Ord 03-442ORDINANCE NO. 03-442
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 elemeat
(including a land use map), housing element, capital facilities plan element, utilities element, and
transportation element (including transportation system map[s]); and
WHEREAS, the GMA also requires the City of Federal Way to adopt development regulation~
implementing its comprehensive plan; and
WHEREAS, the Federal Way City Council adopted its comprehensive plan with land use map (th~
"Plan") on November 21, 1995, and adopted development regulations and a zoning map implementing thC
Plan on July 2, 1996; and subsequently amended the comprehensive plan, land use map, and zoning map on
December 23, 1998, September 14, 2000, and November 1, 2001; and
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, under RCW 36.70A. 130, by December, 2004, all jurisdictions within Washington Sta~e
must take action to review and, if needed, revise its comprehensive plan and development regulations t~
ensure that they comply with the GMA; 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
WHEREAS, in September 2001, the City of Federal Way accepted requests for amendments to the text
and maps of the comprehensive plan and applications for site-specific changes to the Plan's land use map and
ORD # 03~442, PAGE I
the City's zoning map, and considered amendments to the text and maps of the comprehensive plan and t6
the Plan's land use map and the City's zoning map; and
WHEREAS, on June 29, 2002, the City SEPA Responsible Official issued a Determination o~f
Nonsignificance on the proposed amendments to the text and maps of the comprehensive plan and on thc
site-specific changes to the Plan's land use map and the City's zoning map; and
WHEREAS, the proposed amendments to the text and maps of the comprehensive plan and the site-
specific changes to the Plan's land use map and the City's zoning ~nap address all of the goals and
requirements set forth in the GMA; 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 comment*,
and material from the public, as follows:
1. The City's Planning Commission considered the requests for amendments to the text and
maps of the comprehensive plan at public hearings held on November 6, 2002, and November 20, 2005,
following which it approved and recommended adoption of the Plan text and map amendments;
2. The City's Planning Commission considered the requests for site-specific changes to the
Plan's land use map and the City's zoning map, and considered the proposed amendments, on December
2002, following which it approved and recommended adoption of certain of the requested site specific
changes and denial of others;
3. The Land Use and Transportation Committee of the Federal Way City Council considered
the proposed amendments to the text and maps of the comprehensive plan and site-specific changes to the
Plan's land use map and the City's zoning map on December 16, 2002, January 6, 2003, and January 27,
2003 following which it recommended adoption of the plan text and map amendments and recommended
adoption of certain of the requested site-specific map changes and denial of others; and
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4. The full City Council considered the matter at its meetings on February 18, 2003, and Marct
4, 2003; and
WHEREAS, the City Council desires to adopt the Plan text and map amendments and certain of thC
requests for site-specific changes to the Plan's land use map and the City's zoning map.
NOW, THEREFORE, the City Council of the City of Federal Way, Washington, does hereby ordain ag
follows:
Section 1. Findings.
A. The proposed amendments to the comprehensive plan, as set forth in Exhibit A heretc~,
reflect new or updated information developed since the initial adoption of the comprehensive 'plan, ok
various elements of the comprehensive plan 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 proposed amendments to the comprehensive plan land use map, set forth in Exhibit B
attached 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 subject to constraints
necessary to protect environmentally sensitive areas. 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 th~
requirements of RCW 36.70A, the King County Countywide Planning Policies, and the unamended portion
of the Plan.
C. The proposed amendments to the Zoning Map set forth in Exhibit B attached hereto, are
consistent with the applicable provisions of the comprehensive plan and the comprehensive plan land use
ORD # 03-442, PAGE 3
welfare, and are in the best interest of the residents of the City.
Section 2. Comprehensive Plan Amendments Adoption.
map proposed to be amended in Section 2 below, bear a substantial relation to public health, safety, and
The 1995 City of Federal Way
comprehensive plan, as thereafter amended in 1998, 2000, and 2001, including its land use element mapg
copies of which are on file with the Office of the City Clerk, hereby are and shall be amended as set forth i~
Exhibit A attached hereto. A 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.
Section 3. Zoning Map Amendments Adoption. The 1996 City of Federal Way Official Zoning
Map, as thereafter amended in 1998 and 2000, is hereby amended as set forth in Exhibit B, 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 2 and 3 above iS
pursuant to the authority granted by Chapters 36.70A and 35A.63 RCW, and pursuant to FWCC Section 22~
541.
Section 5. Severability. The provisions of this ordinance are declared separate and severable. Thb
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, 2000, and 2001, 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.
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Section 8. Effective Date. This ordinance shall take effect and be in force five (5) days from anal
after its passage, approval, and publication, as provided by law.
PASSED by the City Council of the City of Federal Way this 18th day of March, 2003.
CITY OF FEDERAL WAY
ATTEST:
~I~ ~lerk, N. Christine Green,(L~,j~d
/.~)r, 'Jeanne BurGi~ge ~2]
APPROVED AS TO FORM:
City Attorney, Patricia A. Richardson
FILED WITH THE CITY CLERK:
PASSED BY THE CITY COUNCIL:
PUBLISHED:
EFFECTIVE DATE:
ORDINANCE NO:
02/11/03
03/18/03
03/22/03
03/27/03
03 -442
1:\2002 Comprehensive Plan Amendments\LUTC\Adoption Ordinance.doc/03/19/2003 11:46 AM
OP.D # 03-442, PAGE 5
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CITY OF
COMPREHESIVE PLAN
Adopted November 1995
Revised December 1998
Revised 2000, 2002
City Council Draft
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Table of Contents
CITY OF FEDERAL WAY
Comprehensive Pian
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Chapter
Contents
One
Two
Three
Four
Five
Six
Seven
Eight
Nine
Page
G2
I-1
II-1
III-1
IV-1
V-1
VI-1
VII-1
VIII-1
IX-1
Lists of Tables, Maps, Figures,-8� and Charts
Introduction
Land Use
Transportation
Economic Development
Housing
Capital Facilities
City Center
Potential Annexation Areas
Natural Environment
Ten Private Utilities X-1
Glossary of Terms G-1
List of Acronyms �6-� G-11
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FWC — Table of Contents
Chapter Four -Economic Development
Table IV-1 2000 Covered Em�lovment Estimates
Table IV-2 2001 Sales Prices of Owner-Occupied Homes in Kinct Countv
Table IV-3 Averaae Multi-Family Rents, Sprina 2002
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Tabte IV-4
Tr. hl��
Table IV-5
Tr.hl� I�o
Table IV-6
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Summary of ' I Economic Conditions in Southwest
King County Cities
Economic Development Areas and Actions
Development Zones: Description
Table IV-7 Development Zones and Land Use
Chapter Five - Housing
Table V-1 2000 H.U.D. Income Levels bv
Household Size
Table V-2 Affordable Housing for s Various Income
Se4ments
Chapter Six - Capital Facilities
Table VI-1 City of Federal Way Facilities Plan - 1998 to 2014, Surface Water
Management Component
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Table VI-2 Summary of Existing Park-s and Recreation Areas
Table VI-3 Parks Six-Year Capital Improvements Plan, 2002-2007
��� D/YYLC Q �� !'Y�'1/�Y1 �IYI/VY1/"�11�_7'Clrl
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Table VI-4
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Table VI-5
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Table VI-6
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Table VI-7
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Table VI-8
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Summary of Existing Community Facilities
Project Community Facility Needs, 2001 - 2010
Summary of Existing Facilities Capacities
Federal Way Schoot District Student Forecast
Federal Way School District Six-Year Finance Plan
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List of Maps
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Chapter Two - Land Use
Map II-1 Comprehensive Plan Designations
Map II-2 Generalized Existing Land Use
Chapter Three - Transportation
Map III-1 Travel Patterns from Residential Areas in the Federal Way Planning Area
Map III-2 Existing Significant Streets-8� and Highways
Map III-3 Existing and Planned Traffic Signals
Map III-4 °.,°�^^° `"'°°'�^'^.� T�^��^ "oo'') 2000 Traffic Volumes
Map III-5 Functional Classification of Existing and Planned Streets and Highways
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Map III-7
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Map III-8
Map III-9
Map III-10
* Map III-11
� Map III-12
Map III-13
� Map III-14
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Map III-15
Map III-16
Map III-17
Map 111-18
Map III-19
Map III-20
Map III-21
Map III-22
Map III-23
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Planned Street Sections
a4�-SB9� State Access Management Classifications
Citv Access Management Classifications
2002 Congested Streets and Highways
CVI[`�IY1/Y , oo� r-„n�o�+o,� c+.00+� 4 uc�h..��s 2008 Conaestion with Existing
Streets and Highways
-�BA� 2008 Congestion with-€�I5#-�g Pro�osed Stree#s and Hiahway
Improvements
�9a-� 2020 Congestion with-�993 200 f Stree#s-8� and
Highway� Improvements
2020 Conaestion with 2020
Im,provements
7(11 S(�r�nnoc�o� C�roo�� ,.., �n, ���o+,.,��� Hiqh Collision Rate Intersections
11997 -1999j
High £�b Collision Rate '^+°�°°^+�^^° Corridors� 1997 - 1999)
High ' Collision Severity Intersections (1997 -1999)
�..�� r�rlorJ AAr.i � ,r r C J� ° c °+ ci - �rr'�'rrpTV�i ° ��s Hiah Collision Severity Corridors
�ea#e�-e# Sidewalks Inventorv on Major Streets {�R2 2002)
�e�-lu4e#er+�ed Bicycle Facilities Plan
All Day Transit Service Effective June 2002
Peak Hour Transit Service Effective June 2002
Proposed Transit Routes
Helicopter Landing Areas
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Chapter Seven - City Center
Map VII-1 Vicinity Map
Map VII-2 Boundaries of City Center Area
Map VII-3 The Concept Plan
Map VII-4
Map VII-5
Map VII-6
Map VII-7
Map V11-8
Map VII-9
City Center Land Use Designations
Enhanced Street Network
Principole Pedestrian and Bicycle Connections
Potential Transit Alignments and Stops
Potential Open Space and Bicycle Routes
Phasing Concept, 1995-2005
Chapter Eight - Potential Annexation Areas
Map VIII-1
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Map VIII-3
Map VIII-4
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Community Level Subarea Boundaries
Fire Department
Federal Way School District #210
Public Schools
Map VIII-5 Parks Plan Planning Areas
Map VIII-6 Parks and Cultural Resources���-4
Map VIII-7 Lakehaven Utility District Boundary
Map VIII-8 Lakehaven Water Services Area
Map VIII-9 Highline Water Service Area
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Ma� VIII-10 Lakehaven Sewer Service Area-& and Basins
Map VIII-1 1 Sewer and Septic
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Map VIII-12 Hylebos-� and Lower Puget Sound Basins
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Map VIII-13 Local Surface Water Facilities
Map VIII-14 Arferials and Local Streets
Map VI11-15 Road Surface
Map VIII-16 Sidewalks, Guardrails, and Street Li4hts
Map VI11-17 Sensitive Areas
Map VII�-18 Geologic Hazards
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Map VI11-19 Potential Annexation Areas
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Chapter Two - Land Use
List of Figures
Figure It-1 Percent Gross Land Area by Existina Land Use, September 2001
Figure II-2 The Concept Plan Diaaram
Figure II-3 Population Projection, King Countv
Chapter Three - Transportation
� Figure III-1
Figure III-2
Figure III-3
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Figure III-5
Historical Transportation Infrastructure
Current Multimodal Transportation Systems
Roadway Cross Section A-� and B
Roadway Cross Section C-� and D
Roadway Cross Section E� and F
Roadway Cross Section G-� and H
Roadway Cross Section I-� and J
Roadway Cross Section K-8t and L
Roadway Cross Section M� and N
Roadway Cross Section O-� and P
Roadway Cross Section Q� and R
Roadway Cross Section S-S� and T
Roadway Cross Section U� and V
Roadway Cross Section W-� and X
Roadway Cross Section Y-8� and Z
Special Cross Sections
Land Use Intensity vs. Transif Demand
� Chapter Five - Housing
� Figure V-1 Federal Way Age Distribution by Population in-�-9�0 2000
Figure V-2 Federal Way's Housing Stock
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CHAPTER ONE - INTRODUCTION
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� 1.0 INTRODUCTION
� The Federal Way Comprehensive Plan WCP lays out a vision for the future of
Federal Way during a 20-year period �� O°�� and responds to the requirements of
� the Growth Management Act (GMA) of 1990 and subsequent amendments. The �
FWCP also carries out Vision 2020, the Puget Sound region's multiple urban growth
centers concept, and King County's Countywide Planning Policies (CWPPs), 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.
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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, and schools,
colleges, and recreational opporlunities. 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 Com rehensive Plan?
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� The role of the r'� �� �'`x'°�,'° r^m^r°�,°�°;��° p�"' FWCP 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 �' °°� ''��.
The � FWCP seeks to answer a number of questions:
� ■ What areas are most suitable for development or redevelopment?
■ What areas should be preserved in their natural state?
■ Where should growth occur?
� . �' ■ How can we manage that growth to realize our vision for the community?
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FWCP — Chaoter One, Introduction
The GMA requires that each jurisdiction produce a comprehensive plan �s� that
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 � GMA also requires that each city designate an urban growth boundary (UGA),
or potential annexation area (PAA) as they are called in King County. The PAA defines
the area within which the city anticipates it could provide the full range of urban services
1 at some time in the future. It also represents the area within which the city will consider
annexations and the boundary beyond which it will not annex.
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Perhaps what most distinguishes the GMA from previous planning statutes is the
requirement that public services be available or funded at some designated level of
service before development may occur. If a jurisdiction cannot provide services to an
area, then it may not permit development in that area.
The 1991 amendments to the GMA require all counties planning under the act to adopt
Countywide Planning Policies �CWPPs1. The jurisdictions in King County formed a
group called the Growth Management Planning Council (GMPC) composed of elected
officials from the King County Council; City of Seattle, and suburban cities. The mission
of the GMPC was to draft the CWPPs for King County. These policies were adopted in
1992 and are binding on the jurisdictions in the County. In 1994, maior amendments to
the CWPPs were proposed by the GMPC. These amendments were subsequently adopted
by King County and are binding on all jurisdictions in the County, although it should be
noted that Federal Way voted not to ratify. Since 1994, the CWPPs have been updated as
needed. After approval and ratification bv the Kin� County Council, amendments are
forwarded to the cities for ratification. Amendments to the CWPPs onlv become effective
when ratified bv at least 30 percent of the citv and countv �overnments, representing 70
percent of the population of King County.
The ' FWCP has been prepared according to the
provisions of the GMA and the CWPPs. 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 � the FWCP were developed through discussion, debate, and the
� creative thinking of thousands of Federal Way citizens, working with City staff and
elected officials. Consistent with the GMA, the City of Federal Way provided early and
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I FWCP — Chapter One, Introduction
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 �}€�e�.
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On June 2, 1993, the sCity staff provided interested citizens with 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 arterial improvements, including a"diagonal parkway" along
the BPA power line, which generally maintained the 19921eve1 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 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 environmental 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
FWCP, 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.
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FWCP — Chaater One, Introduction
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 �r FWCP
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, �v#is�
that is internally consistent. Each of the goals in the � FWCP, while expressing a
specific policy direction, also functions as part of a coordinated expression of the City's
vision for the future. 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
azea 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 Militazy
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.
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primarily through downtown condominiums. This pedestrian friendly, multi-use City
� Center, with multi-story and underground parking facilities works well for many. �14@S�
Federal Way citizens enjoy the pedestrian plazas of the City Center.
� Statewide planning goal #6 states, "Private properly 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. ^°°� "°a^° ^��•," Federal Way is also home to several corporate
, headquarters located in East and West sCampus.
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 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.
� E�cient Tra�c System: Federal Way's transportation system links neighborhoods with th�
City Center, and Federal Way with other communities in the Puget Sound region.
Concentrated economic growth in �1��-se�e�a� East and West 6Campus and the City
Center �� has allowed mass transit to connect Federal Way's economic core with the
, economic and leisure hubs of Puget Sound communities. Concentrated gowth 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 acceptable emergency call response times. Improvements in safety have been
a comerstone 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.
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Caring for Our Own: Governmental and social service agencies work in concert to provide
a caring and safe environment for all Federal Way citizens. Ever-improving educational
institutions, public and private, serve all interests and ages throughout the community.
Neighborhoods have joined with the schools in their area to improve student
achievement, school facilities, and resources. Strong educational institutions and the
leadership of the Federal Way School District a� Highline Community College, and
DeVry University have contributed to the community's economic growth, providing a
trained work force and quality education for the families of ��� employees who
locate here. The City has been the catalyst for creating a one-stop shopping center for
human services, with programs at all levels of government requiring greater participation
from clients in improving their individual situations.
Quality 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.
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 require difficult choices. In order to grow
gracefully, and remain a healthy and desirable community, tomorrow's higher density
growth areas must be accompanied by improved amenities for urban life. More resources
will be required to maintain the high quality of life we currently enjoy, thanks to our
parks, streets, and other public services. A combined effort of the public sector,
neighborhood groups, 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.
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� A Strategic Investment Strategy: This will describe a framework for making resource
allocation decisions in an environment where wants and needs always exceed the finite
resources available. Tradeoffs among many possible investment choices will be made to
� achieve the � FWCP's goals. The framework will add dimension to the �
FWCP's goals by enabling them to be addressed over time.
, Human Services, Public Safety, and Environmental Planning: These will continue to build
upon the foundation established by the �t FWCP. Much of the Ge
FWCP, as developed to fulfill the GMA, addresses physical development and its related
� regulatory and fiscal support. Federal Way works with other levels of government, non-
profit providers, and citizen groups to support an array of activities and services that
contribute to the quality of life of Federal Way's citizens. These include public safety;
' health, cultural, educational, and environmental activities; and human services. To
ensure that the interrelationships of all aspects of urban life are addressed, planning will
be undertaken by the City in a way that is supportive of and coordinated with the �
' FWCP.
Monitoring and Evaluation: This will be done periodically to assess progress toward
' achieving ' -la� FWCP goals, as well as to measure the conditions and
changes occurring within the City. Monitoring and evaluation will help ensure
consistency within and among the � FWCP elements, as well as with the GMA, the
' CWPPs, and county and regional growth plans. Monitoring and evaluation will lead to
both � FWCP amendments and improved ability to project future conditions.
' Citizen participation in City processes will build upon the dialogue between government
and citizens that began with the development and adoption of the �t FWCP. 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 � FWCP.
� A
pplication of the Plan
' The principal purpose of the Gcomprehensive �plan is to provide policies that guide the
development of the City in the context of regional growth management. These policies
can be looked to by citizens and all levels of government in planning for the future of
, Federal Way.
The � FWCP format generally presents a discussion about an issue followed by a
' goal, and some policies related to that goal. Goals describe what the City hopes to realize
over time, and are not mandates or guarantees. Policies describe actions that will need to
be taken if the City is to realize its goals. Policies should be read as if preceded by the
' words, "It is the City's general policy to...." A policy helps guide the creation or change
of specific rules or strategies (such as development regulations, budgets, or program area
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Comprehensive Plan Amendment Process
The City will update t#�s-�,a� the FWCP 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 requests 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 malce your vision Federal Way's future. �
Revised�899 2002 1-15
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CHAPTER TWO - 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 Federal Wav Comprehensive Plan FWCP by providing a framework
for Federal Way's future development, and by setting forth policy direction for Federal
Way's current and future land uses.
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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, maps are located at the end of the chapter) 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 ��888
September 2001, 49 42 percent of Federal Way's gross land area was developed as
single-family development, �3 11 percent as multiple-family development, and � 12
percent for office, retail, and manufacturing uses. Updates to the Ge�el�ie�s�ue�a�
FWCP 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 11-2 depicts the land use concept. The land use concept
should result in the following:
■ Transformation of the retail core into an intensely developed City Center
� that is the focus of civic activity which provides a sustainable balance of
jobs and housing;
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■ Preservation and enhancement of existing residential neighborhoods;
■ Creation of a network of parks and open space areas;
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FWCP — Chapter Two, Land Use
Fi�ure II-1
�-�
ocn�cwrr ro�cc � �wm �oc �
QV CV�CT�1V!` � AIUfI IICC
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6 � Industnal
Vacant 3%
19 � Multi-Family
9%
Office
4 0
Open Space
4%
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8%
�uasi-PuDlic
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a0 % Religious � �
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soaz
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.Aolc Does no� include rieht-of-�cac
■ 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 environmentally sensitive areas;
■ Promotion of convenient residentially scaled shopping for residential
neighborhoods;
■ Promotion of housing in the City's commercial areas close to shopping and
employment;
■ 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 adopted �rowth tar�ets for households and jobs and Puget
Sound Regional Council PSRC growth projections within the proposed land
use plan area.
Revised 2A99 2002 II-2
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
COMPREHENSIVE PLAN
DESIGNATIONS
REVISED DECEMBER, 2001
LANDUSE ELEMENT
i�� Federal Way City Limits
/ ��,' Potential Annexation Area
� City Center Core
-� City Center Frame
Corporate Park
� Office Park
Professional Office
-� Commercial/Recreation
Business Park
� Neighborhood Business
� Communiry 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
� `Federa� way MAP II-1
NOTE: This map is intended for use as a qraphical representation only.
The Ciry of Federal Way makes no warranty as to its accuracy
Map prirrted February 2003 /data2/tabi[hartUcpmapsJcplanb.aml
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
GENERALIZED
EXISTING LAND USE
LANDUSE ELEMENT
�'� Federal Way City Limits
� ` Potential Annexation Area
Other City Limits
'�'�"�� County Boundary
°� � Federal Way City Center
� Agriculture
Commercial
� Industrial
� Office
� Public Park
' --J Residential - Multi-Family
Residential - Single Family
Open Space, Common
Areas, and Drainage
Quasi Public (i.e. schools,
government services, etc.)
--- Vacant
`--J Recreation
-- � Utilities
6ouroe: Kinp County Assessor.
Data is besed on 2001 veluatbna.
Lend use infomietion is not aveilaWe
for allperoe la. No lend use infarmetion
is available fir Pierce County.
— SCALE —
1 Inch equals 4,000 Feet
� `Federa�way MAP II-2
NOTE: This map is intended for use as a qraphical representatlon anry.
The City of Federal Way makes no warranty as to its accuracy
Map prirrted February 2003 /data2/tabithartUcF
FWCP - Chaoter Two, Land Use
Figure II-2
The Concept Plan Diagram
Conccntratc new dexdopmmt in tf�e
Nighttiay 99/65 conido�.
De�reiap iafrasbvcture to suppo�#r
corridor devctopment
7rar►sform retaii core into a aew �
mi�ced-use C'ity Center. �
P�eserve and enhance existIng single-
fa�ily neigt�borhoods.
Creatn a hetworlc of parla and open
s{�ace corridars.
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DiversiEy erripiayrnent base by �
cTeating disti�ct employrnent areas�
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� (�✓'�, ,
Create new iatensive resid�ntsaf
rnmmunities supported byt�auesiti�
i .��
Provide communitv aad commercia)
services t,o residesrtial aomrttunities.
Pteserve eitvironmentally sensitive
land trom adverse dtvclopment �
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FWCP — Chaoter Two, Land Use
2.2 RELATIONSHIP TO OTHER LAND USE CHAPTERS
The land use concept set forth in this chapter is consistent with all �
FWCP chapters. Internal consistency among the chapters of the
FWCP 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 ���r� FWCP.
Economic Development
Federal Way's economy is disproportionately divided;. Based on PSRC's 2000 Covered
Estimates bv iurisdiction, retail and service industries ee�sg compose �ea��ve-
*'�:�� more than 70 percent of Federal Way's employment base. Covered estimates
are iobs that are covered bv unemplovment insurance. 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 retaii 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 support� the City's quality
of life.
In conjunction with the Economic Development chapter, this Land Use chapter promotes
the following:
■ 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.
■ Continued �development of East Campus (Weyerhaeuser Corporate and
Office Park properties).
■ Redevelopment and development of the SR-99 corridor into an area of
yuality commercial and mixed use development.
■ T T�,� Continued use of design standards for se�i,� non-sin�le
family areas.
The land use map designations support development necessary to achieve the above (see
the Comprehensive Plan Designations Map II-1). A complete discussion of economic
development is set forth in the Economic Development chapter.
Revised �89A 2002
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FWCP — Chapter Two, Land Use
Capital Facilities
Capital facilities provided by the City include: transportation and streets, parks and open
space, and surface water management.
Infrasti-ucture and Urban Services
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.
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Water Availability
T'he amount and availability of urban services and infrastructure influences the location
and pace of future growth. 'The City is responsible for the construction and maintenance
of parks and recreation facilities, streets and transportation improvements, and surface
water facilities. Providing for future growth while maintaining existing improvements �s
d� depends 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 services may be financed by voter
approved bonds, impact fees, grants desi�nated capital taxes (real estate excise tax, fuel
tax, utility t�), and money from the City's general fund.
Based on reports from the Lakehaven Utility District, the estimated available yield from
the underlying aquifers is 10.1 million gallons per day �MGD E10-year average based on
average annual rainfall). T" * * ' ' � g ''+"-'' ' f +�'° '^ ' ° ° "
a. cxu c:: icrx a=u�ru= ==o=== °_° `I
r��'n �� � �� a �^���� ��^a��^*�^^�. 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. In order to reduce detrimental impacts
to its �roundwater supplies in the recent past the District has also augmented its
�roundwater supplies with wholesale water purchased from the Citv of Tacoma throu�h
water svstem interties. In addition the District has entered into a lon�-term agreement
with the Citv of Tacoma and other South King Countv utilities to participate in the
construction of Tacoma's Second Supplv Proiect (a second water diversion from the
Green River) which will provide additional water supplies to the re�ion. As a result, the
water levels in the aquifers have remained stable, and the District's water supply
capacitv will increase to 14.7 MGD on an annual averag basis when Tacoma's Second
Su,pplv Project is completed in 2004. Concentrating growth, along with conservation
measures, should help to conserve water.
Water Quality
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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
ii-5
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FWCP — Chapter Two, Land Use
of the City's streams and lakes. Maintaining water quality is also important for
maintaining the health of the aquifers � that rely on surface water for recharge.
Contamination of an aquifer, by contaminated surface water, could lead to serious health
concerns and/or expensive treatment requirements. 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. Furthermore, 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 azeas.
For a complete discussion, please refer to the Capital Facilities chapter.
Parks & Open Space
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 environmental 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 (CWPPs).
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 CWPPs 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. r.,.,a „ o ao�;�,„.,+;,,„� ., o,,.i., ,,,,* ,,,.,,..,,�oa �,<. ��,o �;.., f,,.
, •
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f.-+l�n D A A m <� l�n .�.�n.�nrnii 1.�� fl�n !'itc� 4� .+en:R.� lo.�a �• n rinnin..n+:�no or��i .s�nir�n
In
November 2001, the Citv of Federal Way, in partnership with King County, initiated the
preparation of the Federal Wav PAA Subarea Plan and Annexation FeasibiliTy Study.
This work will produce two distinct but interrelated products: a Subarea Plan for
Revised �898 2002
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integration in the FWCP containin� policies and plans addressing the full range of land
uses capital facilities public services and environmental issues• and an Annexation
Feasibility Studv that will guide the Citv and inform the citizens about the feasibility and
phasing of any potential future annexations. A complete discussion regarding the City's
PAA can be found in the Potential Annexation Area chapter.
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 to create affordable housing. A complete discussion of housing can be
found in the Housing chapter.
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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, 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.
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FWCP — Chapter Two, Land Use
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 � that have shaped the goals and policies
in this chapter.
Growth Management Act
The Growth Management Act (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 � GMA
provides a framework for content and adoption of local comprehensive plans. The �As�
GMA provides 13 goals to be, "...used exclusively for the purpose of guiding
development of comprehensive plans and development regulations." A number of the
�t�at� GMA goals pertain to land use. They are as follows:
Urban Growth — Encourage development in urban areas where adequate public facilities
and services exist or can be provided in an efficient manner.
Reduce Sprawl — Reduce the inappropriate conversion of undeveloped land into sprawling,
low-density development.
HousinQ — Encourage the availabilitv of affordable housing to all economic seQments of the
population of the state, promote a varietv of residential densities and housing types, and
encourage preservation of existing housing stock.
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.
Environment — Protect the environment and enhance the state's high quality of life,
including air and water quality and the availability of water.
Public Facilities and Services — Ensure that those public facilities and services necessary to
support development shall be adequate to serve the development at the time the
development is available for occupancy and use without decreasing current service
levels below locally established minimum standards.
Historic Preservation — Identify and encourage the preservation of lands, sites, and
structures that have historical or archaeological significance.
Revised 2898 2002
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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.
Regional Policies
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Vision 2020 and the CWPPs, 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
�transportation. 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 � the FWCP. 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 CWPPs 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 contained herein have been prepared to implement the
CWPPs as they apply to the City. CWPPs provide a framework for both the county and
its respective cities. Adherence to these policies ensures that plans within the county are
consistent with one another. These policies address such issues as the designation of
urban growth areas, land use, affordable housing, provision of urban services for future
development, transportation, and contiguous and orderly development. CWPPs 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;
■ 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.
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FWCP — Chaater Two, Land Use
2.4 PROJECTED GROWTH & DEVELOPMENT CAPACITY
Projected Growth
1„ , ono ., .,,,,�o�.. �� n, n„o,,,,�o According to the 2000 U.S. Census, 83,259
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e ople called Federal Way home. As of April 2002, the population had grown to 83,850
(based on the Washington State Office of Financial Management (OFM1 population
estimates . Most of the growth to date occurred during the decades of the 1960s and
1980s, during which time the City's population doubled. Federal Way is now the s�k
ei�hth largest city in the state and the � fourth largest in King County.
Future population and employment growth has been forecasted
, ' , by OFM (Figure II-3). T�'r^ +�' �'�xron
t��rs-��g�t�g��#'�Asgti ia ., ,� o„�„� =e��-�e�v�� ev�� t-�� ��31�—�8-�
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���-'r� ��34. -',' � �^,^'^. =���a� This future
population and emplovment �rowth will be distributed between jurisdictions and
unincorporated urban King�Countv through a methodologv that has been prepared by the
King Countv Planning Directors and approved bv the Growth Mana�ement PlanninQ
Council (GMPC). This methodolo�,y is more fullv discussed in the next section.
Figure II-3
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This ta61e is to be deleted �nd realaced with the table to the right.
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Source: Office nf Financial Mana¢emrnt 2002 Uodate to Growt6
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Po�ulation Projection
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Population Projection
Central Puget Sound Region
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Development Capacity
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' The purpose of Buildable Lands is to measure capacitv to accommodate projected
growth and to evaluate the effectiveness of local plans and regulations. Kin� Countv and
five other cities must report to the state bv September 1, 2002, and everv five years
, thereafter on their capacitv to accommodate �rowth during the 20-vear Growth
Management period In order to accomplish this the Buildable Lands program requires
annual data collection to determine the amount and densitv of new development, an
' inventorv of the land supplv suitable for development, and an assessment of each
jurisdiction and the entire Urban Growth Area (UGA) to accommodate expected �rowth.
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In order to determine whether Federal Wav has the capacitv to accommodate future
growth Citv staff prepared a land inventorv of buildable lands. Buildable lands are those
parcels that are either vacant or redevelopable and are free of constraints to development,
such as being environmentally sensitive. The capacitv for future development in terms of
number of new housin� units and square footage of new commercial square footage is
then derived based on densities achieved bv development over the previous five yeaz
period, 1996 through 2000.
King Countv Assessor's records were used to identifv vacant and redevelopable land. 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. With the exception of surplus lands owned bv public agencies, such as the
Citv countv state and utilitv, school, and fire districts �parcels owned by public
a�encies were excluded from the capacity analysis ' �
', as thev are unlikelv to be developed for
private use. Common areas and open space in subdivisions were also excluded from the
inventory. Commercial and industrial zoned parcels categorized as redevelopable are
those where the ratio of improvements to land value is less than 50 percent. In residential
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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 has mapped environmental constraints; (such as wetlands, streams, and
geolog,ically hazardous areas) and their respective setbacks, and therefore, critical areas
were taken out at a parcel level. The remainin� lands were then summarized by zonin�
designation. A series of discounts were then further applied. ,
�These discounts included right-of-way, and public purpose factors °^a'^���'a�^^
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�es�-�as�e�s.
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.
This year, the methodolo�v for capacitv analvsis was modified to conform to the
Buildable Lands requirements. In the past, capacitv analvsis was based on the theoretical
maximum development allowed by zoning. In the current analysis, densities achieved
over the last five years were used. For residential areas, the average number of units per
acre achieved was used, and for commercial areas, average attained floor area ratios
(FAR) were used. Densities and FARs were then divided into the available land totals for
residential and commercial land respectivelv, to estimate development potential. For
redevelopable areas, the current existing buildin� area or number of units were
subtracted in order to determine additional capacitv. Lastiv, the number of units or the
buildin� square footage of pendin� projects was added to the subtotals, for a final
estimate of capacity. Based on this methodology, Federal Wav has the capacity for 5,538
new residential units and 16,194 new jobs.
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T..l, z-w.v �
2001 - 2022 Household and Job Targets
During their September 25, 2002 meeting, the GMPC adopted a motion to add tar�ets for
new households and jobs for the period 2001 — 2022. These tar�ets were based on a
methodology developed over a two-vear period bv the King Countv Planning Directors.
This methodolo�v is summarized in the followin� section.
Kin� Countv was divided into four subareas. These four subareas are SeaShore, East
Kin� Countv South Kin� Countv and Rural Cities. The City of Federal Way is part of
the South King Countv Subarea that includes Renton, Burien, SeaTac, Tukwila,
Normandv Park Des Moines Kent Covington, Maple Valley, Black Diamond, Federal
Wav Auburn, Milton Pacific Al�ona, West Hill PAA, East Renton PAA, Fairwood/
Soos Creek PAA, and Southwest King County PAAs.
The PSRC's 2000 to 2020 small area emplovment forecasts were used as a basis for
allocatinQ population forecasts to these subareas by applying the employment
percenta�es to the OFM countvwide population forecast so that the proportion of
housing to jobs is balanced at a certain ratio.
The household size of the various subareas were then determined based on the 2000
census, and adjusted downwards for 2022 based on the assumption that household si�es
would decrease in the future. The household size for each subarea was used to determine
how manv new housing units would be needed to accommodate new population in 2022.
Next, the remainder of the current household target bv subarea at the end of 2000 was
compared to the new households needed to accommodate new population. If South Kin�
Countv were to achieve their remaining household 2012 target, this would actually
exceed the number of households needed to accommodate the 2000 to 2022 projected
new households for the subarea (Table II-1). As a result, the methodology proposed that
South King County receive no new targets for the 2012 — 2022 tar�et extension period.
However, because South Kin� Countv's remaining tar�et of 50,430 households exceeded
the 42,355 new households needed to accommodate 2001 — 2022 � the
methodology proposed to credit the sub-re�ions the difference, thus reducin� remainin�
Revised 2888 2002
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targets. Table II-2 shows the 2001 — 2022 household targets by jurisdiction in the South
King Countv Subarea with the adjustment made for the credit.
As in the case of the household target extensions, the starting point for employment
allocations was forecast from estimates derived for each citv bv the PSRC 2000 to 2020
small area emplovment forecasts. Future emplovment was then allocated to iurisdictions
based on location of current emplovment as well as location of commercial and
industrial zones. The adopted 2001 — 2022 iob tar�ets are shown in Table II-2.
Table li-1
Household Tar eg ts by King Count_y Urban Subarea
Subarea 1992 2012 Tar�et Remainder New Household Additional Total Households
20 Year Achieved of Current TarLets to Households to Accommodate
Ta rget 1993-2000 Tar�et at Accommodate Needed Be 30-Year Population
End of 2000 New 2000-2022 Current Tar�et (1992-2022)
Population
SeaShore 57,905 16,375 41,530 56,369 14,839 72,744
East KinQ 48,348 25,665 22,683 47,645 24,962 73,310
Coun
South King '73,387 22,957 50,430 42,355 N/A 65,312
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Rural Cities 8,828 3,265 5,563 2,255 Na 5,520
Sur lus 11 585 ^ N/A
Total 188,468 68,262 120,206 148,624 28,418 216 6
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South King County Subarea Household and Job Targets, 2001 2022
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FWCP — Cha�ter Two, Land Use
Develoament Capacitv and Taryets
As discussed in the previous sections, in 2001 when the data for the Buildable Lands
Studv was prepared the Citv of Federal Wav had a capacitv for 5,538 new residential
housing units and 16,194 new jobs. In comparison, the adopted 2001 — 2022 targets are
6,188 new residential units and 7,481 new jobs. As a result, at that time the City had an
8,713 surplus capacitv for jobs and a deficit capacity of 650 residential units in
relationship to its tar�ets. Based on residential units in the pipeline today, the City now
has a deficit capacitv of 410 residential units.
In order to increase residential capacitv to meet the adopted targets, City staff will
propose that a definition of densit,y for conventional subdivisions be added to Federal
Way City Code (FWCC) Chapter 20, "Subdivisions." The definition of density will be
based on gross acreage, which should result in relativelv more lots than presently
allowed, based on the requirement for minimum lot sizes. In addition, City staffwill
continue to monitor the Citv's pro�ress towards reachin� its tar�ets, and will propose
additional chan�es to the Citv Council, if warranted.
2.5 URBAN DESIGN AND FORM
In addition to guiding development, the Land Use chapter � also guides the quality
and character of the City's future development pattern through goals and policies related
to the form, function, and appearance of the built environment. These goals and policies,
related to quality development, serve and will continue to serve as a basis from which to
develop appropriate implementation measures.
�Design guidelines,
adopted in 1996 and 1999 �e-b� are used as an integral component of the development
review process. r • � •a �• �n ,.► ,.o�,o,.�;.,o Y' :^. Y�'.:=:��'��
.,,�a,.e��;,,.. ;„+o,.,..,+;,,,, .,..,� ,,,.o�e,.,,.,+;,,,, �.f„�+,,,-�1 fo�r,,.-on� Design �uidelines address
location and type of pedestrian amenities and public spaces; pedestrian and vehicle
circulation; building setbacks, orientation, form, and scale; landscaping; and mixed-use
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LUGl Improve the appearance and function of the built environment.
Revised �AA9 2002
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Policies
LUP1
LUP2
LUP3
Use residential design performance standards to maintain neighborhood
character and ensure compatibility with surrounding uses.
Use design and performance standards to achieve a greater range of housing
options in multiple-family designations.
Use design and performance standards to create attractive and desirable
commercial and office developments.
, 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 �as has been 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. In
2002 the Citv formed a stakeholders �roup that reviewed the Citv's permittin� process
and made recommendations on how to improve or modifv the re�ulations and processes.
' Through the following policies, the City continues to strive to provide an efficient and
timely review system.
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Goal
LUG2 Develop an e�cient and timely development review process based on a public/
prfvate parmership.
Policies
LUP4
LUPS
LUP6
LUP7
Revised �2898 2002
Maximize efficiency of the development review process.
Assist developers with proposals by continuing to offer preapplication
meetings in order to produce projects that will be reviewed efficiently.
Conduct regular reviews of development regulations to determine how to
improve upon the permit review process.
Integrate and coordinate construction of public infrastructure with private
development to minimize costs wherever possible.
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LUP8 Increase e�ciency in the permit process by responding to state legislation '
concerning development review processes.
2.7 CITYWIDE POLICIES
Citywide policies apply to all ��� FWCP designations. These general
policies are intended to maintain the quality of the living and working environment and
ensure that the interests, economy, and welfare of the community are considered.
Policies
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 iv#�sl� that provide
a range of housing options; a vibrant City Center; well designed and
functioning commercial areas; and distinctive neighborhood retail areas.
LUPll 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 ��a� FWCP recognize the relationships
between broad patterns of land uses. The designations set forth locational criteria for
each specific class of uses consistent with the long-term objectives of the � FWCP.
These designations provide the purpose and intent for specific zoning districts. The
location of comprehensive plan land use designations are shown on the Comprehensive
Plan Designations Map (Map II-1).
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Residential Areas
Single Family
Federal Way is known for its quality single-family neighborhoods. This section contains
goals and policies that will shape future development and protect or improve the
character and livability of established neighborhoods.
The demand for and development of single-family housing is expected to continue for
the foreseeable future. Single-family development will occur as in-fill development of
vacant lots scattered throughout existing neighborhoods and as subdivisions on vacant
tracts of land. 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, a� zero lot line development:,
,.T * i f -�;�•, �o;..�,�,^r�.^^a� ;� *�.o ;^+.�^.�„^+;^^ ^f accessory dwelling units and
special needs housing . ,
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Single Family Low Density
The Single Family Low Density designation retains larger urban lots in order to avoid
development pressure 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. Upon provision of urban
services such as water and sewer an increase in densitv mav be warranted.
' 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, geologically 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
zonmg of one lot per five acres.
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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. T'he Single Family Medium Density designation can be found along the
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Puget Sound shoreline and south of South 356th Street, both east and west of SR 99. Lot
sizes of 35,000 and 15,000 square feet provide for a transition in densiTy between land
designated as Single Family High Density Residential and �� Single Family
Low Density Residential. Some areas designated as Single Family Medium Densi
Residential still lack urban services and infrastructure. U�on provision of urban services,
such as water and sewer, an increase in densitv mav be warranted.
The relatively large lot sizes along the Puget Sound shoreline areas are appropriate due
to geological features including steep slopes and landslide hazards commonly associated
with marine bluffs. As with the Single Family Low designation, the Single Family
Medium designations south of South 356th are 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.
Future Single Family High Density development should �da have good access to
collector and arterial streets.
Goal
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 provide for innovation and flexibility in
the design of new single-family developments and in-fill.
LUP17 Encourage the development of transportation routes and facilities to serve
single-family neighborhoods. Special attention should be given to pedestrian
circulation.
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LUP18 Encourage the development of parks and the dedication of open space in and
adjacent to res:dential areas to preserve the natural setting of Federal Way.
LUP19 Consider special development techniques (e.g., °^ ^� a�=�°���^^ "^'+°, 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.
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water-courses, vistas, and similar features) using site planning techniques such
as clustering, planned unit developments, and lot size averaging.
Multiple Family
The multiple-family residential land use designation represents an opportunity to provide
' a range of housing types to accommodate anticipated residential growth. �s�eas�g The
increase in population, � decline in average family size, and ��g increased cost
of single-family homes have created heavy demand for new housing types. The Land
� Use chapter encourages the development of � housing types, such as duplexes,
townhouses, and condominiums in existing multiple-family areas and within mixed-use
development in commercial areas.
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During the 1980s, the City's landscape changed, as a number of large apartment
complexes were constructed. These apartments, often built without regard to scale or
amenities, created a general dissatisfaction with the appearance of multiple-family
development. �..� ._ _.,a_ ._ ........... ..'���'_a ��?ar°°° ;__ __ _ ^'r In 1999, the City
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amended its Communitv Desi�n Guidelines to address the appearance and scale
'^^�*�^^ °^� *��^e of multiple family dwelling units. Incentives for creating desired
development such as duplexes and townhouses should be considered.
Multiple Family
Multiple Family d��s uses 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 �338
1999. The primary goal of residential design guidelines is to develop multiple-family
housing that is reflective of the community's character and appearance.
Goal
LUG4 Provide a wide range of housing types and densities commensurate with the
community's needs and preferences.
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Revised �8A9 2002 ��-21
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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.
LUP22 Use design and performance standards for multiple-family developments to
achieve integration in commercial developments. Performance standards
should focus on scale, appearance, and compatibility.
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 rooflines should be
used to add character and interest to multiple-family developments.
LUP25 Encourage the establishment of street patterns 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. 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.
General Policies for Commercial, Office, and Business Park
The following general policies apply to all commercial, office, and business park
designations. In some instances, �specific goals and policies �a�e-easl� may follow
a specific land use designation ,
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Policies
LUP26 Provide employment and business opportunities by allocating adequate land
for commercial, office, and business park development.
LUP27 Encourage development of regional uses in the City Center.
Revised �A89 2002
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LUP28 Provide for a mix of commercial and residential uses in commercial areas.
LUP29 Use Communitv Design Guidelines to promote common open space, public
art, and plazas in commercial and office developments.
LUP30 Ensure compatibility between mixed-use developments and residential areas
by regulating height, scale, setbacks, and buffers.
� LUP31 Use Communitv Design Guidelines to �encoura�e quality design and
pedestrian and vehicle circulation in office, commercial, and business park
developments.
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LUP32 Use Communitv Design Guidelines to €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.
LUP34 Provide developer incentives for inclusion of housing in commercial projects.
Business Park
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 �g demand for higher quality, mixed-
use business parks which permit a mixture of light manufaciuring, warehouse/
distribution, office, and limited retail uses to serve the immediate needs in the area. In
the past few vears, the Citv has observed a marked increase in requests to change parcels
from the Business Park desi�nation to another comprehensive plan desi�nation. As a
result the Citv should explore potential changes to the allowable mix of uses in the
Business Park zone in order to meet changing market conditions.
Goal
LUGS Develop a quality business park area that supports surrounding commercial
areas.
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FWCP — Chaoter Two, Land Use
Policies
LUP35 Encourage quality, mixed-use development for office, manufacturing, and
distribution centers.
LUP36 Develop business parks �� that fit into their sunoundings by grouping
similar industries in order to reduce or eliminate land use conflicts, allow
sharing of public facilities and services, and improve traffic flow and safety
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LUP37 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 office, retail, government uses, and residential uses are concentrated
Other uses such as cultural/civic facilities, community services, and housing will be
highly encouraged.
City Center Frame
The City Center Frame designation will have a look and feel similar to the Core and will
provides a zone of less dense, mixed-use development physically surrounding a portion
of the City Center Core. �-ti,o �,..,,,,o .,,.o., .,,;n w.,.,o �;,,,;i.,,. �,,,,U .,„,� f o� „�.wo �,.,.e �.,,.
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e€��� 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.
Revised-2898 2002
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Due in par� 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 size 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 and Community
Desi�n Guidelines, address design quality, mixed-use, and the integration of auto,
pedestrian, and transit circulation. Site design, modulation, and setback requirements are
also addressed. Through regulations in the Community Business land use chart, �the size
and scale of hotels, motels, and ��e� office uses s�e� have been limited in scale
so as not to compete with the City Center.
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
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LUP38 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.
�49
LUP39 Encourage auto-oriented large bulk retailers to locate in the South 348th Street
Community Business area.
Neighborhood Business
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There are � 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. � The FWCP recognizes the importance of
firmly fixed boundaries to prevent commercial intrusion into adjacent neighborhoods.
rl t .a 41. + '.�1 ♦ lii �-F 1 G .+ o� nf �+F++ei:r �.nw�morniol_uc.u__
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Neighborhood Business areas are intended to provide convenient goods (e.g., groceries
and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and
neighborhood scale close to adjacent residential uses. Developments combining
residential and commercial uses provide a convenient living environment within these
nodes. In the future, attention should be given to design features that enhance the
appearance or function of these areas. Improvements may include sidewalks, open space
and street trees, and parking either on street or oriented away from the street edge. The
function of neighborhood business areas can also be enhanced by safe pedestrian,
bicycle, and transit connections to surrounding neighborhoods.
The need to address expansion or intensification may occur in the future depending on
population growth. Future neighborhood business locations should be carefully chosen
and sized to meet the needs of adjacent residential areas. •
Goal
LUG7 Provide neighborhood and community scale retail centers for the City's
neighborhoods.
Policies
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LUP40 Integrate retail developments into surrounding neighborhoods through
attention to quality design and function.
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LUP41 Encourage pedestrian and bicycle access to neighborhood shopping and
services.
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LUP42 Encourage neighborhood retail and personal services to locate at appropriate
locations where local economic demand and design solutions demonstrate
compatibility with the neighborhood.
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LUP43 Retail and personal services should be encouraged to group together within
planned centers to allow for ease of pedestrian movement.
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LUP44 Neighborhood Business centers should consist of neighborhood scale retail
and personal services.
�46
LUP45 Encourage mixed residential and commercial development in Neighborhood
Business designations where compatibility with nearby uses can be demonstrated.
Revised �2898 2002 II-26
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LUP46 Neighborhood Business areas should be served by transit.
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LUP47 The City shall limit new commercial development to existing commercial
areas to protect residential areas.
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.
Office
Federal Way is well known for its quality office parks. Developments within the East
and West Campus areas embody good design and are representative of desired future
office park development. Office park development in West Campus 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
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The Professional Office designation is intended to allow for well-designed small-scale
� office development compatible to adjacent residential neighborhoods.
Office Park
�' The Office Park designation emphasizes high quality office development that allows for
a mix of office and compatible manufacturing type activities. T'his classification also
permits a limited amount of retail support services, along with the current mix of office
` and light manufacturing uses.
Corporate Park
T'he Corporate Park designation applies to the Weyerhaeuser
Corporate Campus, generally located east of Interstate Highway 5. The property is a
unique site, both in terms of its development capacity and natural features.
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residential designations north of Hi�hwav 18 surround the Corporate Park desiQnation.
The� 9f�sg Corporate Park zones a� a�is��a�d�e is currently being developed 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. '','� n�r D t� ��-*�,° a�°'^^^�°_,� o = ���_
. Development standards and conditions for the� �e Corporate
Park designation�-a� is unique to Weyerhaeuser's property and are outlined in a
preannexation concomitant development agreement ���-i�e-l�}� between the City and
Weyerhaeuser Corporation.
Goal
LUGS Create o�ce and corporate park development that is known regionally for its
design and, function.
Policy
�49
LUP48 Continue to encourage quality office development in � the East
Campus ��i� Corporate Park designations.
2.8.5 SHORELINE MASTER PROGRAM
Purpose
The Shoreline Management Act (SMA) identifies 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 effectuate the policy of the SMA.
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 a$ 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
Revised-�A89 2002
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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 S�•
The policies contained herein should be enforced through the applicable chapters of the
z��,a�,,,.� ur , �;.,, �,,,a„ FWCC
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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 quality of life, water, and environment.
Policies
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LUP49 Shoreline land and water areas particularly suited for specific and appropriate
uses should be designated and reserved for such uses.
FWCP — Chaater Two, Land Use
Shoreline Use Element
An element which deals with the distribution, location, and extent of: 1) the use of
shorelines and adjacent areas for housing, transportation, office, public buildings and
utilities, education, and natural resources; 2) the use of the water for aquaculture and
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.
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LUP50 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.
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LUP51
Where appropriate, land and water uses should be located to restore or enhance
the land and water environments.
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Revised � 2�
Like or compatible shoreline uses should be clustered or distributed in a
rational manner, rather than allowed to develop haphazardly.
Multiple uses of shoreline should be encouraged where location and
integration of compatible uses or activities are feasible.
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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.
Non-residential uses or activities �-that are not shoreline dependent
should be encouraged to locate or relocate away from the shoreline.
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.
Pubiic 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 adversely affected.
Policies
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LUP57 Development of public access should respect and protect the enjoyment of
private rights on shoreline property.
a. Shoreline access areas should be planned 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.
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LUP58 Public access should be maintained and regulated.
a. Public access should be policed and improved consistent with
intensity of use.
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�, 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.
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c. Facilities in public shoreline access areas should be properly
maintained and operated.
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LUP59 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.
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c. Public access to and along the water's edge should be available in
publicly owned shorelines that are tolerant of human activity.
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LUP60 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.
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LUP61 Public access should be provided in new shoreline developments.
a. There should be incentives to encourage private property owners to
provide shoreline access.
b. Public pedestrian easements should be provided in future land use
authorizations, 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:
l. Areas of significant, historical, geological, and/or
biological circumstances.
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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.
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LUP62 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.
��64
LUP63 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 � that 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 abutting and adjacent
land 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-ways, vital
estuarine areas for fish and wildlife protection, beaches, and other valuable natural or
aesthetic features.
Revised 2999 2002
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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 public interest.
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Policies
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LUP64 Shorelines ��t that 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.
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LUP65 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.
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LUP66 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.
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LUP67 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.
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b. In shoreline areas, the natural topography should not be
substantially altered.
c. Shoreline structures should be sited and designed to minimize view
obstruction and should be visually compatible with the shoreline
character.
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d. Wildlife and aquatic habitats, including spawning grounds, should �
be protected, improved, and, if appropriate, increased.
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LUP68 Resources should be managed to enhance the environment with minimal
adverse effect.
a. Aquaculture in shoreline areas should be conducted with all
reasonable 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.
c. 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.
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LUP69 Salmon and steelhead habitats support valuable recreational and commercial
fisheries. These habitats should be protected because of their importance to the
aquatic ecosystem and the state and local economy.
a. Salmon and steelhead habitats are:
1. Gravel bottomed streams used for spawning; �
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 conidors;
and �
4. Shallow areas of salt water bodies used for rearing,
feeding, and cover and refuge from predators and currents.
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� b. Non-water-dependent or non-water-related uses, activities,
structures, and landfills should not be located in salmon and
steelhead habitats.
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c. Where alternative locations exist, water-dependent and ��vater-
related uses, activities, structures, and landfills should not be
located in salmon and steelhead habitats.
d. Where uses, activities, structures, and landfills must locate in
salmon and steelhead habitats, impacts on these areas should be
lessened to the maximum extent possible. Significant unavoidable
impacts should be mitigated by creating in-kind replacement
habitat near the project where feasible. Where in-kind replacement
mitigation is not feasible, 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 negative
impacts on salmon and steelhead habitats.
£ 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 stormwater runoff peaks. Structures and uses creating
significant impervious surfaces shall include stormwater detention
systems to reduce stormwater runoff peaks.
i. The discharge of silt into waterways shall be minimized during in-
water and upland construction.
j. Adopt-A-Stream programs and similar efforts to rehabilitate
salmon and steelhead spawning streams are encouraged.
k. Fishery enhancement projects are encouraged where they will not
significantly interfere with other beneficial uses.
l. Project proponents should contact the Habitat Management
Division of the Department of Fisheries, the Habitat Division of the
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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 shorelines adjacent to these areas; staff should contact the
Habitat Management Division of the Department of Fisheries or the
Habitat Division of the Department 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 acquisition, 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 capacity of the dand and water
resources.
Policies
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LUP70 Areas containing special shoreline recreation qualities not easily duplicated
should be available for public use and enjoyment.
a. Opportunities should be provided for the public to understand
natural shoreline processes and experience natural resource features.
b. Public viewing and interpretation should be encouraged at or near
governmental shoreline activities when consistent with security and
public safety.
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LUP71 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
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with minimal developnient. Service facilities such as footpaths,
� periphery parking, and adequate sanitary facilities should only be
allowed where appropriate.
� b. Beaches and other predominantly undeveloped 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 transitional 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.
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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.
f. 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, consideration 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.
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'Pursuant to Federal Way City Code, Chapter 18, Article III, Section 18-163, a"Class 1 beach means a beach
or shore having dependable, geologically fully developed, and normally dry backshore above high tide."
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LUP72 The provision of adequate public shoreline recreation lands should be based on
an acquisition plan with a clear public intent.
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LUP73 A balanced variety of recreational opportunities should be provided for people
of different ages, health, family status, and financial ability. �,
a. Appropriate specialized recreation facilities should be provided for
the developmentally disabled, or others who might need them.
b. Shoreline recreation areas should provide 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.
Goal
LUG13 Circulation systems in shoreline areas should be limited to those �aic-k that
are shorelane dependent or would serve shoreline dependent uses. The
physical and social environment shall be protected from the adverse effect of
those systems on the quality of water, life, or environment.
Policies
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LUP74 New surface transportation development should be designed to provide the
best possible service with the least possible infringement upon the shoreline
environment.
Revised �A99 2002 II-38 �
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� a. New transportation facilities and improvements to existing
facilities that substantially increase levels of air, noise, odor, visual,
or water pollution should be discouraged.
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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.
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LUP75 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.
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a. Motorized vehicular traffic on beaches and other natural shoreline
areas should be prohibited.
b. Transportation facilities providing access to shoreline
developments should be planned and designed in scale and
character with the use proposed.
c. Circulation routes should provide for non-motorized means of travel.
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LUP76 Circulation systems disruptive to public shoreline access and other shoreline
uses should be relocated where feasible.
a. Transportation elements disruptive to the shoreline character �sk
that cannot feasibly be relocated should be conditioned or
landscaped to minimize visual and noise pollution.
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LUP77 Shoreline circulation systems should be adaptable to changes in technology.
a. 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.
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LUP78 General policies.
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a. New transportation developments in shoreline areas should provide
turnout areas for scenic stops and off road resi 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
An element dealing with housing densities, residential subdivisions, shoreline access,
necessary support services, and locations of single-family dwellings (including
manufactured homes) and multiple-family dwellings without distinction between part-
time or full-time occupancy.
Goal
LUG14 Shoreline residential areas shall permit a variety of housing types and designs
with densities and docations consistent with the ability ofphysical and natural
features to accommodate them.
Policies
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LUP79 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 FWCC. �
a. Residential development should be prohibited within the 100-year
floodplain.
b. Residential development should 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
groundwater or seepage problems) should be limited or restricted
for development.
Revised �809 2002
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e. The burden of proof that development of these areas is feasible,
safe, and ecologically sound is the responsibility of the developer.
Residential developments should have minimal impact on the land and water
environment of the shoreline and minimize visual and physical obstruction.
a. Residential development should be regulated in identified unique
and fragile axeas 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 permitted.
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.
Residential use of shorelines should not displace or encroach upon shoreline
dependent uses.
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LUP82 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.
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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.
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Revised 2899 2002
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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.
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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 SMA, 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 limitations 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
development consistent with the character of the environment.
Urban Environment
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.
Revised �2899 2002
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Policies
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LUP83 Emphasis should be given to development within already developed areas.
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LUP84 Emphasis should be given to developing visual and physical access to the
shoreline in the urban environment.
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LUP85 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.
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LUP86 Multiple use of the shoreline should be encouraged.
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LUP87 Redevelopment and renewal of substandard areas should be encouraged in
order to accommodate future users and make ma�cimum use of the shoreline
resource.
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LUP88 Aesthetic considerations should be actively promoted by means of sign control
regulations, architectural design standards, landscaping requirements, and
other such means.
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LUP89 Development should not significantly degrade the quality of the environment,
including water quality and air quality, nor create conditions �} that 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
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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
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LUP90 Recreational access to the shorelines should be encouraged. Recreational
facilities should be located and designed to minimize conflicts with other
activities.
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LUP91 New development should reflect the character of the surrounding area by
limiting residential density, providing permanent open space, and maintaining
adequate building setbacks from the water.
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
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LUP92 New development should be restricted to those that are compatible with the
natural and biophysical limitations of the land and water.
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LUP93 Diverse recreational activities �-isl� that are compatible with the conservancy
environment should be encouraged.
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LUP94 Development � that would be a hazard to public health and safety, or
would materially interfere with the natural processes, should not be allowed.
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LUP95 The flood hazard overzone regulations shall apply to development within flood
plains.
Revised �899 2002 II-44
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LUP96 Structural flood control devices should be strongly discouraged in the
conservancy environment.
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LUP97 In areas with poorly draining soils, development should not be allowed unless
connected to a sewer line.
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LUP98 Development should be regulated so as to minimize the following: erosion or
sedimentation, the adverse impact on aquatic habitats, and substantial
degradation of the existing character of the conservancy environment.
Natural Environment
The natural environment consists of areas characterized 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 essentially 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.
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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
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LUP99 Natural areas should remain free from all development �sk that would
adversely affect their natural character.
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LUP100 The intensity and type of uses permitted should be restricted in order to
maintain the natural systems and resources in their natural condition.
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LUP101 Limited access should be allowed to those areas in the natural environment.
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LUP102 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.
Revised �98A 2002 ��-�
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LUP103 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.
Shoreline Use Activities
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Purpose
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
SMA. 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 identified, and for which policies have not
heen 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 ��
SMA, 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.
Aquaculture has two modes:
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.
Revised �808 2002
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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
aquacultural activity within the shoreline are:
1. Pollutants in the water body such as fish, organic wastes, and additives for
feeding and disease control.
3. Watercourse alteration to supply water.
2. Navigation hazards such as holding pens, rafts, nets, and stakes.
4. Netting and flooring of riverbeds for spawning channels.
5. Shoreline access limitations where shellfish are being protected and contained.
Policies
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LUP104 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.
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LUP105 Pens and structures for commercial aquaculture should not be located on Class
I beaches, or swimming beaches.
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LUP106 Aquacultural enterprises should be located in areas �ul� that would not
significantly restrict navigation.
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LUP107 In aquaculture enterprises, development of multiple aquaculture systems
should be encouraged.
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LUP108 Aquacultural structures should use open pile construction where significant
littoral drift occurs.
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Prior to use of an area for aquacultural enterprises, consideration should be
given to the capability of the water body to absorb potential wastes.
Shoreline areas having extremely high natural potential for aquaculture should
be preserved for that purpose.
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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.
T'he 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 loading arises from poor containment of organic wastes associated
with human habitation and recreational activities.
PoGcies
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LUPlll Consideration should be made of the effect a structure will have on scenic
value.
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LUP112 Commercial structures and ancillary facilities that are not shoreline dependent or
water-oriented should be placed inland away from the immediate water's edge.
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LUP113 The use of porous materials should be encouraged for paved areas to allow
water to penetrate and percolate into the soil. Use of holding systems should
be encouraged to control the runoff rate from parking lots and roof tops.
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LUP114 Commercial enterprises locating within shoreline areas should be constructed
to withstand normal rain and flooding conditions without contributing
pollution to the watercourse or shoreline.
Revised -2899 2002
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LUP115 Commercial development � that 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
SMA
� Types of utility facilities in Federal Way vary from regional transmission by trunklines,
pipelines, and transmission lines to subregional distribution facilities. These aze
essentially pipes and wires. Regional facilities generally are high voltage or high pressure
� systems with substantial potential impact in case of failure. Their impacts on the
environment are also generally greater because of their scale and safety requirements.
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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.
Policies
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LUP116 Utilities �#is� that lead to growth should not be extended into or along
shorelines without prior approval of such extension by appropriate land use
authority.
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LUP117 Utilities located in shoreline environments inappropriate for development
should not make service available to those areas.
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LUP118 In developed shorelines not served by. utilities, utility construction should be
encouraged to locate where it can be shown that water quality will be
maintained or improved.
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LUP119 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.
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LUP120 Utility corridors crossing shorelines of the state should be encouraged to
consolidate and concentrate or share rights-of-way where:
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Public access (including view) would be improved.
Concentration or sharing would not hinder the ability of the utility
systems to be installed, operated, or maintained safely.
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c. Water quality would be as good or better than if separate corridors
were present.
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LUP121 Public access consistent with public safety and security should be encouraged
where rights-of-way for regional utility facilities cross shorelines of the City.
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LUP122 New utility facilities should be located so as neither to require extensive
shoreline protection nor to restrict water flow, circulation, or navigation.
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LUP123 Utility facilities and rights-of-way should be selected to preserve the natural
landscape and minimize conflicts with present and planned uses of the land on
which they are located.
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LUP124 New utility routes should be designed to minimize detrimental visual impact
from the water and adjacent uplands.
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LUP125 New freestanding 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 cunent, flood,
wake, or wave action. This action includes all structural and nonstructural 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.
Revised �989 2002
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Policies
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LUP126 Structural solutions to reduce shoreline damage should be allowed only after it
is demonstrated that nonstructural solutions would not be able to reduce the
damage.
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LUP127 Planning of shoreline protection should encompass sizable stretches of lake or
marine shorelines. This planning should consider off-site erosion, accretion, or
flood damage that might occur as a result of shoreline protection structures or
activities.
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Shoreline protection on marine and lake shorelines should not be used as the
reason for creating new or newly usable land. -
Shoreline protection structures should allow passage of ground and surface
waters into the main water body.
Shoreline protection should not reduce the volume and storage capacity of
rivers and adjacent wetlands or flood plains.
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.
The burden of proof for the need for shoreline protection to protect existing or
proposed developments rests on the applicant.
Shoreline protection activities �sl� that may necessitate new or increased
shoreline protection on the same or other affected properties where there has
been no previous need for protection should be discouraged.
New development should be encouraged to locate so as not to require
shoreline protection.
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LUP135 Areas of significance in the spawning, nesting, rearing, or residency of aquatic
and terrestrial biota should be given special consideration in reviewing of
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shoreline protection actions.
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LUP136 Shoreline protection actions should be discouraged in areas where they would
block beach parent material.
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LUP137 Multiple uses 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
transportation 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
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LUP138 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.
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LUP139 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.
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LUP140 Shoreline transportation facilities should be encouraged to include in their
design and development multi-modal provisions where public safety can be
assured.
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LUP141 Shoreline transportation facilities should be planned to fit the topography and
minimize cuts and fills; and should be designed, located, and maintained to
minimize erosion and degradation of water quality and to give special
consideration to shoreline aesthetics.
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LUP142 Transportation and utility facilities should be encouraged to coordinate joint use
of rights-of-way and to consolidate crossings of water bodies when do�'ng so
can minimize adverse impact to the shoreline .
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LUP143 Transportation facilities should avoid shoreline areas known to contain
development hazards (e.g. slide and slump areas, poor foundation soils,
marshes, etc.). '
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LUP144 Transportation facilities should minimize snoreline rights-of-way by orienting
generally perpendicular to the shoreline where topographic conditions will
allow.
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LUP145 Shoreline roadways should have a high priority for arterial beautification funds.
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LUP146 Abandoned road or railroad rights-of-way � that contain unique shoreline
amenities should be acquired for public benefit.
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LUP148
Federal Way should extend its trail and bicycle trail system, particularly as it
relates to shorelines, to western Federal Way.
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.
Piers and Moorages
� 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
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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 construction 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
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LUP149 Open pile pier construction should be prefened where there is significant
littoral dri$, where scenic values will not be impaired, and where minimal
alteration to the shoreline and minimal damage to aquatic resources can be
assured.
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LUP150 Floating pier construction should be preferred in those areas where scenic
values are high.
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LUP151 Piers should be discouraged where conflicts with recreational boaters and
� other recreational water activities would be created by pier construction.
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LUP152 The random proliferation of single purpose piers should be discouraged.
Preference should be given to shared use of piers in all shoreline areas.
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LUP153 Temporary moorages should be permitted for vessels used in the construction
of shoreline facilities. The design and construction of such moorages shall be
such that upon termination of the project the aquatic life can be returned to
their original condition within one year at no cost to the environment or the
public.
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LUP154 Shoreline structures that are abandoned or structurally unsafe should be
abated.
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LUP155 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.
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LUP156 Piers, docks, buoys, and other moorages should only be authorized after
consideration of:
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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.
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LUP157 Moorage buoys should be preferred over floating and pile constructed piers on
all tidal waters.
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LUP158 Floating structures and open pile structures are preferred over landfills or solid
structures in water areas used by salmon and steelhead.
Recreation
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Recreational experiences that depend on, or utilize, the shoreline include: harvesting
activities of fish, shellfish, fowl, minerals, and driflwood; 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.
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Policies
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LUP159 The development of recreational acquisition plans should give emphasis to the
acquisition of prime recreation lands prior to their being preempted for other uses.
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LUP160 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.
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The siting of all developments should aim to enhance and protect the area
concerned.
Structural forms should harmonize the topography, reinforce the use area,
minimize damage to natural resources, and support recreation with minimal
conflict.
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.
Whenever possible, natural materials should be used in developing shoreline
recreational areas.
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LUP165 Artificial irrigation and fertilization should be restricted to high-intensity use
areas.
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LUP166 Existing buildings that enhance the character of the shoreline should be used
for recreation wherever possible.
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LUP167 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.
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LUP168 Public recreational shoreline areas should serve as emergency havens of refuge
for boaters.
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LUP169 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 without requiring extensive
flood or erosion protection.
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LUP170 The acquisition of public easements to the shoreline through private or quasi-
public shorelines should be encouraged.
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LUP171 Existing public recreation shorelines should be restored where it is possible to
� revegetate; resite roads and parking areas that are close to the shoreline; and
remove stream channelization and shoreline protection devices when the facility
has either deteriorated or is inconsistent with the general goals of this program.
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LUP172 Prime-fishing areas should be given priority for recreational use.
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LUP173 Boating activities that increase shore erosion should be discouraged.
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LUP174 Effective interpretation should be provided to raise the quality of visitor
experiences and provide an understanding of the resource.
Residential Development
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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 �ermit 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 SMA 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 developments, the intent of the act has
established the basis for planning and regulating them.
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Policies
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LUP175 Residential developments should be permitted only where there are adequate
provisions for utilities, circulation, access, site layout, and building design.
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LUP176 Subdivisions should be designed at a level of density, site coverage, and
occupancy compatible with the physical capabilities of the shoreline and
water body.
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LUP177 Residential development plans submitted for approval should contain
provisions for protection of groundwater supplies, erosion control,
landscaping, and maintenance of the shoreline integrity.
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LUP178 Residential subdivisions should be designed so as to protect water quality,
shoreline aesthetic characteristics, vistas, and normal public use of the water.
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LUP179 Subdivisions should provide public pedestrian access to the shorelines within the
development in accordance with public access element of this master program.
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LUP180 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 groundwater recharge.
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LUP181 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.
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Phasing focuses growth to those areas where public investments for services are
targeted. By doing so, these areas become more attractive for development. Consistent
with the CWPPs, Federal Way proposes to use a tiered system for accommodating future
growth. The primary purpose of this technique is to assure a logical seyuence 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 ' ' PAA. 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.
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:
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FWCP — Chapter Two, Land Use
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 FWCC, 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
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The �ed� FWCC shall include a list of locally defined essential public
facilities �s� that shall include the list of essential state public facilities
maintained by the office of financial management.
2.10 PHASING
■ Reducing taxpayers costs by locating new development nearest to existing
urban services;
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■ 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 occuned; and
■ Reserving land for future parks and open space.
Policies
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LUP183 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.
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LUP184 When and where service deficiencies are identified, the City, along with
service providers, will develop capital improvement programs to remedy
identified deficiencies in a timely fashion or will phase growth until such
programs can be completed.
