project Title Estimate Budget Estimate Estimate Estimate Estimate 2009 Costs Ref. Estimate SOURCE OF SUPPLY 10 98831300 ASR Testing/Test We1130T 92 300 392 W-1 11 Test We1131T 100 100 W-2 12 Test We1132T 160 160 W-8 15 96020300 OASIS Program 50 50 140 240 1 98765300 NE Tac/FW Transmission 'n 14,371 1,200 15,571 W-3 2 98820300 Tac/FW Transmission Main Connection Fac 503 255 758 W-4 3 95011300 Balance of Second Supply Project 622 65 687 W-5 14 91060300 Auburn Intertie No. 1 203 18 18 19 258 W-6 7 Well 10/l0A Electrical Upgrades/Gen 30 914 944 W-10 8 Well 15/15A Electrical Upgrade 30 255 285 W-7 99230300 Well 18 Electrical Upgrade 102 102 9 Well 16 ElectricaUStructural Upgrade/Gen 30 397 427 W-9 Standby Power — Wells 25 & 17B 404 20 170 594 4 99214300 Conosion Control —14 Wells 180 150 330 W-11 5 99054300 Disinfection —19 Wells 449 150 599 W-12 6 99104300 Iron 8c Mang Sequestering —19 Wells 315 150 465 W-12 16 Central Chemical Storage Facility (?) 40 475 515 W-13 Filt of Green R Water at Well 19/19A 15 14 14 15 58 96304300 Well 19A Treatment 0 0 0 0 0 97361100 Well 9 Treatment/Iron & Man Removal 1 2 2 1 6 96261300 Well 29 Site Development 18 17 17 18 70 13 Undef Well Upgrades 100 100 100 100 100 500 1,000 Seattle Intertie 0 0 0 0 0 VFD's for Pumps for Peak Supply 145 145 146 436 Total Source of Supply 16,774 4,489 841 316 468 134 975 23,99'1 MnINs 3 Gen Pre-Design for Road Projects* 25 25 25 25 25 125 250 93035300 S 312 St Water Main Relocation* 433 433 2 92109300 23 Ave S Water Main Relocation* 10 20 30 W-15 97385300 S 304 St/Military Rd WM Relocation* 218 218 1 98865300 SR161 WM Reloc — Stg 2: 360 -384 * 108 105 440 455 1,108 W-17 Revised 2000 VI-30 Federal Way Comprehensive Plan — Capitai Facilities Revised • � � • Feder�y Comprehensive Plan — Capital Facilities Project Project Description/ Pre-2000 2000 2001 2002 2003 2004 2005 to Total Map Rank No. Project Title Estimate Budget Estinnate Estimate Estnnate Estimate 2009 Costs Ref. Estimate 97100300 Admin Bldg Remodel & Seismic (50%) 150 150 98990300 MIS Projects (50%) 50 39 23 23 23 23 115 296 Enterprise Software Project 345 46 391 Mailing Maching/Misc Admin (50%) 23 23 Meter Replacement Program 179 179 179 179 179 895 Field Maintenance Allocation (includes vehicles) 299 299 Electrical Division Misc 4 4 1 Lakehaven Center Remodel (50%) 10 40 50 W-26 8 Franchises 2 2 2 4 10 9 Miscellaneous Easement Acquisition 0 2 2 2 2 2 10 20 312 St Tank Seismic Upgrade 137 137 W-27 6 Miscelianeous Equipment (WOE Dept) 41 41 Totat Other Intangibles 1,490 1,174 406 258 404 414 996 5,142 ENmt�rtc�t Cr�rrrnt 1 Emergency Capital (Water-Capital) 100 100 100 100 100 500 1,000 Total Emergency Capital 0 100 100 100 100 100 500 1,000 TOTAL WATER CIP 20,031 7,560 3,499 3,303 3,332 3,263 14,701 55,689 *Not Projecu Lakehaven Utility District is Lead Agency On Shaded Projects Are New 1'his Year Revised 2000 VI-32 Federal Way Comprehensive Plan — Capital Facilities inventory of Existing Facil�ties The sanitary sewer system is comprised of three major components: the trunk collection system, the pump station system, and the treatment plants. The trunk system collects wastewater from drainage basins and conveys it to the treatment plant primarily by gravity flow. In areas where using 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. Map YI-13 describes the location of these components of the sanitary sewer system. T'he existing collection system consists of approximately 275 miles of sanitary sewer pipes, 6,400 manholes, 27 pump staxions, 6 siphons, and 2 secondary wastewater treatment plants. The system has been constructed over a number of years, as dictated by development trends in the area. The system is divided into 7 primaty basins and 40 small sub-basins. The two largest basins, Lakota and Redondo, flow to the District's wastewater treatment plants. The remaining basins currently discharge to other utilities for treatment and disposal. The District currently has the capacity in all the major components of the system to accommodate the existing demand for service. Forecast of Future Needs Population forecasts are based on the adopted land use plans of the various jurisdictions within which the District operates. They are presented by drainage basin to allow for evaluation of the system and consideration of future improvement alternatives. As of 1997, there were approximately 109,000 residents within the District's corporate boundary. The population is projected to increase to nearly 121,000 by 2003, and almost 150,000 by 2017. An estimated 7,500 on-site wastewater disposal systems are in operation within the District's corporate boundary. It is anticipated that service will be extended to these unsewered areas as on-site systems become less viable to maintain and/or new development requires public sewers. The average daily flow from the District is currently (1997) estimated at 11 MGD and is expected to increase to nearly 13 MGD by 2007, 15 MGD by 2017, and nearly 25 MGD at full development. Peak flows, including infiltration and inflow (I&I) are estimated at 21 MGD in 1997, 33 MGD by 2017, and 48 MGD at full development. Hydraulic capacity at both sewer plants is estimated to be available up to the original design peak hour capacities of 22.2 MGD for Lakota and 13.8 MGD for Redondo. Location and Capacities of Future FCCl�ltl@S The District develops a capital improvement projects (CIP) summary as a part of the annual district budget process. This CIP lists individual capital projects for the succeeding 10-year time frame. T'he CIP prioritizes the projects according to the system needs. Also included in this list of projects are the ones that are continued from previous years. A list of these capital projects can be found in the District's 2000 Adopted Capital Improvement Projects (Map VI-14 and Table VI-11). 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. In addition, the utility is required to comply with its own Comprehensive Wastewater System Plan and to support regional decisions on population growth and land use. The District updates its capital improvement program annually as part of the District's budget process. For specific information on the Finance Plan, please refer to the District's most recent capital improvements program for revenue and cost information related to the District's proposed capital projects. The District has approximately $26 million in the bank to be utilized for Capital Projects and Operations. In addition to this money, the District has depreciation, interest income, assessment income, and connection charge monies that it can utilize for funding their CIP. � � � Revised 2000 VI-33 CITY OF FEDERAL WAY COMPREHENSIVE PLAN • 1999 WATER WELL CIP LOCATION MAP CAPITAL FACILITIES ELEMENT Legend: �''•�' Federal Way City Limits ��� Potential Annexation Area . ' ' . ' Lakehaven Water Service Area � ••'~'•.•'° Lakehaven Utility District ��`.•� Mirror Lake Aquifer 0 Wells W-# Map Reference Number -- SCALE -- 1 Inch equals 4,775 Feet Source: Lakehaven Utility District � cmr oF G ' �' E� - v� � GIS DIVISION MAP VI-10 NOTE: This map is intended far use as a graphical representation only. The City of Federal Way makes no warranry as to its accuracy Jurre 2000 $Nlcpmaps/wwcipt.aml CITY OF FEDERAL WAY COMPREHENSIVE PLAN i 1999 WATER CIP LOCATION MAP CAPITAL FACILITIES ELEMENT Legend: �'�•�' Federal Way City Limits /�� Potential Annexation Area . ' ' . ' Lakehaven Water Service Area � ••'~'•.••° Lakehaven Utility District /�/ Approximate Extent of Pipe Construction W-# Map Reference Nurnber � SCALE � 1 Inch equals 4,775 Feet Source: Lakehaven Utility District U em oF G � `� � ` - � Ep - v Y � , GIS DIVISION MAP VI-11 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy June 2000 SNlcpn CITY OF FEDERAL WAY COMPREHENSIVE PLAN • LAKEHAVEN SEWER SERVICE AREA AND BASINS CAPITAL FACILITIES ELEMENT • Legend: �'���' Federal Way City Limits /�� Potential Annexation Area .•"•. ••' . �. Lakehaven District Boundary ,••�' Lakehaven Sewer Service Area �''�,•� Lakehaven Sewer Basin Areas -- SCALE -- 1 Inch equals 4,700 Feet 5ource: Lakehaven Utility District � emr oF G _ — � ��- F� �/� � GIS DIVISION MAP VI-12 NOTE: This map is intended for use as a graphical representation onry. The City of Federal Way makes no warranty as to its ac�uracy Map printed February 2000 SN/cpmapsllssaaml � CITY OF FEDERAL WAY COMPREHENSIVE PLAN C� SEWER UTILITY MAJOR COMPONENTS CAPITAL FACILITIES ELEMENT Legend: �''•�'� Federai Way City Limits ��� Potential Annexation Area . ' ' . ' Lakehaven Sewer Service Area ••' Lakehaven Utility District � a � � SEWER FEATURES Pump Station Lift Station Treatment Plant --- SCALE � 1 Inch equals 4,775 Feet Source: Lakehaven Utility District • «noF G —�- EO � �Y O13 DIVISION MAP VI-13 NOTE: This map is intended for use as a graphical representation onry. The Ciiy of Federal Way makes no warranry as to ks aceuracy Map printed February 2000 $Nlcpn CITY OF FEDERAL WAY COMPREHENSIVE PLAN � 1999 WASTEWATER CIP LOCATION MAP Legend: �''•i � Federal Way City Limits /�/ Potential Annexation Area . ' ' . ' Lakehaven Sewer Service Area ••' Lakehaven Utility District � � 0 S-# CAPITAL FACILITIES ELEMENT SEWER FEATURES Pump Station Map Reference Number � SCALE — 1 Inch equals 4,775 Feet Source: Lakehaven Utility District cmoF G � �� � � Y � OIS DIVISIQN MAP VI-14 NOTE: This map is intended for use as a graphical representation only. The City of federal Way makes no warranty as to its accuracy June 2000 SN/cpr Fede�y Comprehensive Plan — Capital Facilities • Table VI-11 Lakehaven Utility District 2000 Adopted Capital Improvement Projects — Wastewater Department (in thousands of 1999 dollars) �� Revised 2000 VI-39 Federai Way Comprehensive Plan — Capital Facilities Revised� • • VI-40 . � Feder�y Comprehensive Plan — Capital Facilities Revised 2000 VI-41 � Federal Way Comprehensive Plan — Capital Facilities Additionally, the District can bonow money or increase rates, if necessary, to best meet the needs of its customers. ■ The Fire Department provides a full building inspection service for fire code compliance. � As part of the 2000 budget process, the Board of Commissioners authorized consultants to prepare a rate study, which incorporated all phases of Capital and Operations. Based on this study, subsequent discussion, and input from a public hearing, the Board raised wastewater rates by eight percent. A portion of the rate increase provides for the additional operating costs that are anticipated upon completion of the budgeted CIP. The rate related revenue increase is intended to cover anticipated operating and capital costs over the next three years. 6.4.4 FIRE FACILITIES This section summarizes the Federal Way Fire Department, Long Range Plan (The Fire Plan). The Fire Department provides service to the entire City and surrounding unincorporated area. Services include fire suppression, fire prevention (building inspectic►n and public information), emergency medical, and communications center for 911 emergency calls. The Fire Plan identifies and programs improvements that are necessary to maintain existing service standards and to meet the needs of future residents and businesses. The Department's Fire Plan, and future updates, are adopted by reference in this Plan. The Fire Department provides fire suppression service to the entire City. In order to do this, the Department has adopted the following LOS standards: ■ An emergency response time of less than seven minutes, 80 percent of the time �response time is measured from the time that the call is answered until the first apparatus in on the scene). ■ Each emergency fire response should include a minimum of two fire fighting vehicles and four fully equipped and fully trained crewmembers. ■ Each emergency medical response should include a minimum of one response vehicle and two fully- equipped and fully-trained crew members. 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 to ensure that adequate fire flow is always available. The Water System Plan analyzes "fire flow" 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 taxes. Emergency Medical Services are pro- vided as a marginal cost to the fire department as fire facilities are utilized to provide this service to the community. Although there are no dedicated facilities planned for provision of EMS, three aid cars are scheduled for replacement in the year 2003 at a projected cost of $336,000. The section on funding (Funding Plan) addresses how 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 VI-1 S. 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 • � Revised 2000 VI-42 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � FEDERAL WAY FIRE DEPARTMENT #39 �� � Federal Way City Limits /V� Potential Annexation Area • LJ � � 0 CAPITAL FACILITIES ELEMENT Fire Department Boundary Existing Fire Station Locativns Proposed Fire Station Locations emroF G - — ��- E�F1�AL_ � '�Y (�i1S DIVISION MAP VI-15 NOTE: This map is intended for use as a graphical representation onry. The Ciiy of Fetleral Way makes no warranry as to its accuracy Map printed February 2000 $N/cpmaps/firedist.aml Federal Way Comprehensive Plan — Capital Facilities C� • � U 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. 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. During the 1990's, structure fires have declined. The challenge for the Fire Department will be to manage fixed-cost investments, such as new stations, an�l to �e flexible in its ability to meet fluctuating call volumes. Location and Capacity of Expcnded or New Facilitjes During 1996, an annexation by the City of Des Moines impacted the Federal Way Fire Department. The Des Moines annexation (Woodmont/ Redondo) could cost the Department an estimated $500,000 annually, although a contract for services between the Department and Fire District #26 provides continued funding to the Department in exchange fo�� continued fire protection from the Department for those areas. It is unclear how long this relationship will remain in existence. If either party should give the required 12- month notice to eliminate the contract, District #26 would take ownership of Station #6 (27010 15th Ave- nue South). The Department has purchased property at South 288th and Interstate 5 as a contingency against that possibility. This would accommodate the building of a new station that is more centrally located in the north end of the City. This realignment of stations, response areas, and revenues would require closure of Station #5 (4966 South 298th). Second, the Department may have need for an additional station in the south end of the City in the vicinity of 356th and Pacific Highway. If this area continues to experience significant commercial growth, the Department anticipates that the calls for service 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 this area through a swap of properties with Lakehaven Utility District to assure future availability of a station site. 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 caz, with room for growth dictated by LOS demands. It may also be appropriate to provide a public meeting room and an office for community policing iri new facilities. The cost of these facilities is approximately $1,500,000. Equipment would be in the range of $500,000 for a new station in the south end. Equipment for a new station in the north end would be provided from the closures of Stations 5& 6. Funding Plan The Fire Department has established a capital reserve fund for the systematic replacement of all capital equipment. These reserves aze funded from the annual revenues of the Department. The Department also has established a goal of a minimum of three paid fire fighters on each fire apparatus. 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. This plan adopts by reference the Department's Fire Master Plan as well as the annual capital improvements program update. 6.5 GOALS AND POLICIES The goals and policies in this section implement the State's Growth Management Act requirements and the CWPP's. The City of Federal Way takes responsibility for implementing only those goals and policies for services provided by the City. Revised 2000 �/�-q4 Federal Way Comprehensive Plan — Capital Facilities Special service districts, such as the school, utility, and fire districts, 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 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. CFGl Annually update the Capital Facilities Plan to im�lement the Federal Way Comprehensive Plan by coordinating urban services, land use decisions, level of service standards, and financial resources with a fully funded schedule of capital improvements. Policies CFPl Provide needed public facilities and services to implement the City's Comprehensive Plan. Balancing existing capital facilities needs with the need to provide additianal 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. Clearly, tough priority decisions are facing Federal Way policy-makers. Policies CFP8 Give priority consideration to projects man- dated by law, and those by State and Federal agencies. CFP2 Support and encourage joint development and use of community facilities with other govern- CFP9 Give priority consideration to subsequent mental or community organizations in areas phases of phased projects when phase one is • of mutual concern and benefit. fully funded and under construction. CFP3 Emphasize capital improvement projects that CFP10 Give priority consideration to projects that promote the conservation, preservation, renovate existing facilities and preserve the redevelopment, or revitalization of community's prior investment or reduce commercial, industrial, and residential areas maintenance and operating costs. 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 Comprehensive Plan. 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 maintenance and operation funding. CFPll 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 urbanize. � Revised 2000 VI-45 Federal Way Comprehensive Plan — Capital Facilities It is crucial to identify, in advance of development, • sites for schools, parks, fire and police stations, major storm water facilities, greenbelts, open space, and road connections. Acquisition of sites for these facilities must occur in a timely manner and as eazly 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 Comprehensive Plan. CFP14 Give priority consideration to projects needed to meet concurrency requirements for growth management. CFP15 Plan and coordinate the location of public facilities and utilities in advance of need. CFP16 Implement a concurrency management sys- tem €e� 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. CFP17 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. CFP18 Coordinate future economic activity with planning for public facilities and services. CFP19 Purchase property in the Potential Annexation Area and keep it in reserve for future City parks and surface water facilities. Goal CFPG4 Provide adequate funding for capital • facilities in Federal Way to ensure the Comprehensive Plcm 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 balan- cing the capital facilities budget: increase revenues, decrease level of service standards, decrease the cost of the facilities, decrease the demand for tti� public service, or reduce the rate of growth and new development. Policies CFP20 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 deficien- cies; and (3) providing new or expanding existing facilities to serve new growth. CFP21 Use the Capital Facilities Plan to integrate all of the community's capital project resources including grants, bonds, general funds, dona- tions, impact fees, and any other available funding. CFP22 Ensure that long-term capital financing strategies and policies are consistent with all the other Comprehensive Plan elements. CFP23 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 and transportation. CFP24 Promote a more efficient use of all public facilities by enacting interlocal agreements which facilitate joint maintenance and operations of those facilities. Revised 2000 VI-46 Federal Way Comprehensive Plan — Capital Facilities CFP25 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 raising property tax levy rates. ■ Decrease level of service standards to a level that is more affordable. ■ Decrease the cost of the facility by changing or modifying the scope of the project. ■ Decrease the demand for the service or facilities by establishing a moratorium on development, focusi� development into areas where facility capacity is available, or changing project timing and/or phasing. CFP26 Aggressively pursue grants or private funds when available to finance capital facility projects. CFP27 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 ec�nomic 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 annually reviewed and amended to verify that fiscal resources are available to provide public facilities needed to support adopted LOS standards. Policies 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 Comprehensive Plan direction. CFP29 Review, update, and amend the Capital Facilities Plan annually. Respond to changes in the rates of gowth, new development trends, and changing City priorities, budget, and financial considerations. Make provisions to reassess the Comprehen- sive Plan periodically in light of the evolving Capital Facilities Plan. Take appropriate action to ensure internal consistency of the chapters in the plan. CFP30 Continue to coordinate with other capital facility and service providers to ensure that all necessary services and facilities are pro- vided prior to or concurrent with new growth and development. Goal CFPG6 Manage the Surface Water Utility in a manner that makes e�cient use of limited resources to address the most critical problems ftrst, and which expresses community values and priorities. Policies CFP31 T'he 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. CFP28 Monitor the progress of the Capital Facilities Plan on an ongoing basis, including the completion of major maintenance projects, ■ Maintain local control and flexibility in policy/program implementation. ■ Provide consistency with CWPP's. u � Revised 2000 VI-47 Federal Way Comprehensive Plan — Capital Facilities � 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 ma.king. ■ Reviewing technical documer�ts. • 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. CFP35 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. CFP36 The Utility will continue to strive to minimize the use of loans to fund necessary CFP37 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 gants will be used to leverage local funds when feasible. Rates shall be set at the lowest level necessary to cover Utility program expenses, meet levels of service identified in the "Comprehensive Service Water Management Plan," meet debt coverage requirements, and sustain a reserve balance consistent with these policies on a long-term basis. � CFP32 The Utility's funds and resources sha11 be managed in a professional manner in CFP38 accordance with applicable laws, standards, and City financial policies. CFP33 The Utility shall remain a self-supporting enterprise fund. CFP34 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 renewaUreplacement or additions to current infrastructure and facilities. 4) Projects necessary for resource � protection and stewardship. Utility rates shall be evaluated annually and adjusted as necessary to achieve Utility financial policy objectives. CFP39 Utility rates will allocate costs between different customer classes on an equitable basis. CFP40 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. CFP41 Rates shall be uniform for all Utility customers of the same class throughout the service area. CFP42 Rate assistance programs may be provided for specific low-income customers. Re���d 200o vi� Federal Way Comprehensive Plan — Capital Facilities CFP43 The Utility's annual budget and rate recommendations shall provide funding for the following reserve components: A working capital component based on 45 days 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 reimburse- ments that may be received from Federal Emergency Management Act grants, the City's General Liability Fund, or other external revenue sources. � • • � Revised 2000 VI-49 City Center �__ __�___ . J C�1 __ ����L - �_ — �- _ _ -� �- _ ---- � � �--- � � ,__ , . . �. � �--_- ------------------ C � � 0 � C O .� i� .,..� ' :s � O ` �L Federal Way Comprehensive Plan — City Center � 7.0 INTRODUCTION to conserve natural resources and enable efficient pro- vision of services and facilities. Within urban growth areas, focus gowth in compact communities and centers in a manner that use"s land efficiently, provides parks and recreation areas, is pedestrian-oriented, and helps strengthen communities. Connect and serve urban communities with an efficient, transit oriented, multi-modal transportation system." King County's Countywide Planning Policies (CWPP's) support this goal by encouraging: ■ Establishment of an urban center that is a vibrant, unique, and attractive place to live and work; ■ Efficient public services including transit; and ■ Responding to local needs and markets for jobs and housing. The CWPP's define urban centers as concentrated, mixed-use areas, a maximum size of 1'/2 square miles (960 acres), and oriented around a high capacity transit station. At build-out, the policies envision that the center would contain a minimum of 15,000 jobs within'/z mile of the transit center, 50 employees per gross acre, and an average of 15 households per acre. The urban center policies also call for: ■ Adopting regulations which encourage transit use and discourage the use of single-occupant vehicles; ■ Emphasizing the pedestrian features and promot- ing superior urban design; ■ Providing sufficient public open spaces and rec- reational opportunities; and ■ Uses that provide daytime and nighttime activities. CWPP's recognize that with this growth will come an increased need for infrastructure. The policies, therefore, indicate that priority will be given to ensure the development of additional transportation and other infrastructure improvements necessary to support new, concentrated growth in urban centers. Federal Way's City Center Plan presents concepts and strategies for creating a defmable and vibrant "City Center" for Federal Way and an"urban center" for Southwest King County. The plan integrates the community's vision for a City Center with the Puget Sound Regional Council's (PSRC) adopted. VISION 2020 plan, and King County's Countywide strategy for developing a network of centers. In this Plan, the term "urban center" is used consistent with the VISION 2020/King County definition, or to refer to the general characteristics of a sub-regional center. The term "City Center" applies specifically to Federal Way's proposed center, which includes a City Center core area and frame area. Only the City Center core area is intended to meet the requirements of an urban center. Purposes � The principle purposes of the Federal Way City Center Plan 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; ■ Support development of an extensive regional transportation 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. Background � The VISION 2020 Plan (1995 update), Regional Goal #1 states, "Locate development in urban growth areas During a series of community workshops, which are described in chapter one, participants helped to develop a"vision" for Federal Way's future. This vision includes the creation of a City Center. With the support of the residential and business community, Revised 2000 VII-1 Federat Way Comprehensive Plan — City Center Federal Way nominated itself to contain an urban center. Nominations were reviewed by the Growth Management Planning Council (GMPC), which con- firmed the Federal Way City Center core area as an urban center in 1994.1'he urban center designation will help Federal Way gain access to County funds needed to provide infrasttucture as the City Center grows. The Role o�f th� City Center in Federal Way's Future There are several reasons why a definable, vital City Center is an important part of Federal Way's future. These include: Community Support — The Federal Way community has made the City Center a significant part of its vision. Participants in community workshops helped to develop a vision for Federal Way's future. A keystone of that plan is an attractive, multi-faceted City Center providing the setting for civic features and commercial activitiFS. Economic Development — Federal Way's economic development strategy relies on a strong urban center. As discussed in the Economic Development chapter, 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. Natural Evolution — The development of a more intensive, multi-use urban center is a natural step in Federal Way's evoh�tion. Most new centers start out as bedroom communities. Retail businesses develop first; office and industrial activities next begin to locate at key transportation crossroads, adding jobs and strengthening the employment base. Federal Way has experienced all evolutionary phases, with the exception of one. The final step is achieving a sufficient critical mass in the City Center to produce lively street activity; support specialty business, culturaUentertainment 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 will add this final essential step in this evolution. Growth Management — Developing a City Center is part of a regional strategy ta address Western Washington's growth management. Public policy malcers 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. As stated previously, concentrating future growth within the four county region into a number of centers (rather than a continued gattern of dispersion), linked by an efficient high capacity transit system, is one of the principal goals to manage this growth. 