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LUP185 Work with King County through the development of an interlocal agreement
to assign phasing to the City's PAA.
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LUP186 The City should limit spending on capital facilities in those areas of the City
and PAA that are not designated as priority areas for
capital projects.
2.11 INCENTIVES
In certain designations, incentives allowing more development than otherwise permitted
should be used to encourage features � that 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. In addition, in order to
encoura�e development in the City Center, the Citv is in the process of discussing a
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Housin� Tax Exemption for multiple familv housing and is considerin� preparin� an
Environmental Impact Statement (EIS) for a portion of the City Center. Incentives can
play an important role in the development of the City Center and must be substantial
enough to influence market conditions by making them attractive to the development
community.
Policies
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LUP187 Develop incentives to encourage desired development in commercial areas,
especially in the City Center Core and Frame.
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LUP188 Consider incentives for desired multiple-family residential development
(townhouses, duplexes, etc.).
2.12 HISTORIC RESOURCES
Historic preservation involves the identification, maintenance, renovation, and reuse of
buildings and sites important to a community's history. Buildings or sites may be
associated with a particular style or period in the community's past, or with historic or
significant historic events or persons. Historic preservation to date has largely been
undertaken by the Historical Society of Federal Way. Historic preservation is listed as
the ��� 13"' goal in the GMA which encourages jurisdictions to, "Identify and
encourage the preservation of lands, sites, and structures, that have historical or
archaeological significance."
Goal
LUG15 Use historic resources as an important element in the overall design of the City.
Policies
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LUP189 Identify vista points and landmarks such as major trees, buildings, and land
forms for preservation.
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LUP190 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.
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LUP191
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Recognize the heritage of the community by naming (or renaming) parks,
streets, and other public places after major figures and/or events.
Zoning should be compatible with and conducive to continued preservation of
historic neighborhoods and properties.
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LUP193 Safeguard and manifest Federal Way's heritage by preserving those sites,
buildings, structures, and objects which reflect significant elements of the
City's history.
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LUP194 Catalog historic sites using the City's geographic information system.
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LUP195 Undertake an effort to publicly commemorate historic sites.
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LUP196 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 on resources
available to the City and community. The following items are not listed in order of
importance or preference.
Establish Comprehensive Planning and Zoning for Potential Annexation Area
Comprehensive planning and the assignment of zoning designations should be
completed for the City's PAA. 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 ageement 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.
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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 FWCP, 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 �e 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 G ' FWCP,
the City made revisions to the zoning code, consistent with �'^�^r°��� FWCP
direction. The zoning conversion chart, Tabie �S II-3, shows the connection between
the various zoning designations and the Ecomprehensive �plan designations.
Phasing Plan
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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
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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.
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Incentives
Develop an incentives program, for both residential and commercial development.
Incentives should be substantial enough to attract development and should be used to
create affordable and desired types of housing and to encourage development within the
City Center. �
Table � II-3
Land Use Classifications
Comprehensive Plan Classification Zoning Classification
Single Family - Low Density Residential Suburban Estates (SE), one dwelling unit per five acres
Single Family - Medium Density Residential RS 35,000 & 15,000
Single Family - High Density Residential RS 9600, 7200, 5000
Multiple Family Residential RM 3600, 2400, 1800
City' Center Core City Center Core
City Center Frame City Center Frame
Office Park Office Park 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.
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CHAPTER THREE - TRANSPORTATION
3.0 INTRODUCTION
� The Transportation chapter of the Federal Way Comprehensive Plan WCP 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
, transportation plan, which is a mandatory element of the plan. Specifically, these
guidelines (RCW 36.70A.070[6]) include:
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■ 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 FWCP Land Use chapter '
�. As discussed in Vision 2020, this plan proposes a more diverse, multi-modal
transportation 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. �s-sex��r-eke�si�e
� The FWCP 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. .
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Finally, this transportation plan conforms to the Countywide Planning Policies (CWPPs)
for King County as adopted in 1992 and amended in 1994. These policies include
Framework policies FW18-20 and Transportation Polices T1-T23. In essence, these
policies encourage development of a High Capacity Transit System, Public Transit, High
Occupancy Vehicles (HOV), 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.
Background
Tfie process of providing a transportation system involves numerous agencies at the local,
state, and national levels. The cycle of providing a system involves planning, change
approval, funding, implementing, operating, monitoring, and administering the elements
of the system. Some components are provided by other agencies, such as METRO, Sound
Transit, and the Washin�ton State Deuartment of Transportation (WSDOTZ; the City can
only influence their efforts and system components.
The Transportation chapter, including the administrative 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 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 Ill-1 provides a structure for understanding these
areas of responsibility. It also reflects the organization of the remainder of the chapter for
the Transportation plan.
The Growth Management Act (GMA) requires that the Puget Sound Regional Council
P( SRC) 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:
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Figure III-1
Historical Transportation Infrastructure
The Planning - Implementation Cycle
Land Use Plan
Transportation Plan
Transportation
Improvement Program
Regional, State � Federal
Funding Application Process
Funding
Design '
Right-of-Way
Bidding
Construction
Operation
Implementation _Process
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FWCP - Chaoter Three, Transportation
Figure III-2
Current Multi-Modal Transportation Systems
Planning, Implementation, & Management
......................... ,..........._............
: Land Use lhsion � : Fedenl Legislation :
Existing Conditions • State Legislation �
LOS Sfandxds Regional Poliaes ;
Transportation Plan
Facilities Services Region/State
Local Transportation Regional Systems,
Improvement Program Policies, Agreements, Etc.
Transportation
System Management
Funding
IMPLEMENTATION
Local Regional
' Streets 8 Roads Tr�tsit Systern :
; Tr�sit Amenities ; MghwayslFiOV System :
: TDIIA Programs . TDM Prognms :
� Non-Motorized Non-Motorized �
OPERATION
MONITORING
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, ■ Consistency with the Land Use chapter
■ Identification of facility and service needs
■ A financial plan to support the transportation plan
, ■ An intergovernmental coordination plan
■ Development of Transportation Demand Management strategies
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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.
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Who Travels Where and Why?
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Travel patterns in the Federal Way planning area are shown on Map Ill-1 ma s are
located at the end of the chapter).
■ 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.
■ Nearly 75 percent of Federal Way travel is focused on the residence, either as the
point of origin or destination.
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IIow 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 '
EHOVs,- . 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 �k�ea four lots, with a total of �9A9 2,500 spaces, � three of the
four are filled on the average weekday. Increased bus service at the Twin Lakes lot
ma result in reater use. Adding a lot at �-�` '�-(�ee�,as�-se��
SR99 at South 276 ' Street will increase area capacity by about 650 stalls. However,
Metro studies have identified the need to double the present supply by 2010.
■ Utilization of the existing park & ride lots (at South 272" South 320` a� South
348`� and Twin Lakes) is a mix of regional traffic. Federal Way users range from a
low of 44 13 percent � at the �e�t#�"�-� Twin Lakes Park and Ride lot to a
high of 60 percent in the South 348�' 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 City Center area and along
Highway 99. East/west routes that experience high levels of demand include South
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320` Street and South 348 Street. Con�estion occurs not onlv in the mornin� and
evenin� commute times, but also during middav evervdav of the week in retail areas.
■ Traffic accidents cost travelers in the City over $�4 $39 million per year, based on
1999 collision data. Most accidents are congestion related.
Federal Way's Subarea Roles
In establishing a future direction for the City's transportation system, it is vital not only to
� understand existing characteristics of travel, but also the nature of land uses which
generate travel.
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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 present 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 residential 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 few
streets; the arterial streets are used for nearly all traffic circulation, and there is a strong
need for more easdwest corridors.
The present street pattern focuses east/west trips from the Western Residential Area into
the business core. This, combined with the north/south commute patterns, (predominantly
to work centers along the I-5 and SR-99 corridors) and business district generated
commercial and retail trips, results in high congestion in the business district, especially
during the evening commutes.
Commercial Core Area
� The primary commercial areas lie west of I-5 and east of about 1 l�' Place South. This
includes SeaTac Mall retail, SR 99 corridor, and office uses in the West Campus area.
About 11,000 job opportunities amact 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,
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the Core Area witnesses the greatest traffic demand. Today's 77,000 evening peak hour
trips to and from the area are expected to increase 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 320�' and South 348`� as these
connect to I-5.
There is a need for improved circulation, fewer commute 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 PAA . This presents the possibility of large increases
in travel demand in the future. As this development occurs, it will be imperative to the
success of the overall vision that supportive development and transportation patterns be
encouraged. In other words, there is a need for a sufficient grid of more inter-connecting
streets.
Regional Perspective
Vision 2020, developed in the early 1990s, was updated in 1995 by �g�
�gie�a�-�e�si�-FPSRC3 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:
■ 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.
■ Maintaini� economic opportunity while managing growth.
■ Conservation of environmental resources.
■ Early mitigation of adverse effects of concentrating development.
■ Monitoring and updating of Vision 2020.
The 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.
Revised 2998 2�02
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■ Documents needed improvements under Vision 2020, incorporating local
level growth management plans, financial needs, and a regional congestion
management system.
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 levels. Coordination and planning with PSRC, WSDOT, METRO,
King County, and the Sound Transit principally is an on-going local effort.
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 international transportation facilities.
Service Providers
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Tabde III-2 lists 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.
Department
King County
Table III-2
Key Service Providers
rs Primary Functions
>f State Highways, Park & Ride lots, HOV I�
SDOT)
Transit, Pazk & Ride, CTR Coordination
High Capacity Regional Transit
Transit, Pazk & Ride, CTR Coordination
Connecting Roadways & Tr�c and Land
Connecting Roadways, Traffic Control De
Land Use Change Impacts
Puget Sound Energy, US West, and TCI fi
District Utilities Within Right of Way
Fire Hvdrants in Rieht of Wav
Neighboring Cities °-�...� ---� ...�..._.., _____., _
Fife for Tr�c and Land Use
Summary of Major Needs
Maintenance,
on
In summary, Federal Way has defined its role through the end of the 20�' Century and
�� into the 21 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:
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■ Assure Port and SeaTac Airport access.
■ Assure free moving intra- and interstate highways. This provides free moving
people, freight, and goods to maintain economic viability of the region.
■ Provide a transportation system that supports the City's Land Use Plan.
■ Provide for additional arterial streets and interconnecting streets in both
business and residential areas to reduce congestion and reliance on the few
existing arterials.
■ Provide additional easdwest arterials or other ways to relieve east/west 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 SOVs 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.
■ Provide transportation system management techniques 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.
■ 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 transportation system improvements.
■ Provide cooperative transportation solutions that are inter-jurisdictionally
coordinated to meet local and regional needs.
Transportation Goals & Policies
Goal
TGl Maintain mobility for residents and husinesses through a balanced, integrated
system of transportation alternatives that:
Revised �A98 2002 111-10
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a. Meets local and regional needs through inter jurisdictionally
coordinated and integrated systems.
b. Reduces auto dependency, especially ' OV� use.
c. Supports the land use vision and plan.
d. Protects and enhances the errvironment and quality of life.
e. Provides acceptable levels of service for each transportation mode
that is adso commensurate with their planned levels offunding.
Policies
TPl Integrate land use and transportation plan decisions to support the land use vision
and plan.
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 �g�e-ess�
�e SOV
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.
3.1 STREETS AN D ROADWAYS
In Federal Way, the predominant mode of travel will likely remain the private
� automobile. It is clear 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.
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Alternatives that move peo�;le rapidly to their destinations must be provided as
c�ngestion grows and driving time increases for users of single-occupant vehicles. The
future transportation system will be reprioritized to promote '
HOVs, trains, buses, carpools, and vanpools along existing rights-of-way, and to
incorporate high capacity transit if it becomes available to Federal Way.
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As part of adoption of its transportation plan, in 1995, the City accomplished the
following:
■ Adopted �functional Classification of Streets .
■ Adopted Access Management Classification
■ Adopted Street Standards
■ Adopted Level of Service (LOS) Standards
■ Prioritized list of street and roadway improvements that support the
Land Use Plan
■ Adopted a Financing Plan
In addition, in October 2001 the City hired a consultant to prepare a Traffic Impact Fee
and Concurrencv Management System.
Existing Conditions
An extensive inventory of the existing roadway system in Federal Way was reported in
the City's 1993 Community 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(I-S) is five lanes north of South 320'� Street and four lanes �
��stie� south of South 320`� Street, with a posted speed limit of 60
mph. This freeway serves as the main north/south freeway for regional
travel in western Washington.
■ State Route 18 �SR 18,� is two lanes in each direction, with a posted speed
limit of 60 mph. This freeway acts as an east/west alternative to I-90,
Revised �998 2002
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connecting to I-90 east of Issaquah and serving the communities of Auburn,
eastern Kent, Covington, and Maple Valley.
■ Pacific Highway South (SR 99)
■ Military Road South
,� ■ 1 �` Avenue South
■ 21�` Avenue SW
■ South 272" Street
� ■ South 288�' Street
■ South SW 312�' Street
'� ■ South 320`� Street/Peasley Canyon Road
� ■ South 336`� Street
■ South 348`�' Street/Campus Drive SW
■ SR 509 (Dash Point Road)
� ■ Enchanted Parkway (SR 161)
■ South SW 356�' Street
These roadways serve major activity centers within Federal Way, including commercial
activities in the South 320`� Street corridor between Pacific Highway South (SR 99) and
��a�a I-5 (the City Center), commercial developments along Pacific Highway South,
at South 348`� 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 Headquarters/East Campus area. The roadway system within the City
connects to the surrounding regional transportation network, which provides access to
other major activity centers including Seattle, SeaTac Airport, Tacoma, the Port of
Tacoma, Kent, and Auburn.
Traffic Signpl Locations
Map III-3 shows the locations of signalized intersections 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 320
Street currently has 13 signalized intersections that are inegularly spaced and, in some
cases, spaced too close to each other.
Coordination of the signal system on South 320�' Street was implemented in 1993, from
� I-5 to 1�` Avenue South, together with the coordination of signals on SR 99 from South
288�' to South 324`� Street. In addition, coordination of the signal system along SR 99
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Revised �998 2002
III-i3
Primary roadways in the Federal Way planning area include:
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FWCP — Chapter Three, Transportation
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from South 336�' Street to South 356�' Street and along South 348`� Street from I-5 to l
Avenue South was implemented in 1995. Signais were coordinatsd on SW Campus Drive �
and 21 Avenue SW in 1998. Benefits of signal coordination are quantified in Section
3.2, under Signalization Improvements.
Traffic Volumes
The � 2000 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
��A88 171,000 vehicles on an average weekday in -�3� 2000 (WSDOT, -�� 2000).
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
53 percent. However, from �38 1992 to � 2000, the average daily traffic des�as��
increased at an average annual rate of €ea� one percent.
Federal Way's busiest arterial, South 320`�' Street between I-5 and SR 99, carries �
approximately �5 60,000 vehicles per day. On South 320`� Street, average weekday �
traffic has grown at an annual rate of � one percent since -�$-S 1992. Other arterial
roadways with significant daily traffic are portions of Pacific Highway South and South
348`� Street, carrying 48 42,000 and �9 59,000 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. 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 tr�c
volumes within the Federal Way planning area. The model can also be used to estimate �
demands for various modes of travel, including auto, carpool, and transit.
There is a fairly consistent relationship between the number of trips produced each day
and the density of residential dwelling units. Depending on the density of the azea 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.
Revised �909 2002
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� Future Travel De�nand
� 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 roadway intended exclusively for
motorized traffic with all access controlled by interchanges and road crossings separated
by bridges.
- Principal Arterial — A roadway connecting major community centers and facilities, often
� constructed with partial limitations on access and minimum direct access to abutting land
uses.
Minor Arterial — A roadway connecting centers and facilities within the community and
serving some through traffic while providing greater access to abutting properties.
Collector — A roadway connecting two or more neighborhoods or commercial areas, while
also providing a high degree of property access within a localized area. Collectors have
been separated into principal and minor designations according to the degree of travel
between areas and the expected traffic volumes.
� Local Street — All other roadways not otherwise classified, providing direct access to
� abutting land uses and serving as feeders to facilities with higher functional
classifications.
Designation of roadway functional classification is an integral part of managing street use
� and land development. In Washington, as in most states, classification of streets is
necessary for receipt of state and federal highway funds. Inconsistent or misdesignation
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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 residenti�l 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-S_ .
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.
Table III-3
Characteristics of Functional Classifications of Streets
Map � III-6 illustrates which cross-section would be used for each arterial and
collector within the community. Since the City does not plan local street networks, the
applicable street cross-section for local streets will be established through the City's
development review process, which is ongoing.
Access Management Classification
Access management is the regulation of intersection and driveway spacing to improve the
safety and preserve 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.
Revised �A98 2UO2
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1 Limited access, state jurisdiction.
2 Connects subregional activity centers and communi6es.
3 Provi�s major movement capacity; collecting neighborhood and business traffic to higher level arterials.
4 Connections behveen neighbofiood or commetcial areas. Design consideration for trucks.
5 Channels Iceal traffic to principal coilectors or arterials. Design for buses per METRO standards.
6 Primary function is access to abutting land use. Through traflic can be discouraged by use of trat�ic control devices.
7 The exact cross-sections and standards fm a pazticular street within the community will be established duough the City's desi�
Development Standards.
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4 Lanes + HOV
3' 8' 6` 12' 71' 11' 11' 6' 12' 17' 12' 6' 8' 3'
. ,�.,t ,�., ,�„ ,.�,,,,,, ,�, ,�., ,�, �. + Median
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100'
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Revaed �A89 �
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.�'� �''; ��-;;�
^=.�� � �= Cross Section C
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3� s� 6� r „� „� „� 6� ,z� „� s� 6� s� 3� 4 Lanes + Bike
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°� ����; Cross Section D
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72'
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Roadway Cross Section C& D �` � FIG ���-3 c�-a�
Re���d �e z�z
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3' 8' 6' 12' 11' 11' 6' 12' 12' 6' 8' 3'
u�a stl.x�t� vluar LdtTum � swaw.� uri
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uw. s�a.w.� taRTwn sdew.� w�
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Roadway Cross Section E& F ��""� � FIG ��� (e -fl
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Cross Section G
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3� a� s s n� „� ,Z� „� „� s� 6� e� 3� 5 Lanes + Bike
Sldwwi IYnnr !An pnar4n� !Iw prMn Sldcvw�c W.
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� �"° In City Center
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Revised �899 2002 I I I-20
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FWCP — ChapterThree.7ransportadon
Cross Section I
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3' S' 6' 1Y 11' 12' 11' 12' 6' 8' 3'
$�d�Wilk Nu10v CMWIJM PINIIlf 9de1M�f UIY.
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Cross Section J
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a� �z� �z� »� �s� ��� �r �r 3�
'� � �""'�'" �"` "` In City Center
yMp �P
58'
88'
Roadway Cross Section I& J �c� `�'�o � FIG u�-3 c;�
Revised 2AA0 � I I I-21
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Cross Section K
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3' 8' 6' S' 11' 12' 11' 5' G 8' 3'
9dlYV[ PYIIR !� CMl�M1�M �i PIMW $IJOIYiIk UTA.
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Cross Section L
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s� �r s �r �z� �r s� u� s�
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�a�
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Roadway Cross Section K& L G�� ���ao � FIG ���-3 ck-��
Revised 28A8 2002 I I I-22
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Cross Section M
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s� s� 6� �r ir �s� 6 a� s
un sW.w� vr�w r«�wuM rr�. sia�.k un
srta
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Cross Section N
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s� ,r s� ,r ,r ,r s� �r s� + Parking
UtlL SIdMw�lk hildnp CaM�luw Prid�p Ad�wdk Utl.
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sm
ea�
Roadway Cross Section M& N ����o � FIG. III-3 (m-n)
Revised 2A09 �
III-23
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Cross Section �
� �
s� e� 6� s ,s� ,s� s� 6� s� 3� 2 Lanes + Bike
� � � .�. �. �., � �.
� �
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6e�
Cross Section P
2 Lanes + Ditch
3' 6' 10` 4' 12' 12' 4' 10' 6' 3'
. S01p � � � � � � �
32'
70'
Roadway Cross Section �& P ��� �'��ao � FIG u� (o-p)
Revised �A09 20�2,
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F P— Chaoter Three. Transportati�on
Cross Section Q
2 Lanes
3' 12' 8' 1Y 12' 8' 12' 3'
� � � � �,,,,� �„� + Parking
Strip �+
In City Center
�o�
�o�
Cross Section R
, 2 Lanes
3' 6' 4' 8' 12' 12' 8' 4' 6' 3 + Parking
um. � � n�t�q �u � � �
smv
40'
��
Roadway Cross Section Q& R �°"�� FIG �r�-3 c
Revis� �AA9 �
III-25
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Cross Section S
3� s� a� a� �a �a s� 4� s� 3'
2 Lanes
� � � � � � � �„� + Parking
�
�s�
�
Cross Section T
� ' 2 Lanes
3' S 8' 2' lY 12' 2' 8' S' 3 + Ditch
um. � dxn � � d� � �
28'
60'
Roadway Cross Section S& T ��'��o � FIG ���-3 cs-t�
Revised �998 2�
III-26
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FW P— Chauter Three, Transpqrtation
Cross Section U
�
3' S' 4' 8' 8' S' S' 4' S' 3' 2 Lanes
,� � �,� � �, + Parking
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Cross Section V
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3' 5' S' 12' 12' 8' S' 3 + Ditch
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Roadway Cross Section U& V
0► F�d�r�al W�y
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FWCQ — Chaoter Three. Transportation
Cross Section W
. II
' s� 5� a� e� ,s� a� a� s 3� 1 Lane
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a� s� e� ,o� �a s�s' + Ditch
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Roadway Cross Section W& X �`��a � FIG ���-3 cW-x�
Revised �999 2� I I I-28
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� � � � Z� � � � � � � � � � � � � � �
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Cross Section Y
9
s� r ,o� ,a 5� 3� Infill Cul-de-sac
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.� u ����������� Cross Section Z
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3' S' 32' 26' 3Y 5' 3'
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Roadway Cross Section Y& Z �°"�s � FIG n�-3 c�-Z�
Rev'tsed �689 22�2 Iil-29
FWCP — Chaoter Three. TranspoRaUon
Special Cross Sections G �� `��o � FIG n�-�
Revised 2A99 2Q02 III-30
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' FWCP — Chapter Three, TranspoRation
� Access is one of the major factors influencing functional classification. Generally, higher
classifications (interstates or freeways) serve a limited access function, while lower
classifications (local roads, cul-de-sac streets) serve a local access function. The State of
� Washington approved legislation requiring that access onto state facilities be granted by
permit and that such access conform to an access management classification system
(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 Ill-4.
The criteria used to define the classification system included functional classification,
� adjacent land use (existing and proposed), speeds, setting (urban or rural), and traffic
volumes. The classification system was developed with assistance from the cities by the
WSDOT Northwest 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. � 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 �e�esg� ado ted 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-7 indicates WSDOT's
access s�ass�s classification on state highways in Federal Way.
Map � III-8 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 tr�c
, safety maintenance.
Street Standards
� As the transportation system evolves, periodic review of the sex� ' FWCP,
_ changes to the subdivision code, and street standards are necessary. Street standards
within city code convey the vision of the ser� FWCP in greater detail.
� Similar to the classification map, they guide the development process activities. For
example, components of the subdivision code can require certain types of street standazds
(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.
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Table III-4
Washington State Access Classification System Chapter 468.52 WAC (7-14-94)
Posted Typical p�anned Minimum
Planned Private
Class Functional Characteristics Speed Intersection
�� Median Spacing* Connection
Treatment Spacing
High speed/volume, long Vips serving: interstate, Resvictive, where
I interregional, intercity travel. Service to abutting 50 to 55 multi-lane is 1.0 mi 1320 feet.
land subordinate to service of major V�c warcanted. One per parcel
movements.
Medium to high speeds/volumes, medium to long Urban: 35 Restrictive, where
trips serving: interregional, intercity, intracity to 50 660 feet.
2 travel. Service to abutting land subordinate to Rural: 45 multi-lane is 0.5 mi One per parcel.
service of traffic movement. to 55 "�'�T�ted.
Moderate speeds/volumes, short trips serving: Restrictive where Rural: 0.5 mi
intercity, intraci Urban: 30
ry, intercommunity travel. Balance � 40 multi-lane is Urban: 0.5 mi/less
3 between land access and mobiliry. Used where warranted. Two- with signal 350 fcet
land use is less than maximum build out, but Rural: 45 N left-turn lane progression
development potential is high. to 55 may be u6lized. anatysis.
Moderate speeds/volumes, short trips serving: �leA-r�sf�ic,�i�s Rural: 0.5 mi
intercity, intracity, intercommunity travel. Balance Urban: 30 Restrictive if Urban: 0.5 mi/less
4 between land access and mobility. Used where to 35 avera�e daily with signal 250 feet
level of development is more intensive and major Rural: 35 V�c volumes progression
land use changes less likely than class 3. to 45 exceed 25,000. analysis.
Low to moderate speeds, moderate to high
volumes, primarily short Vips in intracity and 0.25 mi/less with
5 intracommunity travel. Service of land access 25-35 Non-resVictive signal progression 125 feet
dominant function. analysis.
Note: This table is for summary puryoses only and is not included in d�e WAC. Source: WSDOT *See text of the WAC for exceptions.
Table III-S
of Federal Wav Access
Standards
Through ,.,....,,,u.,,
Access Median Traffic Crossing Left- Right- Right- 5 ���
Classification Lanes Movements Left-Tum Out Turn In Turn Out Tnm In �'ogression
Efficiency�*i
Only at signalized Only at signalized
I Raised 6 intersections. intersec6ons. 330 150 150 40%
2 Raised 4 330 330 330 150 150 30'/e
Two-Way
3 Left-Tum 4 150 I50' 150• 150" 150* 20%
Lane
Two-Way
4 Left-Turn 2 150* 150' 150" 150' I50' 10%
Lane
'Does not apply to Single-Family Residential uses.
•'Greater spacing may be required in order to minimize conflicts with queued traffic.
*"If the existing efficiency is less than 16e standard, new tlaf5c signals may not reduce the existing �cirncy.
a) Raised Medians will be required if any of the following conditions are met
1) There are more than two through tratfic lanes in eac6 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-tum lane.
b) Two-way left-hun lanes will be required if the street being accessed has a crash rate over 10 crashes per million vehicle miles, and
currendy does not have a left-twn lane.
Revised 2999 2002 III-32
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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 Transportation Research Board
Special Report 209, Highway Capacity Manual (' oQC� ,,,.a„+o,� � non 2000).
� Level of service is used by the City of Federal Way for two primary purposes: (1) to
calculate the amount of transportation facilities the City needs in the future, and (2) to
measure the adequacy of the public services which serve existing and proposed
� development. The 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.
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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 vanpooling. The LOS standard should reflect the
impact of increased non-SOV modes of transportation.
LOS Methodology — Within urbanized areas, most of the roadway congestion occurs at
signalized intersections. However, it is not always practical to measure traffic flows at
every intersection, and this type of detailed analysis does not provide a full perspective
on how well the overall roadway network is performing. Due to the complex nature of
tra�c flows and the ability of motorists to take alternative routes for similar trips, the
City of Federal Way has selected a LOS methodology iv#is� that is an expansion of the
traditional LOS measurements presented in the Highway Capacity Manual. The City uses
the following two criteria for measuring LOS.
Corridor and Roadway Segment Yolume/Capacity (Y/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.
Rev�sed �A9B 2002
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Table IIi 6
Analysis Procedure
Planning and Operational
A B C
0.00 - 0.60 0.61 - 0.70 0.71 - 0.80
0.00 - 3:99 3� ^ -�o ".'��
10.00 10.00 - 20.00 20.00 - 40.00
ion Research Circular 212. Interim Materials on HiAhway Capacil
Levels of Service
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1 - 1.00 > 1.00 �
i n _ �n nn �cn nn
40.00 - 60.00 � 60.00 - 80.00 �>80.00
The capacity of the roadway segment reflects the condition of the road (e.g. width of lanes,
amount of driveway disturbances, whether there exists a left turning lane, etc.) and the type
of traffic control along its length (e.g. frequent traffic signals reduce capacity). 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 �8 III-9 illustrates the �9-9� 2002 PM peak hour level
of service deficiencies on Federal Way's arterials. This figure indicates that ��9`�
�, Pacific Highway South (SR 99), Enchanted Parkway, ��'�*°^� �^°�', and portions
of South 348`� 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-10 illustrates the expected �88-3 2008 PM peak
hour level of service deficiencies for the "current trends" if no additional improvements
are constructed. Map �-� III-11 depicts 2008 congested streets with "' °°4-�nnz �rr�»
proposed street improvements. The current trends condition assumes that limited
roadway improvements would be made on the existing street system, while the
recommended plan includes significant im�rovements to several major and minor arterial
routes. Without improvements, South 320 Street, Pacific Highway South (SR 99),
Enchanted Parkway, �►4i�ea� 1 Avenue South, and portions of South 348� Street
would remain the most congested corridors in Federal Way. The recommended plan
would improve conditions along all of these streets.
Map �-� III-12 depicts congested streets in �8-1� 2020 if only the improvements in the
'°O�� Transportation Improvement Plan (TIP� are constructed. Map �4 III-13
depicts congested streets if the '°O�Q--'�^ � Capital Improvement Plan (CIP�
improvements are constructed.
LOS on State Facilities — In the �8�5 2020 Current Trends Alternative, the entire portion of
I-5 in the Federal Way planning area will experience severe peak-direction congestion in
the PM peak hour. *�^°* ^�' cp °° °^a cp '�' ,°° ,•,°" °° mMajor portions of SR 18 will
a�e be congested. " "
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Traffic Safety
When considering transportation improvements, enhancements to traffic safety must be
considered. Intersections with high s�as� collision rates are shown in Map �-� Ill-14
and major street segments with high s�s� collision rates are shown in Map �� III-1 S.
In addition, Map III-16 shows hi�h collision severitv intersections for 1997 to 1999, and
May III-17 shows high collision severity corridors.
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 manifestations 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
intersections. These safety issues can be addressed by implementing the following
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■ 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
as�e� crash rate corridors.
■ Enforce intersection sight distance standards to remove vision obstructions
on the corners of intersections 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 transportation projects.
■ Increase enforcement of traffic laws, particularly laws pertaining to
behaviors that cause the most severe and highest frequency of crashes.
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Street and Roadway Improvement Plan
Table Ill-7lists major street and roadway projects �v#� that are included in the �A�
� 2020 recommended transportation plan. ' ' �
"m'-'�'. 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 348�' Street), SR 99 (Pacific Highway South), SR 161 (Enchanted Parkway
South), and SR 509 (Dash Point Road). However, since many residents depend on these
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Revised �899 2002
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and other state facilities in the region, it is important the City consider the policies and
efforts of the WSDOT. The City is responsible for the maintenance of �state routes
(except I-5 and SR-18 east of 16` Avenue South) within the City limits and for the
issuance of right-of-way use permits subject to WSDOT review.
Table III-7
Major Street and Roadway Improvements
# FACILITY FROM TO DESCRIPTION OF IMPROVEMENTS
1 Military Rd S S 272" S 288'� Widen to five lanes - provisions for bicycles, sidewalks,
illumination, landscaping, property acquisition.
Widen to three lanes - provisions for bicycles, sidewalks,
2 Military Rd S S 288'� 31�` S illumination, landscaping, property acquisition (incl. S
304`�' to 28�' S).
Widen to five lanes - provisions for bicycles, sidewalks,
3 S 356'� 1�` S SR 161 signal modification, illumination, landscaping, property
acquisition, coordination with regional storm detention.
Construct over crossing of I-5, construct new (5) lane
4 S 312�' 28�' S Military Rd S roadway, provisions for bicycles, sidewalks, illumination,
landscaping, property acquisition.
5 S 312`" Military Rd S 51" S Construct new (5) lane roadway, provisions for bicycles,
sidewalks, illumination, landscaping, property acquisition.
6 SR 99 S 272" Dash Pt Rd Construct Arterial HOV lanes, both directions.
7 SR 99 Dash Pt Rd S 312'� Construct Arterial HOV lanes, both directions.
8 SR 99 S 312�' S 324`" Construct Arterial HOV lanes, both directions.
9 SR 99 S 324'" S 340'" Construct Arterial HOV lanes, both directions.
10 Dash Pt Rd SR 99 I" S Widen to three/four lanes.
11 S 316�' S1 S W Valley Hwy Extension.
12 I-5 SR 18 SR-161 Construct collector/distributor roads beside I-5 to extend
the SR-18 interchange south to SR-161.
13 SR-161 SR 18 Military Widen to five lanes, curb, gutter, sidewalk, and
illumination.
14 SW 336� Wy/ 26�' Pl SW Hoyt Rd SW W�den to five lanes, curb, gutter, sidewalk, and
SW 340 St illumination.
15 S 320�' St SR 99 1" Ave S Construct arterial HOV lanes. .4-� :-
16 SR 99 S 340�' S 356�' Construct arterial HOV lanes.
17 S 348 SR 99 1�` Ave S Construct arterial HOV lanes.
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.
Revised 2A99 2002 ill-36
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■ Coordinate regional transportation planning and implementation.
■ Improve energy and environmental efficiency.
■ Promote public-private and public-public partnerships.
■ Improve freight and goods mobility.
■ 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 implementation of the
� following WSDOT projects:
■ HOV access improvements, primarily I-5 medians.
� ■ Interchange improvements for I-5 from SR 18 to SR 161.
■ �': I mprove
access between I-5 and the Citv Center.
� ■ Arterial HOV and other enhancements on SR 99 south from South
272" Street to South 356�' Street.
■ Improvements to SR 509 (Dash Point Road) between SR 99 and
� 21�` 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 272 would be consistent with this plan.
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� Revised �999 20�2
FWCP — Chaater Three, Transportation
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■ Continued improvements to monitoring, with possible provision of
information systems regarding travel conditio7s.
■ Right-of-way acquisition for rail and the above improvements before
construction.
■ The addition of park and ride lots and added ca�acity for existing ones. �s
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■ SR 18 improvements east of SR 99.
■ Advanced vehicle identification (AVI) on SR 99 to provide transit priority.
I-5 HOV Lanes — As noted in the section on transit and HOVs, 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.
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, . It is consistent with the concepts embodied in
this plan. The �e Tier I EIS for the SR 509 South Extension Project has selected
Alternative C as the preliminary preferred alternative. 'This particular alternative would join
I-5 near South 210"' Street, and add capacity to I-5 south to at-�s� South �"� 320�' 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 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 alon� I-5 is consistent with this plan.
Other Action Areas
Sound Transit is reviewing a high capacity transit system altemative 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 272° Street, South 316�' Street, South 336"' Street, and South 348�'
Revised 2999 2002
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Street. Until light rail transit is extencied 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
� �e-�s�k with Tacoma and Lakewood to the south, te-�� with Tukwila and
Seattle to the north, and to the northeast with Auburn, Kent, Renton, and Bellevue.
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Revised �999 2002 111-39
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FWCP — Chapter Three. Transportation
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 enhancements. 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.
Goal
TG2 Provide a safe, e�cient, convenient, and financially sustainable transportation
system with su�cient capacity to move people, goods, and services at an
acceptable devel of service.
The City shall develop and adopt policies for the construction, reconstruction,
maintenance, and preservation of new and existing facilities.
PoGcies
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 reduces 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 pedestrian) 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 T'he maintenance and preservation of existing streets, roadways, and related
infrastructure shall take precedence over major street improvement projects that
enhance system capacity.
Revised �9A9 2002
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Functional
TP14 Provide access between major development areas identified in the recommended
alternative, while improving business access and protecting City neighborhoods.
TP15 Specify an appropriate arterial LOS which balances the economic, ecological,
� accessibility, and livability needs of City residents, consumers, employers, and
employees.
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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 (�9-94 2000)
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 b9 80 seconds of �eg� delay per vehicle. Where transit or HOV
facilities are provided, the LOS shall be measured 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%apacity ratio
of 0.90 or greater will be used to identify locations for the more detailed
operational analysis.
TPl� Expand arterial capacity by constructing channelization improvements at
intersections when they are an alternative to creating new lanes along a roadway
corridor.
TP18 Determine street classifications by balancing travel needs with changing right-of-
way uses and neighborhood character.
� TP19 Limit single-occupant vehicle capacity increases to those required to maintain the
existing LOS, either by providing new streets or by widening existing streets.
Maintain existing and preserve future street connections vital to system integrity.
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TP20 Take advantage of opportunities to open new road connections to create route
alternatives, especially in areas with few access choices.
� TPZ1 Enhance traffic circulation arid access with closer spacing of through streets,
unless geographical constraints do not pertnit. °� ��s Limit the area to be
served bv a single access point commensurate with planned density.
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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 intersection 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 neighborhoods (where feasible) where traffic
volumes and speeds on local streets consistently exceed reasonable levels.
TP27 Prohibit parking on arterial and collector streets, except on low volume business
district streets in the City Center when neither safety nor transit operations would
be compromised.
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.
d. Limitin� the len�th of strai�ht streets to discoura�e sueeding_
e. Discouragin� the use of four-le�ged intersections.
Multimodal
TP29 Reduce reliance on the single occupant auto by prioritizing and implementing
supportive local-level transit, HOV, and non-motorized improvements.
TP30 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 Structure the City's improvement program to strategically place increments-of
public and private investrnent 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.
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� TP33 Acquire rights-of-way for high capacity transit whenever possible in advance of
their need, and make accommodations for any improvements, 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
accommodate future high capacity transit facilities).
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TP34 Design arterials to fit with the planned character of areas they pass through.
Community/Aesthetic
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).
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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)
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Transportation Systems Management (TS1Vn focuses on maximizing use of the existing
systems travel capacity. The concept was first originated in the mid-1970s by the U.S.
Department of Transportation. Since that time, it has been applied by a host of different
ways in cities and metropolitan areas around the country. More recently, the 1991 Federal
Transportation Act (ISTEA) expanded the vision of 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 manage 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
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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.
Table III-8
TSM Strategies Applicable to Federal Way
Strategy Low or None High
Geometric Improvements
-Channelization d
-Bus Turnouts ✓
-Exclusive Turn Lanes ✓
-Intersection Widening �
Signalization Improvements
-New Signals • ✓
-Signal Removal ✓
-Coordination ✓
-Timing/Phasing Optimization ✓
-Monitoring �
Access Management
-Tum Prohibitions �/
-Access Management ✓
-Driveway Restrictions/Kemoval ✓
-Signing �
Capacity Enhancements
-Arterial Frontage Roads �/
-Railroad Over-Crossings ✓
-Intersection Grade Separation ✓
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
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 tr�c
control. Recognizing this, the City recently initiated a central computer system to control
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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.
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Traffic along South 320`� Street, South 348`� 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.
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 operating 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
Access Management is another means to manage traffic flow efficiency. These measures
' can be instituted by the City on its facilities. Further,
�axspe�e� W( SDOT) 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).
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Capacity enhancements typically include road widening. T'hey are construction oriented
(as opposed to operational), and are often constructed to assure an existing road segment
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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 320`� Street at SR
99, South 348`� Street at SR 161, and South 348`" 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.
Advanced Technology and TSM
Applications of new technology can also be categorized as TSM measures. Originally called
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.
An Intelligent Traveler Systems Plan was recently prepared for the State of Washington.
Directed by WSDOT, it established a framework for implementation of a variety of ITS
options. Table III-9 lists 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 288`" to South 356' Complete signal
coordination along major arterial sections. Completed July 1996. Retimed 2001.
■ Signal Coordination on South 348'" —I-S to I South. Complete signal coordination
along major arterial sections. Completed December 1995. Retimed 1998.
■ Signal Coordination on South 32d" —I-S to ls` South. Completed July 1996. Retimed
2002.
■ Signal Coordination on SW Campus Drive. Completed December 1998.
■ Signal Coordination on 21�'Avenue SW. Completed December 1998.
■ Signal Coordination on SR161 (Enchanted Parkway). Completed December 1998.
Revised �988 2002
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Table III-9
Intelligent Traveler Systems (ITS) Applications in r'ederal Way
ITS CATEGORY EXAMPLE APPLICATION AREA DEGREE OF CITY IMPACT TO
CONTROL VISION
Public Transit Monitoring of Transit Operations s-� :►
Automatic Fare Payment �„ }►
Dynamic Ridesharing �-► s�
�/ HOV Lanes & Pazking �' �'
�/ - Priority Treatment �' �'
�/ HOV-Signal Priority �' �'
HOV-Automated Highways �-► }►
�/ Employer-Based TDM Initiatives s► �'
Vehicle Guidance & Control +s, s-�
Road Use Pricing t► :►
Ferry Management NIA N!A
Traveler Information Traveler Information Databases s+ �r�'
Trip Planning (Pre-trip) � +�, �'
Trip Guidance En Route �s, }*
Vehicle Monitoring & Warning Systems +S, +y
Traffic Management Incident Detection & Management s► s►
�/ Traffic Network Monitoring �' �'
Communication Systems H s�
�/ Traffic Control Systems �' �i'
Construction Management �+ }►
Freight & Fleet Management Route Planning & Scheduling +y s►
Vehicle & Cargo Monitoring +y +S,
Regulatory Support �' s►
Internodal Port Transfers N/A N!A
Other Services Emergency Service System Mgt. �' }►
Enforcement Services •�' s►
Traveler Safety/Security }► s+
Air Quality Monitoring & Pricing +S, s+
�'- High/Positive H- Somewhat/Possibly +4- Low/Questionable ✓- Pursue
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Traffic Signalization
■ South 312' @ 8' Avenue South. Place traffic signal to manage changing traffic
conditions.
■ 21�'Avenue SW @ SW 32S` Place traffic signal to manage changing traffic
conditions. Completed April 1998.
■ SW Dash Point Road @ 8` Avenue SW. Install left turn lane and traffic signal.
■ SW Dash Point Road @ 21 Avenue SW. Install right turn lane, traffic signal,
illuminate intersection. Completed Apri11998.
■ SN'34d" Street @ 35'''Avenue SW. Signalization and school crossing illumination.
Completed December 1996.
■ SR 99 @ South 33d Street. Signalize. Completed Januarv 2001.
Intersection Improvements (Channelization, Geometrics, etc.)
■ South 336'�' Street: 13` Avenue South —18' Avenue South, Right Turn Lane @ SR 99.
Construct eastbound right turn lane and westbound left-turn lane.
■ South 356`" Street Right Turn Lane @ SR 99. 150-foot right turn lane. Completed.
■ Continuing Minor Traffic Improvements. Place signal revisions and other traffic
controls at various locations to manage the dynamics of short-term changes in traffic
conditions.
■ SW Campus Drive @ 6` Avenue SW. Install new traffic signal and left turn storage
lanes. Completed.
■ South 32d" @ SR 99. Redesign intersection to accommodate changing traffic
patterns. Completed July 2001.
■ SW 34d @ Hoyt Road SW. Construct left turn lanes and signalize: Completed March
2000.
■ South 336` @ 20' Avenue South. Add left turn lanes to accommodate changing
traffic demand.
■ South 288`" @ 2d South. Add left turn lanes to accommodate changing traffic
demand.
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TP39 Continue to implement traffic signal coordination projects as the primary
component of a TSM program. As funds permit, monitoring of traffic operations
will be carried out to assure efficient timing of traffic signals.
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.
TP42 Arterial HOV improvements will be constructed along key corridors to improve
flow and encourage use of these more efficient modes.
TP43 Minor capital projects, placing spot (localized) traffic irnprovements, 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.
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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's HOV system is implemented,
' opportunities will be sought to modify the signal coordination strategies to
provide priority to HOVs.
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Transportation Goais 8� Policies
Goal
TG3 Extend the functional life of the existing transportation system and increase its
safe, e�cient operation through application of TSMstrategies.
Policies
TP49 Incident response timing plans should be developed for parallel arterials to
accommodate diversion of traffic from freeways caused by lane closures.
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3.3 NON-MOTORIZED WIODES
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 vehicles. When travel by younger
generations is considered, the importance and magnitude of short trips can be better
appreciated.
As pointed out in a recent State Department of Community, Trade, and Economic
Development report, the popularity of bicycling has increased in the US since the 19'70s.
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. The 2000 Census reports that in 1999, approximatelv 1.3
percent of workers 16 years and over walked to work. Table III-10 summarizes the trip
purposes reported in 1990 as part of the National Personal Transportation Study.
Table III-10
Purposes of Walking and Biking Trips
PURPOSE WALK BIKE
Work 11% 10%
Shopping 18% 10%
School/Chwch 20% 14%
SociaURecreational 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.
' Your Communify's Transportation Sysfem, Deparfment of Community Development, Stote of Washington,
Olympio, WA, Aprii 1993.
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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.
' 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 bicyclelautomobile accidents occur at
, intersections. The state is monitoring pedestrian and bicycle accidents as performance
measures of the service objectives.
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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. T'his 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 & Regional Coordination Issues
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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 provides 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, femes, and Amtrak. "State-interest facilities are
local, regional, or statewide facilities that are vital to the statewide economy and the
mobility of people and goods. " On a regional level, the Metropolitan Transportation Plan
(�SRC 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;
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■ Develop better standards;
■ Ensure consistency in planning among local jurisdictions;
■ Establish priorities for funding; and,
■ Involve the public ��� and provid�ge 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 a�e� chapter of
�sae...,� �x��..�� �,,,,, ,.ot,o„�;.,o �t.,,, the FWCP.
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.
Table Ill-11
Non-Motorized User Problems and Solutions
Problem Solution Alternatives
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 azeas, and restrooms.
Personal Security Assure lighting, wider facilities, motorist compliance with laws.
Re-time signals. Where appropriate, separate from vehicles.
Unawaze of System Designate (sign) routes.
Public education, advertising, provide maps.
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).
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Street lighting, handlguardrails, directional signing, wheelchair ramps, and traffic signal
crossing indications 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 that are required for all facilities affording public ac.cess. 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 crosswalks and intersections on City streets.
There are also many older areas of Federal Way that have no sidewalks and pedestrian
amenities, the lack of which tends 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.
Education and Training
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Planning for walkways requires an understanding of the patterns of foot traffic and a
decision on which trips can be appropriately supported through investment 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 neighborhood, but provides pedestrian separation
from traffic on busier streets through the placement of sidewalks. T^ lm- °�Pedestrian
facilities were inventoried and are shown in Map III-18. T'his inventory has recently been
revised. ^°^^*°a �^ *��° -^°^, sSeveral 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
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.
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. T'he 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.
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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 could 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.
■ 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.
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 �°a°•°' u'°� �'^m^�°'�°^°;- D�^^
FWCP 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 azea. The following summarizes key recommendations and gives
some examples of possible programs:
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■ Staffng. PSRC's MTF 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.
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■ 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
FWCP 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.
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■ 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 aze 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 ��
CIP category should be identified for improvements to non-
motorized modes of travel, such as replacing catch basin grates that are not
bike safe, �e constructi� 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.
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Additionally, prioritized projects just for bicyclists will also help provide
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
transporting bicycles so they can be used at trip destinations.
Table III-12
TIP Non-Motorized Im
LOCATION
BPA Trail Phase II: 1$` Ave S to SW Campus Dr (Completec�
Military Road: I-5 North to I-5 South
S 312�' St: Dash Pt Rd to l Ave S
Weyerhaeuser Way S 320'" St to S 349�' St
BPA Trail Phase III: SW Campus br to SW 356
BPA Trail Phase IV: SW 356�' St to City Limits
l Ave S: S 292" St to S 312�' St
Ave S: S 333` St to S 348`" St
Shoulder Improvement
Widen for Bike Lanes
COST
$0.631 Million
$1.176 Million
$0.308 Million
$0.652 Million
$1.947 Million
$1.230 Million
$0.282 Million
$2. Million
YEAR
1995
2006+
2002
2002
2001
2004+
2004+
20(14+
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■ 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
■ Federall,ands
■ 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.
l. Maintenance and operations.
Maintenance of trails, signs, etc.
Regular sweeping of trails.
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IMPROVEMENT
Trail Development
Shoulder Improvement
Shoulder Improvement
Shoulder Improvement
St. (Completec� Trail Development
Trail Development
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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).
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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 seamless 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 356'� Street. T'hese
connections are also identified on the Federal Way Plan. The closest regionally
significant non-motorized facility to Federal Way is the Interurban Trail. Access east!
west to the Interurban Trail from Federal Way is provided on shared facilities on South
� 320� Street, South 288�' Street, and South 272 Street. The Federal Way �ie�-�14e�
Bicycle Facilit�ies Plan is shown in Map III-19.
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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. �
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.
Under this plan, the common element will be shared road facilities. Where there is
sufficient right-of-way, cyclists can be allowed to share the road with motorized vehicles.
No signing or striping will be 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 11�' Place South at South 324�' Street and SW 356�' Street at about 1�
16` 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 �pe FWCP Vision.
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Goal �
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TG4 Enhance community livability and transportation by providing a connected
system of pedestrian and bicycle ways that is integrated into a coordinated �
regional networl�
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Policies
TP50 Provide sidewalks on both sides of all arterial streets as funding allows.
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TP51 Provide a one-mile grid of bicycle facilities connecting major activity centers,
recreational facilities, and schools.
TP52 Incorporate pedestrian and bicycle features as design elements in the City Center
as reflected in the �':�'�� FWCP 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 sidewalks, 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 safeiy and use of non-motorized facilities.
TP57 Ensure non-motorized facilities are safe and well maintained.
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Actions
l. 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.
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 partnerships.
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.
4. Emphasize the enforcement of laws that reduce pedestrian, cyclist, and vehicle
conflict.
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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.
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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 reyuirements 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 transportation chapter of each plan include an identification of
system expansion needs and transportation system managernent (TSM) needs to meet
current and future demands. The act goes on to note:
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 strategies 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).
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. �
'' PSRC'_}s- Vision 2020 identified five basic strategies
that overlap with those presented in Table Ill-13. These strategies are:
■ Telecommuting
■ Parking Pricing and Subsidy Removal
■ Compressed Work Week
■ Employer-Based Management
■ Parking Supply Strategies
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Table III-13
Evaluation of TDM Strategies
Who P�ys
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Evaluation Criteria for � � �
Transportation Demand Potential Effectiveness Implementation Difficulties Incremental � o U
Management (TD11� Strategies Cost � � � .�
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PUBLIC MODE SUPPORT MEASURES
Public Education and Promotion Increases the effectiveness of None � Low-medium �/ �/ �/
other strategies up to 3%
Area-wide Ride matching 0.1-3.6% VMT reduction None Low �/ �/
Services
Transit Services Up to 2.5% VMT reduction Ongoing competition for Medium-high �/ �/ �/
public funds
Up to 8.3% commute VMT High fares compared to
Vanpool Service reduction transit; finding riders & Medium �/ �/
drivers
Transit and Vanpool Fares Up to 2.5% regional VMT Competition for public funds; Medium �/ �/ �/
reduction equity concerns
Non-Motorized Modes 0-2% regional VMT Minimal for low cost actions; Low-high �/ �/ �/
reduction great for high cost actions
HOV Facilities Up to 1.5% VMT reduction & High cost; public acceptance Medium-high �/
.2% trip reduction
Pazk and Ride Lots 0-0.5% VMT reduction None Medium-high �/
EMPLOYER BASED TDM MEASURES
Monetary Incentives 8-18% trip reduction at site Tax implications for some Low-medium �/
subsidies
Alternative Work Schedules As much as a I%regional Employee or management Low �/
VMT reduction reluctance
Commute Support Programs 0.1-2.0% regional VMT None Low �/
reduction
Guaranteed Ride Home Unknown Liability concerns of Low �/ �/
employers
20-30% site reduction in SOV Low to
Parking Management � Employee opposition revenue �/ �/
producing
Space; local zoning Low to
Facility Amenities Minimal alone requirements revenue �/
producing
Transportation Management 6-7% commute trip Funding and political support Low-medium �/ �/
Associations reduction* required
*These results are from pre CTR experiences. A broader range of e„8''ectiveness would 6e expected in the presence of CTR legislation.
PRICING STRATEGIES
4-10% regional VMT Public resistance; legislative Revenue
Gasoline Tax Increases reduction action; travel alternatives producing �
required
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Who Pays
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Evaluation Criteria for N y �
Transportation Demand Potential Effectiveness Implementation Difficulties Incremental T T�,,
Management (TDI� Strategies Cost a � � .�
H � w �
0.1-11%regional VMT Public resistance; legislative Revenue
VMT Tax reduction action; travel alternatives producing �
required
Public and political
Congestion Pricing Up to 5% regional VMT resistance; travel alternatives Revenue �
reduction required; technical and producing
enforcement difficulties
1-5%regional VMT and trip Legislative action; negative Revenue
Parking Tax redaction public sentiment; opposition Producing ��
from private sector
TELECOMMUNICATIONS STRATEGIES
Telecommuting Up to 10% commute VMT prevailing corporate culture Low �/
reduction
Advanced Telecommunications Moderate to high Untested, unproven concepts Low-high �/ �/
LAND USE STRATEGIES
Development Impact Mitigation Varies with mitigation Landowner and developer Low to ��
requirements resistance medium
Mixed Land Use/Jobs Housing �T reductions up to 10% Pubiic resistance; slow rate of Low to �� �
Balance effective change medium
Transit-Oriented and Pedestrian Increase in transit, bike, and Requires design review; Medium to � ��
Friendly Design pedestrian trips developer resistance high
VMT reductions of up to 10% �blic and developer Medium to
Residential Density Increases per household resistance to required h �� �/
densities
Employment Center Density SOV work trip reductions of Large increase in density Medium to
Increases u to 50% often required to realize �/ �/
p significant change h ��
1 to 5% region-wide VMT Local council action required;
Parking Management reduction public/retailer resistance; Low �/ �/
enforcement issues
Unknown; probably reflects Requires policy changes, Low to
On-Site Amenities effectiveness of mixed use public, and private inertia are medium �
development barriers
POLICY & REGULATORY STRATEGIES
.1 - 4% regional VMT Legislative action required;
Trip Reduction Ordinances reduction resistance to expanded Low-medium �/ �/ �/
regulation
Restrict Access to Facilities and 2 g_10% VMT reduction Pa�itical will to face public Low to high �/
Activity Centers opposition
Support New Institutional Unknown Require strong advocacy, Low to high �/
Arrangements public, & private support
Increase HOV lanes to 3+ Possible 1.5%reduction Legislative action needed; Low �/
public resistance
Parking Restrictions 1-5% trip reduction Public, developer resistance Low �/
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� PSRC also recognizes that the folIowing 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 investments
■ Lack of alternatives to single occupant vehicle (SOV) travel
■ Lack of public support
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 ' 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 system. Similarly, traffic signal prioriTy and preferential
parking, access, and egress for HOV will further bolster the program.
Effectiveness of TDM Alternatives
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Recently, WSDOT conducted a study of the effectiveness 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.
Commute Trip Reduction Act
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FWCP — Chapter Three, Transportation
The 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, or employer's survey year data, as the base year, employers are encouraged to
reduce SOV use and vehicle miles oftravel (VMT) by'� ^°�^°^* �^'nns 15 percent in
the first two vears, 20 percent in four vears 25 percent in six vears and 35 percent in 12
years. 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
93 miles. ,
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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. In 1999, Federal Way revised the
1993 ordinance to be consistent with the state CTR �uidelines.
Based on recent ("�^�^r.�.-'� 2001) surveys of Federal Way Employers, the '°°-�-�,�-
n„�i ,.���,�c ..o e„+ .,,,,� *t,o �oac ��et,:,.to a,r;te� •r...,.,oto,�t r�n�,r� ,,,..,i „�� a, »,:�e�
. actual . percentaQe of drive alone trips was 77.94
perce -r�,o ., o ,,,.v �;+o +..;.. �o,,,h�, , o�+:,,...,+oa „� , �.a ..,:�e� .,,,,� *ao „
.,o ,,.;,, �o,,,,.+�, .,,.,� o ..,;�o�, The round trip VMT in Federal Way was reduced bv
1,830,538 miles. The over-all mode split results from the 1995 and 2001 survey� are
shown in Tabde III-14. Similar to the issues stated in the MTP, reasons for driving alone
included convenience and a lack of alternatives.
Table III-14
Federal Way Mode Split Survey Results
MODE MODE SPLIT
199g 2001
SOV (Single Occupant Vehicle) $� 77.94%
� Carpool Q� 12.70%
�-�ee� Van ol Q1°/Q IJ8%
BuslTransit ��15 0.96%
Compressed Work Week r� 3.67%
Bicvcle � 0.31%
Walk 1Z 0.37%
Telecommute 411s 1.24%
��e�� � �
� Other 1 ° 1.0?%
Recommendations
Based upon the above, the following recommendations are made:
1. Encourage voluntary expansion of the CTR Program to employers of less than
100 employees. The encouragement by employers may be as diverse as
subsidized bus passes, car pool space priority, bike racks, shower facilities, van
pools, car pool information access, telecommuting, variable work hours, etc.
Revised �899 2002
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� 2. Encourage the formation and expansicn of area-wide ride-sharing programs.
Such programs operate with little direct cost to the City and are highly cost-
� effective.
3. 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 treatments for buses at traffic
signals. At the very least, opportunities to support improved access to the
State system of HOV lanes should be identified and supported.
� 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
�� FWCP 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.
� 6. Encourage mini transit centers in the City Center, neighborhood shopping
areas, and multifamily 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.
� 8. While bicycle, pedestrian, and bus transit services and facilities may be
desirable for other reasons; they should not be looked on as highly cost-
effective strategies to the exclusion of those actions listed above.
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Through TDM 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
�1�a��ge�e� TDM goals for Federal Way can be expressed as follows.
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Goal
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TG5-
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 o, f'all daily trips over one mile in length;
� 30 percent of all work trips; and '
� 40 percent of trips behveen major activity centers.
c. Assist all Q��a�g CTR affected and voluntary employers in the Federal Way �
planning area to achieve the Commute Trip Reduction Act travel reduction goals
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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 Y
level of service that balances the economic, ecological, accessibility, and
livability needs of the City s residents, consumers, employers, and employees. �
Policies
TP58 Support the achievement of City and regional mode split goals through
encouragement of local and regional work at home and transportation
coordination programs such as ride matching services and vanpools.
TP59 Support other transportation demand management progams that can be shown to
be 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 extension of the
regional system and minimize the gap between traveler needs and
system capacity. ,
■ Esta.blish an urban traffic control system that gives priority to buses
and HOVs.
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� ■ Establish policy that when arterials require more than four through
lanes to maintain the adopted LOS, additional travel lanes will be for
HOVs. As HOV lanes reach the adopted LOS standard, increase the
� vehicle occupancy requirements for their use (e.g. increase from two
or rnore to three or more occupants). LOS will then be calculated by
the average delay per person.
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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:
■ 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 mitigating site impacts; developing
appropriate components 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.
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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 �#is�
that can safely and efficiently accommodate bicycles.
TP65 Enhance a non-motorized system by the following actions:
■ 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.
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■ 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 County METRO serves the City
directly, while Pierce Transit buses provide connections from the Park and Ride lot on I-5
at South 320`�' to Tacoma and Puyallup. Sound Transit serves the Federal Wav and Star
Lake Park and Ride lots with regional express buses between SeaTac and Tacoma, and
between Federal Way and Bellevue. 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 1980s
and early 90s, these services are being viewed at the regional, state, and federal levels as
essential to meet public travel needs. Many people with low incomes or special mobility
needs depend on transit. The City of Federal Way supports the provision of viable transit
services as a component in a multimodal transportation system.
Coupled with 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 by state law and federal
re�ulations in its ability to provide these alternatives.
The City's involvement with the provision of transit services is indirect through such
efforts as supportive land use planning (to generate sufficient transit patronage) and
roadway design features (to accommodate transit and other high occupancy vehicles).
The City's planning process has focused on development of a transit-supportive
environment, including improved pedestrian and bicycle access to transit. Public Works
projects anticipate enhanced regular route, local bus service, and the possible
implementation 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
Revised �998 2002
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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.
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Existing Conditions
� An extensive inventory of existing transit services in and about Federal Way was
reported in the City's 1993 Community Profrle. The following excerpts on existing
r% 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.
The majority of service is provided to park and ride facilities where more than half of
Federal Way's transit riders access transit. Routes into the neighborhoods of the City are
oriented to the higher density areas where there is lower auto ownership and greater
reliance on transit.
Under a demonstration project, METRO instituted Dial-A-Ride Transit (DAR1� 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 work/personal 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.
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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 far 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.
The potential for improvement was corroborated by comparing auto and transit travel
times. The �+��epte� 1996-2001 METRO Six Year Plan �� accommodates
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 �� provides 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 neighborhoods, the existing street layout, with
its many cul-de-sacs and dead-end streets, is not always conducive to transit use. Buses
cannot run along every residential street. They usually operate on collector and arterial
streets, thus residents often have to walk several blocks to reach a route. Research has
shown that when potential patrons have to walk over'/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
near I-5. However, these lots are nearly always at capacity. Efforts to expand their
capacity by both METRO and WSDOT have been hampered by the relatively high cost
of land to provide for expansion. Despite high land costs, WSDOT rec� entl� �e
constructed a new 600-space Park and Ride lot at 21�` SW at SW 344 Street� �r��s
a�,�i�a�g and Metro plans to construct another Park and Ride lot at Pa cific Hi�hwav
South and South 276'� Street. Sound Transit is proposing a Citv Center Transit Center
with an up to 1200 stall parkin� structure, connecting to an HOV direct access ramp to I-
5 via South 312�' Street.
In considering future land use and transportation alternatives for the City, a balance must
be sought between creating transit compatible land uses and providing system access
from park and ride facilities and stations.
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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
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In addition to the service program for general-purpose travel, METRO has embarked on a
significant program to improve services for persons who cannot use regular route bus
service. This program has been developed to meet the requirements of the Americans
With Disabilities Act (ADA) of 1990. It provides high quality public transportation
service to eligible customers. � +° �^ +��° ^ •�;'� ^^^+;"„° ;" ^"�°'° t°
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People with limited resources who are either 65 or older or who have disabilities may
qualify for Paratransit. Called ACCESS Transportation, Paratransit service cunently
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 of:
■ Supplemental service in Western King County within �e 1'/2 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.
Regional Transit Improvements
� Revised �898 2002
The METRO Six Year Plan is consistent with the regional public transportation concepts
embodied in '' Sound Transit'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.
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The City's Role
Supporting activities by the City, either under the shorter range METRO Plan or the
Regional Transit Plan (RTP), would include preferential traffic signal treahnent 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 �e�si�e
� FWCP 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 320�' 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 improvements are depicted in
Table III-1 S.
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Figure III-5
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Land Use Intensity
vs. ZYansit Demand
LEGEND
* Note: This level of transit use
only attainable with High
Capacity �ansit Station in place
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DAILY RANGE OF
TRANSIT USE
LOW - HIGH
6% - 16%*
3% - 6%
1% - 3%
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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 �`'�a�e
FWCP land use vision. Key features include:
Expanded Bus Route Coverage — Existing Peak Hour Transit Service and potential new bus
routes are depicted on Maps III-20 and 111-21 and 111-22 respectivelv.
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 service. New technology would 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 conidors would be designed to combine frequent bus
service with neighborhoods and City Center shops 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 vanpools and car pools, to by-pass congestion. Areas under
consideration, through regionally funded studies, include SR 99, South 348` and South ��
320`� Streets. Diamond lanes for HOVs, including buses, would be completed along SR
99, and South 348`� 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 comprehensive 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 Ptan 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 grid pattern
of local service routes and consolidating commuter 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 336�' Street, 20`� Avenue South and South
324�' Street, instead of Weyerhaeuser Way South and South 320`� Street.
Frequencies were increased to 30 minutes midday.
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� ■ 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.
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■ Route 903 was rerouted to 1 S ` Avenue South and South 320`�' Street from
South 356"' Street and 20` Avenue South between West Campus and the
Federal Way Transit Center, providing all-day service to 1�` Avenue South.
■ Route 194 was rerouted to 9`� 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 ' was implemented 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 — Express bus service is provided between Tacoma and
Seattle, and another route connects Federal Wav with Auburn, Kent, Renton, and
Bellevue. The voter-approved Sound Move Initiative will also 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.
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light-rail between SeaTac and Tacoma will also be reviewed.
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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 e�� cha ter
of the FWCP proposed a new location at South 316�' Street and 20
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 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 �oint is located at the intersection of 20�'
Avenue South and the proposed South 318 Street. In no case should the Transit Center
� be located east of 23'� Avenue South, as the proximity to I-5 would limit redevelopment
to transit-supportive land uses.
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As a result of analysis of 10 potential sites, the preferred site for this Transit Center was
selected as the southwest corner of South 316' Street and 23` Avenue South, as it
balanced proximity to I-5 and to the geographic center of the City Center.
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 Ill-16. While not large in magnitude, with
only a 13 percent share of trips by transit and other HOVs in 2010, one must view the
impacts during peak periods and along congested travel corridors in assessing 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;
Mode
Drive Alone
CarNan Pool
Transit
Other
■ 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.
Work Tri
Current
Federal Way
Work Trips Daily Trips
79% 86%
14% 8%
3% 1%
4% 5%
Table III-16
and Mode Split Estimates
� 2010
Region Federal Way
Daily Trips Work Trips Daily Trips
72% 70-74% 81-85%
15% 18-20% 8-10%
6% 4-5% 2-3%
7% 4-5% 5-6%
Regi
Daily Trips
62-68%
16-18°/a
8-10%
8-10%
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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 improvements 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.
Revised �999 2002
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� 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
I transit corridors, improved traffic circulation, and improved non-motorized access to
transit will also be necessary.
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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 neighborhoods will not be possible due to the
configuration of the existing street network. However, opportunities do exist to connect
neighbarhood collector street� � ^°���b� ±� u�T �,::°°� �,,,� un���. 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
Policies
TG6-
a. Prepare and provide for an enhanced, high capacity transit system, maintaining
area residents' mobility and travel options.
b. Foster phased improvements that expand transit services in tame to meet the
demand for these services.
TP67 Promote the creation and use of a regional transit system that provides a cost-
effective 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 implementation of increased
levels of local and regional bus and HOV services which maximize accessibility
to regional jobs and maintains Federal Way as a regional activity center.
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TP68 Identify and promote development of a local level transit system �1� that
complements the regional system while meeting the travel needs of City
residents, consumers, employers, and employees. This system should provide
convenient connections from city neighborhood 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
ADA) 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).
TP72 The development of successful transit commuter options (e.g., subscription
buses, special commuter services, local shuttles) should be supported by the City.
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.
Revised �998 2002
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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 272 and South 320'�' 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 cunently 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.
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3.6 HIGH-OCCUPANCY VEHICLE FACILITIES
HOV System
� Revised �A98 2002
The legislature has, in the past, committed to completing the WSDOT core freeway HOV
lane system. The Puget Sound Regional Council's (PSRC) 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 available to a mix of vehicles. The occupancy
level will be varied to maintain at least an average peak hour operating 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 (now the Planning and Policy O�ce) 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 maximize speeds and reliability of bus
service.
Regional planning has applied HOV planning on a local scale. The King County Arterial
HOV plan, Au�ust 1993, identifies I-5, SR 99 (Pacific Highway), South/SW 320�' Street,
and South 348 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
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■ HOV Corridor and Access Study at South 272" Street
■ HOV lanes on South 348"' and access improvements to I-5
■ HOV Conidor Studies on South/SW 320`� Street and SR 99
■ Intersection Improvements on South/SW 320`� at l Avenue South and 21�`
Avenue SW
■ New or improved park and rides and a transit center within the City
Sound Transit will construct direct access HOV connections at South 272" Street and
South 320`� Street. ' ' ' ' ��ee�:
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 356`� Street and includes them
in their system plan.
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.
TIP Improvements
Improvements in the City's Transportation Improvement Program (TTP) 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.
Transportation Goals & Policies
Goals
TG7-
a. Place high priority on development of HOV and transit priority lanes.
b. Devedop arterial HOV lanes on bus routes with priority for transit at tra,�c signals.
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.
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Table III-17
TIP HOV Improvements Federal Way
Location Improvement Cost Year
S 348�' I-5 to SR 99 HOV/Signal Coordination $6.9 Miliion 1995 Completed
2ls` and SW 344�' Park & Ride $8.8 Million 2001 Com,vleted
Regional CIP
SR 99/SW 336�' Transit Center Unknown 2010+
City Center, S 316�' @�A`� 23'� S Transit Center $� 38 Million �BAA* 2005
SR 99/S 272" ��� Park & Ride $12.7 Million �8�8* 2004
SR 161/S 356�' Transit Center Park & Ride $13.1 Million 2010+
�}��,i e�a-�:'�;^` �R� �8:8-�4�i�ePr -�939
SR 99, S 272" to Dash Pt HOV Lanes $20.2 Million 2006
SR 99, Dash Pt to 312`� HOV Lanes $13.9 Million 2008
SR 99, S 312`� to S 324�' HOV Lanes $7.2 Million �AB� 2003
SR 99, S 324`� to S 340�' HOV Lanes $24.0 Million 2004
SR 99, S 340`� to S 356` HOV Lanes $18.6 Million 2010+
S 272"� @ I-5 � In-Line � 25 Million �9 2007
Station
S�A�' 317�' @ I-5 Direct HOV Access $27 Million �S 2005
�4��'-� I-3 x���� �n�
S 320`" St: SR 99 - 1 Ave S HOV Lanes $ I S Million 2010+
S 348` St: SR 99 - 1 Ave S HOV Lanes $12 Million 2010+
S 272 St: SR 99 - Militarv Rd S HOV Lanes $7 Million 2007
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.
� Revised 2899 2002
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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 �� 12 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
helicopters from Fort Lewis south of Tacoma; and 5) Disaster Mitigation.
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
considerations, 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 emergency 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.
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?
Environmental — What will the noise effects be and will mitigation measures be sufficient to
meet community interests?
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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 u°'�^^�* "��°*°Y D'°^ HMP provides an in depth site
selection matrix and is provided for use in this decision-making. The results of a
preliminary evaluation in the HMP is shown in Map Ill-24.
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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.
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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 pdan vision.
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FWCP — Chapter Three, Transportation
■ 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/I�LP).
■ The City of Federal Way should participate in the PS/f�LP.
Transportation Goals & Policies
Goal
b. Provide guided opportunities for the improvement of heliport facilities and
services in and around the City.
III-83
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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 jurisdiction of the Federal Aviation Administration.
3.8 FREIGHT AND GOODS
Transportation related decisions sa� could 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 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 mana�ing
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 driveways; 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 support their weight or size, and the designation of truck routes.
Similar activities can be found at the regional and state levels.
Revised �AAB 2002
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� 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, primazily 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 tra�c. It now provides local access for truck
deliveries to established neighborhoods.
Until the interstate system was developed in the 1960s and 70s, 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 336�' 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 competitiveness. Map III-25 depicts the City's truck
route plan, including existing and proposed truck routes.
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Regional Activities
� Trucking centers in Federal Way include the Evergreen Center, which has SR 99, SR 18,
and SR 161 on three of its sides, and Ernie's Center on SR 99 at South 330�' 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
� Revised �A99 2002 111�85
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FWCP — Chapter Three, Transportation
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.
SR 509 is being studied for consideration of an extension, tying back to I-5 at South 210`
Street ^• �o�o. This route will open an alternate route to the Port of Seattle's
international freight facilities, as well as to provide access to the airport industrial
complex. To the extent that this new route's design considers impacts to I-5, SR 99, and
local street system in Federal Way, it provides great benefit to Federal Way.
Other long range actions that will affect freight and goods movement..in this north/south
corridor include Intelligent Traveler Service (ITS}—with improved (truck) vehicle
identification, and commuter rail service in the Green River Valley. ITS features
(described in greater detail under Demand Management) will be incorporated into the
"high tech," I-5 corridor being designed under the state DOT's Venture Program.
Advanced communication systems will allow better detection of slow-downs, accidents,
and even hazardous vehicles moving through Federal Way, which certainly affect the
City's local residents traveling these regional facilities.
To the extent that Commuter Rail service in the Valley can avoid impacting freight and
goods movement, it is viewed as a positive step in the direction of providing high
capacity transit to the south end of the region. Care must be taken to avoid forcing a shift
in cargo carrying capacity from rail to truck in the south county corridor. Highway
commuter needs warrant keeping this "traffic" on rails.
Consistent with the requirements set at the federal level, PSRC and WSDOT are focusing
increased efforts towards understanding freight and goods movement and identifying
solutions to problems faced by local, regional, state, and international shippers. Using
studies by the Port of Seattle and WSDOT, PSRC and the Economic Development
Council have established a Freight Mobility Roundtable. The Roundtable brings together
key carriers, producers, and consumers, as well as nationally recognized consultants on
the topic. This effort is seen as setting the pace for other areas around the country. The
Roundtable efforts will be linked with a series of other efforts by the Regional Council,
including:
■ Building a commodities flow database;
■ Identifying current and future problem areas that inhibit or restrict the
effective movement of freight and goods;
■ Recommending road, intermodal, and other system improvements to
address these problems, while meeting federal and state Clean Air Act
strictures; and
■ Developing planning guidelines for use at the local level.
The benefits of supporting these regional activities will be maintenance of accessibility
for City residents and businesses.
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Local Needs
Within the City, continued growth of local truck traffic can be anticipated. Densification
� of the urban core, along SR 99 and South 320` as well as the South 348` corridor, will
lead to increased numbers of trucks along primary arterials.
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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 neighborhood traffic management systems, or planned land
uses indicate that roadways cannot handle truck traffic, designated truck routes will be
adopted to protect existing investments and assure continued quality of life.
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With the enhancement of neighborhood centers, truck deliveries may increase as
consumer activity shifts to these areas. While localized neighborhood intrusion is
unlikely, isalated cases can be managed using traffic calming techniques.
To accomplish effective planning and management of freight and goods movement in the
area, traffic monitoring (volume counts) will include vehicle classification, allowing the
patterns of use to be better understood. Another techniyue that can be employed to assure
adequate consideration of truck needs is the involvement of those industries and
businesses generating the traffic in roundtable discussions, such as the regional activities
described above.
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.
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Goal
� TG9- Improve movement of freight and goods throughout the region and within the
City, while maintaining quality of life, realizing the vision of our comprehensive
plan, and minimizing undue impacts to City infrastructure.
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Objectives and Strategies
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■ 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.
111-87
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■ 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.
■ 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.
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.
Transportation Goals and Objectives
Goal
TG10. To foster the development of the local economy for Federal Way 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.
Revised �A99 2002
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■ Encourage international relationships; such as our sister-city relationship with
Hachinohe, to foster marine related trade.
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 invest�ent 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 � twelve 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 '°°�� 2003-2008 is
expected to maintain concurrency on the arterial system.
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At present, the City's transportation system is provided 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 management of the
transportation system, which includes the setting of standards for design, maintenance
and operations, and review and approval of modifications.
Transportation Improvement Program
� Revised 2990 2002
The TIP3 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.
III-89
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Map III-26 shows, and Table III-181ists, the City's TIP for �3$-2�94 2003 to 2008, as
of June -�99-'� 2002. Map III 27A, Map III-2�B, and Table III-19 depict the City's �A�-S-
�A�S 2009-2020 CIP for r°^�^^�� ^r^��s�s-a� City ��s and regional 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 programming 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 TIP3. To determine the
sequence of improvements in the City's TIP, several factors had to be balanced. These
included consideration as to when improvements would be needed, the City's ability to
compete for funds, as well as providing improvements across motorized and non-
motorized projects. Nine factors used to rank projects are shown as follows.
Factors Used in Prioritization of Improvements
Transportation Effectiveness
1. Concurrency requirement
2. Corridor Congestion relief (volume%apacity)
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
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A project was given a rating for each factor on a scale of 0 to 5. 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 transportation improvements. Key system investment features include the
following:
■ Transportation System Management improvements along key arterials,
including installation of new traffic signals at needed locations.
Revised �A99 2002
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Revised 28A9 0�02 II I-91
FW P— Chaoter Three. Transportation
Table lil-18
Transportation Improvement Plan (TIP) — 2003 to 2008
Map Capital Proiect List Previous
ID" Location Description Years 2003 2004
1 SR99: S 312 St — S 324 St Add HOV lanes, install raised median 6�644 4�500
2 SR 99: S 324'" St— S 340 St Ad H V anes�left-tum tanes on 324 , 2 NB le - 4���0 4 65� 4 65�
turn lane (a� 336 , install raised median
3 S 312 St Ca� 14 Ave S Install siQnal 30 150
4 S 336 St Ca� Weverhaeuser Wv S [nstall roundabout 125 524
5 S 288�' St Ca� SR 99 Add le -turn lanes on S 288 St SR 9& 18 Ave 250 1
S, interconnect to Militarv Rd
6 S 312 St na, 8 Ave S Install siQnal 35 195
7 SR 99: S 284'" St — SR 509
8 S 348'" St: 9'" Ave S— SR 99
9 SW 312 St: 1" Ave S— SR !
] 0 S 320'" St Ca� 1 Ave S
11 S 356 St: 1 Ave S SR 99
12 S 320'" St: 8 Ave S— SR 99
13 SRIS c(�SR161
14 S 336 St Ca� 9 Ave S
10 Ave SW/SW 344 St: SV
15 21" Ave SW
16 S 348'" St (a� 1 Ave S
17 S 336'" St na. 1 Wv S
*18 21�` Ave SW: SW 356 St—:
20 1" Ave S: S 320'" St — S 33
•21 S 336'" St: 18'" Ave S— I-5
22 S 3 t 2" St C�a I-S
2� SR 99• CR 509 _ C� 12 Ct
Revised �A9B 2002
Widen to 5 Ianes, bike lanes, sidewalks, illumination
Si�nal modification
= Extend 3-Iane collectors, sidewalks, street li�hts
500
Add HOV lanes, install raised median
Year 2001 Costs in $ Thousands
2OOS 2006 2007 2008 TOTAL
11,144
13,300
180
649
1�725
230
963 1�500 4�779 2_,390 9
1_ 2 096 3��96
750 2�010 2�760
202 8�
619 1�000 4 6�191
, 3�335 3�335
1�000 6�900
360 1�440
420
750
��35$
346 1�382
200 0�00
t
100 100
7�900
1�800
420
750
1�358
1 728
1 200
500
1 000 10,340 12,600
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` Delete from the TIP to derive Arterial Street Imarovement Plan (ASIP)
� Map ID number does not correlate to anY prioritY ranking of proiects
Revised 2966 � I I I-93
TOTAL CAPITAL PROJECT COSTS 12,114 13,174 13,964 14,553 17,071 17,703 18,500 107,079
FWCP — Chaoter Three. Transportation
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Revised 2989 � I I I-97
FWCP — Chaoter Three, Transportation
Table III-19
Capital Improvement Pro�ram (CIP) — 2009 to 2020
Revised �A99 2002
III-98
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FWCP — Chapter Three. Transportation
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FWCP — Cha�ter Three, Transportation
Revised �9A8 2 2
III-100
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Note: Proiects identified in the bond issue. These proiects were selected to address safetv and conaestion in various areas of the Citv for a total of $7.5 million. Delete from the TIP to derive Arterial
Street Improvement Plan (ASIPZ.
Note: 1) Pro'tects which are planned to be completed between 2003 to 2010 and beYOnd are estimated in 2003 dollazs.
2) Annual qroQrams are inflated at 3% per vear.
Proiect cosu estimated in 2001 as follows:
1. W idenin� in Ciry Center or on state highways =$70/SF
2. Widenin� in other commercial zones or Kin� County = S60/SF
3. W idenin� elsewhere = $50/SF
4. Shoulder widening = $10/SF
5. Structures = $100/SF
Revised 28Q8 � III-101
FWCP — Chaoter Three, Transportation
�
FWCP — Chapter Three, Transportation
■ Several miles of roadway improvements.
■ New a�� collector extensions on new alignments.
■ Regional HOV lanes along I-5, SR 99, South 320` Street, and South 348
Street.
■ Transit centers at the City Center and on SR-99 at South 336�', South 272
and South 356`� Street.
■ Expansion of local and re�ional transit service, according to METRO's six-
year plan and Sound Transit's Sound Move Initiative.
■ 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 $�4,-�� $6,859,177 for the proposed transportation �
investment program will be for 2002 maintenance, operations, and annual programs
within the City. Maintenance of the existing system is critical to the success of the
�'^m^r°'�°^°;"° D'°^ FWCP 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 overall 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 wiil 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 tra�c.
�
Revised � 2002
III-102
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FWCP — Chaoter Three. Transportation
�
Funding sources are not fixed and require annual review and reprogramming. Where non-
City funds are sought, the City's projects may be competing for limited funds. Without
attention to financing requirements, the operation, maintenance, and expansion of the
transportation system will not occur in a timely fashion.
Funding Needs
� Given that the City has only been incorporated since 1990, there is not a long history of
financial expenditure that can be reviewed. The needs forecast through the planning
� process call for e�o� c�a n�o $Zgg�900,000 in total funding needs, plus �2��
$595,162,000 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 plan. The
following improvements, begun in 1990, have been or will be completed:
■ South 348�' Street, SR 161 to SR 99. Completed.
� ■ SR 161, South 348'� to I-5 Overpass. Completed.
■ 16`� Avenue South, SR 99 to South 348�' Street. Completed.
� ■ South 356' Street, 21 Avenue SW to l Avenue South. Completed.
■ South 320` Street Corridor Signal Interconnect, I-5 to 1�` Avenue. Completed.
■ SR 99 Corridor Signal Interconnect, 288 to 356�'. Completed.
� ■ South 348`�' Corridor Signal Interconnect, SR 18 to 1�` Avenue South.
Completed.
■ BPA Trail Phase 1, � 2, and 3, 11` Place South to r°m^„° T'r;.,e c�x� 356�'
� Street. Completed.
■ Numerous traffic signal installations and upgrades.
In addition, in 1995, the City passed a$7.5 million Street/Traffic Bond to �e
construct 10 � improvement projects (see TIP list, Table III-18, for remainin�
projects). The projects are funded by a utility t� in the amount of 1.37°% percent for
construction and 0.28°4 ercent for maintenance and operations over the 10-year life of
the bonds.
These projects, when combined with the City's commitments over the next six years, will
� help 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.
�
Revised �998 2002
It1-103
�
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FWCP — Chaoter Three, Transportation
■ 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 maximum grant amount of $�8A,8A8
$400,000. The City would fund the remainder of the cost of the project, or
ten percent, whichever is greater.
■ 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
The City would be able to fund this level of improvements over the six-year period.
Funding Sources
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 �is 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 Annuad 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:
Rev'�sed 2998 2002
�
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�
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�
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Ii1-104
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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 ��-� $861,227 to the street
fund in -�-9-� 2001
State Motor Fuel Tax: The Street Fund was established to account for the receipt
� and disbursement of state levied unrestricted motor vehicle fuel taxes which must
be accounted for in a separate fund: $-�A $1,190,457 was received in �99-'�
2001.
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Revised �996 2002
FWCP — Chaoter Three. Transportation
Restricted State Fuel Tax: The Arterial Street Fund was established by state law
to account for the use of state shared fuel tax revenues dedicated for this purpose:
$�49 $547,250 was received in �1� 2Q01.
Motor Vehicle Excise Tax (MVET):
m�f�+� vnl+in�nc. n4 4�n 4.mu �<s�r�n+�o r...+-nl..�nn 4�n.r vol+in�on �innr�ono (�i4ion �ro
• , ' � 1 ll1.S
revenue source was removed in the aftermath of Initiative 695.
Vehicle Re�istration Fee: A vehicle registration fee was approved in 1993 by the
State Legislature to address transportation needs within growing communities.
The �� 2001 amount received was $64�� $690,231.
Transportation Development Char�es (SEPA Mitigation): 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 attributable 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 $�-38,�9� $704,777 in �9-'� 2001.
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 Q',^� $6,564,000 towards projects in the
current TIP. This equals an average of $�4�� $1,094,000 per year.
05
�
FWCP — Chapter Three, Transportation
State Transportation Improvement Board (TIB) Fund: This is a statewide
transportation fund available to local agencies for roadway improvements. The
City has been awarded $�4�4 $13,828,000 towards projects in the current
TIP. This equals an average of Q', ,Q� $2,305,000 per year.
Bond Issue: A written promise to pay a specified sum of money at a specified
future date. Bonds are typically used for long-term debts and to pay for specific
capital expenditures. The City has financed bond measures for transportation
projects as well as increasing the City's overlay program by $800,000 for the
next 10 years.
Traffic Impact Fees: A traffic impact fee ordinance can be established to provide
regulatory mitigation. T'he fee could take into account such elements as the
benefits or impacts of developments in various subareas 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. In October 2001, the Citv hired a consultant to prepare a
Traffic Impact Fee and Concurrencv Mana�ement Svstem.
Recently, the City has been very successful at obtaining grant funding. The six-year TTP
is fully funded through the year �A99 2004. 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 GMA (RCW 36.70A)
requires each city and county planning under GMA requirements to incorporate a
Concurrency Management System (CMS) into their comprehensive plan. A CMS is a
policy to determine whether adequate public facilities are available to serve new
developments. In this manner, concurrency balances the transportation investment
program with land use changes envisioned by the City over the next several years.
Legislative Requirement
The transportation element section of the Washington State GMA reads: "Local
jurisdictions must adopt and enforce ordinances which prohibit development approval if
the development causes the level of service on a transportation facility to decline below
standards adopted in the transportation element of the comprehensive plan, unless
transportation improvements or strategies to accommodate the impacts of development
are made concurrent with development (RCW 36. 70A.070). "
Revised �898 2002
iti-�os �
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� FWCP — Chaoter Three. Transportation
The phrase "concurrent with development" means that public infrastructure
� improvements and strategies required to service land development be in place, or
financially planned for, within six years of development. In Washington State, the
transportation CMS's must include all arterials and transit routes; but may include other
� transportation services and facilities.
Highwavs of Statewide Significance (HSS) are exempt from concurrencv requirements,
� but local agencies are required to identifv their comprehensive plan's impacts on the HSS
network. In Federal Wav the HSS network consists of I-5 and SR 18 east of I-5. es
imnacts are auantified in Table III-20 below:
Table III-20
Federal Wav Comurehensive Plan's Im�acts to Highwavs of Statewide
Si�nificance — 2000 to 2020
�
However it should also be recoenized that Citv streets act as an overflow conduit for the
� HSS network due to the failure of the state to nrovide adeauate ca�acitv on the HSS
network A sample of these imnacts is auantified below:
A comnarison of these tables indicates that the Citv's streets �enerallv would be more
imbacted bv re�ional traffic than the nlanned growth would imnact the HSS network.
Concurrency Management
The application of concurrency for transportation assures that improvements and
� programs for accommodating planned growth are provided as development permits are
issued. The concurrency strategy balances three primary factors: available financial
�
Revised 2590 2002
III-107
�
Table III-21
Imnacts to Citv Streets From State's F ailure to Provide Adeauate Capacitv
on Hi�hwavs of Statewide Si�nificance in 2020
�
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FWCP — Chaoter Three. Transportation
resources, acceptable transportation system performance conditions, and the community's
long-range vision for land use and transportation. The City has identified probable
financial capabilities, anticipated system performance conditions (level-of-service), and
has proposed a roster of transportation investments and programs that implement the
� FWCP
The � FWCP presents an alIocation of estimated available transportation resources
matched to planned improvements, which are scheduled over the planning period. With
the general estimates of costs, revenues, and timing for construction, as required by the
GMA, the plan predicts the acceptance of development permits
that are consistent with its policies.
The GMA requires that a contingency plan be outlined in case the City should fail to
obtain the resources anticipated to make the necessary transportation improvements to
maintain the adopted LOS standards. This analysis is sometimes terc�ed "plan-level
concurrency." Strategies for maintaining or rectifying adopted LOS standards in the event
of a budget shortfall include the following:
■ Increase the level of funding commitments in subsequent years;
■ Review and adjust the City's overall land use vision to lower the overall
transportation demand;
■ Reprioritize improvements to address system capacity needs as the highest
priority; and
■ Modify (i.e., lower) the LOS standard to match available resources.
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 HOVs 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 neighboring jurisdictions or overflow from congested freeways. Therefore,
improvement in funding for transportation appears to be the most realistic alternative.
Of the previously listed funding sources for transportation, 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
Revised �A98 0�02
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� FWCP — Chapter Three, Transportation
used to leverage grants at the state (TIB) and federal (TEA-21) levels. State and federal
I increases in funding are increasingly difficult to obtain; therefore, in order to be
competitive for grant funding, local funding becomes increasingly important.
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Revised �089 2002
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 C� Federal Way 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 23 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 °^a�l� 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 cumbersome 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 calculation 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 developments 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 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 predictability 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
m-�os
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^ FWCP — Chaater Three, Transportation
developments small enough to not trigger SEPA mitigation under the City's existing
procedures, are easily o�atweighed by the afore-mentioned advantages of a TIF.
Regular updating of the FWCP and Transportation chapter will
afford opportunities for the City to modify the LOS standard or to secure other funding
sources necessary to implement the capital improvements needed to maintain the adopted
level of service standard.
Concurrency Testing
State law requires that a concurrency "test" be applied to all development proposals as a
condition of granting a development permit. A concurrency test compares a proposed
development's need for.public facilities and services to the "capacity" of the facilities and
services that are available to meet demand. Other questions that need to be addressed are
at what point in the development process does concurrency apply, what types of
development permits are subject to the concurrency test, and should fees be charged for
concurrency testing to cover staff and administrative costs associated with the testing.
Federal Way's approach is to implement transportation improvements and programs that
it can afford to finance. These improvements and programs are based upon the
' e�a� FWCP, which includes a level-of-service standard for the
transportation system. The primary purpose of the Concurrency Management Program is
to allocate available resources based on the timing and location of development, and to
assess mitigation fees based upon each new development's share of the improvements
that are planned in the subarea within which it is located. Level-of-Service measures the
outcome of and progress toward the planned growth rate.
Concurrency Management and SEPA
While concunency 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.
■ Concunency 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 environmental impacts of a project, including
transportation safety.
■ Concurrency has timing rights related to development; SEPA does not.
Revised �999 2002
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� Therefore, concurrency does not replace SEPA, but rather becomes an integral part of a
comprehensive program that relates private and public commitments to improving the
entire transportation system. SEPA will focus primarily on site impacts that could result
� in additional transportation requirements in specific instances (particularly access to the
site or impacts in the immediate vicinity that could not have been anticipa�ed in the
overall transportation investment strategy for the system). Concurrency conclusions in
' ' the FWCP do not excuse projects from SEPA review. However,
� they do address major system infrastructure issues that must be properly administered
under both SEPA and the GMA
Monitoring
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� Revised 2999 2002
The cycle of managing transportation facilities and services has recently been expanded.
Emphasis is now being placed on monitoring the transportation system to assure that the
community's vision, as reflected in the FWCP, 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 D * c^..^,� n°^:^^°i r'^„^^;� rpSRC� to
monitor aspects of the transportation land use process. For example, federal congestion
management systems require a regional performance monitoring system. �e 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
il1-111
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FWCP — Chapter Three, Transportation
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 ����� FWCP
over the coming years.
Transportation Goals and Policies
Goal
TGl l 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 grawth.
Policies
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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 � 2002 as required by the GMA
consistent with the City's adopted LOS standard.
TP85 Develop a transportation impact fee by -1-�12002 to simplify development
review, assess mitigation 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, and adopt fair and consistent
means of addressing the impacts of growth and development between
jurisdictions without undue administrative burdens. �
Revised �899 2002 III-112 �
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� FWCP — Chapter Three. Transportation
Summary of Implementation Goals and Policies for Transportation
Careful management is recognized as the key to fruition of the '
� - FWCP'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
1 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.
� 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 �A-�-S 2020. The near tertn
� efforts should focus on 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. These actions are expected to maintain reasonable
� levels of service on the arterial highway system during this period.
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Investment Focus
� Revised �998 2002
■ 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.
■ 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.
il1-113
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FWCP — Chaater Three. Transportation
Implementation Process
■ Work closely with adjacent local agencies and preferably; prepare interlocal
agreements (especially WSDOT and Metro) to formally establish commitrnents 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-yeaz
��TIP�, the second sta.ge being a long-range comparison of transportation
needs and revenues through �S 2020 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 stafftime for obtaining and reporting on the use of the fund"s; are
received on a regular (such as �}� uarterl basis; are predictable; inflation
adjusted; and can be counted on for long term financial project planning.
■ 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.
■ 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 FWCP.
■ Assure that transportation system improvements are progammed 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.
■ 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.
■ 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 �999 2002
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Map III-I
TRAVEL PATTERNS FR�M RESIDENTIAL AREAS
IN THE FEDERAL WAY PLANNING AREA
SCALE� 1' = 5,000' D DECE 1995
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
EXISTING AND PLANNED
TRAFFIC SIGNALS
TRANSPORTATION ELEMENT
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COMPREHENSIVE PLAN
FUNCTIONAL
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TRANSPORTATION ELEMENT
♦'�.i� Federal Way City Limits
/ ♦ � Potemial Annexation Area
Roadway Section:
A - 4 lanes + HOV
� B- 4 lanes + HOV (City Center)
�� C - 4 lanas + Bike
♦�� D- 4 lanes + Bike (Ciry Certter)
� E - 4 lanes
\ � F - 4 lanes (City Center)
�� G - 5 lanes + B1ke
�� H- 5 lanes + Bike (Cfty Certter)
I - 5 lanes
%�� J - 5 lanes (City Center)
%�^�/ K - 3 lanes + Bike
� L- 3 lanes + Bike (City Center)
�! M - 3 lanes
N- 3 lanes + Parldng (Ciry Certter)
^� O - 2 lanes + Bike
� P- 2 lanes + Ditch (Low Density)
'`� <v��`" Q- 2 lanes + Parking (Ciry Certter)
�/ R - 2 lanes + Parldng (Comme�ciaUlndustrial)
S- 2 lanes + Parl�ng (Single Family)
/�� T- 2 lanes + Ditch (Low Density)
� `Federa� way MAP III-6
NOTE: This map is intended for use as a praphical representation ony.
The City of Federal Way makes no warranty as to its accuracy
Map prirrted February 2003 /data2/tabithaMcpmapsrtrplst.aml
� � � � � � � � � � � � � � � � � � i
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
STATE ACCESS MANAGEMENT
CLASSIFICATIONS
TRANSPORTATION ELEMENT
���•� Federal Way City
/ � � Potential Annexation Area
I�� Limited Access
�` Class 4
� SCALE �
1 Inch equals 5,800 Feet
� Federa� way MAP I II-7
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
CITY ACCESS MANAGEMENT
CLASSIFICATIONS
TRANSPORTATION ELEMENT
��`-� Federal Way City Limits
/ � � Potential Annexation Area
^/ Class 1
Class 2
Class 3
� Class 4
— SCALE �
1 Inch equals 5,800 Feet
�v Federal way MAP I II-8
Map p�lnted February 2003
ir � r� rr �r r � rr � r r� � � � � �r � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2002 CONGESTED
STREETS & HIGHWAYS
TRANSPORTATION ELEMENT
��`•� Federal Way City Limits
/ � � Potential Annexation Area
� Congested Streets
• Congested Intersections
— SCALE �
1 Inch equals 5,800 Feet
cm oF
Federal Way MAP 111-9
2003
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
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Federal Way City Limits
Potential Annexation Area
Congested Streets
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— SCALE ---
1 Inch equals 5,800 Feet
� Federal Way MAP III-10
r � r� �r � i � � �r � � � � �■r � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2008 CONGESTION WITH
PROPOSED STREET AND
HIGHWAY IMPROVEMENTS
TRANSPORTATION ELEMENT
i��-� Federal Way City Limits
/ � ` Potential Annexation Area
Congested Streets
• Congested Intersections
— SCALE �
1 Inch equals 5,800 Feet
cm aF
Federal Way MAP �II-11
2003
� � � � � i � � � � � � � �rr � � r � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2020 CONGESTION WITH
2008 STREET & HIGHWAY
IMPROVEMENTS
TRANSPORTATION ELEMENT
���•� Federal Way City Limits
� �► � Potential Annexation Area
Congested Streets
• Congested Intersections
--- SCALE �
1 Inch equals 5,800 Feet
CIT' OF
Federal Way MAP III-12
Map printed February 2003
r � � � � � � � � � � � � � � � r � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2020 CONGESTION WITH
2020 IMPROVEMENTS
TRANSPORTATION ELEMENT
���•� City Limits
/ �► � Potential Annexation Area
Congested Streets
• Congested Intersections
� SCALE �
1 Inch equals 5,800 Feet
�v Federa� way MAP III-13
A Aap p rinted February 2003 /data2/tabltham/cpmnps/tr2020.am1
� � � � � � � � � � � � � � � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
HIGH COLLISION RATE
INTERSECTIONS
(1997 -1999)
TRANSPORTATION ELEMENT
i��.� Federal Way City Limits
� �. ' Potential Annexation Area
■ 1.0-2.5/MEV"'
2.5-5.0/MEV
• > 5.0/MEV
* Millan errtering vehiclea
--- SCALE �
1 Inch equals 5,800 Feet
� Federal way MAP III-14
2003 /data2ltabftham/cpmapsltnc�r.aml
� � � � � r � � � � � � � � � � �■ � �w
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
HIGH COLLISION RATE
CORRIDORS (1997-1999)
TRANSPORTATION ELEMENT
i��•� Federal Way City Limits
� � � Potential Annexation Area
� 5 - 10/mvm*
10 - 25/mvm
/�/ 25 - 50/mvm
> 50/mvm
" million vehide milea
� SCALE �
1 Inch equals 5,800 Feet
�v Federal way MAP III-15
printed February 2003 /data2/tablthaml�napaRraccld.aml
� � � � � � � � � � � � � � � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
HIGH COLLISION SEVERITY
INTERSECTIONS (1997-1999)
TRANSPORTATION ELEMENT
i��.� Federal Way City Limits
A r► � Potential Annexation Area
■ $25,000-50,000/MEV*
$50,000-100,000/MEV
• >$100,000/MEV
' Million entering vehicles
� SCALE �
1 Inch equals 5,800 Feet
�v Federal way MAP I I I-16
printed February 2003 /data2ltabfthamlcpmnps/[nc�c.aml
� �; ■� � � � w r� � � � r, � r � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
HIGH COLLISION SEVERITY
CORRIDORS
TRANSPORTATION ELEMENT
i��.� Federal Way City Limits
1 '� ' Potential Annexation Area
-^�` $250,000-500,000/MVM'`
'�`�'� $500,000-1,000,000/MVM
�� >$1,000,000/MVM
" Million Vehide Milea
� SCALE �
1 Inch equals 5,800 Feet
�v Federal way MAP II I-17
2003 /data?Rebltham/cpmapsltnc�cc.aml
� � � � � � � � � � � � � � � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
SIDEWALK INVENTORY
ON MAJOR STREETS
(2002)
TRANSPORTATION ELEMENT
��`�� Federal Way City Limits
/ � � Potential Annexation Area
�� No Sidewalks
Sidewalks on one side
of street
� Sidewalks on both sides
of street
� SCALE —
1 Inch equals 5,800 Feet
� Feideral way MAP III-18
printed February 2003 /data2ltabRham/cpmeps/[raw.aml
� � � � � � � � � � � � � � � � � � �
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
BICYCLE FACILITIES PLAN
TRANSPORTATION ELEMENT
�'.�� Federal Way City Limits
/` / Potential Annexation Area
�� Class 1 (Separate Trail)
� Class 2 (Marked Bike Lanes)
Class 3 (Bike Route)
— SCALE �
1 Inch equals 5,800 Feet
cm oF
Federal Way MAP III-19
2003
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
ALL DAY TRANSIT SERVICE
Effective June 2002
TRANSPORTATION ELEMENT
i��•� Federal Way City Limits
� � � Potential Annexation Area
�`' 4+ Buses/Hour
� 2 to 3 Buses/Hour
�� 1 Bus/Hour
_ �
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� SCALE �-
1 Inch equals 6,300 Feet
cm of
Federal Way MAP III-20
>rinted Feb�uary 2003 /data2ltabhham/cpmnpe/trapark.aml
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
.-��.
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Park & Ride � 194 ��
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191.192,194, � iie �� i
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PEAK HOUR TRANSIT SERVICE
Effective June 2002
TRANSPORTATION ELEMENT
i�`�� Federal Way City Limits
� � � Potential Annexation Area
8+ BUSeS/HOUf
�� 4 to 7 Buses/Hour
2 to 3 Buses/Hour
�` 1 Bus/Hour
Pugersound A'�"" � �'~� o ° ''m�� o. � < `- '
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- SCALE --
1 Inch equals 6,300 Feet
cm ar
Federal Way MAP III-21
2003
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
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PROPOSED TRANSIT ROUTES
TRANSPORTATION ELEMENT
i�`�� Federal Way City Limits
� �► Potential Annexation Area
Proposed Transit Routes
� SCALE --
1 Inch equals 5,800 Feet
cm of
Federal Way MAP III-22
�
��
��� Federal Way City Limits � 272nd St. Park 8 Ride (Emergency) � Green Gables Elementary
School (Emergency)
�' Potential Annexation Area � Thomas Jefferson High School (Emergency)
� Fire Station #3 (Emergency)
� Fly Wright Company Landing Area � Twin Lakes Golf Course (Emergency)
� Fly Wright Company Landing Area � Federal Way High School (Emergency)
� 336th St. Medical Transter Point � Woodmont Elementary School (Emergency)
Q Fire Station #l8 (Emergency) � Weyerhauser Corporate Landing Area
0 1 Mile
— /�1
N
This map is intended for use as a
graphical representation ONLY. The
City ot Federal Way makes no
warranty as to its accuracy.
� �Federal Way
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/ ,/ Potential Annexation Area
/ ./ Most Compatible Region
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This map is intended for use as a
graphical representation ONLY. The
Ciry ot Federal Way makes no
warranry as to its accuracy.
C111 OF
�. Federal Way
w �� �r �. r�� iw r��r w� r w� ��r � r�
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
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THROUGH TRUCK
ROUTE PLAN
TRANSPORTATION ELEMENT
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CHAPTER FOU R- 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 � GMA. 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 financing strategies necessary to
pay for infrastructure. Finally, the � GMA 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 planning policies and process, re-
emphasizes the economic development implications of growth management. The
Countywide Planning Policies CWPPs promote the creation of a healthy and diverse
' economic climate. The �e�s�es CWPPs describe the need to strengthen, expand, and
diversify the economy. They encourage protection of our natural resources and
enhancement of our human resources through education and job training. The
' �v��e-�e�isi� CWPPs 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.
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Within this policy framework, Federal Way has outlined a vision of its economic
development future. Its vision is to transform itself from � lar�elv a bedroom-
community of Seattle into a diversified, full-service, and self-contained city (Map IV-1�
located at the end of the chapter). However, in doing so, it is important to �a
remember that Federal Way is part of the larger Puget Sound economy, and therefore,
this transformation will depend in larg�part on the market forces at work within the
�ge� r� eater region. To achieve this vision, the City must diversify its employment base
by adding more professional and managerial jobs, and by increasing the overall number
of jobs in order to improv�ge the balance between jobs and households in the City. The
potential is there. Federal Way's unique location between the two regional centers of
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FWCP — Chaeter Four, Economic Development
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, located
within East Campus, and the West Campus Office Park, e� two of the premier office
park areas in the region. In addition, the City holds unique regional attractions for
entertainment and recreation, such as Celebration Park, King Countv Aquatic Center, and
Six Fla�s Enchanted Parks/Wild Waves.
The City's economic development vision is based on the following, ���'��^'� -„°° a^r� ��
: 1) economic and demographic analysis; 2)
market analysis of long-term real estate development in Federal Way;
; 4} 3� synthesis of real estate and development trends in the
Central Puget Sound area; and �-} � review and comment from the Planning Commission.
Section 4.1 "The Economic Development Vision For Federal Way" has been moved to Section 4.2
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4� 4.1 SUMMARY OF EXISTING CONDITIONS AND TRENDS
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Since the last update to this chapter of the Federal Wav Comprehensive Plan (FWCP),
there have been si�nificant chanQes in the local, regional, national, and international
economic conditions.
Previouslv ridinQ a sustained stron� economic wave associated with extraordinary
, �rowth in the high-tech industries stron� growth in the airline industry, and generally
positive national and international perceptions of the Pacific Northwest, the Seattle-
Tacoma metropolitan region, and the State of Washin�ton, Washin�ton be�an to show
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Revised 2A98 2002
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early si�ns of an economic downturn by mid-2001. Riots in nearbv Seattle, first
associated with the meetin� of the World Trade Or�anization in November 1999, and
later with the 2001 Mardi Gras festivities, had begun a series of negative publicitv ima�es
of Seattle and the Seattle area. This ne�ative publicity was exacerbated bv the Februarv
28, 2001, Nisqually Earthquake, and later in 2001 bv the Boein� Companv's
announcement that it was movin� its corporate headquarters to Chicago. In addition, bv
mid-2001, the national economy had begun to slow down, the "dot-com" industrv had
suffered a�eneralized melt-down, and the Pacific Rim countries, upon which so much of
this state's trade depends, continued to slide further into their own recessions.
The effects of the September 1 l, 2001, terrorist attacks on this countrv jolted the
economies of most of the world's countries and re�ions, but had a uarticularlv hard
impact on the Puget Sound re�ion. As air-travel-related commerce plummeted
worldwide, the Boein� Company, its affiliates, and related industries, saw sharp drops in
orders, and Boein� announced its intentions to lav off tens of thousands of workers over
the ensuing two years.
By the beginnin� of 2002, lay-offs around the PuQet Sound region became a commonplace
occurrence, stemming from cutbacks at Boeing, other companies related to the airline and
travel industries, and numerous "dot-com" and hi�h-tech companies. However, according
to the 2002 Kin� County Annual Growth Report, the Kin� County economv remains
stron� despite severe shocks. Unemployment has risen to 62 percent as of June 2002, but
that level is no worse than the historical average. Aerospace employment in the Puget
Sound region now stands at 72,000, with about 47,000 of that in King Countv. Althout�h
well below its record employment levels, the aerospace sector continues to provide hiQh
wa�es to local workers. Hi�h tech continues to expand despite the shakeout of a few
companies. Other services, wholesale, and retail lost employment before the recession hit
aerospace, so they may be read�grow a�ain in the comin� year.
The si�nificant overall income Qrowth in soflware and other sectors propelled Kin�
Countv into ei�hth place among all 3,100 counties in the United States in total pavroll
paid durin� 1998. Measured at $41 billion by the Census Bureau, King County's total
business payroll exceeded that of 26 states, includin� Ore�on, which has twice as manv
peovle as King County. Amon� other issues raised bv such large numbers is that of the
disparity of wealth and income between King County and the other parts of WashinQton
State outside the Pu�et Sound re�ion. In 1998, more than 52 percent of wages paid in the
state were in King County, in contrast to our 29 percent share of the state's population.
Some of that difference reflects hi�h tech iobs in Seattle and the Eastside, as well as high
wage manufacturing,,iobs in South King County.
Lon�-range prospects are mixed. Boein� forecasts production of around 250 airplanes
this year and next. Sale of those planes will bring in billions of dollars, much of which
will be reinvested in the Pu�et Sound economy. But with the move of Boein�
headquarters to ChicaQo, long-term prospects for aerospace are less certain, although the
company has continued to emphasize its investment in the Pu�et Sound re�ion. Sales tax
and other government revenues are declining at a time when public investment is needed.
The area is doin� remarkably well so far, but if these underlvin� issues are not addressed,
there could be lastin� consequences to Kin� Countv and the Pu�et Sound region.
Revised 2898 2002
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, and secondarv market expenditures for general merchandise and food trade, a hi�h
percentage of the local populace �oes elsewhere to shop for automobiles appareU
accessories, miscellaneous retail purchase, building material, and furniture. Overall, the
capture rate for retail sales as a function of the Citv's primarv and secondary trade area
' total retail expenditures is relativelv low, about 51 percent (Federal Way City Center
Maricet Analysis, prepared bv ECO Northwest, July 2002).
, PSRC's 2000 Covered Emplovment Estimates reported that in 2000, covered employment
(those jobs covered bv the state's unemplovment insurance program) within Federal Way
and throu�hout King Countv could be broken down as follows:
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Table IV-1
2000 Covered Employment Estimates
Federal Wa_y and King County
Emplo_yment Category Federal Way Emplo_yees Countywide Employees
(Percentage) (Percentage)
Construction and Resources 1,029 3.3% 69,949 6.1%
Finance, Insurance, and Real Estate 13,947 44.5% 440,364 383%
ManufacturinQ 3,103 9.9% 147,933 12.9%
Retail 8,158 26.1% 189,457 16.5%
Wholesale, Transportation, 1,606 5.1% 158,307 1( 3•8%)
Communications, and Utilities
Education 2,042 6.5% 64,454 5.6%
Government 1,431 4.6% 80,542 ��
Total 31,315 1,151,006
As can be seen from this data, in 2000, Federal Wav's strongest emplovment sectors were
Finance, Insurance, and Real Estate, and Retail, which exceed the countywide avera�;es
considerablv. The Citv had noticeablv fewer iobs than avera�e in the Manufacturin� and
Wholesale, Transportation Communications, and Utilities sectors. Based on recent
events in the emplovment sector, these numbers may be lower today.
Market Share
Industrial and business park space available to rent in Federal Way is a minuscule share
, of the Southend/Green River/Seattle market area. T'he South King County industrial area
(including industrial parks business parks, and flex-tech hvbrid business/office parks) is
currentiv the stron�est real estate market in Western Washin�ton.
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The industrial areas of south Seattle, Green River Vallev, and Fife/Tacoma constitute one
of the strongest markets for industrial, warehouse, wholesale, distributin�, etc.,
businesses in the Western United States. The Citv of Federal Way is in a strate�ic
position to capitalize on these markets bv providing prime office space and room for new
office development, as welI as qualitv housing_
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Retail and Lodging Development
Developed and opened in 1975, the SeaTac Mall was the primarY force behind the
growth of retail in Federal Way durinQ the 1980s. After a period of some decline in
recent years, SeaTac Mall is currently a prime candidate for updating, redevelopment
and/or repositioning to acquire a stronger market position. In 1995, Pavilons Centre
replaced the old Federal Way Shoppin� Center, and in 2001 the Pavilions Center Phase II
came on line, with more development at that location yet to come. In 1998, SeaTac
Villa�e was given a complete face-lift incorporatin� the City's commercial desi�n
guidelines. In addition, in the late 1990s, a new Walmart store moved into the Citv Center
Frame, and there have been several renovations and remodelin� of existin� retail
structures, includin� the conversion of the old Safewav buildin� at the southwest corner
of South 320�' and Pacific Hi�hway into Rite Aid and the old K-Mart into Safewav.
Within the last two years, a 45,000 square foot Best Buy has onened in the Citv Center
Frame and a 52,000 square foot Albertson's remodel has occurred in the Communitv
Business zone alon� Pacific HiQhway South.
Between 1995-2000, four hotels/motels have been constructed in and around the Citv
Center. These include Holiday Inn, Courtyard Marriott, Extended Stay, and Comfort Inn.
In addition, a Holiday Inn Express and Sunnyside Motel (Travel Lod�e) have been built
south of the City Center alon� Pacific Hi�hway. Hawthorne Suites, a 65 unit Countrv
Inn, has been recently constructed along Pacific Highway South in the Communitv
Business zone south of the Citv Center.
Office Development
Federal Way's East and West Campus Developments set a standard in the region as two
of the best examples of master-planned office campuses in the Pacific Northwest. The
quality of development in this area is decidedly different than elsewhere in Federal Wav
and Southwest Kin� County.
Within the last two vears, the majority of new office development has been located
within Federal Wav's East Campus which has seen the following development: Foss
OfFice Buildin� at 108,000 square feet; Capital One Office Buildin� at 143,000 square
feet; and Federal Way Office Building and Warehouse at 70,767 square feet.
The West Campus area has seen little new office development. Althou�h permits have
been issued for additional office development in the West Camuus, risin� vacancy rates
there have stalled additional developrr►ent for the near term.
In the City Center no new additional office development has occurred since the last
comprehensive plan update, and office buildings continue to constitute a minoritv of the
City Center's development.
Other commercial areas within the Citv have seen limited amounts of office development,
such as the recent Lloyd Enterprises buildin� at 34667 Pacific Hi�hwav South. •
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Business Park (liqht Industrial) Development
There has been no substantive Business Park development since the City's incorporation.
This lack of recent Business Park development sug�ests the influence of market forces
outside of the Citv limits, where cheaper land and established industrial parks act as a
draw for prospective business park development.
Residential Development
One of Federal Wav's stren�ths is the ran�e and qualitv of its housin� stock. The quality,
guantitv, and ran�e of options for housin� are maior factors in business sitin� decisions.
Accordin� to the 1990 US Census data, the median value of owner-occupied homes in
Federal Wav was $118 800. In contrast, the average sales price of Federal Way owner-
occupied homes in 2001 as reported bv the King Countv Office of Regional Policy and
PlanninQ was $194 092 with sin�le-familv homes avera�in� $213,060 and
condominiums averaging $112,135. These figures contrast with other Kin� County cities,
as outlined below.
Table IV-2
2001 Average Sales Prices of Owner-Occupied Homes in Kin� Count_y
Place All Homes Sin�le-Family Condos
Federal Wav $194,092 $213,060 $112,135
Auburn $197,965 $216,549 $124,089
Renton $215,341 $248,271 $149,608
Kent $198,844 5222,580 5142,577
Des Moines $206,379 $207,302 $202,142
Seattle $318,671 $342,922 $240.619
KinQ Countv $295,158 $321,700 198 822
As one can see from the above data, homes in Federal Wav are �enerally more affordable
than in the immediately surroundin� communities and are far more affordable than homes
in Seattle and the Eastside communities.
While sin�le-familv houses remain Federal Wav's dominant housin� tvpe, the majoritv of
' housing�starts since the late 1980s were multiple-familv. Multiple-family units as a
percentage of all housing units increased from less than 10 percent in 1970 to nearly 40
percent in 1990. Durin� the late 1980s, there were twice as manv multiple-family housin�
units constructed in Federal Wav than single-family housing units. From 1990 to 1992,
, permittin� of multiple-familv construction stopped, and sin�le-familv construction
slowed to about one-third of late 1980 levels.
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It is interestin� t� note than in 1990 median monthlv rental rate for Federal Wav was
$476, while the median monthly rental rate for Kin� County communities varied between
$398 and $458. That is, Federal Wav's multifamilv housing stock was on the hi�her end
of cost within the r�ion. Since then, Seattle and some Eastside locations have become
particularly expensive, and Federal Way's multifamilv housing stock is substantiallv
more affordable than those locations, while averaginQ competitively with nearby
communities, as seen below.
Table IV-3
Average Multi-Family Rents, Spring 2002
Place Two Bedroom/ All Units
One Bath
Federal Way $710 $749
Auburn $684 $716
Renton $811 $869
Kent $Tl2 $747
Des Moines $701 $686
North Seattle $852 $787
Queen Anne $1,104 $923
Bellevue-West $1,129 1 200
Kin� Countv $839 $869
Since 1996, the vast majority of multi-family housin� development has taken place in the
senior/assisted livin� market. Durin� that time approximately 792 senior or assisted
housing units have been added in the City, in addition to 240 skilled-care beds. This is
compared with approximately 135 non-senior multifamily housinQ units. The lack of
multi-family construction beyond this sub-market speaks to the recent market forces that
appear to have discouraged investment in market rate multi-family development that
commands lower rents than the Kin� County avera�e, as seen above. In order for the City
to successfully encourage multi-family housing at a rate commensurate with the lon�
ran�e housing targets established under the GMA, Ci policy must address the market
factors unique to this type of development activity.
Institutional, _�,. .. Cultural, and Recreational Develoament
Federal Way eniovs a variety of affordable, high-quality health care. The Citv boasts
three outstanding health care facilities, St. Francis Hospital, Virginia Mason Clinic, and
Group Health. These facilities continue to �row and expand in the services thev oi�er the
re�ion. In the last two vears, Virginia Mason has developed a 30,000 square foot building
addition, and St. Francis Hospital is currently constructin� a 62,000 square foot addition.
Revised �998 2002
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Built in 1998 the Knutzen Family provides a venue for professional theatre and the
� symphonv. The Federal Way Parks Recreation, and Cultural Services Department offers a
summer concert series at Steel Lake Park, which is also home to the annual Family Fest
celebration. Each vear Federal Wav's July 4`�' Red, White, and Blues festival is held at
, Celebration Park where the nationallv acclaimed tournament soccer and baseball facilities
draw additional tourist activities.
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Federal Wav offers a number of colle�;iate and vocational opportunities. Hi line
Communitv College operates a local branch campus in Federal Wav. The Eton Vocation
Colle�e, located in the heart of Federal Wav, is a vocational college focused on iob
trainin� for today's competitive market.
In 2001, the DeVrv Institute of Technolo�y opened their first Northwest Campus in
Federal Wav. This 100 000 square foot facilitv provides technologv training customized
to increase employee workplace skills.
Summarv
In summary, Federal Way's �e�e� role in both the Central Puget Sound area and
+l, ir f'+ + a'+ r,- r o+n;L a �;,7e.,s,�1
Southwest King County �,,-m��r�����-�ns����=� =o�a== �=a =o�........
�e�e has been defined bv its inventorv of prime office space in campus-like settin�s, wide
varietv of retail and services, and large stock of qualitv housing. These basic sectors are
enhanced bv Federal Wav's reg,ional role as a center for amateur athletics. Much of the
��� �x�,,,.ia .xr.,,. rT highway �� oriented commercial space that was
developed in the 1970s and 80s in response to rapid population growth �s has been
starting to undergo redevelopment «'°a°°°' �x�.,., c�,,,,.,,:,,,. �o„+o,.� co.,+.,,. �r,n�..o� �„�
��t��� and this trend will continue. The West Campus and East Campus areas
� serve as a-models for the quality of modern commercial, office, and business park
space Federal 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�'l356�
axea and 312`h/324�` area of the core corridor will give Federal Way a development
advantage. Federal Wav will continue to foster the development of institutional and
cultural amenities designed to enhance the Citv's regional image as a desirable
communitv offerin� a high qualitv environment for livin� and workin�
Federal Way's Competitive Position in Southwest King County
Subregion
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While many of the development pattems are set in the Southwest King County subregion,
si� Federal Wav and five other cities a�-}�e�s�d-�e� have seen, or will see, significant
change. These si�� additional five cities are Auburn, �e���a�a3; Kent, Renton, SeaTac,
and Tukwila. �r'' -- -- - ---� ------- -f -----,.�_• ,�, f_,. o.,,.�, „f.we�o ,.;.;o� ,.o��+o.� +�
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FWCP — Chaoter Four, Economic Development
Table IV-4 (on the following page) encapsulates each of these cities' current market
niches, as well as their opportunities and challenges, in order to help understand how
Federal Way relates to its nei�hbors. As can be seen in the table, much of the area
surroundinQ Federal Way is dedicated to industrial, li�ht manufacturin�, low-scale office
parks, wholesale/warehouse, distribution, etc., especially in Auburn and Kent. Much of
this is not in direct competition with Federal Way. Tukwila is the major retail center for
South Kin� County and provides the region's stiffest competition for regional retailers
and retail establishments, such as department and furniture stores, specialtv apparel, etc.
While the trade area for Tukwila's retail sector is lar�e, Federal Way lies at the most
distant point in South Kin� County from the Tukwila/Southcenter retail center, and its
trade area overlaps or competes the least with Tukwila. The City of SeaTac provides little
competition in the office, industrial, and retail sectors, but has successfully captured the
airport-related lodgin� industry, with several higher_quality establishments, includin� �
conference facilities. Renton has historically had a stron� economic base tied to the
Boein� Company, with both healthy manufacturing and office sectors; however, both of
these sectors have seen a substantiat weakening with the Boein� Company headquarters
relocation, work force lay-offs, and space consolidation. Auburn and Kent have also
experienced a substantial increase in vacant liQht-industrial building space due to Boeing
Comuany reductions.
Notwithstandin�: relative levels of competition from other communities in specific
commercial sectors, Federal Way does experience a"competitive" relationship with
several nearby municipal �overnments that must be taken into account. The Citv of
Renton is a reco�nized leader in the county with respect to economic development, with a
particular focus on downtown redevelopment and economic diversification. That citv has
invested public funds in land assembly proiects that have attracted substantial residential,
mixed-use, and auto dealership developments. Following Renton's lead are the
communities of Kent and Tukwila, which have also targeted key redevelopment
opportunities, acquirin�/assemblin� land and attracting desired mixed-use development.
Similarlv, Renton and Kent provide tax incentives for certa.in residential development and
provide other financial incentives to desired redevelopment projects. In addition,
Tukwila, Renton, and Kent have made substantial personnel and facilities investments in
improving customer service and turn-around times associated with development permits.
In addition to these s�i� five cities in Southwest King County, Tacoma is an important
competitor to Federal Way. Tacoma is an older city that has �-�g made manv
efforts to improve its downtown and image for more than a quarter century. Tacoma citv
government has an ag�ressive economic development mission and is reco�nized
regionally and nationally as a leader in the field. 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 2A99 2002
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FWCP - Chaoter Four. Economic Development
Table �� IV-4
Su�mary of ' Economic Conditions in Southwest King County Cities
Auburn Federal Way Kent Renton SeaTac Tukwila
Current -Industrial azeas -Regional mall -Industrial land -Business pazks -Airport related -Regional retail
Niche -Vacant land -West Campus -Boeing -Mid-rise office -Redevelopable land -Boeing
-Regional mall -East Campus -Business parks -Mid-rise office -Redevtlopable lig6t
-Weyerhaeuser Hdq -Vacant land -Mid- and hieh-rise industrial
-Vacant land & lodeins and -Mid-rise office
redevelopable land conference centers -Mid-rise and hi¢h-.
rise lod¢infe and
conference centers
Opportunities -P�ese��cae€�esing -Weyerhaeuser -Bceing facilities -Bceing & -Adjacent to SeaTac -Strong retail identify
-Commuter rail -West Campus -Commuter rail PACCAR's mfg. & Airport & concentratia�
-Established office, -East Campus -Established office, office complex -l�e�en�i� -Redevelopment
business pazks, & -Large concentration business parks & -Mid-rise buildings -Major HCT p�ential
industrial azeas of retail industrial areas -Potential Stations planned -FPeeway-ascsss
-Cross-valley hwy -I.and assembied for -Cross-valiey hwy redevelopment -One large strategic = Uocation at cross-
connector planned redevelopment connector planned areas pazcel assembled toads I-405lI-S
���1r6sa�NesaEien -Stren¢,thenins -Strenstheninz -Future hwy - cross- -Boeing office/mfg
--��eAveen-gerise€ downtown downtown roads (I-5 & comple�ces
_aFa�xa�Seatys -New Pem�it Center -StronA economic SR509) from -Proximity to SeaTac
-Central location and investrnent in develoament focus Seattle will open Aitport 8t to YoR of
between development -City partnershiv acres for office and Seattle
Tacoma & Seattle review resources with vrivate secror business parks -Commuta rail
-I-S/SR 18 -City nardiership in redevelooment unantie�pated ,
crossroads with urivate sector �s
-HCT stations in redeveloument -���
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OgiNZC� fOr S�
Of WIl18fOUild
-CiIY DBIUICIS}IID
W12�1 W7V8IC SCC1q'
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Challenges -Distance &om I-5 8c -]Bi��se�a�er�e€ -Industrial image -Limited retail -Adjacent to SeaTac -Limited vacaat land
major economic —SeaNle -No prospect for attractions Airport for business 1@
concentrations -Dispersed HCT -Limited land for -Massive office parks
-Low-scale development -Off-center location business & office redevelopment -Freeway access not
development pattern on SR 167 parks required easy or obvious
-OfFcenter location -Not on commuter -Small land holdings -Sma�-beldings -Land assembly -Limited vacant laod
-Wedands rail in CBD �^—..r�^ roquired -No obviws center or
-Reduction in Bceine -]6iiqE��n�iq` -Wedands -Not anticipated to -Not on commuter focal point within
nresence: vacant _-���inesse�se -Reduction in Bcein¢ be on �igA- rail Tukwila
buildin¢s --paFk-s�asseutsi�s oresence; vacant �aagasi«•��T�^^si� -Limited quality -Limited quality
��ts buildinas HCT line -residen6al supply -residential su�lv
-Weak downtown -Off-center cross- -No obvious center
roads (I-405 & SR or focal noint
167)
-Iteduction in Boeinrt
wesence• vacant
btildinss
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In summary, any program 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.
Revised �898 2002 IV-15
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Summarv of Achievements
4:1- 4.2
Althou�h the City of Federal Way's economic development efforts are relatively new,
several important accomplishments in formulatin� the Citv's economic development
strate�v have already been accomplished.
■ The City of Federal Way/Federal Way Chamber Economic Development
Committee meets monthly to discuss and develop economic development
strate�ies and maintain a close and cooperative workin� relationshiQ
■ In 2001 the City officially incorporated an Economic Development Division
within the Community Development Services Department and hired a Director.
■ With increasin lg od�ing tax revenues, the Citv of Federal Wav Lodging Taac
Advisory Committee has expanded its work plan to include more direct
efforts to stimulate tourism and visitorship to the Citv.
■ The City has co-founded and co-ma.na�es the South Kin� County
Technology Alliance, a workin� committee of vazious municipal entities and
businesses within South King County dedicated to fosterin� further
develoument of the technology sector within South King Countv.
■ The City has embarked on a concerted effort, led bv senior mana�ement, to
improve permit processes and reduce re�ulatorv hurdles to development. In
2001, the City worked collaborativelv with the Federal Wav Chamber and
other stakeholders to raise the thresholds that trig�er right-of-wav
improvements associated with redevelopment, remodeling, and reuse of
existin� buildings. In 2002, the City has embarked upon a permit-process
improvement effort that includes a public stakeholder advisorv committee
and study of best practices from around the re�ion, and is intended to place
Federal Way at the forefront of regional municipalities in reQulating land use
and construction effectively and efficiently.
THE ECONOMIC DEVELOPMENT VISION FOR FEDERAL
WAY
The vision for economic development in Federal Way �
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an be encapsulated into four basic areas: 1) to retain existing
� businesses and attract new businesses in order to build a diverse economic base; 2) to
increase the number of jobs within the Citv relative to the population of City residents
within the labor force; 3) to foster redevelopment of the Citv Center from a low-scale,
� suburbanized commercial area to a full-service high-density, mixed-use, and more
pedestrian-friendly urban core and communitv focal point; and 4) to build upon and
expand the Citv's recreational and cultural assets to increase visitors to the City and
� encoura�e greater visitor spendin� within the local economy. The strategy encourages or
�p accelerates the trends and transformations that are already occurring in this
community. The major objectives of the strategy include the following:
■ Provide a better balance between housing and jobs bv increasing the number
of iobs within the Citv relative to the number of households.
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■ Diversify the economic base by encouraging higher paying white collar and
technical jobs while preserving and enhancing the strong retail base.
■ Generate more demand for hotel room-ni�hts throuQh growth in office and
business part space.
■�� Foster horizontal mixed-use employment sector growth in the South
348`� Street area in the near term (2000-2005).
■�� Foster continued Corporate and Office Park employment sector
growth in East and West Campus in the mid-term (2000-2010). It should be
noted that East Campus �s �3� has recently been experiencing a high
rate of growth and may reach build out during this time period.
■ Emphasize private redevelopment and land assemblv throu�h the I-5/SR-99
conidor, especiallv in the Citv Center, as well as the 348�' and 336 areas.
■ Redevelop and improve the quality of the mixed use development along
Pacific Highway South from South 272 Street to South 356`�' Street (2000—
2010).
� ■�� Foster mid-rise, mixed-use employment sector growth ir� 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.
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FWCP — Cha�ter Four, Economic Development
■ Continue to work with the lod�ing providers to promote vear-round
vistorship to the City to encourage visitor spendin� as an important
component of a�rowin� local economy.
■ Work with other a�encies to provide services for education and training, as
well as social services and other remedial programs for the underemploved
and the unemployed.
Future Regional Role for Federal Way
■ Encourage greater diversity in the economic base by
aggressive pursuit of a broader range of the components of the regional
economic activity, as well as greater participation in internationaUPacific
Rim economic activity.
■�4�a� Increase its share of local resident-serving retail and services, and
increase its share of regional, national, and international oriented business
firms.
■ Increase its capture of region-serving office development.
■ Emphasize rip vate redevelopment and land assembly through the I-5/SR-99
corridor, especially in the City Center, as well as the 348�' and 336`� areas.
■�'�e�� Stren en the City Center � as the Citv's focal point for
commercial and community activities Transform the Citv Center into a
re�ional commercial destination, as well as a major transit hub.
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■ Generate more demand for hotel room-nights through growth in business
park and office space, as well as recreational and cultural amenities that draw
visitors from throughout the Pacific Northwest and bevond.
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■ 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 from throu�hout the region, the nation, and other
countries
■ Actively pursue relationships with si�s areas in other parts of the Pacific
Rim region for trade, commerce, and cultural advantage. .
Rev�ed 2998 2002
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■ Activelv pursue cooperation and collaboration with other nearby
municipalities, organizations and firms to market Federal Way and South
King Countv for technolo�y-related enterprises.
Retail Areas
■ SeaTac Mall and other regional retailers within the City e�a� redevelopJ
reposition to meet �ka changing consumer demand and become more competitive
with other regional retailers.
■ High-volume retail in Federal Way increases faster than population. 6es��e
u . a�xxv - vo�vi -m'xi'v��i u a ..,.,:,..,� o .r,.,�o� „f.H;� ,•o�o.,+,.o+.,;� *..o.,a .
■ Growth in resident-serving retail occurs in the City Center, existing commercial
nodes and in redevelopment areas along SR-99.
■ Neighborhood scale retail development keeps pace with population growth and to
an increasin extent is accommodated within mixed-use buildings in more
concentrated neighborhood villages.
■ Pedestrian-oriented retail development emerges gradually in the redeveloped City
Center.
■ Small amounts of retail use occur on the ground floor of offices a� residential
buildings, ° �°" ° ^'�•���^°°° ^°YU° and parkin� structures.
■ Neighborhood scale retail development in concentrated neig,hborhood villa�es
� emerges in response to growth in multipie-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,
�i office, and dense residential uses.
■ T'he lar�e truck-stop facilitv at the
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Office Development
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■ Offices of regional, national, and/or international firms locate in West Campus,
a� East Campus and the
City Center.
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■ Garden, high-rise, and mid-rise o�ce space, and modern light-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 more corporate re�ional headquarters and re�ional offices.
■�d, Smaller, older, outdated offices structures are replaced with newer
uses.
■ Integrated, campus-like hi�h amenity areas are encoura�ed for corporate
headquarters and modern research/development of hi�h technolo�y uses east of I-5.
■ Development of technical and research space increases in East ' Campus.
Business Park� (Liaht Industrial) Development
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■ Business parks contain a mix of uses in and among buildings as dictated by the
market for high quality space.
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■ , The City should explore potential chan�es to the Business Park
zonin� designation to meet changing market conditions and make the
development of Business Park-zoned land more economicallv viable.
Revised �998 2002
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Residential Areas
■ High quality residential areas are important for attracting and retaining businesses.
■ A range of housing types, densities, and prices allow the broad spectrum of
employees to live near their work and recreation.
■ The City of Federal Way encourages integration of high density housing with retail
and other uses, especially along SR-99 and in the City Center.
Institutional, , }: `� Culturai, and Recreational Development
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■ The Citv of Federal Way will continue to work closelv with existing institutional
entities (such as St. Francis Hospital, Federal Way School District, King County
Librarv, etc.) as important components of a full-service local economy.
■ Federal Way's reputation as an important center for amateur sports competition and
participation Qrows stronger, leading to potentiallv new facilities and venues, as well
as increased visitorship and visitor spending in the local economy.
■ Federal Way's cultural assets increase in both scope and number, �ainin� greater
patronage and attracting visitors from bevond the Citv limits. New cultural
establishments are developed in Federal Wav, such as museums, exhibitions, and
nerformance venues. Likewise, new cultural events become established in Federal
Way, such as music festivals, art shows/festivals, etc.
■ Stimulate qualitv development of region-servin� institutional and technical facilities.
� 4.3 FORECAST OF ECONOMIC GROWTH IN FEDERAL WAY
�' The growth forecasts used in this chapter are derived from the 2000 Market Analvsis and
2002 Citv Center Market Analvsis, prepazed bv ECONorthwest, while t� other chapters
� �la� are based on the PSRC regional forecasting model.
Revised �999 2002
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■ Existin� recreational amusement facilities continue to develop as regional tourist
attractions.
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In summary, probably the strongest sector in the near-term (five years) will be the retail/
services sector. About 1.5 million additional square feet of retail tenant space may be
expected durinQ the next 20 years, with commercial areas throu�hout the City and the
City Center alike sharing in the development. One particular sector that appears under-
represented is the quality restaurant sector, in which the City will likelv see additional
development.
Demand for new office development will likely be somewhat low in the neaz term, as
office vacancies have risen substantially and rents have correspondingly fallen, re ig on_
wide. In addition, several office buildings, particularly in the West Campus area, exhibit
substantial vacancies that can readily absorb near-term demand in the City. Nevertheless,
the lon -tg erm picture looks �ood, with continued demand for and interest in office space
in Federal Way, particulazly in the East and West Campus areas. City Center office
development will likelv la� behind for most of the ulannin� horizon. However, Qenerous
zonin�, panoramic views, and proximity to the freeways and transit may start to make the
City Center a more attractive location for mid- to high-rise office development in the 10
to 20-year time frame.
With re�ard to housing, only a small amount of land remains in the sin�le-familv zoning
districts to accommodate new sinQle-family dwellings. As a consequence, the vast
maiority of new residential development will have to take the form of townhouses, walk-
up apartments, mid-rise aparhnents, and mixed-use buildin�s and/or high-rise residential
buildin�s. As with the condition for sin�le-family development, the majoritv of the multi-
family-zoned land is also already developed, leaving primarily the commercial zones and
City Center as the potential location of a great deal of the future residential development.
Revised �999 2002 IV-22
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Nevertheless, hi�her land values and construction costs, and lower relative rental rates
� compared with other communities in the region, act as barriers to residential development
within the Citv Center in the near term, unless public-sector actions create financial
incentives, reduce development costs, or otherwise create conditions attractive to housing
� developers. Therefore, in the short term, most multi-familv housin dg evelopments will
continue to be seen in the remainin� multifamilv-zoned areas and in the neighborhood
commercial areas or other commercial areas alon� Pacific Hi�hway South. While multi-
� familv housing is �enerall ��permitted in the Business Park zones, this zone will
continue to accommodate senior housing developments, as has been seen in recent years.
In the longer term, assumin� no public-sector incentives, as rental rateS rise and demand
� increases, housing developers will likelv respond to the opportunities for development
within the City Center, and begin to add multi-familv housing there, as well.
Substantial new lodging developmentin Federal Way is not anticipated in the near term,
� unless actions are taken to increase demand substantiallv. With business travel somewhat
cut back due to increasingly burdensome airline-travel procedures since September 1 l,
2001, the demand for hotel rooms has dropped. Business-related travel mav be slow to
� return to earlier levels. Sports-related lodgin� demand during the late Sprin�, Summer,
and earlv Fall has been solid over the past few years and is expected to increase, althou�h
development of new lodging facilities will likeIv not follow increased demand during
� onlv a few months of the vear. If sports- or event-related facilities are developed within
the Citv that could accommodate off-season events, it is likely that more near-term
demand for lodging would rise and could occasion development of new facilities within
�' the five-year timeframe.
Like all forecasts, these should be periodically monitored relative to the real estate market
and economic conditions in South King County� ,a� the Central Puget Sound re�ion, and
' 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. �a�
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4.4 IMPLEMENTATION
Attributes of Successful Economic Development Programs
Successful economic development programs typically have the following attributes. First, �
they receive material support and leadership from the mayor, City Council, and senior
City staff. Second, the municipal leadership is willing to work creatively and �
cooperatively with private sector leaders and businesses to accomplish economic
development goals. They have the ab�l�ty and find the resources to target infrastructure
projects and programs to encourage development or redevelopment of specific areas. To �
do this, they work aggressively to secure state and federal funds for local public and
private assistance.
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 and consistently to provide �
assistance for private sector dealings with the public planning and regulatory processes.
The staffls ability to link several programs, team up with other departments, and leverage
limited funds allows them to take meaningful and effective action. In addition, the Ci �
should be creative and open to explorinQ and adopting innovative �esl��es re lu� atory
and incentive programs c °° T�^^°� r^f "�„�'^^^,�^* n:,.�,*� ��.,,,„0 T T„;+
,
, ' to attract and retain businesses and �
development proiects, such as SEPA planned actions and develouer a�reements. Kev
amon sg uch programs should be any feasible efforts aimed at predictable and streamlined
permitting processes . �'
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The City's Role in the Economic Life of a Community
In the State of Washington, the direct actions that cities can take to �as� encoura�e T
economic development a�-s��r� have historically been more limited ���e-st�e �
than in other states.
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�,.o.,.:..;.., .,,;+�, ,. o,.++„ i,,,..,� ,. .,;,�, o,,,,,,,,.,,;,. ;,,, o„+, Nevertheless, in the
Qast few vears several new and important tools have been made available to local
communities to help encoura�e redevelopment, retain/attract iobs, and foster "smart
growth." These tools include:
■ Community redevelopment financing (similar to tax increment financin�)
■ Limited tax abatement for multifamily development
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■ Community empowerment zone desi ng ation
■ Communitv renewal act (updated and expanded version of former urban
renewal
■ Tax deferrals and exemptions for hi�h technologv businesses and
investment, as well as manufacturin� investment
■ Industrial revenue bonds
� ' ' , ' Notwithstandin� these state
programs, there are still substantial constraints on the scope of actions a city government
can do with respect to economic development activities. However, o9ne of the most
� significant direct actions a city can take is to provide the necessary infrastructure. This
includes: 1) developing long term facilities expansion plans; 2) designing the specific
systems and projects; 3) raising or bonowing local funds to finance the projects or act as
� a conduit for state, federal, and intergovernmental funds; and, 4) forming public-private
partnerships to jointly construct projects.
� 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 development by doing market research or by
being a landowner and developer. For example, a city could develop, maintain, and
disseminate data and analysis on local development conditions and trends, as well as
� monitor important trends and assumptions upon which plans, programs, and strategies are
based. In addition, a city can buy land, aggregate parcels, and make necessary
improvement so that it is ready for new development or redevelopment. For some
� projects, a city can issue industrial revenue bonds or other tax-free municipal bonds. This
also allows a city to joint venture with a private sector partners ��s for appropriate
development.
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FWCP — Chaoter Four, Economic Development
In terms of indirect roles, a city can act as a facilitator to convene public and private
entities to work on issues of local importance and reach consensus. Preparation of a
comprehensive plan 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 prablems such as traffic congestion, housing, and human service issues. A
city can also mobilize local community support for important projects and problem
solving; and work to improve the overall image of the community and in doing so, make
the community more attractive for economic development.
Lastly, a city's public investment in municipal facilities, such as city administrative
offices, iudiciaUcourt facilities, community centers, and cultural and recreational venues
can be a factor in inducing further economic development. By tar�eting a subarea for an
infusion of redevelopment investment and daytime population, nearby businesses not
only may see a greater captive market, �ut may also be encoura�ed to remodel, renovate,
and/or improve their establishments. Cultural and recreational facilities can have a wide
range of economic impact, from simply attractinQ residents to a particular part of the citv
(e.�., city center) more frequently where they may patronize other businesses, to
attracting visitors from around the region and country who will bring new revenue to the
local economy through IodginQ, restaurant, and goods/services expenditures.