7.1 VISION STATEMENT In the year 2010, the Federal Way City Center has evolved into the cultural, social, and economic center of the City and has 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; liveable and affordable housing; increased retail, service, and office development in a compact area; a network of public spaces and parks; superior urban design; and a safe, essential, and vibrant street life. The City Center is responsive to the needs of its resi- dents. In addition to general services that draw people from outside the region, such as retail, office, 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 which accommodates automobiles, public transportation, high occupancy vehicles, pedestrians, bicyclists, and integrated parking. Pedestrian and bicycle 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 u �� C � Revised 2000 V11_2 Federal Way Comprehensive Plan — City Center • � � number of jobs and residences to be located within close proximity to transit and a High Capacity Transit Station (HC'I�, thus, reducing dependency on the automobile and improving pedestrian mobility. 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 includes medium high-rise residential buildings, which help to meet a significant portion of the community's housing needs. 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, in addition to a 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. T'he 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. Goals for the City Center Plan The goals and policies of the rity Center Plan are derived from those of the Citywide Comprehensive Plan. The Comprehensive Plan addresses in greater detail the framework of regional plans and legislation which direct planning in Federal Way. It also discusses the basic policies addressing housing, parks, recreation, and commercial development. T'his plan builds on these policies, and provides specific recommendations and actions necessary to facilitate the development of the City Center. The following goals provide overall direction to policy makers and community members when making choices abouf growth and development within Federal Way's City Center. Additional goals and policies are located throughout this chapter, providing specific direction on other matters discussed. No set of goals or policies can address all potential issues that may arise in the course of implementing this Plan. Therefore, while these are fundamental to the Plan, they are not sacred and may need to be revised as situations warrant. Goals CCGl Create an identifiable City Center that serves as the social and economic focus of the City. Define a City Center with distinct bound- aries, unique building types, and special features. CCG2 Attract a regional market for high quality o�ce 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 Connect the City Center to a convenient regional transit system. Provide service between centers and nearby areas by an e�cient, transit-oriented, and multi-modal transportation system. CCG4 Create distinct districts within the City Cen- ter, defining the roles and characteristics of each such district. CCGS Encourage a mix of compatible uses to maintain a lively, attractive, and safe place to live, worl� and visit. CCG6 Focus on improving the existing character and image of the City Center. CCG7 Encourage housing opportunities in mixed residentiaUcommercial settings. Promote housing opportunities close to employment. Revised 2000 VII-3 Federal Way Comprehensive Plan — City Center CCG8 Develop land use patterns that will encourage less dependency on the single occupant automobile. CCG9 Create an errvironment oriented to pedes- trians and bicyclists. CCG10 Create an environment that attracts high quality housing, commercial, and o�ce uses. Develop requirements for buildings, streetscape, and site design. CCGll Create policies and regulations to reduce the amount o, f parking that is required. CCG12 Protect and enhance natural features of the area. 7.2 EXISTING CONDITIONS City Center Planning Area The City Center planning area is approximately 414 acres in size and is bounded by South 312th Street, South 324th Street, Interstate 5, and l lth Place and 13th Avenue South (see Maps Vll-1 and YII-2). The City Center Core and Frame areas are 209 and 205 acres, respectively. General Image The City Center is not currently an identifiable down- town or urban center. The existing commercial devel- opment within the study area is typical of suburban strip retail and mall development. The dominance of mass retailing has lazgely shaped the commercial core. The SeaTac Mall and spinoff retail centers are a regional destination and generate tremendous amounts of physical and economic activity. However, as is the case with most older suburban mall areas, the existing City Center area could be anyplace. It is similar to hundreds of other commercial centers across the country. The businesses do not connect to each other, nor to public and private spaces, residential neighbor- hoods, or civic uses, except by automobile. Map Vll Developments essentially reflect 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. • • � Revised 2000 VII-4 Vicinity Map u ��� �- �a ��� �� ��� �� �� � � 12thS�s �I� � D� �� ���' &� ��PA� � . �m � ' m m a` � � � � � � • a e-������ �, � � I �• � � � °� Q I 7 � e�t � 1 � ���� � •� � �� S �� �� ; � 8� A � ° Ci � �' � I � y �� -v9 � �'� �� � ��� � .��� �� ���';� I� a d � � I � � � � V � � � � � � � � �� �������•�� �e � � �� ���������i� e )� � � �g��m��s�� � /! � � ����.����s�� e � � �'��m�m�r�ep� i ■ Map VII-2 Boundaries of City Center Area ,��m �i��`�.�� ° ��; � �t��,q��'° a � � �" �° ° �� i i � � c� � � �, � � `� �a� m � a � � � I o —_.a� ��T ���oa� � �s,� o.i s.�� ■ �.� S 312th ST �?� � �— — � � � n � � �� s�,�.;� y ��v , .. 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Prepared by: City of Federal Way, GIS Division 0 500 1,000 Feet �.� �. � � GI� S� N Federal Way Comprehensive Plan — City Center The current network of collectors and arterials, and the disjointed over-sized block grids within the existing commercial area, contributes to significant traffic congestion. The character of the street environment is also unfriendly to pedestrians. Signs proliferate the South 320th Street and State Route 99 (SR-99/Pacific Highway South) corridors. Some signs are as prominent as the buildings they purport to call attention to. The number and size of signs produce a negative effect on the visual image of the City. However, this is changing due to the City's sign amortization program. The City Center does not contain a significant residen- tial population. Pockets of residential housing exist between South 312th and 316th Streets, and SR-99 and I-5. Figure VII-1 depicts an aerial view of the City Center area looking south from the northwest corner of the City Center boundaries. Physical Conditions Land Use Most of the study area is currently developed and consequently, most new development in this area will displace existing low intensity uses. Buildings are dispersed throughout the area and lack pedestrian connections to each other and public rights-of-way Current (and use patterns favor auto-oriented commercial activity. The primary use in the City Center area is retail, followed by office, manufacturing, then residential. SeaTac Mall 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 2000. Public and civic uses are scarce, with only four publicly owned non-park sites (the bus barn site north of l lth Place South and South 320th Street; Truman High School, northwest of South 317 Street and 28th Avenue South; King County Library, 848 South 320th Street; and Federal Way School District Administrative Offices, 31405 Pacific Highway South). Parks, Open Space, and Natural Systems There are no public spaces within the City Center. Private green spaces, plazas and meeting spaces are few. Steel Lake Park to the northeast and Celebration Park to the southwest are on the perimeter of the City Center. Even though these parks are within walking distance of the City Center, they also serve, or will serve, as regional facilities in addition to serving local needs. The only other open space areas where natural systems are evident include the wooded edge of Interstate 5 on the eastern edge of the City Center. Civic Buildings and Municipal Facilities The City Center contains one civic or municipal facility i.e., the Public Library. 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. Klahanee Senior/Community Center and City Hall are located a few miles southwest of the City Center at 33901 9th Avenue South and 33530 lst Way 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. Table VII-1 Gross Floor Area of Land Uses Ciry Center, Apri12000 Use Total Square # Units # Rooms Footage Office 195,587 Retail 2,153,192 Hotels 369,377 655 Movie Theatres 67,730 Industrial 44,675 Institutional 78,660 Single Family 980 1 Multiple Family 582,660 891 • �J � Revised 2000 VII-6 • Map VII-2 Boundaries of City Center Area r �i � ���a �' ♦�(..r� ' �� e Iw7w� '. �* e e� � '��� ' � � � � ''" ' ■ �. � � e • � . � r ' �, `• � y `; = �� � • � �' : + � s �. � ii r � � �� �• 1 ■.` I �� �. � , � T :� .... .. ., ,��, ; ;, r_�. ■ � s f°+ ��/�* f�rr� b. _, � � � � ' ■ ■ �� � � ■ ■ sr � y , '� � � � —� N r,� �_ � �] e. � , - � � 7� ,,� � ' J .w� ■ � 1 �'• � � ■ �� • • j � � Pavillions � � � � . 1 ♦ � ' , Centre ■ � i �r �♦ ss ; r a, • � Hillside '+ ,����� � ��'� a �� i N Plaza � �� ; ��� �►� s +� : � � � � � a d1i ti• S i��;1■ � � 9 s�SAS��4�! S� b � ���� 1� 1� � • • . • � s � 31 T 16th S � �_ � � � Narry S T �,� � '� �. L � Nlgh Scho ■ � , ��7r1��i� � r �a�� � �� � * ����-•�� i � � � � � ���,` �' —% j � � �'�� � 317th ST : � d .��.w..�.�..... � � � a ; -� �l��r��� � . W � ri8fBW2y � � - � . � Q80t@f � � � ' � ► � . � SeaTac ° � Center � � i ' 1 Village ■ Plaza - � � �i � i � � � � � 0 �` ' �' S 320t1� ,� s � � r * . � � � � � � � � � �� � T *� f ' �' .� � � n� N T .�� �� ■ � � Ross o � � � � Piaza � � a. ■ � �►; ' �� �'" i . �. . .. ,T � � . � � � T . �' '� Existing r � '� �� � � �� 4 R �` a � s r �c 5������► ������� �� �� �� � ■�� � �- � � M � � ��� � a �� f? . r �a M 1� R � 1 � � �a 'CC�� ■ � ' �1R �I�11, � ` � s�� .c M � � �,� � ` � Z �'" ����� - .. F �. _ - , ..,�� - � �� +`��� � : - ,. s �� u N ♦ . Legend Map Date: May, 2000. Prepared by: City of Federal Way, City Center Boundary G� Division 0 500 1,000 Feet � City Center � ' � ' ' Park � oFr� GIS DNISION This mao is accom�anied bv no warrantles. and is simcN a araohic reoresentation Federal Way Comprehensive Plan — City Center The current network of collectors and arterials, and the disjointed over-sized block grids within the existing commercial area, contributes to significant traffic congestion. The character of the street environment is also unfriendly to pedestrians. Signs proliferate the South 320th Street and State Route 99 (SR-99/Pacific Highway South) corridors. Some signs are as prominent as the buildings they purport to call attention to. The number and size of signs produce a negative effect on the visual image of the City. However, this is changing due to the City's sign amortization program. The City Center does not contain a significant residen- tial population. Pockets of residential housing exist between South 312th and 316th Streets, and SR-99 and I-5. Figure VII-1 depicts an aerial view of the City Center area looking south from the northwest corner of the City Center boundaries. Physical Conditions Parks, Open Space, and Natural Systems There are no public spaces within the City Center. Private green spaces, plazas and meeting spaces are few. Steel Lake Park to the northeast and Celebration Park to the southwest are on the perimeter of the City Center. Even though these parks are within walking distance of the City Center, they also serve, or will serve, as regional facilities in addition to serving local needs. The only other open space areas where natural systems are evident include the wooded edge of Interstate 5 on the eastern edge of the City Center. Civic Buildings and Municipal Facilities The City Center contains one civic or municipal facility i.e., the Public Library. 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. Klahanee Senior/Community Center and City Hall are located a few miles southwest of the City Center at 33901 9th Avenue South and 33530 lst Way South, respectively. Circulation • � Land Use Most of the study area is currently developed and consequently, most new development in this area will displace existing low intensity uses. Buildings are dispersed throughout the area and lack pedestrian connections to each other and public rights-of-way. Cunent land use patterns favor auto-oriented commercial activity. The primary use in the City Center area is retail, followed by office, manufacturing, then residential. SeaTac Mall 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 Apri12000. Public and civic uses are scarce, with only four publicly owned non-park sites (the bus barn site north of l lth Place South and South 320th Street; Truman High School, northwest of South 317 Street and 28th Avenue South; King County Library, 848 South 320th Street; and Federal Way School District Administrative Offices, 31405 Pacific Highway South). 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. Table VII-1 Gross Floor Area of Land Uses City Center, Apri12000 Use Total Square # Units # Rooms Footage Office 195,587 Retail 2,153,192 Hotels 369,377 655 Movie Theatres 67,730 Industrial 44,67 Institutional 78,660 Single Family 980 1 Multiple Family 582,660 891 • Revised 2000 VII-6 Federal Way Comprehensive Plan – City Center • • � Figure VI-1 Aerial View of City Center 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 inefficient hierarchy of streets feed these arterial roadways. The azea lacks a system of minor arterial and smaller collector streets that could difFuse traffic efficiently away from these two principal arterials. T'he irregular 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 tra�c. Transit Service — A minimum of 17 transit and dial-a- ride routes radiate from the City Center. However, service to the entire City Center is not the primary focus, especially during the peak periods of the day. A regional park and ride lot, located southwest of I-5 and South 320th Street, generates most of the area's transit ridership during peak periods of the day. Both King County/METRO and Pierce Transit serve this site. Revised 2000 VII-7 � --•----ti-�–'�~—'--r-41'�`�-z�--,�- ---..�.._ ��. . -- -- �---� Federal Way Comprehensive Plan — City Center Congestion on I-5, South 320th Street, and SR-99 demonstrates the need for an enhanced transit system. However, the existing low intensity and dispersed land use patterns will not support significant increases in transit service. T'he area also lacks transit facilities such as bus pullouts and waiting areas, and a pedestrian network to safe and direct access from transit stops. 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 which lack an adequate pedestrian network. For example, most of SR 99 and portions of 324th Streets and 23rd Avenue South lack sidewalks. A majority of walking that does take place in the study area occurs within malls and along store-fronts of shopping center strips. Sidewalks connecting storefronts to public walkways are lacking. The few sidewalks that do exist aze narrow, devoid of trees, and interrupted by numerous curb cuts. 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 cunent pedestrian environment is unfriendly and unappealing. The division which 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 fiustrated by the lack of safe storage facilities for their vehicles. Residential The City Center contains approximately 892 units of housing (listed in Table Yll-1, page VII-6), located primarily in the azea east of SR-99, south of South 312th Street, north of South 316th Street, and west of 28th Avenue South. Other residential neighborhoods surround the City Center area. West and south of South 320th Street and South 1 lth Place are pockets of multi-family housing. T'here are also single-family neighborhoods west of Highway 99 and north of the South 312th Street corridor. While these neighbor- hoods are not located immediately within the proposed City Center, they are located conveniently within walking, bicycling, or vehicular distance. They differ greatly in character and type. In 1997, two senior housing projects were constructed in the City Center Frame area.l'hese 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. The residents of these developments have easy access to several shopping opportunities and services in the City Center area. Infrastructure Most of the existing facilities and infrastructure were inherited from King County. Since the incorporation in 1990, the City has not yet been able to significantly improve infrastructure or increase the number of facilities in the City Center. However, as the City grows and implements the policies contained in its Capital Facility Plan, it will be able to direct investment to meet its growth objectives. In 1998, the City adopted new streetscape guidelines related to roadway profiles, streetlights, sidewalk widths, and street trees. In addition, in 1999, South 312�' Street between Pacific Highway South and 23"� Avenue South was widened to five lanes, and new sidewalks, street lighting, and street trees were added. At that time, a pedestrian crossing signal was also added at South 312�' Street and 23`� Avenue South. Additionally, the City is scheduling a significant amount of infrastructure in the City Center to accommodate future growth within the Urban Center. • � • Revised 2000 �/��-g Federal Way Comprehensive Plan — City Center � 7.3 THE LAND USE AND TRANSPORTATION CONCEPT FOR THE CITY CENTER The Concept Plan The concept is to redevelop the City Center and create a compact urban community and vibrant center of activity. The crux of the strategy is to promote a compact urban center with connections between where we live, work, and recreate, and create an urban environment that is amenable to walking, bicycling, and transit. The concept, a result of the citizen participation process called CityShape, implements the community's goals outlined in Section 7.1. In summary, the concept is to: ■ Establish a City Center to support high capacity transit (HCT) by locating residents and workers within convenient walking distance of HCT. .■ Make efficient use of existing capital improve- ments by concentrating higher intensity land uses in the City Center. ■ Encourage a mix of compatible uses where housing coexists adjacent to, above, or near commercial developments. ■ Create a dense residential community within walking and bicycling distance of the core. ■ Improve auto circulation in the City Center by completing the street grid, creating smaller blocks, and directing through traffic around the care, thus minimizing the impact of future growth on Citywide traffic patterns and congestion. ■ Reduce impact of parking by encouraging structured parking, reducing parking requirements, and implementing guidelines that enhance appearance. � ■ Create pedestrian and bicycle connections through- out the City Center and to surrounding neighbor- hoods. Provide a safe and inviting environment for pedestrians and bicyclists with direct connections between activities and transit facilities. Develop and/or reconstruct streets to include sidewalks, street trees, benches, garbage receptacles, screening of parking areas, etc. ■ Create a high amenity pedestrian boulevard through the core, linked to a transit center and providing an attractive civic focus to SeaTac Mall. ■ Provide a civic focus to create a sense of identity for all residents. Develop municipal and cultural facilities within the City Center core area. ■ Develop public spaces in the City Center, particularly the core area. Enhance the City Center with a network of public spaces and parks connected to the Citywide and regional system of open spaces, parks, and trails. Encourage gathering spaces in private development. Map VII-3 applies the principles described above. The Plan depicts the City Center core area between SR-99 and I-5 and South 316th/317th and South 320th and 324th Streets. The City Center core area contains a concentration of higher-density, mixed-use development. The City Center frame area surrounds the core along the west and north edges and provides higher density, mixed use neighborhoods (primarily residential) to support the core. It also provides a transition to surrounding single-family neighborhoods. High capacity transit runs through the middle of the City Center, and pedestrian pathways connect the HCT station with residential areas, future civic spaces, and the SeaTac Mall. Proposed Land Use Designations This section expands on the land use concepts described previously. The City Center plan proposes two different land use designations, each with its own distinctive characteristics, to guide evolution of the City Center, see Map VII-9. The City Center core and frame area designations give form to the concepts summarized in section 7.3. These land use designa- tions direct the location and extent of growth, and will reshape the nature of development, transforming the area into a compact, vibrant City Center. Revised 2000 VII-9 � �a�3 ���-� �h� Concept Plan � _ � , , , _ ' � � � ° � ,E:. �r�� � '� o o � �or�� _ ���� s ��a:, J ' ; i ��p �S ��'� _ `` � � � �' t�° � �� �� � r �: - � � a C� � � ,1 $ �e �� ' e J � ; : "�� � � ` ��1'�� �3 -�Q � ■. � � � � a� � � ^ 3 � �� °� ,; �m��� p��.�q � � _ - � e �, a 0 � o � � ,� �.� � ` � 12th ST .� � � , ���. • � : � •�oom�� � � ��.: � _ 3 � �� 9 .-�.� � �� 3 °mo � / �� . . _; W�3�f✓'dit ,j; '<� � a � : a �° ' � +' � : p � � ° "� � ,'' *� � s�, �P ,� � � �� -�° ° ° a ° �-� _' � � � � I �� � � � � � °� / � �• , � � �'� � Ja r! ' e ns � __._ _ _.} ."�. :. :> `��, `.- � i i � � �� � �—,'� � o� �� : �,� �� °�, - � o � �HiHside � cr� � : � � �, , �; � �,, � �� N � Za � � � Stee! 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Prepared by: City of FeC�r=, ';'a�.�i Gls Divis�cr � � 0 �uG �,uG=� ' ,�_ � ---__.__ i �� � � �Fr�_ VV cis nivisroN • Map VII-4 City Center Land Use Designations )p� �� ���j 9 0 � ° ° ����i 12th S�'� � � pE? ° ,'_1 �bP4 P��.��i 3 � . � . °6. 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Prepared by: � City of Federal Way, , GIS Division 0 500 1,000 Feet I � i ert*"F G � -� ```` �Erzr-�� I Y Y� GIS DIVISION � Federal Way Comprehensive Plan — City Center City Center Core Area For the last 20 years or so, lower density shopping ma(1 areas at the edge of the nation's larger cities have gradually been redeveloped and transformed into more dense urban centers, emulating the development patterns and sense of place of more traditional downtowns. This transformation, to an area with a unique character and improved image, is proposed for the core area. The intent of the core area land use designation is to create a higher-density mixed use "center" for Federal Way, and become an urban center as envisioned in VISION 2020 and the CWPP's. The CityShape vision calls for concentrating growth requiring a higher demand for infrastructure 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. The core area land use designation encourages a greater diversity of uses within mixed-use types of development. Traditionai City Centers are places where diverse office, retail, and government uses are concentrated, as well as cultural and civic facilities, community services, and housing. Many cities are advocating mixed-use development for a number of reasons. These include: ■ Providing new housing and cutting down on auto- mobile dependency by bringing work places and residences into close proximity; ■ Providing retail and service needs in close prox- imity to residential and employment areas; and, ■ Improving feasibility of a development project. The proximity of urban services makes housing projects more desirable and a nearby source of consumers help make a commercial project more profitable. Concentrating growth in a specific area also supports future investment in transit, including a regional HCT system. Existing low-density development does not generate sufficient levels of demand to justify HCT service. Promoting higher density uses within walking distance of transit facilities will improve the viability of this infrastructure. Additionally, concentrating the highest density of development in the core, where a significant number of jobs and residences will be within walking distance of a transit station, helps reduce dependency on the automobi(e and improve pedestrian mobility. The core area emphasizes pedestrian, bicycle, and transit mobility. The core area will be less auto-oriented than the frame area, but it will not be unfriendly to the use of automobiles. 