General Approaches to an Economic Development Strategy
There are basically � four local economic development strategies �� that impact
the level of private business growth in a community.
■ First, studies of employment growth experience in local communities in the
United States show that the large majority of new jobs are generated by
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 shaze of local
employment growth relative to overall employment growth in the United
States. However, when new firms do relocate to the community, the boost in
the local economy can be �reat and the "press" can attract the attention of
other firms. �3�isa�y,-�Local governments can attracts new business to their
community �es� through aggressive marketing strategies (websites,
brochures, etc.), close collaboration with regional economic development
councils and chambers of commerce, and through financial incentives. This
strategy has high risk for the number of successes and has a high cost.
Revised �A99 2002
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■ 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. �s These strateg3�i�s �as can have moderate-to-high costs
depending on the specific actions and low-to-moderate degree of success.
■ Fourth tourism and visitorship can be verv important components of a local
economv. A city with recreational or cultural assets that draw visitors can build
upon these assets to increase the numbers of visitors, the len�th of their stays,
and the amount of monev thev spend in the local economv. Local government
can work to market the communitv and its assets beyond the immediate re�ion
to bring in new economic activitv and can invest in recreational or cultural
infrastructure to attract more events and/or visitors.
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Human Resource Programs
In addition to the economic development strategies discussed in the previous section,
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human resource : programs are another general way whereby cities can
"' ' economic development. These programs are often not included as
part of an economic development program because they focus on assisting peopl
'' ''' °' ' �'' '�' '' . However, improving and
remediating human resources is an important long run approach. The previous
general approaches to economic development strategies 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 referral 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.
Economic Development 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 � IV-S
summarizes how Federal Way will implement an appropriate economic development
strategy.
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Table �-1L3 IV-5
Economic Development Areas and Actions
Snb Area of Who Initis�tes What Land Uses Are How Are They
Federal W�y AcHon Encouraged Encouraged Reasons Timing
PRIMARY ECONOMIC AREAS
City Center
,
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344'" to
356`"/SR99
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Public w/
private support.
Public w/
private support.
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West Campus Current
landowners.
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Mid/high-rise office.
High-densitv MF
residential.
Civic%ultural�
recreational:
Pedestrian-oriented
retail.
Mix of low-rise office
& light industry.
"bBig box" retail.
Buildout 8t maintain
quality.
East Campus Weyerhaeuser High-qualiry corporate
Corp. & office pazks.
336'" linkage: Public w/ High density MF.
four primary private support. Low rise office.
economic dvpt Supportive retail.
areas. Public amenides.
� Sound Transit Station.
In-fill infrastructure.
+�sa�i;•�
Public amenities.
Market amenities and assets
Potential tax incentives.
SEPA Planned Action.
Regulations that encourage high-
quality design.
Aggressive infrasWcture
investment.
Lazge land assemblv.
Facilitate buildout throu
predictable, efficient permitting
rp ocess.
Assist maintenance of
infrastructure and public areas.
!`......e..,r:,.e n:'., nl�....:.... P.
Predictable, efficient permittin�
rop cess•
Assist maintenance of
infraswcture and public areas.
Land use & capital
improvements for gradual
redevelopmentlin-fill.
�le�
Transoortation infrasWcture.
To increase capture of
regional gmwth.
To Drovide
communiri focal
poindcore.
To obtain more full-
range of ¢oods/
services in City.
�a�t�s Large parcels
allow this subarea to
respond to the curfepE
market st�g�H-in for
business & industrial
park uses in
Southwest King
Counry.
�as One of
the Citv's orime
commercial amenities
as one of the highest
quality master
planned developments
in the Pacific
Northwest.
One of Citv's prime
commercial
amenities.
Large landownership
with vision, resources,
& track record can
amact maior
investors
6�B-8s-basifles�s
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Provide housing &
support services for
economic areas.
Emphasis 5-10
(20) years.
Emphasis 0-5
(10) years.
Ongoing in
response to
market
In response to
market 8t
corporate
actions.
As appropriate
for market.
Old Hwy 99 Public w/ High capacity & Land use & capital Provide a range of ha As appropriate
� outside of main private support. business related. improvements for gradual using & support for market.
economic areas. High density MF redevelopment & in-fill. services & retail for
residential. . economic &
Low rise office. Aesthetic improvements throuQh residential areas.
� Auto-oriented retail. si�r► code and urban desi�
Neighborhood �uidelines.
commercial.
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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 mazket trends in the direction of its vision. The City
will pursue the following goals to implement economic development.
Revised �989 2002
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Goals
EDGl The City will emphasize redevelopment that transforms the City from a
suburban bedroom community to a full-service community with an urban a�ea
core.
EDG2 The City will encourage concentration of non-residential development into four
primary areas:
■ High-density �14mixed-use development in the City Center (312`�
and 320` SR-99 to I-5)
■ Mixed-use development in the area around 348�' and SR-99
■ High-quality �ss office park development, including
corporate headquarters, continued in and around West Campus
■ High-quality office development, including 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.
EDG4 The Citv will channel further residential growth into existin� multi-family and
� commercial-zoned areas with a particular �oal of encouraging residential
development in the Citv Center.
� EDGS The Citv will encoura�e and support the development of recreational and
cultural facilities and/or events that will bring additional visitors to Federal
Way, and/or increase visitor spending.
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EDG6 The Citv will encoura�e and support existin� businesses to remain and/or expand
their facilities within Federal Way.
fconomic Development Policies
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EDPl Redevelopment of �the City Center will receive special
attention in the FWCP
EDP2 The City will �e explore the feasibilitv and utility of a process to master
plan the City Center, jointly funded by public and private
entities, to encourage appropriate redevelopment.
EDP3 The City will '' continue to seek high-quality urban
design and infrastructure standards for these areas.
IV-31
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EDP4 The City will
� *�,.,+ � ,.;�,. „ o,.+� +�,.,+ ., :�+o„* .,,;+�, .�,o �„�..,,.o� „i.,,, .., „�..
' prepare a SEPA Planned Action for the City
Center so that compliant development proposals may receive permit approvals
with a minimum of environmental review.
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 �s�rg permitting and potential financial
incentives that encourage prioritized development consistent with
comprehensive and subarea plans and orderly, phased growth.
EDP8 In order to encoura�e efficient and desired development and redevelopment of
existing land designated and zoned for various types of commercial uses, when
considerin� proposals for comprehensive plan amendments and rezones tQ
commercial desienations and from one commercial designation to another, the
City will consider development trends in commercially zoned areas, market
demand for various types of commercial land, and amount of vacant
commercial land.
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EDP9 The City will utilize innovative planning techniques such as ��-e�
, Planned Unit Developments and E�►�� developer
��eements to aid in efficient and redicable permittin� for large developments.
�8�1
EDP10 The City will �$ explore innovative fmancing techniques such as Local
Improvement Districts, a� Industrial Revenue Bonds, and other innovative
financin� tools to encourage desired redevelopment.
��8 .
EDPl l T'he City will work�g with the private sector to
actively encourage the retention and expansion of existing businesses as well as
bring�g in new development, businesses, and jobs to the community.
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EDP12 The City will promote the community by working with the Federal Wav
Chamber and the private sector to
a�d-gea�s develop marketing tools that ariract new businesses, visitors, and
investments
EDP13 The Citv will develop and mana�e an economic development web page that
promotes business and development within the communit�provides an interactive
Revised �998 ZQ02 IV-32
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database of information of value to businesses and developers, and involves the
participation of the Federal Wav Chamber and other stakeholder �roups.
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EDP14 The City will fund its portion of the public/private groups to allow them to do
an effective job in marketing the community.
�3
EDP15 T'he City will continue to utilize design guidelines to enhance the urban
environment to retain and attract businesses and residents.
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EDP16 The City will adopt streamlined permitting processes consistent with state and
federal regulations to reduce the upfront costs of locating businesses in the City.
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EDP17 The City will � continue to pursue aggressive public safety programs
designed to protect residents � businesses and their investments.
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EDP18 The City will encourage strong public and private leadership to solicit
community support for internal and external funding assistance.
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EDP19 The City will periodically monitor local and regional trends to be able to adjust
plans, policies, and programs.
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EDP20 The City will actively work with representative groups of business and property
owners, including the Federal Way Chamber and other local business
associations, to enhance citywide and subarea improvements and planning.
�BP-�
EDP21 The City, in conjunction with the local business community, will actively pursue
ties to Pacific Rim nations and businesses to stimulate related business activitv.
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EDP22 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.
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EDP23 The City will encourage the expansion of existing and development of new
multi-purpose facilities to host cultural and recreational activities in order to
increase the number of visitors to Federal Wav and resultant visitor spendinQ.
Revised �A99 2002 IV�33
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EDP24 The City will continue to rnarket the communitv for, and encourage
development of, businesses in the high-tech sector. This effort will include
The foregoing policies will assist the City of Federal Way to pursue an accelerated
transformation toward the community's vision of its future.
Table �K-3IY-6 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 characteristics, 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 C-�e��te�e�}s�e-g-�a� FWCP describe these
four areas in more detail. Table �3IV-6 describes the current ownership pattern and
major activities where the City will act affirmatively to transform these azeas so that an
increased share of regional growth will be attracted to the City. In the areas of multiple
ownership, control and implementation of the community'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 �e�as
sectors important to Federal Way's vision is related in Table �K41V-7. Also related in
the table are who the main competitors will be for each of these four areas. The land use
policies and regulations for each area should accommodate and encourage these
activities. T'hese policies and regulations are discussed in the Land Use, City Center, and
Transportation chapters of the �p FWCP. �
Revised �A99 2002
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FW P- Cha�ter Four. Economic Development
Area
Ownersh
PlanninE
Major Transformation Activity
Pubiic Actions
;hensive Plans
Subarea Plans
Design Standards
Environmental Irr
Infrastructure Pla�
Infrastructure De;
Examples
Table �3 IV-6
Develo nment Zones: De:
Verticai Mixed City Center
312�'/320�'
Diverse
Joint Public/Private
�s�ad�s-I�ei€ls:
Increase office and residential
C
C
C
C
C
C
Joint
Seattle CBD
�r-F�g�a�
Burnaby BC
Bellevue
�ase�+a
��
Vancouver, WA
Walnut Creek, CA
Campu
W �
Diverse
Private �
East of I-5
Private
Infill and continue trend Vacant to high quality corporate
since 1974. headquarters & high tech.
C
Private
C
C
C
Private
Private
West Campus
High Tech Corridor
C
Private
C
C
C
Private
Private
Redmond Willows Road
Harbor Pointe
Business Parks
344`
Diverse
Joint Public/Private
Use
Scattered industrial retail
to quality mixed used.
C
C
C
C
C
C
Joint
High Tech Corridor
Renton
Tukwila
Kent
Auburn
Lynwood
Revised 2A99 � IV-35
FW� — Chaoter Four. E�nomic Development
Table �K4 IV-7
ient Zones and Land Use
ent Competitive Vertical Mixed
�ples City Center
n�gn �une rreeway access nnoaera�e amenuies 34ifUl K JKIb
High Volume Cheap land/space
Locates retail or light industrial azeas
Festiv High density popu ation & emp oyment Pike Place Market
Regional draw Beilevue Square
Retail & restaurants Westlake Center
Mall stores Edmonds LaConner
Employment & Resident High auto or pedestrian tr ic Southcenter
Supporting Tacoma Mall Auburn
Mall Rapidly growing population Southcenter
Mall-like Freeway access Tacoma Mall
Hotel Serves employment centers SeaTac Tacoma
Provides meeting space Tukwila
OFFIC
Garden •Heavy landscape •Low pedestrian levels Older Bellevue
•Low/moderate in/out Vaffic Redmond
•Small business/professional & business
services, FIRES Renton & Tukwila
•Serves local & regional business along arterials
•Auto oriented •Residential areas close
Mi -rise •Larger tenants, sub-regionai & regional Bellevue Tukwila
•Moderate landscape •Moderate in & out Renton Lynnwood
•SmalUmedium business services, Queen Anne Factoria
medial/dental FIRES Lake Union Tacoma
•Branch offices •Some transit Elliott Way
• Surface parking or on deck Freeway interchanges
High �Lise/Hig er •Pedestrian traffic •High amenities Seattle
, •Public transit •Larger businesses Bellevue
•Moderate tr�c •Professionai services Sea�as
•Headquarters, branch offices Re�
•Regional serving F.I.R.E.S. Tacoma
•Underground or deck parking
BUSINESS PARKS
•Auto/truck oriented • Wazehouse/retail High Tech Corridor
•Cheap land •Government offices Eastside
•Employment density Renton
•Manufacduing assembly Tukwila
•Office locai/regional Kent
•Professional & business service Lynnwood
•DisUibution & service
X
X
X
X
X
X
Mixed
X
/
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rate Pxrk � Use Business Parks
X
X X
Only at freeway
intersection
X
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X
Occasionaliy if part of
Master Plan
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
SOUTHWEST KING COUNTY
AND
NORTH PIERCE C4UNTY
SUB-REGION
ECONOMIC DEVELOPMENT ELEMENT
State Boundary
County Boundary
/�/ State Highways
/�/ Federal Way City Limits
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-- SCALE --
1 Inch equals 21,000 Feet
� `Federal Way MAP IV -1
NOTE: This map is intended for use as a qraphical representation only.
The City of Federal Way makes no warranty as to its accuracy
=ebruary 2003 data2ltabitham/cpmaps/subrep.aml
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CHAPTER FIVE
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5.0 INTRODUCTION
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This chapter was prepared in conjunction with the Land Use chapter of �s the Federal
� Comprehensive Plan WCP . 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. The 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 identified 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 neighborhoods should be
designed so that they are a positive addition to the community. The Housing chapter
focuses on the demand for new housing, the availability 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.
LEGAL CONTEXT
Washington State Growth Management Act
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 �
GMA discourages conversion of undeveloped land, "...into sprawling, low-density
developments." (RCW 36.70A.020, 1990 Supp.)
T'he GMA requires that the Housing chapter include:
■ An inventory and analysis of existing and projected housing needs.
■ A statement of goals and policies for housing preservation, improvement, and
development.
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■ Identification of sufficient land area for the number of needed housing units,
including government assisted housing, housing for low income families,
mobile/manufactured housir,g, ��''*:� multiple family housing, and
special needs housing. This defines the amount of land that the City must
designate for housing in the Land Use chapter.
■ A strategy and policy for meeting the housing needs of all economic segments
of the community.
■ Encouragement for innovative land use management techniques to enhance
affordable housing opportunities, including density bonuses, cluster housing,
planned unit developments, and transfer of development rights.
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 state
departments of Natural Resources, Transportation, Social and Health Services,
Corrections, and General Administration. The inventory is provided to the Washington
� , , Office of Community
Development (�� OCD) and is to be updated annually by November 1. The inventory
is available from C�B OCD upon written request (RCW 35.21.687).
Accessory Dwelling Units
T'he 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 by the City Council (RCW A.63.230). Consistent
with the adoption of ' the FWCP in 1995, the City prepared and
adopted accessory dwelling unit provisions consistent with the state's mandate.
Multi-County Policies
In response to the 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
distribution 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
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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 consideration of the economic impact of regulations and
development of regulations that do not burden the cost of housing development and
� maintenance.
� Countywide Policies
In 1994, King County adopted Countywide Planning Policies (CWPPs) 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 encourage development of affordable
housing may include, but are not limited to, providing sufficient land zoned for higher
housing densities, revision of development standards and permitting procedures,
' reviewing codes for redundancies and inconsistencies, and providing opportunities for a
range of housing types. 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 jurisdictions 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
� �'^��^*�^= „'°^^;^^ ^^';^;°° CWPPs 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.
' 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,
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policies, and strategies for achieving these housing targets. Tools for achieving these
goals may include amendments to the zoning chapter se�� of the Federal Way City Code
FWCC 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.
5.2 HOUSING NEEDS ASSESSMENT
Extsting Conditions
Introduction
Federal Way has grown rapidly in the past. The area doubled in population during the
1960s and again in the 1980s. Since its incorporation in 1990, the City has grown by �4
23 percent. Based on PSRC forecasts, °�°Y *"° �•^� ^f *'�° ^°��•^�, when the inventory of
vacant land is consumed, growth will slow down considerably.
so
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Although households are generally more affluent in Federal Way than in nearbv
communities, home prices are fairly even throu�hout South King County. The King
County Office of Re�,ional Policy and Planning reports that in the first three quarters of
2001, the average sin�le-family house price in Federal Way was $213,060, compared to
$222 580 in Kent $216 549 in Auburn and $207 302 in Des Moines.
The Seattle-Everett Real Estate Research Report reports that in the Fall of 2001, the
median rent for a twabedroom/one-bath apartment was $703 in Federal Wav, $714 in
Kent, $676 in Auburn, and $689 in Des Moines. In comparison, the median rent for a two-
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� bedroom/one-bath apartment was $1 400 in Seattle $1 182 in Bellevue, $886 in Redmond
($986), and $977 in Issa�uah. This demonstrates that South Kin� County has more
affordable rental housin� available than the rest of the county.
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Population
The Tn� �: „�� �-,,,,,, ,� r,v,. za, r„ r„ „z, . D u,��A��, 2000 Census
� shows that compared to King County, Federal Way had a larger percentage of children
under 17 years old �r-�-999 (� 28 percent compared to � 22 percent in the County). �e
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fY� - Y g9(,��irE6-�ir`�crxu� - -&m�xvu�-S�G�Ei-�TE �9r@C-drs�S
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On the other hand, only s� eight percent of the Federal Way population was 65 or older in
��}99 2000, compared to -�--� 10 percent in King County. However, it is expected that the
number of elderly will increase in Federa] 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 V-1 describes the 1498 2000
distribution of Federal Way's population.
F:.�...,. V 1
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� 25000
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' 15000
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Source: 1990 Census
Household Income
3000
2500
2000
1500
1000
500
F:.... r r V_ 1
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Source: 2000 Cen�u�
Understanding the distribution of Federal Way's household income is also critical in
planning for future housing needs. The King County Benchrnark 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
V-5
Under 19-29 30-5-1 5�-64 65-74 O��er 75
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� Under 20-34 35-54 �$-64 65-74 Over 75
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King County's 1999 median income for all households was $�9A $53,157 �4 �
' ' . compared to Federal Way's
median income of $c�9,278. More specifically, the '°°° Y�^^ r,,,,,,�, n,,,,,,.,� �.,,.,,.,,e ,
�s 2000 H.U.D. Income Levels bv Household Size for various income groups are
shown by household size in Table V-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 aze currently receiving
housing assistance from the King County Housing Authority, or living in subsidized ,
private housing.
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2000 Ii.U.D. Income Levels bv Household Size
, Source:
The 2001 Kina Counri Benchmark Report nublished bv the Kin� Counri Office of Regional Policv and Plannin�.
Notes•
•Since the average KC Household is about 2 4 persons this column avvroximates the median for all households in the countY.
' **Because of the wav HUD calculates this income level it is actuallv 76% of the Median Income rather than 80%, althouvJ� it
is called L80.
**'An affordable housin� pavment is 25% of monthlv income. Affordable rent is 30% of monthlv income.
•*'•The affordable home price is based on a 30 veaz fixed mortaa�e ai 7.25% interest with 5% down.
' I) The 1999 Citv ofFederal Wav Human Services Comprehensive Plan defines an affordable housinn opportuniri as rents
affordable to households earnin� Iess than 50% of inedian income.
�) For rentats an affordable monthlv aavment is defined as a housin� cosdpavment that is no more than 30% of a household's
monthlv income This does not include a deduction for u6lities• it assumes that the entire pavment �ces toward the rent.
, Example• 50% of inedian income for a three-person household was $29 600 in 2000. At this income, the familv could afford
$740 in rent.
3) The 1999 Citv ofFedera! Wav Human Services Comvrehensive Plan defines an affordable ownership oDnortuniri as Drices
affordable to households eaming less than 80% of inedian income.
4) For homeownership an aft'ordable monthiv pavment is defined as a housin� cosduavment that is no more than 25% of a
' household's monthlv income. This leaves 5% of income for taxes and insurance.
5) An affordable home price is aparoximatelv three times the annual household income. An 80% of inedian income for a three-
. _ _ •__ _�_ •_ "__ __ __ c___�f__ ____fJ _�C__J a_ "'��L��� � L....�........� :..............r�L....
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Employment
During the 1980s, 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. T'his 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 , , . But
between 1998 and 2000, retail iobs increased onlv by six percent while all covered
employment increased by 13 percent from 27,820 to 31,315. Jobs in retail sales and
service employment typically pay low wages and as a result, these workers have
difficulty finding housing they can afford despite working full time jobs. Accordingly,
there may be an imbalance between jobs available in Federal Way and the earnings
needed to afford local housing. Ironically, this may result in employees working in the
City commuting from other communities where cheaper housing is available and higher
wage earners who live in Federal Way commuting to other cities for higher paying jobs.
To illustrate some of these points, Table V-2 provides examples of �9�3 2001 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�e�te�
„.t,e n,.+„�.e,. � o0o rr;�.,, �,,,,.....,, �,,,,,,,,� �u ,..a x�,. u.,�;,,,, u,.n,,.;u� According to the
Kin� County Office of Re�ional Policv and Plannin�, the average price for a Federal
Way home was approximately � $213,060 in the f r°* ^„°�*°• ^� , O°o first three
quarters of 2001). During this same period, the median single-family house price in
Federal Way was $�S $188,000. 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.
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Table V-2
Affordable Housin for Various Income Se ments
2001 HousinL Prices in Kina Income ReUUirements for Tvoical Occupations with Required Earnine Po��er
Count this Housin Tv e
� 174.000 Median Priced Condo S50,000 Income Required � full timc En lish Qrofessor (�55.300) or I full-time re�istered nurse
Attached Townhome after 5% down (S53 300) or 1 full-time USPS mail can (�37,000) and I half-time medical
recordstechnician (�14,100)
S56,000 Income Required i full-time firefighter (S43 000) and I halt=time insurance claims processor
S 195.000 Home S 13 7000) or I full-time machinist (540.300) and I half-time librarv technician
after 5% down I 5 400 .
$75,500 Income Required � full-time market research analvst (�75,000) or computer sottware en �g�neer
5264,000 Median Priced Home a (574 0001 or I Yull-time microbiologist (S48,000) and i full-time travel a�ent
aRer 10 /o down 30 400
�92.000 Income Required � full-time human resources manaeer �69,300) and 1 full-time retail sales
S322,000 Average Priced Home o worker (S23 300) or I full-time construction manager (564,000) and i full-
after 10 /o down
time customer service re resentative 30 000
�839 Average rent month average I full-time administrative assistant (533,8001 or corrections ofticer 1533,840)
rent for a 2 bedroom/1 bath Unit �33.600 income required or I full-time restaurant cook (�24,600) and I half-time cashier f$10,300)
Jource:
The November 2001 Annual Housin,� Affordable Bulletin published by the Kine County Otlice of Rcgional Policv and Plannin�
Note:
Salaries are estimated based on averaees for entry to mid-career eamers, unless otherwi;e speciticd.
Housing Inventory
For the most part, the housing stock in Federal Way is in good condition. �r
o.,+:..,. �.,,,.�:„,. . � �,,.:�+ „�.o.- i n�n .,.,a � o.. �n ..o o..+ „�+o.- i o�n 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.
As depicted in Figz�re V-2 presently, � 50 percent of Federal Way's housing stock is
constructed as single-family homes. The remaining supply is ee�se� composed of 4�
45 percent multiple-family units and €e� five percent mobile homes, ���
v� ° °
�, „�',,,t,o.-.,...o� ,.ct�,,,,�:..,.
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Multiple
Family
42%
Single-
Family
�3%
Multiple
Family
45%
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FWCC - Chaoter Five. Housing
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 housing. The most common subsidies include reduced cost units for rent,
vouchers or certificates to assist with tenant-located housing, grants 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 King County,
outside of Seattle, a�es�89 81 percent of Section 8 certificates are used in South King
County, where housing is more affordable. I , o0o December 2001, � 961
(16 percent of total administered by the King County Housing Authority) 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 County Homeless
Response Report states that there are approximately 148 emergency shelter beds and 157
transitional housing units in South King County.
None of these organizations, by themselves, have the capacity to adequately meet the
demand for service. Even with close cooperation and coordination, they have had
difficulty meeting the growing 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 housing units are actually lost. To address these
situations, the e�s�es CWPPs promote development of strategies to
preserve existing low-income housing. Toward that end, Federal Way currently allocates
.,,.,+o�., Q��c nnn ..o � � Community Development Block Grant (CDBG�
,
funds to housing rehabilitation programs subject to funds availability.
Future Housing Needs
r„ � non +t,e r_r,r�r� „�1,.,..o DCD!` 1, ,,,,�;.,.. ., o,..;,,.,� .,.t,:,.t, o�*;,,,.,roa *t,.,* .t,e t,.
� ,
:,o e oe., tz ��c .,,,a �� c�� �, t, u � a i�x� �. +t, �ni� �ir•*t,
o , , ,
r�se� a��e��t�e�s, t�is �e�se�e��ge�s-��asec��e�,T� � �,8�4. ��g�r�-TT'-z
,
�oao,..,i �x��., �,.. +tie o.,a ,.�+�,;� ,.�,,,, a •r�, a• +• *• *�, + �. •*
�
� During their September 25, 2002 meeting, the GMPC adopted a motion to add
targets for new households and iobs for the ueriod 2001 - 2022. These targets were based
on a methodolo�v developed over a two-vear period bv the Kin� Countv Planning
Directors. The adopted 2001 - 2022 housin�get for Federal Wav is 6,188 new
residential units.
Revised �999 22�2 V-10
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1 �a� ,�`'� 1 �b� ,q �� 1 ��� 1 �� 1 �A� ry° �p ry° 1ti �
�—Actual Housing Units tProjected Households
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The number of housing units always exceeds the number of households, and is dependent
on vacancy rates.
The '�tPPs suggest that Federal Way plan for an
additional , , .1,238 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 , , 1,D52 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 2fri� 2D22.
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 �`78�
$24Q, or if they are buying a home; it must cost less than $�8#,�`s@ $95,2QQ at � 2QQQ
prices.
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rental opportunities. However, to build homes that are available for �@ $95,ZQII
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 units 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.
V-11
FWCC — Chaoter Five, Housing
■ 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.
Housing Capacity
As is described in the Land Use chapter, based on the most recent capacity analysis, there
is a remaining capacity for �15,538 new residential units-including �4-� 3,265
detached single-family homes, and up to ��4 2,273 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 �g-sed�
FWCC 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 appropriate in this
area subject to the availability of utilities and other infrastructure, access to public
transportation, jobs, shopping, entertainment, and social and human services. This plan '
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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. The area will gradually become a
denser, mixed use, pedestrian friendly, high amenity, high quality, vital part of Federal Way.
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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, group
homes, and foster care facilities. The Land Use chapter and �e�rg�e�e FWCC provide
support for this type of housing. In 2002, �the City � �� �
adopted a code amendment to eliminate the separation requirements
for social services transitional housing within multiple family residential zones rov vided
that no less than one unit and no more than five percent of the housing within the
multiple familv complex mav be social services transitional housing. ��e
Together, the Land Use and Housing chapters 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 environment 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 1980s,
residents feazed that existing neighborhood character and values were threatened.
, Approximately 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
neighborhoods has been cited as an important community value in Federal Way. T'his
value played a large role in the community's decision to incorporate.
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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
development 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.
Revised �808 2002 V-13
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FWCC — Chaoter Five. Housing
Development Review
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 ��a FWCC 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 representatives at an early stage in the review process to ensure that the
applicant understands City development regulations. Such early meetings allow the City
and housing developer to agree on the best method to achieve a code compliant and
mutually beneficial site plan prior to 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 affordable 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 Participatjon
Moderate scale housing development that is consistent with City policy and regulations
should be reviewed and 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
�'^-' M^' A'^�. r';� r'�a° FWCC. 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.
Housing Design and innovation
The challenge in this plan and subsequent code revision work is to be flexible 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 paragraphs 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,
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and construction of urban amenities, community facilities, and other public spaces. �
;,,,.o„+;.,o� .,,;,,h� ;,,,.�,,,�o ao„�:h, �,,,.,,,� . ,� i o„+,,,,+o„+;.,i ,,,. a.,,,o,�;�o,�
���es�ssi�g. The Citv of Federal Wav has adopted a densitv bonus provision in the
Citv Center, wherebv builciin� height can be increased from 35 feet to a ma�cimum of 85
feet and from 48 to 80 dwellinQ units per acre for multiple familv and senior housin�, in
exchange for providin� public open space or paving a fee-in-lieu of. In addition, new
multiple fam ilv or mixed-use projects in anv zone involving 25 dwellinQ units or more
are required to provide affordable dwelling units. Projects providin� affordable dwellinl�
units mav exceed the maximum number of allowed dwelling units up to ten nercent
above the maximum. In single-familv subdivisions, those lots that are proposed to contain
affordable dwelling units can be reduced in area bv up to 20 percent of the minimum lot
size of the underlving zonin� district• provided that the overall dwellin� units in the
subdivision mav not exceed ten percent of the maximum number of units allowed in the
underlying zoning district.
Inclusionary Zoning — In certain zones, development might be required to meet certain City
goals, such as providing affordable housing, as set out in the �ex�g-sed� FWCC. It is
becoming more commonplace for jurisdictions to require major developers to provide a
portion of low income housing in developments over a certain scale. T'he City amended the
�ex�xgsed� FWCC 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
variety of housing types and costs in new residential areas or smaller, older, 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 zero-lot line development for no
more than two units.
' 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 are environmentally sensitive without loss of
, land value. It also allows for more dense forms of housing development, thereby reducing
housing costs.
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FWCC — Chaoter Five. Housing
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 subdivisions disconnected from the urban fabric. There are
some mobile home parks and a few duplexes located in the City. However, in the last six
vears 792 senior or assisted housin� units and 24U convalescent units (skilled-care beds)
have been built. The rest of the housing stock tends to be two and three story apartment
buildings. _ • •
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FWCC — Chaater Five, Housing
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. T"' ' a '*' ��- a a
l;.,o.i ;,, +l,e;r 1,.,.w,o� f r ,,,�,,., .,o„-� �,,.1 e;*l,e,. ..�.,,,.,+ �+� ,-.i ., ., t.,�,..e,. .,1.10 +�.
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', . 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 neighborhood environment. It should reassure residents that they will be able
to afford to live close to their jobs, friends, and families. It will also help preserve and
maintain neighborhoods that include a healthy mix of ages and incomes.
Housing Affordability and Special Needs Housing
T.'oae.�.�l \7V.�i� l�.�o � �f fl�o l�;Rl�oo+ L.�„o;.�R ....o+o /f r 1��1�M .�. ro�l .�ra re«1�.�1 l�n„o;��l
,. c,,,,�a.,,o�+ rr;,,,. �,,,,,,h. ,.�,,,,,,,,.,;*:e�� �,,,..,o.,o,.� ,,., 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 ' . The increasing number of
low-income households 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.
The GMA and ' CWPPs require that municipal
jurisdictions adopt strategies for providing a"fair share" of identified regional housing
needs. The �����s CWPPs set a target of ^,°�'' *^ �,"� 2,290 new
affordable housing units in the City by the year �8-1-� 2022. Of that number, �A
�,� 1,238 must be affordable to very low-income c:itizens.
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. ��e�is�es The CWPPs 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 additiona1500 beds countywide.
Revised �899 2002
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"'*� According to the 2000 census, the proportion of elderly at 7.7 vercent is smaller
in Federal Way than in neighboring South County cities, except for Kent. ��s
c o/f.G `l l 4�11 !. ') 4 F41� r�»l otir�r� .v� 100/1 �vitl+ n.��41.0.� l. G"7 !.
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,.o„,. �,o..,,00., +�,o .,,,o� „� cc .,,,a �n, 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 population; 2) they are relocating to find affordable housing; and 3) a large number
of senior housing units *'� ' �'*� ~ '"' +� '"°°° " �°`'°""
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� have been recently constructed. Because women tend to live longer than men, this
population will be predominantly female.
Elderly people are 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 traffic corridors.
According to the 200�-2003 King County Consolidated 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 large unmet need for emergency
housing in South King County for victims of domestic abuse.
King County jurisdictions receive Housing Opportunities for Persons with AIDS rental
assistance funding from HiJD. Federal Way participates in the oversight of this program
with Seattle acting as the lead authority. 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.
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FWCC — Chaater Five. Housing
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 hel�. 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 aze 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 homelessness 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.
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 impact a
child's ability to focus his or her full attention on education.
There is also a need for transitional housing for homeless individuals and families. State
and federal rules restrict the length of stay in emergency shelters to 60 days. So, after
many families have e�austed 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 Gex}pFe�ie�si�e
� FWCP be coordinated and consistent with goals and policies set forth in the other
� chapters. This is especially true of the Housing chapter, particularly as it relates to
the Land Use and Transportation chapters.
The GMA also requires that City policies for affordable housing be consistent with
' CWPPs. 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 distribution of
affordable housing. This type of housing is most appropriate in urban centers that contain
jobs and good public transit access. �
Revised �894 2002 V-18
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� FWCC — Chaoter Five, Housing
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), the Communitv Business zone along the SR-99 and
I-5 corridor, and to a limited extent in the neighborhood retail centers. In addition, senior
� housin� is allowed in the Business Park and Office Park zones. All of these locations are
or will be well served by public transit. The City has also determined that housmg, 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 persons 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
CDBG, Home, and other Countywide funding
� initiatives 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 in the City's provision of housing services, and to help eliminate duplications of
effort, the City should continue to coordinate with the King County Consortium and other
I� South King County cities when designing and implementing housing and housing related
services.
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5.4 HOUSING CHAPTER GOALS AND POLICIES
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The following section provides goals and policies for providing, preserving, and
� improving housing conditions in Federal Way. These 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.
Overall Goal
� Preserve and protect Federal Way's existing high quality residential neighborhoods
and promote a variety of opportunities to meet the housing needs of all residents of the
community and region.
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Preserving Neighborhood Character
Goal
HG1 Preserve and protect the quality of existing residential neighborhoods and
require new development to be of a scale and design that is compatible with
existing neighborhood character.
Policies
HPl High-density housing projects, with the exception of senior housing, will not be
permitted in existing single-family residential neighborhoods.
HP2 Design guidelines should be adopted potentially in subarea plans that will
specify in detail neighborhood character and require that new housing be
consistent with these design guidelines.
HP3 Amend development regulations to accommodate a diverse range of housing
forms that are compatible with neighborhood character and create an effective
transition between the City Center, business areas, and residential
neighborhoods.
I�P4 Continue to �4allow accessory housing units within single-family
neighborhoods that protect residential character, ensure proper access, maintain ,
specific design standards, and comply with all applicable laws.
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HPS Maintain a strong code enforcement program to protect residential areas from
illegal land use activities. �
HP6 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 share of onsite and offsite improvements.
Community Involvement And Development Review
Goal
HG2 Involve the community in the development of new housing to a degree that is
consistent with the scale of impact on the surrounding neighborhoods.
Revised �A98 2002 . . __ V-20
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Policies
� HP8 Encourage public input into development of planning and regulatory
documents through a formal public process characterized by broad, thorough,
r, and timely public notice of pending action.
HP9 Consider the economic impact of all development regulations on the cost of
housing.
HP10 Maximize efficiency in the City's development review process and ensure that
unnecessary time delays and expenses are eliminated. Provide streamlined
permitting processes for development that is consistent with the
P-� FWCP and FWCC, and that has
no adverse impacts.
HPll Encourage community input, where appropriate, into the development permit
process by providing thorough and timely information to the public.
HP12 Assist developers with housing proposals at the earliest possible opportunity,
including preapplication meetings to produce projects that can be reviewed
quickly and maacimize their ability to receive permits.
� Diversifying Housing Choice And Design
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 divers� the range of housing types
� available in the City.
Policies
HP13 The '' FWCC and Land Use chapter of the
��l�e�� FWCP will be coordinated to allow 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, arid adequate
infrastructure to support housing development.
HP14 Amend development regulations to encourage superior design and greater
diversiTy of housing types and costs through such techniques 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.
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FWCC — Chapter Five, Housing
HP16 Consider reducing minimum lot sizes to allow construction of smaller,
detached single-family houses on smaller lots.
HP17 Continue to permit mixed-use residentiaUcommercial development in
designated commercial areas throughout the City. Include developer incentives
and design standards.
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HP18 Establish administrative procedures to permit innovative housing designs,
provided they are of high standard and consistent with the Ge
FWCP.
HP19
HP20
� Continue to provide incentives, such as density bonuses, for
providing a portion of affordable housing in new developments.
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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 ' the CWPPs and tk� needs of the
community.
Policies
HP21 Promote fair housing access to all persons without discrimination.
HP22 As estimated by ' CWPPs, maintain sufficient
land supply within the City to accommodate 17 percent of the City's projected
net household growth for those making 50 to 80 percent of King County's
median income and �4 20 percent making less than 50 percent of inedian
income.
HP23 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.
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 local requirements and
is compatible with the character of the surrounding neighborhood.
Revised �998 2002 V-22
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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 ^°*�� gross area.
HP28 Explore federal, state, 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 concerns, or
constitute a nuisance.
HP30 Support taaL 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.
IiP32 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.
HP33 Integrate and coordinate construction of public infrastructure with private
development to minimize housing costs wherever possible or practicable.
Special Needs Housing
Goal
HGS Develop a range of housing opportunities that meet the requirements of people
with special housing needs, including the elderly, mentaldy ill, victims of
domestic abuse, and persons with debilitative conditions or injuries.
Policies
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HP34 Remove existing regulatory barriers to siting special needs housing to avoid
concentration and to ensure uniform distribution throughout all residential and
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FWCC — Chaoter Five. Housing
HP35
HP36
HP37
Goal
HG6
Policies
mixed-use zones, subject to performance standards that protect residential
amenity, ensure proper access, and maintain design standards.
Review permit applications for special needs housing in close coordination
with service providers and the City's Human Services program.
Assist local service organizations and self help groups to obtain funding and
support.
Ensure that access to special needs housing is provided without discrimination.
Develop emergency shelter and transitional housing facilities for the homeless.
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
HP40
Coordinate City actions related to homelessness with the City's Human Services
Program and other shelter providers.
Continue to permit emergency and transitional homeless facilities within the
City.
HP41 Emergency shelters and transitional housing should be regulated to avoid
concentration of facilities, mitigate impact on surrounding uses, ensure that
such housing is properly managed, and avoid significant impacts on existing
residential neighborhoods.
Regional Participation
Goal
HG8
Policies
HP42
HP43
Revised �989 2002
Coordinate and integrate the City's program with other area housing and
service providers.
Policies and regulations related to affordable housing should be consistent with
�i�e CWPPs and multi-county policies.
Establish effective links with King County and other area cities to assess need
and create housing opportunities for low income and special needs households,
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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.
� HP45 Ensure equitable and rational distribution of affordable housing throughout the
region that is compatible with land use, transportation, and employment
� locations.
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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 ^°°* �.�° .�°°�° future.
1. Develop an inventory of public properties no longer needed for use and
which may be available for affordable housing. Evaluate use of such property
for affordable housing against all other competing public uses.
2. Inventory and report on the estimated number of units for each income
segment for purposes of Countywide monitoring of capacity for housing
development.
3. �►�� Continue to monitor residential development on an annual basis
� 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.
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FWCC — Chapter Five. Housing
5.5 IMPLEMENTATION ACTIONS
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 neighborhood 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
the entire region, and to seek and develop funding opportunities and
strategies.
8.. Prepare and periodically update a housing needs assessment.
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FWCC — Chapter Five. Housing
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 incentives, 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 consistent with the
Ge��p�r��si�e� FWCP �e�e and FWCC, and ensure
they hav�ge no significant adverse impacts.
■ Encourage affordable and special needs housing around the City
Center.
■ Adopt Zero lot line standards.
■ Reduc�xge minimum residential lot sizes.
■ Establish maximum and minimum requirements 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 2898 � V-26
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� FWCP — Chaoter Six, Capital Facilities
CHAPTER SIX - CAPITAL FACILITIES
� 6.0 INTRODUCTION
� The City of Federal Way is expected to add'�°*�•�°°^ ' 2 ,'" �°^a '�, 6,188 housing
units and ��, .,„ i��n nn � ,481 jobs between the years � 2001 and �l� 2022.
� 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.
�1 The Growth Management Act
The Growth Management Act iGMA� refers to capital facilities planning in two of the 13
statewide planning goals. The two relevant goals are:
l. Urban growth. Encourage development in urban areas where adequate
public facilities and services exist or can be provided in an efficient manner.
2. Public facilities and services. Ensure that those public facilities and services
� necessary to support development shall be adequate to serve the development at
the time the development is available for occupancy and use without decreasing
current service levels below locally established minimum standards.
�� More specifically, the GMA mandates that the City prepare a capital facilities plan which
contains the following components:
■ An inventory of existing facilities owned by public entities, showing the
locations and capacities of the facilities.
■ A forecast of the future needs for such facilities.
■ The proposed locations and capacities of expanded or new facilities.
■ At least a six-year financing plan that will finance such facilities and clearly
identify sources of public money for such purposes.
■ A requirement to reassess the Land Use chapter if probable funding falls short.
In the pages that follow, this chapter complies with the GMA requirements for a capital
facilities plan.
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FWCP — Chaater Six. Capital Facilities
Level of Service
To prepare a Capital Facilities chapter, one of the first decisions a jurisdiction must make
involves establishing a level of service (LOS) standard. The level of service standard
refers to the amount and quality of services and facilities that a community wants €eF
�� For example, the LOS for a parks system is usually described in terms of the
number of acres of pazkland per 1,000 population. If a community has a strong desire for
a good parks system, it will establish a high LOS standard for itself, maybe something on
the order of 20 acres of park per 1,000 residents. On the other hand, 20 acres of
developed parkland is expensive to acquir�, develop, operate, and maintain. As a result,
the community may be forced, for financial reasons, to accept a lower LOS standard. In
any event, *�° r'��� adopti� LOS standards for all the services and facilities � the
C� provides se-#�a��sa� would help it: 1) evaluate how well it is serving �s 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,
concunence 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.
Concunency has two levels of applicability. The first is at the planning level and refers to
all services and facilities, over the long term, and at the citywide scale. Planning level
concurrency is what this chapter is all about. It inventories all existing facilities and
services, establishes a LOS standazd for each, estimates new facility requirements to
accommodate projected growth, and develops a financing plan that identifies the
revenues necessary to pay for all the new facilities. If the necessary revenues are not
available, then the jurisdiction fails the planning level concurrency test and must take
appropriate action. Those actions include lowering the LOS standard, raising taxes,
restricting growth, or a combination of these actions. This chapter satisfies the planning
level concurrency requirement as outlined in the GMA.
The second level of concurrency analysis is project specific and only required for
transportation facilities. Specifically, the GMA (RCW 36.70A. 070[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."
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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 t� chapter three,
Transportation , , contains a concurrency management discussion.
� As mentioned previously, project level concurrency is only required for transportation
system facilities. However, the � ' ' �
WashinQton State Office of Communitv Development's interpretation (WAC 365-195-
86A{�}070 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
� local iurisdictions may fashion their own regulatory responses. "* *��° ^^�^*,''�° �'�*�� ^�
, �
^�� *�� �';*�, -��•, �_,�^* *^ ^ �;a�r ;^ *�� �.�,�°, In 2001, the Citv hired a consultant to
� prepare a Traffic Impact Fee and Concurrencv Mana�ement Svstem. The study is
expected to be completed'--• �'°�"� in the Sprins of 2003.
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'T""� �="�^ °"^���°'Local jurisdictions plannin� under the GMA are authorized to assess
impact fees for development activitv as part of financin� for public facilities, such as
parks, transportation, and schools. T* ' ', *'� ' * * ��+''° �°^ +
nr�+<srfl� r�ov :4a nl�nrn .+ftl+n irn nn4 �n r»}�lin f ni�i4ino_ - o
Impact fees must be based on an adopted capital facilities plan. In addition, the collected
fees must be used for projects that are reasonablv related to and will reasonably benefit
the development paying the fees. The fees must also be used within a specified time from
the date they were collected or returned to the payee. ,'Impact fees sax-e�}�
�. ,� + •.• + +�, ,. � ,� � + �-�, + �, o,� ±,. ..
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mav be imposed for svstem improvement costs
previouslv incurred to the extent that new �rowth and development will be served by the
previouslv constructed improvements provided thev not be imposed to make up for any
svstem improvement deficiencies. To impose an impact fee program, the City must have
a plan in place to make up any existing system deficiencies. �
Countywide Planning Policies
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FWCP — Chapter Six. Capital Facilities
Impact Fees
The Countywide Planning Policies (CWPPs) originally 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 CWPPs are the following:
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FWCP — Chaater Six. Capital Facilities
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. Interjurisdictional
planning efforts shall evaluate approaches to share and conserve resources.
CO3 Service provision shall be coordinated to ensure the protection and
preservation of resources in both �Rural aAreas 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 fi� which crosses jurisdictional boundaries
and identifies and prioritizes program elements and capital improvements
necessary to accommodate growth and protect the natural and built
environment. The 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.
C07 Water reuse and reclamation shall be encouraged, especially for large
commercial and residential developments and for high water users such
as parks, schools, golf courses, and locks.
CO10 In the �Urban aArea identified for growth within the next ten years, urban
water and sewer systems are preferred for new construction on existing
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
permitted consistent with the provisions of the King County Sewerage
General Plan, Countywide �g Policies, and the 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
aAreas, 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
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the city in whose potential annexation area the extension is proposed.
� Within the �tUrban aArea, as time and conditions warrant, cities should
assume local urban services provided by special purpose districts.
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FW32 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 interjurisdictional
process established by the GMPC, or its successor.
LU29 All jurisdictions shall develop growth-phasing plans consistent with
applicable capital facilities plans to maintain an �Urban aArea served with
adequate public facilities and services 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. T'he phasing
plans 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:
� ■ Phase and limit development such that planning, siting, ��e�
densi and infrastructure 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 hard 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 t�es, sales taxes, utility taxes, impact fees, and business and occupation
t�es. The other category of funds a�s is called "one time" funds because the City cannot
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Revised �990 2002 VI-5
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FWCP — Chaater Six, Capital Facilities
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 facil;ties or maintenance and operations. 'riowever, 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 finance capital facilities in the Fall of 1995. As part of that bond issue, voters
were asked to approve a permanent utility t� 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. T'he Hylebos Creek Basin consists of the West Branch Hylebos
Creek, East 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 VI-1(maps are located at the end of the chapter) dess�b�s
shows the planning area boundary, and ', ' boundaries. Map YI-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 Surface Water Facilities Plan, the City completed an inventory of the
stormwater 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 manmade 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. The City has
gone to a regional system for detention/retention of surface water. Several regional
detention/retention facilities have been, or will be, constructed to handle stormwater
runoff. However, individual developments must treat stormwater on site prior to releasing
it to the regional system.
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 various lalces, streams, and
wetlands. This model uses the following design or LOS standards:
Revised �999 2002
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Based on model results, utility engineers annually update a detailed �8 10-yeaz capital
facilities plan. The plan identifies projects, prioritizes them, estimates the cost, and re-
examines the utility rate structure to ensure that there is sufficient funding available over
the next �8 1.0 years to construct these projects (Table VI-1, at the end of the chapter).
Locations and Capacities of Future Facilities
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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 Pian
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FWCP — Chaoter Six. Capital Facilities
■ 25-year storm conveyance capacity on lateral systems;
■ 25-year storm conveyance 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
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. The
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.
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FWCP — Chaoter Six. Capital Facilities
6.2 TRANSPORTATION
The GMA requires that local jurisdictions prepare a transportation chapter as part of the
Federal Wav Comprehensive Plan F( WCP). 'The GMA also authorizes jurisdictions to
assess impact fees for transportation system improvements that are necessary to
accommodate the traffic created by the new development. In order to assess impact fees,
the capital facilities plan must include the list of transportation improvements and
associated costs that necessitate the impact fees. Discussion related to Transportation-
related capital facilities can be found in FWCP Chapter 3, Transportation.
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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 (�isl�
.,,�� .,a,,,,+va w., ,.o� ,. „.t,;� ,.i.,,,� and 2000 'r�,o �nnn n�.,., .,,;» �.e .o.,;o.,,ea ., ,..,,+
' This plan, which is now called the Parks, Recreation, and
Cultural Services Plan 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 Annexation Area (PAA). The boundaries changed in
the 2000 Parks Plan and are based only on the City limits of Federal Way. As in previous
plans, the � Parks Plan has been subdivided into subareas, referred to as Park Plannin�
Areas, (Map -T� YI-3 for purposes of long-range planning.
The -�-�I-S 2002 Parks Plan update�s the inventory to include new parks added to the
City's system. In addition to City-owned parks and open space, the �888 Parks Plan also
lists school district, state, and county facilities, as well as private recreation facilities.
Map VI-4 d�ssr�s depicts the location of major parks and open space within the Federal
Way planning area. Table �3 VI-2 summarizes this inventory as of January �A89 2002.
Table � VI-2
of Eaisting City Parks-and Recreation Areas
Land 4�:9
rk Land �-S�:A
'ederal Wav 836.8
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When the City incorporated in 1990, there were approximately eight acres of parkland
available per 1,000 population in Federal Way. Since that time, the City has purchased
additional property and developed new facilities. These include the Lake Killarney Open
Space Park Heritage Woods Neighborhood Park Wedgewood Nei�hborhood Park, BPA
Trail I, II, and III, purchase of the Armstron� property, Lake Klahanee Community
Senior Center, Dumas Bay Centre , Celebration Park,
and Steel Lake Annex facilities. These parks and facilities are described in greater detail
in the �''� Parks, ' , Plan. 'r"° , °o, °�a
� ooc n� t, a t� •a • t t f o „f � � i., ,.o,. � nnn_,,,,..,,:.,r;,,,. :,,
T> »��� c r � r r
+i,o �;,�. „„,� � n n, As of -�9-9-9 2002, the City is s�� providing � 10.1 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 addition to acquiring and developing new facilities, the City has taken 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 operates 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 � 10.1 acres of parks and open
� space per 1,000 population. This inventory includes City owned parks and open space
within the City limits. The City currentiv provides 846 acres of park land, which the City
maintains and operates. Of the tota1846 acres, 493.5 acres is developed for recreational
� use areas and 352.5 acres is still undeveloped. Note: Washington State Parks has a
regional park facilitv within the Citv limits which residents often use. Dash Point State
Park is 230 acres of state land which provides a regional (statewide) recreation use for
camping swimming picnicking, walking trails, and beachfront. The state park land is not
� included in the Citv's LOS simplv because the state owns, operates, and maintains this
facili . For the purposes of parks planning, the recommended LOS standard in the City's
Parks Plan and this Capital Facilities chapter is 10.9 acres of City owned parkland per
� 1,000 population.
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Revised �998 2002 VI-11
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FWCP — Chapter Six, Capital Facilities
Forecast of Future Needs
T'he 2000 Parks, 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 �89 1,000 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 performing arts center.
locations & Capacities of Future Facilities
Map �S VI-4 indicates the location of the parks, recreation facilities, and open space
subareas the City will need to maintain the adopted LOS. The Parks Plan breaks the
planning area into subareas and addresses future facilities at the subarea level. For more
details about the type, size, and cost of these new facilities, please refer to the �8A8 2002
Park , ' , ' Plan.
Finance Plan
Table -u�4 VI-3 (Parks Six-Year Capital Improvements Plan, 2002-2007) describes the
proposed parks projects that will be needed between now and the year 2012, together with
cost estimates programmed by year. Table -Tr�4 VI-3 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 �89A 2002 City of Federal Way Parks, Recreation,
and Open Space Comprehensive Plan for detailed information on the finance plan.
T'he City annually updates its Parks & Recreation capital improvements program. T'hese
updates reflect new project priorities, eliminate projects that have been completed, and
add new projects to the program.
6.4 Community Facilities
Significant community investments have been made in the last 10 years to implement the
community's vision for Federal Way. In addition to the investments in the surface water
transportation, and parks areas, the City also acquired and improved a basic set of
community facilities to house City overations and�rovide space for communitv
atg herings and recreation.
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The City acquired the current City Hall, Klahanee Communitv/Seniar Center, and Dumas
� Bav Center (a conference and retreat facilitv) in 1993. Strong local support in community
recreation and arts activities translated into the
co,,;,,,. �o„+o,- ;,, , ooz +�.o City Council's adoption of a 2% For the Arts ordinance to
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� provide funding for arts in public places in 1994, and the construction of a the 254-seat
Knutzen Family Theatre in 1998.
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Table T�I-3
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r;,�,�� ;,,,.,,,.,,,,,..,*;,,,, :,, � oon. Since 1995, the City brou�ht a number of contracted
services in-house to meet public demand for more responsive and responsible
�overnment services. Among these services �vere the formation of the Federal Wav
Police Department (1996), street maintenance operations (1998), and the municipal court
2( 000)• 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
-TLI-3 YI-4 and Map ��rVl-S.
Projected Community Needs
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T'he City has identified a number of facilities to help deliver services more efficiently and
adjust to the chan�in� demo�raphics of this communitv in the future. These proiected
needs are beyond the City's ability to fund within the six-year plannin� horizon.
However, in order to keep the community's vision alive, we purposelv did not exclude
any of these community proiects. The City Council will periodicallv review and prioritize
these projects and provide funding when available. A description of these facilities with a
summary list is provided in Table VI-5.
Table �-S VI-4
Summary of Existing Community Facilities
Building Name Own/Leased Use
Sg. ft/Occupancy
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City Hall Own City operations not otherwise 27,180/�8110 FTE and
Public Safety
(3 locations)
Municipal Court
listed
Leased Police Operations
Leased Court Operations
Council Chamber
�5-08A�148 23,000/150 FT'E
�588 6.700/11.75 FTE and 2
courtrooms
Revised �098 2002
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Building Name Own/Leased Use Sq. ft/Occupancy
� Kiahanee Own Community recreation and Rec. 11,200/13 FT'E, gym, kitchen,
Community/ Senior operations etc.
Center
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Steel Lake Annex Own
Steel Lake Own
Maintenance Shop
Dumas Bay Center Own
DBC
Knutzen Family Own
Theater at DBC
Miscellaneous Leased
Outdoor Storage
Daycare, arts and crafts programs 1,161/program only
Maintenance operarions, outdoor �8-59 1,060 officel�-S 32 FTE
equipment and material storage 61,000 storage yard
Public park, meeting/banquet/
overnight lodging
6 meeting rooms, 70
overnight rooms, 12 acre park
ground
254 seats performing arts theatre
and rehearsal hall
Street maintenance material and
pazk equipment storage
10,000 material storage
2,000 equipment storage
Miscellaneous Indoor Leased Spare office equipment/facility 260 sf. ft.
Storage parts/records �8 2,160 cubic ft boxes
stored offsite in a document
stora�e facility
Table �6 VI-S
Projected Community Facility Needs
2001— 2010
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Type of Facility Ye�. Size Cost
s�f millions
1. Municipal Facility: Public Safety and 2�4 109,000 $28.5
General Gov't Operations
2. Senior Center " ` ' `6 20,000 $4.5
3. Community Center ` 6 45,000 $17.5
4. Indoor Competitive Sports Facility 2009 75,000 $10.0
5. Performin� Arts Centre 2010 50,000 $25.0
6. Maintenance Facility 2010 90,000 vard � 5
3,500 office
7. Other Misc. Improvements $250k per year $1.2
TOTAL $91.2
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Municipal Fqcility (General Government. Police, and Court Operations)
The '�''�'� Federal Way Police Department was formed and began full service on
November 16, 1996. The department
,,,�,,,,*eo,.� .,* *�,o o„a „f � o00 „a ; e..+�.. .. � grew from 110 full time
equivalent (FTE) employees in 1996 to 150 FTE emplovees and over 90 volunteers in
2002. The department occupies 23,000 square feet of leased space in three separate
buildings, i: iix^oia��i3�Sl��S�&��6�35 �� w�S� W&��6E4�tk' 6�ii� AT...+1, D .o..:....+� .�,..i .+.,
' ' ' ' . in an office/warehouse comvlex
near City Hall. The current spatial requirement for the department is believed to be
approximately 26,000 square feet.
The Municipal Court s��-i�s began operations on January 4� 2000. �V1t
�,>„ ,.,.,,,a-..,,.,..,� .,,,a ,.e,.,,,-a� �+,,,..,,.o �,,....o„+��, .�,e ae.,.,..►.Y, . ti �n ��> > + a • �
.. ..............> � ..... .... �...w.� .
� The department has 13 FTE employees operatin� two courtrooms. Currentiv, the
department occupies 6,700 square feet of modified office space adjacent to the police
facility. ' ' . The court
caseload in 2002 indicated that a third courtroom, lar�er lobbv, and small meetin� rooms
are needed. The current spatial requirement is estimated to be around 9,000 square feet.
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Additional space will also be needed for general government operations to accommodate
the increased services and overall �rowth of the City. A preliminarv program-level
assessment indicates that the current Citv Hall will need around 35,000 square feet,
versus the 27,000 square feet available.
The City has $7.5 million set aside for the police and court facility. Currently, $4.5
million in �eneral obli�ation bonds are financed bv a 0.5 percent utilitv tax, interest
earnin�s from bond proceeds, and additional contributions from �eneral fund savings.
Both police and court leases will expire in June 2004 without an extension. The Citv
Council has appointed a citizen committee to review the current and projected spatial
needs and developmenbfinancin� options. Based on a preliminarv analvsis, it appears
that the additional cost can be financed by extending the 0.5 percent utilitv tax after the
initial $4.5 million bonds are paid off.
Revised �A99 2002
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� Municipal Facility Need Assessments
• 40,000 — 45,000 square �^^*�� feet additional space in the near term, and
� 80 000 to 85,000 square feet bv 2020 in addition to the existin� City Hall
• ��g� Four to five-acre site
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development cost for a facilitv to accommodate the Citv's lon�-term needs is
proiected to be approximatelv $20 million to $30 million
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Maintenance Facility
� The Parks and Public Works maintenance facility is located at 31132 28�' Avenue South.
The entire site is approximately � 1.4 acres, with 1060 square feet of office space and
a 61,000 square foot fenced stora�e yard. The site was �exs� formerly a fire station
� and was transferred to the City after incorporation. Today, the old fire station office and
meeting room areas house the operations and the fire truck maintenance bay_ a� �The
yard provides materials, supplies, vehicles, and equipment storage for
� departmental operations.
Parks Maintenance operates seven days a week, two shifts per day. T'he 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 a locker room Public Works streets and surface
� water maintenance operations have simiIar needs for office space; ' ' '�
rvrit-envovnxPi= 1� .1 '+1. �' 1.7 TI� D 1�1' UU 4 �.+tor.�++..o �++�+o+�.�tinrL..l�..� 1��.�00
r
aa •.• � ,� , • t ,� +�, ,,,,��;� n„�,�;�_�x�,,,.v° operatesing
^:o: ,^;o„
uvo -r � ------ r --- ------ "------ ------ --- -------- - - .._ _ ..., ___ .. ..-'-
Monday through Friday, year round �# one shift eQ r day Both Parks and Public Works
;� maintenance operations tend to intensifv during the summer months and require up to 15
part-time, seasonal workers at any �iven time.
� T„ �nnn +�,o �,.;r,h, �,.,� .,..,,,.,,�;,,,.,+a�.. �n nQn �e 61,000 square feet of ses�e� storage
a� yard space is needed to accommodate�25 vehicles and 45 various types of mobile
equipment. , The limited space provides only
� minimum storage s�ace and restrict�s the turning radius �e of the large equipment
and vehicles used for these operations. To meet
this challenge, the City }s leas�ges off-site indoor and outdoor storage space for
� equipment a� emergency supplies, and materials for snow and ice operations.
Although there are existing drawbacks and constraints �, the site ��s�ie�
� � is adequate for existing purposes when supplemented b3� with leased storage
spaces. Future expansion e�e--s�t� is possible t#�eagl� with the acquisition of adjacent
properties �s�ss� to the north. 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.
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A larger facility � would improve operation efficiencies by increasing storage capacity
for vehicles, equipment, and materials. A maintenance yard space of approximately
�AAB 90,000 square feet is recommended .
Maintenance Facility Recommendation
• 3,500 square feet for office space, accompanied bv a�BAA 90,000 square foot
storage �as� yard
•�--3 Three to five acre site
• Development cost is estimated at $2 million
Community Center
Based on current trends in community center construction and �#e increased participation
"� in the City's recreational programs, a larger, multi-purpose facility
would better meet the needs of the community. A number of community centers that have
been s���� built throughout the region � recent� ��have �se a variety of
uses and spasetial arrangements. These facilities attract a large customer base a�
projectin� community pride and quality of life images that distinguish them from the
surrounding communities. Some of the more notable examples are the Gcenters at
Norpointe, Kent, Tukwila, and Renton.
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While Klahanee Lake Community/Senior Center serves existing community and senior
services needs, the limited parking and the size of the facility continue to restrain the
nature and type of uses possible. A larger communitvi center similar to those listed above
would cost approximately $17.5 million; includin� land acquisition, site work, parking
lot, desi�n and en in� eerin�, permit, utility connection, construction, building furnishings,
and equipment.
Community Center Facility Recommendation
• 45,000 square foot facility
•�-S Three to five acre site
• Development cost assumption � $17.5 million
Revised �999 2002
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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 � recognizes �l�ii�a� the need to increase its
� focus on provideing facilities and services geared to the needs and interests of e�ie�
�sid�s this segment of the population.
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The existing facility could be transformed into a very functional senior center with only
minor modifications. The growth demand for senior facilities could be
met if it is used exclusive� for this the purpose. The gym could be fitted with a divider
that would provide increased flexibility for programming and then be retracted for large
events such as bazaars and dances.
While keeping and turnin� KLCSC ���g-� into a senior-only facility is achievable
� at a minimum cost, the facility's restrictive parking se�� and lack of public
transportation service remains an issue . There is
considerable interest from the communitv in a larger, more accessible senior center that
� could be developed as part of a future communitvi center or other public facility(s).
Proiected cost includes equipment, fixtures, and furniture.
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Senior Center Facility Recommendation
• -��89 20,000 square foot facility
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• Collocate with community center or other public facility
• $4.5 million, construction only
Conference/Performing Arts Center
In 1994, the City of Federal Way, through the Arts Commission, asked
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,
market research with residents of the City and surrounding communities, interviews with
key community leaders representing government and business, and meetings and
workshops with the steering committee, all of iv#is�� whom provided base information.
T'he study recommended a performing arts center to seat 1,000 patrons and a visual arts
gallery.
The �89A-s�a� performing arts center proposed in this study included design criteria that
� incorporated multi-level seating to accommodate a�-€ev� as 500 — 600 people on an
orchestra level a� while still achiev�ing intimacy for audiences.
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The 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 on1y.
Site requirements called for a minimum of five acres; two acres for the facility and three
acres to provide for surface parking and to meet additional code requirements. The full
developmental cost is expected to be $25 to $30 million.
Maintenance and operation costs for fi�s-s��e-e€ a facility of this size were estimated to be
$705,000 per year. �1��� Proiected revenues �ej�st��� usin 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
• �9 5�000 square foot facility
• � Two-acre site
• $�3 $25 – $30 million
Multi�urpose Competitive Sports Center
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The City of Federal Way enacted a 1% lodging tax and formed the Lodging Tax
Advisorv Committee (LTAC) in 1999 to promote and enhance the local tourism industrv.
The committee has commissioned a feasibilitv studv for an indoor competitive sports
facility that will increase visitors' stav in local hotels and comvlement the Aquatic Center
and Celebration Park, two other re�ionaUnational amateur snorts facilities in the Citv.
A number of development concepts have been considered, one of which is a facilitv for
basketball and volleyball tournaments with an athletic club for training/conditioning to
generate on-�oin� usa�e and revenue. One of the considerations for such a facility would
be its abilitv to be financiallv self-sustainin�. It would also ideallv be developed and
operated by the private sector, with minimum or no public participation.
Conference/Performin� Arts Facilitv Recommendation
-__ 75,000 square foot facility
• Five-acre site
•$8 –$10 million development and construction onlv, to be funded bv private
developer
Financing Plan
`x� �It is desirable to have all theses facilities in the community , as
soon as possible. However, unless they are funded with et�g� 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
Revised 2AA9 2002
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i� a permanent �public �Ssafety �facility, �which is substantially fur�ded�,
� ��� additional space for �eneral City operations is subject to resource availability
includin� a potential continuation of the 0.5 percent utility tax, °�� r°m°;^;^^ f^:';+;°° °�°
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The CiTy updates its capital improvements program every other year in conjunction with
its biennial budget process. These updates will reflect new project priorities and funding
availability.
6.4.1 SCHOOL FACILITIES
This section summarizes information in the Federal Way School District No. 210,
, °T °°� 2001/02 Capital Facilities Plan (School Plan) and adopts the School Plan by
reference. This plan covers the entire Federal Way School District which includes the
City of Federal Way, portions of the incorporated City of Kent, City of Des Moines, 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.
Inventory of Existing Facilities
Map VI-6 shows the location of every school in the District. Table -i� YI-6 summarizes
the District's student capacity. The District has sufficient capacity in the existing schools
and portable buildings to house all of the students in the District.
Program Capacity
The School District has established a Standard of Service, similar to LOS, for itself,
� which it calls "program capacity." The District's program capacity is based on: 1) the
number of students per classroom; 2) the number of classrooms per school; 3) the number
of classes that can be held in each classroom per day; and 4) other operational conditions.
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Table -T�--� VI-6
Summary of Existing Facilities Capacities*
� 2000 �eea �eA� �ee� �ee� �eea �ees
CAPACITY Actual 2001 2002 2003 2004 2005 2006
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Elementary School 11,131 11,105 11,079 11,053 11,027 I1,001 I1,001
Junior High 4,721 4,'721 4,721 4,721 4,721 4,721 5,521
A ��-ii� ^,-,-'� 4�48 4 b g g
Senior High
4,325 4,325 4,625 6,095 6,095 6,095 6.095
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TOTAL 20,177 20,151 20,425 21,869 21,843 21.817 22,617
'NOTE: These capacities are for buildings only and do not include portable classrooms. These capacities aze based on the maximum use oF
the buildings.
Program Capacity assumes that the average class will serve the following
numbers of students:
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
' GA1'E is the Gifted and Talented Education program
•s 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. These measures may include double shifting, modified school calendar,
and year-round schooling. These measures have been used in the District on a limited
basis, but not District wide.
Forecast of Future Needs - Student Forecasts
The School District's
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Revised 2889 2002
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Business Services Department prepares a forecast of student enrollment annually.
Projections are detailed at various levels� district total, school-building totals, and Qrade
level totals Special populations such as vocational students special education students,
and English as Second Lan�uage students are also included in the forecast.
The basis for proiections has been cohort survival analvsis. Cohort survival is the analysis
of a�roup that has a common statistical value (�rade level) as it progresses through time.
In a stable population the cohort would be 1.00 for all grades. This analysis uses
historical information to develop avera�es and project the averages forward. The District
uses this method with varying of historv and wei�hting factors to study several
proiections Because transfers in and out of school svstem are common, student migration
is factored into the analvsis as it increases or decreases survival rates. Entry grades
(kindergarten) are a unique problem in cohort analvsis. T'he District collects information
on birth rates within the District's census tracts and treats these statistics as a cohort of
kinder�arten for the appropriate enrollment years.
Long-rang proiections that establish the need for facilities are a modification of the
cohort survival method. The cohort method becomes less reliable the farther out the
proiections are made. The School District studv of lon�-range projections includes
information from jurisdictional planners and demo�raphers as thev proiect future housin�
and population in the re�ion.
Table -T� VI-7 describes increased enrollment through the year �&S 2006. It shows that
the School District's student population will grow steadily every yeaz with the highest
growth in junior high/middle schools. The District has compared existing school capacity
with growth forecasts. New construction, modernization and expansion, and additional
portable purchases will mitigate the deficit in permanent capacity for the next six years.
As an outcome of recommendations from a Study and Survey Committee, the Board of
Directors has approved moving to 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
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Federal Way School District Student Forecast
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FWCP — Chaoter Six, Capital Facilities
Location and Capacity of New and Improved Schoo! Facilities
One new middle school, one new high school, and one senior high school replacement
are planned for the District over the next six years. Scheduled improvements are:
■ Harry S. Truman High School (Replacement) 31455 28�' 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 -V� VI-6.
Finance Plan
Table � VI-8 describes the School District's six-year finance plan to support the
school construction. The table identifies Q''',''��- $25,996,153 available from secure
funding sources and an additional $$�3A8 $58,885,000 anticipated from other
funding sources between �A88 2001 and �A85 2006 These funds will cover the
Q $82,601,092 in planned project costs to the year �S 2006.
The School Plan states that state matching funds and impact mitigation fees, if realized,
will be used to decrease the need for future bonds or will be used on additional capital
fund projects. The School Plan currently covers the years �88A-�99� 2001-2006. 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 reyuirements.
6.4.2 WATER SYSTEMS
This section summarizes the Lakehaven Utility District's 1998 Comprehensive Water
System Plan (Water Plan, incorporated by reference) while providing up-to-date
information where warranted. Map -K�� YI-7 shows fi�e Lakehaven Utilitv District's
(hereinafter referred to as "the District" in this section) water service area boundary.
Other purveyors provide water to portions of the District's corporate area. The Tacoma
Public Utilities, for example, serves an area on the west side of the District corporate
area. Highline Water District serves a small portion of the north side of the District's
corporate area Ma VI-8 . The City of Milton serves a small area on the
south side of the District's corporate area that is within the City of Milton limits. Areas
on the east side of I-5 within the City limits of Auburn and Pacific �es�i�� are provided
water service bv � the District by agreement with the cities. These areas are at a
higher elevation than the valley cities can cost effectively serve.
Revised �999 2002
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CAPITAL FACILITIES
FWCP — Chapter Six, Capital Facilities
Table VI-8
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1. Ihese fees are currendv beina held in a Kin¢ Countv. Citv of Federal Wav, and Citv of Kent impact fee account, and will be available for use bv the District for '
svstem imorovements.
2. These funds come from various sales of land and aze set aside f� estimated exoenditures.
3. These funds will be used for tuture oroiects.
4. These are uroiected fees based uoon lmown residrntial developments in �e District over ibe next six veazs.
5. 7lrcse funds are nroiected state matchina funds.
6. These funds are oroiected land sale income. �
7. These fees represent t6e cost of movin¢ and sitinx existinQ oortables and purchasinQ new portables. The District mav choose to vurchase new pottables in the
yeazs shown. This estimate mav also include the cost of purchasins these vortables.
8a ?hese oroiects have been anproved bv the Board of Directors and cover most schools 7'hese aroiects do not increase cauacitv These oroiects include oarldn¢ and
vedestrian safetv imvrovements at IS dementarv schools.
8b._These proiects have been aooroved bv t6e Board of Directors and cover most schools. These oroiects do not increase canacitv.l9tese woiects include: school �
networks infonnation and libraty systems• new classroom start un• elementarv ulavarounds and hish school saorts fields• music equiomenh and emtreencv
communication.
9. New secondarv canacity is t6e middle school comoonent of the bond. This is shown as middle school in the imnact fee calculations. The District is roseazchin¢
small sc600l solutions that will increau caoacitv for studeats in the secondarv arades.
10. Site_purchase for the hivJ� sc600l of 53.2 M was com�lete in the 2000 calendaz year. �
11. Site uurchase for the middle schooUnew secondarv caaacitv, site or sites to be determined.
12. Total exoenditures throu¢6 the 12/31/2000 for the senior hi¢h school is 5752.33I.
Revised �998 2002 VI
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The District's we11s, storage, and major components of the distribution system are located
on Map VI-9. Other facilities are described in the following sections.
Interties Control Facilities
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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. The first of three planned flow control facilities
has been constructed where the District will receive water from and send water to the
Second Supplv Project (aka Tacoma's Pipeline No. 5). Interties/flow control facilities
have been installed at �gk� nine difFerent locations with � four 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 325�' Street near 35`� Avenue SW between the
� District and Tacoma Public Utilities system and serves as an emergency
supply to a limited area served by Tacoma in the Twin Lakes nei�hborhood.
, ■ An intertie has been installed on SW 349�' Street near 30'�' 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 when the District desires water
supply supplementation.
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■ A third intertie with Tacoma Public Utilities was added in 1995 at 15� Avenue
SW and SW 356` Street to provide an additional full-time supply by Tacoma
to the District's system when water supplv supplementation is desired by the
District.
■ A fourth connection with Tacoma's Second Supplv Pipeline at l�` Wav South
and South 333'� Street will provide large amounts of water to Lakehaven
through its Second Supplv Proiect partnership Lakehaven is planning for an
additional connection to the Second Supplv Pipeline east of I-5 near Military
Road.
■ One intertie, located on Pacific Highway South at South 276`� Street extended,
has been installed between the Lakehaven and Highline Water District
s sy tems. This intertie can provide emergency water su 1 to the Highline
District.
, ■ An intertie between the systems of Highline Water District and #�
Lakehaven ��r is installed at Pacific Highway South at about South 274�
Street EmerQencv water supply throu�h t�his intertie can flow in either
� direction since the systems on both sides of the intertie operate at a 490-foot
system head.
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FWCP - Chapter Six, Capital Facilities
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■ An intertie is installed on Marine View Drive near the boundary between
Highline Water District and the Lakehaven system at South 252° Street. This
intertie can provide emergency water flow in either direction.
■ 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 basis.
■ An intertie is located at `-`R" sStreet 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.
The first of three planned flow control facilities (named SSP #2) has been constructed
at 1�` Way South and the Bonneville Power Administration (BPA) power transmission
line corridor crossin� at about South 332" Street, at the current easterlv terminus of
the Second Supply Project (aka Tacoma's Pipeline No. 5). These facilities are the
points at which the District will receive water from and send water to the Second
Supply Project. These facilities are somewhat different from "interties," in that the
District has different ri�hts to the water that will flow in the pipeline as implied bv the
District's financial interest in the Second Supply Project.
Forecast of Future Needs
The 1998 Comprehensive Water System Plan estimates future need by analyzing existing
water consumption patterns on a daily, seasonal, 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 population growth, provides
a rough estimate of the future demand for water. These numbers were reduced slightly to
account for the reduction in water consumption 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, a��-s�e�ag� and expand the
distribution system. These improvements are summarized below.
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Second Supply Pipeline
The District is currently involved in developing other sources of water. The most
� significant effort is the Second Supply ��a Project ( � aka Tacoma's
Pipeline No. 5). Based on cunent plans, the
District �eu�� will access the pipeline at three locations. ' T'he first
, flow control facilitv (to be named SSP #1) is proposed near Military Road and the
Bonneville Power Administration (BPA) �power transmission �line Gcorridor at about
South 317�' Street. The second se��st�e� flow control facility (named SSP #2) ��e
� has been constructed at the cunent easterlv terminus of the Second Supply Proiect
located at First Way South and the BPA corridor crossing at about South 332" Street.
�The third se�s�� flow control facility (to be named SSP #3) will be constructed
and �d-b� located at SW 356`�' Street and the BPA corridor crossing at 15�' Avenue
' SW (currently named Tacoma Intertie No. 3). These facilities together would add on
average, 4.6 million gallons per day (MGD) to the District's supply depending �n the
availability of water. Water available from the Second Supply ��a Proiect is
� conditioned upon adequate in-stream flows in the Green River. The expansion of storage
behind Howard Hans�on Dam will help mitigate the seasonal variation in available water.
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The City should carefully monitor this project's progress to ensure that water will be
available to meet future needs as identified in �la� the FWCP.
Water Resources
� Revised 2890 2002
The District's water service area is located in the southwest ser�� op rtion of King
County. As of ^^r:' � n, , °O'' the end of 2001, the District was serving a residential
population of approximately �A88 100,000 through �8 26,967 ��±��
connections. The water system includes approximately 458 400 miles of water main, 20
active wells, and 12 storage tanks. The average daily �s demand in 2001 was about
� 10.1 MGD.
The District's existing water sources are predominately groundwater supplies that
originate from four aquifer systems: the Redondo-Milton Channel Aquifer; Minor Lake
Aquifer; Eastern Upland Aquifer; and the Federal Way Deep Aquifer. The Water Plan
estimates that the 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 �1-8 30.5 MGD, assumin�
the District's lar�est production well, Well 10A, is out of service Since 1991, the District
has'�°°^�.g bou ht surface water from Tacoma Public Utilities from time to time to
supplement and conserve groundwater supplies. However, since October 2000, the
District has not purchased water from the Tacoma Public Utilities because aquifer water
levels have sufficientiv recovered. The District will be increasin� its water supply by over
5O nercent when Tacnma's Sec�nd Sunnlv Pineline is comnleted at the erid Of 2004 a.ild
the
ect water.
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FWCP — Chapter Six, Capital Facilities
Water Quality
Historically, the District has not had to treat its water supplies before distribution.
Groundwater quality has generally been sufficient. However, the District be�an a
cGhlorination e€�e and conosion control ireatment program in Julv 2001 for all of its
groundwater and other sources of supply (for regulatory purposes)_ '
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,,,a.,,��o,. .,,:��, ;...,,,.,+oa .�..,+o,. �.,,,,, �r.,,.,, -ri, e ,.� �x� + •r ,�.., . u �
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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 €�e treatment of the District's ground-
water supplies are the Lead and Copper Rule, the anticipated Ground Water Rule, and
Surface Water Treatment Rule due to the potential for increased distribution of surface
water obtained from Tacoma's (or other utilities') svstem(s) 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 draw down
during fire flow events and to evaluate storage equalization during multiple-day periods
of maximum-day demand conditions. The storage a�a�s�s analysis model was conducted
using the "Backup Power Approach," which is summarized in Chapter 9 of the Water
Plan. Improvement requirements based on the storage analyses include: installation of
backup power at certain wells; seismic upgrades 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).
Water Conservation Measures
The District is committed to implementing aggressive water conservation measures to
reduce per capita water consumption. These include progams such as public information
campaigns, rate adjustrnents to reduce summer and peak day consumption, and every
third-day lawn watering calendars. At present, the conservation program 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, utilizing species for landscaping with reduced
irrigation needs, and use of reclaimed water for inigation.
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FWCP — Chaoter Six. Capital Facilities
Finance Pian
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 identified several significant capital improvement projects in its Water
Plan. The scheduling of these projects is included in the Lakehaven Utility District's
�A98 2001/02 Adopted Capital Improvement Projects (CIP) (Table -T�9 VI-9, and Map
VI-10, °•,a a,r „ rn_ > >�
The District has access to sufficient funds that
can be utilized for Capital Projects and Operations. In addition , the District
has depreciation, interest income, assessment income, and connection charge monies that
it can utilize for funding the CIP. Additionally, the District can borrow money or increase
rates, if necessary, to best meet the needs of its customers.
The District has utilized a very conservative approach in budgeting for the CIP by
, utilizing the growth projections �z� developed by each of the land use jurisdictions
located within the District *� � �*" +�° ^'°+ °. °"'° �"° �'====
;-c,-vrrcxxvu�x�rv:rcm7:c a=v-pa... ., � ; _.,... ...�.,
� i. + + 1 Tf .. ...,,rl. ..�,,,*;,,,,o� .,� ;r 1,�� .,.,or_tho .,��+ �;., .,o�r� ��,,,_
.� � �....,, .,
*•a �•� a•+�, rrD + a+ �.� �.,,:�+ �� ���.�a 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.
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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
expenditures. Based on this study, subsequent discussion, and input from a public
hearing, the Board raised water 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.
6.4.3 SEWER SYSTEMS
' Revised 28A9 2002
�#e Lakehaven Utility District's Comprehensive Wastewater System Plan was updated in
1999. The Wastewater Plan and any future amendments are incorporated into this Plan by
reference.
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FWCP — Cha ter ix Capital Fadlities
Table VI-9
Lakehaven UHlity District
2001/2002 Capital Improvement Pro_iects — Water Department
Pro.iect Description/ 2001 2002 2003 2004 2005 2006 — 2010 Total
. No Proiect Title Budget Bud et Estimate Estimate Estimate Estimate Costs
Source of Suaalv
5198831 ASR Testing/ Test Well 30T 15 15 135 260
Test We1131T 15 65 I 15
Test Well 32T 15 145 • 175
Production Well 32 550 790 1,340
5196020 OASIS Pro�ram 50 50 10 10 187
OASIS Treat Plant (Well 17/17Al17B/20A/23A) 20 580 800 400 t,800
5195011 Balance of Second Sunply Proiect 0 10,000 10,720
519060 Aubum Intertie No. 1 S 5 50
5199149 Wells 10/l0A Uar:rades 400 440
5199150 Wells 15/15A Ua�rades 100 121
5199153 Well 16 UpQrades 75 175 294
5199214 Corrosion Control —14 Wells 90 370
5199054 Disinfections — 19 Wells 49 639
5199104 Iron & Manganese SequesterinQ —19 Wells 80 465
5100102 Central Chemical Stora¢e Faciliri 40 475 515
StandbY Power — Wells 25 & 17B 20 25 445
5196304 Filt Of Green R Water at Well 19/19A 0 0 0 0 0 0 36
4197361 We119 Treatrnent/Iron & Man Removal 80 125 205
5196261 Well 29 Site Develoument incl Treatment 350 1,085 1,530
Undefined Well Uvgrades 30 30 100 100 100 500 860
Well lOC Pilot Treatment 20 50 70
Deen Aquifer We1133 535 930 1,525
Tacoma's SW 356` St Pump Station (25+/-%) 5 45 50
We1122 UnQrade 100 150 250
Subtotal Source of Suaply 1,149 11,870 910 780 1,930 3.300 22,462
Mains
Gen Pre-Desi�n for Road Proiects 25 25 25 25 25 125 250
Revised �999 2�2 VI-36
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FWCP — Chaoter Six, Capital FaciliGes
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Proiect Description/ 2001 2002 2003 2004 2005 2006 — 2010 Total
No Pro_iect Title Budget Bud�et Estimate Estimate Estimate Estimate Costs
23 Ave S Water Main Relocation 140 40 190
5198865 SR 161 WM Reloc-Stg 2: 360-384 (Ph 1) 10 122
SR 161 WM Reloc-StQ 2: 360-384 (Ph II) 388 410 848
S 356 St Water Main Relocation (Ph II) 700 700
5100121 S 320 St/Pac Hwy S Intersection Reloc 120 220
5300129 SeaTac Ma1U320 St WM Relocation 9 91
Pac Hwy S WM Relocation: 312 -324 10 415 t00 525
Pac Hwv S WM Relocation: 324 -340 3 100 483 586
5198965 WD 56 ULID 3/Mar View Dr Replacement 137 1,094
5199255 Sacajawea JH Distribution Main 14 69
5199245 Grand View Loop Closure 1 13 90 123
5198925 SeaTac Mall Tie 23 135
2000 Distribution System Improvements (314"') 9 40 69
Undef Dist Impr/AQing Pipe Replace 100 500 500 1,000 5,000 7,100
Undefined Road/Street Relocations 200 600 650 700 4,000 6,150
490 Press Zone Trans Reliability Impr 19 165 184
Serv Connection Replace Pro�ram 492 492 492 100 100 1,300 2,976
Adelaide/Lake Grove Transmission Main 85 245 245 205 200 980
S 286` St Water Main Replace 10 110 137
OASIS Treat Plant TM (Well 17/17A/17B/20A/23A) 50 250 300
Webstone Intertie/Trans Main 1,000 750
Military Rd & 32" Ave S WM 10 40
20` Pl S(S 344'" to S 341°) 10 70
PRV # 12 8 42
53` Ave S WM 10 60
Water OversizinQ Payments 200 50 50 50 50 250 690
Subtotal Mains 1,240 2,951 3,750 1,958 2,490 11,575 23,538
Pumping
New Booster Pump Sta — 23` Ave S 58 477 535
Standby Power — 320 Booster Sta 155 155
Undef Pumv Station Ua�rades 50 50 50 50 50 250 500
Subtotai Pumping SO 50 50 50 108 882 1,190
Revised �999 (�2 VI-37
� — Chaoter Six. Capital Faalides
Prolect Description/ 2001 2002 2003 2004 2005 2006 - 2010 Total
No Project Title Bud et Budget Estimate Estimate Estimate Estimate Costs
Other Intangibies
5100107 Panther Lake Infil Svstem Telemetrv 80 111
Enhanced Natural Aquifer RecharQe Plan 100 ] 00 200 200 200 600 1,400
5197090 Water Telemetrv Svstem Ungrade 210 746
Future Comn Water Sys Plan Undates 10 280 290
MIS Proiects (50%) 13 20 33
Meter Replacement Pro�ram 547 547 547 1,641
Lakehaven Center Remodel (50%) 5 25 70
Franchises 3 3 6
Miscellaneous Easement Acquisition 2 2 2 2 2 10 20
312 Street Tank Seismic Un�rade 60 140 200
TelemeW Room Remodel 12 12
Surplus Bay 2 Floor for Water Oas 10 20
GeoQraphic Info Svstem Develop (50%) 70 72 142
GPS (50°/a) 42 42
Computer Maint Mana�ement Svstem (50%) 20 112 132
Maintenance Buildin� Modification (50%) 25 25
' Repeaters (50°/a) 18 18
� Dump Truck (50%) 32 32
Kubota Tractor (50%) 14 14
Pazkinf� Lot Cleaner (50%) 5 5
Infrared Scope (50%) 10 10
Document Mana�ement Project (50%) 75 250 325
Vehicle Allocation (50%) 340 68 220 225 485 1,338
Subtotal Other Intaneibles 1,576 1,382 969 427 697 973 6,641
Emer¢ency Capital
Emer Capital (Water-Capital) 100 100 100 100 100 500 1,000
Subtotal Emereencv Capitai 100 100 100 100 100 500 1,000
Total Water CIP 4,115 16,353 5,779 3,315 5,325 17,230 54,831
Revised �999 �
VI-38
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The Lakehaven Utility District (hereinafter referred to as "the District" in this section)
serves an area that includes the unincorporated areas east and north of the existing City
limits of Federal Way. Map �-� VI-11 shows the District's sewer service area.
Inventory of Existing Facilities
The sanitary sewer system is comprised of three major components: the trunk collection
� system, the pump station system, and the wastewater treatment plants. The trunk system
collects wastewater from drainage basins and conveys it to the treatment plant primarily
by gravity flow. In areas where �g use of gravity flow is not possible, pump stations
� and force mains are used to pump the sewage to a location where gravity flow can be
used. Map -I4�� VI-12 d�ss�b�s shows the location of these components of the District's
sanitary sewer system. .
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The existing collection system consists of approximately 275 miles of sanitary sewer
pipe�, 6,400 manholes, 27 pump stations, 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 primary basins and 40
smaller sub-basins. The wastewater �enerated within 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 sanitary sewer service.
Forecast of Future Needs
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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 when new development requires public sewers.
The average daily flow from the District is currently "� 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.
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FWCP — Chaater Six, Capital Facilities
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Hydraulic capacity at both �� wastewater treatment 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 Facilities
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. The 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 cagital projects can be found in the District's �AAB 2001/02 Adopted
Capital Improvement Projects (Map �� VI-13 and Table -T�� VI-10).
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
�e access to sufficient funds that can be utilized for Capital Projects and Operations.
In addition f^ *'��° m^�°��, 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.
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 ne� three years.
Revised �999.2002
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CHAPTER SIX
CAPITAL FACILITIES
CHAPTER SIX
CAPITAL FACILITIES
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FWCP — Cha r Six Capitai Faalities
Table VI-10
Lakehaven Utility District
2001/2002 Capital Improvement Projects — Wastewater Department
Pro_iect Description/ 2001 2002 2002 2003 2004 2005 2006 — 2010 Total
No Pro_iect Title Budget Bud�et Optional Estimate Estimate Estimate Estimate Costs
Mains
5296213 Auburn/Redondo Siphon — Update 765 925
5299130 N Beach Line Repl — Lower Woodmont 40 928 1,049
Pump Sta 24 Force Main Relocation 294 294
Pump sta 33 FM to Panther Lk Trunk 20 943 963
5299442 So End Diver (Hvlebos/Brook Lk Sta's) I50 3,700 6,000 9,950
Brook Lk Trunk (Extn of Pnthr Lk Trk) 2,929 2,929
Pump Station Eliminations (10 Stations) 5,078 5,078
Meredith Siphon 1 Elimination 25 25
5300129 SeaTac Mall/320 St Sewer Relocation 35 85
Metro Turn-Around 1000 1,000 1,900
Sewer Oversizin� Payments 50 50 50 50 300 500
Lakota Beach ULID 50
Subtotal Mains 1,060 4,678 1,093 1,050 1,950 0 14,626 21,798
Pumping
5296203 Pumq Station No 6 Rehabilitation 150 650 1,039
5299141 Pump Station No 22 Rehabilitation 10 453 583
Pumn Station 12 EmerQency Generator 120 120
Pump Station 31 Emergencv Generator 90 50 120 260
5298511 Pump Station 35 Emergency Generator 27 50
5298501 Pump Station No 45 — 27 Ave/351°` SW 50 850 960
5298360 Pump Station No 7 Control Panel Replace 120 120
Pump Station 32 Pump Replacements 20 20
Pump Station 36 Install Generator 120 120
Pumn Station 37 Install Generator 120 120
Flow Monitors for I& I 40 40
Station 11 & 34 Control Panel 130 130
Midway Diversion Pump Station 875 875
Peaslev Canyon Pumv Station (Pre-Desiun) 25 25
Undefined Pump Station Uu�rades 25 25 50
Revised 2990 � VI-43
FWCP — ha ter Six Capital Facilities
Pro_iect Description/ 2001 2002 2002 2003 2004 2005 2006 - 2010 Total
No Pro_iect Title Budget BudSet Optional Estimate Estimate Estimate Estimate Costs
Subtotai Pumain¢ 392 1,223 1,075 360 120 0 900 4,512
Treatment
5299150 Lakota Headwords Modifications 436 508
Lakota Anaerobic Selector Install Desi�n 50 50 100
Lak Second Clar Center Wall Enlar�2e 654 654
Lakota DAFT"s Replacement 75 75 575 725
Lakota S1udQe Grinders for Thick Slud�e 30 30 60
5200105 Lakota Odor Control & Ventilation Svstem 15 20 49
Lakota Blower VFDs 50 50 100
Lakota Creek Fish Ladder Rehab 22 65 87
Lakota Optimization 40 40
Lak/Red NPDES Permit Req Studv SO 50
Lak/Red Odor Scrubber Evaluation 25 25
Lakota Process Area Floor Resurface 20 20
Lakota SludQe Treatabilitv Studv 30 30
Redondo Obiectionable Noise Reduction 30 45
Red Prim Scum Collection Svstem Mod 10 10 20
Red Gravitv Belt Thick for Sec SludQe 175 175 350
Red Secondarv Clarifier Add 1,850 1,850
Redondo Truck Scales 25 25
Redondo Biotower Puma Motors 10 10 10 30
Redondo Clarifier Drives 50 50 100 200
Redondo Communitors 40 40 80
Redondo Di�ester Hot Water Boiler 100 100
Redondo Enoxv Floor Coatin�2s 10 10
Redondo Fiber�lass Roof Rehab 30 40 70
Redondo Grit Collector Guards 15 15
Redondo Headworks Air HandlinQ Unit 15 15
Redondo Heat Exchan�er 0
Redondo Plant Roof Renair 70 70
Redondo Max Month Studv 36 36
Redondo Scada Svstem SO 50 50 150
Revised �AA9 22�
VI-44
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Pro_iect Description/ 2001 2002 2002 2003 2004 2005 2006 — 2010 Total
No Pro_iect Title Budget Budget Optional Estimate Estimate Estimate Estimate Costs
Redondo Scum Piping 20 20
Redondo Slud�e Grinders 25 25
Redondo Slud�e Piston Pumps 45 45 160 250
Redondo Biotower Media 250 250
Subtotal Treatment 679 380 0 355 485 370 4,689 7,059
Other Intan¢ibles
5290073 Comp Sewer Plan Amend — Basin Studies 15 5 405
Water Reclamation Program 30 30 60
Future Comp Sewer Plan Updates 10 260 270
Sludge Dryer/Co-Gen Eng Study/DesiAn 150
MIS Proiects (50%) 13 20 33
5300110 Lakehaven Center Remodel (50%) 30 70
Franchises 3 3 3 3 12
Miscellaneous Easement Acquisition 2 2 2 2 12 20
Geographic Info System Develop (50%) 70 72 142
Infrared Scope (50%) 10 10
Comvuter Maint Mana�ement Svstem 20 113 133
50% — — —
Maintenance Building Modification (50%) 25 25
GPS 50% 43 43
Repeaters (50%) 17 17
Dump Truck (50%) 33 33
Document Management Proiect (50%) 75 250 325
Water Ovs/Enaineering Dept Misc (50%) 6 4 10
Kubota Tractor (SO%) 14 14
Parking Lot Cleaner (50%) 5 5
Vehicle Allocation (50%) 340 68 220 225 485 1,338
Subtotal Other Intangibles 721 497 250 222 240 0 760 2,964
Emergenc_y Capital
Emer Capital (Sewer-Cavital) 100 100 100 100 100 100 500 1,000
Subtotal Emergency Capital 100 100 100 100 100 100 500 1,000
Total Sewer CIP 2,952 6,878 2,518 2,087 2,895 470 21,475 37,433
Revised 2699 � VI-45
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FWCP — Chapter Six. Capital Facilities
6.4.4 FIRE FACILITIES
T'his section summarizes the Federal Way Fire Department, Long Range Plan (�a Fire
Plan) adopted in 1991, and the Department's subsequent Strate�ic Plans. T'he Fire
Department provides service to the entire CiTy and surrounding unincorporated area.
Services include fire suppression, fire prevention (building inspection and public
information), emergency medical,
hazardous materials responses, and rescue emer�encies (special operations). The Federal
Way Fire Department has a contract with the City and Valley Communications for the
provision of emergency 911 communications, wherein thev act to�ether with the Citv as a
part owner of Valley Communications. 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 into � the FWCP.
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 �
Valley Communications 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 Fire Department provides a full building inspection service for fire
code compliance.
The Department is currently providing service that is generally consistent with its
adopted LOS standards.
The Fire Department also depends on having adequate water pressure available in fire
hydrants to extinguish fires. The Deparhnent works with the Lakehaven Utility District,
and other water utilities within its corporate limits, to ensure that adequate "fire flow" is
always available. �s Lakehaven Utility District's Water System Plan analyzes "fire
flow" rates�available at different points in its water svstem, and programs improvements
to the water system to ensure that sufficient water is available for fire suppression.
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Emergency Medical Services
Emergency Medical Services (EMS) responds to 911 calls and provides field services.
This service is paid for by ro e taxes. Emergency Medical Services are provided 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 �� YI-14.
Forecast of Future Needs
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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. T'he
increases in call volume during 1993 and 1994 leveled off with 1994 volume increasing
only 1.5 percent from the 1992 level. It is unknown, however, how much, if any, effect
the 911 public education effort had on actual call volumes. In 1995 and 1996, calls for
service again increased at an average rate of 8.1 percent. Although calls actually
decreased slightly in 1997, call volumes increased by 14 percent in 1998. 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
1990s, structure fires have declined. The challenge for the Fire Department will be to
manage fixed-cost investments, such as new stations, and to be flexible in its ability to
meet fluctuating call volumes.
Location and Capacity of Expanded or New Facilities
� Revised �999 2002
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 for 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 15�' Avenue South). The Department has purchased
VI-47
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FWCP — Chauter Six. Capitai Facilities
properiy at South 288"' 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 298`'').
Second, the Department may have need for an additional station in the south end of the
City in the vicinity of 356�' 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 car, 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 in 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 are funded from the annual revenues of the
Department. The Deparhnent also has established a goal of a minimum of three paid fire
fighters on each fire apparatus. Additional staffthat 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.
fn the Department's annually adopted budget, capital projects are identified. This capital
projects list is up-dated based on completed projects and changing priorities. �
The FWCP adopts by reference the 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 e�.,+o�� �,.�.,,��, �,r.,,,.,..o,,,e„,. n,.*
GMA requirements and the CWPP. The City of Federal Way takes responsibility for
implementing only those goals and policies for services provided by the City.
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Revised 2�8 2002 VI-48 �
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CFPl Provide needed public facilities and services to implement the 6�'-s
FWCP
CFP2 Support and encourage joint development and use of community facilities with
other governmenta} or community organizations in areas of mutual concern and
benefit.
CFP3 Emphasize capital improvement projects that promote the conservation,
� preservation, redevelopment, or revitalization of commercial, industrial, and
residential areas in Federal Way.
� CFP4 Adopt by reference all facilities plans and future amendments prepared by other
special districts that provide services within the City. These plans must be
consistent with the �^-^^r°'�°^°;"° D'°^ FWCP
��
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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.
CFP7 Maximize the use of existing public facilities and promote orderly compact
urban growth.
Goal
� Revised �899 2�2
FWCP — Chaater Six. 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
CFGl Annualdy update the Capital Facilities Plan to implement the ��
. r'^- "�^N FWCP by coordinating urban services, land use decisions,
level of service standards, and financial resources with a fully funded schedule
of capital improvements.
Policies
CFG2 To meet current needs for capital facidities in Federal Way, correct deficiencies
in existing systems, and replace or improve obsolete facilities.
Balancing existing capital facilities needs with the need to provide additional facilities to
serve growth is a major challenge for Federal Way. It is important to maintain our prior
VI�9
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FWCP — Cha�ter Six. Capital Facilifies
investments as well as serve new growth. Clearly, tough priority decisions are facing
Federal Way policy-makers.
�
Policies
CFP8
Give priority consideration to projects mandated by law, and those by �state
and �federal agencies.
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CFP9
Give priority consideration to subsequent phases of phased projects when phase
one is fully funded and under construction.
CFP10 Give priority consideration to projects that renovate existing facilities and
preserve the community's prior investment or reduce maintenance and
operating costs.
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.
It is crucial to identify, in advance of development, sites for schools, parks, fire and
police stations, major stormwater facilities, greenbelts, open space, and road connections.
Acquisition of sites for these facilities must occur in a timely manner and as early as
possible in the overall development of the area. Otherwise, acquisition opportunities will
be missed, with long-term functional or financial implications.
Policies
CFP13 Provide the capital facilities needed to serve the future growth anticipated by
the �e�si�e�la� FWCP.
CFP14 Coordinate efforts between the Public Works and � Parks Departments in the
acquisition of and plannin� for public open space, recreation, public education,
and stream preservation within the Hylebos Basin. Departments mav combine
resources as appropriate to increase project efficiencies and success rates in
pursuit of ��ant opportunities.
�1�
CFP15 Give priority consideration to projects needed to meet concurrency
requirements for growth management.
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Revised �A89 2002 VI-50 �
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FWCP — Chaater Sa, Capital Facilities
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CFP16 Plan and coordinate the location of public facilities and utilities in advance of
need.
��
CFP17 Implement a concurrency management system €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.
��
CFP18 The provision of urban services shall be coordinated to ensure that areas
identified for urban expansion are accompanied with the maximum possible use
of existing facilities and cost effective service provisions and extensions while
ensuring the protection and preservation of resources.
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CFP19
��
CFP20
Coordinate future economic activity with planning for public facilities and
services.
Purchase property in the Potential Annexation Area and keep it in reserve for
future City parks and surface water facilities.
Goal
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CFPG4 Provide adequate funding for capital facilities in Federal Way to ensure the
r^�^Y°�°N°; ° FWCP vision and goals are implemented.
The GMA requires that the Land Use chapter be reassessed if funding for capital facilities
falls short of needs. The intent is to ensure that necessary capital facilities are available
prior to, or concurrently with new growth and development. Capital facilities plans must
show a balance between costs and revenues. There are essentially five options available
for balancing the capital facilities budget: increase revenues, decrease level of service
standards, decrease the cost of the facilities, decrease the demand for the public service,
or reduce the rate of growth and new development.
Policies
, Revised �8 2002
G�g39
CFP21 Manage the City of Federal Way's fiscal resources to support providing needed
capital improvements. Ensure a balanced approach to allocating financial
resources between: 1) major maintenance of existing facilities; 2) eliminating
existing capital facility deficiencies; and 3) providing new or expanding
existing facilities to serve new growth.
VI51
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FWCP — Chaater Six. Capital Facilities
��
CFP22 Use the Capital Facilities Plan to integrate all of the community's capital project
resources including grants, bonds, general funds, donations, impact fees, and
any other available funding.
�a
CFP23 Ensure that long-term capital financing strategies and policies are consistent
with all the other �l�e�� FWCP �s chapters.
�
CFP24 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.
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CFP25 Promote a more efficient use of all public facilities by enacting interlocal
agreements which facilitate joint maintenance and operations of those facilities.
���
CFP26 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 t� 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, focusing development into areas
where facility capacity is available, or changing project timing
and/or phasing.
��
CFP27 Aggressively pursue grants or private funds when available to finance capital
facility projects.
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CFP28 Maximize the usefulness of bond funds by using these monies to the greatest
extent possible as matching funds for grants.
Revised �988 2002 VI52
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CFP29 Monitor the progress of the Capital Facilities Plan on an ongoing basis,
including the completion of major maintenance projects, the expansion of
existing facilities, and the addition of new facilities. Evaluate this progess with
respect to trends in the rate and distribution of growth, impacts upon service
quality, and ���� FWCP direction.
��
CFP30 Review, update, and amend the Capital Facilities Plan annually. Respond to
changes in the rates of growth, new development trends, and changing City
priorities, budget, and financial considerations.
Make provisions to reassess the G ' FWCP periodically in
light of the evolving Capital Facilities Plan. Take appropriate action to ensure
internal consistency of the chapters in the plan.
�
CFP31 Continue to coordinate with other capital facility and service providers to
ensure that all necessary services and facilities are provided prior to or
concurrent with new growth and development.
Goal
� CFPG6 Manage the Surface Water Utility in a manner that makes efficient use of
limited resources to address the most critical problems first, and which
expresses community values and priorities.
�
' Revised 2899 2002
FWCP — Chaoter Six. Capital Facilities
Goal
CFPGS Ensure that the Federal N'ay Capital Facilities Plan is current and responsive
to the community vision and goals.
The role of monitoring and evaluation is vital to the effectiveness of any planning
program and particularly for the Capital Facilities chapter. The City's revenues and
expenditures are subject to economic fluctuations and are used to predict fiscal trends in
order to maintain the City's adopted level of service for public facilities. This Capital
Facilities Plan will be annually reviewed and amended to verify that fiscal resources are
available to provide public facilities needed to support adopted LOS standards.
Policies
VI-53
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FWCP — Chaater Six. Capital Facilities
Policies
�-�
CFP32 The Utility shall continue to have a role in developing and implementing
regional, state, and federal surface water policies and programs and, in doing so,
shall seek to:
■ Achieve the City's environmental goals.
■ Contain Utility ratepayer costs.
■ Ensure state and federal requirements are achievable.
■ Maintain local control and flexibility in policy/program
implementation.
■ Provide consistency with CWPP.
The Utility's role in developing and implementing regional, state, and federal
surface water policies and programs will include:
■ Influencing legislation through lobbying and written and verbal
testimony during formal comment periods
■ Participating in rule making
■ Reviewing technical documents .
■ Serving on advisory committees and work groups
■ Participating in multi jurisdictional studies and basin planning
■ Entering into cooperative agreements with neighboring and
regional agencies to accomplish common goals as appropriate and
necessary
�
CFP33 The Utility's funds and resources shall be managed in a professional manner in
accordance with applicable laws, standards, and City financial policies.
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CFP34 The Utility shall remain a self-supporting enterprise fund.
�4
CFP35 The Utility Capital Improvement Program (CIP) will provide funding for the
following types of projects:
1) Projects addressing flood control problems.
2) Projects needed to meet water quality policies.
3) Projects needed for renewal/replacement or additions to current
infrastructure and facilities.
4) Projects necessary for resource protection and stewardship.
Revised 2989 2002
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FWCP — Cha�ter Six. Capital Facilities
' Revised 2998 200
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CFP36 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 protecti�n; and meet federal, state, and local regulations.
�F�36
CFP37 The Utility will continue to strive to minimize the use of loans to fund
necessary capital improvements, and will generally operate on a"pay-as-you-go
basis." However, low interest loans (i.e. Public Works Trust Fund) and/or
grants will be used to leverage local funds when feasible.
�
CFP38 Rates shall be set at the lowest level necessary to cover Utility program
expenses, meet levels of service identified in the "Comprehensive �ise
Surface Water Management Plan," meet debt coverage requirements, and
sustain a reserve, balance consistent with these policies on a long-term basis.
��
CFP39 Utility rates shall be evaluated annually and adjusted as necessary to achieve
Utility financial policy objectives.
�9
CFP40 Utility rates will allocate costs between different customer classes on an
equitable basis.
�48
CFP41 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.
�4�
CFP42 Rates shall be uniform for all Utility customers of the same class throughout the
service area.
�4Z
CFP43 Rate assistance programs may be provided for specific low-income customers.
F,�4�
CFP44 The Utility's annual budget and rate recommendations shall provide funding for
the following reserve components:
1. 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.
VI-55
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FWCP — Chapter Six, Capital Facilities
2. An emergency/contingency component to cover excessive costs
resulting from unexpected catastrophic events or system failures. Based
on historical Utility experience, this amount will be set at $500,000,
which is the estimate of the net cost of emergency services to be paid
from rate resources, excluding any potential reimbursements that may
be received from Federal Emergency Management Act grants, the
City's General Liability Fund, or other external revenue sources. `�
Revised 2899 2002 VI-56
SWM SOURCES
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Table VI-1
City of Federal Way Facilities Plan
Surface W�ter Mana�ement Component
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
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PLANNING AREAS
CAPITAL FACILITIES ELEMENT
�'`��'� Federal Way City Limits
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
MAJOR PARKS
AND
OPEN SPACE
CAPITAL FACILITIES ELEMENT
i�� Federal Way City Limits
/ � "' Potential Annexation Area
� Parks
�� Open Space
-- SCALE �
1 Inch equsls 4,300 Feet
�.
� `Feclerai Way MAP VI -4
� 1\ NOTE: This map Is intended for use as a qraphical representatfon onry.
\ The Ciry of Federal Way makes no warranty as to its accuracy
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Map prirtted February 2003 /data2rtabi[hartUcpmaps/parks.aml
��� Federal Way City Limits � Steel Lake Maintenance � Westway Center Police
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� Dumas Bay Center/ � Seatac Mall Police
City Owned Facilities: Knutzen Family Theater Substation
� Ciry Hall Leased Facilities: � Municipal Court
� Klahanee Communiry/Senior � Police Department
Center
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� Steel Lake Annex Substation
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
HIGHLINE WATER
SERVICE AREA
CAPITAL FACILITIES ELEMENT
Federal Way City Limits
Potential Annexation Area
Highline Water Service Area
— SCALE —
1 Inch equals 4,775 Feet
Source: Highline Water Distrlct
� `Federa�way MAP VI-8
NOTE: This map is intended far use as a qraphical representation only.
The City of Federal Way makes no warranty as ta its accuracy
�ruarv 2003 /data2rtsbi[haMa
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
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WATER FEATURES
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1 Inch equals 4,775 Feet
Source: Lakehaven Utility District
'' � `Federa�way MAP VI-9
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NOTE: This map is intended for use as a qraphical representation only.
The City af Federal Way makes no warranty as to its accuracy
Map prirrted February 2003 //cfwQis2kldata2rtabitham/cpmaps/wtrteat
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2001 /2002 WAT E R C I P
LOCATION MAP
CAPITAL FACILITIES ELEMENT
�'��•'� Federal Way City Limits
/ � � Potential Annexation Area
�'`d`' Lakehaven Water Service Area
� Lakehaven Utility District
Approximate Extent of Pipe
Construction
W-# Map Reference Number
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1 Inch equals 4,775 Feet
Source: Lakehaven Utility District
�`�edera�way MAP VI-10
NOTE: Thls map Is intended far use as a praphical representation only,
The Ctty of Federal Way makes no warranty as to its accuracy
ruary 2003 /data2ftabitham/cpmaps/wwcip2.aml
CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
' LAKEHAVEN SEWER SERVICE
��� AREA AND BASINS
CAPITAL FACILITIES ELEMENT
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� Source: Lakehaven Utility District
''�, � `Federa� way MAP VI-11
NOTE: This map Is intended for use as a qraphical representation anly.
�, The City of Federal Way makes no warranty as to its accuracy
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COMPREHENSIVE PLAN
SEWER UTILITY
MAJOR COMPONENTS
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CAPITAL FACILITIES ELEMENT
Federal Way City Limits
Potential Annexation Area
Lakehaven Sewer Service Area
Lakehaven Utility District
SEWER FEATURES
Pump Station
Lift Station
Treatment Plant
-- SCALE --
1 Inch equals 4,775 Feet
Source: Lakehaven Utility District
� `Federa� way MAP VI-12
NOTE: This map is intended for use as a praphical representation only.
The City of Federal Way makes no warranty as to its accuracy
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
2001 �2002 WAST EWAT E R C I P
LOCATION MAP
CAPITAL FACILITIES ELEMENT
�'��•'� Federal Way City Limits
i � � Potential Annexation Area
'� Lakehaven Sewer Service Area
'�/� Lakehaven Utility District
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SEWER FEATURES
Pump Station
Map Reference Number
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1 Inch equals 4,775 Feet
Source: Lakehaven Utility District
�.`Federa�way MAP VI-13
NOTE: This map is intended for use as a qraphical representation only.
The City af Federal Way makes no warranty as to its accuracy
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
FEDERAL WAY
FIRE DEPARTMENT #39
CAPITAL FACILITIES ELEMENT
�''os� Federal Way City Limits
�` ���, = Potential Annexation Area
� Fire Department Boundary
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O Existing Fire Station Locations
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Proposed Fire Station Locations
Training & Maintenace Facility
� Federa� way 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
Map printetl February 2003 Idata2ftabithamlcpmaps/firedist.aml
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CHAPTER SEVEN - CITY CENTER
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' 7.0 INTRODUCTION
' Federal Way's City Center � cha ter resents concepts and strategies for creating a
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definable and vibrant "City Center" for Federal Way and an "urban center" for Southwest
' King County in the Federal Wav City Center plannin� area. The � chapter 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 � chapter, the term "urban center" is used consistent with the VISION
' 2020/King County defmition, 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, in accordance with the Countywide
Planning Policies (CWPPs).
' Purposes
The princip�al purposes of the Federal Way City Center � cha ter 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
1 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;
■ M�imize 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 to conserve nahual resources and enable efficient provision of
services and facilities. Within urban growth areas, focus growth in compact communities
and centers in a manner that uses 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 CWPPs� support this goal by encouraging:
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FWCP — Chaoter Seven, City Center
■ 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 CWPPs 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 miles 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 promoting superior urban design;
■ Providing sufficient public open spaces and recreational opportunities; and
■ Uses that provide daytime and nighttime activities.
The CWPPs 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.
During a series of community workshops held in 1992 and 1993; �which are described in
chapter one�, participants helped to develop a"vision" for Federal Way's future. This
vision includesd the creation of a City Center. With the support of the residential and
business community, Federal Way nominated itself to contain an urban center.
Nominations were reviewed by the Growth Management Planning Council (GMPC),
which confirmed the Federal Way City Center core area as an urban center in 1994. The
urban center designation � should help Federal Way continue to gain access to County
funds needed to provide infrastructure as the City Center grows.
The Role of the City Center in Federal Way's Future
There are several reasons why a definable, vital City Center is an important part of
Federal Way's future. These include:
Community Support — The Federal Way community has made the City Center a significant
part of its vision. Participants in community workshops helped to develop a vision for
Federal Way's future. A keystone of that plan is an attractive, multi-faceted City Center
providing the setting for civic features and commercial activities.
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
opporlunity 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.
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Natural Evolution — The development of a more intensive, multi-use urban center is a
natural step in Federal Way's evolution. Most new centers start out as bedroom
communities. Retail businesses develop first; 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, cultural/entertainment facilities; justify the
investment for public parks, amenities, and improved transportation systems; and create
the interactive "synergy" of a true urban center. Federal Way's economic development
strategy will add this final essential step in this evolution.
Growth Management — Developing a City Center is part of a regional strategy to address
Western Washington's growth management. Public policy makers have focused
increased attention on issues affecting our quality of life, including urban sprawl and the
accompanying reduction of open space, declining housing affordability, and increasing
traffic congestion. As stated previously, concentrating future growth within the four
county region into a number of centers (rather than a continued pattern of dispersion),
linked by an efficient high capacity transit system, is one of the principal goals to manage
this growth.
, � 7. � EXISTING CONDITIONS j2n.qinal Section 7.1 Vision Statement, has been
moved to Section 7.21
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City Center Planning Area
� The City Center planning area, consisting of the City Center Core and Frame zones, is
approximately 414 acres in size and is bounded by South 312`� Street, South 324�' Street,
Interstate 5, 11�' Place South, and 13�' Avenue South (see Maps VII-1 and VII-Z, maps are
' located at the end of the chapter). The City Center Core and Frame areas are 209 and 205
acres, respectively.
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FWCP — Cha�ter Seven. City Center
General Image
The City Center }s does not currently rp esent an identifiable sense of a downtown or
urban center. The existing commercial development within the study area is typical of
suburban strip retail and mall development. The dominance of mass retailing has largely
shaped the commercial core. The SeaTac Mall and spin-off retail centers are a local and
regional destination and generate ��e�s great amounts of physical and economic
activity. However, as is the case with most older suburban mall areas, there is little, if
anything, distinctive or unique about the existing City Center. a�a Essentially, it could be
anyplace. It is similar to hundreds of other commercial centers across the country. The
businesses do not connect to each other, or to public and private spaces, residential
neighborhoods, or civic uses, except by automobile.
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FWCP — Cha�ter Seven. Cihr Center
�st-�g D�evelopments essentially reflects one pattern: a single story of "light"
construction, sunounded by an apron of asphalt. Buildings feature concrete or concrete
block walls, creating austere and "generic" images.
Another prevalent image of the area is the vast amount of surface parking. The
availability of parking is essential to the current type of retail found in Federal Way. City
Center businesses serve regional as well as local markets, and are heavily oriented to
access by automobile. Actual building footprints relative to total parcel areas are quite
small; the majority of most parcels are used to provide surface parking. This parking is
often underutilized, except during the peak holiday season.
The current network of collectors and arterials, and the disjointed over-sized block grids
within the existing commercial area, contributes to significant traffic congestion. The
character of the street environment is also unfriendly to pedestrian .'
�e�-�9'�
�i�a� �Fe-ac nrwminwrt � thc� h�.rta;� +� .+ tt *+ +• + -rt, t, a
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slaanai»a rin�tn *hrs C; �,'� �:� ,,,�r' .,+• � �
Y s .�=r in manv locations, with few
amenities such as landscauin�, li�htin� benches etc. In addition in manv locations the
pedestrian exnerience is rnade even less aftractive as little more than pazkin� lots or blank
walls line the sidewalks. Recent improvements throughout the City Center most notably
along South 320`� Street, have imnroved the character of some streetscapes with
handsome streetli�hts and trees. Continuation of these improvements alon� Pacific
Hi�hwav South and elsewhere throu�hout the Citv Center will do much to improve the
overall character of the Citv Center streetscapes. Similarlv the extensive abatement of
unattractive, out-of-scale si�na�e achieved over the past five vears has also led to a
more attractive, human-scale streetscape.
The City Center does not contain a significant residential population. Pockets of
residential housing exist between South 312�' and 316�' Streets, and SR-99 and I-5.
Figure Vll-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 azea is cunently 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. Cwrent
land use patterns favor autaoriented commercial activity. The primary use in the City
Center area is retaiUservice, followed by lod in office, �as�g;�� and
residential. SeaTac Mall is the "signature" development in the area.
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Figure VII-1
Aerial� View of City Center
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-- — ' �
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Table VII-1 lists the amount of land use development by gross floor area within the City
Center planning area as of �-39�4 �anuarv 2002. Public and civic uses are scarce,
with only four publicly owned non-park sites (the Federal Way School District's bus barn
site north of I 1`� Place South and South 320�' Street; Truman High School, northwest of
South 317`� Street and 28� Avenue South; King County Library, 848 South 320'" Street;
and �d�� the School District's Administrative Offices, 31405 Pacific Highway
South).
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Parks and Open Spac
There are no trulv public spaces within the City Center. Private green spaces, plazas and
ublic 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��a as regional facilities in
addition to serving local needs.
Civic Buildings and Municipal Facilities
Similarlv, �the City Center '. ., lacks si�nificant
civic or municipal facilities, with onlv the Public Library near the eri he of the Ci
Center. The next closest facility is the City of Federal Way Parks Deparhnent's Steel
Lake Annex and Maintenance Facility near South 312`� Street and 28`� Avenue South.
Klahanee Senior/ Community Center and City Hall are located a few miles southwest of
the City Center at 33901 9�' Avenue South and 33530 1�` 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 and pedestrian
circulation is discouraged.
Access to the area is provided by two principal arterial routes: South 320�' Street (which
runs east/west and connects to I-5), and SR-99 (which runs north/south). An 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. The irregulaz spacing of traffic signals also adds to congestion. As
such, the accessibility provided by the juncture of these routes, initially attractive to area
residents, has been lost due to growth in traffic.
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Gross Floor Area of Land Uses
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Transit Service — Eighteen 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 as there are only 12 all-day routes. A
regional park and ride lot, located southwest of I-5 and south of South 320`" Street,
generates most of the area's transit ridership during peak periods of the day. �et# King
County/METRO, Sound Transit, and Pierce Transit serve this site.
Congestion on I-5, South 320`" 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. The area also lacks transit facilities
such as bus pullouts and waiting areas, and a pedestrian network to safe and direct access
from transit stops. The proposed 317�' direct access ramp for Sound Transit's Federal
be able to access the citvi center without
also benefit carpools and vanpools.
the
It will
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 �s� that lacked an adequate pedestrian network. For example, most of SR 99
and portions of 324`�' Street� and 23`� Avenue South lacked sidewalks. A majority of
walking that does take place in the study area occurs within malls and along storefronts
of shopping center strips. Sidewalks connecting storefronts to public walkways are
lacking. The few sidewalks that �e did exist ,a�e were narrow, devoid of trees, and
interrupted by numerous curb cuts. Crossing wide, busy streets such as South 320�' Street
and SR-99 can also be intimidating.
There are few places to sit and enjoy pleasant weather, meet friends, or have lunch
outside. The current pedestrian environment is unfriendly and unappealing. The division
�is� that exists between pedestrians and auto areas is not conducive to establishing the
active street life desired in a City Center.
Bicyclists have even fewer facilities to choose from. City streets lack striping or signage
for bike riders who must share the road with heavy volumes of tra�c. Once bicyclists
reach the area, they become frustrated by the lack of safe storage facilities for their
vehicles. Covered bike parkin� will be provided at Sound TransiYs Federal Way Transit
Center.
Residential
' The CiTy Center contains approximately 892 units of housing (listed in Table VII-l�age
�-6), located primarily in the area east of SR-99, south of South 312�' Street, north of
South 316'� Street, and west of 28�' Avenue South. Other residential neighborhoods
� sunound the City Center area.-, such as the pockets of multi-family housing �west of
South 11�' Place and south of South 320�' Street °^�'� �ase-a��esl�e�e�
. There are also single-family neighborhoods west of Highway 99
� Revised �990 2002
FWCP — Chaater Seven. City Center
VII-7
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FWCP — Cha�ter Seven. City Center
and north of the South 312�' Street corridor. While these neighborhoods are not located
immediately within the �e�e� 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.
These projects aze located south of South 312`� Street and east of 23'� Avenue South,
adjacent to the southern portion of Steel Lake Park. The two projects, Meridia�/
Willamette Court and Woodmazk 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. It is important to note that no new
residential construction has occurred in the Citv Center since that time
Infrastructure
�.a- 7.2
Most of the existing facilities and infrastructure were inherited from King County. �ee
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In 1998, the City adopted new streetscape guidelines related to roadway profiles,
streetlights, sidewalk widths, and street trees. In a�� 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 "* *��o ��, as well
as a�das�ia�-s�e�g traffic signals �ra�se-a�de� at �e�-�-�'�-�a� at 20 Avenue
South and 23'� Avenue South. ����*�^^°��•� *�� �'�*-� ;� � � � �' •�' + + �
„ � 5
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� ..,.,.. ._-� ----`-- .., » ..................�.....� --- .._ - -- ---,
VISION STATEMENT
�� °r�o By the end of the comprehensive plan planninQ horizon the Federal
Way City Center �as will have evolved into the cultural, social, and economic center of
the City and �as fulfilled its role as one of Puget Sound's regional network of urban
centers. This role �s will be reinforced by pedestrian-oriented streetscapes; an efficient
multi-modal transportation system; livable 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.
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Streets were installed. In 2003, construction will begin on widening Pacific Hi�hwav
South to add hi�h-occupancv vehicle (HOV) lanes sidewalks and streetscape elements
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The City Center is responsive to the needs of �'-s the Ci 's residents. In addition to
general services that draw people from ou►side 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 will have resulted in a balanced
transportation network � that 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 number of jobs and residences to be located within
close proximity to transit and a High Capacity Transit Station (HC'1�, thus, reducing
dependency on the automobile and improving pedestrian mobility. The regional HCT
system may begin with re�ional express bus service that would evolve to fixed guide-wav
systems, such as light rail or monorail, as ridership dictates and fundin� allows. 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 � high-rise residential
buildings, which help to meet a significant portion of the community's housing needs.
City Center #residents walk or take transit to shop, work, and recreate. Community
facilities and services, public spaces, parks, and trails complement the variety of housing
and provide places for residents to come together as a community.
A central gathering place for the community, the City Center is where the whole
� community can congregate and celebrate. Civic and cultural facilities, 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.
� The quality of urban design for all developments, including streets, buildings, and
landscaping, is high and contributes to an improved quality of life. Public buildings and
spaces also set a high standard for design and compatibility with adjoining uses.
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FWCP — Chaoter Seven. Ciry Center
Goals for the City Center �Rls� Chapter
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The goals and policies of the City Center � chapter are derived from those of the
�a Federal Wav Comprehensive Plan FWCP . The ��e��a� FWCP
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. This � chapter builds on these policies, and
provides specific recommendations and actions necessary to facilitate the development of
the City Center.
VII-9
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FWCP — Chaater Seven. City Center
The following goals provide overall direction to policy makers and community members
when making choices about growth and development within Federal Way's City Center.
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 � the FWCP. Therefore, while
these are fundamental to the � FWCP, they are not sas�� immutable and may need to
be revised as situations warrant.
Goals
CCGl Create an identifiable Ciry Center that serves as the social, cultural, and
economic focus of the City. Define a City Center with distinct boundaries,
unique building types, and special features.
CCG2 Attract a regional market for high quality 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 Sot�th 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 �� Foster distinct districts within the City Center, defining the roles and
characteristics of each such district.
CCGS Encourage a miz 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 mized residential/commercial settings.
Promote housing opportunities close to employment.
CCG8 Develop land use patterns that will encourage less dependency on the single
occupant automobile.
CCG9 Create an environment oriented to pedestrians and bicyclists.
CCG10 Create an environment that attracts high quality housing, commercial, and
office uses. �e�e� orce requirements for guality design in
buildings, streetscape, and site � planninQ
CCGll Create policies and regulations to
encouraQe more e�cient use ofparkingfacilities and to foster new innovative
and creative parkinQ solutions.
CCG12 Protect and enhance natural features of the area.
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FWCP — Chapter Seven. 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 (held in 1992-93), implements the
community's goals outlined in Section �-�- 7.2. In summary, the concept is to:
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■ Establish a City Center to support ' ' ' HC'T3 by locating
residents and workers within convenient walking distance of HCT.
■ Make efficient use of existing capital improvements by concentrating
higher intensity land uses in the CiTy Center.
■ Encourage a mix of compatible uses where housing coexists 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 proposed
street grid, creating smaller blocks, and ��g providing opportunities
for through traffic to travel around rather than through the core, thus
minimizing the impact of future growth on Citywide traffic patterns and
congestion.
■ Reduce impact of parking by encowaging structured parking, allowinQ
� reduc�ged parking ����:�s ratios, a� shared parking, and other
innovative and creative parking solutions, as well as implementing
guidelines that enhance appearance.
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■ Create pedestrian and bicycle connections throughout the City Center and
to surrounding neighborhoods. Provide a safe and inviting environment for
pedestrians and bicyclists with direct connections between activities and
transit facilities. Continue to �develop and/or reconstruct streets to include
sidewalks, street trees, benches, garbage receptacles, screening of parking
areas, eta
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■ Create a high amenity pedestrian �a� -friendly corridors 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 pazks
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 � fi�ure depicts the City Center
core area between SR-99 and I-5 and South 316�'/317�' and South 320�' and 324�' Streets.
The City Center core area contains a concentration of higher-density, commercial,
residential, and mixed-use development, as well as civic, social and cultural uses. The
City Center frame area surrounds the core along the west and north edges and provides
� , ' a full complement of
commercial, residential, and mixed-use development at somewhat lower densities to
support the core. It also provides a transition to surrounding single-family neighborhoods.
High capacity transit 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.
land Use Designations
This section expands on the land use concepts described previously. The City Center �
ch apter �e�es�s contains two different land use designations, each with its own
distinctive characteristics, intended to guide the evolution of the City Center, see Map
YII-4. The City Center core and frame area designations give form to the concepts
summarized in section 7.3. These land use designations direct the location and extent of
gowth, and will reshape the nature of development, transforming the area into a
compact, vibrant City Center.
City Center Core Area
For the last 20 years or so, lower-density shopping mall 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 chazacter 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. The CityShape vision calls for concentrating growth
Revised �A98 2002 Vlt-12
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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 gowth 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. Traditional �city �centers are places where diverse office,
retail, and government uses aze 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, increasing the range of housing choices, and
cutting down on automobile dependency by bringing work places and
residences into close proximity,
�/ ■ Providing retail and service needs in close proximity 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.
� Residents choose to live in hiQher-densitv housin� for a varietv of reasons. First, hi er-
density is frequently less expensive than single-familv housing. Second, the convenience
� and proximity to work, needed services, and cultural activities is verv desirable for manv
people. Finally, many people find that they do not need a large, sin�le-family detached
house. Given their lifestyle, thev appreciate the low maintenance and securitv of higher-
� density livin�. There is a mutuallv supportive relationship between higher-density
residential uses and commercial activities. The presence of housing also activates Citv
Center streets, day and night.
Concentrating growth in a specific area also supports �e investment in transit,
including a regional HCT system. Existing low-density development does not generate
sufficient levels of demand to �•�°*��• u�'T °°^,;^° optimize the return on investment in
transit. Promoting higher-density uses within walking distance of transit facilities will
improve the viability of this si�nificant infrastructure investment.
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 automobile and improve pedestrian mobility.
The core area emphasizes pedestrian, bicycle, and transit mobility. The core area will be
less autaoriented 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
� Revised 29A9 2002 VII-13
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FWCP — Chaoter Seven. City Center
should include an outdoor square, park, or commons, with public amenities such as
fountains, sculptures, and unique landscaping.
Other civic am�enities or buildings, including and/or a
performing arts center, could be grouped around this City Center square (Figure VII-2).
Figure VII-2
Potential Core Area Development
Goals & Policies That Promote the Concentration of New Development in the City
Center Core Area
Goal
CCG13 Focus new growth with #Fg#� resultant increasinQ demands for infrastructure
and transportation in the City Center, spec�cally the core area. Allow for
higher intensity uses for efficient use of land.
Policies
CCPl
CCP2
CCP3
Revised �998 2(l02
Support the concentration of uses within the core area to create a financial,
retail, a� business, civic, and cultural hub of Federal Way.
Develop an attractive City Center that will attract quality development.
�e�ise Continue to support land use regulations as-x�sas.s�s that allow the
higher intensity development expected over the next 15 to 30 yeazs.
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CCP4 �e Continue to develop a City Center that is the primary commercial area
providing Iocal goods and services to the sunounding neighborhoods and
re�io� and to residents and employees within the center.
CCPS Complete an area-wide environmental imvact statement and SEPA Planned
Action and �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 complements and enhances the
character of the surrounding residential and commercial areas.
C�'�8 ��*��,�;��, ,,, :a r *�, + i• . *•�.i
�P9
CCP8 Provide incentives to encourage residential development in CiTy Center, core
�€r-�e areas.
CCP9 Promote the sitin� of cultural and civic uses within the Citv Center core. '�h
Citv should alwavs consider Citv Center Core sites in sitin� analv_ses and
decisions regardine potential civic and cultural uses that it develovs. In
addition incentives should be exnlored that could attract cultural and civic
uses over which the Citv does not have direct control.
City Center Frame Area
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mixed-use development that sunounds 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. �ri,o .,,.e�o..,.o ,.f�,,,,,�:,,,, .,��,. .,,..;.,�+o� a,...,.,+,.,,,., �+,.00.� a�.. .,,,a ,,;,.�,..
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The frame area allows uses that are similar to those in the core area, but are of lower-
� density and intensity.
� . Together, the core and frame areas aze
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FWCP — Chaoter Seven• City Center
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complementary. Encouraging multiple unit housing mixed with business and commercial
use will help Federal Way mee± regional land use goals. This is accomplished by
encouraging the development of housing close to employment and transportation centers.
To help transform the character of this land use designation, �be�s�s reQUlatorv
and/or financial incentives should be a-�e�� explored in exchange for amenities �#is�
that contribute to a more pedestrian oriented environment (Figure VII-3).
Figure VII-3
Potential Frame Area Development
Goals & Policies
That Promote New Commercial, Residential, and Mized-Use
Development in the Cit_y Center Frame Area
Goal
CCG14 Allow increased development of commercial uses while �increas�ing housing
opportunities and diversity of housing types ' ,'
Policies
CCP10 Continue to develop land use regulations �e� that encoura�e the frame
area to accommodate higher-density residential uses accompanied by
residentially oriented retail and service uses.
Revised 2899 �
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� CCPll Continue to �provide amenities such as community services, parks, and public
spaces to meet residential needs.
CCP12 Continue to ensure effective transitions between
' frame area development and
nearby lower-intensitv development.
Circulation
� Federal Way's City Center � chapter is designed in accordance with VISION 2020
and CWPP 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 �a� the FWCP is to promote a variety of travel options. The
City will focus both on transportation improvements as well as influencing individual
travel choices by increasing the attractiveness of alternatives to the automobile.
Encouraging growth in a compact, well defined City Center will help promote bicycling,
walking, and transit use, as well as encouragin� shorter automobile trips. The City Center
� will be connected to other regional urban centers and areas of the City by a multimodal
transportation system, including a fast and convenient regional transit system.
In order to function efficiently, mobility in the City Center must be enhanced by a�tg
continuin� to make 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 parking.
Automobile Circulation
�; The current network of collector roads and arterials, the disjointed grid, and lazge block
sizes contribute to significant traffic congestion within the City Center. The solution is
not necessarilv to construct wider roads. Streets become less efficient as the numbers of
� lanes increases. Building new streets •�•�*.'� �°•��°r'°�eFs versus widening existing streets is
more cost effective, yields greater capacity, and will have less impact on the City Center.
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Revised �998 2002
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Automobiles are likely to continue as a dominant mode of transportation. A
comprehensive network of collector arterials and other streets must be developed to
distribute this traffic and create more driving choices. To the extent possible, the City
should connect streets to form a tighter grid within the City Center, especially in the core,
by negotiating new public rights-of-way and building new streets. This "interconnectivity"
serves to shorten and disperse trips, and consequently reduce travel on existing congested
arterials. Map VII-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 traffic through the City Center and minimize
increases in congestion.
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Policies
CCP14 Improve tr�c 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 ' HOV treatment.
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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.
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This � ch apter 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.
Revised �9A9 2002 VII-18 �
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Reducing the size of the street grid as proposed, improving auto circulation, and creating
pedestrian paths through larger parcels is critical to establishing walking pattems 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,
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City Center in 1998. These include 12-foot sidewalks with street trees and pedestrian-
scale street_ lighting. As streets are constructed, additional amenities such as benches
trash receptacles, and landscaped corner treatments mav be added. Bike lanes will also be
provided in a�rid ti�hter than the rest of the City on throuQh streets that avoid multiple
turn-lane conflicts.
In addition to adding public sidewalks and creating mid-block pathways, Map YII-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.
The second o�al is to establish pedestrian and bicycle connections to SeaTac Mall, the
�g�er�'-s Ci 's largest generator of vehicular and pedestrian traffic. Linkages between the
proposed transit station and the SeaTac Mall are important. Unfortunately, South 320�'
Street is wide, congested, and presents a significant barrier to this connection. Providing
an at-grade pedestrian and bicycle crossing could increase congestion and vehicular and
pedestrian/bicycle conflicts. To facilitate this connection, and encourage redevelopment
of existing parking areas, this � chapter proposes the continued consideration of a
pedestrian bridge spanning South 320� Street.
�-�: The pedestrian over-pass would create a major
connection between two areas in the City Center that have a high potential for new
development and redevelopment.
The third goal is to connect the City Center to nearby neighborhoods and parks.
Residential neighborhoods of varying densities surround the City Center. Steel Lake and
Celebration Parks are located to the northeast and southwest of the City Center,
respectively. Both pedestrian and bicycle trails should extend to these residential
neighborhoods and parks. Roads extending to these areas should emphasize the
pedestrian connection by including additional pedestrian amenities.
In order to provide good pedestrian connectivity across multi-lane arterials such as South
320�' Street and Pacific Highway South, crossings should be provided more closely than
the existing 1/4-mile spacing of traffic signals. Unsignalized pedestrian crossings would
not be very safe, yet closer spacing of traffic signals make twaway signal coordination
VII-19
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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
�oal
CCG17 Promote and facilitate the effective use of non-motorized transportation.
Create a safe, e�cient, and enjoyable pedestrian and bicycle system.
Policies
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CCP18
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CCP19
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Emphasize pedestrian and bicycle circulation as well as
other travel modes in all aspects of developing the City Center transportation
system. Include public sidewalks, street trees, and other pedestrian amenities
for streets.
�e Continue to enforce and refine local zoning codes, site planning
requirements, and street design standards, as necessary, to establish a more
pedestrian and bicycle friendly environment.
Encourage new development to include active ground floor uses such as shops,
community services, office, and housing units. Provide pedestrian �connections
between adjacent buildings where possible to provide for streetscape continuity.
Develop clear and safe pedestrian paths through lazge parcels to enhance the
pedestrian network.
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CCP21 Continue to Ssite and screen parking lots to minimize impact on the pedestrian
environtnent.
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CCP22 Connect the main entry of buildings to public sidewalks by a clear, identifiable
walkway.
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existing and future transit system, and by improving the security and utility of
pazk-and-ride lots and bus stops. �
Revised �8A8 2002
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Establish clear and well marked pedestrian crossings to reach transit facilities
and other uses at a maximum spacing of 660 feet.
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.
� Continue to im�rove the appearance
of, and pedestrian/bicycle circulation along, South 320 Street and Pacific
Highway South.
Transit
Efficient, convenient, and reliable transit is important.to *'��°� the FWCC'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 �s� that includes transit will bring commuters and
shoppers to and from other areas of Federal Way and adjacent communities. A high
capacity transit system with a principal stop in the core area will distribute people
regionally and connect to other bus based transit systems. Transit stops throughout the
center will help shoppers, employees, and residents to circulate around the City Center
without the need to get into their cars. Encouraging a mix of land uses and densities at
major transit access points will help meet passenger needs and reduce vehicle trips.
High Capacity Transit
� 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 atea.
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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 Pazk &
Ride. At the time of the adoption of the 1995 Ee��e�� FWCP, the City
Center �1�� ch apter proposed a new location at South 312�' Street and 20'� 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.
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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 on the block bounded bv 23` and 21�` Avenues South,
a� to the south of South 316`� Street.
�s�la� The FWCP 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 teller 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 ��� livelier. Stores adjoining the
station can take advantage of the concentrations of people by specializing in goods and
services needed by commuters such as dry cleaning, videos, news kiosks, and day care.
Federal Way's City Center station will be oriented 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 City Center High Capacity
Transit Station
Goal
CCG18 Work with the transit providers to develop a detailed transit plan for the City
Center. Identifyfacilities, services, and implementation measures needed to
make transit a viable and attractive travel mode. Tailor the plan to meet local
needs through rapid transit, express buses, community service, and/or demand-
responsive service.
Policies
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CCP27 Focus transportation investments to support transit and pedestrian/bicycle-
oriented land use patterns, specifically in the core area.
Revised �999 2002
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CCP28 Participate actively in regional efforts to develop an'��^'� ^�^�^:*�• *�°„°;* HCT
system to serve the City Center. ra°^+;� �^a ^° - ° ^�*_^f �„��,
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CCP29 Establish the most intensive levels of transit service to the City Center area.
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CCP32
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CCP33
Integrate any transit system with existing or new road right-of-way. ���-a�}`
Develop a bus transfer facility as part of a HCT station, on or off the street,
�#is}� that 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.
Integrate the high capacity transit system with other transportation modes
serving Federal Way and the region.
Integrate bicycle and pedestrian facilities with and connect to high capacity
transit facilities during right-of-way acquisition, facility design, and optional
phases.
Civic Bu�ldings and Open Spaces
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� Revised �998 2002
Public buildings including community centers, libraries, , performing arts
theaters, conference centers, and schools provide places for the community to meet,
exchange ideas, and socialize. The City should take advantage of every opportunity to
locate a variety of civic buildings in and around the City Center. This will occw 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 �s� that is the focal point for downtown, to pocket urban plazas for
lunch time gathering by residents, visitors, and workers. Some spaces will be publicly built
and maintained, others will be constructed along with private development. Privately
VII-23
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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 that are open to the public. Map VII-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.
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
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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 of public spaces, parks, and trails.
Policies
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CCP34 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.
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CCP35 Emphasize locating civic and cultural facilities within the core. Planned public �
facilities could include library, or
performing arts complex. �
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CCP37 Acquire land necessary to provide a broad range of recreational opportunities
throughout the City Center. Land bank parcels in the core area for future
municipal facilities.
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Parking
� The continued use of expansive surface parking conflicts with the goal of redeveloping
the City Center as a higher-density, mixed-use area that is pedestrian-friendly and
supports the use of public transportation. ,
� �_�";^�, ;° ^°,�°°*^°„ �.;°„a'•, °„,� �„^^^..�;•,° ^fu�T, �It is, therefore, necessary to reduce
the need for parking and encourage the provision of structured parking within these areas.
Moreover, parking lots have high redevelopment potential. There are numerous examples
� of communities similar to Federal Way where former parking lots now contain multi-
story developments. Large amounts of �parking will be needed for many years to come.
However, as development pressures and land values increase, 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 �v#isl� that
facilitate future redevelopment of parking areas.
s' 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 mall.
Goal and Policies to Develop Alternatives to Existing Parking Development
Goal
� CCG20 Encourage the development of a higher-density, mixed-use City Center that in
turn will #reduce the demand for large amounts of sepazate parking facilities
` for individual developments �#��e��.
� Rev�ed �A09 2002 VII-2
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FWCP — Chaoter Seven, Ciiy Center
Figure VII-4
Potential Redevelopment of Surface Parking Areas
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Ouer limr, purkF�g goraga, loaaer parkins �cqui�emmts and sha�ed yaskins ean
�low�s� moro rntensiae derirfop�rnt ojland.
Policies
��
CCP39 Encourage public and private parking structures (below or above ground) in lieu
of surface parking in the core area. As redevelopment occurs and surface pazkin�
becomes increasin�lv constrained, Gconsider a public/private partnership to
develop structured parking in the downtown commercial core area.