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 should include an outdoor square, park, or commons, with public amenities such as fountains, sculptures, and unique landscaping. Other civic amenities or buildings, including a City Hall and/or a performing arts center, could be grouped around this City Center square (Figure VII-2). Figure VII-2 � • � Revised 2000 VII-12 Potential Core Area Development Federal Way Comprehensive Plan — City Center � Goals & Policies That Promote the Concentration of New Development in the City Center Core Area City Center Frame Area Goal CCG13 Focus new growth with higher demands for infrastructure and transportation in the City Center, specifically the core area. Allow for higher intensity uses for efficient use of land. Policies CCPl Support the concentration of uses within the core area to create a financial, retail, and business hub of Federal Way. CCPZ Develop an attractive City Center that will attract quality development. CCP3 Revise land use regulations, as necessary, to allow the higher intensity development expec- � ted over the next 15 to 30 years. CCP4 Create a City Center that is the primary com- mercial area providing local goods and ser- vices to the sunounding neighborhoods, and to residents and employees within the center. CCPS Provide streamlined permit review in the City Center to accelerate changes to the core area. 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 comple- ments and enhances the character of the surrounding residential and commercial areas. CCP8 Establish guidelines that list compatible uses. 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. 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 presence of housing also activates downtown streets, day and night. The frame area allows uses that are similar to those in the core azea, but are of lower density and intensity. While the emphasis of the core area is to develop commercial and office uses with accessory residential, the emphasis of the frame area is residential develop- ment with accessory, retail and office use. Together, the core and frame areas are complementary. Encour- aging multiple unit housing mixed with business and commercial use will help Federal Way meet regional land use goals. This is accomplished by encouraging the development of housing close to employment and transportation centers. To help transform the chazacter of this land use designation, density bonuses should be allowed in exchange for amenities which contribute to a more pedestrian oriented environment (Figure V11:3). Goals & Policies Encouraging Location of Higher Density Residential Uses Around Core Area Goal CCP9 Provide incentives to encourage residential CCG14 Increase housing opportunities and development in City Center, core/frame areas. diversity of housing types within the City • Center,-including the Frame area. Revised 2000 VII-13 Federal Way Comprehensive Plan — City Center Policies CCP10 Revise land use regulations to allow the frame area to accommodate higher density residential uses accompanied by residen- tially oriented retail and service uses. CCPll Provide amenities such as community services, pazks, and public spaces to meet residential needs. CCF � 2 Develop guidelines that ensure effective transitions between different land uses and higher and lower densities. alternatives to the automobile. Encouraging growth in a compact, well defined City Center will help promote bicycling, walking, and transit use. 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. • C�rculcation Federal Way's City Center plan is designed in accordance with VISION 2020 and CWPP's related to mobility. Although regional travel trends continue to show more cars on the road, more trips per person, and increases in the number of people driving alone, the emphasis of this Plan is to promote a variety of travel options. The City will focus both on transpor- tation improvements as well as influencing individual travel choices by increasing the attractiveness of In order to function efficiently, mobility in the City Center must be enhanced by adding transportation improvements. The City should focus transportation investments in the City Center to support transit and pedestrian-oriented land use patterns. These improvements should include: a smaller street grid, bicycle routes, public sidewalks and pedestrian pathways, and clear and identifiable transit routes. These transportation improvements will also help meet City Center mobility needs in the event a HCT system is not developed. Goal to Improve Overall Circulation Goal CCG15 Provide a balanced transportation network that accommodates public transportation, high occupancy vehicles, pedestrians, bicyclists, automobiles, and integrated park�ng. Automobile Circulation The cunent network of collector roads and arterials, the disjointed grid, and large block sizes contribute to significant tr�c congestion within the City Center. The solution is not to construct wider roads. Streets become less efficient as the numbers of lanes increases. Building new streets with fewer lanes versus widening existing streets is more cost effective, yields greater capacity, and will have less impact on the City Center. � U 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 Revised 2000 VII-14 Figure Vll-3 Potential Frame Area Development � � � Federal Way Comprehensive Plan — City Center choices. To the extent feasible, 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-S indicates the proposed street network changes. Additionally, alternatives to auto travel such as van and car pools, transit, pedestrian corridors, and bicycle paths should also be emphasized. Goals and Policies to Improve Automobile Circulation and Reduce Usage Goal CCG16 Improve the flow of vehicular tra�c through the City Center and minimize increases an congestaon. Policies CCP14 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. CCP15 Reduce congestion by supporting the Commute Trip Reduction Act. Develop commuting alternatives to single occupancy vehicles, including transit, walking, and bicycling. CCP16 The City's LOS standard shall be based on average person-delay to allow lower LOS for single-occupant vehicles and support pedestrian-friendly designs and transit signal priority treatment. CCP17 Discourage cul-de-sacs within the City Center. Revised 2000 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 Plan 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, improving auto circulation 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, all streets should include some pedestrian amenities, such as public sidewalks, street trees, benches, adequate lighting, dedicated bicycle paths, trash receptacles, and improved signage. Streets and pedestrian/bicycle access ways must be developed to provide for easy, safe, and fast pedestrian/bicycle access. In addition to adding public sidewalks and creating mid-block pathways, Map VII-6 depicts three principal pedestrian connections to improve pedestrian circulation. The first 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. Virtually all transit trips begin and end as pedestrian trips on public rights-of-way. All buildings within proximity to these areas should be required to facilitate pedestrian and bicycle movement. VII-1 5 i ., �" y � u � ° �p o`a� w Q � ��o Q 12th �'� �8 � c-�f� �� ��P4� (3or'�,p p I � � � . D � °6, ' a �'��oc�e�,r� d �� � � �. � �p�ffi 9 � 1 � � � l�� � � '� D � o � �+ � � ���� d �d� ��. °aAI eA�� �� '���� a ° �� � � � IE� �,'j��� �� ° ���=d �9 � Iid� �o e ���� e� �1� 07 � ���8�0�•9Q p� �� � 0 p 4 °�dr���d��ba p� �� >f} � 4 �l���m��e��PE1� (�� � ���r���0����aom C� r.� 0 � ¢��e��������� I ?�'L � � I � a Map VII-5 Enhanced Street Network I � �� a -� � o e � � � r�a ' �� �. � � a � � �a ° vd � � � � � � � 6 9 pa° ° I > :� h � � . ....� �� p � g � e� �.p� � 7 � � � .- " � � Wa«� � R B�� � � �� � .d "�+','.� ..,� Pavillions � � ,� Centre � � —' � � � � � ,,�� �� S ,: � �� � P �g� 1� I �5� � � � i4 E s i � �'� �- .r_� 4,, � y�a. €�`;`; 1 . � - � � � �P � � � �i 7 ��� i �� � � RosS � � �I S P/aza �4 � �.� � � ,� � — � �� T . � � �- � � ,� � � � ��� S ' 24 h ST � ��3� � Q � a . '�J � �� � SQ��� ; °°� Celebratio ������ � Pa�k ������ Legend: � Intersection Improvement � New Traffic Signal ^I Existing Street e �i � `y" d : i��z � � Y _, p' � u � ;ti i_ �. , �,. E -; � �;f;: �v' �! . ..E: � �„�:�. I �o d Exit 143 j Ex ng p Park & Ride � e. � os �,; Proposed Street '� City Center Core � Scheduled Street � City Center Frame Improvement ��������� Park Street Recently Constructed or Dedicated ROW � �,` i, =' iop : �1 ,Fcods+ � � 3 i oth�T � '� �� ■��� � , � a � .s, �-`"'� � ��y k ,:;�:. c;:;r' - � � I• � 1 , s 3 i Or�iS1u7. d I� °� � � a I� � °� :h ST � � � °o� � � ��r J � ❑ � � �d Steel Lake ,,, � �° � Park � ���o�c� � o �� �o oQ 3� [1Q Harry S Tre oo� g�NighSchoG E , _ �9A��n�i�seo ° � �•� } ', � SeaTac � Village � _ � mo_�� � Center � q Plaza � � � � �� `m _ � � o m � ' o _ � s �� yt� ; _ _ _� , 1 � � „� � +nA / � ��� / G� V I VIC�/�N 1 � n � r '" � � �, � ._oar-��tn�T-r-' . � � � r� ��� � � N Map Date: May, 2000. Prepared by: City of Federal Way, GIS Division 0 500 1,000 urr°F G � ```` EDEI'ZAL_ v Y � GIS DIVISION I I� Map VII-6 Principal Pedestrian and Bicycle Connections ��V v��.+ �� ��:.�.. . ��� � 0��o�E�r'� I e c,1"� � '¢ I DW41,3�I�� o �Q� � � � � �E3 � c7d � � I � Q � U f� � � � � �� � � p � � � � ((( '''�� 5,, � - � � � � � 12th S�' �� � � � . yy � 6 G `� �6L � � � I �� a o T a o 0 0� o �Q°d �bp�p�p.oq ° � � � �o.� a o� � o° � S 312th ST �i � E� o B 7 , p � �� � � � ° �� � � � ,�� 7 °oO O� � �"��0t��� n ��� � � ��,Watl`�lart s7� � ��� �a° � � �V� 1 I fl. b���3 Q� m c � � � s1--_ LL � o > � ❑ � ����• o o ° 0 4 B - � � � Pavillions � '�'' � ¢ ; I e .u.,. 7 � J � � � p � 8 � � ' Centre � � � ''�" d �� o �o ; � � � � o " Hillside � � a °� � ° �° � � �-°� °� N � � Steel Lake ;� a !° a � �� � e� �� , �� ���o Plaza _ j � �° � � ��� � � ���. � a � � � ' - Park ¢ -� � � 4 a _�� �� I� , o�r���m a��m�0 �� Farge�l � o��� c� �J I d c��� ��� �9e p� @� � � ' I {� op�i�ooQ��O�NarrySTrc o� �'• � '_,o 00 � �� 31 �, 16th S�---� � o 0�13� o � Hiqn scnoc �� 0 9�9c9e�4e�l�A�� � � gQ E l � o w ��° � v' a o 9 '.�° o / o- � �` `S��c�m�ar��y� L� � � �!/ i } e�4 b ��'J�� G'd�.��x1P���3�0�E9�F..R�� L� ?q C C ���a� 0 3 1�L� 3 � a o � �dod�ooam���� �� m � � � w � o � � � a e �` Gateway c � � o , ° �, 09 � > Center m o ; �d � � , ,a�� � � � o �� A � SeaTac ° � Center � � }� � A � � Vrllage � q P/aza p ' � � � � S 320t _ � T � � � �� � � � � � S 320th�� � °� �� `�0 � � � iv C N � o /.� {+�� � � � G � 0 � � � _ � i S � v �� � � � � ✓ <7 � ROSS D E' �—. ;� a � � p� � S Plaza r ----�--� —J z— �_____ ti;3 � / �� � , �a� � � � � � � � T �� ' � 0 ,� � � � �� S �324th ST �� � �� :: ��O �O �� � /� OO .. � �a,0 � 0 �°°� Celebratio ' � ' ��0��0' P�k ������� Legend: � Ex ng � Park & Ride ����� s s ,a �_ w� �,�z _ �� , .,� �� � � v Pt 8 t�%.4<ai �c 4� � g� �� � �� !$ rec� ap,�& �' eL�'Jf _ � ;��� � �, ,: � ��a�� '_ _,5 �d �' y S i� E '� a fd i 9 g C: pn� , � � � � E ` ` � � � '� _< � .' d� � . .,.>�y I� � , , . . . :• .. _. �: Exit 143 � rl Map Date: May, 2000. Prepared by: City of Federal Way, GIS Division � New Transit Center 0 City Center Core � Existing Street 0 City Center Frame ��� Proposed Street 0 Park Potential Bike Route 0 500 1,000 Feet «^o� G � �Fr�r� Y� � GIS DIVISION Federal Way Comprehensive Plan — City Center The second is to establish pedestrian and bicycle connections to SeaTac Mall, the region's largest generator of vehicular and pedestrian traffic. Linkages between the proposed transit station and the SeaTac Mall 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 redevelop- ment of existing parking areas, this Plan proposes a pedestrian bridge spanning Soutl� 320th Street. This connection would be enhanced by the presence of an elevated rail structure and a two-story addition extending from SeaTac Mall toward 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 is to connect the City Center to nearby neighborhoods and parks. Residential neighborhoods of varying densities surround the City Center. Steel Lake and Celebration Park 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 pro- vided more closely than the existing'/a-mile spacing of traffic signals. Unsignalized pedestrian crossings would not be very safe, yet closer spacing of traffic signals make two-way signal coordination impossible to achieve, creating much more congestion and worsening safety and air quality. These conflicting needs must be resolved through the design process as these streets are reconstructed. Policies to Improve Pedestrian Connections Goal CCG17 Promote and facilitate the effective use of non-motorized transportation. Create a safe, eff cient and enjoyable pedestrian and bicycle system. Policies CCP18 Emphasize pedestrian and bicycle circula- tion to the same extent 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. CCP19 Revise local zoning codes, site planning requirements, and street design standards, as necessary, to establish a more pedestrian and bicyc(e friendly environment. CCP20 Encourage new development to include active ground floor uses such as shops, com- munity services, office, and housing units. Connect adjacent buildings where possible to provide for streetscape continuity. CCP21 Develop clear and safe pedestrian paths through large parcels to enhance the pedestrian network. CCP22 Site and screen parking lots to minimize impact on the pedestrian environment. CCP23 Connect the main entry of buildings to public sidewalks by a clear, identifiable walkway. CCP24 Encourage transit use by improvinb pedes- trian 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. • I � � Revised 2000 VII-18 � r � �_.J CCP27 Develop special development standards to improve tl�e appearance of, and pedestrian/ bicycle circulation along, South 320th Street and Pacific Highway South. Transit Efficient, convenient, and reliable transit is important to this Plan's emphasis to reduce 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 which 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 care area will distribute people regionally and connect to other bus based transit systems. Transit stops throughout the center will help shoppers, employees, and residents to circulate around the City Center without the need to get into their cars. Encouraging a mix of land uses and densities at major transit access points will help meet passenger needs and reduce vehicle trips. High Capacity Transit 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. Four HCT stations are proposed in Federal Way, including one in the City Center core area. Map VII-7 depicts the approximate HCT alignment and location of the City Center station. The Federal Way Transit Center is currently located at the Federal Way Park & Ride. At the time of the adoption of the Federal Way Comprehensive Plan - City Center CCP25 Establish clear and well marked pedestrian crossings to reach transit facilities and other uses at a maximum spacing of 660 feet. CCP26 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. 1995 Comprehensive Plan, the City Center element proposed a new location at South 312th Street and 20th Avenue South. The primary driver for this location was the assumption that light-rail between Seattle and Tacoma would follow SR-99. Since adoption of the plan, conditions have changed and discussion of alternate locations has emerged. Sound Transit's Sound Move Initiative allocated $4 Million for the construction of a new Transit Center, in coordination with the enhancement and/or relocation of the existing Transit Center and direct access ramps. The Transit Center is considered by the City as a major anchor to the urban center designation in the Vision 2020 plan adopted by the PSRC. The location of the Transit Center should be surrounded by property that has potential to redevelop into transit- supportive uses, thus assisting to ensure both the success of the Transit Center itself and the economic vitality of the City Center. Based on these considerations, the Transit Center site has been selected. The site is located at the southwest corner of 23` Avenue South and South 316�' Street. This Pian does not depend on the development of a HCT system. The proposed system is one of several transportation options. While HCT will help regional and local transportation needs, other modes will continue to play a vital role. Many of the characteristics that are desired within the City Center, and support HCT, also support other modes such as van/car pooling, busing, bicycling, and walking. To encourage transit use, the high capacity transit station should provide an inviting environment with comfortable pedestrian facilities, including shelter for waiting areas, convenient passenger drop-off zones, safe lighting, and street furniture. Conveniences like telephones, automatic te(ler machines, secure bicycle storage areas, and outdoor seating areas are also important elements of the station design. Provisions for vendors, small cafes, and carts will make outdoor spaces more lively. Stores adjoining the station can take advantage of the concentrations of people by specializing in goods and services needed by commuters such as dry c(eaning, videos, news kiosks, and day care. Revised 2000 VII-19 � Map VII-7 Potential Transit Alignments and Stops ���' �� �� � ° I � I'�� e i I � `�a�� � �d � � li ���€a � � � �� �� �� I �� � � � , ' � 4� �� e Q i �° � ; � �� � � 12th �' 8 �' � �Q ' ■. , ' s e 1 e o � a '�.��, T � � °� � •e� s�, !.�� � � S 312th ST � � � a �p � '������ ����, g o � � � r � a� � � � , �� � � � � � �-��o��� � �� �'� � e � � � N � o ��� l ��•����� ����'� 1 �� � � �'�� ° �� �� I� � �• � � � 0 ♦ � • � ♦ t Pavillions � � �� �� � �° � ,\� Centre li � � � � m,. � �� ° � �3 od � � � ' � � �' '� �•;� N � . ; � � o Hillside � ° �n ,� � � �e �� �� � � , � _ Plaza Steel Lake w�� &° "c : � ��� �� � �e�e� �� , � ; � Park ¢�� o ���� a���. a. i� � i �N ■ ' ���°�� o 9�I �����ee�•�� es � �;�31 T 16th S a ee�� rN�� � ����f��r�c��8�+ � u��� g�HighScho I �� �0 � ��� � �a 1J� � � ��r�m��mp� �� ' � � � ,� ������ �@ mm � / � ' F�� °° 317th �T d / � � ����������.��� �� .� � �������`� ' i � � �e��� m����0 � � � � a � t / ! `il�� • � � m � v� � � � Gateway � � : ��� �, � � � ' Center �v / /� � , � �, r �� ���' � o I ' � � SeaTac ° Center , � : � � � —=� , � Village � � P/aza ' , � � P �� ' �S32 T� ��• • � � �� . � � �� �� � � � � � ` --= ----•--�..�� —=,�,�3 i T �—�� � � � �� � ] ►� � � � � � I � � � � � N � � �.a �' � Ross �, � Plaza '� � � � �� � �� � � �� 1 � � � � T � � � ' Existing � 1� S 24 h ST 24 R d k & � g � I � � � . R1_ � ��� o� � Celebratio Pa�k Legend: � �' � �' ■ ��III . . ��AIR �' New Transit Center � ti T � ��°°�� � � Potential HCT alignment (2 Alternatives) ,`� Potential Transit Routes 0 City Center Core 0 City Center Frame 0 Park ;� N Map Date: May, 2000. Prepared by: City of Federal Way, GIS Division 0 500 1,000 F � Potential Transit Stop � �� � � GIS DNISION Federal Way Comprehensive Pian — City Center Federal Way's City Center station will be oriented I I • principally to pedestrians and those arriving by other forms of transit. Providing for pedestrian/bicycle accessibility between surrounding properties, street network, general vicinity, park & ride lots, and the HCT is essential. Policies to Guide Transit Planning and Establish a High Capacity Transit Station Goal CCG18 Work with the transit providers to deve[op a detailed transit plan for the City Center. Ident� facilities, services, and implemen- tation measures needed to make transit a viable and attractive travel mode. Tailor the plan to meet local needs, through rapid transit, express buses, community service, and/or demand-responsive service. Policies CCP28 Focus transportation investments to support • transit and pedestrian/bicycle-oriented land use patterns, specifically in the core area. CCP29 Participate actively in regional efforts to develop a high capacity transit system to serve the City Center. Identify and preserve necessary right-of-way for high capacity transit alignments and station locations at every opportunity. "Land bank" parcels which will be used for the HCT system in the future, including land for the right-of- way and the station. � CCP30 Create a compact zone around the HCT station for the highest intensities of land use. CCP31 Establish the most intensive levels of transit service to the City Center area. CCP32 Integrate any transit system with existing or new road right-of-way. Design any elevated or suliway structure to be compatible with new development in the area. CCP33 Develop a bus transfer facility, on or offthe street, which will connect the City Center with other communities in the City. The HCT and bus transfer stations will set a high standard for design and compatibility with adjoining uses. CCP34 Integrate the high capacity transit system with other transportation modes serving Federal Way and the region. CCP35 Integate bicycle and pedestrian facilities with and connect to higti capacity transit facilities during right-of-way acquisition, facility design, and optional phases. Civic Buildings and Open Spaces Public buildings including community centers libra- ries, City Hall, performing arts theaters, conference centers, and schools provide p�laces 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 which is the focal point for down- town, 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, mews, and forecourts are ways to efficiently 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 Revised 2000 VII-21 Federal Way Comprehensive Ptan — City Center that are open to the public. Map YII-8 proposes a central outdoor gathering place within the core area, such as a park, plaza, or square, which will become the focus of community activities in the core. Goals and Policies to Develop Alternatives to Existing Parking Development � Uses azound the edges of this plaza, such as transit facilities and cafes, should be sited to generate activity throughout the day. The edges of the plaza should be well defined and landscaped to soften the hard surfaces of adjacent buildings and streets. This space should be physically and visually linked to the central pedestrian spine and transit center. Policies to Promote the Development of Civic Buildings and Urban Spaces Goal CCG19 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 ofpublic spaces, parks, and trails. CCP36 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 City Center and the general community for these types of facilities. Policies CCP37 Emphasize locating civic and cultural facilities within the core. Planned public facilities could include a City Hall, library, or performing arts complex. CCP38 Acquire land necessary to provide a broad range of recreational opportunities through- out the City Center. Land bank parcels in the core area for future municipal facilities. Goal CCG20 Reduce demand for parking in the City Center. Policies CCP41 EncoL�rage public and private parking structures (below or above ground) in lieu of surface parking in the core area. Consider a public private partnership to develop structured parking in the downtown commercial core area. CCP42 The City will encoura.ge the provision of structured parking through the use of bonuses and incentives. CCP39 Public buildings shall set a high standard for design and compatibility with adjoining uses. In th�e core, parking for municipal uses • should be structured. CCP40 Development of public spaces within the City Center will focus on linking these to existing recreational components of the Citywide parks system. Parking The continued use of expansive surface parking conflicts with the goal of redeveloping the City Center as a higher density �lixed use area that supports the • use of public transportation. In order to promote higher intensity land uses, which is pedestrian friendly and supportive of HCT, it is necessary to reduce the need for parking and encourage the provision of structured parking within these areas. � Revised 2000 VII-22 � � Map VII-8 Potential Open Space and Bicycle Routes � . �� i � � � �°� ,,�� I c � � � '� � � � 12th S�°s �i �i___ �� � .�.� � 0� °� ���� ���.�� s � � ■ �� • ' � • e 'a� . � �• � o � � � � � �������� ��' I� � ■ � I�� b �♦ o`. � r� � �� � a a �. � • , � t 1 �,.. � i `i ��� � � T� o.m� s a:�� 0.0 !.:� �� s � � �° •� EK I�si 47 66a d'' � � ` � � � ° �� o � �� �. d mm � � Q° ST ° � e + S� `a � � fl �1 9 3 ��: � ���� �� 0� d ' �� � i �i� , 1 � ■ ° � � ' `� ♦ ■ Pavillions �. � � � � m � :• � $� � 1 Centre �■ � l6., � 8, ■ o � � , g � � �+ aR .;s 901 I1� ��� �� � �� i �� , � � ���� � ��•� ,�.� , � � I �• � '�� �s s ��� �� I#� � m � � '� e1�/����•�� �, d�� : � � �� ����������� !1 ` >� � � ���a������ �. /� �� � � � �.��..��.���o. �■ �0� �+sdp��d���oe� a5„ � �' j � � �1 � ��� � ,.- ' � � � �, ' � � m � S 320t�" �T � � � �� � �� � � � � � ►�� � Ross '��� � � Plaza ��" �� ■ �� � � T � �� 1� S 24 h ST � � �� ��Q���� �� � ���- oQ �m°�� Celebratio `� " ����II Pa�k �����w'�.�. � ;� > Hillside � Plaza Steel Lake � Park -�: � ���� � � u � � eo� oa���u�NarrySTr� 16th S a�� �a 0� � Nigh Schoc I M � ��'�'�p��� � _ — o > � SeaTac ° � Center Village s � Plaz � � ��s/ � � . � ! ■ � ���.� � � . ti � r � �� � �.\�'�� e � �1 '•• • Existing Bicycle Route ' Planned Bicycle Route Target Area for Civic Center � City Center Core � City Center Frame � Park v Gateway Center �r � � � �i ����:� -� � � Existing ■ Park & � � � _ � Rrde . . : :: ,. _. . �; � �� Exit 143 � N Map Date: May, 2000. Prepared by: City of Federal Way, GIS Division 0 500 1,000 Feet amx G -s� E�EIZAL �� GIS DNISION � i ST a Federal Way Comprehensive Plan — City Center 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. Parking will be needed for many years to come. However, as development pressures and land values increase, surface parking becomes expensive and property owners will be able to afford the conversion from surface parking to structured parking. In the interim, the City should encourage site layouts which facilitate future redevelopment of parking areas. Private and public partnerships should examine the feasibility of constructing a parking structure in the downtown commercial core area. Figure vII-4 is a conceptual illustration of the redevelopment of surface parking around a mafl. Goals and Policies to Develop Alternatives to Existing Parking Development Goal CCG20 Reduce demand for parking in the City Center. Policies CCP41 Encourage public and private parking structure (below or above ground) in lieu of surface parkinQ in the core area. Consider a public/private partnership to develop structured parking in the downtown commercial core area. • Figure VII-4 Potential Redevelopment of Surface Parking Areas _� � �_ ---�^ _ ��� ����-� � ���� � -�.� O�xr time, pasking garages, Jovxr yaricing requisements and shared parking can allow fvr mort intrnsiue drorlapment oJlund. • ` � Revised 2000 VII-24 Federal Way Comprehensive Plan — City Center • � CCP42 The City will encourage the provision of structure parking through the use of bonuses and incentives. CCP43 Buffer pazking areas to increase compatibility between surrounding uses. For larger lots, provide substantial landscaping, special lighting, and pedestrian walkways. CCP44 Site and orient buildings and parking to allow redevelopment of surface parking. CCP45 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. CCP46 Encourage shared parking between uses to maximize the use of available parking within the City Center. Streetscape existing streets to complete a street grid. Street standards for existing and proposed streets within the City Center can be found in the second section of the Transportation chapter. These standards also incorporate the City Center Street Design Guidelines adopted by the City Council in May 1998. Policies to Improve the Street Network and Streetscape Character Goal CCG21 Create street designations that reinforce the unique characteristics of the City Center. Policies CCP47 Acquire right-of-way, primarily through dedication from development, to complete and enhance the street network. CCP48 Design streets as public spaces, with appropriate pedestrian amenities, trees, sidewalks, bicycle paths, transit services, street furniture, and trash recep'acles. L� To improve livability within the City Center area, the City must complete the street network and change its street standards. T'he 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 redefine 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 be retro-fitted 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) except during the morning and evening commuting hours when the extra lanes are needed to accommodate the extra high volumes of traffic. The Transportation chapter illustrates several street standards developed specifically for the City Center area. These streets will connect to other proposed and CCP49 Construct streetscape improvements as an integral component of any roadway improvement. CCP50 Encourage buildings to front public rights-of- way, providing clear paths from the sidewalk to all entries. CCP51 Only SR-99 and South 320th Street shall be wider than five lanes. 7.4 IMPLEMENTATION Developing a City Center will require collaboration between government entities, citizens, and developers. Phasing and development of certain elements, such as high capacity transit, are outside the City's control. Therefore, an implementation program must be flexible. It must also be tied to general goals, policies, and strategies rather than a detailed, step-by-step list of actions. The implementation section consists of Revised 2000 VII-25 Federal Way Comprehensive Plan — City Center ■ A set of strategies to guide implementing actions; ■ An illustration of how these strategies can be realized over time; ■ A 15 year action plan. Implementation Strategies Specific strategies must be pursued in order to coor- dinate 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 transpor- tation and services, a pedestrian friendly environment, open spaces, and jobs to foster a sense of community. In addition, much of the City Center's development is dependent upon market demands and development that is not projected until about 2005. A regional high capacity transit conidor may not be implemented before 2005. However, regulatory and infrastructure actions must be taken in the interim to prepaze for these developments. The following strategies form the basis to achieve desired City Center development. ■ Establish regulations to shape and influence new development. ■ Discourage low intensity auto oriented development in the core. Provide regulations and incentives to achieve a high intensity, mixed- use, pedestrian friendly development. ■ Encourage mixed density residential development in the City Center frame area. ■ Encourage high density residential development in the City Center Core (Urban Center). ■ Allow short-term investment in the frame area that will support long term core development. ■ Prepare a pedestrian and bicycle.plan and construct sidewalks, pedestrian paths, mid-block connectors, and bicycle connections to all areas of the City Center and particularly to a transit center (ongoing effort). Develop and manage structured parking facilities as needed to support more intensive development and gradually convert the core into less auto dependent area. ■ Develop parking standards for the City Center Area. ■ Improve both local and regional transit service. ■ Begin new transit service configuration by adding a center bus stop and route buses to it (begin immediately). ■ Upgrade central bus stop to a transit center/ station and enhance regional and local transit services to it (1-3 years). ■ Develop a regional HCT station at transit center (10-15 years). ■ Construct civic features, public spaces, parks, and other urban elements to create a true urban center and promote civic identity (5-10 years). ■ Develop major civic facilities in the City Center such as, a City Hall, performing arts center, and recreation center, to generate social and economic activity (5-10 years). ■ Add amenities to residential areas to build new neighborhoods (begin immediately as an incremental program). ■ Include landscaping and pedestrian improvements in all street construction (incremental program tied to actual improvements). • r � �J ■ 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). Phasing Transforming the existing downtown commercial core area into the proposed City Center is an ambitious task. It requires a significant transformation from a low density, automobile oriented, largely reta.il area to a higher intensity, more pedestrian oriented mixed use area. It requires a change in housing patterns, lifestyle u Revised 2000 VII-26 • � � J Federal Way Comprehensive Plan — City Center preferences, and transportation modes. The City Center plan acknowledges that the core will take some time to develop. T'he 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 Plan, are dramatically different from anything that now exists in the center. It will take some time for the development community to redirect its energy and investments to produce buildings that respond to the direction of the Plan. The demand for more intense development opportunities in the City Center is not projected for nearly a decade. In the meantime, there may be some deferred maintenance, short-term, high- turnover tenancies, and even vacancies, as the development community begins to assemble property for future redevelopment. The City should not encourage continued low-scale investment in this area, since it will need to be amortized over a decade or two and will delay accomplishment of preferred development. As regulations aze applied to modest renovations, it should be possible to secure some basic improvements. However, the City should not expect full implementation of the vision for the City Center until owners are ready to install long-term, major development projects. Figures VII-S and VII-6 and Map VII-9 (located at the end of this chapter) illustrate key steps in the evolu- tion of Federal Way's City Center from 1995 through 2025. The illustrations are taken from a. view-point just north of 3outh 316th Street between 20th Avenue South and SR-99. The drawings do not necessarily indicate recommendations for specific sites. The locations of the elements and the time frames may well vary. For example, the high-capacity transit line may follow a slightly different alignment and the City Hall could be located on a different site. The drawings do illustrate how a viable City Center can evolve through several coordinated, incremental steps taken over time. The approximate dates are based on current mar-ket demand and funding projections. However, new trends, funding priorities, and development opportunities may emerge, changing the timing. An illustration of 1995 conditions is included for reference. 1995 - 2005 Actions ■ Institute zoning and design guidelines for the core area that encourages a high intensity pedestrian- oriented mixed-use City Center. ■ Institute zoning and design guidelines for the frame area that encourage higher density residential with accessory commercial uses to support the core. ■ Develop a pedestrian/bicycle plan that outlines a connected, safety-oriented system of routes and facilities. This Plan shall be used in programming capital projects, reviewing development proposals, and encouraging other agencies to integrate bicycle improvements and linkages into Federal Way projects. The plan should emphasize linkages between transportation facilities, Celebration and Steel Lake parks, SeaTac Mall, and surrounding communities. ■ Work with the transit providers to develop a detailed transit plan for the City Center. Identify facilities, services, acquisition strategies, 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, local service, and/or demand-responsive service. ■ Develop a parks and public spaces plan for the City Center. Begin negotiations for acquisition of land for a City Center park, plaza, or square. ■ Improve the South 320th streetscape. ■ In 1999, the City_widened 312th and improved the streetscape. ■ Improve SR-99 and establish mid-block crossings. ■ Complete the Ring Road (14th Avenue). Revised 2000 VII-27 Federal Way Comprehensive Plan — City Center ■ Complete the BPA bike trail. ■ Negotiate and acquire rights-of-way to augment the City Center street grid. During permit review, ensure that new development is compatible with street grid. ■ Reroute transit through the City Center and provide a centralized transfer point. ■ Develop a transit center and consider replacing the park-and-ride lot. Focus transit activities in the City Center core. ■ Prepare an economic development program to assist with financing and construction of projects which support City Center development. ■ Begin negotiations to form a public private partnership to provide structured parking near SeaTac Mall. Construct the parking structure. ■ Construct street grid enhancements. ■ Negotiate for the HCT corridor properties. ■ Construct the pedestrian overpass across 320th and build phase one of the City Center pedestrian mall. ■ Begin negotiations and acquire property for a City Hall and a City Center park. ■ Hold competition to design City Hall. Construct City Hall. ■ Enhance educational and recreational opportunities in City Center. 2005 - 2015 Actions ■ Construct City Center park with public amenities such as fountains, sculptures, and unique land- scaping, separate from Celebration Park. ■ Continue building public-private parking garages. ■ Improve community-wide transit service and implement a "spokes-of-a-wheel" service delivery pattern with City Center as the hub. ■ Continue constructing streetscape and pedestrian improvements. ■ Construct a performing arts center. `■ Establish ribbons of green parks along the City Center pedestrian mall. ■ Construct the HCT line. ■ Construct streets to serve the transit facility. Activity Since 1995 Comprehensive Plan Adoption i The following have been accomplished to implement goa�s and policies of the City Center Chapter since the • initial adoption of the comprehensive plan: ■ In 1996, the City adopted code amendments for the City Center Core and Frame to allow for increased residential density and flexibility in siting residential uses. The City also adopted Community Design Guidelines intended to improve the appearance of non-residential buildings and to expand pedestrian circulation, public open space, and pedestrian amenities. ■ In 1998, in conjunction with King County/METRO, the City improved local and intercity transit which should result in more people having access to shopping and other opportunities in the City Center. ■ In 1998, the City adopted policies to provide street- scape enhancements along the 320th corridor and development of standards for street lights, street trees, and their placement and location in the city center. u Revised 2000 VII-28 Federal Way Comprehensive Plan — City Center • ■ The City has an adopted TIP and CIP plan which addresses major street improvements in the City Center. Minor collector and local street improve- ments would be provided by development as redevelopment occurs. ■ The Chamber has hired an Economic Development Executive whose three main functions are creating an identifiable City Center (Downtown Revitaliza- tion), siting of the Regional Transit Authority facilities, and Marketing and Recruitment. ■ Phases I and II of the BPA trail have been con- structed and Phase III is in the permitting stage. • • ■ Infrastructure improvements: ■ 1999 – South 312�' Street between Pacific Highway South and 23'� Avenue South— ' Roadway widened to four lanes; sidewalks constructed; street lighting and street trees installed. ■ 1999 – South 312�` Street and 14�' Avenue South—Pedestrian Crossing Signal added. ■ New Private Development: ■ 2000 – Courtyard Marriot Hotel. ■ 1999 – Marie Calendar's Restaurant. ■ 1999 – Holiday Inn Hotel. ■ 1999 – Extended Stay Motel. ■ 1998 – Comfort Inn. ■ 1999 – Walmart. ■ 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. PROPOSED PROJECTS ■ 2001 – 23'� Avenue South between South 320"' Street and South 317�' Street Widen roadway to five lanes and add new sidewalks, street lighting, and street trees. ■ 2000 – Pacific Highway South/South 320�' Street intersection—Widen roadway and add new turning lanes at each leg of the intersection. Also add street lighting, street trees, install architectural and landscaping elements at eaeh corner of the intersection, and underground utilities. ■ 2001– Pacific Highway South between South 312`� Street and South 324�' Street Widen roadway, add new sidewalks, street lighting, street trees, landscaped raised medians, and underground utilities. ■ 2001 – South 320`� Street between 1 l�' Avenue South and Interstate 5—Underground utilities, widen sidewalks where necessary to add new street lights, install street trees behind the sidewalks, and possibly install medians where fea.sible. ■ 2003 – SeaTac Mall surface water conveyance system upgrade. . ■ 2003 – Flyover ramps from I-5 High Occupancy Vehicle (HOV) lanes connecting to South 317'" Street. ■ 2001– South 312`" and 14�' Avenue South— Upgrade pedestrian signal to full traffic signal (funding not secured). ■ 2001 (or later) – South 317�' Street and 23`� Avenue South--Construct Sound Transit Center Facility. � Revised 2000 Vil-29 Federal Way Comprehensive Plan — City Center . � � Figure i�II-5 Illustration of City Center, 1995 Conditions • • - • - • S. 320th Street • • • • • • 20th Avenue S. 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O � C O ,�.. � .�.. � � 0 ` �.. Federal Way Comprehensive Plan - Potential Annexation Areos � • 8.0 INTRODUCTION The Growth Management Act (RCW 36.70A. 110, GMA) requires each city to identify an Urban Growth Area (UGA) for itself. A city's UGA is, within certain counties, the unincorporated area surrounding the City that is characterized by urban development and can accommodate additional urban growth with services being provided by the subject city. In King County, the Countywide Planning Policies (CWPP's) refer to a city's UGA as a Potential Annexation Area (PAA) so that it will not be confused with the G�untywide UGA. This chapter includes state, regional, and local planning policies that relate to PAA's, summarizes the process and reasoning associated with designating of Federal Way's PAA, and provides policy guidance for future actions within the City's PAA. The City's proposed PAA includes an island of unincorporated King County situated between several south King County cities. This is an area characterized by urban type growth where urban services (including water, sewer, police, fire, general government, transportation, parks & recreation, etc.), can be most efficiently provided by the City of Federal Way or other special service districts. development at the time the development is available for occupancy and use, without decreasing current service levels below locally established minimum standards. 8.2 COUNTYWIDE PLANNING POLICIES In King County, the CWPP's that were enacted pursuant to the GMA also provide guidance with regard to multijurisdictional joint planning, annexation, and the phasing of urban development. The most applicable policies are: LU28 Within the Urban Growth Area, growth should be directed as follows: a) first, to centers and urbanized areas with existing infrastructure capacity; b) second, to areas which are already urbanized such that infrastructure improvements can be easily extended; and c) last, to areas requiring major infrastructure improvements. �� 8.1 STATEWIDE PLANNING GOALS Three of fihe 13 Statewide planning goals contained in the GMA relate directly to urban growth areas and PAA's. The three relevant goals are: ■ Urban growth. Encourage development in urban areas where adequate public facilities and services exist, or can be provided in an efficient manner. ■ 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 LU29 All jurisdictions shall develop growth phasing plans consistent with applicable capital facilities plans to maintain an urban area served with adequate public facilities and services to maintain an urban area to meet at least the six year intermediate household and employment target ranges consistent with LU67 and LU68. These growth phasing plans shall be based on locally adopted definitions, service levels, and financing commitments, consistent with State GMA requirements. The phasing for cities shall not extend beyond their Potential Annexation Areas. Interlocal agreements shall be developed that specify the applicable minimum zoning, development standards, impact mitigation, and future annexation for the Potential Annexation Areas. LU30 Where urban services cannot be provided within the next 10 years, jurisdictions should develop policies and regulations to: Revised 2000 VIII-1 Federal Way Comprehensive Plan - Potential Annexation Areas ■ Phase and limit development such that LU33 planning, siting, densities, and infra- structure decisions will support future urban development when urban services become available. ■ Esta.blish a process for converting land to urban densities and uses once services are available. FW13 Cities are the appropriate provider of local urban services to urban azeas, either directly or by contract. Counties are the appropriate provider of most countywide services. Urban services shall not be extended through the use of special purpose districts without the approval of the city in whose potential annexation area the extension is proposed. Within the urban area, as time and conditions warrant, cities should assume local urban services provided by special purpose districts. LU31 In collaboration with adjacent counties, cities, and King County, and in consultation with residential groups in affected areas, each city shall designate a potential annexation area. Each potential annexation area shall be specific to each city. Potential annexation areas shall not overlap. Within the potential annexation area, the city shall adopt criteria for annex- ation, including conformance with Countywide Planning Policies, and a schedule for providing urban services and facilities within the potential annexation area. This process shall ensure that unincorporated urban islands of King County are not created between cities and strive to eliminate e�cisting islands between cities. LU32 A city may annex territory only within its designated potential annexation azea. All cities shall phase annexations to coincide with the ability for the city to coordinate the provision of a full range of urban services to areas to be annexed. Land within a city's potential annexation area shall be developed according to that city's and King County's growth phasing plans. Undeveloped lands adjacent to that city should be annexed at the time development is pro- posed to receive a full range of urban services. Subsequent to establishing a potential annex- ation area, in-fill lands within the potential annexation area that are not adjacent, or not practical to annex, shall be developed pursuant to interlocal agreements between the County and the affected city. The interlocal agreement shall establish the type of development allowed in the potential annexation area and standards for that development so that the area is developed in a manner consistent with its future annexation potential. The interlocal agreement shall specify, at a minimum, the applicable zoning, development standards, impact mitigation, and future annexation within the potential anne�cation area. LU34 Several unincorporated areas are currently considering local governance options. �Jnincorporated urban azeas that are already urbanized and are within a city's potential annexation area are encouraged to annex to that city in order to receive urban services. Where annexation is inappropriate, incorporation may be considered. As is demonstrated in the remaining sections of this chapter, the process Federal Way used in developing its PAA, and the product itself, is consistent with the applicable Statewide and Countywide Planning Policies. 8.3 CITY OF FEDERAL WAY ANALYSIS Federal Way began its formal evaluation of a PAA with the publication of a July 1991 issue paper. This paper examined the requirements of GMA as they relate to UGA's, and included a discussion of how urban services were being provided. The paper also • � � Revised 2000 VIII-2 Federal Way Comprehensive Plan - Potential Annexation Areas described special purp,ose district boundaries, the i• transportation system, parks and recreation facilities, and physical features that potentially affect urban service delivery. This information is summarized in the following paragraphs. As noted earlier in this chapter, the GMA requires that urban growth be planned to occur only in areas that have adequate public services and urban government services to accommodate development. The GMA defines such services as fire, law enforcement, public health, education, recreation, sanitary and storm sewers, and domestic water supplies. With this in mind, this section reviews how and where urban services are provided in the unincorporated area surrounding Federal Way. Fire Protection • � The Federal Way Fire Department provides service to the City of Federal Way and most of the surrounding unincorporated axea. The Department was formed in 1980 from a series of inergers, which united several smaller fire districts in the area, some of which had been in existence since 1946. The resulting boundary encompasses some 34 square miles and has an estimated population of over 100,000 The City has worked closely with the Department in reviewing the Fire District Master Plan, which complies with the GMA. The Department currently has three stations within the City limits and three facilities in unincorporated King County, within the PAA (refer to Map VIII-1 for locations). The Department's Master Plan identifies the new facilities the Department will need to continue providing service as its service area grows. The City included the Department's new facilities requirements and cost and revenue estimates in the City's Capita.l Facilities chapter. This should help to ensure that the Department has access to the most up to date information about population and employment growth, and is doing its long-range facilities planning consistent with the City's Land Use and Economic Development plans. law Enforcement At the time of incorporation, the City began con- tracting 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 Public Safety 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 effeciively provide services to the PAA. Education Probably more than any other special district, a school district provides an area with a sense of community. T'he Federal Way School District #210 (as outlined on Map Vlll-2) 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 ineets regulazly with School District administrators to discuss growth management and school development issues. The District administra- tion has indicated in these meetings that they would prefer to work with one jurisdiction as the District attempts to anticipate growth and develop plans for new school facilities. Parks and Recreation The City of Federal Way Parks, Recreation, and Cultural Services Department has Parks, Recreation, and Open Space Comprehensive Plan. The plan is based on the Federal Way City limits (Map II-2). The plan divides the City into subazeas (Map VIII-3) for purposes of long-range planning. Areas within the existing City limits are contained within subareas A through H. The majority of subareas I through K are located within unincorporated King County, with small portions located within City limits. Revised 2000 VIII-3 Federal Way Comprehensive Plan - Potential Annexation Areas Created in 1991, the Parks, Recreation, and Open Space Comprehensive Plan was one of the first City documents. The plan was revised November 21, 1995, to include the accomplishments of the first five years. Federal Way has had four years to reflect on the plan and during that time, many improvements and changes have been made. The purpose of the 2000 plan is to incorporate these changes and decide how to meet future demands for park and recreation services in the Federal Way area. The primary goal of the plan is to assure that a park serves every neighborhood in Federal Way. The City's goal is to provide a level of service of 10.9 acres per 1,000 in population within the City limits. The City's goal is to maintain this level of service as Federal Way grows in population and size. The existing parks and recreational areas are divided into six categories. Each category represents a distinct type of recreational activity or opportunity. Please note that this classification system is for the existing parks only. The categories are: Neighborhood Parks, Community Parks, Regional Parks, Special Use Areas, Trails, And Undeveloped Land/Open Space Areas. The total parkland in Federal Way is 826.0 acres. 