GGP�3
CCP40 The City will encourage the provision of structured parking #�ex�e�se-e�
Revised 2A99 2002
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CCP41
�44
CCP42
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CCP43
CCP46
CCP44
Buffer parking areas to increase compatibility between surrounding uses. For
larger lots, provide substantial landscaping, special lighting, and pedestrian
walkways.
Site and orient buildings and parking to allow redevelopment of surface parking.
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.
Encourage shared parking between uses to maximize the use of available
parking within the City Center.
Streetscape
To improve livability within the City Center area, the City must complete the street
network and � continue to develop streets in accord with its new street standards.
The street grid must be well interconnected to make travel from one place to another as
efficient as possible. The key to achieving this is to ��a consider streets as a network
that will serve pedestrians, bicycles, and transit, in addition to automobiles. In areas
where increased density is proposed, existing streets must continue to be retrofitted with
sidewalks, street trees, street furniture, and other amenities. Allowing on-street parking
also creates a buffer between pedestrians and vehicles. It also allows shoppers and
visitors to park easily for short amounts of time. On-street parking should be permitted on
City Center streets (where feasible) except during the morning and evening commuting
hours when the extra lanes are needed to accommodate the extra high volumes of tr�c.
The Transportation chapter illustrates several street standards developed specifically for
the City Center area. These streets will connect to other proposed and existing streets to
complete a street grid. Street standards 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 �� Maintain street designations that reinforce the unique characteristics of
the City Center.
VII-27
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FWCP — Chaater Seven. City Center
Policies
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CCP45
� 48
CCP46
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CCP48
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Continue to �acquire right-of-way, primarily through dedication from
development, to complete and enhance the street network.
Continue to �design streets as public spaces, with appropriate pedestrian
amenities, trees, sidewalks, bicycle paths, transit services, street furniture, and
trash receptacles.
Continue to �construct streetscape improvements as an integral component of
any roadway improvement.
Encourage buildings to front or face public rights-of-way, providing clear paths
from the sidewalk to all entries.
Only SR-99 and South 320`� 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:
■ A set of strategies to guide implementing actions;
■ An illustration of how these strategies can be realized over time; and
■ A 15 year action plan.
Implementation Strategies
Specific strategies must be pursued in order to coordinate various elements and actions
that are dependent upon one another. For example, private development depends upon
adequate infrastructure and amenities. Effective transit service depends upon supporting
land use development to provide sufficient ridership. Residential communities require
adequate transportation and services, a pedestrian friendly environment, open spaces, and
jobs to foster a sense of community. In addition, much of the City Center's
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redevelopment is dependent upon market demands and development that is not projected
until abe�BA� the later years of the FWCP's plannin� horizon. .. .
����..;+.,+..� �;+,. ,...;a,. „* �,o „io „,e� �,o� o�nnc. However, regulatory and
infrastructure actions must be taken in the interim to prepare for these developments. The
following strategies forin the basis to achieve desired City Center development.
■�s�abksl� Maintain regulations to shape and influence new development �1-
20 ears .
■ Discourage low intensity auto oriented development in the core.
Provide regulations and incentives to achieve a high intensity,
mixed-use, pedestrian friendly development.
■ Encourage �-i���� residential development in the City
Center frame area.
■ Encourage high-density residential development in the City Center
Core (iJrban Center).
■ Allow short-term investment in the frame area that will support
long-term core development.
■ 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).
■ 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).
� ■�►�e�e�-a�� Consider development of structured parking facilities
as needed to support more intensive development and gradually convert the
core into less auto dependent area.
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FWCP — Chapter Seven. City Center
■ 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).
VII-29
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FWCP — Chaoter Seven, City Center
Develop ma�or civic facilities in the City Center such as,
, '' }` "''''' 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).
Phasing
Transforming the existing downtown commercial core area into the proposed City Center
is an ambitious task. It requires a significant transformation from a low-density,
automobile oriented, largely retail area to a higher intensity, more pedestrian oriented
mixed-use area. i ., ,.�,.,,, :,, �.�„�;,,�. .,.,,+o,..,�� �;co �. � � � a
. The City Center � chapter acknowledges that the core will take
some time to develop. The City can facilitate these changes if a series of small steps are
taken over time. This is especially true if the steps are consistent with the emerging
economic, social, and demographic trends. As is the intent of this plan, the phasing
scenario presented here accounts for the timing of market projections and future actions.
As noted above, the implementation strategy is keyed to projected trends and regional
planning goals. Its form and chazacter, as envisioned in the � chapter, 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 investrnents to produce buildings that
respond to the direction of the � chapter The demand for more intense development
opportunities in the City Center is not projected ��sa�e within the next few
years. 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 are 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 YII-6 and Map YII-9 (located at the end of t#�s the chapter) illustrate
key steps in the evolution of Federal Way's City Center from 1995 through 2025. The
illustrations are taken from a viewpoint just north of South 316`� Street between 20`�
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, tlle 1, ;� , •• , r• ,, •;tv tr�n��t lina m�u• �»,,,,• t•� +i� a•� + t• + ,� +i,
' FiQure VII-6 shows an elevated li�ht-rail
line that mav not be routed to Federal Wav durin� this plannin� horizon. 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 market demand and
Revised 2899 �
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■ Develop a pedestrian/bicycle plan that outlines a connected, safety-oriented
system of routes and facilities. This � chapter 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.
��r�tts.
■��ep Continue to plan for and develop a-parks and public spaces �
� within the City Center. Begin negotiations for acyuisition of land for a
City Center park, plaza, or square.
■ `��#�e�ssa��: Complete streetscape improvements
alon� the South 320`�' Street corridor.
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■ Continue to �improve SR and establish mid crossings.
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■ Complete the BPA bike trail.
� ■ Continue to �negotiate and acquire rights-of-way to augment the City
Center street grid. During permit review, ensure that new development is
compatible with the street grid. Construct street �rid enhancements.
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� Revised 2698 2002
FWCP — Cha�ter Seven. City Center
funding projections. However, new trends, funding priorities, and development
opportunities may emerge, changing the timing. An illustration of 1995 conditions is
included for reference.
'� -�� 2002 — 2010 Actions
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FWCP — Chaoter Seven. City Center
■ Develop a. transit center ' . Focus
transit activities in the City Center core.
■ Construct streets to serve the transit facilitv.
■ Begin negotiations to form a public private partnership to provide
structured parking near SeaTac Mall. Construct the parking structure.
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■ Enhance educational and recreational opportunities in City Center.
�nn�.��� 2010 — 2020 Actions
■ Construct a City Center park with public amenities such as fountains,
sculptures, and unique landscaping, separate from Celebration Park.
■ ''xg Potentially construct public-private parking garages.
■ Potentially construct the pedestrian overpass across 320'� Street, and build
phase one of the Citv Center pedestrian mall.
■ Improve community-wide transit service and implement a"spokes-of-a-
wheel" service delivery pattern with City Center as the hub.
Revised 2999 2002
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The following have been accomplished to implement goals and policies of the City
Center chapter since the initial adoption of the se��s� FWCP:
■ In 1996, the City adopted code amendments for the City Center Core and
Frame to allow for increased residential density and flexibility in siting
residential uses. T'he 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 loca}
and intercity transit which should result in more people having access to
shopping and other opportunities in the City Center. Since that time, the Citv
has worked with the transit providers to develop a detailed transit plan for the
C� Center, including sitin� and initial desi�n work for the Citv Center
Sound Transit station, as well as imnrovement of two pazk-and-ride lots.
� ■ In 1998, the City adopted policies to provide stre�tscape enhancements �le�g
t�e-�9�-se�e� and development of standards for streetlights, street trees,
and their placement and location in the City Center. Since that time,
� substantial progress has been made, with full improvement alon� this
corridor from I-5 to 11�' Avenue South.
■ The City has an adopted TIP and CIP plan which addresses major street
� improvements in the City Center. Minor collector and local street
improvements would be provided by development as redevelopment occurs.
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� Revised �999 2002
FWCP — Cha�ter Seven. City Center
■ Seriouslv explore the feasibilitv of Gconstructi� a performing arts center
and develop an implementation plan.
■ Establish �be�e€ green parks and corridors throuQhout the Citv Center
and/or along �e a City Center pedestrian mall.
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'�'�c�Ai3Sa�"'u' v
Activity Since 1995 Comprehensive Plan Adoption
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� ' . In 2001, the City created an Economic
Development Division within the Communitv Development Services
VIi33
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, FWCP — Chaater Seven. City Center
Department and hired a Deputy Director to manage it. Among the Division's
duties are te lead efforts to encoura�e City Center redevelopment, attract
businesses and developments, and increase visitorship to the City Center.
■ Phases I� a� II, and III of the BPA trail have been constructed a��kase��
„.�,o „o,.,,,;,+:.,,, �+.,,,o
■ 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.
■ 2001 – Pacific Hi�hway South/South 320`� Street intersection—
Widen roadway and add new turning lanes at each leg of the
intersection. Also add street li�hting, street trees, install
architectural and IandscapinQ elements at each corner of the
intersection, and under�round utilities.
■ 2001 – SeaTac Mall surface water conveyance system upQrade.
■ 2001-02 – South 320�' Street between 1 l�' Avenue South and
Interstate 5—Under�round utilities, widen sidewalks where
necessarv to add new streetlights, install street trees behind the
sidewalks, and install medians where feasible. Add dual left-turn
■ 2002 – 23' Avenue South between South 324`� Street and South
316`� Street Widen roadwav to five lanes and add new sidewalks
street IiQhting, and street trees. Install new traffic si�nals at South
316�' Street, South 317`� Street, and South 322" Street.
■ 2002--Comnleted the Rine Road (14�' Avenuel_
■ 2002 – South 31 Z'° and 14� Avenue
sipnal to full traffic signal.
■ 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
■ 2001-02 – Pavilion Centers, Phases I and II
■ 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
Revised 2A99 2002
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� ■�9A�� 2002-03 – 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.
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■ 2003 – South 314`�' Street and 23' Avenue South--Conshuct traffic siQnal
� ■ 2003 – I-5/Citv Center Access Studv—Develop plan to increase capacitv
between Citv Center and I-5 to improve and/or supplement the existing South
320�' Street interchanQe.
� ■ 2003-04 – Potentiallv locate �new municipal facilities
! 2003-OS – Sports and Multipurpose Fieldhouse—potential proiect.
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FWCP — Chaoter Seven. City Center
PROPOSED PROJECTS
■�88-3 2004 - Flyover ramps from I-5 High Occupancy Vehicle (HOV) lanes
connecting to South 317`� Street.
■ �9�� �e�t#-�`�-a�d-�4�'
■ 2004 - South 317`� Street and 23`� Avenue South--Construct
Sound Transit's Federal Wav Transit Center
■ 2004 - Add tum lanes on South 324�' Street at SR-99. �
vu-�s
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Illusiration of City Center,1995 Conditions
• • � • • • S. 320th Street • • • • • • 20th Avenue S. Pac'�fic Highway S. - • • • • ;
�••••••-Executet �•••••••S.316thStreet
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Vicinity Map
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Map VII-2
Boundaries of City Center Area
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Map VII-3
The Concept Plan
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City C;enter Land Use Designations
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4 0 �� lake �0�� � o� e� 9� ° dd p
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a� Q�•� U'o � �� o p 0 0 �� . p o o� o 0
� � o O 0 o p 0 0 P ❑ 0
oP d �C��Q� �PPq p — ogi a,0 ° 0 3 312th St � 0
' � �'000ama o � � � �o o a 0 �o
� g ao 0 o d � �9 g almart ���?�� � oa
�� o ° oo � O Pavilkons o � v�� ❑ N 0.
� ��� g 4� � Cenb�� o O d v d o0
0 0 . p a ,� q p S Hillside > ❑ > q
° Q�� �° �; q p o �sj Steel La ke � o�
� N
o aa bo o at4o 0o Q ° o � a/ et P a r k �
47 � d�1 O� 00 �R}OQ p p 6 I � o I I �o o OQ �o�
w � P ❑ Q �� �o � 4� Harry S 7ru �
Oo qd69oddp� � ---� ��..y,�sit+•++s++« S � u ��� �� °� � H;pnSc o
p � +.w-.,. �
o � ��"°�o°`� a ❑ '3 � � � � � � C��i��Cso'�Y��. � eO �
i
0 d� mr�a�oCS�.. a �.� Q y --
0 ��----77
qoo pc�C'�°°oR�p� O ,� � � a � Gateway
� o 00 0 � ( Cerrter
a I � ° � D� �� � n SeaTac � ! J L�
� �� � i! Vil/age o� Plaza
C'm LJ �
� � � s32on,st � � � °, ;� O o0 � Q ❑9� 0
� � U 4� � Q L � •� N
� 4
� Ross � �
��" � � Safeway Plaza �j
� o �� o �� � ea Tac Mall L1=
❑�° �
0 0 � fl �� � �ar;,�
� � � O �.� � S 324th St �k a u
e
� �
o Q�O . � Q d� 0❑ � � ¢7 P
° � �°��� 1�� ° �
a� � a �o � oU ,�.c e
Celebration �������� ti
Park � ������ �
I N City Center Boundary
,
•"» Core/Frame Divide
� City Center Core
0 City Center Frame
0 Park
TMs map is accompanied by no warrerities, a�W is s�mply a grapluc represenia9on
0
� Map Date: April, 2002.
N
0 500 1,000 Feet I
�_ _ � 1_ - 1 -�
� Federal Way
�
I
Map VII-5
IEnhanced Street Network
�
� � O� Q OOQooP� � GIO 6 OG1qWq �.
4 � �� Easter o ( � � D � Q d' � e� d(1y ��p "° p p o p
� Q�� CCo�O �5 ° 311�SY O000 � � OP ❑ �°
oP ° d !] �pPl�o oa.oq p �� � n � ��� °° 72th St � �
e� _ o o' • [ L 7 a C I' (
� � ❑ fl000wa O C � � fY� � �� °�d,� �� 1 a ��O
� ; � a o�II L1 d � � � ' � � aimart � ���?��IU � o �00�
❑ o° o 0 0 ' p O 1 P avi l lions o Q N� � � o
o ° �p D O a � i� I Q 4 R p C 1 CenVe ❑ � S Hi l lsi de � > � ��°"
d o o ° 9� � o ��- —.� �' �.,� N P/aza Steel Lake = o�
c� �
g��`.'� Q�° od � t � o �� � � Park ��
o� a�o a a�'a o❑ c{ �oo� � ar get �� �� a
� � . �00000�.aa op ffi , � � � �py o�°(�oo � � ��,
°° Q ' o0 00 �' ° St O o a��� ° � � Niph Sc� �
U ��9dd90ddLafSa �'
0 0 ���� a" L�J b x � � ] � � �' � C�'�� °�\50�� � �
0� m�arnoa� a� � � 1' �� .� �
q°o �G�o�cLP� p *. � °� � o � L v �.. � � rsm �.... � Gateway
� o � , '� �0 � � Center
I 1 �
a ��� o ,�� �1 � 4� � � SeaTac � Center � � ,
� ;� � � � � V�l/age 0 ❑ / Plaza �
�
��� s�sotn si G� C] �� 1 o Q fl a� o o� Q o o J�� � 0
Q � � � o ` . tr._.= s 3 � ,:�
6 � 4 � . ' � - �' � �� N . •._.. �,o
�� � Ross , 1 I 1 � Q
� Plaza 1 �
( � � �� � a Safeway � ]
� � ' � �� �! �
�V(� a.r � r s L� �r
� D �� � � � �� ; � � -
� � � ��� �� ! ( � f.l'ASIIlIil
�� 0 ' S 324th St N i � Paik S
o� oo� Ride �
0 A ,., � �,� e
��j Q�Q o �;` Q O CO �� � QX�t7a7d�7 a]SS� 9� o `
d p � d�JO ❑ o� � � Uo� � ��
oQ
° Celebration �� ti � °
Park p ��0 n 0 n � n 0 .. � °�o� °
° II��II�IIII�r n n� no a ���� d �k� �
�ch�. Intersection Street Recently
Improvement Canstructed or
De�dicated ROW
�' New Traffic Signal �� City Center Core
H Existing Street � City Center Frame
�,� Proposed Street � Park
^I Scheduled Street
Improvement
TMS map is accompanied by no walrerrties, and is simply a grapNc �epresentation
; \ Map Date: February, 2003.
�
N
0 500 1,000 Feet I
I � l _ _�__J
,. o�
, ___ Federal Way
Map VII-6
Principal Pedestrian and Bicycle Connections
00 `�� a ��� � U p � � n � 6 (Soo ° o � ¢ �pqW � a.0
� Lake ° o � ° p
p o o �
ao Q�� Easter � ° Cd� �6� �o0 6° a o 5 �
oP ° d �] orapo p �� O � a�l 0 v0 0 0 � 21fi 3t L1 0
Q, [� • � yJ7 � ❑
- O � �47ooOmP O � � u � LJ a/mart � � o ���LJO � �� � ]m �^'� y
S)��Q �7 d �pQ � � g � � � � � �OW
$�• o❑� o O 0• � O 1 Pa villi0ns o a t/> � � o
o❑ � O p ° �, �p G� CenVe ❑� � d � d od
a9 t � 4 � Hillside > ° ` �
o � p'p cy 4�0 CL r -, N �
� 0 8� � o c! �..�, ., � Plaza Steel Lake ��`�
a n o �
g��. ��° od �� 0 o w �. Park �
0 oa bo 06 C�0DO �M roP� '`Target ���o��, /
�� d�00000vr�o op c� I�� Fooa� �� �(� o �? o°oa°� r+a�,rsr��°
�° ' oo ❑o th St � I" I � ���° � Hiph ScM
� ��9dt�q��dp� � �� � � �o
p ° ��p �� u � � � � � ��p�C3 o� [3
p ° °, � � � 1___—_� `� C3(��'�"
a d m����amo c 1
o � r d
q�o 4��°��c�� (�� �' "°' q �' t r �....�. � �s� 6 ' � � Gateway
� Q� � Cemer
��� ��` � � g �� � ���
a � 1 � � SeaTac
� � o° �� D� � � � � Village o � P/aza n
���� ° N ��o�� �� °���' O
� S Z�th St ❑ 0 Q �� o o� o � �
�� �1 G
(} 44ri � �� � � ' � � N � V 40
og �� -
Ross , 1 1 �
a Safeway � � ii �Y�i. �. �
� � � � Plaza
�b�, � �.,.� � .. � � "�. �
�❑ o
o �
o ° �� � �� i � � � E �.�
d � G O� S 3 2 4 t h S t ' � 1 Park 8
Ride �+
� ����� ,
� ° 0 0 � m �� 1 � a r z� a �aa� m e `
� °�� Q d� U� ❑❑ U � Op �"a �
oa � � r�
Celebration ������� � , °
Park � ������r n no Q ���o p � �
� New Transit Center Potential Bike Route
ui■!
Potential Pedestrian C� City Center Core
Crossings 0 City Center Frame
N Existing Street � Park
I ��l Proposed Street
� Map Date: February, 2003.
i
N
0 500 1,000 Feet
�—�L--� __ 1
� Federal Way
This map is accortpanied by no warreMies, aM is simply a grephic representatlon
i�
�
i
Map VII-7
` Potential Transit Alignments and Stops
c� - CI �" SI � � � a C� O O(� � q� 6 OL�qL� �-'Oj °
p� �� Lake �� a � o a a `� ° do p
� � Easter o O � d � e � o p a p
�� 0�� �0� ���S812{F�SY O �00 00 ° ° e � OP 0 °u
� � � � � � � � � � � �
oQ d �] °�]P P�OP1�q p �: �� • o ao� o il 0 1 th St � �
� � ❑ flooOmP O � � ❑ (�k � �� ��W �L� U ' _ O �O
� �' ao � t7 � � �9 � ; � d almart � ���?��U� � o , �oa
��• 0 8 0 0 0 � O Pa viUions o a � v>� � p.
o p• 4� a� t g Q 4�� �' Centre ��� � Hillside �> ❑ Q d � °
d� o � 0 8 0 o Ct _• o � � � a r� �' P/aza ❑�
n -�b ❑ o �J Steel Lake � o
o�p` .�� °°� o � � o •I Park N�
d
o da �oo o ac�o o❑ � � r Target � ��o �,
_�
0 9 � d{? OD O� O�.pO p p 6 '� � Food St '�� 0 � � a� � �rry S Tr�m
� ��9db9o�ol�� � � �d � � NighScM �a
(�1 � e �
0 o a °�'�°°° n , a a� L_1 � � �� a �� ��0�'� �
o � o � � • � � � � /
D 22 oo�oGS�mo a� � �; ■� � � � � � � �r �
q°o �°dP°�oc�� p C� �Q � � _ � � � � / s Gateway a
0 0 � �� � ' � Cerrter
� � a �, � � SeaTac � � �
�� �� � � � Vil/a e Center � �
� � � � � D � �' a � � 9 ❑ ❑ P/aza � �, � � � � �
° S�Oth St = ❑ O ! � a Q ❑ � Q o 0 1� S 3 �
��� ��� �� � �� � � � � � � �� � ��� �
�t p c.� � �
Q o �S � q s 111 ���
(} � 4 f7 i ' L1 N h� � 4a
� � LF � L � �
�o� � ROSS � � U
a Safeway Plaza ' �j
�b � � � �
ea Tac Mall "�
b � a� . .
� ❑ � � � � Existing
o �
d � � O S 3ytth St � R� s „
O a
o � Q0 � "� • o � 1 Q ° o m O ���, , u
� � ' d Uo 0 0� � �q � �e
O
Celebration ������ � ti , �
Park � � � p p�0°O °� �
������r���, n no ° o no a ��3� /,
''""""' New Transit Center � City Center Frame �
N
Potential HCT alignment (2 Alternatives) � Park
��� Potential Transit Routes
• Potential Transit Stop
� City Center Core ,; � Federal Way
Map Date: February, 2003.
0 500 1,000 Feet
�__� _� i
� Map VII-8
Potential Open Space and Bicycle Routes
0 � n Q
� p0° p OOlS°°QD � Q� Q �GlqWc'�l ❑•
Q� �� Lake ° 0 e❑ °o � r,c, p
0� Q�� Easter � � � OO � � � d� �° o � ❑, o �
�o � � � �
� o❑ � 0 0 0 oo� j o op � P ° Sl
aQ d �] �QPOO oar�o p �� � �� M1 St C 1 �
O,, d. ❑ o' _ � ❑ � �. °�n ❑(1 ❑ �7O
Ik � � ❑ �OOOOmP U � � �h � o C� � dJ LJ a � ��
° � a o � a � d � � � �a � almart � ���? �° �"c� ° � o a
��• o � o O � r 0•°� O� PaviUions o a tn� N 0.
o❑ 0 �p� aq i g� p�p q� CenVe ❑� � d d d od
o �� o o d 4 aq p s Hillside > � ' q
� o �� a o Q„ • o p� � r Piaza �? a ❑ c�
r� �❑ o � Steel Lake � o
c � U
Q�� �7 o o�� a� O o e�r--� Park N
!3 :o
o ba'flo 06C�aoo � D u
�� �� o � ' �
T B� o a
�9 � �OO��o�AO pp p 0 � d I4 �����70 HarryS�ru
� ��9dt�90ddp� �� � t �1 ��d� � � H�ons� �a
0 � a �q�op�oop a � � � �� � ����� � C°i � 0 ° 0 � o r L3
O "• p � � � C�p�o �" �
0 d oor�'b�oLSr� LS
qoo C�Gn�000m� � � � � a Gateway
o � ° 4� o p L � Ceirter l
� ��� ° ,',• � �J � C
� � � �
���s ochsc �❑ � � C
Q � �� � � Q
� 44f}
IS
o � �] �
� � � Ross
� a Safeway Plaza
a �
o ❑ � � C� �
0 ° 0�
0 0 � s;
�� O o U
O ° Q� �
Celebration ������ � ti
Park
Q ������ o
SeaTac � �
V�llage ❑ � Center
PIaz p �
a fl aQ❑o 4 0��
� � N �
.
�
�
.
;
.. . .. .. .. , .
• .. . .. ..
�� 1 ■ . ,.����i�N�i���qil.l.1�;���u�„Y��,t
l J 4���.1�1�1tl�•N' ��1�11•
M ■1 � .� � ! �� �� :
., ,�� •.t►Ei��a;r,�� L7 -
. r ; �1'
;• ;
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. ,, ,
_ = �` "``" • � f- �,�
���,♦ ♦ � . `��i��_��,s ���:�' i�,�
. � • _ i 1 . .., :L�!.�.. _ _ � + �� _*.j = �
N Existing Bicycle Route U Park
��' Planned Bicycle Route
N Target area for Civic Center
0 City Center Core
� City Center Frame
TMs map is accompanied by no warranties, and is simply a grephic rep'esentatlon
;'\ Map Date: February, 2003.
��
N
0 500 1,000 Feet
� ___ ��
,. o�
�. Federal Way
Map VII-9
Phasing Concept 1995-2005
�-• LI� �° � " L�J �a P ooQooQO ° Q� 6 QW9GI� o.
ao o Lake �� o � 0[� 9� � da p
q � ��� Eas�r p � 0 0 �� � � � ,0 C� o p 9 p
�p fJ � O
U� U � � ❑� �0 0 o O � Op� p o� �.p � � 0
�
. OQ d �] �CIPP oOPPq Q [ k... O^ g 9��n1 � � �
,� 6 t� L5 0 ❑ °� p /� ❑�o
❑ i7ooC7mP C� C . � (�k ��O o � L 4
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0
��� o�° o o p O Q PaviOions o a rn N � �
° ❑ p o �, ° � 4 � � CenVe ❑ �� � d °' d o
o aQ r , S Hillside � � '
0 0' c7 �? �o c O q
°° o o �° �� L � � N p�aza �j Steel Lake t o�
a ��".'� Q� od � 0 0 `''_" Park ��
o d a b o o a c� a o❑ � rop Target ���o �,
�9 �°�lO�0OO�0 �p � � � Food� S t � po O�Q�4,' Na�rySTiu�
Oo 9dd9d�dC�� � � � � �� � � HiphSc �o
0 0 � p� c� b � �{� C � Q����� o a �o B
'. Q d� ooc�lo��d�ao C � �� � �
qoo ��dc�p� � ;��� ,r t . Gatewa
� � � � Cerrter y /,
ad ��� o � � � �
a �
���° S 320th St C � �
� �� � Q
��� � �
poO � Ross
� � Safeway P/aza
j �. 0 � � o � :�
��
❑�� � �
° ° �
� � o
�°� �� ° [
��o �
� Celebration ������ � ti
Park
� o
o �
� [ ;:`� � �
SeaTac y; Center
0 Vidage ❑� ks P/aza � � p
o a� aQo� _� oo � � 0
�
� � �(�j� �/�/ 4
.T ��� ��^ N LJ V °
� Sea Tac Mall � �
u$ �g�
v � ' �-- _,___� . �
���,�
l24th St � �' Parkd
�' ��;_ R;d�
� m 0❑ �ca�tOdGCAM a] e
° a�oo� ° � ����� /
o v°o �,o a
��- Scheduled Street N Street Improvements
Improvement Recently Completed
Pacific Hwy South - Widen Road to include HOV lanes {� New Transit Center
and underground utility poles. Add sidewalks, street � Intersection
lights, trees and landscape median. Improvement
� City Center Core
Proposed Right of Way
0 City Center Frame
�] Park
�
Map Date: February, 2003.
0 500 1,000 Feet
L _ �L_. L _ 1
,� Federal Way
This map is accompanied by no wa�renties, and is simply a grephc representaoon
J �
/
�
�
1
�
�
�
�
�
�
�
LJ
��
�
�
'
,
CHAPTER EIGHT - POTENTIAL ANNEXATION AREAS
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 bei�g provided by the subject
city. In King County, the Countywide Planning Policies (CWPPs) refer to a city's UGA as
a Potential Annexation Area (PAA) so that it will not be confused with the Countywide
UGA. 'This chapter includes state, regional, and local planning policies that relate to PAAs,
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.
-rh, r•r. � ,� nn n • � ,� � t ,� � ,.�.o,� ir;.,,. r �;n,
rizv-v t r ^ i a �
. The Federal Wav PAA is comprised of two
separate areas with a total estimated population of 20 960 in 2001. The larger of the two
areas is approximatelv 5 000 acres in size and is located to the east of the existin� City
limits along the I-5 Corridor
The smaller of the two PAA areas is approximatelv 50 acres in size and is located west of
Pacific Highwav South (SR 99) and south of South 272° Street at the existin� northwest
Citv limits in the Redondo Nei�hborhood. 'r'��° �° °^ °r°° These areas are characterized
by urban type growth where urban services (including water, s�� wastewater, police,
fire, general government, transportation, parks & recreation, etc.), can be most efficiently
provided by the City of Federal Way or other special service districts.
8.1 STATEWIDE PLANNING GOALS
Three of the 13 statewide planning goals contained in the GMA relate directly to urban
growth areas and PAAs. The three relevant goals aze:
■ Urban growth. Encourage development in urban areas where adequate public
facilities and services exist, or can be provided in an efficient manner.
■ Reduce sprawl. Reduce the inappropriate conversion of undeveloped land into
sprawling, low-density development.
■ Public facilities and services. Ensure that those public facilities and services
necessary to support development shall be adequate to serve the development at the
time the development is available for occupancy and use, without decreasing current
service levels below locally established minimum standards.
'
FWCP — Cha�ter Eiqht, Potential Annexation Areas
8.2 COUNTYWIDE PLANNING POLICIES
In King County, the CWPPs that were enacted pursuant to the GMA also provide
guidance with regard to multi jurisdictional 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.
LU29 All jurisdictions shall develop gowth 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 employrnent 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:
■ Phase and limit development such that planning, siting, densities,
and infrastructure 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.
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 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 annexation, including
conformance with Countywide Planning Policies, and a schedule for providing
urban services and faciiities within the potential annexation area. This process
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shall ensure that unincorporated urban islands of King County are not created
between cities and strive to eiiminate existing islands between cities.
LU32 A city may annex territory only within its designated potential annexation area.
� 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.
' LU33 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 proposed to
� receive a full range of urban services. Subsequent to establishing a potential
annexation area, in-fill lands within the potential annexation area that aze 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 annexation area.
� LU34 Several unincorporated areas are cunently considering local govemance
options. Unincorporated urban areas 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.
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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
, described special purpose district boundaries, the transportation system, parks and
recreation facilities, and physical features that potentially affect urban service delivery.
, In September of 2000 the Citv of Federal Wav completed a preliminarv analvsis of its
PAA that largelv identified potential issues associated with annexin� this area of
unincorporated King Countv. A second component of this preliminarv analysis was to
, create a scope of work to develop Citv of Federal Wav comprehensive plannin� and
zonin� for the PAA, and a fiscal impact analysis that would evaluate the
feasibility of any potential future annexations.
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In November of 2001, the City of Federal Way, in partnership with King County,
initiated the preparation of the Federal Way PAA Subarea Plan and Annexation
Feasibility Study. This work will produce two distinct but interrelated products: a
Subarea Plan for inte� in the Federal Way Comprehensive Plan (FWCP) containing
policies and plans addressing the full ran�e of lanct uses, capital facilities, public services,
and environmental issues; and an Annexation Feasibility Studv that will guide the Citv
and inform the citizens about the feasibility and phasing of an�potential future
annexations.
For purposes of data collection and analysis, the Federal Wav PAA was divided into
seven distinct community subareas (refer to Map Vlll-1, all maus are located at the end of
the chapter). The community subareas identified in the PAA Subarea Plan include
Redondo East, Star Lake, Camelot, North Lake, Jovita, Lakeland, and Parkway. The
boundaries of each subarea closely align with nei�hborhood boundaries that were
previously designated by Kin� County.
The PAA Subarea Plan and Annexation Feasibility Study has two working committees: a
Staff Work Grouv and a Steerin� Committee. The Staff Work Group is an intera�encv
working committee that provides technical review of all draft work products. Members of
the Staff Work Group include staff from the City of Federal Wav, Kin� County, Federal
Way Fire Department, Highline Water District, and Pu�et Sound Ener�y. The PAA
Steerin� Committee is an advisory committee that acts as a"sounding board" reviewing
draft work products and public comments, while assessing the overall direction of the
study. Members of the PAA Steerin� Committee include representatives from the Federal
Wav City Council and Plannin� Commission, Federal Wav Chamber of Commerce,
Federal Way School District, Kin� County, and three PAA resident representatives.
The Federal Wav PAA Subarea Plan and Annexation Feasibility Studv are scheduled to
be completed in the �� of 2003. Upon adoption bv the
Federal Way City Council, the Subarea Plan will be inteprated into the FWCP.
As noted earlier in this chapter, the GMA requires that urban growth be planned to occnr
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.
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Subarea Plan and Annexation Feasibilitv Studv that is currentiv being developed.
Fire Protection
The Federal Way Fire Department provides service to the City of Federal Way and �es�
the Federal Way PAA. The Department was
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� 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.
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Services provided by the Federal Way Fire Department include fire suppression, fire
prevention (building inspection and public information), emergencv medical, and
communications center operation for 911 emer�ency calls. Emer�ency medical response
calls or service make up a majoritv of the calls for the Department.
The PAA is served bv four of the Department's six stations (Map YIII-2). One of these
� stations is located outside of the PAA, within the Redondo area. The other fire stations
servin� PAA are located within the Lakeland, North Lake, and Camelot community
subareas.
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The City has worked closely with the Department in reviewing the Fire District Master
Plan, which complies with the GMA.
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+� a,r „ v»r_ � f,. �,,,..,+;,.,,��. �e Department's Master Plan identifies the new facilities
the Deparhnent 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 Capital 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 contracting 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 �ise Public Safety �Department could
be expanded at some time in the future so that it could effectively provide services to the
PAA.
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According to the King Countv Executive's Proposed 2002-2007 Capital Improvement
Pro,gram there are no new proposed or expanded capital facilities in the Federal Way
PAA. As a result law enforcement related service levels in the PAA could decline as this
area undergoes new growth and development. Although calls for service in the PAA have
decreased bv five percent between 1999 and 2000, during this time period the number of
tra�c citations and traffic accident events increased bv 17 and 12 percent respectively.
At present, the crime rate of 35.26 per 1,000 population is nearlv equal to the crime rate
for the countvwide area patrolled by the Sheriff's Office.
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Education
Probably more than any other special district, a school district provides an area with a
sense of community. The Federal Way School District #210 (as outlined on ��e�pp-T�-�
Maps Vlll-3 and VIII-4) extends from the county line south to South 252 west of I-5
and South 232 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 staffmeets regularly with School District administrators to discuss growth
management and school development issues. The District administration 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.
Seven schools are located in the PAA, including five elementary schools, one junior high
school, and one high school (as outlined on Map VIII-�. Aside from Thomas Jefferson
Hi��i School, all schools within and serving the PAA have some student demand beyond
the buildin cg apacity, requiring the use of portable classrooms.
Parks and Recreation
The City of Federal Way Pazks, Recreation, and Cultural Services PRCS Department has
a Parks, Recreation, and Open Space Comprehensive Plan, which was originally created in
1991 and updated in 1995 and 2000. The PRCS plan is currently being updated and, on�e
completed, will be adopted by reference into the FWCP.
��'"� �';*��';-�:+° ��� �"", The plan divides the City into subareas (Map �� VIII-S) 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
the PAA, with small portions located within City limits.
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The most recent update of the PRCS Plan adopted by the Federal Way City Council in
September of 2000 includes accomplishments, improvements, and chan�es made since
the ori�inal plan. It also establishes a direction for the Department and decides how the
City will meet future demands for park and recreation services in the Federal Wav area.
The primary goal of the Pazks, Recreation, and Open Space Comprehensive �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. T'he City's
goal is to maintain this level of service as Federal Way grows in population and size.
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The City of Federal Way's �e 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 park land in Federal Way is 8�r9
846.0 acres.
The PAA is primarilv served bv five countv park sites totalin� 109.52 acres (Map Vlll-�.
All of the active park facilities are located in the Lakeland community subarea, while
natural park and passive park areas are found in the Camelot community subarea.
Completed in 2000 the South Countv Ballfields Phase 2 is the only recent capital project
completed in the PAA. Furthermore Kin� Countv Executive's Proposed 2002-2007
Capital Improvement Program does not include plans for anv new projects or
improvements in the PAA.
, In addition to King Countv parks the Federal Wav School District (durinQ non-school
hours) and the State of Washington also provide public recreation facilities and
opportunities in the PAA. These include sites located in the Camelot, and North Lake
communitv subareas. Private recreation facilities are also required in residential
' subdivisions and developments of five units or more in accordance with Kin� County
development regulations.
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Water and �ev�e� Wastewater
Water
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The Lakehaven Utility District and Hi�hline Water District provides water a�-se�wex
service to properties within the PAA '
. As indicated on Map -i��-4 VIII-7, the current Lakehaven Utility
District boundary is generally bordered on the south by the Pierce/King County line, on
the east by the Green River Valley, and on the west by Puget Sound. The Lakehaven
Utility District's northern boundary �-�ee� is
generally bordered by South 272" Street with a narrow strip extending along Puget
Sound to South 252° Street.
The Lakehaven Utility District water service area boundary differs from the District
boundary most noticeably on the west, where the water service boundary is generally
along 30� & 35`� Avenue SW, and does not include the area in Milton along the King
County line to the south (as indicated on Map VIII-8). The Lakehaven Utility District
northem water service area boundar�generally extends up to South 280 Street. The
entire boundary of the District is contiguous with other neighboring water systems. Maps
contained in the District's water system comprehensive plan describe an extensive system
of wells, storage tanks, and distribution mains. The water distribution infrastructure is
sufficient to provide water to virtually all of the Lakehaven Utility District.
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The Hi�hline Water District water service area boundary encompasses most of the PAA
Star Lake community subarea and parts of the City of Federal Way (Map VIII-9).
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Both the 1998 Lakehaven Utility District Comprehensive Water Svstem Plan and 2002
Highline Water District Capital Improvement Plan have identified the followin� water
quality and service goals and obiectives: maintain their water systems and water qualitv
to the highest level of service and at least the level required by applicable regulations;
participate in the conservation efforts to maximize existin� water supply resources and
develop new water resources; and install new water distribution systems as necessarv to
serve the existing and future populations within their Districts. Both Districts have
existing rate structures and capability to ensure this level of service.
Wastewater
The Lakehaven Utilitv District provides wastewater service to significant portions of the
PAA. T`he sev� wastewater collection system is a combination of gravity flow lines and
force mains. Map -K�-.� YIII-1 D indicates the �F Lalcehaven Utilitv District
wastewater service area a� ' boundaries.
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available in si�nificant portions of the Star Lake, Camelot, and Parkwav community
subareas, and small portions of Redondo East and Lakeland (Map YIII-11).
T'he City of Federal Way's responsibility with regard to the water and wastewater
systems will be limited to updating the FWCP in future years in accordance with the
City's regular planning efforts, and providing development applications to the Lakehaven
Utility District and Highline Water District for their input as part of the Citv's
Development Review Committee process.
Surface Water
The City of Federal Way operates a surface water management utility, which provides
service to properties within the City. The majority of the land azea within the City is
contained within the Hylebos Creek and Lower Puget Sound Drainage Basins� �Map i1.,�
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King County mapping has identified the followin� five major drainage basins within the
PAA: Lower Green River, Mill Creek, White River, Hylebos Creek, and Lower Pu�et
Sound. These designations are depicted on Map VIII-13.
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The PAA is almost entirely within the nearlv level upland plateau, which is immediately
adjacent to steep slopes at the edge of the Green and White River Valleys, and Puget
Sound (in the case of the Redondo Subarea). As a result, historical stormwater systems
within the PAA include a series of lake and wetland complexes that drain in steep ravines
to the rivers and streams below. The most distinctive characteristic of the PAA is that
most of the area is a headwater to several significant streams (Hylebos Creek, Mullen
Slough, Mill Creek).
King County currently provides surface water management services to the �ser-perate�
' a�ea PAA. ��e� In the event annexations to the City of Federal Way occur, the
City's surface water utility � may be expanded to provide service.
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Transportation
� In terms of a street system, the area east of Interstate 5 is well connected to the City.
There are �� six principal arterials and minor arterials that provide
access across I-5. These arterials include: 1) SR 161, 2) SR 18 at South 348`� Street, 3)
� South 320�' Street, 4) Military Road at two locations, 5) South 272° Street, 6) South
336�' Street, 7) South 288`� Stree ' �'" �' ' (Map Vlll-1�. This
degree of arterial access allows quick response times for emergency service vehicles such
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The Federal Wav PAA is served bv a series of arterial roadwavs that provide local and
' re�ional transportation access. The followinQ identifies the arterial roadways located
within and servin� each of the PAA community subareas:
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• Redondo East is served by South 272 Street, Pacific Hi�hway South (SR
99), and 16�' Avenue South
• Star Lake is served by Military Road South, South 272 Street, 55`� Avenue
South, and South 288�' Street
• C amelnt ic aerved hv Militarv Rnarl �nnth Cnnth 2RR�' 4trPet �4�' Avenne
04� Street, 37`" Aven So S
321 �` Street, and 51 �` Avenue South
• North Lake is served by Military Road South, South 320�' Street, and
Peasley Canyon Road
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• Jovrta �s servea by Military Koaa aoutn anci Yeasley l;anyon Way �outri ,
• Lakeland is served by Military Road South, South 360`� Street, and 28`�
Avenue South
• Parkway is served by Milton Road South, Enchanted Parkway (SR 161),
South 360�' Street, 28�' Avenue South, and South 349` Street
The majority of the street network in the PAA is characteristically rural with asphalt
concrete pavement, gravel shoulders, and ditches for drainage purposes (Map VIII-1�.
The street network is lar�ely underdeveloped, with many cul-de-sacs and dead-end streets
creating insufficient connectivity. Furthermore, a�eneral lack of sidewalks and existing
luminaries inhibit pedestrian fraffic and present public safety concerns. Luminaries ate
limited to street intersections alon� arterial streets and newer subdivisions, with very few
mid-block luminaries along arterial streets. Several arterial corridors have been identified
as lacking sidewalks and, in most cases, are poorly lit (Map VIII-1 �. The lar�est tr�c
volumes exist along east/west arterial routes, which provide access to I-5.
Natural Environment
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Environmentally sensitive areas in the PAA include aquifer rechar�e areas, lakes,
streams, wellheads, wetlands, and �eologically hazardous areas (Maps VIII-17 and Vlll-
18). The draft February 4, 2002, Potential Annexation Area Inventory Report provides a
detailed inventory and description of these critical areas. Many of these areas have
already been identified, delineated, mapped, and classified. In addition, the Inventorv
Report details the implications of federal, state, and local policies re�arding ESAs
pending any potential future annexation.
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CITY OF FEDERAL WAY ADOPTION OF PAA
BOUNDARY PROCESS
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.l'he
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
boundaries that overlapped with Federal Way's proposal. T`he 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 2l, 1993. That boundary was
amended in 1994. The City executed interlocal agreements with all of the neighboring
cities based on the boundary shown on Map �8 Vlll-19.
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8.5 ACCOMPLISHMENTS SINCE 1991 ISSUE PAPER
The following has been accomplished since completion of the 1991 Issue Paper.
• Used technical information from nei�hborinQ iurisdictions and information
from affected citizens to identify and establish a PAA boundary for the City
of Federal Wav.
■ Established an interlocal agreement on mutually agreeable PAA boundaries
with the followin� South Kin� County Cities: Des Moines, Kent, Aubum,
Al��ona, Pacific, and Milton.
■ Completed a preliminary analysis of the PAA that identified potential issues
associated with annexation and a scope of work for a more comprehensive
study of the PAA.
■ Initiated a comprehensive study of the PAA.
8.6 POLICY/IMPLEMENTATION
Implementation of the PAA element of the f�er�� FWCP will involve
surrounding cities and King County. Policy direction for the PAA has been established by
the CWPPs. The following are the City's goals, policies, and action items that relate to
the PAA and establish a framework for reviewing future requests.
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Goal
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Provide a framework for processing annexatiore requests.
Process annexations of appropriate size. Appropriate size means an area that
warrants the staff time and expense involved in processing anne�tion
requests and complies with the goals of the GMA and the CWPPs.
Annexations generally should not have or create abnormally inegular
boundaries.
The annexation must, to the greatest extent possible, preserve natural
neighborhoods and communities.
The annexation, where appropriate, should adjust any impractical or irregular
boundaries created in the past.
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��e�s: Upon annexation, properties shall be required to adopt
FWCP designations and zoninQ as found in the adopted PAA Subarea Plan.
Where appropriate, the City should allow concomitant development
agreements in the PAA.
The City will require owners of land annexing into Federal Way to assume
their proportion of existing City bonded indebtedness.
The City will make a reasonable effort to ensure a smooth transition from
King County to City of Federal Way administration.
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PAAP9 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.
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the comprehensive PAA Subarea Plan.
Identify land uses in the �g�e-]P-la� PAA Subarea Plan for the
unincorporated areas and include proposed zoning for these areas.
Include policy direction in the PAA Subarea Plan for
the areas within the PAA boundary relating to land use, transportation,
capital facilities, housing, and utilities.
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PAAP12 Enter into an Interlocal A�reement with Kin� Countv to establish guidelines
for development plan review and impact mitiQation for the period between
the adoption of the PAA Subarea Plan and anv votential annexation of areas.
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„ 1���,� '- `. CITY OF FEDERAL WAY
1 <t ,� ls,. STt�c i �� COMPREHENSIVE PLAN
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
PARKS PLAN
PLANNING AREAS
POTENTIAL ANNEXATION AREA ELEMENT
�'���'� Federal Way City Limits
��° `� i Potential Annexation Area
''_ _� Planning Area A
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NOTE: This map is intended for use as a graphical representation uny.
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GENEVA
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_. Q Fishing Access, Lake Killarney
Q Federal Way Senior Center
��_ � Qi North Lake Improvement Club
� Cultural Resources
I Auburn � FancherHouse
� J � � Sutherland's Gas Station
� and Grocery
'� Q Westborg House
Community Level
Subarea Boundary
. Public Park
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1 - � 0 Unincorporated Area
� Source: City of Federal Way GIS,
King County Department of Natural
Resources, December 2001, Federal Way
Senior Center, February 2002 and
State of Washington, Department of
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(253) 661-4000 Way makes no warranty
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
LAKEHAVEN SEWER SERVICE
AREA AN D BASINS
POTENTIAL ANNEXATION AREAS ELEMENT
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Federal Way City Limits
Potential Annexation Area
Lakehaven District Boundary
Lakehaven Sewer Service Area
SEWER BASINS
Pierce Basin
Tacoma Basin
Lakota Basin
Metro Basin
Redondo Basin
Midway Basin
— SCALE --
1 Inch equals 4,700 Feet
Source: Lakehaven Utility District
� `Federa� way MAP VIII-10
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 2003 /data2ftabithamlcpmaps/Issa.aml
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, - / '�' ` (�r 'g "; .} King County, 2002
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� � soatn sT � � � � � � � Wetlands
_ � �; � � . _
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; � . -
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S 372th ST a
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� � � This document is not a substitute for a field
� A � . �' survey. ADDITIONAL SENSITIVE AREAS
� �' a ,,. h r � y MAY EXIST.
a s a2ocn sT � " ' � Source: King Counry Department of
e '' — — ' � Natural Resources, December 2001,
S � ' January 2002 and February 2002,
s s sT � �',c � King Counry Asset Development and
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Way Z
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COMPREHENSIVE PLAN
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ARTERIALS &
LOCAL STREETS
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� POTENTIAL ANNEXATION
AREA ELEMENT
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Federal Way Street Classifications:
� S 2�ch A�r Principal Arterial
,'y` Minor Arterial
, Principal Collector
Minor Collector
King Counry Street Classifications:
— - — /`/ Primary Arterial
f'`/ Minor Arterial
� � — � N Collector Arterial
� -- � Other Areas:
� Incorporated Area
I Auburn �
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� Source: King County GIS Center, December 2001,
� City of Federal Way Comprehensive Plan, 2000
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COMPREHENSIVE PLAN
� ROAD SURFACE
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AREA ELEMENT
; ) Traffic Signal
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'-'� ,` Source: King Counry Road Log, January 2002,
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COMPREHENSIVE PLAN
SIDEWALKS,
GUARDRAILS &
STREET LIGHTS
POTENTIAL ANNEXATION
AREA ELEMENT
-"'- � Sidewalk - left
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,� Guardrail - left
/`/ Guardrail - right
ti'� � � Street Lights
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� � Incorporated Area
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� Some street information is unavailable.
1 Auburn Source: King County Road Log, January 2002,
. BWR, January, 2002
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' j � � �: I Auburn �_] Aquifer Recharge Area -
� �� �s ;_ �� _' �� . Medium Sensitiviry
_ � � � � Aquifer Recharge Area -
�/�J _ ; v - -, _ I� ' -� ' High Sensitivity
, � Q _ _ �� l - � 100 Year Floodplain
320th ST ` i �
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�. �'• � s sr � � � Source: King Counry GIS Center, December 2001,
� Federal Ciry of Federal Way Comprehensive Plan, 2000,
y• � �� � ' Lakehaven Utiliry Dishict, 2002
'■ � _ �'' wa�,. � y �'- Sheldon and Associates, April 2002 and
' � s ,, State of Washington
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�� ��l ; � ti Q '� ` "�" (�l�I1 < � 1 ADDITIONAL SENSITIVE AREAS MAY EXIST.
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� RECH E � Federal Way, WA 98003 ONLY. The City of Federal
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
GEOLOGIC HAZARDS
POTENTIAL ANNEXATION
AREA ELEMENT
� ;� Landslide Hazard Areas
Erosion Hazard Areas
(There are NO coal mine hazards or
se�smic hazards in this area.)
Other Areas:
�� Incorporated Area
� Unincorporated Area
Source: King Counry GIS Center, December 2001
This document is not a substitute
for a field survey. ADDITIONAL
SENSITIVE AREAS MAY EXIST.
Map Date. February 2003
City of Federal Way,
33530 First Way S,
Federal Way, WA 98003
(253) 661-4000
www.ci.federal-way.wa. us
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MILTON WAY
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
POTENTIAL
ANNEXATI4N
AREAS
PO�TENTIAL ANNEXATION AREAS ELEMENT
i'�,� Federal Way City Limits
� �. " Potential Annexation Area
Federal Way
Algona
Auburn
Des Moines
F:+ Edgewood
'� Fife
Kent
Federal Way, P.A.A.
Algona, P.A.A.
Auburn, P.A.A.
Kent, P.A.A.
Milton, P.A.A.
Pacific, P.A.A.
Milton Annexation areas in Pierce County
are not shown. All boundaries are
Pacific subject to change.
--SCALE -
1 Inch equals 4,300 Feet
� `Federa� way MAP VIII-19
NOTE: This map is intended for use as a graphical representation onry.
The City of Federal Way makes no warranty as to its accuracy
Map printed February 2003
_ _ Tacoma
Idata2rtabitham/cpmaps/acr.aml
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CHAPTER NINE - NATURAL 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 location decisions based, in
some measure, on quality of life factors and one might argue that the quality of the
natural environment is important to the economic 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
I regulations in 1993 to regulate development in environmentally sensitive areas. These
, regulations, revised in 1999, are contained in Chapter 22, Article XIV of the Federal N'ay
City Code FWCC , titled "Environmentally Sensitive Areas." The City refers to "critical
, areas" as "sensitive areas" in its ordinances and the two terms are used interchangeably in
the Federal Way Comprehensive Plan F( WCP).
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The GMA also requires the protection of resource lands. Resource lands are defined as
land related to resource-based industries, including productive timber, agriculture,
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 (CWPPs) pertaining to the Natural Environment.
CWPP 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. "
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FWCP — Cha�ter Nine, Natural Environment
9.1 NATURAL ENVIRONMENT G0�4LS 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 opporlunities 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
NEG1 To preserve the City s natural systems in order to protect public health, safety,
and welfare, and to maintain the integrity of the natural environment.
Policies
The City's natural environment is composed of a wide variety of landforms, soils,
watercourses, and vegetation. The City's terrain ranges from steep hills and ridgelines to
plateaus and lakes. Soil types vary from loam in the lowlands to sand, gravel, and till in
the uplands. Land use and development practices need to be compatible with this variety
of environmental conditions. As a general rule, the City intends to protect the natural
environment rather than try to overcome its limitations for development.
NEPl Protect and restore environmental quality through land use plans, surface water
management plans and programs, comprehensive park plans, and development
review.
NEPZ Preserve and restore ecological functions, an� enhance natural beauty, by
encouraging community development patterns and site planning that maintains
and complements natural landforms.
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NEP3 To the m�imum extent practical, the City's future actions will be consistent �
with the goals and policies of this chapter of the FWCP.
NEP4 The City should work in concert with internal departments, state, and regional
agencies, as well as with neighboring jurisdictions and tribes, to protect
sensitive area$ and the City's natural environment.
Revised �999 2002 IX - 2
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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 aze 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 integrated system. Use and modification of water resources and the
surrounding terrestrial environment affects how the hydrologic cycle functions. The
inappropriate alteration of water resources can cause detrimental impacts such as flooding,
erosion, degradation of water quality, reduction in groundwater, and habitat loss. In order
to minimize adverse impacts to water resources and to ensure their continued viability, the
City promotes responsible land and water resource planning and use.
� The City will permit development in a manner that protects water yuality and ensures
continued ecological and hydrologic functioning of water resources. Protection should
include maintenance of stream base flows, allowance of natural water level fluctuations
, in wetlands, aquifer recharge, and stream corridor habitat preservation. Due to the limited
capacity of the underlying aquifers and increased water demand, the City also encourages
groundwater conservation measures.
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Revised �999 2002
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FWCP — Chapter Nine, 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.
9.2 WATER RESOURCES
In order to respond to RCW 36.70A.172, at the end of 2001 the Citv hired consultants to:
• Evaluate kev Citv regulations and pro�rams to help identify potential Endan�ered
�ecies Act (ESA) and National Pollutant Discharge Elimination System
(NPDES) compliance issues and develop recommendations for addressing these
issues.
• Evaluate the Citv's proposed Capital Improvement Program (CIP) proiects to
determine if they are still viable or necessarv, or need modifications to comply
with ESA/NPDES requirements, and update the project cost estimates. �
IX-3
FWCP — Chaater Nine. Natural Environment
This study, which was completed in June 2002, evaluated the key City re�ulations and
programs in terms of their potential impacts on salmonid habitat. The study did not
idei�tify any maior ESA or NPDES compliance issues. However, the review did identify a
number of areas where existin� re�u�ations or programs could be improved. The most
si�nificant recommendations for ESA improvements are associated with the Critical
Areas-Wetlands ReQulations, Critical Areas-Fish and Wildlife Habitat Regulations, the
Stormwater/Site Development Standards, and the Stormwater Management Pro�ram.
Upon direction from the City Council, staff will prepare code amendments or propose
chan�es to programs in order to implement the recommendations from the studv.
Goal
NEG2 Protect the public health and safety and prevent property damage by reducing
surface water problems.
Policies
NEP8 The CiTy shall continue to 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 drainage system. The City shall implement
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.
NEPl l 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
Revised �998 2�2 IX - 4
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Revised 2809 2002
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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 property owners
with private drainage and related slope stability problems.
NEP14 The City will fund sediment removal only in situations involving a threat to
life, health, or dwellinas, 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.
NEP15 The 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 are met:
1. There is a public benefit.
2. An easement or property is offered by the property owner at no cost.
3. 'The system meets City standards.
4. There is access for City maintenance from the public right-of-way.
S. The City has adequate resources to maintain the system.
6. The system serves a residential pladsubdivision (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 restore the area to the pre-existing conditions to the extent
practical. Where not practical, the Cify 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 the City or unless the primary
purpose is to benefit the citywide drainage system.
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) in order to make progess toward 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.
IX-5
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FWCP — Chaoter Nine. Natural Environment
• 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 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
fNPDES� permit requirements as applicable.
Aquifer Recharge Areas (Groundwater)
Federal Way is dependent on groundwater as a primary source of drinking water.
Although the Lakehaven Utility District c�ees has procured water from other purveyors,
its main source is from four aquifer systems that underlie the City: the RedondaMilton
Channel aAquifer the Mirror Lake Aquifer, the Federal Way Deep Aquifer, and the
Eastern Upland Aquifer *'�°* ••^a°�'�°° *"° �'�*�� (Map IX-1, maps are located at the end of
the chapter). The locations of wells in relationship to the aauifer svstems are shown on
Ma� IX-A. Aquifer rechar�e areas are located in areas where permeable soil and rock
materials are relatively close to the land surface and where there is an excess of water
fr om precipitation. ^* .,,.o�o„+ .�,e �:... �,.,� ., ,..,� ,,, „�+�,e ., ,:� ,...e,.�,.,,.,;e ., o
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•���*'��^ *�° �'�*�• T�^���°��°�, *'�° The Lakehaven Utility District notes that the precise extent
of the aquifer recharge areas is uncertain,
Typical activities associated with land development, such as clearing and grading, affects
the natural hydrologic cycle. Historically, stormwater was managed in a way that
conveyed it to natural water bodies as expediently as possible. All of these activities
decrease the land's ability to absorb and retain water and increases the possibility of
contamination. In addition to detrimentally affecting aquifer rechazge potential, increased
runoff rate and volume has a deleterious effect on stream channels, water quality, and in-
stream habitat. The following CWPPs address aquifer recharge azeas and are consistent
with the City's policies.
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Countywide Planning Policies
Revised �999 2Q02
CAS All jurisdictions shall adopt policies to protect the quality and quantity of �
groundwater where appropriate.
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, CA6 Land use actions shall take into account impacts on aquifers determined to
serve as water supplies. Th.e depletion and degradation of aquifers needed for
potable water supplies should be avoided or mitigated-; otherwise a proven,
' feasible replacement source of water supply should be planned or developed to
compensate for potential lost supplies.
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NEP19 The City, in cooperation with Lakehaven Utility Dish should s�xe�e
identify and map aquifer recharge areas within the City and its otp ential
annexation area. Such areas shall be subject to regulations to protect the
integrity of identified aquifer recharge areas.
NEP20 T'he City should encourage the retention of surface water runoff in wetlands,
regional retention facilities, and detention ponds, or use other similar
stormwater management techniques to promote aquifer rechazge.
' NEP21 The City should establish land use and building controls to use stormwater
infiltration wherever feasible, and to minimize the amount of impervious
surface created by development.
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Map �IX-2, Areas Susceptible to Ground-Td�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 MappingAquifer
Susceptibility to Contamination in King County. This study looked at three criteria: soils,
surface geology, and depth to groundwater. Based on these criteria, areas were mapped as
low, medium, or high susceptibility to contamination from activities occurring in the
area. This information is the best available at this time and will be used along with other
information on streams, wetlands, and wildlife habitat to determine appropriate zoning.
Goal
NEG3 To protect aquifer recharge areas.
Policies
NEP22 While offerin� a contribution to groundwater recharge, �the City recognizes
that septic tank and drain field systems have a potentially adverse impact on
groundwater q_uality within the aquifers. If adequate engineering solutions aze
available, the City may require connection to sanitary sewer service where poor
soil conditions persist and/or sewer service is available.
NEP23 The City will protect the quality and quantity of groundwater supplies by
supporting water use conservation programs and adopting regulations to
minimize water pollution. The efFect of groundwater withdrawals and artificial
recharge on streams, lakes, and wetlands within the Hylebos Creek and Lower
Puget Sound drainage basins will be evaluated through coordination with the
Lalcehaven Utility District.
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FWCP — Chaoter Nine. Naturat Environment
1�Jellhead Protection Areas
Because residents of the City rely�s on groundwater for �s their drinking water, � the
C� 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
Amendments to the Federal Safe Drinking Water Act, which generally requires mapping
wellhead protection zones and establishing an interagency wellhead protection plan. �e
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. The intent of the wellhead protection pro�
is to be proactive and prevent contamination of �roundwater used for drinking water. The
obiective of wellhead protection is to protect the health of people usin� groundwater
supplies for drinking water. This is accomplished by providing management zones
around public wells or wellfields to detect and manage potential sources of groundwater
contamination. 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.
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In accordance with the Washington Administrative Code (WAC 246-290), water utilities
in the State of Washington are required to update their Wellhead Protection Pro�ram
every two yeazs. At a minimum, the program should include the following elements:
• A completed susceptibility assessment.
• Delineated wellhead protection areas for each well, wellfield, or spring_
• An inventory within each wellhead protection area of all potential sources
of contamination that may pose a threat to the water bearin� zone (aquifer)
utilized by the well, spring, or wellfield.
• Documentaxion that delineation and inventory findin�s have been
distributed to required entities.
• Contin�ency plans for providing alternate sources of drinkin� water in the
event that contamination does occur.
• Coordinafion with local emer�ency responders for appropriate spilUincident
response measures.
Pursuant to these policy elements, Lakehaven Utility District contracted Kennedy/Jenks
Consultants to perform an update to its pro�ram and issued a report in August 2001. This
process began by delineating and mappinQ wellhead protection areas around each of
Lakehaven's 13 wells that provide drinkinQ water to the area. The primary zones of
wellhead protection are defined using a time of travel of groundwater criteria. The three
principal zones aze delineated usinQ one, five, and ten year time of travel factors.
Next, parcels within these wellhead protection areas were identified and ranked accordinQ
to their land use, location within the well's capture zone, and possible susceptibilitv to
contamination, which are shown in Maps IX-3, IX-4, and IX-S. This rankin� was assi�ned
based on interviews with prot�erty owners and tenants, windshield survey, field
Revised �999 ZOU2
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inspections and review bv Environmental Data Resources of the databases of the
' Environmental Protection Agency (EPA) and Department of Ecology (DOE) for sites
within the protection zones that mav have had hazardous spills or other possible
Q� cuntamination. In addition questionnaires were mailed to owners of parcels
' identified as havin�the potential to cause wellhead contamination. The parcels were then
ranked as either a high, medium, or low risk, as defined below.
, High Risk Parcels — These parcels consist of businesses and land uses that have been
identified as posing a high risk to the Qroundwater should a leak or spill of hazardous
substances occur onsite. Examples include commercial �as stations, car repair shops, dry
cleaners buildin�s with hvdraulic lifts or businesses that use/store lar�e amounts of
, chemicals or solvents.
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Medium Risk Parcels — These parcels consist of businesses and land uses that have been
identified as posing a medium risk to the groundwater should a leak or spill of hazardous
substances occur onsite. Examples include commercial properties that could potentially
have a future tenant storing or using substances, or long-term parking for large machinery
or trucks.
Low Risk Parcels — These varcels consist of businesses and land uses that have been
, identified as posing a low risk to the �roundwater should a leak or spill of hazardous
substances occur onsite. These parcels are primarilv residential ptoperties and vacant land.
, A notification letter was sent to each high-risk parcel, indicatin� that the property has
been listed as a high-risk parcel for this wellhead protection proQram update, and
encouragin�propertv owners and tenants to responsiblv oversee operations at the parcel.
' Finally the District notified the appropriate re�ulatorv a�encies about each parcel's
presence within a defined wellhead protection area.
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The Citv will prepare wellhead protection re�ulations as part of its future work proQram
to be performed throu ► a process developed bv a ioint City/District Wellhead Protection
Committee, as is required by current state regulations. The following CWPPs and City
policies address wellhead protection.
Countywide Planning Policies
CAS(c�} King Countv and �roundwater purvevors including cities, special purpose
districts, and others should jointly:
' � Develop a process by which land use jurisdictions will review, concur
with and implement, as appropriate, purveyor Wellhead Protection
Programs required by the Federal Safe Drinking Water Act.
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�'��c-�---(3) Determine which portions of mapped recharge areas and Wellhead
Protection Areas should be designated as critical: and
(4) Update critical areas maps as new information about recharge areas
and Wellhead Protection Areas becomes available.
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FWCP — Chaoter Nine. Natural Environment
Goal
NEG4 Implement a local wellhead protection program to ensure a safe source of
drinking water and to avoid the darge ftnancial impact of contaminated wells.
Policies
NEP24 The City will continue to 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.
NEP25 The City will continue to work with water purveyors to model and map
Wellhead Protection Areas, as funds are budgeted for such modeling and
mapping.
NEP26 The City will work with water purveyors� throu�h a process developed by a
joint City/District Wellhead Protection Committee, to conduct an inventory of
all potential sources of groundwater contamination within the Wellhead
Protection Areas and assess the potential for contamination.
NEP27 The City should establish an interagency Wellhead Protection Committee to
coordinate and implement a Wellhead Protection Plan, as is required by current
state reQulations.
NEP28 The City will work with water purveyors, through a process develoued by a
joint City/District Wellhead Protection Committee, to develop a contingency
plan for the provisions of alternate drinking water supplies in the event of well
or wellfield contamination, as funds are budgeted for such purpose.
NEP29 The City should establish buffer zones of sufficient size to protect wellhead
areas.
Streams and Lakes (Surface Water)
The City of Federal Way is located within the Hylebos Creek, Lower Puget Sound, 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 ��.
Due to rapid urbanization, this natural system has been altered and in many areas no
longer provides its original function or habita.t. The primary focus of the policies below is
to restore the natural functions that the City's lakes and streams once provided.
Moreover, the CWPPs 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.
Revised �998 2002
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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.
Goal
NEGS Protect, restore, and enhance the City's lakes and streams.
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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 private development and public actions to protect water
quality and to ensure adequate in-stream flow to protect fisheries, wildlife
habitat, and recreation resources.
NEP33 1'he 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.
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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.
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.
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. • .
Revised �A99 2002 IX -11
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NEP38 Appropriate mitigation for detrimental impacts 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. T'he amount of intrusion shall be the minimum
necessary to complete the project.
NEP40 For public access lakes, �the City will take a lead role to develop and
implement proactive comprehensive watershed and lake management plans and
policies , 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 plans for implementation. The City will take
an administrative role in assisting residents on private lakes to setup and run
Lake Management Districts for the implementation of lake management plans.
Frequentiy Flooded Areas
Frequently flooded areas are defined as, "...areas in the floodplain subject to a one
percent or greater chance of flooding in any given year including but not limited to, such
areas as streams, lakes, and wetlands." Development in flood plains reduces the storage
capacity and increases the amount of runoff. Increased runoff overtaxes both natural and
man-made conveyance systems and leads to 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 azeas that
meet the City's definition of frequently flooded areas. The policies below have been
adopted to address those areas.
Countywide Planning Policy
CAl2 (b) Each jurisdiction's policies, regulations, and progams 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 the 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
Revised �999 2002 IX -12
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redevelopment, in accordance with the current adopted technical desi�n manual
requirements.
NEP42 Where feasable, the City shall protect and enhance t►atural 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,
wetlands reduce flooding and down stream erosion; trap 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 wetland areas. The largest can be found in
and adjacent to the West Hylebos State Park, Dash Point State Park, Dumas Bay, and
throughout Spring Valley. Other smaller wetlands also dot the landscape. 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 CWPPs and City policies address the protection of wetlands.
Countywide Planning Policies
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CA1
. Until the Washin�ton State
Department of Ecology adopts a manual for the delineation of wetlands pursuant
to Section 11 of Chapter 382 of the Laws of 1995, jurisdictions shall have the
o�tion of using either the 1989 manual of the United States Armv Corps of
En�ineers or the Corps' 1987 manual in conjunction with the Corps' Washin�ton
Regional Guidance. Once the Department of Ecology adopts its manual for the
delineation of wetlands, all iurisdictions shall use such manual as it is initially
adopted or thereafter amended.
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 wetlands sl�e�� shall 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,
IX-13
FWCP — Chaater Nine, Natural Environment
isolated wetlands in exchange for a larger connected wetland system can achieve
greater resource protection and reduce isolation and fragmentation of wetland
habitat.
Goal
NEG'7 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 minimum standard, use the methodology in the March
1997 Washington State Wetlands Identification and Delineation Manual
(Department of Ecolo#,ry Publication #96-94) as set forth in WAC 173-22-080,
as it exists as of November l, 1999, or as subsequently amended 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 T'he 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.
NEP47 The City will avoid the use of natural wetlands for use as public stormwater
facilities whenever possible. If the use of a natural wetland is unavoidable, the
functions/values of that wetland should be replaced to the extent that they aze
lost. Special care will be taken to avoid using more sensitive, and valuable
wetlands for stormwater management. Wetlands will be protected from
excessive flow quantities and poor water quality, especially more sensitive and
valuable wetlands. When wetlands are used for stormwater 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 wetlands will also follow carefully
evaluated guidance that will maximize the benefits to the wetland, and minimize
the short- and long-term negative impacts of the activities. Regulations
governing wetland management activities will promote restoration/enhancement
activities. T'he City will evaluate allowing the use of wetland buffer areas for
water quality treatment facilities, including constructed wetlands. The City
should evaluate the application of wetland regulations to constructed 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 guidelines did not
provide flexibility nor did they reflect the varying degrees of wetland functions, values,
and quality. •
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In 1999, the City completed an inventory of wetlands within the City limits and Potential
Annexation Area PAA . Wetlands were mapped and classified using a uuee-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 amendments to the �a�
FWCC Section 22-1 and Chapter 22, Article XIV, "Environmentally
Sensitive Areas."
The City may permit wban 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
' mitigation can contribute to the overall wetland system, and may in fact achieve better
resource protection.
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Goal
NEG8 Explore 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.
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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 � would
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 m�imizing 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
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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's Shorelines Management Act.
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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 FWCP. 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's Shoreline Management
Regulations and amend the City's � Propram in order to enhance the
shoreline and protect salmon and other threatened or endangered species.
9.3 GEOLOGIC HAZARDOUS AREAS
Geologically hazardous areas include: steep slope hazard, landslide and erosion hazazd,
and seismic hazard (liquefaction-prone) areas. WAC 365-195-200(9) defines
geographically hazardous azeas as, "...areas that because of their susceptibility to erosion,
sliding, earthquake, or other geological events, are not suited to siting of commercial,
residential, or industrial development consistent with public health or safety concerns."
In Federal Way, geologically hazardous areas have been mapped along much of the Puget
Sound shoreline and in more limited areas north of Steel Lake, and west and south of
Hylebos State Park (Map �3 IX-7).