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 the District. Sewer service is available in several areas outside the City limits including the Camelot/Star Lake area, north of Lake Dolloff, Redondo, Woodmont, a small area east of I-5 and south of Kitts Corner Road, and portions of the Weyerhaeuser Corporate campus east of I-5. The sewer collection system is a combination of gravity flow lines and force mains. Map VIII-S indicates the sewer service area and drainage basin boundaries. This boundary was modified in 1987 to extend a small portion of the service area further north adjacent to Puget Sound, and to include areas south to Pierce County. The map from the sewer comprehen- sive plan is used for illustrative purposes. Lakehaven Utility District has the treatment system capacity to extend sewer service to the majority of the City's PAA. Surface Water Water and Sewer The Lakehaven Utility District provides water and sewer service to properties within the City and to most of the unincorporated azea surrounding the City. As indicated on Map Vlll-4, the current District boundary is 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 northern boundary of the District is at about South 280th Street with a narrow strip extending along Puget Sound to South 252nd Street. The water service area boundary differs from the District boundary most noticeably on the west, where the boundary is along 30th 8c 35th Avenue SW, and does not include the azea in Milton along the King County line to the south. The entire boundary of the District is contiguous with other neighboring water systems. Maps conta.ined in the District's water 1'he City of Federal Way operates a surface water management utility, which provides service to properties within the City. The majority of the land area within the City is contained within the Hylebos Creek and Lower Puget Sound Drainage Basins. Map Vlll-6 depicts the boundaries of the major drainage basins and sub-basins in this area. East of I-5, surface water generally flows east into the Green River Valley basin. King County currently provides surface water management services to the unincorporated area. If, and when, annexations to Federal Way occur, the City's surface water utility should be expanded to provide service. Transportation In terms of a street system, the area east of Interstate 5 is well connected to the City. T'here are no less than • � Revised 2000 Vill-4 � �� CITY OF FEDERAL WAY COMPREHENSIVE PLAN FEDERAL WAY FIRE DEPARTMENT #39 POTENTIAL ANNEXATION AREAS ELEMENT i��� Federal Way City Limits /�,� Potential Annexation Area • � � � O Fire Department Boundary Existing Fire Station Locations Proposed Fire Station Locations crrvoF G - � � EaE_�ZFIL_ � Y GIS DIVISION MAP VIII-1 NOTE: This map is intended for use as a graphical{epresentation only. The City of Federal Way makes no warranry as to its accuracy ruary 2000 $N/c CITY OF FEDERAL WAY COMPREHENSIVE PLAN '� FEDERAL WAY SCHOOL DISTRICT #210 POTENTIAL ANNEXATION AREAS ELEMENT Legend: � ��� ��i Federal Way City Limits Potential Annexation Area �/ Federal Way School District Boundary g r Y Elementary School Sites Junior High School Sites Senior High School Sites — SCALE -- 1 Inch equals 4,800 Feet � emro� � � AY QI8 DNISION prlrrted MAP VIII-2 NOTE: This map is intended for use as a praphical, representation only. The City of Federal Way makes no warranty as to its accuracy 2000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � � PARKS PLAN PLANNING AREAS POTENTIAL ANNEXATION AREA ELEMENT �,��'�. /�� � ��� Federal Way City Limits Potential Annexation Area Planning Area Boundary /�/ Parks,Recreation & Open Space Boundary N W E s � SCALE -- 1 Inch equals 4,700 Feet • cmr oF G - �' E� - �� f�'� ais �iwsiori Map printed MAP VIII-3 NOTE: This map is intended for use as a graphical representation only. The Ciiy of Federal Way makes no warranty as to its accuracy 4�.�1�, CITY OF FEDERAL WAY COMPREHENSIVE PLAN �� LAKEHAVEN UTILITY DISTRICT BOUNDARY POTENTIAL ANNEXATION AREAS ELEMENT Legend: �� \ J I ` `I'� /�� ���••����• . . Federal Way City Limits Potential Annexation Area Lakehaven District Boundary — SCALE — 1 Inch equais 4,775 Feet Source: Lakehaven Utility District «nr oF G �� F�� �/ M �y (iIS DIVISIqV MAP VIII-4 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy z000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN • LAKEHAVEN SEWER SERVICE AREA AND BASINS POTENTIAL ANNEXATION AREAS ELEMENT Legend: i�•,' Federal Way City Limits /�� Potential Annexation Area .•'~••..•'� Lakehaven District Boundary � • •• • • • ,.����� Lakehaven Sewer Service Area Lakehaven Sewer Basin Areas -�- SCALE -�- 1 Inch equals 4,700 Feet Source: Lakehaven Utility District «r,r oF G �`�� E� � V' � GIS DIVISION MAP VIII-5 NOTE: This map is intended for use as a graphical representation only. The Ciiy of Federal Way makes no warranty as to its accuracy ruary 2000 $ CITY OF FEDERAL WAY COMPREHENSIVE PLAN • HYLEBOS & LOWER PUGET SOUND BASINS POTENTIAL ANNEXATION AREA ELEMENT Legend i�� Federal Way City Limits /�,� Potential Annexation Area � �i Basin Boundary � N W E 5 —SCALE � 1 Inch equals 4,800 Fest � arr oR G '� E�ERAL Ay QI8 DNISION MAP VIII-6 NOTE: This map is intended for use as a praphical, representation only. The City of Federal Way makes no warranty as to its accuracy z000 • � Federal Way Comprehensive Plan - Potential Annexation Areas six principal arterials and three minor arterials that provide access across I-5. These arterials include: 1) SR 161, 2) SR 18 at South 348th Street, 3) South 320th Street, 4) Military Road at two locations, 5) South 272nd Street, 6) South 336th Street, 7) South 288th Street, and 8) South 375th Street. This degree of arterial access allows quick response times for emergency service vehicles such as police, fire, and aid units. Due in large part to the steep slopes along the eastern edge of the plateau, the access east to communities in the Green River Valley is not particularly good. Map VIII-7 depicts the street classifications for the City of Federal Way and its PAA. The only easdwest links from the plateau to the valley in the southern half of the planning area are: 1) State Route 18, a limited access roadway; or 2) the Peasley Canyon Road, a narrow, winding road that eventually turns into 320th Street on the plateau. In the northern portion of the planning area, the major east/west connection from the plateau to the valley is 272nd Street, which is a four-lane roadway that can be hazardous during the winter months. The north/south transportation system along the plateau, between the City of Federal Way and Kent and Des Moines to the north, is more developed. Pacific Highway (99) and Military Road provide the major north/south arterial links, with I-5 providing regional linkages north and south from the area. The high level of accessibility from Federal Way to the east plateau promotes urban service delivery and underscores the sensibility of including the entire plateau in the City's UGA. The lack of eastlwest transportation corridors would appear to impede the ability of cities on the floor of the Green River Valley to provide adequate levels of urban services to the area on the plateau. Topography A final point addressed in the 1991 issue paper concerns buffers and open space. The GMA (RCW S 36. 70A.160) requires that cities, "...shall identify open space corridors within and between UGA's." The City and the surrounding unincorporated area sits on a plateau that has an average elevation of 300 to 400 feet above sea level (Map VIII-8). At the east edge of the plateau, steep slopes drop off to the Green River Valley below. These slopes are heavily forested, and because of existing 40 percent slopes, are generally undevelopable. These slopes provide natural separation or open space corridors between the City's UGA's and those of the City of Auburn, as required under the GMA. 8.4 UNINCORPORATED SW KING COUNTY CITIZEN ADVISORY COMMITTEE Concurrent with the City of Federal Way's PAA evaluation process, King County initiated an information gathering process in the unincorporated areas sunounding the City. The King County Council formed a Citizen's Advisory Committee (CAC) from the unincorporated areas surrounding the City to look at the PAA issue. The group was officially known as the Unincorporated Southwest King County Citizen Advisory Committee. Their mission was to advise the County Council where the PAA boundaries ought to be drawn in areas of the County. The CAC identified neighborhoods in the unincorporated area and the committee included residents from each of these geographic areas of the planning area. The CAC, working with King County planning staff, developed a public outreach program to inform the citizens in the unincorporated areas of the work being done by the CAC. They commissioned a random sample telephone survey and mailed a questionnaire to gather information from area residents about annexation, urban service delivery, and their affinity toward the surrounding cities. Survey results were presented on a subarea or neighborhood breakdown to assist the CAC in making PAA boundary decisions. Based on these results, the CAC forwarded recommendations to the King County Council as described on Map VIII-9. Revised 2000 VIII-11 • • � CITY OF FEDERAL WAY COMPREHENSIVE PLAN FUNCTIONAL CLASSIFICATIONS OF EXISTING STREETS AND HIGHWAYS POTENTIAL ANNEXATION AREA ELEMENT Legend �'��♦ . � Federal Way City Limits Potential Annexation Area ^� Freeway ^� Principal Arterial 6'� Minor Arterial ,; ,,, ,. /�/ Principal Collector Minor Collector � SCALE � 1 Inch equals 5,800 Feet �'a G � � G1�8 plVle MAP VIII-7 2��� _ _ � CITY OF FEDERAL WAY COMPREHENSIVE PLAN � 25 FOOT CONTOU RS POTENTIAL ANNEXATION AREA ELEMENT Legend �'�•i � Federal Way City Limits .•'"'-.••` Potential Annexation Area , �� . "� 25' Contours � N ry E 3 � SCALE � 1 inch equals 4,200 Feet �� cmr oF G � �! EL7 — � `T �y Ci1S DIVISIQN MAP Vlil-8 NOTE: This map is intended for use as a graphical representation only. The Ciiy of Federal Way makes no warranty as to its accuracy February 2000 .aml � - • � • I r � � -� � � � ; �. i l '� �, ( � �, � ' ; �` ��� �i I ; , `` �,-��- 2� �- ,r'���� ��- -_ �� Puget Sound � .�, --•�_ e � .�- _�� ��'�• - _ � � �-�— G .�'°� /'i �I ! ��\ � � �, ��� � ,--�--�� r o '' ' ' ��-� � �,i � �1 I � � � i � � ; , + ._. o � ��' � � ",., ����\ � �--�, f-`q�� � �� ; i ! I � ��--` � ' � �e � �, � ; � �,: ,�y"�- f =r Q� ; i I W � s i � �—� � � �� l >I �...--- ,,' �-��:`� l ,�,I�1 , � � '�'=� -�-,--�� �� � �� t4b � ., . \\ . :.., .1�,.'� ,,\ ���� 1 i .. � 1,�r,. � �, �� �, � i / , ;, � �, ,, � ��'� �� __-- ��'� � � , � � � r CITY OF FEDERAL WAY COMPREHENSIVE PLAN AD�ISORY COMMITTEE RECOMMENDATION POTENTIAL ANNEXATION AREAS ELEMENT Legend � Pacific i�� Federal Way City Limits � Tacoma /�,� Potential Annexation Area !� Federal Way, P.A.A. � !� Algona, P.A.A. ' Federal Way I� Aubur�, P.A.A. � Algona '� Kent, P.A.A. '� Auburn � u Milton, P.A.A. ' Des Moines � Pacific, P.A.A. ��` "����� Edgewood ` �- Fife '� Kent Annexation areas in Pierce County are not shown. All boundaries are � Milton subject to change. N I W� E �� S --SCALE � 1 Inch aquals 4,300 Feet crtroF G � MAP VIII-9 Ry QIS DNISION NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy rinted Februarv 2000 $N/cpmaps/acr.aml Federal Way Comprehensive Plan - Potential Annexation Areas � 8.5 CITY OF FEDERAL WAY ADOPTION PROCESS Policies � � As discussed earlier in this chapter, the analysis that was included in the 1991 issue paper provided the basis for a proposed PAA area for the City. Staff presented the issue paper and proposed Urban Growth Boundary to the Federal Way Planning Commission. The Commission reviewed the proposal and held a public hearing. Most of the testimony received by the Commission was supportive of the proposed urban growth boundary. The Commission recommended that the City Council adopt the proposed PAA boundary. The City Council accepted the recommendation, but did not adopt it. Rather, the Council directed staff to begin negotiations with the neighboring cities of Auburn, Milton, Algona, Pacific, Des Moines, and Kent, all of who had developed urban growth boun- daries that overlapped with Federal Way's proposal. The City negotiated with each of its municipal neighbors for the better part of a year. By the Fall of 1993, staff presented a revised PAA boundary to the City Council. The Council reviewed the proposal and adopted the PAA boundary on December 21, 1993. That boundary was amended in 1994. The CiTy executed interlocal agreements with all of the neigh- boring cities based on the boundary shown on Map Vlll-10. 8.6 POLICY/IMPLEMENTATION Implementation of the PAA element of the Compre- hensive Plan will involve surrounding cities and King County. Policy direction for PAA's has been established by the CWPP's. The following are the City's goals, policies, and action items that relate to PAA's and establish a framework for reviewing future requests. Goal PAAGl Establish a Potential Annezation Area Boundary for the City of Federal Way. PAAPl Using technical information provided, information from neighboring jurisdictions, and affected citizens, define and implement a PAA. PAAP2 Create and execute interlocal agreements on mutually agreeable PAA boundaries with the following King County cities: Des Moines, Kent, Auburn, �1lgona, Pacific, and Milton. PAAP3 Enter into an interlocal agreement with King County establishing the PAA for the City of Federal Way. PAAP4 Establish land use control, development plan review, and impact mitigation in the PAA through an interlocal agreement with King County. Goal PAAG2 Provide a framework for processing annexation requests. Policies PAAPS Process annexations of appropriate size. Appropriate size means an area that war- rants the staff time and expense involved in processing annexation requests and com- plies with the goals of the GMA and the CWPP's. PAAP6 Annexations generally shoulc?. not have or create abnormally irregular boundaries. PAAP7 The annexation must, to the geatest extent possible, preserve natural neighborhoods and communities. PAAP8 The annexation, where appropriate, should adjust any impractical or irregular boundaries created in the past. Revised 2000 VIII-15 Federal Way Comprehensive Plan - Potential Annexation Areas PAAP9 Proposed annexations should use the 60 percent petition method whenever possible. PAAP10 Simultaneous adoption of proposed zoning regulations should be required of all annexations. PAAP15 Provide newly annexed areas with the same • level of service enjoyed by areas inside Federal Way, while at the same time maintaining current Citywide service levels. Goal PAAPll Where appropriate, the City should allow PAAG3 Develop a Comprehensive Plan map and concomitant development agreements in the proposed zoning for the unincorporated P�'S• areas of the Federal Way Potential Annexation Area. PAAP12 The City will require owners of land annexing into Federal Way to assume their proportion of existing City bonded indebtedness. PAAP13 The City will make a reasonable effort to ensure a smooth transition from King County to City of Federal Way administration. PAAP14 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. Policies PAAP16 Identify land uses in the Comprehensive Plan for the unincorporated areas and include proposed zoning for these areas. PAAP17 Include policy direction in the Compre- hensive Plan for the areas within the PAA boundary relating to land use, transpor- tation, capital facilities, housing, and utilities. � � � Revised 2000 VIII-16 CITY OF FEDERAL WAY COMPREHENSIVE PLAN • .� .• � -� ANNEXATION AREAS POTENTIAL ANNEXATION AREAS ELEMENT Legend: � • /�� POTENTIAL Federal Way City Limits Potential Annexation Area --- SCALE --- 1 Inch equals 4,100 Feet arr oF G _ = �' Ep — � Y � OIS DIVISION MAP VIII-10 NOTE: This map is intended for use as a graphical representation only. The Ciiy of Federal Way makes no wairanry as to its accuracy 4.�.� $Nkpmaps/paa.aml Natural Environment �__ __�___ _ _J �__ ,_ � � _ � _-_ _ ,_-_ �_ _ _ � �� ___ � _ , �- , �--- -- , \ � �-_ - --- _-- ---------' C � � 0 � � 0 � � � � � 0 � «� Federal Way Comprehensive Plan - Notural Environment � • � 9.0 INTRODUCTION 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 the City's hydrologic features, forested areas, and scenic vistas is one of the primary reasons that many families have chosen to live in Federal Way. Business people also make locational decisions based, in some measure, on quality of life factors and one might argue that the �ualir� of the natural environment is important to the e:,onomic vitality of the City. Finally, maintaining the viability of the natural environment is prudent and cost effective public policy. If, for example, 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, and the goals and policies it contains, is to guide future actions such that the quality of the natural environment is maintained or improved. The State Growth Management Act And Countywide Planning Policies The Growth Management Act (GMA) defines critical areas as wetlands, aquifer recharge areas, fish and wildlife habitat, frequently flooded areas, and geologically hazardous areas. Pursuant to the GMA (RCW 36.70A.060), the City amended its critical area regulations in 1993 to regulate development in environmentally sensitive areas. These regulations� revised in 1999, are contained in Article XIV, of the Federal Way City Code, titled Environmentally Sensitive Areas. The City refers to "critical areas" as "sens'tive areas" in its ordinances and the two terms are used interchangeably in the Comprehensive Plan. GMA also requires the protection of resource lands. Resource lands are defined as land related to resource- based industries, including productive timber, agiculture, fisheries, and mineral extraction. Since Federal Way does not have land used by resource- based industries, policies regarding these types of lands are intentionally absent from this chapter. Development of this chapter is based on the same premise adopted in the King County Countywide Planning Policies (CWPP's) pertaining to the Natural Environment. Countywide Planning Policy FW-4 states in part, "Land use and development shall be regulated in a manner which respects fish and wildlife habitat in conjunction with natural features and functions, including air and water quality. Natural resources and the built environment shall be managed to protect, improve and sustain environmental quality while minimizing public and private costs. " 9.1 NATURAL ENVIRONMENT GOALS AND POLICIES 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 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. The merits and costs of environmental actions must be weighed and balanced against other important demands, such as public safety and recreation, housing, public infrastructure, and economic development. Goal NEGl 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. Revised 2000 IX-1 Federal Way Comprehensive Plan - Natural Environment Policies 9.2 WATER RESOURCES • The City's natural environment is composed of a wide vaziety 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 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 limitaticns for development. NEPl Protect and restore environmental quality through land use plans, surface water manage- ment 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 To the maacimum e�xtent practical, the City's future actions will be consistent with the goals and policies of this chapter of the Comprehensive Plan. NEP4 The City should work in concert with state and regional agencies, as well as with neighboring jurisdictions and tribes, to protect sensitive areas and the City's natural environment. NEPS To assist in evaluating existing and proposed environmental policy, the City should prepare inventories for each type of sensitive area to augment data received from other information sources. NEP6 The City encourages private donations of land or conservation easements for sensitive areas and their associated buffers. NEP7 The City may continue to require completion of environmental studies by qualified professionals to assess the impact of proposed development on sensitive areas. Water resources include: streams, lakes, frequently flooded areas, wetlands, aquifer recharge areas, and shorelines. The aquifers and aquifer recharge areas are the primary source for 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 valued places for recreation. To protect the value and function of each individual part, water resources must be managed as an integratecl 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 gound- water, 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 use. The City will permit development in a manner that protects water quality and ensures continued eco- logical 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 under- lying aquifers and increased water demand, the City also encourages groundwater conservation measures. Goal NEG2 Protect the public health and safety and prevent property damage by reducing surface water problems. Policies NEP8 The City shall identify major capital projects that prevent or reduce flooding or property damage; minimize erosion and instability of streambeds, banks, and slopes; protect or improve water quality; and maintain or improve the reliability and integrity of the • C� Revised 2000 �X_2 � Federal Way Comprehensive Plon - Notural Environment drainage system. The City shall implement � NEP14 � projects based on priorities that are systematically identified using a rating guide approved by the City Council. NEP9 The City shall identify minor drainage system capital improvement projects, retention/detention system retrofit projects, lake and stream restoration/rehabilitation projects, and water quality improvement projects; and shall use project prioritization procedure for each category of project. � NEP10 The City will implement an effective and efficient operations and maintenance program for its stormwater facilities to assure that the surface water drainage systems are operated and maintained to provide satisfactory quality and flow controls. Standards for operations and maintenance will be established and will apply to public and private stormwater facilities. NEPll The City shall own and maintain all elements of the storm drainage system in the right-of- way and in easements or tracts dedicated to, and accepted by, the City. Stormwater systems located on private property shall be the responsibility of the owner to maintain and improve. The City will not acquire or accept existing components of the stormwater conveyance system (through easements, ownership, or other property rights) except when needed for City construction projects identified in the Capital Facilities Plan (CFP) or annual Capital Improvements Plan (CIP). NEP12 The City shall respond to drainage-related emergencies and undertake emergency protective measures or projects on private property only as needed in the event of an imminent threat to public health, safety, or public resources (such as infrastructure, fisheries, and water quality). NEP13 The City will continue to offer education and • advice to all praperty owners with private drainage and related slope sta.bility problems. The City will fund sediment removal only in situations involving a threat to life, health, or dwellings, or public infrastructure from flooding or where the City has an existing legal obligation by easement or agreement. Any removal will be limited to that needed to alleviate such flooding or to fulfill the legal obligation. The City may provide non- financial support to any private or third party funded dredging projects that are found to be environmentally acceptable. NEPl� Ttie City shall own and maintain all retention/detention (R/D) systems in the public right-of-way and in easements of residential plats dedicated to, and accepted by, the City. The City should not accept ownership and responsibility for new R/D systems (through easements or other property rights) unless all of the following conditions aze met: l. 1'here is a public benefit. 2. An easement or property is offered by the properiy owner at no cost. 3. The system meets City standards. 4. There is access for City maintenance from the public right-of-way. 5. The City has adequate resources to maintain the system. 6. The system serves a residential plat (rather than a short plat or commercial property). NEP16 During the project design process, the City shall consider the impact to private property due to City construction. When property disruption is unavoidable, the City shall re;tore the area to the pre-existing conditions to the extent practical. Where not practical, the City may compensate the owner for ornamental landscaping in lieu of restoration; compensation is limited to the reasonable replacement value of destroyed specimens in kind, but not in size. Consistent with state and local law, the City shall not install landscaping improvements that increase the value of private property unless that is compensation for property rights granted to Revised 2000 IX-3 Federal Way Comprehensive Pian - Natural Environment the City or unless the primary purpose is to benefit the citywide drainage system. Aquifer Recharge Areas (Groundwater) � NEP17 The City shall develop and update surface water quality protection programs as needed and shall carry out those programs and use best management practices (BMP's) in order to make progress towazd meeting state and federal requirements and this plan's water quality and related resource goals. City surface water quality programs will include (but are not necessarily limited to): • Water quality studies and investigations. • A water quality response program, including enforcement • Education programs (including promoting source controls). • Preservation, rehabilitation, and restoration of wetlands and streams. • Stormwater quality controls on new development and redevelopment. • An operation and maintenance program, including an inspection program to ensure private maintenance of private drainage systems. • Capital projects to address identified water quality problems. � Participation in regional studies and in the development of regional, state, and federal surface water quality policy. NEP18 The City shall maintain regulations and standards to carry out the Surface Water Management Comprehensive Plan's policy of restricting stormwater runoff from all new development and redevelopment in order to minimize the potential for flooding and stream bank erosion, and preserve and enhance habitat and sensitive areas. Water quality BMP's shall be required for new development and redevelopment. City policies, regulations, and standards will meet the comprehensive stormwater program requirements of the Puget Sound Plan, and will comply with National Pollutant Discharge Elimination System (NPDES) permit requirements as applicable. Federal Way is dependent on groundwater as a primary source of drinking water. Although the Lakehaven Utility District does procure water from other purveyors, its main source is from the Redondo- Milton Channel aquifer that underlies the City. At present, the City has a general map of the aquifer recharge areas within the City. However, the District notes that the precise extent of aquifer recharge areas is uncertain, and these map� are being continually updated as studies are completed and new information is made available. 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. All of these activities decrease the land's ability to absorb and retain water and increases the possibility of contamination. In addition to affecting aquifer recharge potential, increased runoff rate and volume has a deleterious effect on strea�.1 channels, water quality, and in-stream habitat. The following CWPP's address aquifer recharge areas and are consistent with the City's policies. Countywide Planning Policies CAS All jurisdictions shall adopt policies to protect the quality and quantity of goundwater. CA6 Land use actions shall take into account impacts on aquifers determined to serve as water supplies. The depletion and degradation of aquifers needed for potable water supplies should be avoided or mitigated. Map IX-I, Areas Susceptible to Ground Water 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 • • Revised 2000 IX-4 C[TY ❑F �EDERAL WAY C❑MPREHENSIVE PLAN • � • � � �� �� � PUGET SOUIVD � � �g � �����'� ��. �� � �� . � ��� �ei � � -�� � �� s� �..� : ��;� � . � � .,...-_� �� �. �.,� � • `� � ' e `�1111 �. _ !'11Jt�'� ��■ 1 4v � � ��'' �1`� i�1� �o_� a� ��� � �/���� �— �,� �"°�� � . � ` — � �-_ � � — -- :� ��� sn ��$ s '� 11�� s .'� , /� ` �� _� � � ; _� .� Q � � ��4 ( � ���� 6 !� � � � AeSs -'� � � � � � � � � I � � _ �� �� ' �! �.�� r � � e �� ��e� ��_ ■��/�� ���� K �_�� �f , r ����� _ ,������ � ��� � � ;�� - _ ���- �' �° .� m �x��� �� � � � _ � � ;� 4� ��#���t��� j o . , ��, � - � ,� � l� � �� � I- _-�� i� � -�_- e� 1�� ��i1�� �.� � a� 1 __ � - _ ���� � �� ��� � � �� -� � Ii J .� _ � ���� ' s / � � � Q�� � _ �� � _ � _� � �y� `�.�-�_ ��� '� � ". ��� � � � � ��� �� �' ��� . � �, ��` . � � � o� _, , � -�� � � —� � � � ��- � � ��- �� � � �� g � � � 3 �e � < � ' �E� � �� y� � � T ._ 6 , • � - - - � � ��` � � " y � ��_ � � � �� _ �_ � - � � :�a � � � � _ = - �� �� = � __ � ����' �� � _- � - - �,- � � � � = -� �- s�;S e = — __ r � ;r � x `� s � . - � �, - � ,� � � �-�-- f � _ °�--�' .;�� � , v _ `�- � ��� . _ � � � ��; �� ! ��' � � ; f � ,� � �� .� ` ;; �� ., — , - �, , �__ �¢�� � � c �� � � � ► �s \-����_ f � ��.� a�� .�� ! ��, � .-.W� w I� ;-- _��. I �;a � - $ = i ' � �� � _� : �� � �� � � �� � � � ����� � \ �'� � - � `;a,� ��� �� �_�_- ,.. �-�'�; � � �-��- � �y� �� _' 1� _ 'y' � f�v��� ���� �'� A � � i �, _ _-�� -t�.�� � �� ����! t = v� _.� � ■ AREAS SUSCEPTIBLE TO GROUND WATER CONTAMINATION NATURAL ENVIR❑NMENT ELEMENT LEGEND —•—�—•—•—•—�—•— FEDERAL WAY CITY LIM[TS — — — — — PpTENTIAL ANNEXAT[❑N AREA _ ^_ � _� — LAKEHAVEN DISTRICT B❑UNDARY — WATER SERVICE AREA B�UNDARY � AREAS OF HIGH SUSCEPTABILITY TO GROUNDWATER CONTAMINATION � AREAS OF MEDIUM SUSCEPTABILITY TO GROUNDWATEf� CONTAMINATION � AREAS OF LOW SUSCEPTA8ILITY TO GROUNDWATER CONTAMINATION N❑TES Th75 nap cor�p�les ex�st�ng geotog�c, so�ls, and depth to ground water �nfornat�on to est�nate the locat�on of areas where contarm�ation r�ny readily enter ground water, Its purpose �s to cor�r�un�cate the approx�nate tocation and area extent of geologlc cond�t�ons �n the greater Federal Wo.y area favorable to the �ntroduction of contam�nants to ground water. Th�s map does not dep�ct aqu�fer recharge areas. Th�s r�ap is intended for planning purposes onty and is not guaranteed to exh�b�t accurate �nformnt�on. Land use deGS�ons should be bnsed upon s�te-spec�f�c data. Source: Seattle/K�ng Co�mty Heal �h Departr�ent, �in King County Dept. of Devetopr�ent and Env�ron�ental Services, Ground Water Mo�no,ger�ent Aren Technical Reports. �� G G�s nrvisiorr �AP I� � SCALE: 1" = 5,000' DATE: DECEMBER 199� r - Federai Way Comprehensive Plan - Natural Environment 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 • L.J NEG3 To protect aquifer recharge areas. Policies NEP19 The City, in cooperation with Lakehaven Utility District, should continue to identify and map aquifer recharge areas within the City and its annexation area. Such areas shall be subject to regulations to protect the integrity of identified aquifer recharge areas. NEP20 The City should encourage the retention of surface water runoff in wetlands, regional retention facilities, and in detention ponds, or use other similar storm water management techniques to promote aquifer recharge. NEP21 The City should establish land use and building controls to use storm water infiltra- tion wherever feasible, and to minimize the amount of impervious surface created by development. NEP22 The City recognizes that septic tank and drain field systems have a potentially adverse impact on groundwater 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 goundwater 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 wet- lands within the Hylebos Creek and Lower Puget Sound drainage basins will be evaluated through coordination with the Lakehaven Utility District. Welihecd Protection Areas Because the City relies on groundwater for its drinking water, it must take preventative measures to avoid contamination in areas surrounding well sites. In addition, the City and Lakehaven Utility District should work cooperatively to implement the State's Wellhead Protection Program and Section 1428 of the 1986 Federal Safe Drinking Water Act, which generally requires mapping wellhead protection zones and establishing an interagency wellhead protection plan. The Lakehaven Utility District is coordinating with local, state, and federal agencies to develop a Wellhead Protection Progam (WHPP) with the primary goal of preventing contamination of the groundwater supply. Another goal of the program is to promote awareness of special efforts to protect the groundwater and urge customers to take a proactive approach to protecting the source of the City's drinking water. The District anticipates completion of this program by the end of 2000. The following CWPP's and City policies address wellhead protection. Countywide Planning Policies CAS(c)(2) D�velop a process by which land use jurisdictions will `implement, as appra priate, purveyor Wellhead Protection Programs required by the Federal Safe Drinking Water Act.' CAS(c)(3) Determine which portions of mapped recharge areas and Wellhead Protection Areas should be designated as critical. Goal NEG4 Imple»aent a local wellhead protection program to ensure a safe source of drinking water and to avoid the large frnancial impact of contaminated wells. Policies NEP24 The City will work in conjunction with local water purveyors to delineate Wellhead Protection Areas for each well and wellfield as required and outlined by the State's Wellhead Protection program. Revised 2000 IX-6 Federal Way Comprehensive Plan - Natural Environment NEP25 The City will work with water purveyors to model and map Wellhead Protection Areas, as funds are budgeted for such modeling and mapping. NEP26 T'he City will work with water purveyors 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. NEP28 The City will work with water purveyors 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. Goal • NEP29 The City should establish bufFer zones of sufficient size to protect wellhead areas. Streams And Lakes (Surtace Water) The City of Federal Way is located within the Hylebos Creek, Lower Puget Sound, 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-2). Due to rapid urbanization, this natural system has been altered and in many areas no longer provides its original function or habitat. The primary focus of the policies below are to restore the natural functions that the City's lakes and streams once provided. Moreover, the CWPP's and the City's policies below acknowledge that it is more cost effective to restore the natural system than it is to construct a man-made equivalent. Countywide Planning Policy CA15 All jurisdictions shall implement the Puget Sound Water Quality Management Plan to restore and protect the biological health and diversity of the Puget Sound Basin. NEGS Protect, restore, and enhance the City s lakes and streams. Policies NEP30 The City will seek to work cooperatively with King and Pierce County Surface Water Management Divisions, the Puget Sound Water Quality Authority, Washington Department of Ecology. and other affected jurisdictions and tribes to implement water quality management strategies and to comply with Municipal National Pollutant Discharge Elimination System regulations to address non- point pollution. NEP31 Surface water management facilities that use natural streams and lakes for storage should ensure that those natural features are not adversely impacted by their inclusion in the surface water system. NEP32 The City may regulate privaFe 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 watersheds and shorelines, by improvements in water quality, by removal of invasive plant species, and by restoration of fish and wildlife habitat. r� LJ NEP35 The City should adopt stream definitions that are reflective of stream function and habitat. The definitions should make a distinction • between manmade conveyance systems and natural streams. Revised 2000 IX-7 • CITY OF FEDERAL WAY COMPREHENSIVE PLAN SURFACE WATER RESOURCES �ei ��� ���� NATURAL ENVIRONMENT ELEMENT Legend: Federal Way City Limits Potential Annexation Boundary Streams ,, ; �_ 'Wetlands Lakes � Source: Washington Department of Wildlife, King County SWM Divisian & 1999 Wetland Inventory. N � W��� �� S -- SCALE � 1 Inch equals 4,000 Feet � urroF G `` E� Y Ay aIS DIVISION MAP IX-2 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy Map printed February 2000 r.aml Federal Way Comprehensive P�an - Natural Environment C� • � NEP36 The City should continue to restrict 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 structures that are designed to promote fish migration and the propagation of wildlife habitat. NEP37 Erosion control measures shall be used for any work in or adjacent to stream or lake buffers. NEP38 Appropriate mitigation for detrimental im- pacts may be required for construction work within the buffer area associated with a stream channel or a lake. Furthermore, the City should work in cooperation with the Department of Fish and Wildlife through the Hydraulic Project Approval permit process for all development proposals that involve streams. NEP39 Essential public facilities and utilities may cross lakes or streams where no other feasible alternative exists. The amount of intrusion shall be the minimum necessary to complete the project. NEP40 The City will take a lead role to develop and implement proactive comprehensive watershed and lake management plans and policies for public access lakes, which 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 a plans for implementation. The City will take an administrative role in assisting residents on private lakes to setup and run Lake Manage- ment 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 azeas as streams, lakes, and wetlands." Development in flood plains reduces the storage capacity and increases the amount of runoff. Increased runoff overtaaces both natural and man-made convey- ance systems and leads to damage of public and private property. Currently, there are no frequently flooded areas recognized by the Federal Emergency Management Act (FEMA) within the City of Federal Way. However, there are areas that meet the City's definition of frequently flooded areas. The policies below have bePn adopted to address those areas. Countywide Planning Policy CAl2(b) Each jurisdictions policies, regulations, and programs should effectively prevent new development and other actions from causing significant adverse impacts on major river flooding, erosion, and natural resources outside their jurisdiction. Goal NEG6 To prevent ehe loss of life and property in frequently flooded areas. Policies NEP41 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. NEP42 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. Wetlands types include marshes, bogs, ponds, forested, and scrub-shrub wetlands. By storing floodwaters, wet- lands reduce flooding and down stream erosion; trap Revised 2000 IX-9 Federal Way Comprehensive Plan - Natural Environment and absorb sediments; and help protect water quality. Furthermore, wetlands discharge water to aquifers and streams and help serve to replenish groundwater and maintain base flows of surface water systems. In short, wetlands are productive biological systems providing rich habitat for fish and wildlife, and important storage capacity for the hydrologic system. Federal Way has several regionally significant wet- land areas. The lazgest can be found in and adjacent to the West Hylebos State Pazk, Dash Point State Park, Dumas Bay, and throughout Spring Valley. Other smaller wetlands also dot the landscape. While most of the City's wetlands have been identified both by private property owners and the City, undoubtedly there are other wetlands that have not yet been precisely located and mapped. The following CWPP's and City policies address the protection of wetlands. Countywide Planning Policies CA1 All jurisdictions shall use as minimum standards the 1989 Federal Manual for Identifying and Delineating Jurisdictional Wetlands and reference the 1989 manual in their wetlands protection ordinance. Goal NEG7 Protect and enhance the functions and values of the City s wetlands. Policies NEP43 The City will protect its wetlands with an objective of no overall net-loss of functions or values. NEP44 The City shall, as a minimu:�►.�tandard, use the methodology in the March 1997 Washington State Wetlands Identification and Delineation Manual for identification and delineations of wetlands within the City. NEP45 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. NEP46 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. • • CA2 In the long term, all jurisdictions shall work to establish a single countywide classification system for wetlands. CA3 Within each basin, jurisdictions shall formulate their regulations and other non- regulatory methods to accomplish the following: protection of wetlands, assure no net-loss of wetland functions, and an increase of the quantity and quality of the wetlands. The top class wetland should be untouched. CA4 Implementation of wetland mitigation should be flexible enough to allow for protection of systems or corridors of connected wetlands. A tradeoff of small, isolated wetlands in ex- change for a larger connected wetland system can achieve greater resource protection and reduce isolation and fragmentation of wetland habitat. NEP47 The City will avoid the use of natural wet- lands 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. Special care will be taken to avoid using more sensitive, and valuable wetlands for stormwate::• manage- ment. Wetlands will be protected from exces- sive flow quantities and poor water quality, especially more sensitive and valuable wetlands. When wetlands are used for storm- water purposes, the maintenance of those facilities will follow carefully evaluated guidelines that meet the maintenance needs but minimize the impact on the wetland. Restoration/enhancement activities in wet- lands will also follow carefully evaluated guidance that will maximize the benefits to � Re��sed z000 ix-� o Federai Way Comprehensive Plon - Natural Environment the wetland, and minimize the short- and • long-term negative impacts of the activities. Regulations governing wetland management activities will promote restoration/enhancement activities. The City will evaluate allowing the use of wetland buffer areas for water quality treatrnent facilities, including constructed wetlands. The City should evaluate the application of wetland regulations to con- structed wetlands, as defined in the Surface Water Management Comprehensive Plan. Prior to 1999, all wetlands in the City were afforded a 100-foot uniform buffer regardless of wetland size or type. While this allowed for predictability, the guide- lines did not provide flexibility nor did they reflect the varying degrees of wetland functions, values, and quality. • � In 1999, the City completed an inventory of wetlands within the City limits and Potential Annexation Area. Wetlands were mapped and classified using a three-tiered system. The inventory was used to help the City create policy and regulations that reflect local as well as regional conditions. In 1999, the City adopted amend- ments to the .Federal Way Ciry Code Section 22-1 and Article XIV, "Environmentally Sensitive Areas." The City may permit urban development to cause the destruction of wetlands determined to be replaceable based on a variety of factors. In these situations, compensatory wetland mitigation, such as wetland creation, restoration, or enhancement, must be provided. The City recognizes that the elimination of certain wetlands in exchange for appropriate mitiga- tion can contribute to the overall wetland system, and may in fact achieve better resource protection. Goal NEG8 Ezplore ways of mitigating wetland loss. Policies NEP48 The City should develop a wetland mitigation- banking program. The plan will address restoration, creation, enhancement, monitoring, and contingency planning for the replacement or enhancement of wetlands. NEP49 Mitigation sites should replace or augment the wetland values to be lost as a result of a development proposal. Sites should be chosen that will contribute to an existing wetland system or, if feasible, restore an area that was historically a wetland. NEP50 All wetland functions should be considered in evaluating wetland mitigation proposals, including fish and wildlife habitat, flood storage, water quality, recreation, and educational opportunities. NEP51 The City will protect wetlands by maximizing infiltration opportunities and promoting the conservation of forest cover and native vegetation. NEP52 Wetlands created as a result of a surface or stormwater detention facility will not be considered wetlands for regulatory purposes. Special regulations concerning these facilities should be developed. Shorelines The City of Federal Way adopted the King County Shoreline Management Program (Program) shortly after the City's incorporation. King County's program is a functional plan and was developed in compliance with the State Shorelines Management Act. In 1999, the City adopted a new Shoreline Master Program consistent with community values, land use and environmental protection, State law, and the policy direction of the Natural Environment and Land Use chapters of the Comprehensive Plan. The program also recognizes the unique recreational and natural habitat of the City's shorelines. Policy NEP53 Keep abreast of proposed changes to the State Shoreline Management Regulations and amend the City's Act in order to enhance the shoreline and protect salmon and other threatened or endangered species. Revised 2000 IX-11 Federal Way Comprehensive Plan - Natural Environment 9.3 GEOLOGIC HAZARDOUS AREAS Geologically hazardous areas include: steep slope hazard, landslide and erosion hazard, and seismic hazard (liquefaction-prone) areas. WAC 365-195-200(9) defines geographically hazardous areas as, "...azeas 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." In Federal Way, geologically hazardous areas have been mapped along much of the Puget Sound shore- line and in more limited areas north of Steel Lake, and west and south of Hylebos State Park (Map IX-3). Landslide-Prone Areas represent a potential hazard to people and property. Inappropriate development activities may disturb the natural stability of soils, su�cial geology, slopes, and hydrology to the point that mass wasting, erosion, high run off, and stream silta.tion may occur. There are many azeas in Federal Way, particularly the high bluffs along Puget Sound that have high potenrial for landslide. These ,�reas t��pically have slopes greater than 15 percent, springs or groundwater seepage, and highly permeable sand and gravel soils overlaying relatively impermeable silt and clay soils. Seismic Hazard Areas are characterized by low- density cohesionless soils in association with a shallow groundwater table. During an earthquake, these soils become highly unstable and are unable to adequately support structures. With appropriate construction techniques, such as soil compaction or pile construction, building owners can minimize the potential for damage to some extent. To identify seismically hazardous sites and recomrrrend appropriate construction techniques typically requires the services of a qualified geotechnical engineer. Soil Erosion problems are typical in all areas of Federal Way. Generally, these problems are the result of improper or inappropriate grading and construction practices, and high volumes of rainfall. However, there are small areas of the City where the soils are so erosion sensitive that urban development is not appropriate because of the sensitivity of these soils to disturbance. Steep Sdope Areas are typically found along the western portion of Federal Way, as the land ends in high banks above the Puget Sound shoreline. In addition, there are other isolated areas throughout the City. These hillsides are either naturally unstable, or susceptible to instability when disturbed. The following CWPP's and the City policies address protection of geologically hazardous areas. Countywide Planning Policy CA13 All jurisdictions shall regulate development on certain lands to protect public health, property, important ecological and hydro- geologic functions, and environmental quality, and to reduce public costs. The natural features of these lands include: a) Slopes with a grade greater than 40 percent; b) Severe landslide hazard areas; c) Erosion hazard areas; d) Mine hazard areas; and e) Seismic hazards. Regulations shall include, at a minimum, provisions for vegetation retention, seasonal clearing and grading limits, setbacks, and drainage and erosion controls. Goal NEG9 Adopt standards to ensure against the loss of both public and private property in geologically hazardous areas. Policies NEP54 Land uses on steep slopes should be designed to prevent property damage and environmental degradation, and to enhance open space and wildlife habitat. NEP55 As slope increases, development intensity, site coverage, and vegetation removal should decrease and thereby minimize drainage problems, soil erosion, siltation, and land- slides. Slopes of 40 percent or more should be retained in a natural state, free of struc- tures and other land surface modifications. � • • Revised 2000 1X_12 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � GEOLOGIC HAZARDS NATURAL ENVIRONMENT ELEMENT Puget Sound Legend: ,� 0 Federal Way City Limits /�,� Potential Annexation Area _ ' Geologic Hazards • Note: The Geologic Hazards indicated on this map reflect possible landslide, erosion or seismic hazards. Possible hazards based on ground slope are not indicated on this map. Source: King County Planning-Environmental Division N W���7 E � � S � SCALE � 1 Inch equals 4,800 Feet � crrroF G ED V FIY ais oivisioN MAP IX-3 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy Map printed February 2000 $N/c� Federal Way Comprehensive Plan - Natural Environment NEP56 Landslide hazard areas should be free of � development, unless the risks and adverse impacts associated with such development can be reduced to a negligible level. • NEP57 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. NEP58 Prior to de� �elopment in severe seismic hazard areas, the City may require special studies to evaluate seismic risks and to identify appropriate measures to reduce these risks. NEP59 The City should develop special regulations that address construction on or near marine bluffs of Puget Sound. Regulations should take into consideration landslide potential, drainage, and vegetation removal. NEP60 Proposals for development on or near marine bluffs should substantiate, either through design or adher�nce to special development regulations, that the development has less than a 25 percent chance of failing by collapsing, or becoming dangerous and/or uninhabitable due to slope movement within a 50 year time period. NEP61 Development along marine bluffs should take into consideration the unique habitat these areas provide by leaving as much native vegetation as possible, especially snags. � 9.4 FISH AND WILDLIFE HABITAT AREAS Fish and wildlife habitat conservation areas are considered critical areas and are necessary for either resident animal species, or seasonal migratory animal species. These habitats are extremely important and, if altered, may reduce the likelihood that a given species will survive. Habitat conservation areas may include areas of species richness, breeding habitat, winter range, and migration corridors. These also include habitats that are of limited availability or high vulnerability to alteration, such as clifFs, talus, and wetlands (Map IX-4). This chapter also recommends that the City complete the necessary studies to identify and map habitat conservation areas so that they can be protected. Significant habitat also exists in aquatic, wetland, and riparian areas and on steep slopes that are privately owned, but protected by development regulations. Linking public and private natural areas can provide food, shelter, and migration corridors for a healthy and sustainable population of salmon, songbirds, and other species. Urban landscaping, parks, and open space are valuable supplements to natural areas in terms of providing habita.t 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 provide food and shelter for wildlife. Countywide Planning Policies Through the following goals Federal Way sets out to conserve, protect, restore, and enhance fish and wildlife habitat areas. CA8 All jurisdictions shall identify critical fish and wildlife habitats and species and develop regulations that: a) Promote their protection and proper management; and b) Integrate native plant communities and wildlife with other land uses when possible. CA9 Natural drainage systems including associated riparian and shoreline habitat shall be maintained and enhanced to protect water quality, reduce public costs, protect fish and wildlife habitat, and prevent environmental degradation. Jurisdictions within shared basins shall coordinate regulations to manage basin and natural drainage systems which include provisions to: a) Protect the natural hydraulic and ecological functions of drainage Revised 2000 IX-14 Federol Way Comprehensive Plan - Natural Environment systems to maintain and enhance fish and wildlife habitat, and restore and maintain those natural functions; b) Control peak runoff rate and quantity of discharges from new development to approximate predevelopment rates; and c) Preserve and protect resources and beneficial functions and values through maintenance of stable channels, adequate low flows, and reduction of future storm flows, erosion, and sedimentation. CA10 Jurisdictions shall maintain or enhance water quality through control of runoff and best management practices to maintain natural aquatic communities and beneficial uses. CAIl Jurisdictions shall coordinate land use NEP68 planning and management of fish and wildlife resources with affected state agencies and the federally recognized Tribes. Goal NEG10 Preserve, protect, and enhance fish and wildlife habitat. NEP66 The City will protect wildlife corridors in • the City owned open space where appropriate. These areas should use native plants that support native species of birds and animals where appropriate. NEP67 As feasible, the City will adopt and imple- ment 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. 9.5 AIR QUALITY Policies NEP62 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. NEP63 The City should manage aquatic and riparian (stream side) habitat in a way that minimizes its alteration in order tc preserve and enhance its ability to sustain fish and wildlife. NEP64 The City should preserve and enhance native vegetation in riparian habitat and wherever possible. NEP65 The City should encourage residents and businesses to use native plants in residential and commercial landscaping. Air quality, once a problem for other regions of the United States, is now a major problem in the Pacific Northwest. The preservation of clean air is essential to maintaining the quality of life enjoyed in this region. Air pollution in the Puget Sound Region is the result of increased vehicle emissions primarily from cazs and trucks. Therefore, if this region is going to resolve its growing air pollution problem, it must develop a more efficient and less auto-oriented transportation system. The following CWPP's and City policies are adopted to protect air quality. Countywide Planning Policy CA14 All jurisdictions, in coordination with the Puget Sound Air Pollution Control Agency and the Puget Sound Regional Council, shall adopt policies, methodologies, and standards that promote regional air quality, consistent with the Countywide Policy Plan. 