Landslide-Prone Areas represent a potential hazard to people and property. Inappropriate
development activities may disturb the natural stability of soils, surficial geology, slopes, and
hydrology to the point that mass wasting, erosion, high run off, and stream siltation may
occur. There are many azeas in Federal Way, particularly the high bluffs along Puget Sound
that have high potential for landslide. These areas typically have slopes greater than I S
percent, springs or groundwater seepage, and highly permeable sand and gravel soils
overlaying relatively impermeable silt and clay soils.
Seismic Hazard Areas are chazacterized 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
recommend 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. -
Revised 2998 0�02
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Steep Slope 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 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 hydrogeologic 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 landslides. Slopes of 40 percent or more should be
retained in a natural state, free of structures and other land surface
modifications.
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 IeveL
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 development in severe seismic hazard areas, the City may require
special studies to evaluate seismic risks and to identify appropriate measures to
reduce these risks.
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FWCP — Cha�ter Nine, Natural Environment
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 adherence 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 wlnerability to alteration, such as cliffs, talus, and
wetlands (Map �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 habitax 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 azeas.
CA8 All jurisdictions shall identify critical fish and wildlife habitats and species and
develop regulations that: a) Promote their protection and proper management;
Revised �A99 2002
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FWCP — Chaater Nine. Natural Environment
and b) Integrate native plant communities and wildlife with other land uses �
where 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 systems� �e 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 pre_
development 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.
CAll The Washington State Department of Fisheries and Wildlife and the Indian
Tribes both mana�e fish and wildlife resources. However, local governments
have authoritv for land use re�ulation. Jurisdictions shall coordinate land use
planning and management of fish and wildlife resources with affected state
agencies and the federally recognized Tribes.
Goal
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NEG10 Preserve, protect, and enhance fish and wildlife habitat.
Policies
NEP62 As feasible, the City will conduct studies needed to identify and map critical
fish and wildlife habitat conservation azeas 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 to preserve and enhance its ability to sustain
fish and wildlife.
NEP64 The City should preserve and enhance native vegetation in riparian habitat a�
wherever possible.
NEP65 The City should encourage residents and businesses to use native plants in
residential and commercial landscaping.
� NEP66 The City will protect wildlife corridors in the City owned open space where
appropriate. T'hese azeas should use native plants that support native species of
birds and animals where appropriate.
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FWCP — Chaoter Nine. Natural Environment
NEP67 As reasible, the City will adopt and implement fish habitat conservation plans
for the salmon runs in the Hylebos drainage, Lakota Creek, Joe's Creek, and
any other identified salmon streams. These plans will include recommendarions
for improvements to the riparian corridor and provisions for adequate buffers
adjacent to all proposed development.
NEP68 The City should encourage informational and educational programs and
activities dealing with the protection of wildlife. An example of such a program
is the Backyard Wildlife Sanctuary program established by the state's
Department of Fish and Wildlife.
9.5 AIR QUALITY
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 and City policies are adopted to protect air quality.
Countywide Planning Policy
CA14 All jurisdictions, in coordination with the Puget Sound Clean Air �
�e�#e� Agency and the Puget Sound Regional Council, shall a�ep� develop
policies, methodologies, and standards that promote regional air qualiTy,
consistent with the Countywide Policy Plan.
Goal
NEGl l To protect air quality.
Policies
NEP68 Support state and federal air quality standards and the regulation of activities
that emit air pollutants.
NEP70 Encourage transporta.tion demand management and alternatives to the single
occupancy vehicle in order to reduce energy consumption, air, and water
pollution.
Revised �AA9 2�2
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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 traffic from Seattle-Tacoma International
Airport (SeaTac); vehicle traffic; and construction activities. The City will need to
continue its efforts at the regional and state level to mitigate the impacts associated with
the SeaTac Airport.
Goal
NEG12 Develop programs and/or regulations to address noise pollution in all areas of
the City.
Policies
NEP71 The City should develop 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.
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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
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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.
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FWCP — Cha�ter Nine. Natural Environment
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 Water bodies and rivers of the Pu�et Sound region form an important element of
the open space system. Jurisdictions shall work to protect visual access to water
bodies and rivers, and provide for physical access where appropriate.
CC13 All jurisdictions shall develop coordinated level of service standards for the
provision of parks and open space.
Goal
NEG13 Develop an open 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 areas for preservation.
NEP78 The City should consider innovative ways of acquiring property for open space
such as transfer of development rights and development 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
Ge�a� FWCP listed the following six-implementation strategies to be
implemented within five years. Four of the six have been completed, one is in process,
and the last (creation of aquifer recharge maps) still needs to be done:
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).
Revised �AA9 2002
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FWCP — Chaater Nine, Natural Environment
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 ��'^��'°'°a In late
2001 the City hired a consultant to evaluate key City regulatinns, includinQ
the definition and classifcation ofstreams. This study, completed in June
2002 made certain recommendations that mav be implemented upon
direction by the City Council.)
4. Map wellhead protection zones (Completed in 2001 by Lakehaven Utility
District.
5. Inventory wetlands (Completed 1999). a�
6. Update aquifer rechazge area maps.
The City shall adopt a new stream definition at the time code amendments are necessary
to implement the Endangered Species Act. �
Revised �989 2002 IX - 23
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COMPREHENSIVE PLAN
AQUIFERS & WELLS
NATURAL ENVIRONMENT ELEMENT
i�� Federal Way City Limits
/ �' Potential Annexation Boundary
Deep Aquifer
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Source: Lakehaven Utility District.
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� `Federa� way MAP IX-1 A
NOTE: This map is intended far use as a praphical representation ony.
The City of Federal Way makes no warranty as to its accuracy
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
AREAS SUSCEPTIBLE
TO GROUNDWATER
CONTAMINATION
NATURAL ENVIRONMENT ELEMENT
i"��� Federal Way City Limits
� `� '' Potential Annexation Boundary
Lakehaven District Boundary
i�a�� Lakehaven Water Service Boundary
Highline Water Service Boundary
Areas of High Susceptibility to
Groundwater Contamination
Areas of Medium Susceptibility to
Groundwater Contamination
Areas of Low Susceptibility to
Groundwater Contamination
Source: King Co. Dept. of Development
and Environmental Services.
This map compiles existing geologic, soils, and depth to
groundwater information to estimate the location of areas
where contamination may readily enter groundwater. Its
purpose is to communicate the approximate location and
area extent of geologic conditions in the greater Federal
Way area favorable to the introduction of contaminants to
groundwater. This map does not depict aquifer recharge
areas. It is intended for planning purposes only and is
not guaranteed to exhibit accurate information. Land use
decisions should be based on site-specific data.
- SCALE --
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�► Federa� way M A P I X-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 April 2002
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COMPREHENSIVE PLAN
WELLHEAD CAPTURE
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NATURAL ENVIRONMENT ELEMENT
i�� Federal Way City Limits
/ � ° Potential Annexation Boundary
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Source: Lakehaven Utility District.
-- SCALE —
1 Inch equals 4,166 Feet
� `Federa� way MAP IX-3
NOTE: This map is intended far use as a qraphical representation onry.
The City of Federal Way makes no warranty as to its accuracy
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�`Federa� way M A P I X-4
NOTE: This map Is intended for use as a praphical representatlon onty.
The City af Federal Way makes no warranty as to its accuracy
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COMPREHENSIVE PLAN
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NATURAL ENVIRONMENT ELEMENT
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Source: Lakehaven Utility District.
-- SCALE --
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� `Federal way MAP IX-5
NOTE: This map Is intended for use as a�raphical representation only.
The Ciry of Federal Way makes no warranty as to its accuracy
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COMPREHENSIVE PLAN
SURFACE WATER RESOURCES
NATURAL ENVIRONMENT ELEMENT
/�' Federal Way City Limits
9 �° � �' Potential Annexation Boundary
Streams
Wetlands
Lakes
Source: Washington Department of Wildlife,
King County SWM Division & 1999 Wetland Inventory.
-- SCALE -
1 Inch equals 4,000 Feet
� `Federa� way MAP IX-6
NOTE: This map ls lntended for use as a praphical representation ony.
The City of Federal Way makes no warranty as to its accuracy
2003
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
GEOLOGIC HAZARDS
NATURAL ENVIRONMENT ELEMENT
�'�! 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.
So�,rce: King County Planning-Environmental Division
� SCALE --
1 Inch equals 4,800 Feet
� Federa� way MAP IX-7
NOTE: This map is intended for use as a graphical representation only.
� The City of Federal Way makes no warranty as to its accuracy
\�1� TA\I W ��i
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
PRIORITY
HABITATS & SPECIES
NATURAL ENVIRONMENT ELEMENT
�`� � Federal Way City Limits
/�,� Potential Annexation Area
IMPORTANT FISH HABITATS
, Anadromous Fish Runs
/�,� Resident Fish Present
(Dolly VardenBull Trout
and/or Olympic Mud Minnow)
PRIORITY HABITAT & SPECIES BOUNDARY
,� HaleBald Eagle
Riparian Area
� Urban Natural Open Space
Water Fowl
CITY OF FEDERAL WAY WETLAND INVENTORY
W'etlands
NATURAL HERITAGE WILDLIFE DATA
� BreedingMest
� Seabird Colony
� Nestbox
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Nashington Department of Wildlife 1 Inch equals 5,000 Feet
� `Federa� way MAP IX-8
NOTE: This map is intended for use as a praphical representation ony.
The City of Federal Way makes no warranty as to its accuracy
=ebruary 2003 /data2/tabitham/cpmaps/phaaml
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CHAPTER TEN - PRIVATE UTILITIES
10.0 INTRODUCTION
� 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 Federal Way Comprehensive Plan FWCP to have
internal consistency. This means that the Private Utilities chapter must be fully
coordinated with other chapters of the �ex�a� FWCP. 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.
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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, maps are located at
the end of the chapter). 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 are provided to illustrate the existing system and
proposed improvements. Plans for water supply and sewer are found in the Capital
Facilities chapter of the G FWCP.
The City sees the GMA requirement to prepare a Private Utilities chapter as an
' opportunity to identify ways of improving the quality of services provided within the
CiTy. The City will use this Private Utilities chapter to identify goals and develop policies
to ensure that provision of utilities is properly coordinated with land use.
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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
(FCC). Cable television companies are regulated by the Federal Communications
Commission (FCC) and the Communications Act of 1934, as amended. Private utilities
, must have a franchise agreement to place utilities in
the public right-of-way or on private property. Franchise agreements give each utility the
non-exclusive right to provide its category of service within the City. "* *"° +;m° ^�
•*• �n •� �nnm .�, r•,, t, f w; o � „+.�,;+�. -rrr �.. ATR T!`� t��e
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10.2 COUNTYWIDE LAND USE POLICIE� FOR UTILITIES
The King County Growth Management Planning Council (GMPC) drafted the following
Countywide Planning �Policy CWPP � that is relevant to private utilities:
C06 Aggressive conservation efforts shall be implemented 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
showerheads, conservation credits, and energy efficiency incentives in
new and existing buildings.
This Private Utilities chapter is consistent with the aforementioned
�ek�� CWPP.
10.3 PUGET SOUND ENERGY
Description of Utility
Puget Sound Energy Company, Inc. P( SE) is an investor owned, private utility
headquartered in Bellevue, Washington. It provides electric and natural gas service to
approximately 1,377,388 metered customers within the company's 6,000 square mile
service territory. This service territory encompasses eleven counties in westem and
central Washington. D e^ �^°r^^� �pSE}�e�rr� is regulated by the Washington
Utilities and Transportation Commission (WUTC) and the Federal Energy Regulatory
Commission (FERC). The Nahual Gas Policy Act of 1978 was designed to increase
competition 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.
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 sources include €�€ three coal-fired plants (in ',
� Colstrip, Montana), and six gas and oil-fired plants.
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FWCP — Chaoter Ten. Private Utilities
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
,.T ..,-th,,,o�t D;..o �;,,o �,,,.,,,,,..,+;,,,, W��liams Gas Pipeline — West, Salt Lake City, Utah. The
"gate station" off the pipeline that provides most of the natural gas supply to Federal Way
is located in Deninger (near Auburn).
Type of Service: Electric
Transmission Lines (IlSki�. Schematically, FigureX-1 describes how electricity is
transmitted from the generation source to customers. Map X-2 describes 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 are energized at 115kV (Kilovolt). T'hese 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 distribution system at six distribution
substations. Power also comes into the City from substations located in Pierce County
and unincorporated King County.
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 115kV lines in
order to increase system reliability.
Distribution Substations. Distribution substations transform voltages of 11 SkV 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 NNA
between 1990 and 2020. Map X-2 shows proposed transmission lines and substations
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 • Federal Way • Dolloff
• Steel • Twin Lakes • Five Mile Lake
In addition, Marine View will be expanded to a switching station.
X-3
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Figure X-1
Electricity Supply From Source to Customer
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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 yeaz 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.
PSE also has an active asset management plan. The plan includes replacinQ poles as thev �
age, and as necessary to maintain or to increase line clearances.
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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 "mcf '(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.
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Gas Supply Mains: These are generally larger diameter (g six-inch steel �� and e�
lar�er) mains designed to operate at higher pressure (100 psig to 250 psig) to deliver
natural gas from the supply source to pressure reducing stations. PSE has 35,650 feet of
12 ��(���} supply main located in Military Road South and 3,200 feet of 6
six-inch S-1� located elsewhere.
Pressure Reducing (District Regulators) Stations: These are located at various locations
throughout the system to reduce supply main pressure to a standazd distribution operating
pressure of approximately 60 psig. There are five � regulator stations located in
Federal Way.
Distribution Mains: Distribution mains are fed from District Regulators. These aze typically
� 8, 6, 4, 2 and -�+ 1.25 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.
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Type of Service: Natural Gas
Future Facility Construction
' Revised 2809 2002
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
alternate fuel.
Main replacement projects to facilitate improved maintenance and system reliability.
Replacement or relocation of facilities due to municipal and state projects.
X-5
FWCP — Cha�ter Ten. Private Utilities
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Typical Puget Sound Energy Distribution System
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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,
Internet service 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 City,�telecommunications service providers include � West,
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which operates both land-based and cellular
provides cable TV service.
systems,
and AT&T
The telephone portions of the telecommunications industry are extremely competitive and
for this reason, the City had difficulty obtaining detailed information about operations
and plans. As a result, t#�s the section of the plan addressing telephone service: (i)
reflects the City's commitrnent to providing advanced telecommunications services; (ii)
provides a general description of how the existing system works; and (iii) describes the
process for improving delivery.
Telephone System
Existing Facilities and Operations — L� 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 roates are local lines �sk that can be used for voice or data
transmission by subscribers.
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Proposed Improvements —� West is required by law to provide adequate
telecommunications services on demand. Accordingly, � QWest will provide facilities
to accommodate whatever growth pattern occurs within the City. Due to advances in
technology, additional capacity is easily and quickly added to the system.
Wireless Networks
Existing Systems — The City of Federal W�
service
. W lreless commumcation
is becoming increasingly important in the telecommunications world. It is a combination
of a portion of the radio frequency spectrum with switching technology, 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 wireline telephones, and the same dialing capabilities and features available
to wireline users are available to cellular users. The wireless/cellulaz communications
sector of the economy is growing rapidly.
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' ' T TC �U � A T.P T\IlI' 1 A' T...,..1, (:'TR C,..�;..* l�ia,r�l �T,,;..vQ�.,..�.
m"aTlilvI'vC[.Tiii�-'VTtTV.'TC��viv f f � I' > >
. In 1997, the City adopted land use
review procedures for siting facilities associated with these services. These regulations
' Revised �999 2002 X-7
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were subsequently revised in -�-9�-9 2000 and 2001. 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 �v#isl� that 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.
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 cellular switching office.
3. At the cellular 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 landline or via a
cellular network depending on the nature of the receiving device.
System Capacity — Capacity i� 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 determine 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.
Internet Service
Internet service is presently provided by telephone, cable, and satellite. QWest provides
Internet service via telephone lines and AT&T Broadband provide�
Internet service via cable. The Weyerhaeuser Com�any and Williams Communication
have recently obtained franchises from the City to construct fiber optic communication
svstems throughout the City. In addition, as the Citv constructs or reconstructs streets, it
is providin� conduits to assist in the installation of fiber optic communication svstems.
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Cable TV Plan
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Headquartered in Denver, Colorado, , AT&T f�a
�s Broadband 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.
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Figure X-3 is a general description of the components of the cable TV (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.
Existing Conditions
Map X-S shows-the � AT&T '�s Broadband service areas covering the
City. �s AT&T Broadband'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 � AT&T �a Broadband's 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 � AT&T ���sos
Broadband 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 connections aze
made to the customer's service entry.
System Analysis
, Revised �A99 2002
In June 1998, � AT&T ' es Broadband was providing cable TV service to
29,787 customers citywide. This service level represents 71 percent of potential customer
connections in the City. Existing cable television facilities are currently capable of
servicing approximately 98 percent of the potential customer connections in Federal
Way.
� AT&T Broadband makes every attempt to provide service to all
residents within its franchise areas. Factors considered in extending service are overall
technical integrity, economical feasibility, and franchise requirements.
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Figure X-3
Cable Source to Customer
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.
Connections requiring longer runs are charged on a time and material basis. Most public
work considerations, such as tree trimming, work in the right-of-way, restoration of
Revised �898 2002 X-10 � I
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property, and so on, are covered in the City of Federal Way Master Cable Television
Ordinance and Franchise Agreement.
� AT&T 's�s Broadband 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. � AT&T 6ab�e
�s Broadband 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 Private Utilities �� chapter provides an opportunity for the City to assist utility
companies in delivering efficient service to customers, arid to seek to reduce potential
negative impacts on the natural and built environments. This section builds upon system
descriptions to identify issues and sets forth policies to coordinate the provision of
utilities with City planning.
The GMA requires that the utilities element include the general
location, proposed location, and capacity of all existing and proposed utilities.
This has resulted in cities and counties becoming more actively involved in the way in
which utilities aze sited and provided.
In order to protect both citizens and utility customers, the City will work in accordance
with the following goals and policies:
Goals
PUGl Work with private utility companies to allow them to provide full and timely
' service that meets the needs of the City's residents and businesses, both present
and future.
, PUG2 Work with private utility companies to allow them to provide service in a way
that balances cost-effectiveness with environmental protection, aesthetic
impact, public safety, and public health.
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PUG3 Process permits for private utility facilities in an efficient and timely manner, in
accordance with franchise agreements, development regulations, the
F( WCP), and adopted codes.
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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 t�s
�e�l�s��� the FWCP. 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 companies 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 �s
• ' the FWCP, 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 �� the FWCP and its
permit processing to ensure that the results are in the best interest of Federal Way
residents and businesses.
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 �� that helps to keep costs down. Providing
alternative energy sources is also important because if one energy source fails, the other
may be available.
Policies
PUPl
PUP2
The City's right-of-way permitting process should not unnecessarily delay the
expansion or improvement of the utility network.
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
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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.
Policies
PUP4 The City encourages the joint use of trenches, conduits, or poles, so that utilities
may coordinate expansion, maintenance, and upgrading facilities with the least
amount of right-of-way disruption.
PUPS
PUP6
PUP7
The City encourages utilities to inform one another of plans to expand or
improve utility services.
The City will endeavor to inform utilities of upcoming improvements or
expansions �sk that may provide opportunities for joint use.
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.
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State law requires that the City's building code conforms 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
�#isk that 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.
PUP10 The City will endeavor to work with utility companies to promote and educate
the public about strategies for conserving energy. '
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Issue Statement: Importance of Telecommunications and the Information Superhighway.
Society is in the midst of a revolution in information and communication that �a�ka
� is changinQ the way that people interact with each other. For example,
today, many of the transactions and communications that make up the majority of our day
}s are 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 range of services on one system including,
telecommunications, 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 transmit voice by telephone, textlgraphics 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 telecommunication 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.
These advances have great potential to alter the way we do business in Federal Way. For
economic development reasons, the City must ensure that the atmosphere for investment
encourages companies to bring these advanced services to Federal Way, and that the
community's growing needs are addressed.
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
PUPl l 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, sucfi as the School District, to develop a full range of community
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information services, available to citizens and businesses through the
telecommunication network.
Issue Statement: Health Impact of Electro-Magnetic Fields (EMF) and Microwaves.
There is much public and scientific interest about the health efFects of Electro-Magnetic
Fields (EMF) created by the electricity supply system. This interest has resulted primazily
from studies that suggest a possible link between EMF and certain forms of cancer.
However, this statistical link does not necessarily indicate cause-and-effect relationships.
Considerable 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.
Electro-Magnetic Fields are found wherever electricity exists. EMF are generated by
high-voltage transmission lines, low-voltage lines, and substations, as well as electrical
appliances and devices found in homes and businesses. The strength of an EMF depends
on the amount of current flow, not on voltage, and current is a function of energy
consumption. Research is clear that EMF are not blocked, reduced, or altered by most
solid objects. This means they aze not blocked by vegetation, � or by any form of
screening, or covering by earth. It is however, important to note that EMF diminish
rapidly with distance from source.
Research on both EMF 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) and microwaves. The City will take appropriate action
once definitive conclusions about health implications aze 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-mounted systems not only reduce the aesthetic appeal of
streetscapes but also contribute 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 � the
FWCP 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 '
' Revised �998 2002 X-15
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FWCP — Chaoter Ten. Private Utilities
essential public and private utilities in environmentally sensitive areas, if no feasible
alternative location exists. The �xisting Federal Way �e�i�tg City ECode F( WCC) makes
provisions for this in the environmer,tally sensitive area provisions.
�°;°*;^^ �';*-� ^^de The FWCC sets out some requirements for undergrounding utilities in
new subdivisions and in existing right-of-way in accordance with the WLTTC. 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. However, 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 statewide 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 prepared a right-of-way vegetation plan meeting utility needs
and addressing environmental 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 distribution lines in new
subdivisions, new construction, and significantly reconstructed facilities,
consistent with all applicable laws.
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 improving 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 �v#3s� that ensures that the needs of landscaping
and screening are balanced with the need to prevent power outages.
PUP17 The City should require that site-specific utility facilities such as antennas and
substations � be reasonably and appropriately sited and screened to mitigate
adverse aesthetic impacts.
PUP18 The City should work with the utilities and also support statewide efforts by
WLJTC 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,
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� substations, and antenna facilities in such a manner as to allow for reasonable
and predictable review while minimizing potential land use and visual impacts
on adjacent property.
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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. The
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 fuiure needs. The City may assist the utilities by continuing to
provide them with future plans and by soliciting input for future planning projects.
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PUPZO 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 e�cient communication.
PUP21 The City should encourage utility providers to base extension and sizing of
systems on the Land Use Plan in order to adequately serve anticipated growth.
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 �999 2002 X-17
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
EXISTING AND PROPOSED
IMPROVEMENTS TO THE
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�`Fecleral way M A P X -2
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Druary 2003 /data2rtabithaMcpmaps/pse2.aml
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COMPREHENSIVE PLAN
PROPOSED IMPROVEMENTS
PUGET SOUND ENERGY - GAS
UTILITY PLAN ELEMENT
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Distribution Pipe Diameter
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CITY OF
Federal way MAP X-4
NOTE: This map Is intended for use as a qraphical representatlon ony.
\� The City of Federal Way makes no warranty as to its accuracy
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CITY OF FEDERAL WAY
COMPREHENSIVE PLAN
CABLE SERVICE BY
AT & T BROADBAND
CABLE TV
UTILITY PLAN ELEMENT
i�< Federal Way City Limits
/ `' Potential Annexation Area
AT&T - Tacoma/Pierce County System
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� SCALE �
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�`Fecleral way M A P X -5
NOTE: This map is Intended for use as a qraphical representation only.
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ruary 2003 /aata2/tabiMaMc�
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GLOSSARY OF TERMS
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 — A water-bearingporous soil or rock strata capable of vieldin� a significant
amount of groundwater to wells or sprin,�s.
Aquifer Recharge Areas — Areas in which water reaches the zone of saturation by
surface infiltration. These �4areas �sl� are hydro-geologically susceptible to
contamination and contamination loading potential including, but not limited to, such
areas as sole water source aquifer recharge areas, special protection groundwater
management areas, wellhead protection areas, and other areas with a critical recharging
effect on aquifers used for potable water.
' Arterial — A major thoroughfare used mainly for through tr�c 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.
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Buffer — An area on a property or site, generally adjacent to and parallel with the
property line, either consisting of natural vegetation or created through the use of trees,
shrubs, fences, and/or berms, designed to limit the view of and/or sound from the site to
adjacent properties.
Buildable Lands — In 1997 the Washington State legislature adopted the Buildable
� Lands amendment to the Growth ManaQement Act (RCW 36.70A.215). The amendment
requires six Washington counties and their cities to determine the amount of suitable land
for urban development and evaluate its capacitv for growth, based upon measurement of
, five vears of actual development activitv. KinQ Countv and the other five counties must
report to the state bv September 1 2002 and everv five vears thereafter.
' Land Capacity — Land capacity is a measure of a jurisdiction's ability to accommodate
tar�eted or forecasted household and iob growth, based on its land supply and
development potential under current or planned zoning.
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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 IO
years. Capital facilities are provided by and for public purposes and services. For the
purposes of the Capital Facilities chapter, capital facilities are surface water facilities,
parks and open space facilities, transportation facilities, government offices, law
enforcement facilities, public school facilities, water facilities, sewer facilities, and fire
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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
�s� that identifies each capital project, including anticipated time of completion, and
allocates existing funds and known revenue sources. The CIP is updated and adopted
annually as part of the city budget.
CityShape — CityShape is the name given to the process used to develop the City's
GMA comprehensive plan.
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Cluster Housing — A development design technique that concentrates buildings in
specific areas on a site to allow the remaining land to be used for recreation, common
open space, or preservation of environmentally sensitive areas.
Community Development Block Grant Program (CDBG) — A federal funding
program �} that provides annual funding for eligible local governments for housing
and community development programs targeted primarily to low-income persons and
neighborhoods.
Comprehensive Housing Affordability Strategy (CHAS) — A document �#isk that is
prepared to lay out housing affordability strategies that address the needs of homeless,
low� and moderate_income people in ways that promote community and individual
stability.
Comprehensive Plan — A generalized coordinated policy statement of the governing
body of the city that is adopted pursuant to the GMA. A document or series of documents
prepared by a professional planning staff and planning commission that sets forth broad
guidelines and policies for the future development of a community. Such plan should be
the result of considerable public input, study, and analysis of existing physical, economic,
environmental, and social conditions, and a projection of what the future conditions are
likely to be.
Concomitant Development Agreement — An agreement between the city and an
applicant under RCW 36.70B.170 that promotes diversity and creativity in site design,
protects and enhances natural and community features, and encourages unique
developments that may combine a mixture of residential, commercial, office, and
industrial uses. Concomitant development agreements may be used to formalize site
development requirements in conjunction with an area's annexation into the city, or as
part of a specific development application.
Concurrency — A program to ensure that those public facilities and services necessary to
support development shall be adequate to serve the development at the time the
development is available for occupancy and use, without decreasing the current service
level below locally established minimum standards. (Under the GMA, only transportation
facilities and.services must satisfy the concurrency requirement.)
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FWCP — Glossary of Terms
�ensity — 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
standards imposed by regulation or ordinance. A setback is an example of a development
standard.
Environmental Impact Statement (EIS) — A document intended to provide an impartial
� discussion of significant environmental impacts, which may result from a proposed
development project or non-project action. If the responsible o�cial determines that a
project or action may have a significant adverse effect upon the quality of the
� environment, SEPA requires that an EIS be prepared. The purpose of the EIS document is
to provide the government decision makers with information to be considered prior to
determining a project's acceptability. The Draft EIS, which is circulated for review and
� comment, describes the action, analyzes the impacts of the action, and proposes
alternatives and mitigating measures. Comments on and revisions to the Draft EIS aze
included in the Final EIS, the findings of which can be appealed.
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Environmentally Sensitive Area (ESA) — Those areas designated, mapped, and
regulated by environmentally sensitive area regulations. These areas have existing site
conditions � that require development standards to minimize specific on-site and off-
site adverse environmental impacts such as stream siltation, hill slides, reduction of
habitat areas, etc.
Erosion Aazard Areas — Areas having a severe to very severe erosion hazard due to
natural agents such as wind, rain, splash, frost action, or stream flow.
Essential Public Facilities — Any facility or conveyance �v#is� that has the following
attributes:
1) It is typically difficult to site due to unusual site requirements and/or
significant public opposition.
2) It is a necessary component of a system, network, or program �v#is� that
provides a public service or good.
3) It is owned or operated by a unit of local or state government; private or
� nonprofit organization under contract with or receiving government funding;
or private firms subject to a public service obligation.
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Fair Share Housing — A qualification of each jurisdictien's "share" of middle and low
income housing needs in a region or county, and a plan for how each jurisdiction will
satisfy its obligation to provide for its share of the need.
Fish and Wildlife Habitat Conservation Area — The management of land for
maintaining species in suitable habitats within their natural geographic distribution so
that isolated sub-populations are not created. Habitat conservation areas include, but are
not limited to, such areas as:
1) Areas with which endangered, threatened, and sensitive species have a
primary association.
2) Habitats and species of local importance.
3) Commercial and recreational shellfish areas.
4) Kelp and eelgrass beds; herring and smelt spawning areas.
5) Naturally occurring ponds under 20 acres and their submerged aquatic beds
that provide fish or wildlife habitat.
6) Waters of the state.
7) Lakes, ponds, and streams planted with game fish by a governmental or tribal
entity.
8) State natural area preserves and natural resource conservation areas.
9) Streams.
Floor Area Ratio — The project buildinQ square foota�e (total floor area) divided bv net
project land area (�ross land area minus constrained land f sensitive areas, right-of-way,
and public purpose landl).
Geographic Information System (GIS) — A computerized system used to map and
access geographic information �z that is contained in a database.
Geologically Hazardous Areas — Areas �� that, 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.
Groundwater — Water that occurs in subsurface openin�s in the earth, such as the spa.ces
between particles in unconsolidated deposits or alonQ fractures in consolidated deposits.
Revised �899 2002
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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 ±o develop comprehensive plans to deal with growth in Washington
State over the next 20 years. The GMA is codified in RCW 36.70A and other chapters.
Growth Management Planning Council (GMPC) — A body made-up of city and
county representatives and created through an interlocal agreement by most of the cities
in King County and the county itself to undertake interjurisdictional planning pursuant to
requirements of the GMA or its successor.
, Growth Targets — A jurisdiction's policv statement on how manv net new households and
jobs it intends to accommodate in the future based on population forecasts, the expected
size of the average household and the turisdiction's vision of what its future should be.
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High Capacity Transit (HCT� — A system of public transportation services within an
urbanized region operating principally on exclusive rights-of-way. The supporting
services and facilities necessary to implement such a system, including interim express
services and high occupancy vehicle lanes, which taken as a whole provides a
substantially higher level of passenger capacity, speed, and service frequency than
traditional public transportation systems operating principally in general purpose
roadways. Includes light rail transit and express buses on exclusive bus ways and their
supporting services.
Impact Fees — Fees imposed on developers to help pay for cost of providing public
facilities needed to serve new development. Such charges reflect a desire to make new
development pay for its impact on the community. The use of impact fees is authorized
by the GMA.
Infrastructure — The basic foundation of facilities and services (for example: potable
water, sewage treatment, power, and streets) � that are necessary for urban
development.
King County Countywide Planning Policies (CWPPs) — As required � bv the GMA,
' the King County Council adopted and the cities ratified a series of policies that embody a
vision of the future of King County. These policies are intended to guide development of
city and county comprehensive plans.
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FWCP — Glossary of Terms
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 azeas:
al . Any area with a combination of:
�-a. Slopes greater than 15 percent;
�b. Permeable sediment, predominately sand and gavel, overlying
relatively impermeable sediment or bedrock, typically silt and clay;
and
�c. Springs or groundwater seepage.
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�2. Any area which has shown movement during the Holocene epoch, from
10,000 years ago to the present, or which is underlain by mass wastage debris
of that epoch.
s3. Any area potentially unstable as a result of rapid stream incision, stream bank
erosion, or under-cutting by wave action.
�4. Any area located in a ravine or on an active alluvial fan, presently or
potentially subject to inundation by debris flows or flooding.
e5. Those areas identified by the United States Department of Agriculture Soil
Conservation Service as having a severe limitation for building site
development.
�6. Those areas mapped as class u(unstable), uos (unstable old slides), and urs
(unstable recent slides) by the Department of Ecology.
g7. Slopes having gradients greater than 80 percent subject to rockfall during
seismic shaking.
Level of Service (LOS) — A measure of a public facility or service's operational
characteristics used to gauge its performance.
Local Improvement District (LID) — A financing mechanism whereby specially
benefited properties are assessed the costs of constructing public improvements.
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). _
Mitigate — To reasonably reduce or eliminate the impact� of development. �ee
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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.
Revised 2999 2002
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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.
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Planned Unit Development (PUD) — A planning technique � that provides
increased flexibility for the properly owner in exchange for a higher quality development.
Usually used for larger parcels, PUDs are characterized by a focus on overall project
design rather than lot-by-lot zoning, setbacks, and placement. Innovative housing types,
open space, and recreation facilities are often included.
, Policy — An agreed upon course of action adopted and pursued by decision makers for
achieving one or several goals and objectives;'a� which are used to guide the
formulation of regulations and programs.
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FWCP — Glossary of Terms
Potential Annexation Area (PAA) — Current unincorporated areas sunounding the City
of Federal Way�-is#� that Federal Way may annex within the 20-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 as fire protection and suppression, law
enforcement, public health, recreation, environmentat 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
Organiza.tion (RTPO) for the four county region. PSRC manages the adopted regional
growth strategy, Vision 2020.
Right-of-Way — Land dedicated or conveyed to the public or a unit of government, the
primary purpose of which is the movement of vehicles and/or pedestrians and providing
for access to adjacent parcels, with the secondary purpose of providing space for utility
lines and appurtenances and other devices and facilities benefiting the public.
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FWCP — Glossary of Terms.
State Environmental Policy Act (SEPA) – Chapter 43.21C RCW. The state law passed
in 1971 requiring state and local agencies to consider environmental impacts in the
decision-making process. A determination of environmental significance must be made for
all non-exempt projects or actions that require license or decision from a government
agency. If the action does not have significant adverse environmental impacts, a
Determination of Nonsignificance (DNS) is issued. If the action has adverse environmental
impacts that can be mitigated, a Mitigated Determination of Nonsignificance (MDNS) is
issued. If the action or project could have major impacts, an Environmental Impact
Statement (EIS) is required.
Street Furniture – Constructed, aboveground objects such as outdoor seating, kiosks,
bus shelters, sculptures, tree grids, trash receptacles, fountains, and telephone booths that
have the potential for enlivening and giving variety to streets, sidewalks, plazas, and
other outdoor spaces open to, and used by, the public.
Streetscape – A term in urban design that defines and describes the character and quality
of a street by the amount and type of features and furnishings abutting it. Such features
and furnishings may include trees and other landscaping, benches, lighting, trash
receptacles, bollards, curbing, walls, different paving types, signage, kiosks, trellises, art
objects, bus stops, and typical utility equipment and appurtenances.
Strip Commercial – Commercial or retail uses, usually one-story high and one lot deep,
that front on a major street.
Subarea Plan – A comprehensive, long-range plan that focuses on a particular area or
neighborhood of the city, e.g. the City Center.
Townhouse – A form of ground-related housing where individual dwelling units are
attached along at least one common wall to at least one other dwelling unit. Each
dwelling unit occupies space from the ground to the roof and has direct access to private
open space.
Transfer of Development Rights (TDR) – A program in which the unused portion of a
"sending" property's zoning capacity—one of the separable rights of property—is sold to
the developer of a"receiving" site, who is allowed to add the capacity to the zoned limit
of that site. TDRs can be used to prevent demolition of affordable housing units, protect
historically significant property, environmentally sensitive areas, or open space.
Transportation Demand Management (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, carpools and vanpools, and non-
motorized travel modes.
Transportation Equity Act for the 21st Century (TEA-21) – Federal reauthorization
bill for transportation funding passed in 1998. Successor to ISTEA, authorizing higher
funding levels through the year 2003. •
Revsed �A99 2002
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Transportation Improvement Program (TIP) — A six-year funded program of
transportation improvements. The TIP is updated and adopted annually.
Urban Center — Defined in the ' CWPPs as an area for
focusing growth and aligning a high capacity transit system. To be designated an urban
center an area must: have a land area of between 0.5 and 1.5 square miles; be able to
support a minimum of 15,000 jobs within 1 and 1�/2 miles of a transit center; have a
minimum density of 50 jobs per gross acre; and a minimum residential density of 15
households per gross acre.
Urban Growth Area (UGA) — The area designated in the King County Comprehensive
Plan for urban development and to be served with urban services, in addition to
greenbelts, open space, and other appropriate areas.
Urban Growth Boundary — A site-specific line, delineated on a map or by written
description, that separates the projected urban growth from rural land.
Urban Services — Includes those governmental services historically and typically
delivered by cities and includes storm and sanitary sewer systems, domestic water
systems, street cleaning services, fire and police protection services, public transit
service, and other public utilities associated with urban areas and normally not associated
with rural areas.
Vision 2020 — The adopted regional growth strategy that describes linking high density
residential and employment centers throughout the region by high capacity transit, and
promoting a multi-modal transportation system. Vision 2020 was adopted in 1990 by the
Puget Sound Council of Governments, which was the predecessor to the Puget Sound
Regional Council.
Wellfield — An area containing two or more wells with overlapping zones of contribution
that supplv a public water system.
Welihead Protection Areas — •
The surface and subsurface area surroundin� a well or wellfield supplvin� a public water
system throu�h which contaminants are reasonablv likelv to move toward and reach the
water well or wellfield.
Wetland — Those areas that are inundated or saturated by surface or groundwater at a
frequency and duration sufficient to support, and that under normal circumstances do
support, a prevalence of vegetation typically adapted for life in saturated soil conditions.
Wetlands generally include swamps, marshes, bogs, and similar areas.
Zero Lot Line Development (ZLL) — A siting technique � that allows single-family
houses to be built along one lot line. This helps to preserve privacy and usable yard
space, especially in small lot areas. Variations include angled "Z-lots," alternate width
lots, and shared lot lines, which give the appearance of a duplex.
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FWCP — Glossary of Terms
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Zone or Zoning District — A specifically delineated area or district in a municipality �
within which generally uniform regulations or requirements govern the use, size, and
development of land and buildings.
Zoning — A type of development regulation that manages the use and development of ,
land. Federal Way's zoning regulations are contained in the Federal Way City Code
F� WCC) 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. � '
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FWCP — Glossary
LIST OF ACRONYMS
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
Program
CHAS Comprehensive Housing Affordability
Strategy
CIP Capital Improvement Program
CMAQ Congestion Management and Air Quality
CMS Concurrency Management System
CTR Commute Trip Reduction
CWPPs King County Countywide Planning
Policies
DNS Determination of Nonsignificance
EIS Environmental Impact Statement
EMF Electro Magnetic Field
EMS Emergency Medical Service
ESA Environmentally Sensitive Area
FAR Floor Area Ratios
FCC Federal Communications Commission
FERE Federal Energy Regulatory Commission
FWBAC Federal Way Bicycle Advisory
Committee
FWCC Federal Way City Code
FWCP Federal Way Comprehensive Plan
GIS Geographic Information System
GMA Growth Management Act
GMPC Growth Management Planning Council
GPS Global Posirioning System
HCM Highway Capacity Manual
HCT High Capacity Transit
HMP Heliport Master Plan
HOV High Occupancy Vehicle
HSS Hi�hways of Statewide Si�nificance
ISDN Integrated Services Digital Network
ISTEA Intermodal Surface Transportarion
E�ciency Act of 1991
ITS Intelligent Traveler Service
LID Local Improvement District
LOS Level of Service
MDNS Mitigated Determination of
Nonsignificance
�
Revised �898 2(102
�
MGD Million Gallons per Day
mph Miles per Hour
MPO Metropolitan Planning Organizarion
MTP MetropoIitan Transportation Plan
MVET Motor Vehicle Excise Tax
NHS National Highway System
NPDES National Pollutant Dischar�e Eliminarion
System
OFM Washin�ton State Office of Financial
Mana�ement
PAA Potential Annexation Area
PSE Puget Sound Energy
PS/HELP 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 Transportation Systems Management
UGA Urban Growth Area
v/c Volume/Capacity Ratio
VMT Vehicle Miles Traveled
WAC Washington Administrative Code
WSDOT Washington State Department of
Transportarion
WUTC Washington Utilities and Transportation
Commission
ZLL Zero Lot Line
G-11
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Composite Map
•
Legend:
� City Limits
.• •. .� Potential Annexation Area
�� Site Requests
� 1 /i •
�::�.����' �
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0 0.5 1 1.5 2 Miles Map Printed-March 3 2oos
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Vilma Taylor
et al
Site Specific Request �
Key:
Steep Slopes
0 Wetlands
�
■
Map Printed-March 3, 2003
Note: This map is intended for use as a graphical representation only. 50 0 50 100 150 200 Feet /�
/\
The City of Federal Way makes no warranty as to its accuracy. (�\
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City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
STRS Associates
Site Specific Request #t�
Key:
Steep Slopes
0 Wetlands
�
Map Printed-March 27, 2003
Note: This map is infended for use as a graphical reprasentation only. 50 0 50 100 150 200 Feet �
The City of Federal Way makes no warranty as to its accuracy.
N
L I /
BP
Lowe's > Video
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a
Vacan BC �
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BP
Terminal
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Vac
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BP � Flyn s
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< RM2400 �� /
RS15.0
RS35.0
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u u� ity of Federal Way
Comprehensive Plan
Existing Designation: 2002
Comprehensive Plan: SITE SPECIFIC REQUESTS
Business Park '� FOR COMPREHENSIVE PLAN
Zoning: BP DESIGNATION CHANGES
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Clerget Industries
� L.P.- Rob Rueber
Site Specific Request #�
et Adopted Designation:
� Comprehensive Plan:
� ' Community Business
Zoning: BC
Nofe: This map is intended for use as a graphical representafion only. 50 0 50 100 150 200 Feet
The City of Federa/ Way makes no warranty as to its accuracy.
�
36
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z
0
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Key:
Steep Slopes
� Wetlands
•
Map Printed-March 3, 2003
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Kitts Corner
Site Specific Request #�
Key:
Steep Slopes
� Wetlands
❑
��
� �
Map Printed-October 22, 2002
Note: This map is intended for use as a graphical representation only. 2�� 0 2�� 4�� Feet �
The City of Federal Way makes no warranty as to its accuracy.
N
MEETING DATE: March 18 2�
� ITEM# � � l
CITY OF FEDERAL WAY
City Council
AGENDA BILL
sus.�CT: 2002 Comprehensive Plan Amendments
CATEGORY:
'� CONSENT
❑ RESOLUTION
❑ CITY COUNCIL BUSINESS
� ORDINANCE
❑ PUBLIC HEARING
❑ OTHER
BUDGET IMPACT:
Amount Budgeted:
Expenditure Amt.:
Contingency Req'd:
$
$
ATTAC�IlVIENTS: 1) Draft Adoption Ordinance; 2) Exhibit A — Comprehensive Plan Text and Map Amendments; 3) Exhibit B—
Site-Specific Requests/Amendments to the Comprehensive Plan Map and Zoning Map; 4) Exhibit C— February 10, 2003,
Memarandum to the City Council; 5) Exhibit D— January 22, 2003, Memorandum to the Land Use/Transportation Committee
(LUTC) (Please note that due to their bulk, Exhibits 1-27 of Exhibit D are not included, but are available in the Council Conference
Room); 6) Exhibit E-- January 21, 2003, Petition on Site-Specific Request #1; 7) Exhibit F— February 25, 2003 Memorandum to
the City Council; 8) Exhibit G—March 1 l, 2003 Memorandum to the City Council
SUMMARYBACKGROUND: Federal Way adopted its Comprehensive Plan in November of 1995, and amended the plan in
December of 1998, September 2000, and November 2001. Pursuant to RCW 36.70A.130, this year's update is the 7-yeaz update.
The intent of the 7-year update is for a city to review its comprehensive plan to ensure that the plan complies with the key
requirements made to the Growth Management Act (GMA) between 1995 and 2001. As part of this year's amendments, four
requests for changes in comprehensive plan designation and zoning are being forwarded to the City Council for action.
Descriptions of these requests can be found in Exhibit C— February 10, 2003, Memorandum to the City Council, and their locations
are shown in Exhdbit B— Site-Specific Requests/Amendments to the Comprehensive Plan Map and Zoning Map. The Planning
Commission held public hearings on November 6, November 20, and December 4, 2002.
CITY COUNCIL COMIVIITTEE RECOMMENDATION: The LUTC discussed the Planning Commission's recommendation
during public meetings on December 16, 2002, January 6, 2003, and January 27, 2003. At the close of the January 27�' meeting, the
LUTC made a motion to recommend approval of the amendments to the text and maps of the comprehensive plan as recommended by
the Planning Commission and modified by the LUTC (ExhibitA). The following will result in changes to the Comprehensive Plan
Map, as well as the Zoning Map. For,�Site-Specific Request #1, they recommended approval of Community Business with a
development ageement for only the Taylor and Peterson parcels. In addition, they recommended a change from Business Park to
Community Business for Site-Specific Requests #2 — STRS and #3 — Clerget L.P. They also recommended a change from Business
Park to Multiple Family/RM 2400 for Site-Specific Request #4 — Kitts Corner, based on it becoming made part of the larger Kitts
Corner development agreement. The LUTC made a motion to forward the comprehensive plan amendments to the full Council for
first reading on February 18, 2003.
PROPOSED MOTION: "I move approval of the ordinance adopting amendments to the comprehensive plan and enactment on
March 18, 2003." ,
CITY MANAGER APPROVAL:
(BELOW TO BE COMPLETED BY CITY CLERKS OFFICE)
COUNCIL ACTION:
APPROVED �
DEIVIED
❑ TABLED/DEFERRED/NO ACTION
❑ MOVED TO SECOND READING (ordinances on[y)
COUNCIL BILL #
1 Reading
Enactment Reading
ORDINANCE #
j
' {A��Ij/
��'JS���_
.3+�'3L'�i�
RESOLUTION #
Revised — 05l10/2007 1:�2002 Comprehensive Plan Amendments\City Counci�031803 CC Cover Agenda.doG03/11/2003 5:09 PM
•
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MEMORANDUM
February 10, 2003
TO:
V�:
FROM:
St1B7ECT:
MEETING DATE:
�
U
Mayor and City Council Members
David Moseley, City Manager
Kathy McClung, Director of Community Development Services
Margaret H. Clark, AICP, Senior Planner
2002 Comprehensive Plan Amendments
February 18, 2003
A. BACKGROUND
The 2002 Comprehensive Plan Amendments include changes to text and maps of the comprehensive
plan (Exhibit A) and requests by the public for changes to comprehensive plan designations and
zoning for specific parcels as shown in Exhibit B. Proposed changes by staff to the text of the
comprehensive plan are shown by �� (additions) and underline (deletions); proposed changes
by the Planning Commission are shown as �€g� and double underline; and proposed
changes by the Land Use/Transportation Committee (LUTC) are shown as (shaded) "' '" and
B. PROCEDURAL SUMMARY
November 6, 2002 Planning Commission Public Hearing
November 20, 2002 Continuation of Planning Commission Public Hearing
December 4, 2002 Continuation of Planning Commission Public Hearing (the Planning
Commission made a motion to forward their recommendations to the LUTC
and City Council with the recommendations described in Section E of this
memorandum)
December 16, 2002 LUTC Meeting
�:r�►� s��'� �
���—�`' �
�
January 6, 2003 Continuation of LUTC Meeting
C�
January 27 2003 Continuation of LUTC Meeting (the LUTC made a motion to forward the
comprehensive plan amendments with the recommendations described in
Section F of this memorandum to the full Council for first reading on
February 18, 2003)
C. SITE-SPECIFIC COMPREHENSIVE PLAN CHANGES
The City received four requests for changes to comprehensive plan designations and zoning of
property. These requests are summarized as follows and are more fully discussed on Pages 4-16 of
Exhibit 7 of Exhibit D. The location of all four site-specific requests is shown on Exhibit B, Page 1
of S.
Site Specific Request #1- Taylor, Peterson, and Robinson
File Number:
Parcels:
Location:
Size:
Applicants:
Owner:
Agent:
Request:
Egisting
Comprehensive Plan:
Ezisting Zoning:
O1-103839-00 UP
401320-0006, 092104-9100, and 092104-9261
One parcel located south of South 304`� Street and east of Military Road
South and two parcels located south of South 304"' Street and west of
Military Road South (Exhibit B, Page 2 of S).
1.79 acres
Parcel No. Property Owner Acres
401320-0006 Vilma Stewart Taylor 0.3 acres
092104-9100 Linda Peterson 1.03 acres
092104-9261 Robert Robinson 0.46 acres
Total 1.79 acres
Vilma Taylor, Linda Peterson, and Robert Robinson applied for the
comprehensive plan amendment and rezone. City staffrecommended
including Parcel No. 92104-9098, a 0.85-acre parcel, loca�ed north of
the Vilma Taylor parcel, which is owned by Shirlene Olsen. This parcel
experiences similar noise levels to the other three parcels. In a December
26, 2002 letter, Ms. Olsen indicated that she did not want to be part of
the request (Exhibit 9 of Exhibit D).
Same as Applicant
Brad Medrud, AHBL, Ina
Request to change the comprehensive plan designation and zoning from
Single Family High Density Residential and RS 7.2 (one unit per 7,200
square feet) to Community Business (BC).
Single Family High Density Residential C�/ u(�� � -,.- `-----
RS 7.2 (one unit per 7,200 square feet) C��� � •
QAGE..��� � 1.
2002 Comprehensive Plan Amendments Page 2 February 10, 2003 '
�
Requested
Comprehensive Plan: Community Business
Requested Zoning: Community Business (BC)
Public Comments Received
Prior to
Planning Commission
Public Hearing:
�
LJ
The applicants submitted nine letters in support of their request (Exhibits
G-O of Exhibit 7 of Exhibit D). Earlier in the process, at the selection
stage, the City received a telephone call from a citizen who was
concerned that changing the zoning of these three parcels would be spot
zoning. In addition, one of the applicants for a similar request in the 2000
Comprehensive Plan Update indicated his desire to be included as part of
this request.
Staff
Recommendation: That the Taylor, Peterson, Robinson, and Olsen parcels be granted a
comprehensive plan designation and zoning of Neighbarhood Business
and BN.
Planning Commission
Recommendation:
The Planning Commission recommended that the comprehensive plan
designation and zoning of the Taylor, Peterson, and Robinson parcels be
changed from Single Family High Density Residential and RS 7.2 (one
unit per 7,200 square feet) to Neighborhood Business and BN, but that
the Olsen property not be included in the change. However, because the
vote was not by a majority of the entire Commission, the Planning
Commission's recommendation on this request goes forward as "No
recommendation."
Correspondence
Received During and
After Planning Commission
Public Hearing: During the public hearing, Timothy Hickel of the Law Offices of Payne
and Hickel submitted information in support of Vilma's Signs being
considered an allowable use in the Neighborhood Business (BN) zone
(Exhibit 10 of Exhibit D). Subsequent to the public heaxings by the
Planning Commission, Mr. Hickel also submitted a letter following up
on his previous testimony (Exhibit 11 of Exhibit D). Correspondence
was also received from Shirlene Olsen stating that she did not want to be
part of the request (Exhibit 9 of Exhibit D).
LUTC
Recommendation: The LUTC recommended that the comprehensive plan designation and
zoning of the Taylor and Peterson parcels be changed from Single
Family High Density Residential and RS 7.2 (one unit per 7,200 square
feet) to Community Business and BC, but that the Robinson property not
be included in the change. They also recommended that a development
agreement, which restricts the range of allowable uses in the BC zone, �
be prepared for these parcels by staff.
_.. _ .. . . _ . _... x , ^
2002 Comprehensive Plan Amendments
Page 3
.'
PAGE Feb���� ,�
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Additional Correspondence
Received: A January 21, 2003, petition was submitted by 15 property owners,
representing 11 properties (Exhibit E). The petitioners state that they were
not properly notified and that they oppose the request. City code requires
that all property owners within 300 feet of a site requesting a change in
comprehensive plan designation and zoning be notified by mail at least
14 days prior to a public hearing. T'hirteen of the 15 petitioners
representing 10 properties live within 300 feet of Site-Specific Request
#1. Upon checking the file, staff determined that all property owners
living within 300 feet were notified by mail on October 18, 2002, at least
14 days prior to the Planning Commission Public Hearing of November
6, 2002. The property owners believe that they should have been notified
by e-mail based on a tracking form intended for internal City use. This
form is used far record keeping purposes to verify who is notified as part
of project review. As a result of this misunderstanding, staff has since
changed the form to clarify that property owners within 300 feet are not
required to be notified by e-mail.
REQUESTS #2 AND 3 ARE FOR TWO ADJACENT PARCELS, WHICH ALTHOUGH UNDER DIFFERENT
OWNERSHIP, ARE PRESENTLY BEING USED AS A TRUCK TERMINAL. AS A RESULT, THE REQUESTS
WILL BE REVIEWED TOGETHER.
Site Specific Request #2 — STRS Associates '
File Number: 01-103689 UP
Parcel: 292104-907?
Location: North of South 356`" Street and west of Enchanted Parkway South
(Exhibit B, Page 3 of S)
Size: 5.44 acres
Applicant:
Agent:
STRS Associates
Same
Owner: Same
Request: Request to change the comprehensive plan designation and zoning from
Business Park (BP) to Community Business (BC).
Existing
Comprehensive Plan: Business Park
Eaisting Zoning: Business Park (BP)
Requested
Comprehensive Plan: Community Business
Requested Zoning: Community Business (BC)
Site Specific Request #3 — Clerget Industries L.P.
File Number: 01-103554-00 UP
Parcel: 292104-9001
EX�I I � , C _
PAG E �.-a-� ��--�
2002 Comprehensive Plan Amendments Page 4 February. l Q 2003
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Location: North of South 356�' Street and west of Enchanted Parkway South
(Exhibit B, Page 4 of S)
Size: 4.27 Acres
Applicant: Clerget Industries L.P., Rob Rueber
Owner: Same
Request: Request to change the comprehensive plan designation and zoning from
Business Park (BP) to Community Business (BC).
Egisting
Comprehensive Plan: Business Park
Existing Zoning: Business Park (BP)
Requested
Comprehensive Plan: Community Business (BC).
Requested Zoning: Community Business (BC.)
Public Comments Received
Prior to
Planning Commission
Public Hearing:
A properiy owner to the south of South 356�' has called staffand visited
the office. He was interested in obtaining more information about the
requests.
Staff
Recommendation: Staff recommended that the requests be denied and that the City explore
potential changes to the allowable mix of uses in the Business Park (BP)
zone in order to meet changing market conditions.
Planning Commission
Recommendation: T'he Planning Commission recommended that the comprehensive plan
designation and zoning of the STRS Associates and Clerget Industries
L.P. parcels be changed from Business Park and BP to Community
Business and BC.
Correspondence
Received During and
After Planning Commission
Public Hearing: During the public hearing, Rob Rueber representing Clerget Industries
L.P. submitted a letter in support of changing the comprehensive plan
designation and zoning of the two parcels from Business Park/BP to
Community BusinessBC (Exhibit 19 of Exhibit D). This letter states
that the market for these two parcels is for retail uses such as those
allowed in the Community Business (BC) zone and not for those
industrial types of uses allowed in the Business Park (BP) zone.
LUTC
Recommendation: The LUTC recommended that the comprehensive plan designation and
zoning of the STRS Associates and Clerget Industries L.P. parcels be
changed from Business Park and BP to Community Business and BC.
E��tfBl� C
2002 Comprehensive Plan Amendments Page 5 ���� ebrua4 003 ��
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Site Specific Request #4 — Kitts Corner
•
File Number: CPA99-0008
Parcels: 202104-9070, 202104-9001, and 202104-9072
Location: South of South 336�' Street and west of Pacific Highway South, west of the
on-site wetlands (Exhibit S, Page 5 of S)
Size: 1335 acres
Agent: Richard Borsini on behalf of Campus Gateway Associates, Gene Merlino,
and Chase WN Trust
Applicant: Same as above
Owners: Campus Gateway Associates, Gene Merlino, and Chase WN Trust
Request: To change the comprehensive plan designation and zoning from Business
Park and BP to Multiple Family and RM 2400
Existing
Comprehensive Plan:
Existing Zoning:
Requested
Business Park
Business Park (BP)
Comprehensive Plan: Multiple Family
Requested Zoning: Multiple Family (RM 2400)
Public Comments Received
Prior to
Planning Commission
Public Hearing:
A July 15, 2002, letter was received from the Washington Trucking
Association (Exhibit R of Exhibit 7 of Exhibit D). The Association was
concerned that multiple family development in that area would result in
additional traffic congestion.
Staff
Recommendation: The staff recommended that the comprehensive plan designation and
zoning of the Kitts Corner parcel be changed from Business Park and BP
to Multiple Family and RM 2400 zoning, and that it be included 'm the
Kitts Corner development agreement.
Planning Commission
Recommendation:
LUTC
Recommendation:
The Planning Commission recommended that the comprehensive plan
designation and zoning of the Kitts Corner parcel be changed from
Business Park and BP to Multiple Family and RM 2400 zoning, and that
it be included in the Kitts Corner development agreement.
The LUTC recommended that the comprehensive plan designation and
zoning of the Kitts Corner parcel be changed from Business Park and BP
to Multiple Family and RM 2400 zoning, and that the it be included in
the Kitts Corner development agreement.
�:a���l� �
2002 Comprehensive Plan Amendments Page 6 ���� eb�, 2003�
�
D. REASON FOR COUNCIL ACTION
•
Pursuant to FWCC Chapter 22, Article IX, "Process VI Review," any amendments to the
comprehensive plan, comprehensive plan designations map, or zoning text must be approved by the
City Council based on a recommendation from the Planning Commission.
E. PLANNING COMMISSION RECOMMENDATION
The Planning Commission conducted public hearings on November 6, November 20, and December
4, 2002. After conclusion of the December 4, 2002, public hearing, the Planning Commission
forwarded the following recommendations to the City CounciL
Approve the amendments to the text and maps of the comprehensive plan as proposed by staff
and amended by the Commission (staff changes are shown by �� and underline and
Planning Commission changes are shown as �� and double underline).
2. Site-Specific Request #1— The comprehensive plan designation and zoning of the Taylor,
Peterson, and Robinson parcels be changed from Single Family High Density Residential and
RS 7.2 (one unit per 7,200 square feet) to Neighborhood Business and BN, but that the Olsen
property not be included in the change. However, because the vote was not by a majority of the
entire Commission, the Planning Commission's recommendation on this request goes forward
as "No recommendation."
3. Site-Specific Requests #2 and #3 — The comprehensive plan designation and zoning of the
STRS Associates and Clerget Industries L.P. parcels be changed from Business Park and BP to
Community Business and BC.
4. Site-Specafic Request #4 — The comprehensive plan designation and zoning of the Kitts Corner
parcel be changed from Business Park and BP to Multiple Family and RM 2400 zoning, and
that the it be included in the Kitts Corner development agreement.
F. LAND USE/TRANSPORTATION COMMITTEE RECOMMENDATION
The LUTC considered the 2002 comprehensive plan amendments during public meetings on
December 16, 2002, January 6, 2003, and January 27, 2003. After conclusion of the January 27,
2003 public meeting, the LUTC forwarded the following recommendations to the City Council.
Approve the amendments to the text and maps of the comprehensive plan as proposed by staff
and as amended by the Planning Commission and by the LUTC (staff changes are shown by
�� and underline, Planning Commission changes are shown as ��ee� and
,.....
double underline, and LUTC changes are shown as , and �;�'�" `�.
2. Site-Specific Request #1— The comprehensive plan designation and zoning of the Taylor and
Peterson parcels be changed from Single Family High Density Residential and RS 7.2 (o�}e
a�i�� ��wf �
2002 Comprehensive Plan Amendments Page 7 ,
PAG�..�.aF `
•
•
unit per 7,200 square feet) to Community Business and BC, but that the Robinson property not
be included in the change. They also recommended that a development agreement, which
restricts the range of allowable uses in the BC zone, be prepared for these parcels by staff.
3. Site-Specific Requests #2 and #3 — The comprehensive plan designation and zoning of the
STRS Associates and Clerget Industries L.P. parcels be changed from Business Park and BP to
Community Business and BC.
4. Site-Specific Request #4 — The comprehensive plan designation and zoning of the Kitts Corner
parcel be changed from Business Park and BP to Multiple Family and RM 2400 zoning and
that the it be included in the Kitts Corner development agreement.
G. FACTORS TO BE CONSIDERED AND CRITERIA FOR AMENDING THE COMPREHENSIVE PLAN
1. Section 22-529. Factors to Be Considered in a Comprehensive Ptan Amendment
The City may consider, but is not limited to, the following factors when considering a
proposed amendment to the comprehensive plan:
1) The effect upon the physical environment.
The proposed housekeeping amendments to update the chapters of the comprehensive
plan and accompanying map changes will not affect the physical environment. No
development is proposed in conjunction with this non-project action. Future project
specific actions will be subject to environmental review as required by the SEPA Rules,
and will be evaluated in accordance with all plans, policies, rules, and regulations adopted
as a basis for the exercise of substantive authority under SEPA to approve, condition, or
deny proposed actions.
2) The effect on open space, streams, and lakes.
The proposed amendments include housekeeping changes to update the chapters of the
comprehensive plan, accompanying map changes, and four site-specific requests. None of
these proposed changes would have a significant adverse impact on open space, streams,
and lakes.
3) 77ae compatibility with and impact on adjacent land uses and surrounding neighborhoods.
The proposed housekeeping amendments to update the chapters of the comprehensive
plan and accompanying map changes will not impact adjacent land uses and surrounding
neighborhoods. There are four site-specific requests. Site-Specific Request #1, if
approved, would change the designation of two parcels located along Military Road from
Single Family Residential to Community Business (BC). These parcels are already being
operated as commercial uses and as presently used are compatible with adjacent land
uses, including surrounding single family uses. Designating these parcels BC with a
development agreement would allow the continuation of these uses, yet restrict any new
uses to those that would be compatible with adjacent land uses and surrounding
neighborhoods. If the comprehensive plan designation and zoning of Site-Specific
�Y4�tiRIT C
2002 Comprehensive Plan Amendments Page 8 PA ,��� 10, 20 3
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Requests #2 and #3 were to change from Business Park (BP) to Community Business
(BC), the uses allowed under the BC zoning would be compatible with adjacent land uses
to the north and to the east, which are retail in nature. If approved, Site-Specific Request
#4 would be subject to a development agreement, which would impose certain conditions
to ensure compatibility with the adjacent development.
4) The adequacy of and impact on community facilities including utilities, roads, public
transportation, parks, recreation, and schools.
The City ofFederad Way Comprehensive Plan (FWCP) Capital Facilities Chapter has
been updated to address the adequacy of community facilities, including utilities, roads,
public transportation, parks, recreation, and schools. If the site-specific requests are
granted, specific impacts associated with development will be evaluated at the time that a
development permit is applied for, and any potential adverse impacts will be mitigated at
that time.
5) The benefit to the neighborhood, city, and region.
Updating the comprehensive plan is of benefit to Federal Way neighborhoods, the City of
Federal Way, and the region as existing information is being updated and this will provide
a better basis far decision-making. There are four site-specific requests. Site-Specific
Request #1, if approved, should not result in significant changes in land use since these
two parcels are already developed. Changing the comprehensive plan designation and
zoning of Site-Specific Requests #2 and 3 from Business ParklBP to Community
BusinessBC may tend to attract additional development to an area that is already
characterized by Community Business uses such as Costco, Home Depot, and Lowe's,
thus concentrating similar uses in one area. Granting Site-Specific Request #4 would
benefit the City by creating additional residential units, which will assist the City in.
reaching its 2022 household targets.
6) The quantity and location of land planned for the proposed land use type and density and
the demand for such land.
Amendments are being proposed for FWCP Chapter 2, Land Use, which should assist the
City in reaching its 2022 household targets. Granting Site-Specific Request #1 would
allow existing nonconforming uses to become outright permitted uses. Granting Site-
Specific Requests #2 and #3 would allow Community Business uses in an area that
appears to have a demand for such uses. Changing the comprehensive plan designation
and zoning of Site-Specific Request #4 from Business Park/BP to Multiple Family/RM
2400 should be an asset to the community because it would provide more residential units
as part of a quality mixed-use development based on a development agreement.
7) The current and projected populataon density in the area.
As stated in Response #6 above, amendments are being proposed for FWCP Chapter 2,
Land Use, which should assist the City in reaching its 2022 household targets. The
approval of Site-Specific Request #1 would not result in any changes in population or
density since these commercial uses already exist. Approval of Site-Specific Requests #2
c�ru�Q� C
2002 Comprehensive Plan Amendments Page 9 —" Febrttary�'�, �2063
Pa�E�OF�.
• •
and #3 from Business Park/BP to Community BusinessBC should not have any impact
on current and projected population density and granting Site-Specific Request #4 should
increase population density in the area.
8) The effect upon other aspects of the comprehensive plan.
There should not be any adverse impacts on the comprehensive plan as a result of the
proposed changes.
2. Section 22-530. Criteria For Amending The Comprehensive Plan
The City may amend the comprehensive plan only if it finds that:
1) The proposed amendment bears a substantial relationship to public health, safety, or
welfare.
Updating the comprehensive plan will result in better information for decision-making
purposes, which has a direct relationship to public health, safety, and welfare. None of the
four site-specific requests, if approved, should adversely affect public health, safety, or
welfare.
2) The proposed amendment is in the best interest of the residents of the City.
Please see response under 1), above.
3) The proposed amendment is consistent with the requirements of RCW 36. 70A and with the
portion of the City s adopted plan not affected by the amendment.
RCW Chapter 36.70A, the Growth ManagementAct, requires the City of Federal Way to
adopt and implement a comprehensive plan and to amend it in a timely manner, but no
more than once a year except under certain circumstances. The City is responding to this
mandate by updating the comprehensive plan.
3. Compliance With FWCC Section 22-488(c)
Site Specific Request #1— Taylor, Peterson, and Robinson
1) The City may approve the application only if it finds that:
a. The proposed request is in the best interests of the residents of the City.
Designating the Taylor and Peterson parcels as Community BusinessBC with a
development agreement will not conflict with any policies within the comprehensive
plan. Commercial zoning in this area would be more compatible with the physical
environment. Furthermore, these businesses are already in existence and provide
both employment and services to the City.
EXHIBIT G
2002 Comprehensive Plan Amendments
Page 10
E����3
•
C�
b. The proposed request 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 condi�ions, a change in designation is within the public interest;
These parcels are located south of South 304th Street and on either side of Military
Road. I-5 is immediately adjacent to the Taylor parcel. WSDOT has recently
constructed a High Occupancy Vehicle (HOV) Lane along this stretch of I-5. This
has resulted in I-5 being widened by approximately 15 feet, bringing traffic closer
to the subject site. In order to widen I-5, trees were removed. Furthermore, WSDOT
has recently issued a Revised Draft Environmental Impact Statement and Draft
Section 4(fl Evaduation for the SR 509.• Corridor Completion/I-S/South Access
Road, which identifies this stretch of I-5 as being considered under all alternatives
for the SR 509 extension. This would mean construction of an additional lane on I-5
adjacent to these properties. A decrease in distance between these parcels and I-5
has increased the exposure of businesses and residences to noise levels and highway
glare, thereby indirectly reducing the livability of these areas
or
ii. The change in designation will correct a designation that was inappropriate when
established.
This criterion is not applicable.
c. It is consistent with the comprehensive plan.
The location of residentially zoned properties, adjacent to Military Road and in close
proximity to I-5, especially in the case of the Taylor property (which is located
between I-5 and Military Road), is not consistent with FWCP Policy LUP 15,
"Protect residential areas from impacts of adjacent non-residential uses," due to the
traffic noise as a result of the I-5 expansion. ,
d. It is consistent with adl applicable provisions of the chapter, including those adopted
by reference from the comprehensive plan.
If Site-Specific Request # 1 is approved and these parcels designated as Community
BusinessBC with a development agreement, any subsequent redevelopment would
be required to be consistent with all applicable provisions of this chapter (zoning
code).
e. It is consistent with the public headth, safety, and welfare.
Granting the requested change from Single Family Residential to Community
Business with a development agreement is consistent with the policies in the
comprehensive plan and it is also consistent with the public health, safety, and
F�C'�-1lRIT C
2002 Comprehensive Plan Amendments Page 11 �����0��
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welfare.
u
2) The City may approve an application for a quasi judicial project redated rezone only if it
finds that:
a. The criteria in subsection (1) above are met; and
b. The proposed project complies with this chapter in ald respects; and
c. The site plan of the proposed project is designed to minimize all adverse
impacts on the developed properties in the immediate vicinity of the subject
property; and
d. The site plan is designed to minimize impacts upon the public services and
utilities.
The request under consideration is for a change in the comprehensive plan designation
and zoning. It is not a project-related rezone; therefore, the criteria under this section do
not apply.
Site Specific Requests #2  — STRS Associates & Clerget Industries L.P.
1) The City may approve the application only if it finds that:
�
f.a
c.
The proposed request is in the best interests of the residents of the City.
A change in designation of these two parcels from Business Park (BP) to Community
Business (BC) is in the best interests of the residents of the City because it may result
in redevelopment of a 10-acre parcel into uses that are more compatible with its
surroundings that the existing truck terminal is. It may also result in the expansion of
big box retail uses in an area with good access to I-5 and surrounding areas.
The proposed request 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 change in designation is within the public interest.