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 Department of Fish and Wildlife. • �� Revised 2000 IX-15 � • I• � s� � Fvi ♦ �� � ."r�N Y � � . � � �� �r � .,��. �� i t��S � � � , ��r , L > .,�� ,' �i � � - ,�� �� � 1 � `' J i � ,�r'� ��1 � � \ / �� '' � -�, � � , i �� i ,�� ���" ���y� VI' � ��� Q ?' � , �°9 \ �� ; • '-�%� \�� � ' �!� � � �. ��J ' _r✓ � � I N ��i// 0 �L��,� ;/� i - " /� �� ��� %/"�l� -; 3�� 0 � � � �S - � �'; � r r �'� 4 � W � ' 3 N } 3 II ._ � � ( � j r �ir��-� �i i �,�j ; ' � -;� � , , ,,, -- . � I � �"_ '=�',_ _ I���,'<�� � YI . ��l Y • � ,— � � � � i � � � � � �� �� � � o 0 r—� � d � ��, ¢�' I� Y� � I 1 � i� � � � /� / � � � � a� CITY OF FEDERAL WAY COMPREHENSIVE PLAN PRIORITY HABITATS & SPECIES NATURAL ENVIR ELEMENT Legentl: �`,� Federal Way City Limits " � I W� E V Potential Annexation Area �,�, �5 IMPORTANT FISH HABITATS /�,° ANADROMOUS FISH RUNS �SCALE 1 Inch equals 5,000 Feet /�,° RESIDENT FISH PRESENT (DOLLY VARDEN/BULL TROUT AND/OR OLYMPIC MUD MINNOW) PRIOFdITY HABITAT & SPECIES BOUNDARY � HALE/BALD EAGLE RIPARIAN AREA � URBAN NATURAL OPEN SPACE /� WATER FOWL ;/°��� WETLAND NATIONAL WETLAND INVENTORY TYPES ` OPEN WATER �� �,�'a� LACUSTRINE ESTUARINE PALU�TRINE NATURAL HERITAGE WILDLIFE DATA � BREEDING/NEST � SEABIRD COLONY � NESTBOX cmroF G � nnA� ix-4 AY Qis �ivisioN NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranty as to its accuracy Map printed February 2000 $N/cpmaps/phs.aml � �f� Federal Way Comprehensive Plan - Naturai Environment • � i Goal NEGll To protect air qualiry. Policies NEP68 Support State and Federal air quality standards and the regulation of activities that emit air pollutants. NEP70 Encourage transportation demand management and alternatives to the single occupancy vcnicle in order to reduce energy consumption, air, and water pollution. 9.6 NOISE 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 tr�c from Seattle-Tacoma International Airport (SeaTac); vehicle traffic; and construction activities. The City will need to continue its efforts at the regional and sta.te level to mitigate the impacts associated with the SeaTac Airport. Goal NEG12 Develop programs and/or regulations to address noise pollution in all areas of the City. Policies NEP71 The City should d�velop and adopt construction standards to mitigate noise generated by SeaTac Airport and Interstate 5, as well as other major arterials. NEP72 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. The City may adopt noise level standards for all non-residential uses. NEP73 The City will continue to work with the Port of Seattle to mitigate noise impacts within the 651dn contour. In this effort, the City will work with the Port to field verify the results generated by the Integrated Noise Model. NEP74 The City will 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 proposed expansion of SeaTac Airport. NEP75 In developing new roadway systems, the City will evaluate the noise impact on residential neighborhoods as appropriate in, or through, residential areas. 9.7 OPEN SPACE 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. Areas identified as open space in the Comprehensive Parks Plan may be purchased or otherwise protected from development by the City. Countywide Planning Policies CC7 All jurisdictions shall work cooperatively to identify and protect open space corridors of regional significance. CC8 Jurisdictions shall work to protect visual access to water bodies and rivers, and provide for physical access where appropriate. Revised 2000 IX-17 Federai Way Comprehensive Plan - Natural Environment CC13 All jurisdictions shall develop coordinated level of service standards for the provision of parks and open space. Goal NEG13 Develop an o'pen space network throughout the City and with adjacent jurisdictions. Policies NEP76 Open space is as important as wildlife habitat and should be linked with open space identified in the King County Open Space Plan. NEP77 The City should identify an open space plan and develop a program to acquire or accept donations of these azeas for preservation. NEP78 The CiTy should consider innovative ways of acquiring property for open space such as transfer of development rights and develop- ment incentives for set asides. 9.8 IMPLEMENTATION The implementation of the policies contained in this chapter will occur over a number of years and is dependent on resources available to the City and the community. The 1995 Comprehensive Plan listed the following six implementation strategies to be implemented within five years: 1. Revise the City's wetland buffering requirement (Completed 1999); 2. Develop a new Shorelines Master Program to be consistent with the policies of this chapter and the Land Use chapter, community values, and State law (Completed 1999); 3. Adopt a new definition of stream to distinguish between man-made conveyance systems and natural streams, requiring a definition change to the Environmentally Sensitive Areas Ordinance (Completed 1999); 4. Map wellhead protection zones; 5. Inventory wetlands (Completed 1999); and 6. Update aquifer recharge area maps. The City shall adopt a new stream definition at the time code amendments are necessary to implement the Endangered Species Act. � • C� � Revised 2000 IX-18 Private Utilities l -- _. _�--- - -�.l �'�� L : - - -- - — � ��---.-- _ __ � – ,_ -- J _ _ __ J �� - , . � ,--- �--- � � � C � � O � C O � � .�. � � 0 � � Federai Way Comprehensive Plan - Private Utilities • i 10.0 INTRODUCTION (FCC). Cable television companies are regulated by the Federal Communications Commission (FCC) and the Communications Act of 1934, as amended. Private utilities, with the exception of line telephone, must have a franchise agreement to place utilities in the public right-of-way or on private property. Franchise agreements give each utility the non-exclusive right to provide its category of service within the City. At the time of writing (Apri12000), the City has a franchise agreement with TCI (now AT&T Cable Services), Puget Sound Energy, Metricom, and Sprint, and is in the process of negotiating with other wireless providers wishing to locate their infrastructure on city property. This chapter satisfies a Growth Management Act (GMA) requirement that cities prepare a Private Utilities chapter. This chapter describes the location of existing utilities and the proposed location of new utilities, as well as the capacity of existing and proposed utilities. The GMA requires the Comprehensive Plan to have internal consis- tency. This means that the Private Utilities chapter must be fully coordinated with other chapters of the Compre- hensive Plan. This is particularly important for Federal Way's City Center and in the I-5/99 conidor where new development and other land use change is anticipated in the near future. In accordance with WAC 365-195-320(2)(c), this Private Utilities chapter includes plans for natural gas, electricity, telecommunications, and cable television service for the City and its planning area (Map X-I — Council Approved PAA Boundary). Each utility plan will describe and analyze existing and proposed utility systems within Federal Way and improvements necessary to meet growing consumer demand. In most cases, maps aze provided to illustrate the existing system and proposed improvements. Plans for water supply and sewer are found in the Capital Facilities chapter of the Comprehensive Plan. The City sees the GMA's requirement to prepare a Private Utilities chapter as ar� opportunity to identify ways of improving the quality of services provided with- in the City. The City will use this Private Utilities chapter to identify goals and develop policies to ensure that pro- vision of utilities is properly coordinated with land use. The City acknowledges that it would not have been possible to prepare this chapter without the assistance of local utility providers. 10.1 ORGANIZATIONAL AND LEGAL CONTEXT 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 10.2 COUNTYWIDE LAND USE POLICIES FOR UTILITIES The King County Growth Management Planning Council (GMPC) drafted the following Countywide policy which is relevant to private utilities: C06 Aggressive conservation efforts shall be imple- mented to address the need for adequate supply for electrical energy and water resources, protect natural resources, and achieve improved air quality. Efforts shall include, but not be limited to, public education, water reuse and reclamation, landscaping which uses native and drought- resistant plants and other strategies to reduce water consumption, small lot size, low-flow shower- heads, conservation credits, and energy efficiency incentives in new and existing buildings. This Private Utilities chapter is consistent with the aforementioned Countywide Planning Policy. 10.3 PUGET SOUND ENERGY Descriptfon of Utility Puget Sound Energy Company, Inc. is an investor owned, private utility headquartered in Bellevue, Washington. It provides electric and natural gas service to approximately 1,377,388 metered customers Revised 2000 X-1 Federal Way Comprehensive Plan - Private Utilities within the company's 6,000 square mile service territory. This service territory encompasses eleven counties in western and central Washington. Puget Sound Energy (PSE) Company is regulated by the Washington Utilities and Transportation Commission (WUTC) and the Federal Energy Regulatory Com- mission (FERC). The Natural Gas Policy Act of 1978 was designed to increase com-petition among energy sources by encouraging the development of new natural gas resources and the development of nationwide transmission pipelines. PSE builds, operates, and maintains an extensive electric and gas distribution system consisting of generating plants, electric transmission lines, gas supply mains, distribution systems, substations, and pressure regulating stations. It is a hydroelectric-based company purchasing about 40 percent of its power from utilities that own five large hydro facilities on the Columbia River. that portion of PSE's transmission system that covers Federal Way. It is a grid that provides a link between BPA's Bulk Transmission System and the local distribution system that connects with customers. The "Bulk Transmission System" is operated by the BPA, which operates a region wide, interconnecting, transmission system that supplies electric power to utilities from federal hydroelectric projects east and west of the Cascades. The primary service BPA provides to PSE is wheeling energy around the region. All the transmission lines supplying Federal Way aze energized at 115kV (Kilovolt). These lines supply power into the Federal Way distribution system and provide connections to Tacoma City Light, King, and Pierce Counties. Power is transferred from the transmission system to Federal Way's local distri- bution system at six distribution sub-stations.- also comes into the City from sub-stations located in Pierce County and unincorporated King County. • Six PSE owned hydroelectric plants, on the Nooksack, Baker, Snoqualmie, White, and Puyallup rivers add to the hydro base on the west side of the Cascades. Other PSE owned or partly owned sou:ces include four coal- fired plants (in Centralia, Washington and Colstrip, Montana), and six gas and oil-fired plants. General Location PSE supplies electric and natural gas service within the entire limits of the City of Federal Way. The quality of service within Federal Way is dependent on the local delivery system operated by PSE, the bulk transmission system operated by Bonneville Power Administration (BPA), and power generation by a number of agencies, including PSE. Natural gas is supplied to the entire region through pipelines owned and operated by Northwest Pipeline Corporation, Salt Lake City, Utah. T'he "gate station" off the pipeline that provides most of the natural gas supply to Federal Way is located in Derringer (near Auburn). Type of Service: Electric Transmission Lines (Il Ski�. Schematically, Figure X- 1 describes how electricity is transmitted from the generation source to customers. Map X-2 describes Transmission Switching Stations. The only switching station in Federal Way is the Starwood Station. Switching stations are used to control and monitor power flow on 11 SkV lines in order to increase system reliability. Distribution Substations. Distribution substations transform voltages of 115kV or greater to lower voltages of 12 or 34kV. The following stations are located in Federal Way: Lakota, Kitts Corner, Belmore I, Belmore II, Marine View, Starwood, West Campus, and Weyerhaeuser. Future Facility Construction PSE predicts that the load for the greater Federal Way area will grow by 103.9 MVA between 1990 and 2020. Map X-2 shows proposed transmission lines and sub-stations necessary to increase service reliability and/or capacity in the Federal Way area to meet this projected load growth. The additional substations needed include: ■ Enchanted ■ Killarney ■ Dolloff ■ Steel ■ Five Mile Lake ■ Twin Lakes ■ Federal Way u � Revised 2000 X_2 • � � CITY OF FEDERAL WAY COMPREHENSIVE PLAN COUNCIL APPROVED .� .• � •� /�� PAA B O U N DA RY UTILITY PLAN ELEMENT Legend: Federal Way City Limits Potential Annexation Area -�- SCALE --- 1 Inch equals 4,100 Feet «T,r oF G � '` E�EJ'tAL Y� � GIS DIVISION MAP X-1 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranry as to its accuracy z000 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � EXISTING AND PROPOSED IMPROVEMENTS TO THE SUB-TRANSMISSION SYSTEM PUGET SOUND ENERGY - GAS UTILITY PLAN ELEMENT Legend: i�! Federal Way City Limits .•'''•�.•� Potential Annexation Area • �''�i Proposed Line /v Sub-Transmission Line N BPA Line � Sub-Station (Distribution) ■ Sub-Station (Transmission) 0 Proposed Sub-Station Source: Puget Sound Energy N W E S -- SCALE -- 1 Inch equals 4,200 Feet • cmr oF G "�Y EnE.RFiL. �� �� GIS DIVISION MAP X-2 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranry as to its accuracy Map printed February 2000 SNh PRIVATE UTILITIES Federal Way Comprehensive Plan - Private Utilities In addition, Marine View will be expended to a switching station. PSE forecasts that these improvements, along with others elsewhere in the subarea, will produce a system that will be operating at 72.5 percent of capacity by the year 2020. Additional transmission line and transformer capacity may be necessary on the PSE-Tacoma City Light (TCL) intertie at Starwood. Proposed cogeneration facilities in TCL's tideflats area could potentially expand the existing system. The timing of any improvement would depend on the design and capacity of the cogeneration facility. deliver natural gas from the supply source to pressure � reducing stations. PSE has 35,650 feet of 12 inch STW (steel wrap) supply main located in Military Road South and 3,200 feet of 6 inch STW located elsewhere. Pressure Reducing Stations: These are located at various locations throughout the system to reduce supply main pressure to a standard distribution operating pressure of approximately 60 psig. There are five regular stations located in Federal Way. Distribution Mains: Distribution mair.s are fed from District Regulators. These are typically 8, 6, 4, 2 and 1�/a inch in diameter. The pipe material is typically polyethylene (PE). PSE currently has approximately 350 miles of distribution main serving within the City of Federal Way. Type of Service: Natural Gas PSE provides natural gas to the City and surrounding communities through a network of interconnecting supply and distribution mains (Map X-3). The components and hierarchy of natural gas supply are illustrated in Figure X-2. According to PSE's Rate Department, the average house (using natural gas for both heat and hot water) consumes about 1,000 therms per year. Ten therms equals approximately one "mcfl' (one thousand cubic feet) of gas per year. When planning the size of new gas mains, PSE uses a saturation model which assumes all new households will use natural gas since 99 percent of new homes constructed, where builders have the choice, are using natural gas. Extension of service (typically conversion) is based on request and the results of a market analysis to determine if revenues from an extension will offset the cost of construction. PSE had 17,319 gas customers in the City as of November 1999. There were 12,855 in the City in November 1989. Based on growth, PSE anticipates 22,500 customers in the City by 2009. The existing system is capable of supplying approximately 50,000 customers in the Federal Way area. Gas Supply Mains: These are generally larger dia- meter (6 inch steel wrapped and over) mains designed to operate at higher pressure (100 psig to 250 psig) to Future Facility Construction There are three types of construction anticipated in the Federal Way area. These include: New installation due to increased capacity of existing customers or conversions from an alternat�; fuel. Main replacement projects to facilitate improved maintenance and system reliability. Replacement or relocation of facilities due to municipal and state projects. Long Range Plans (within five years): Install 12 inch STW High Pressure Supply Main in the north end of Federal Way at approximately South 272 Street and Military Road South (Map X-4). 10.4 TELECOMMUNICATIONS PLAN The telecommunications section focuses on line telephone, wireless communication, and cable TV. Telecommunications is not only important for voice transmission but also provides the infrastructure for the transmission of images and electronic data. In the � i Revised 2000 X-6 CITY OF FEDERAL WAY COMPREHENSIVE PLAN � PUGET SOUND ENERGY GAS SUPPLY MAINS PUGET SOUND ENERGY - GAS UTILITY PLAN ELEMENT Legend: i�� Federal Way City Limits .•'�'•,'� Potential Annexation Area Distribution Pipe Diameter � /�/ 2" to 4" N 4" to 6" N Above 6" Source: Puget Sound Energy N W E 3 --SCALE-- 1 Inch equals 4,200 Feet • cmroF � - = � E�ERF�_. QIS DIVISION MAP X-3 NOTE: This map is intended for use as a graphical representation only. The City of Federal Way makes no warranry as to its accuracy Map printed February 2000 $Nk CITY OF FEDERAL WAY COMPREHENSIVE PLAN � C� PROP�SED IMPROVEMENTS i ,.'�•..'. . N PUGET SOUND ENERGY - GAS UTILITY PLAN ELEMENT Legend: Federai Way City Limits Potential Annexation Area Distribution Pipe Diameter Above 6" N W E 5 -- SCALE � 1 Inch equals 4,200 Feet � urro� G � EO QIS DNISION MAP X-4 NOTE: This map is intended for use as a praphical, representation only. The City af Federal Way makes no warranty as to its accuracy 2000 $N/comaps/ose.aml Federal Way Comprehensive Plan — Private Utilities • Figure X-2 Typical Puget Sound Energ,y Distribution System • • 0 �v ��i th� Nf6tlLA70R Most i m�tet ntc IndnO� s . tc9uqlct�rAId1CNS � uMnu+osrnrtoN � m�aeasnnro�e�+ xNa u� m�sme i: 1M Od. iAe METER reanoeohom2s� p:t nYarAoimmasurn 10 between 60 �M 200 pri tA� �maunt el n�onl Lla�lnp mtlonsne oRm If�f EeUO use0 ta �bore�qrounOsuacluies, s�amd+nlahe�thq \ meomanse� � A• � ��E�l� � i �� �,�� �Y , U� � � ��, ���';ij;��� ,t � � � �r'i �� � � ,,�lu f`: �� � � — � r :, c �• � � c troEetxeen8 aame�a � mnokro NORTHqUE3T PIP�INE TAe Mtermu plpe0ns eeMn4 Y1NQ �s NW Ptpnlin0. wMcA colls�sta o12 pu�pel Om� � 266�IIn�i mo ��aGicA. Pmunre �atle� tran 600 to 900 iromC�i�ii01 r�mmh�rtest 1, �es,�aAOM�ta,P�'�7 ., Revised 2000 X-9 Federal Way Comprehensive Pian - Private Utilities City, telecommunications service providers include US West, which operates both land-based and cellular telephone systems, AT&T Wireless, AirTouch, GTE, Sprint, Nextel, VoiceStream, and Metricom which provide wireless telephone and data services, and AT&T which provides cable TV service. The telephone portions of the telecommunications industry aze extremely competitive and for this reason, the City had difficulty obtaining detailed information about operations and plans. As a result, this section of the plan addressing telephone service: (i) i�flects the City's commitment to providing advanced telecom- munications services; (ii) provides a general description of how the existing system works; and, (iii) describes the process for improving delivery. Metricom, and VoiceStream. Wireless communication is becoming increasingly important in the telecom- munications world. It is a combination of a portion of the radio frequency spectrum with switching tech- nology, making it possible to provide mobile or portable telephone service to virtually any number of subscribers within a given area. Transmission quality is comparable to that provided by conventional wire- ]ine telephones, and the same dialing capabilities and features available to wireline users are available to cellular users. The wireless/cellular communications sector of the economy is growing rapidly. The number of wireless service providers (cellular phone, paging, two-way radio, etc.) are increasing. US West, AT&T Wireless, AirTouch, GTE, Sprint, Nextel, VoiceStream, and Metricom all have facilities in Federal Way. In 1997, the City adopted land use review procedures for siting facilities associated with these services. These regulations were subsequently revised in 1999. All of these 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. The FCC regulates the cellular telephone industry by controlling where carriers can operate and what frequencies can be utilized in their operation. This ensures that their operation does not interfere with AM/FM radio and cable television transmissions. If interference does occur, the cellular tower operator is required by the FCC to eliminate any noise or interference which impacts local citizens. For example, if a television set or radio experiences interference from the tower, the operator must either correct the problem or disable the cellular site. • Telephone System Existing Facidities and Operations — US West Communication, Inc. delivers telecommunication service to the Federal Way planning area as regulated by WUTC. A local exchange area is served by a Central Office (CO), which contains various kinds of switching equipment. From a CO, there are typically four main cable routes extending relatively north, south, east, and west. From each main cable route there are branch distribution routes. These facilities may be aerial or buried, copper or fiber. Extending from the branch distribution routes are local lines which can be used for voice or data transmission by subscribers. Proposed Improvements — US West is required by law to provide adequate telecommunications servic �s on demand. Accordingly, US West will provide facilities to accommodate whatever growth pattern occurs with- in the City. Due to advances in technology, additional capacity is easily and quickly added to the system. Wireless Networks Existing Systems — The City of Federal Way is currently served with wireless service by U.S. West, AT&T Wireless, AirTouch, GTE, Sprint, Nextel, Wireless service transmits and receives low power high frequency radio signals. The basic technology is as follows: 1. The service originates from a cellular phone, pager, computer, dispatch service, or personal communications service. • 2. The signal is transmitted to the nearest cellular communications facility, known as a cell site, which processes numerous cellular phone calls and routes • them to the nearest hub cellulaz switching office. Revised 2000 X-10 Federal Way Comprehensive Plan - Private Utilities • 3. At the cellulaz switching office, also known as a Mobile Telephone Switching Office, the call is further processed and the call is routed to the party being called. The call may be routed via traditional land line or via a cellular network depending on the nature of the receiving device. u � System Capacity — Capacity is a function of frequency of use, the number of sites in a geographic area, and the number of customers. However, wireless service providers consider site locations, the number of calls handled, number of customers, and cell site capacity to be proprietary information. 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 deter- mine expansions into new service areas. The cellular network is expanded by dividing a larger cell into several smaller cells to increase the number of available channels. Capacity may also be expanded through technological advances in digital equipment. Cable TV Plan Headquartered in Denver, Colorado, TeleCommuni- cations, Inc. (TCI) was formed in 1968 with the merger of the cable company and a common carrier microwave operation. The company is one of the nation's largest cable operators with approximately 14.4 million customers at year-end 1997. Within its owned and operated cable systems, TCI Group plans to focus on its upgrade program during the next three to five years. T'he system upgrades will be considered and executed based on the requirements and potential of each market, consistent with TCI Group's "best fit" strategy. Figure X-3 is a general description of the components of the cable T'V (CATV) system and shows supply from source to customer. One of the primary components of a cable system is the headend site—an electronic control center where the information signal is processed for distribution through the cable system. The signal can be received either off a hard line (cable), satellite dish, microwave antennas, and/or TV antenna. Ezisting Conditions Map X-S shows-the TCI service areas covering the City. TCI's Tacoma, Pierce County system, serves the majority of the City. A small area in the northern part of Federal Way and parts of the area to the east of I-5 are served by the TCI Auburn system. The headends, located north and south of the City, supply the signal by microwave feed. The majority of the system has been designed and built at a capacity of 450 MHz and will be upgraded consistent with the franchise agreement between TCI and the City of Federal Way. Map designations depict the main trunk cable lines (coax and fiber) distributing signals throughout Federal Way. Feeder cables (not depicted) branch from the main trunk cables to distribute the signals to neighborhood areas. From there, individual connec- tions are made to the customer's service entry. System Analysis In June 1998 TCI was providing cable TV service to 29,787 customers citywide. This service level repre- sents 71 percent of potential customer connections in the city. Existing cable television facilities are cur- rently capable of servicing approximately 98 percent of the potential customer connections in Federal Way. TCI makes every attempt to provide service to all residents within its franchise areas. Factors considered in extending service aze overall technical integrity, economical feasibility, and franchise requirements. 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 150 feet from a distribution or feeder line. Revised 2000 X-11 Federal Way Comprehensive Plan - Private Utilities � Figure X-3 Cable Source to Customer � � Revised 2000 X_�2 CITY OF FEDERAL WAY COMPREHENSIVE PLAN u CABLE SERVICE BY TCI CABLE TV UTILITY PLAN ELEMENT Legend: i��i� Federal Way City Limits .•�'•.'� Potential Annexation Area . /�/ TCI - Tacoma/Pierce County System N TCI - Auburn System � Source: TCI Cable N W E 5 � SCALE -- 1 Inch equals 4,800 Feet • urroP G � Ay QIS DIVISION MAP X-5 NOTE: This map is intended for use as a qraphical, representation only. The City of Federal Way makes no warranty as to its accuracy ruary 2000 SN/a Federal Way Comprehensive Plan - Private Utilities • Connections requiring longer runs are charged on a time and material basis. Most public work considera- tions, 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 Agreement. 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. � � TCI works closely with utility companies and the City to stay informed on proposed developments so that cable can be a part of a development's plans. Each year, engineers assigned to the Federal Way area assess the need for system expansion based on telephone inquiries, permitting data from the City and County, and technological advances in distribution equipment. The total mileage of cable plant within the City is approximately 280 miles. The company now offers digital service to Federal Way customers, enabling the delivery of 36 additional channels and the potential of expanding that capacity. TCI has also begun replacing existing copper cable trunk lines with fiber optic, which can be configured to carry video or data transmission signals. 10.5 GOALS AND POLICIES FOR CITY ACTION The Utilities Element 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 environ- ments. This section builds upon system descriptions to identify issues and sets forth policies to coordinate the provision of utilities with City planning. The Growth Management Act requires that the utilities element include the general location, proposed location, and capacity of all existing and proposed utilities. T'his 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: PUG2 Work with private utility companies to allow them to provide service in a way that balances cost-effectiveness with environ- mental protection, aesthetic impact, public safety, and public health. PUG3 Process permits for private utility facilities in an efficient and timely manner, in accordance with franchise agreements, development regulations, the Comprehensive Plan, and adopted codes. PUG4 Ensure that development regulations are consistent with public service obligations imposed upon private utilities by Federal and State law. Policy and Issue Statements Issue Statement: Provision of Timely and Economic Services to the Citizens and Businesses of Federal Way. Partnership with private and public service providers is a continual theme of this Comprehensive Plan. The City plays a critical role in the provision of private utilities. The City approves permits that allow utilities to build transmission towers, lay distribution lines, and connect customers. If the City responds quickly and appropriately, it helps the utility compan°es respond to customer needs quickly and efficiently. However, the City must balance these considerations with its other responsibilities, including bringing them into compliance with due process, ensuring consistency with this Comprehensive Plan, addressing aesthetic impacts, and protecting the natural environment. Therefore, the City must continue to communicate with utilities and periodically review their needs as well as the policies in this plan and its permit processing to ensure that the results are in the best interest of Federal Way residents and businesses. Revised 2000 X-14 Federal Way Comprehensive Plan - Privote Utilities The City must also be mindful of the need to provide a choice of energy sources to Federal Way's residents and businesses. Choice of energy source is important because it creates competition in the marketplace which helps to keep costs down. Providing alternative energy sources is also important because if one energy source fails, the other may be available. Policies • Policies PUP4 The City encourages the joint use of trenches, conduits, or poles, so that utilities may coordinate expansion, maintenance, and up- grading facilities with the least amount of right-of-way disruption. PUPS The City encourages utilities to inform one another of plans to expand or improve utility services. PUPl The City's right-of-way permitting process should not unnecessarily delay the expansion or improvement of the utility network. PUP2 The City will, if possible, coordinate with other jurisdictions on proposed utility improvements that impact a multi- jurisdictional area. PUP3 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. Issue Statement: Coordination Between Utilities, Capital Facilities, City, and Private Developers. The costs of pipe, cable, or conduit installation can add significantly to the cost of providing service. Installing utility lines, which follow existing right-of- ways and easements, can also create disruptions to traffic and cause damage to pavement and landscaping. These costs and disruptions can be reduced if utilities share the same trench and perform work simultaneously. Consequently, the City encourages utilities to continue exchanging information about plans for expansion, maintenance, and upgrading of facilities. The City presently provides information to all utilities about its public works projects, such as street improvements, which may provide opportunities for installing new systems. PUP6 The City will endeavor to inform utilities of upcoming improvements or expansions which may provide opportunities for joint use. PUP7 The City will endeavor to notify utilities of proposed plans to make highway or right-of- way improvements. PUP8 The City hereby incorporates by reference PSE's GMA Electrical Facilities Plan into this private utilities element as now existing or hereafter amended or adopted. Issue Statement: Energy Conservation. State and Federal law requires energy conservation in building design. State and Federal statues also require that power providers implement energy conservation policies. In accordance with these mandates, PSE has an Energy Select Program that provides information on qualified contractors for potential customers. State law requires that the City's building code con- forms to the Washington Energy Code (WAC 51-11). However, the energy code sets out only minimum standards for energy conservation. Therefore, cities have developed conservation conscious design codes which go beyond the minimum requirements of the energy code. Policies � PUP9 The City shall, at minimum, ensure that its buildings comply with State and Federal • standards for energy conservation. Revised 2000 X-15 Federal Way Comprehensive Plan - Private Utilities • PUP10 The City will endeavor to work with utility atmosphere for investment encourages companies to companies to promote and educate the public bring these advanced services to Federal Way, and about strategies for conserving energy. that the community's growing needs are addressed. Issue Statement: Importance of Telecommunications and the Information Superhighway. � � Society is in the midst of a revolution in information and communication that has the potential to change the way that people interact with each other. For example, today, many of the transactians and communications that make up the majority of our day is possible from a single workstation. This revolution is being fueled by recent advances in computing and telecommunication technology. There are several technological innovations that have stimulated these changes in our lifestyles, including: fiber optic cables, the "Integrated Services Digital Network" (ISDN) and digital subscriber loop (high- speed communications over copper) technology. These technologies combine to expand the capacity of the telecommunications network. This expansion allows the provision of a diverse rang� of services on one system including, telecommuni-cations, cable TV, radio, business services, shopping, and professional services. It will also be possible for institutions such as schools, universities, government, and emergency services to broadcast on this single system. Technology is also being developed to expand capabilities for transmitting information. In the past, one could U voice by telephone, text/graphics by facsimile, and data by modem. Now it is possible to transmit video images, and potentially to broadcast to a mass audience using these new technologies. These advances in technology are forcing telecom- munication companies to reevaluate their business strategies. Technological change has made it possible for all services to be provided on one cable, and companies are jockeying for position to create that system. 1'hese advances have great potential to alter the way we do business in Federal Way. For economic development reasons, the City must ensure that the It is critical for people and businesses to have access to the information superhighway if they are to enjoy a fully active role in society and the economy. In this sense, the information superhighway is analogous to the road network, where all citizens have a"right-of- way." For this reason, government has an essential role in ensuring that the right of citizens to both receive and transmit information is protected, and in ensuring that municipalities maintain their ability to regulate information providers in the same manner that they regulate users of the rights-of-way. Policies PUPll The City will encourage and work with telecommunication and cable companies to develop fiber optic cable networks and to increase interconnectivity between different networks. PUP12 The City will endeavor to work with utility companies and other public institutions, such as the School District, to develop a full range of community information services, available to citizens and businesses through the telecommunication network. Issue Statement: Health Impact of Electro-Magnetic Fields (EMFs) and Microwaves. There is much public and scientific interest about the health effects of Electro-Magnetic Fields (EMF's) created by the electricity supply system. This interest has resulted primazily from studies that suggest a possible link between EMF's and certain forms of cancer. However, this statistical link does not neces- sarily indicate cause-and-effect relationships. Consid- erable research is underway, supported in large part by the $65 million funding provision in the National Energy Policy Act of 1992. Puget Sound Energy has taken an active role in this debate. However, there are, as yet, no agreed upon safety thresholds or tolerance levels for human exposure to EMF's. Revised 2000 X-16 Federal Way Comprehensive Plan - Private Utilities ElectraMagnetic Fields are found wherever electricity exists. EMF's are generated by high- voltage transmission lines, low-voltage lines, and sub- stations, as well as electrical appliances and devices found in homes and businesses. The strength of an EMF depends on the amount of cunent flow, not on voltage, and current is a function of energy consump- tion. Research is clear that EMF's are not blocked, reduced, or altered by most solid objects. This means they are not blocked by vegetation, nor by any form of screening, or covering by earth. It is, however important to note that EMF's diminish rapidly with distance from source. Research on both EMF's and microwaves has been contradictory and generally inconclusive. However they are issues that must continue to be monitored. Policy responses to this issue must be adopted as more information becomes available. Policies PUP13 The City shall continue to monitor research into the health effects of Electro-Magnetic Fields (EMF's) and microwaves. T'he City will take appropriate action once definitive conclusions about health implications are reached. Issue Statement: Environmental and Aesthetic Impacts. Utility systems have a broad range of associated environmental and visual impacts. Much of Federal Way's electrical, telecommunications, and cable system is mounted on overhead poles. Pole systems not only reduce the aesthetic appeal of streetscapes but also eontribute to system failures and power outages caused by falling trees and branches. Undergrounding utilities is a potential solution to both problems, but must be balanced against the cost associated with such undergrounding. As with other types of development, the impacts of utilities on environmentally sensitive areas need to be evaluated. These impacts are addressed in the context of broad environmental protection policies in the Natural Environment chapter of this Plan and through measures for protecting critical areas in the zoning code. On the other hand, there is also a need to provide for the location and continuing maintenance of essential public and private utilities in environ- mentally sensitive areas, if no feasible alternative location exists. The existing Federal Way zoning code makes provisions for this in the environmentally sensitive area provisions. Existing City code sets out some requirements for undergrounding utilities in new subdivisions and in existing right-of-way in accordance with the WUTC. These exemptions include the undergrounding of transmission lines 115 kV and greater. The City should continue to work in partnership with the utility companies to further address aesthetic impacts. Requiring undergrounding across the entire Federal Way area is prohibitively expensive. How- ever, there are key areas, such as the City Center and along Highway 99, where undergrounding of utilities is important to improving the visual image of the area in order to stimulate economic development. The City should work with the utilities and also support State- wide efforts by WUTC to devise a method of paying for such improvements. The City has a right-of-way vegetation ordinance that allows removal or pruning of vegetation within rights- of-way without a permit only when there is imminent danger to the health, safety, or welfare of residents. This process could be further improved if the City and utility companies prepazed a right-of-way vegetation plan meeting utility needs and addressing environ- mental and streetscape improvements to be made by the City. This approach to streetscape is particularly important in the newly developing City Center. Policies PUP14 To the maximum extent possible and based upon applicable regulations, the City should require the undergrounding of utility distri- bution lines in new subdivisions, new construction, and significantly reconstructed facilities, consistent with all applicable laws. • � � Revised 2000 X_� 7 • Federal Way Comprehensive Plan - Private Utilities PUP15 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 im.proving the appearance of the City, such as the City Center and along Highway 99. PUP16 The City should, to the extent practical, work with utility providers in preparing a right-of- way vegetation plan which ensures that the needs of landscaping and screening are balanced with the need to prevent power outa.ges. Issue Statement: Planning to Meet the City's Future Needs. The plans for system improvements and extensions described in the Private Utilities chapter are based on the population and growth forecasts provided by the utilities. T'he Land Use chapter will provide utility providers with information on where and when new growth will occur in the City. This will allow utility companies to plan for expansion of their systems to meet future needs. The City may assist the utilities by continuing to provide them with future ulan�, and by soliciting input for future planning projects. Policies PUP17 The City should require that site-specific utility facilities such as antennas and sub- sta.tions are reasonably and appropriately sited and screened to mitigate adverse aesthetic impacts. PUP18 The City should work with the utilities and also support Sta.tewide efforts by WUTC to � devise a method of paying for improvements associated with environmental and aesthetic impacts. PUP19 Through its development regulations, the City shall continue to address the siting, screening, and design standards for wireless/ cellular facilities, sub-stations, 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. L� PUP20 The City should provide utility companies with plans, forecasts, and supporting data to assist in the proper planning for utilities. The City should integrate communication with the utility companies into its Management Information System to allow for fast and efficient communication. PUP21 The City should encourage utility providers to base extension and sizing of sys�iems on the Land Use Plan in order to adequately serve anticipated growth. PUP22 The City should encourage utilities to provide them with their utility service plans to allow better integration with other utilities and City plans. PUP23 The City and utilities should be encouraged to develop an integrated Geographic Information System (GIS) to better serve mutual needs and those of the public. � Revised 2000 X-18 G� _ 0 � � � � � � \'.� ( � � � T � � � ( / � � �,� ' � � � �'• , � � � � I � , i , � I F rom Vi��on to Plan Federal Way Comprehensive Wan — Glossary � GLOSSARY OF TERMS facilities, water facilities, sewer facilities, and fire and rescue faciliries. • � Accessory Dwelling Unit (ADin — 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 Recharge Areas — Areas which are hydra 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. 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 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 which 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 Growth Management Act comprehensive plan. This name is also used for the plan itself. 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 environ- mentally sensitive areas. Community Development Block Grant Program (CDBG) — A federal funding program which provides annual funding for eligible local governments for housing and community development programs targeted primarily to low-income persons and neighborhoods. Comprehensive Housing Affordabitity Strategy (CHAS) — A document which 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 Revised 2000 G-1 Federal Way Comprehensive Plan — Giossary 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. (iJnder GMA, only transportation facilities and services must satisfy the concurrency requirement.) 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 alter-natives and mitigating measures. Comments on and revisions to the Draft EIS are included in the Final EIS, the findings of which can be appe;.led. Environmentally Sensitive Area (ESA) — Those areas designated, mapped, and regulated by environ- mentally sensitive area regulations. These areas have existing site conditions which require development standards to minimize specific on-site and off-site adverse environmental impacts such as stream silta.tion, 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. Density — The number of families, persons, housing units, jobs, or building per unit of land usually expressed as "per acre." 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 standazds imposed by regulation or ordinance. A setback is an ea�ample 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 Essential Public Facilities — Any facility or conveyance which 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 which 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 "shaze" 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: r� �J � Revised 2000 G_2 Federal Way Comprehensive Plan — Glossary • L J • 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; hening and smelt spawning areas. 5) Naturally occurring ponds under 20 acres and their submerged aquatic beds that provide fish or wildlife habita.t. 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. Geographic Information System (GIS) — A computerized system used to map and access geographic information which is contained in a data.base. Geologically Hazardous Areas — Areas which, because of their susceptibility to erosion, land slides, 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. 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 Washing- ton 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. 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 talcen 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 i�elp pay for cost of providing public facilities needed to serve new development. Such charges reflect a desire to malce new development pay for its impact on the community. T'he 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) which are necessary for urban development. King County Countywide Planning Policies (CWPP's) — As required for 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: a. Any area with a combination of 1. Slopes greater than 15 percent; 2. Permeable sediment, predominately sand and gravel, overlying relatively impermeable sediment or bedrock, typically silt and clay; and 3. Springs or groundwater seepage. Revised 2000 G-3 Federal Way Comprehensive Plan— Glossary b. 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. c. Any area potentially unstable as a result of rapid stream incision, stream bank erosion, or under- cutting by wave action. d. Any area located in a ravine or on an active alluvial fan, presently or potentially subject to inundation by debris flows or flooding. e. Those areas identified by the United States Department of Agriculture Soil Conservation Service as having a severe limitation for building site development. f. Those areas mapped as class u(unstable), uos (unstable old slides), and urs (unstable recent slides) by the Department of Ecology. g. Slopes having gradients greater than 80 percent subje•�t 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. Mitigate — To reasonably reduce or eliminate the impact of development. See "Mitigation" for the definition of mitigation that applies to environmentally sensitive area regulations. Mitigation — Methods or actions used to alleviate or lessen the impact 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. • • Local Improvement District (LID) — A financing mechanism whereby specially benefited properties are assessed the costs of constructing public improvements. Low Income Housing — Housing affordable to households with incomes between 0 and 50 percent of the county's median income. 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). Planned Unit Development (PUD) — A planning technique which provides increased flexibility for the property owner in exchange for a higher quality development. Usually used for larger parcels, PUD's 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 and which are used to guide the formulation of regulations and programs. Potential Annexation Area (PAA) — Current unincorporated areas surrounding the City of Federal Way, which Federal Way may annex within the 20 • Revised 2000 G-4 Federal Way Comprehensive Pian — Glossary • • � year comprehensive plan time frame. These areas have been agreed to by neighboring cities. 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 � s firF- 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 lin.es 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 environ-mental impacts that can be mitigated, a Mitigated Determination of Nonsignificance (NIDNS) 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, sign- age, 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. 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 (1'DR) – A program in which the unused portion of a"sending" property's zoning capacity�ne 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. TDR's can be used to prevent demolition of affordable housing units, protect Revised 2000 G-5 Federal Way Comprehensive Plan — Glossary historically significant property, environmentally sensitive areas, or open space. and police protection services, public transit service, and other public utilities associated with urban areas and normally not associated with rural areas. • Transportation Demand Management (TD1Vn — 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, car pools and van pools, 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 suc-year funded program of transportation improvements. The TIP is updated and adopted annually. Urban Center — Defined in the Countywide Planning Policies 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 mini- mum of 15,000 jobs within 1 and 1�/2 miles of a transit center; have a minimum density of 50 jobs per gross acre; and a minimum residential density of 15 house- holds 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 sepazates 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 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 '�ouncil. Wellhead Areas — An area immediately adjacent to a potable water well site. Wetland — T'hose areas that are inundated or saturated by surface or groundwater at a frequency and duration sufficient to support, and that under normal circum- stances do support, a prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas. Zero Lut Linc Development (ZLL) — A siting technique which 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 ty,�e of development regulation that man- ages the use and development of land: Federal Way's zoning regulations are contained in the Federal Way City Code Chapter 22. 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 2000 G-6 � 1 Federal Way Comprehensive Pian — Giossary • LIST OF ACRONYMS C� � AASHTO American Association of State Highway and Transportation Officials ADA Americans with Disabilities Act ADU Accessory Dwelling Unit AVI Automated Vehicle Identification BPA Bonneville Power Administration CFP Capital Facilities Plan CAC Citizens Advisory Committee CDBG Community Development Block Grant Progam CHAS Comprehensive Housing Affordability Strategy CIP Capital Improvement Program CMAQ Congestion Management and Air Quality CMS � Concurrency Management System CTR Commute Trip Reduction CWPP King County Countywide Planning Policies DNS Determination of Nonsignificance EIS Environmental Impact Statement EMF Electro Magnetic Field EMS Emergency Medical Service ESA Environmenta.11y Sensitive Area FCC Federal Communications Commission FERE Federal Energy Regulatory Commission FWBAC Federal Way Bicycle Advisory Committee GIS Geographic Information System GMA Growth Management Act GMPC Growth Management Planning Council GPS Global Positioning System HCM Highway Capacity Manual HCT High Capacity Transit �IlVIP Heliport Master Plan HOV High Occupancy Vehicle ISDN Integrated Services Digital Network ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITS Intelligent Traveler Service LID Local Improvement District LOS Level of Service MDNS Mitigated Determination of Nonsignificance MGD Million Gallons per Day mph Miles per Hour MPO Metropolitan Planning Organization MTP Metropolitan Transportation Plan MVET Motor Vehicle Excise Tax NHS National Highway System PAA Potential Annexation Area PSE Puget Sound Energy PS/I�LP Puget Sound Helicopter Emergency Lifesaver Plan PSHSP Puget Sound Heliport System Plan PSRC Puget Sound Regional Council PT Pierce Transit PUD Planned Unit Development RCW Revised Code of Washington RPTO Regional Transportation Planning Organization RTA Regional Transit Authority (Sound Transit) SEPA State Environmental Policy Act SOV Single Occupancy Vehicle SR State Route STP Surface Transportation Project TAZ Transportation Analysis Zone TDM Transportation Demand Management TDR Transfer of Development Rights TEA-21 Transportation Equity Act for the 21 st Century TIB Transportation Improvement Board TIF Transportation Impact Fee TIP Transportation Improvement Program TSM Transporta.tion Systems Management UGA Urban Growth Area v/c Volume/Capacity Ratio , VMT Vehicle Miles Traveled WAC Washington Administrative Code WSDOT Washington Sta.te Department of Transportation WUTC Washington Utilities and Transportation Commission ZLL Zero Lot Line Revised 2000 G-7