Conditions in the immediate vicinity have been changing since incorporation of
the City in 1990. At the time of incorporation, Costco and Home Depot had been
permitted by King County and have since been constructed. Lowe's, formerly
Eagle Hardware and iocated directly to the north of the STRS parcel, was
subsequently developed on land zoned Community Business (BC).
or
ii. The change in designation will correct a designation that was inappropriate when
established.
This criterion is not applicable EXH I� �' .. �
It is consistent with the comprehensive plan. pAG E��- _� �_
2002 Comprehensive Plan Amendments Page 12 February 10, 2003
i �
�
e.
The FWCP states that, "Due in part to convenient access and available land, the
South 348�' Street area has become a preferred location for large bulk retailers such
as Eagle Hardware (now Lowe's), Home Depot, and Costco." These two parcels are
located directly to the south of Lowe's, and across the street from Home Depot.
It is consistent with all applicable provisions of the chapter, including those adopted
by reference from the comprehensive plan.
If the request is granted, any future development on the site must comply with all
applicable provisions of this chapter (zoning code).
It is consistent with the public health, safety, and welfare.
Granting the requested change from Business Park (BP) to Community Business
(BC) is consistent with the policies in the comprehensive plan; therefore, it would be
consistent with the public health, safety, and welfare.
2) The City may approve an application for a quasi judicial project related rezone only if it
frnds that:
a. The criteria in subsection (1) above are met; and
b. The proposed project complies with this chapter in all respects; and
c. The site plan of the proposed project is designed to minimize all adverse
impacts on the developed properties in the immediate vicinity of the subject
property; and
d. The site plan is designed to minimize impacts upon the public services and
utilities.
The request under consideration is for a change in the comprehensive plan designation
and zoning. It is not a project-related rezone; therefore, the criteria under this section do
not apply.
Site Specific Request #4 — Kitts Corner
1) The City may approve the application only af it finds that:
a. The proposed request is in the best interests of the residents of the city;
The July 2000 Market Analysis concluded that there is a shortage of land zoned
outright for residential development in terms of ineeting regional forecasts, based on
historical development. Therefore, changing the designation of this site from
Business Park/BP to Multiple Family/RM 2400 would result in more residential
units and be in the best interests of the City.
b. The proposed request is appropriate because either:
EXHI�� C
PAGE � � 3
, � �i
2002 Comprehensive Plan Amendments Page l3 February 10, 2003
• •
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 change in designation is within the public interest.
This property was given the Business Park/BP designation in 1990, when the City
incorporated. Approximately 8.24 acres west of the on-site wetlands and buffer
was originally part of the larger Kitts Corner request (Exhibit B, Page S of S). The
applicants requested a change in comprehensive plan designation and zoning
from Business Park and BP to Community Business and BC for those areas east
of the on-site wetlands and Multiple Family and RM 2400 (Multiple Family, one
unit per 2,400 square feet) for those areas west of the wetlands. Staff made a
recommendation that the request for the east side be approved based on a
development agreement; however, they recommended that the request for the
west side be denied because if approved, it would create an island of Multiple
Family.use surrounded by commercial designations. Based on the staffls
recommendation, the applicants withdrew the request for the west side of the
wetlands prior to a public hearing by the Planning Commission.
Since that time, the LUTC gave direction to staff to prepare a development
agreement for the east side of the wetlands, which if approved by the City
Council, would govern the change in comprehensive plan designation and zoning
from Business Park and BP to Community Business and BC. The development
agreement would be based on a village concept of vertical mixed-use including
retail, office, and multiple-family. In addition, a boundary line adjustment has
been recorded with the parcel to the west, which has increased the size of this
parcel by approximately five acres. Also, the parcel to the west has been
constructed as Glenwood Place, a 50-unit senior citizen housing complex.
or
ii. The change in designation will correct a designation that was inappropriate
when established.
This criterion is not applicable.
c. It is consistent with the comprehensive plan.
Granting the request for a change in comprehensive plan designation from Business
Park to Multiple Family is consistent with FWCP LUP9, which is to 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.
d. It is consistent with all applicable provisions of the chapter, including those adopted
by reference from the comprehensive plan.
If the request is granted, any future development on the site must comply with all �
o �
,�.��,�sT Gx
2002 Comprehensive Plan Amendments Page 14 �� '� "�' '� Fgb�ry 10� ,i
p���.�.-�✓ c
.
•
applicable provisions of this chapter (zoning code), and with the development agreement.
e. It is consistent with the public health, safety and welfare.
Granting the requested change from Business Park to Multiple Family is consistent
with the policies in the comprehensive plan and it is also consistent with the public
health, safety, and welfare.
2) The City may approve an application for a quasi judicial project related rezone only if it
frnds that:
a. The criteria in subsection (1) above are met; and
b. The proposed project complies with this chapter in all respects; and
c. The site plan of the proposed project is designed to minamize all adverse
impacts on the developed properties in the immediate vicinity of the subject
property; and
d. The site plan is designed to minimize impacts upon the public services and
utilities.
The request under consideration is for a change in the comprehensive plan designation
and zoning. It is not a project-related rezone; therefore, the criteria under this section do
not apply.
H. COUNCIL ACTION
Pursuant to FWCC Section 22-541, after consideration of the Planning Commission report, and at
its discretion holding its own public hearing, the City Council shall by majority vote of its total
membership choose one of the following options:
1. Approve the proposal by ordinance;
2. Modify and approve the proposal by ordinance;
4. Refer the proposal back to the Planning Commission for further proceedings. If this
occurs, the City Council shall specify the time within which the Planning Commission
shall report to the City Council on the proposal.
LIST OF EXHIBITS
Exhibit A City of Federal Way Comprehensive Plan, City Council Draft
Exhibit B Site-Specific Requests/Amendments to the Comprehensive Plan Map and Zoning Map
Exhibit C February 10, 2003, Memarandum to the City Council '
E�HI�� �.__ C
2002 Comprehensive Plan Amendments Page 15 ��� �, ebr� � 2003 =—
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Exhibit D January 22, 2003, Memorandum to the Land Use/Transportation Committee (LUTC) with
the following eaLhibits:
E�chibit 1
Exhibit 2
E�ibit 3
Exhibit 4
Exhibit 5
E�chibit 6
Exhibit 7
Exhibit 8
Exhibit 9
E�ibit 10
E�►ibit 11
E�ibit 12
E�ibit 13
E�►ibit 14
Exhibit 15
E�►ibit 16
Exhibit 17
Exhibit 18
Exhibit 19
Exhibit 20
E�ibit 21
Exhibit 22
Exhibit 23
Exhibit 24
E�ibit 25
E�ibit 26
E�ibit 27
Proposed Changes to Comprehensive Plan Text and Maps
Composite Map — Site-Specific Requests
January 6, 2003, Letter From the Washington State Department of
Transportation
Meeting Summary of November 6, 2002, Planning Commission Public
Hearing
Meeting Summary of November 20, 2002, Planning Commission Public
Hearing
Meeting Summary of December 4, 2002, Planning Commission Public
Hearing
November 27, 2002, Staff Report to Planning Commission
Map of Site-Specific Request #1
December 26, 2002, Correspondence From Shirlene Olsen
Information Submitted by Timothy Hickel on Behalf of Vilma's Signs
December 5, 2002, Correspondence from Timothy Hickel
Portion of Neighborhood Business Use Zone Chart
P. II-25 — II-27 of the Comprehensive Plan
December 21, 1999, Use Process I Decision from City of Federal Way on
Pat's Plumbing
Portion of Business Park Use Zone Chart
Portion of Community Business Use Zone Chart
Map of Site-Specific Request #2
Map of Site-Specific Request #3
December 4, 2002, Correspondence from Rob Rueber, Clerget Industries L.P.
Map of Site-Specific Request #4
Changes to Chapter Three, Transportation
Changes to Chapter Four, Economic Development
Polices Pertaining to Affordable Housing (shown as highlighted)
Changes to Chapter Six, Capital Facilities
Changes to Chapter Seven, City Center
Changes to Chapter Eight, Potential Annexation Area
Changes to Chapter Ten, Private Utilities
E�ibit E January 21, 2003, Petition for Site-Specific Request #1
(Please note that Exhibits 1-27 to the January 22, 2003, Memorandum to the Land
Use/Transportation Committee (LUTC) are avaidabde in the Council Conference Room).
EXHI� G
I:�2002 Comprehensive Plan Amendments\City Council\021803 Cover Memo to CC.doc/424 PM '`
PAG� /L
2002 Comprehensive Plan Amendments Page 16 February 10, 2003 :
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CITY OF FEDERAL WAY
MEMORAND UM
January 22, 2003
TO: Eric Faison, Chair
� Land Use/Transportation Committee (LUTC)
VIA: David Mo nager
FROM: Kathy McC(ung, irector of Community Development Services
Margaret H. Clark, AICP, Senior Planner tW�
SUB7ECT: Cover Memorandum — 2002 Comprefiensive Plan Update — Site-Specific Requests and
Follow-up on Land Use/Transportation Committee Questions on Chapters and Maps
of the Comprehensive Plan
A. BACKGROUND
Attached is a memorandum, which discusses the four site-specific requests received for the 2002
Comprehensive Plan Update and a response to the Committee's questions on the comprehensive
plan chapters and maps. The responses to Chapter Three, Transportation includes a response to a
January 6, 2003, letter from the Washington State Department of Transportation
B. REASON FOR COUNCIL ACTION
Pursuant to FWCC Article IX, "Process VI Review," any amendments to the comprehensive plan,
comprehensive plan designations map, or zoning text must be approved by the City Council based
on a recommendation from the Planning Commission. All land-use related items are presented to
the Land Use/Transportation Committee (LUTC) for their review and recommendation prior to
action by the City Council.
C. PLANNING COMMISSION RECOMMENDATION
The Planning Commission conducted public hearings on November 6, November 20, and December
4, 2002. After conclusion of the December 4, 2002, public hearing, the Planning Commission
considered the proposed amendments pursuant to FWCC Sections 22-529, 22-530, and 22-488(c),
and forwarded the fol(owing recommendations to the city council:
1. Approve the amendments to the text and maps of the comprehensive plan as proposed by staff
and amended by the Commission (staff changes are shown by s�r�lc� and underlined and
Planning Commission changes are shown as ����� and double underlined).
2. They forwarded no recommendation on Request #1 (Taylor, Peterson, and Robinson).
�:iG�li�iT_.�'
���...�..��3F.,.,l�_._.
�I
.
Approve the applicants' requests for Site Specific Request #2 — Clerget Industries LP, Request
#3 — STRS Associates, and Request #4 — Kitts Corner.
D. LAND USE/TRANSPORTATION COMMITTEE OPTIONS
The Committee has the following options:
1. Text and Maps of the Comprehensive Plan
(a) Recommend that the full Council adopt an ordinance approving the proposed
amendments to the text and maps of the Comprehensive Plan as recommended by the
Planning Commission.
(b) Recommend that the full Council adopt an ordinance approving the proposed
amendments to the text and maps of the Comprehensive Plan as recommended by the
Planning Commission and modified by the LUTC.
2. Site-Specifzc Requests
(a) Site-Specific Request #1 —Taylor, �eterson, and Robinson
(i) Recommend that the full Council adopt an ordinance approving the applicants'
(Taylor, Peterson, and Robinson) request for a comprehensive plan designation and
zoning of Community Business and BC.
(ii) Recommend that the full Council adopt an ordinance approving the staff's
recommendation of a comprehensive plan designation and zoning of Neighborhood
Business and BN for the Taylor, Peterson, and Robinson properties only.
(iii) Recommend that the full Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation of Single Family High Density
Residential and zoning of RS 7.2 (one unit per 7,200 square feet).
(b) Site-Specific Request #2 — Clerget Industries LP and Site-Specific Request #3 — STRS
(i) Recommend that the full Council accept the Planning Commission's
recommendation and adopt an ordinance approving the applicants' (Clerget
Industries LP and STRS Associates) request for a comprehensive plan designation
and zoning of Community Business and BC.
(ii) Recommend that the full Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation and zoning of Business Park and BP
and direct staff to research potential changes to the allowable mix of uses in the BP
zone in order to meet changing market conditions.
(c) Site-Specific Request #4 — Kitts Corner.
(i) Recommend that the full Council accept the Planning Commission's
recommendation and adopt an ordinance approving the applicants' request for a
comprehensive plan designation and zoning of Multiple Family and RM 2400, and
that this site be included in the larger Kitts Corner development agreement.
(ii) Recommend that the ful( Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation and zoning of Business Park and BP.
E��#�BIT �
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APPROVAL OF COMMITTEE ACTION:
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Enc: January 22, 2003 Staff Report to the LUTC with Exhibits 1-27
I:12002 Comprehensive Plan Amendments\Selection Process\012703 Cover Memo to LUTC.doc/01/22/2003 11:45 AM
EXHIBi� .�
PAGE�CJF 1�_
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CITY OF FEDERAL WAY
MEMORANDUM
January 22, 2003
TO: Eric Faison, Chair
Land Use Transportation Committee (LUTC)
VIA: David Moseley, City Manager
FROM: Kathy McClung, Director of Community Development Services
Margaret H. Clark, AICP, Senior Planner
SUBIECT: 2002 Comprehensive Plan Update — Site-Specific Requests and Follow-up on
Land Use/Transportation Committee Questions on Chapters and Maps of the
_ Comprehensive Plan
MEETItvG DATE: January 27, 2003
A. BACKGROUND
The 2002 Comprehensive Plan Update includes updates to text and maps of the comprehensive plan
(Exhibit 1) and requests by the public for changes to comprehensive plan designations and zoning
for specific parcels. The locations of these site-specific requests are shown in Exhibit 2— Composite
Map. The Land Use/Transportation Comxnittee (LUTC) discussed the proposed amendments to
Chapters 1-5 of the Comprehensive Plan during their December 16, 2002, meeting and proposed
amendments to Chapters 6-10 during their January 6, 2003, meeting. As a result of their
discussions, the Committee requested that staff research and follow-up on certain questions.
This memorandum will first discuss the four site-specific requests, followed by a response to the
Committee's questions on the comprehensive plan chapters and maps. The responses to Chapter
Three, Transportation, will include a response to a January 6, 2003, letter from the Washington
State Department of Transportation (Exhibit 3).
B. PROCEDURAL SUMMARY
November 6, 2002 Planning Commission Public Hearing (Exhibit 4— Meeting Summary)
November 20, 2002 Planning Commission Public Hearing Continued (Exhibit S— Meeting
Summary)
December 4, 2002 Planning Commission Public Hearing Completed (The Planning Commission
made a motion to forward their recommendations to the LUTC and City
Council [Exhibit 6 — Meeting Summary])
Page -1-
EXHIBiT._.C�
�'AGE�.OF � !
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December 16, 2002 LUTC Meeting (Discussion of Comprehensive Plan Chapters 1-5)
January 6, 2003 Continuation of LUTC Meeting (Discussion of Comprehensive Plan Chapters
6—]0)
January 27 2002 Continuation of LUTC Meeting (Discussion of Site-Specific Requests and
Follow-Up to Questions on Comprehensive Plan Chapters and Maps)
C. SITE COMPREHENSIVE PLAN CHANGES
The City has received four requests for changes to comprehensive plan designations and zoning of
property. These requests are summarized as follows and are more fully discussed in Exhibit 7—
November 27, 2002, Staff Report to Planning Commission (pages 4-16). Exhibit 2— Composite Map
shows the location of all four site-specific requests.
SITE SPECIFIC REQUEST #1 — TAYLOR, PETERSON, ROBINSON, AND OLSEN
File Number: 01-103839-00 UP
Parcels: 401320-0006, 092104-9100, 092104-9261, and 092104-9098
Location: Two parcels located south of South 304`h Street and east of Militaty
Road South and two parcels located south of South 304`h Street and west
of Military Road South (Exhibit 8).
Size: 2.64 acres
Applicants:
Parcel No. Property Owner Acres
092104-9100 Linda Peterson ` 1.03 acres
092104-9261 Robert Robinson 0.46 acres
401320-0006 Vilma Stewart Taylor 03 acres
092104-9098 Shirlene Olsen 0.85 acres
TOTnL 2.64 acres
Vilma Taylor, Linda Peterson, and Robert Robinson applied for the
comprehensive plan amendment and rezone. City staff recommended
including Parcel No. 92104-9098, which is owned by Shirlene Olsen.
This parcel experiences similar noise levels to the other three parcels. In
a letter dated December 26, 2002, Ms. Olsen indicated that she did not
want to be part of the request (Exhibit 9).
Owner: Same as Applicant
Agent: Brad Medrud, AHBL, Inc.
Request: Request to change the comprehensive plan designation and zoning from
Single Family High Density Residential and RS 7.2 (one unit per 7,200
square feet) to Community Business (BC).
Existing
Comprehensive Plan: Single Family High Density Residential
Existing Zoning: RS 7.2 (one unit per 7,200 square feet)
EXHIBIT ..�
Page -2- ���� � ���...i. � a. i
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Requested
Comprehensive Plan:
Requested Zoning:
Public Comments
Received Prior to
Planning Commission
Public Hearing:
Staff
Recommendation:
Planning Commission
Recommendation:
Public Comments
Community Business
Community Business (BC)
•
The applicants submitted nine letters in support of their request (Exhibits
G-O of Exhibit �. Earlier in the process, at the selection stage, the City
received a telephone call from a citizen who was concerned that changing
the zoning of these three parcels would be spot zoning. In addition, one of
the applicants for a similar request in the 2000 Comprehensive Plan
Update indicated his desire to be included as part of this request.
That the properties be granted a comprehensive plan designation and
zoning of Neighborhood Business and BN.
The Planning Commission recommended that the comprehensive plan
designation and zoning of the Taylor, Petersen, and Robinson parcels be
changed from Single Family High Density Residential and RS 7.2 (one
unit per 7,200 square feet) to Neighborhood Business and BN but that
the Olsen property not be included in the change. However, because the
vote was not by a majority of the entire Commission, the Planning
Commission's recommendation on this request goes forward as "No
recommendation."
Received During and
After Planning Commission
Public Hearing: During the public hearing, Timothy Hickel of the Law Offices of Payne
and Hickel submitted information in support of Vilma's Signs being
considered an allowable use in the Neighborhood Business (BN) zone
(Exhibit 10). Subsequent to the public hearings by the Planning
Commission, Mr. Hickel also submitted a letter following up on his
previous testimony (Exhibit 11). Correspondence was also received from
Shirlene Olsen stating that she did not want to be part of the request
(Exhibit 9).
Follow-Up Analysis by Staff
Staff did additional research as a result of the public testimony and additional information provided
(Exhibits 10 and 11) stating that Vilma's Signs should be considered retail and be allowed in the
Neighborhood Business (BN) zone and also public testimony stating that Pat's Plumbing should be
considered an office and be allowed in the Community Business (BC) zone (Exhibit 6— Minutes of
the December 4, 2002, Planning Commission Public Hearin�. The analysis by staff in the
November 27, 2002, Staff Report to Planning Commission (Exhibit 2) stated that Pat's Plumbing
and Vilma's Signs are not uses allowed in either the BN or BC zone; however, they are allowed in
the Business Park (BP) zone. Furthermore, the report stated that neither BC nor BP zoning are
appropriate for this area based on the residential surroundings.
E�Higl� � ______
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The report also stated that zoning the parcels BN would allow the continuation of the two commercial
uses as legally nonconforming uses. This means that the uses may continue unless they trigger certain
provisions of Federal Way City Code (FWCC) Chapter 22, Article IV, "Nonconformance." For
example, any expansion in gross floor area or any structural alterations, such as changes to the
appearance of the building, would require that the uses conform to those allowed in the BN zone,
which would mean that the existing plumbing and sign businesses would no longer be allowed.
However, these properties could be sold in the future and developed for a commercial use permitted
in the BN zone. Staff did further research and responds as follows:
(a) Vilma's Signs
Additional information provided by the applicant's attorney clarified that Vilma's Signs
functions as a small retail store and also provides graphic design services and silk screening in
support of the products it sells to its retail customers (Exhibit I1). He, therefore, stated that
these businesses should be considered allowable based on the Neighborhood Business (BN)
Use Zone Chart (Exhibit 12), under the category of Other retail uses not specifically listed in
the BNzone. The Director of Community Development Services may approve a use allowed
under that category if the proposed use is determined to be consistent with the adopted
comprehensive plan policies for the BN zone. The City's Comprehensive Plan (P. II-25—II-27)
(Exhibit 13), states that BN areas are intended to provide convenient goods (e.g., groceries and
hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian scale close to adjacent
residential uses. Vilma's signs does not fit into the category of a neighborhood business;
however, it would be allowed in the Community Business (BC) and Business Park (BP) zones.
Neither the BC or BP zoning designation is appropriate for this location.
(b) Pa1's Plumbing
Pat's Plumbing was originally allowed in this location as a plumbing contractor business
whose work is primarily conducted off-site. The December 21, 1999, approval letter from the
City written in response to their request for business license approval (Exhibit 14), stated that,
"In summary, the proposed plumbing service contractor business would be considered a legal
nonconforming use of the subject properiy since the site has been lawfully used as a contractor
yard as discussed below." The previous use on the site was Cartland Alarm, a dispatch
operation and electrical contractor-staging yard. The Cartland Alarm business was also
considered a legal nonconforming use, since the use was in existence prior to the February
1990 incorporation of the City. Furthermore, on October 21, 1999, the City approved a Process
I application to operate a towing yard on that site. This towing yard never started operations.
The City's rational for allowing Pat's Plumbing on the site was that it was not considered a
"change-of-use" from the previously nonconforming use (Cartland Alarm), since Pat's
Plumbing did not exceed the City's change-of-use criteria in FWCC Section 22-1. Based on
the history of the site, it is clear that in allowing Pat's Plumbing to locate on this parcel, the
City considered it to be a contractor business whose work is primarily conducted off site and
not an office as defined by the City Code. The description in the December 21, 1999, approval
letter went on to say that, "The business includes approximately 15 employees, of which five
would be on-site office staff and the remaining ten would be field workers; the business
includes approximately ten commercial vehicles and parking for IS employees; the business
includes outdoor storage of plumbing supplies of a temporary and incidental nature; ..."
EXHIBIT -
4 .
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The staff, therefore, reaffirms its previous decision that based on the nature of its operation,
Pat's Plumbing would be allowed in the Business Park (BP) zone as "Office and warehouse
space, including equipment storage yards, for service businesses whose work is preformed
primarily off premises" (Exhibit 1 S). Staff also reviewed the list of allowable uses in the
Community Business (BC) zone and determined that the Pat's Plumbing use would also be
allowed in this zone as it is similar to "Oversized commercial vehicle facilities and service
yards including truck stops, tow or taxi lots, and transfer facilities" (Exhibit 16). However,
neither the BC nor BP zoning designation are appropriate for this location.
REQUESTS #2 AND 3 ARE FOR TWO ADJACENT PARCELS, WHICH ALTHOUGH UNDER DIFFERENT
OWNERSHIP, ARE PRESENTLY BEING USED AS A TRUCK TERMINAL. AS A RESULT, THE REQUESTS
WILL BE REVIEWED TOGETHER.
SITE SPECIFIC REQUEST #2 — STRS ASSOCIATES
File Number:
Parcel:
Location:
Size:
Applicant:
Agent:
Owner:
O1-103689 UP
292104-9077
North of South 356` Street and west of Enchanted Parkway South
(Exhibit 17)
5.44 acres
STRS Associates
Same
Same
Request: Request to change the comprehensive plan designation and zoning from
Business Park (BP) to Community Business (BC).
Existing
Comprehensive Plan: Business Park
Existing Zoning: Business Park (BP)
Requested
Comprehensive Plan: Community Business
Requested Zoning: Community Business (BC)
SITE SPECIFIC REQUEST #3 — CLERGET INDUSTRIES LP.
File Number:
Parcel:
Location:
Size:
Applicant:
Owner:
Request:
Existing
Comprehensive Plan:
Existing Zoning:
01-103554-00 UP
292104-9001
North of South 356`h Street and west of Enchanted Parkway South
(Exhibit 18)
4.27 Acres
Clerget Industries LP., Rob Rueber
Same
Request to change the comprehensive plan designation and zoning from
Business Park (BP) to Community Business (BC).
Business Park
Business Park (BP)
Page -5-
EXHtBIT�_-
P�CE�OF
•
Requested
Comprehensive Plan:
Requested Zoning:
Public Comments
Received:
Staff
Recommendation:
. Planning Commission
Recommendation:
Public Comments
Community Business (BC).
Community Business (BC)
❑
A property owner to the south of South 356`" has called staff and visited
the office. He was interested in obtaining more information about the
requests.
Staff recommended that the City explore potential changes to the
allowable mix of uses in the BP zone in order to meet changing market
conditions. Therefore, staff recommended that the requests be denied.
The Planning Commission recommended that the comprehensive p(an
designation and zoning of the STRS Associates and Clerget Industries
LP parcels be changed from Business Park and BP to Community
Business and BC.
Received During and
After Planning Commission
Public Hearing: During the public hearing, Rob Rueber representing Clerget Industries
LP submitted a letter in support of changing the comprehensive plan
designation and zoning of the two parcels from Business Park/BP to
Community Business/BC (Exhibit 19). This letter states that the market
for these two parcels is for retail uses such as those allowed in the
Community Business (BC) zone and not for those industrial types of
uses allowed in the Business Park zone.
SITE SPECIFIC REQUEST #4 — KITTS CORNER
File Number: CPA99-0008
Parceis: 202104-9070, 202104-9001, and 202104-9072
Location: South of South 336`h Street and west of Pacific Highway South, west o�the
on-site wetlands (Exhibit 20)
Size: 13.35 acres
Agent: Richard Borsini on behalf of Campus Gateway Associates, Gene Merlino,
Applicant:
Owners:
Request:
Existing
Comprehensive Plan:
Existing Zoning:
Requested
Comprehensive Plan:
Requested Zoning:
and Chase WN Trust
Same as above
Campus Gateway Associates, Gene Merlino, and Chase WN Trust
To change the comprehensive plan designation and zoning from Business
Park (BP) to Multiple Family and RM 2400
Business Park
Business Park (BP)
Multiple Family
Multiple Family (RM 2400)
E�CHlBI� ." ��
Page -6- �������—_
•
Public Comments
•
Received: A July 15, 2002, letter was received from the Washington Trucking
Association (Exhibit R of Exhibit 7). The Association was concerned that
multiple family development in that area would result in additional
traffic congestion.
Staff
Recommendation: That the request be approved and included in the Kitts Corner
development agreement.
Planning Commission
Recommendation: The Planning Commission recommended that the comprehensive plan
designation and zoning of the Kitts Corner parcel be changed from
Business Park and BP to Multiple Family and RM 2400 zoning and that
the it be included in the Kitts Corner deve(opment agreement.
D. FoLLOw To LUTC QUESTIONS AND COMMENTS
This section will list each chapter of the comprehensive plan and respond to any questions that the
LUTC had of staff during the December 16, 2002, and January 6, 2003, meetings. Additional
language proposed in response to LUTC comments are shown as hi` hlg ighted arid'uriderlined and
proposed deletions are shown as h�^����^��*°a °�a °+r ^„+
Chapter 1 — Introduction
The LUTC had no questions.
2. Chupter 2— Land Use
The LUTC had no questions.
3. Chapter 3 — Transportation
In response to the LUTC corriments on this chapter, the following changes are being proposed.
These changes are shown as Exhibit 21.
(a) The LUTC had a question about Map III-6 concerning whether the planned grid system
should be extended through the Sea Tac Mall area. They recommended that staff modify
the maps in the comprehensive plan to reflect a grid system in that area. Maps III-5 and
III-6 were modified to reflect a grid system through the City Center.
(b) The LUTC also questioned whether South 320`h should be designated as cross-section H
to the middle of I-5. Map III-6 has been modified to terminate this classification at the
southbound ramp of I-5.
(c) The responses to the January 6, 2003, letter from the Washington State Department of
Transportation (WSDOT, Exhibit 3) are as follows:
(i) WSDOT Comment: Describe and clarify City role in state LOS standards.
Page -7- �I�� 11 V � 1 �
PAGE� �
•
u
Ciry Staff Response: Staff proposes to address this item in the 2003 Comprehensive
Plan Amendment process pending outcome of the Puget Sound Regional Council's
(PSRC's) attempt to develop a regional LOS standard.
(ii) WSDOT Comment: Define Highways of Statewide Significance.
City Staff Response: The following language will be added to the top of Page III-13,
(iii) WSDOT Comment: SR 509 Project Descriptions, delete the last sentence of the
second paragraph under the heading SR 509 on Page III-38.
Ciry Staff Response: Staff has not found any evidence that routing SR 509
coincident with SR 99 was seriously considered by WSDOT.
(iv) WSDOT Comment: The DOT requested clarification on Regional Transportation
Investment District (RTID) projects.
City Staff Response: The following language will be added after the first paragraph
on Page III-39:
EXHIBr�.�
Page-g- PACE_�!__OF
T'hxs��ralect �s �he C�t�'� hi�l�e�� p'r�ortt��par"`b�ect;on:�-5::
.
4. Chapter 4— Economic Development
•
In response to the LUTC comments on this chapter, the following changes are being proposed.
These changes are shown in Exhibit 22.
(a) P. IV-16 — Under "Summary of Achievements," The following language has been added:
The LUTC had also suggested adding the construction of the 14`� Avenue ring road, the
first of the grid systems roads in the downtown as an achievement. Since this achievement
is already included on P. VII-34 in Chapter Seven, City Center, under "Infrastructure
Improvements," staff recommends not also including it in this section.
(b) P. IV-20 — Under "Office Development," the second to last bullet has been changed to
"Development of technical and research space increases in East ��d�� Campus."
(c) P. IV-20 — Under "Office Development," a new bullet has been added as follows:
(d) P. IV-21 — Under "Institutional, Cultural and Recreational Development," a new bullet
has been added as follows. "The>.�ity of�'ed�r.al4'Wa��zeates��vor.kim ` arf��;Y'ship�`�vv'if.
(e) P. IV-28 — Under "Human Resource Programs," language has been restored and modified
to reflect the LUTC's concerns as follows:
"In addition to the economic development strategies discussed in the previous section,
human resource developmenf programs are another general way whereby cities can b�
� - �� �,���.�� .
�s#��� �u� .� economic development. These programs are often not included as part
of an economic development program because they focus on assisting people '��-the�utnan
resotrrce ��r bu'sinesses r^*"°r +� ^�� °,^°�"°`". However, improving and remediating
human resources is an important long run approach. The previous #��� f� general
EXH i B1�� � ,_-____
Page -9- ��^ ��O � �
M
This pro`ject is!the Citv'-s second hi�hest prior.itv proiectxon;I-5::
i •
approaches to economic development strategies 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
(� P. IV-33 — Under EDP24, the words "arid loca���i�`t�t�t�c��s�of�liY�her�e;du�ati�iri" have
been added after "businesses" in the fourth line.
�g)
(h) P. IV-34 — A new policy EDP26 has been added as follows:
Chapter S — Housing
Staff is providing the following background information on Affordable Housing because the
LUTC had a number of questions relating to the targets for affordable housing. The LUTC also
requested staff to highlight all policies in the chapter that pertained to the provision of
affordable housing. Those highlighted policies are provided in Exhibit 23.
Background on Affordable Housing
The Growth Management Act (GMA, RCW 36.70A[3][e]) requires a jurisdiction to adopt
policies that consider the need for affordable housing. Therefore, a housing element is required
to be a part of every comprehensive plan. The existing policies in the comprehensive plan were
adopted in November 1995 and have not been substantially changed since that time.
In order to achieve interjurisdictional consistency and coordination, the GMA (RCW
36.70A.210) further requires that counties in consultation with its cities adopt Countywide
Planning Policies (CWPPs), which would establish a countywide framework to guide the
development and adoption of local comprehensive plans. Adopted policies must include the
following:
EXHIBr �._--..�.
Page-to- PAGE�OF �
•
■ Policies to implement Urban Growth Areas
•
■ Policies for promotion of contiguous and orderly development and provision
of urban services to such development.
■ Policies that consider the need for affordable housing, such as housing for all
economic segments of the population and parameters for its distribution.
King County Countywide Policy (CWPP) AH2 states that each jurisdiction shall plan for a
number of housing units affordable to households with incomes between 50 and 80 percent of
the County median household income (low income households) that is equal to 17 percent of
its projected household growth. In addition, each jurisdiction shall plan for a number of
housing units with incomes below 50 percent of inedian income (very low-income households)
that is either 20 or 24 percent of its projected household growth.
King County monitors how jurisdictions are progressing towards their affordable targets
through the yearly Benchmark Reports. According to the 2002 King County Benchmark
Report (Figure 29.4 — Percent ofAffordable Housing Units), Federal Way has 22 percent of all
existing housing (rental and owner-occupied) affordable to those earning below 50 percent of
median income and 38 percent of all existing housing (rental and owner-occupied) affordable
to those earning between 50 and 80 percent of inedian income. Those communities, like
Federal Way, that already have a high percentage of affordable housing must plan for only 20
percent of all new housing units for those with incomes below 50 percent of inedian income.
However, a jurisdiction can only count existing housing if a previously market rate housing
was converted to affordable housing. Therefore, we cannot count existing affordable housing
towards the required percentages. However, either new rental or owner-occupied units count
towards the affordable targets.
There are no sanctions for a jurisdiction that is not meeting its affordable housing goals. However,
a jurisdiction is expected to have policies to encourage and strategies to create affordable housing.
They are also expected to provide adequate capacity and zoning for development of housing types
that are affordable. Affordable housing include multiple family, accessory dwelling units, cottage
housing, and manufactured housing within single-family neighborhoods. It is also important that a
jurisdiction's comprehensive plan is in compliance with the GMA because this is one of the
criteria for obtaining a planning-related grant from the state.
6. Chapter 6— Capital Facilities
The changes to the Capital Facilities Chapter are shown in Exhibit 24.
(a) P. VI-11 — The LUTC had a question about the change in the Parks level of service from
] 0.7 acres of parkland per 1,000 population to 10.1 acres per 1,000. They also asked what
steps the City is taking to increase the level of service. In order to respond to this
question, staff proposes to add the following language at the end of the paragraph in
question:
EXH I B � l.�
Pa PAGE�..CJF
• •
(b) P. VI-11 — The LUTC questioned the reason for changing the capacity for a performing
arts center from 800 to 1,000 seats. The reason for this change is that the 1994 Federal
Way Cultural Arts Facility Feasibility Study recommended 1000 seats not 800.
(c) P. VI-17 — In response to the LUTC's comments, Table VI-5 has been modified to change
the anticipated year of construction for the Senior Center and Community Center from
2009 to 2005.
(d) P. VI-31 — In response to the LUTC's question about whether the Lakehaven Utility
District would still purchase water from Tacoma after the construction of the Second
Supply Pipeline, the answer is "No." Lakehaven has not purchased any water from Tacoma
for the last two years; they have been obtaining water from groundwater supplies. Staff
proposes to add the following language to the end of the paragraph on this page:
"The District will be increasing its water supply by over 50 percent when Tacoma's
Second Supply Pipeline is completed at the end of 2004 and the District begins recei
its share of the project water. A°fter construc#ton���the, i�line--the Dis#r�c��oe' �=t
. , . � T. . „ , ,. t r. •, �, � - � :� ., _ � , _. ,��
(e) P. VI-48 — In response to the LUTC's question on whether it was known when the Fire
Department might be constructing new fire stations, at this time they have no timelines
for construction of fire stations on the two propecties that they own. Staff is proposing to
add the following language at the end of the section on "Location and Capacity of
Expanded or New Facilities."
Chapter 7 — City Center
The changes to the City Center Chapter are shown in Exhibit 25.
(a) P. VII-10 — In order to clarify Goal CCG10, the words "Coiltinue to" have been added
__
before "enforce."
EXHI�� e �
Page -12- ��� � 1 � � � � ;.
• •
(b) P. VII-32 — The eighth bullet has been modified as foliows: "If the City Council chooses
the City Center as the appropriate location for City Hall, begin negotiations and acquire
property for a City Hall �:� ��`�'_�� ;�a�; Consider holding competition to design
x4��y �..
City Ha1L Construct City Hall."
(c)
(d) Maps VII-3, VII-5, VII-6, VII-8, and VII-9 have been modified to show a grid street
system in the City Center Core.
Chapter 8— Potential Annexation Areas
The changes to the Potential Annexation Area Chapter are shown in Exhibit 26.
(a) P. VIII-1 — The second paragraph on this page has been corrected as follows: "The larger
of the two areas is approximately 5,000 acres in size and is located to the east of the
existing City limits along the I-5 Corridor '`` �` ,��p�� . , ,� � ,;� ,;�;
�1 e rn`I ik �t„ r��i�1� :;�,
�.*. � , , �„
(b) P. VIII-4 —The following corrections have been made: "The Federal Way PAA Subarea
Plan and Annexation Feasibility Study are scheduled to be completed in the °�" '' `''''"` = of
2003."
"The source for most of this information is the ��� " � z. �� 2002, Potential
Annexation Area Inventory Report, an information piece for the PAA Subarea Plan and
Annexation Feasibility Study that is currently being developed."
(c) P. VIII-9 — The following corrections have been made: "In terms of a street system, the
area east of I-5 is well connected to the City. There are six principal arterials and
�o minor arterials that provide access across I-5. These arteria(s include: 1) SR 161, 2)
SR 18 at South 348`h Street, 3) South 320�' Street, 4) Military Road at two locations, 5)
South 272"d Street, 6) South 336`'' Street, a�i'� 7) South 288�' Street; ���}'�iil�� `� �
�� (Map vIII-14)."
9. Chapter 9— Natural Environment
The LUTC had no questions.
10. Chapter 10 — Private Utilities
The changes to the Private Utilities Chapter are shown in Exhibit 27.
EXHIf�� �: �
Page-13-
�����V � � ..��
.
•
P. X-7 — The LUTC commented that several of the wireless providers had changed names.
Therefore the following corrections has been made under "Wireless Networks:" "Existing
Systems — The City of Federal Way is currently served with wireless services by L�S. Qwest,
�_ � ' �� � ��`�tnm��st Verizon, w ° � Sprint, Nexte(, Cingular, and , ` "�' ��' �
�., _.. _:.. . . ._ .. , �
:: c��i e�
E. REASON FOR COUNCIL ACTION
Pursuant to FWCC Article IX, "Process VI Review," any amendments to the comprehensive plan,
comprehensive plan designations map, or zoning text must be approved by the City Council based
on a recommendation from the Planning Commission.
F. PLANNING COMMISSION RECOMMENDATION
The Planning Commission conducted public hearings on November 6, November 20, and December
4, 2002. Please refer to Exhibits 4, S, and 6 for Meeting Summaries. After conclusion of the
December 4, 2002, pub(ic hearing, the Planning Commission considered the proposed amendments
pursuant to FWCC Sections 22-529, 22-530, and 22-488(c), and forwarded the following
recommendations to the city council:
Approve the amendments to the text and maps of the comprehensive plan as proposed by staff
and amended by the Commission (staff changes are shown by st-r��� and underlined and
Planning Commission changes are shown as and double underlined).
2. They forwarded no recommendation on Request # 1(Taylor, Peterson, and Robinson).
Approve the applicants' requests for Site Specific Request #2 — Clerget Industries LP, Request
#3 — STRS Associates, and Request #4 — Kitts Corner.
G. LAND USE/TRANSPORTATION COMMITTEE OPTIONS
The Committee has the following options:
Text and Maps of the Comprehensive Plan
(a) Recommend that the full Council adopt an ordinance approving the proposed
amendments to the text and maps of the Comprehensive Plan as recommended by the
Planning Commission.
(b) Recommend that the full Council adopt an ordinance approving the proposed
amendments to the text and maps of the Comprehensive Plan as recommended by the
Planning Commission and modified by the LUTC.
Page -14-
EXH I B I � _ �
PAGE���=l.�.____..
C J
2. Site-Specific Requests
•
(a) Site-Specific Request #1— Taylor, Peterson, and Robinson
(i) Recommend that the full Council adopt an ordinance approving the agplicants'
(Taylor, Peterson, and Robinson) request for a comprehensive plan designation and
zoning.of Community Business and BC.
(ii) Recommend that the full Council adopt an ordinance approving the staf�s
recommendation of a comprehensive plan designation and zoning of Neighborhood
Business and BN for the Taylor, Peterson, and Robinson properties only.
(iii) Recommend that the full Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation of Single Family High Density
Residential and zoning of RS 7.2 (one unit per 7,200 square feet).
(b) Site-Specific Request #2 — Clerget Industries LP and Site-Specific Request #3 — STRS
(i) Recommend that the full Council accept the Planning Commission's
recommendation and adopt an ordinance approving the applicants'. (Clerget
Industries LP and STRS Associates) request for a comprehensive plan designation
and zoning of Community Business and BC.
(ii) Recommend that the full Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation and zoning of Business Park and BP
and direct staff to research potential changes to the allowable mix of uses in the BP
zone in order to meet changing market conditions.
(c) Site-Specific Request #4 — Kitts Corner.
(i) Recommend that the full Council accept the Planning Commission's
recommendation and adopt an ordixance approving the applicants' req.uest for a
comprehensive plan designation and zoning of Multiple Family and RM 2400, and
that this site be included in the larger Kitts Corner development agreement.
(ii) Recommend that the full Council disapprove the requests by resolution, leaving the
parcels with a comprehensive plan designation and zoning of Business Park and BP.
H. COUNCIL ACTION
Pursuant to FWCC Section 22-541, after consideration of the Planning Commission report, and at
its discretion holding its own public hearing, the City Council shall by majority vote of its tota.l
membership take the following action:
1. Approve the amendments by ordinance;
2. Modify and approve the amendments by ordinance;
3. Disapprove the amendments by resolution; or
4. Refer the amendments back to the Planning Commission for further proceedings.
If this occurs, the City Council shall specify the time within which the Planning
Commission sha(1 report to the City Council on the amendments.
E
XHI�� �G � � � - ----
P�e-�S- pAGE��� � --�q .
•
EXHIBITS
•
Exhibit 1 Proposed Changes to Comprehensive Plan Text and Maps
E�chibit 2 Composite Map — Site-Specific Requests
Exhibit 3 January 6, 2003, Letter From the Washington State Department of Transportation
Exhibit 4 Meeting Summary of November 6, 2002, Planning Commission Public Hearing
Exhibit 5 Meeting Summary of November 20, 2002, Planning Commission Public Hearing
Exhibit 6 Meeting Summary of December 4, 2002, Planning Commission Public Hearing
Exhibit 7 November 27, 2002, Staff Report to Planning Commission
Exhibit 8 Map of Site-Specific Request #1
Exhibit 9 December 26, 2002, Correspondence From Shirlene Olsen
Exhibit 10 Information Submitted by Timothy Hickel on Behalf of Vilma's Signs
Exhibit 11 December 5, 2002, Correspondence From Timothy Hickel
Exhibit 12 Portion of Neighborhood Business Use Zone Chart
Exhibit 13 P. II-25 — II-27 of the Comprehensive Plan
Exhibit 14 December 21, 1999, Use Process I Decision from City of Federal Way on Pat's Plumbing
Exhibit 15 Portion of Business Park Use Zone Chart
Exhibit 16 Portion of Community Business Use Zone Chart
Exhibit 17 Map of Site-Specific Request #2
E�chibit 18 Map of Site-Specific Request #3
Exhibit 19 December 4, 2002, Correspondence from Rob Rueber, Clerget Industries LP
Exhibit 20 Map of Site-Specific Request #4
Exhibit 21 Changes to Chapter Three, Transportation
E�chibit 22 Changes to Chapter Four, Economic Development
E�chibit 23 Polices Pertaining to Affordable Housing (shown as highlighted)
E�chibit 24 Changes to Chapter Six, Capital Facilities
Exhibit 25 Changes to Chapter Seven, City Center
Exhibit 26 Changes to Chapter Eight, Potential Annexation Area
Exhibit 27 Changes to Chapter Ten, Private Utilities
EXHI�� � �
PA�E�..oF
I:�2002 Comprehensive P(an AmendmentsU.UTG1012703 StaPf Report to LUTC.doc/OlR2R003 11:04 AM
Page -16- ` •
.., � � �
January 21, 2003
Land Use Transportation Committee
City of Federal Way
33530 lst Way South
P.O. Box 9718
Federal Way, WA 98063-9718
Dear Committee Members:
This letter is in regard to the forthcoming meeting of your Committee to be held at Federal Way City Hall
Council Chambers on January 27, 2003. One of the agenda items will be Site Specific Request #1 —
Taylor, Peterson, Robinson, and Olsen, File Number 01-10-3839-00 UP. Vilma Stewart Taylor, Linda
Peterson, and Robert Robinson were the initiators of Site Specific Request #1. We the undersigned are
concerned parties located within 300 feet of the Parcel;: (092104-9100, 0921�J4-9261, 401?24-J006, and
092104-9p98) have not been notified according to proper procedure and have consequently not been in
attendance at the first two meetings on this proposed rezoning action. Page 1 of 7, Exhibit C in the 2002
Comprehensive Plan has an "AffidaviY' that all concerned parties were notified by e-mail on October 18,
2002 of the imminent request for the change of zoning from residential to business. The handwriting of
this "Affidavit" is for the most part, illegible and the initiator cannot be identified. There is no evidence
of a Notary Seal and it was not witnessed. We challenge the authenticity of the "Affidavit" as to the
date and the alleged performance of the e-mail transmissions. The initiator should be able to
produce e-mail delivery receipts to all the "recipients" (and their e-mail addresses) listed in the
"Affidavit."
We question the conduct and ethics of the unknown "Affidavit" initiator and Kathy McClung, the
Director of Community Services, with regard to all of the alleged "timely" communications to all
concerned parties (myself and all the adjoining neighbors within 300 feet of the Parcels (092104-
9100, 092104-9261, 401320-0006, and 092104-9098) listed in Site Specific Request #1) regarding the
imminent intended rezoning action. We also refer to the letter (enclosed) of December 26, 2002 ftom
Shirlene Olsen to the Planning Commission, which discusses more (but not all) irregularities in
procedure.
We oppose Site Specific Request #1 because its implementation would diminish the quality of our
residential living on our properties. We hope that your Committee will conduct a fair hearing on this
proposed rezoning action. If not, we will appeal this action. If you have any questions you may contact
us at our home telephone numbers as listed below.
Respectfully and Very Truly Yours,
_ i � � �._,�. �._�...
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Page 2
January 21, 2003
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Enclosure: Letter of December 26, 2002 from Shirlene Olsen to Planning Commission
E,X�1�31T_
PAGE�OF
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Page 2
January 2 2003 ,
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Enclosure: Letter of December 26, 2002 from Shirlene Olsen to Planning Commission
EXH181T
PAGE--�OF "
�
Shirlene Olsen
.
30418 Military Road South
Federal Way, WA 98003
Home: (253) 529-4620
Personal e-mail address:
limafox@charter.net
December 26, 2002
Ms. Hope Elder, Vice Chair
Dept. of Community Development — Planning Commission
City of Federal Way
33530 l st Way South
P.O. Box 9718
Federal Way, WA 98063-9718
Dear Ms. Hope:
This letter is in regard to a meeting of a Planning Commission meeting held at the Federal Way City
Hall Council Chambers on December 4, 2002. One of the agenda items was Site Specific Request #1
— Taylor, Peterson, Robinson, and Olsen, File Number O1-103839-00 UP. My property is Parcel
092104-9098 (Lot No. 09-21-04, Block No. 9098). Taylor, Peterson, and Robinson were the
initiators of Site Specific Request #1. My parcel was added to this request without my knowledge
or consent (no prior written communication requesting my permission). I only became aware: of
this request on the day of the December 4th meeting when I received a copy of the Meeting Agenda
in the mail. Examination of the Agenda Packet revealed that there were some information items that
were erroneous.
My son, Glen Smith and an affected neighbor, Michael Klingman decided that it was imperative to
attend this 7 p.m. meeting. They were in attendance. It became apparent at the meeting that in
addition to the irregularities cited above that the adjoining neighbors within 300 feet of the Parcels
(092104-9100, 092104-9261, 401320-0006, and 092104-9098) listed in Site Specific Request #1
were not notiCed to allow them a response to the proposed rezoning action.
I��a�at to cc�nti.zue asirg my �ra�erdy f€�r resid�ntaal gurgc�ses anti r�ques* ti�at :ny parce! I�e
removed from Site Specific Request #1. My son and Mr. Klingman were impressed with the
objectivity and desire to discover delve into the tnzth of matters and procedures relating to this
request shown by you and Dini Duclos. I appreciate this and thank you very much. If you have any
questions you may communicate with me at my home telephone number (253) 529-4620 or at my
personal e-mail address, which is limafox�a�,charter.net.
Very Truly Yours,
,���/�,l�v�-- ����
Shirlene Olsen
�C��"ii�d �.___.0
A PAGE.�-�F
.
� CITY OF �
Federal VUay
MEMORANDUM
February 25, 2003
TO: Mayor and City Council Members
VIA: David Moseley, City Manager
�
FROM Kathy McClung, Director of Community Development Services
Margaret H. Clark, AICP, Senior Planner
SU87ECT: 2002 Comprehensive Plan Amendments
1VIEETn�rG DA�: MAxCH 4, 2003
A. CHANGES TO TEXT AND MAPS OF THE COMPREHENSIVE PLAN
Since the comprehensive plan document was distributed, staff has changed the approximate cost
of a new community center from $17.5 to $10.1 million based on the preliminary budget fi.gures.
Therefore, please replace Page VI-20 in the comprehensive plan. Maps VII-3 and VII-9 have
also been corrected. The existing roads constructed with the Wal-Mart development had been
inadvertently omitted on Map VII-3. These roads have since been inserted. Map VII-9 has been
changed to reflect a phasing concept of 1995-2010 not 1995-2005. In addition, scheduled street
improvements are now shown in the vicinity of the Sound Transit station and along S. 324th
Street, immediately east and west of the S. 324th/Pacific Highway intersection.
B. CORRESPONDENCE RECEIVED SINCE THE 2/18/03 COUNCIL MEETING
The City has received two pieces of correspondence (attached) on Site-specific Request #1.
C. NEW INFORMATION ON NOISE BARRIERS
At the time that the staff reports to the planning commission, LUTC, and City Council
were prepared, WSDOT had not identified any noise walls along the stretch of I-5
adjacent to Site-specific Request #1. In a Final Environmental Impact Statement issued in
January 2003, they are identifying a potential noise barrier in this area.
I:�2002 Comprehensive Plan Amendments\City Council\030403 Cover Memo to CC.doc/02/25/200�3�� ����— �
��
� P14�E � C�F_�..�.
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FWCP s Chaoter Six. Capital Facilities
C�
A larger facility � would improve operation efficiencies by increasing storage capacity
for vehicles, equipment, and materials. A maintenance yard space of approximately
8�AA9 90,000 square feet is recommended .
Maintenance Facility Recommendation
• 3,500 square feet for office space, accompanied by a�AA9 90,000 square foot
storage � yard
• 3- S Three to five acre site
• Development cost is estimated at $2 million
Community Center
Based on current trends in community center construction and t� increased participation
in the City's recreational programs, a larger, multi-purpose facility
would better meet the needs of the community. A number of community centers that have
been e�� built throughout the region � recent� �ea�-have �e�se a variety of
uses and spasetial arrangements. These facilities attract a large customer base, a�
projecti� community pride and quality of life images that distinguish them from the
surrounding communities. Some of the more notable examples are the Gcenters at
Norpointe, Kent, Tukwila, and Renton.
Y. 111
111
_ �
While Klahanee Lake Community/Senior Center serves existing community and senior
services needs, the limited parking and the size of the facility continue to restrain the
nature and type of uses possible. A larger communitvi center similar to those listed above
would cost annroximatelv . � million: includin� land acauisition, site work,
furnishin�s, and equipment.
Community Center Facility Recommendation
• 45,000 square foot facility
•�-5 T'hree to five acre site
• Development cost assumption $�-3 � , „ ��� i �"�`
Revised �999 �
.�
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Federal Way City Council
City of Federal Way
33530 lst Way South
P.O. Box 9718
Federal Way, WA 98063-9718
Deaz Federal Way City Council Members:
30418 Military Road South FEB 2 5 2003
Federal Way, WA 98003
Home: (253) 529-4620
Personal e-mail address: �1�
limafox charter.net
February 24, 2003
�
RECEIVED BY
Shirlene Olsen COMMUNfTY DEVELOPMENT DEPAR���
The following Points of Concern are submitted for your consideration as a part of your deliberations on Site-
Specific Request # 1 as a part of the Federal Way 2002 Comprehensive Plan Update preluninary to the
completion of the First Reading.
• My parcel was added to this request without my knowledge or consent (no prior written
communicatiom requesting my permission). My current understanding is that the Land
Use/Transportation Committee had removed my property Parcel from tlus request (tlus was my second
attempt to get my property Parcel removed). My property is Parce1092104-9098 (Lot No. 09-21-04,
Block No. 9098). At the LUTC meeting of January 2'7, 2003 the motion that I heard the LUTC pass,
specifically removed my property and that of Robert Robinson from Site-Specific Request # 1. However,
there is no specific meirtion of any action on my property on Pages 7-8 of E�ibit C of the A�enda
Packet for this (February 18, 2003) meeting. There was mention, however, that the Robinson property
not be included in the rezoning.
• I want to continue using my property for residential purposes and reqaest that my parcel be
nermanentiv removed from Site Specific Requ�t #1 per the recommendation of the LUTC and
request written notification when this action is final (after acceptance by the City Council) and that
specific language appear in the 2002 Comprehensive Plan Update ta this effect. I do continue to
oppose Site Specific Request #1 because I believe that rezoning to Business (Neighborhood,
Business Community, or other category) will affect the quality of residential life.
• An important concern to me and the affect�i neighbors is that due process was not followed by the
Federal Way City Staff in putting fort6 the 2002 Comprehensive Plan Update. This has been
addressed in prior communications. Effective communication was not accomplished from the outset of
� the rezoning request in October 2002 as alleged by City Staff, and as a consequence the neighbors, and I
missed at least four meetings. Are citizens other than Requestors (and their attomeys) for Rezoning
entitled to due process procedures? I believe all citizens are entitled to due process and that the City
Council and City Officials should address that this at least in terms of revision of current
communications procedures.
• The Communications Process should have been performed in a legally correct and acceptable
manner. Certified ar Registered Mail Receipts and �mail Delivery Receipts should� be a part of
the record. There are none. I challenge the City Staff to produce them EXH i B IT �
PAGE-OF�
Federal Way City Council �
February 24, 2003
Page 2 of 2
C�
• The testimony of the affected neighbors and me is at variance with that of City Staff as to effective
Communications since the outset of this Rezoning Request since October 2002. Who is to be
believed, the Citizens or the City Sta�7
• The comments and public testimony of citizens other than that of the Rezoning Requestors and their
Attorneys has not been entered into the records for Site-specific Request # 1. Why?
There are several other salient points.
• Ms. Vilma Taylor has telling everyone that she is operating illegally and cannot continue to operate her
business without a rezoning to Neighborhood Business (BI� or Community Business (BC}. Tlus may be
a misunderstanding on her part. The fact is that her property was grandfathered in at the time of the
incorporation of the City of Federal Way in Februasy 1990 as a legally nonconforming business
operation. She is allowed to opera.te her business as it is now indefinitely.
I have no objection to the presence of Vilma Signs and Pat's Plumbing as they are currently operating. Since
they are legal non-conforming businesses. As such, there is no necessity to rezone their properties to any
business category (such as BN or BC). I do object to their further expansion and see it as a thneat to the
residential neighborhood (most especially the potenrial for further increase in traffc).
• I thank Ms. Margaret Clark, the Seruor Planner, for updating the information on the status of. concerning
the installation of a Sound Barrier by the Washington DOT.
I met with Ms. Clark on Friday, February 21, 2003 to acquire a better understanding of the Rezoning Process
and thank her for her help. Although, there have been errors in the communica.tion process, I do not believe
that there was any deliberate intent on the part of Ms. Clark. For the furthera.nce of your deliberations, I
respectfully suggest that you request a presentation by Ms. Clark on Site-Specific Request # 1.
I thank you for your cateful consideration of a11 these points and hope your Committee will conduct a fair,
objective, and unbiased hearing on this proposed rezoning action as a part of the 2002 Comprehensive Plan
Update. If you have any questions you may communicate with me at my home telephone number (253) 529-
4620 or at my personal e-mail address, which is limafoxna,charter.net.
Very Truly and Respectfully Yours,
��X�.�.� , l.� �-QP�/
Shirlene Olsen
cc: Ms. Margaret H. Clark, Senior Planner
EXHI�� �.__ _ _.
PAGE_.�c.OF.-�----
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37107 12th Ave. S
Federal Way, WA 98003
(253) 661-7181
(253) 661-6956 FAX
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IBEW LU 46, LU 76, LU 191
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`.�dil i�r#� t1�c.21st eriatarry aiitfi Faller E�ccfrrc� _
February 21, 2003
City of Federal Way
Attn: City Council Members
33530 1� Way South
Federal Way, Wa 98003
Re: Vilma Signs
30432 Military Road
Federal way, Wa 98003
Fulier Electric, Inc. has been doing business with Vilma Signs for over 13 years. Vilma Signs has been a
very positive services to the City of Federal Way. All of our signs for Fulter Electric, Inc. have been done
by Vilma. I hope her business will continue in Federal Way for years to come.
Yours truly,
P4� i��,Q�
Patly Fuller
Fuller Electric, Inc.
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MEMORANDUM
March 11, 2003
TO: Mayor and City Council Members
VIA: David Moseley, City Manager
•
FROM: Kathy McClung, Director of Community Development Services
Margaret H. Clark, AICP, Senior Planner
SUB7ECT: 2002 Comprehensive Plan Amendments — Follow-up to March 4, 2003 Meeting
MEETING DATE: MAxCH 18, 2003
I. BACKGROUND
During the March 4, 2003, City Council meeting, Council considered the Introduction Ordinance of
Council Bill #318, 2002 Comprehensive Plan Amendments. They moved the ordinance to second
reading on March 18, 2003, and requested that staff research and respond to the following five issues
related to Site-Specific Request # 1— Taylor, Peterson, and Robinson.
1. Clarify whether the site is served by sewer or septic.
2. Explain the review process for development agreements.
3. Explain how public was notified.
4. Review allowable uses in the Neighborhood Business (BN) zone.
5. Address the question of Spot Zoning.
II. STAFF RESPONSE
The responses to these questions are as follows:
A. Question on Septic System
During the March 4, 2003, City Council meeting, Ross Radley, an attorney representing seven
property owners in the vicinity of Site-Specific Request # l, stated that the application form for
the comprehensive plan amendment stated that the lots were on sewer, but they were actually on
septic. ���' �'���
PAGE�OF` _
• •
Staff Response
The application for the comprehensive plan amendment for Sit�Specific Request #1 states that
Parcel # 092104-9100 (Pat's Plumbing) owned by Linda Peterson is served by sewer and the
remaining two parcels (Vilma Taylor and Robert Robertson) are on septic (Exhibit 1). A n�mal
part of the processing of amendments to the comprehensive plan and zoning map is taking the
requests to the City's Development Review Committee (CDRC) for comments. The CDRC is
comprised of representatives from the City's Planning and Building Divisions and the Public
Works and Public Safety Departments. There are also representatives from the Fire District and
Lakeha�en Utility District. The representatives from the various City divisions and departments
and the agencies review the request for the change in comprehensive plan and zoning
designations and comment on the request. The CDRC reviewed this request on May 2, 2002.
The Lakehaven Utility District responded that the properties are on septic but that sewer
facilities could be extended from the west (Steel Lake). Lakehaven further stated that proximity
to Steel Lake and the need for intervening easements may complicate such an extension (Exhibit
2).
In the event that the parcels were rezoned, and an application was made to redevelop the
properties, one of the requirements for a permit would be provision of adequate utilities,
including wastewater disposal. At that time, the King County Health Department would make a
determination as to whether the existing septic system could be utilized. Neither the City of
Federal Way nor Lakehaven requires hook-up to sewer as a prerequisite to development of
property. On the other hand, if King County Health did not approve utilization of the septic
system, alternatives would have to would be looked at for wastewater disposal.
B. Development Agreement Process
The CiTy adopted a process to review development agreements in October 2002. Development
agreements may be used at the Council's discretion in the case of a site-specific comprehensive
plan amendment where the project is larger in scope and has potentially lazger impacts than
normal or where certain restrictions may be desired to be placed on the proposal. The intent of a
development agreement is not to waive requirements normally associated with a proposed use or
to allow additional uses beyond those listed in the Use Zone Chart. A development agreement is
an agreement between an applicant and the City. In addition, a development agreement runs with
the land not the owner.
The following summarizes the major steps for review of a development agreement:
1. At the time that the council takes action on the comprehensive plan site-specific requests,
they shall determine whether a development agreement should be prepared for any of the
requests.
2. The City, after consultation with the applicant, determines the parameters of the
development agreement, e.g., the kinds of uses and intensity of uses allowed, types of
structural or other setbacks, or type of road improvements.
3. The applicant prepares a development plan that is consistent with the parameters of the
development agreement. _
EXHIBIT
2002 Comprehensive Plan Amendments Page 2 pe�r: 2 [��March 11, 2003
�
•
4. The City may hold neighborhood meetings, depending on the level of neighborhood
interest.
5. The City identifies impacts and mitigation associated with the implementation of the
development plan. This would require the preparation of an environmental checklist. The
detail of the checklist and the type of studies to be submitted would depend on the type of
development proposed.
6. The Hearing Examiner hears Process N requests, such as requests for variances or requests
for encroachment into environmentally sensitive areas.
7. The City Council makes the final decision on the development agreement and development
plan after holding a public hearing.
C. Public Notification Procedures Followed
Property owners within 300 feet of Sit�Specific Request #1 (Taylor, Peterson, and Robinson)
were notified by mail at three separate points in the 2002 Comprehensive Plan Amendment
process.
1. Selection Process — The process for updating the comprehensive plan sets up a yearly
deadline of September 30 to submit applications for amendments. After the deadline for
. accepting applications, the first step in the review process is called the Selection Process.
This process requires the City Council to hold a public hearing to select those docketed
amendment requests it wishes staff to review further. All property owners within 300 feet
of the perimeter of the parcels requesting a comprehensive plan amendment and rezone are
notified by mail 14 days prior to the public hearing. Property owners were notified by mail
of the May 7, 2002, City Council public hearing on Apri123, 2002 (Exhibit 3). The
property owners notified for Site-Specific Request #1 are identified by the Number 1. Two
notices were returned as undeliverable (Exhibit 4). The site was also posted with City of
Federal Way public notice boards and copies of the public notice posted at City Hall, the lSt
Avenue King County Regional Library and the Federal Way 320'�' branch library on April
23, 2002 (Exhibit S). In addition, the notice was published in the Federal Way Mirror on
Apri120, 2002 (Exhibit 6).
2. Notice of Environmental Determination — The next step at which public notice is given is
at the time that the City issues its SEPA decision. A Notice of Environmental
Determination of Nonsignificance was issued on June 29, 2002. City code requires that
occupants as well as owners within 300 feet be notified (Exhibit 7). The Number 1
identifies the property owners and occupants notified for Site-specific Request # 1. T'hree
notices were returned as undeliverable (Exhibit 8). The site was also posted with City of
Federat Way public notice boards and copies of the public notice posted at City Hall, the l
Avenue King County Regional Library, and the Federal Way 320`� branch library on June
28, 2002 (Exhibit 9). in addition, the notice was published in the Federal Way Mirr� on
June 29, 2002 (Exhibit 10).
Notice of Planning Commission Public Hearing — T'he third step at which public notice is
given is 14 days prior to the public hearing by the Planning Commission. Property owners
within 300 feet of the site were notified by mail on October 22, 2002 (Exhibit Il). The
property owners notified for Site-specific Request #1 are identified by the Number 1. Two
2002 Comprehensive Plan Amendments
Page 3
PAGE_�___OF�,._,_
2003
• �
notices were returned as undeliverable (Exhibit I2). The site was also posted with City of
Federal Way public notice boards and copies of the public notice posted at City Hall, the 1 S `
Avenue King County Regional Library and the Federal Way 320`�' branch library on
October 23, 2002 (Exhibit 13). In addition, the notice was published in the Federal Way
Mirror on October 23, 2002 (Exhibit 14).
Please note that if the three lists of people notified were compared, they will not be
identical, due to properties changing hands during the time that the application was being
reviewed. In addition, in the case of the SEPA determination, based on City code, both
owners and occupants were notified, whereas for the Selection Process and the Planning
Commission public hearings, only owners were required to be notified. Furthermore, prior
to the Planning Commission public hearing, the boundaries of the request were expanded to
include the Olsen parcel, therefore the 300-foot radius would ha�e expanded to the north.
D. Review Allowable Uses in the Neighborhood Business (Bl� Zone
After the November 26, 2002, Planning Commission public hearing, staff did additional
research as a result of the public testimony and additional information provided (Exhibits 1 S
and 16) stating that Vilma's Signs should be considered retail and be allowed in the
Neighborhood Business (BN) zone and also public testimony stating that Pat's Plumbing should
be considered an office and be allowed in the Community Business (BC) zone. The analysis by
staff in the November 27, 2002, Staff Report to Planning Commission had stated that Pat's
Plumbing and Vilma's Signs are uses that are not allowed in eitherthe BN or BC zone;
however, they are allowed in the Business Park (BP) zone. Furthermore, the report stated that
neither BC nor BP zoning are appropriate for this area based on the residential surroundings.
The report also stated that zoning the parcels BN would allow the continuation of the two
commercial uses as legally nonconforming uses. This means that the uses may continue unless
they trigger certain provisions of Federal Way City Code (FWCC) Chapter 22, Article N,
"Nonconformance." For example, any expansion in gross floor area or any structural alterations,
would require that the uses conform to those allowed in the BN zone. Therefore, the existing
plumbing and sign businesses would no longer be allowed. However, these properties could be
sold in the future and developed for a commercial use permitted in the BN zone. As a result pf
the additional staff analysis, staff responded as follows in the January 22, 2003, memorandum to
the Land Use/Transportation Committee:
Vilma's Signs
Additional information provided by the applicant's attorney clarifie� that Vilma's Signs
functions as a small retail store and also provides graphic design services and silk screening
in support. of the products it sells to its retail customers (Exhibit 16). He, therefore, stated
that these businesses should be considered allowable based on the Neighborhood Business
(BN) Use Zone Chart (Exhibit 17), und� the category of Other retail uses not spec�cally
listed in the BNzone. The Director of Community Development Services may approve a
use allowed under that category if the proposed use is determined to be consistent with the
adopted comprehensive plan policies for the BN zone. The City's Comprehensive Plan (P.
II-25—II-27) (Exhibit 18), states that BN areas are intended to provide convenient goods
(e.g., groceries and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian
scale close to adjacent residential uses. Vilma's signs does not fit into the category of a
�YI•lIRIT �'_'
2002 Comprehensive Plan Amendments Page 4 �� � i i, iu�"s
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2
•
neighborhood business; however, it would be allowed in the Community Business (BC)
zone as other retail not specifically listed in that zone and it would be consistent with the
comprehensive plan since the BC zone allows a large range of uses. It would also be
allowed in the Business Park (BP) zone.
Pat's Plumbang
Pat's Plumbing was originally allowed in this location as a plumbing contractor business
whose work is primarily conducted off-site. The December 21, 1999, approval letter from
the City written in response to their request for business license approval (Exhibit l9),
stated that, "In summary, the proposed plumbing service contractor business would be
considered a legal nonconforming use of the subject property since the site has been
lawfully used as a contractor yard as discussed below." The previous use on the site was
Cartland Alarm, a dispatch operation and electrical contractor-staging yard. The Cartland
Alarm business was also considered a legal nonconforming use, since the use was in
existence prior to the February 1990 incorporation of the City. Furthermore, on October 21,
1999, the City approved a Process I application to operate a towing yard on that site. This
towing yard never started operations.
The City's rational for allowing Pat's Plumbing on the site was that it was not considered a
"change-of-use" from the previously nonconforming use (Cartland Alarm), since Pat's
Plumbing did not exceed the City's change-of-use criteria in FWCC Section 22-1. Based
on the history of the site, it is clear that in allowing Pat's Plumbing to locate on this parcel,
the City considered it to be a contractor business whose work is primarily conducted off site
and not an office as defined by the City Code. The description in the December 21, 1999,
approval letter went on to say that, "The business includes approximately 15 employees, of
which five would be on-site office staff and the remaining ten would be field workers; the
business includes approximately ten commercial vehicles and parking for 15 employees;
the business includes outdoor storage of plumbing supplies of a temporary and incidental
nature; ..."
The staff, therefore, reaffirms its previous decision that based on the nature of its operation,
Pat's Plumbing would be allowed in the Business Park (BP) zone as"Office and warehouse
space, including equipment storage yards, for service businesses whose work is preformed
primarily off premises" (Exhibit 20). Staff also reviewed the list of allowable uses in the
Community Business (BC) zone and determined that the Pat's Plumbing use would also be
allowed in this zone as it is similar to "Oversized commercial vehicle facilities and service
yards including truck stops, tow or taxi lots, and transfer facilities" (Exhibit 21).
E. Spot Zoning
Spot zoning is a zoning action by which a smaller area is zoned for a use classification different
from and inconsistent with the surrounding classification.
An action would not be considered spot zoning if:
1.
The designation is in accordance with the comprehensive plan; and
The action bears a substantial relationship to the general welfare of the affected
2.
2002 Comprehensive Plan Amendments Page 5 �� � � azch 1 l, 2003
PAGE �_OFl�_
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community.
•
Based on these factors, zoning this site Community Business (BC) may be construed to be spot
zoning because the vision of the comprehensive plan is to locate BC zoning along Pacific
Highway South between South 272nd Street & South 348� Street and in the area azound South
348th Street between SR 99 & I-5. On the other hand, Neighborhood Business (BN) zones are
intended to provide retail and other services to adjacent neighborhood businesses.
Please call Senior Planer Margaret Clark at 253-661-4111 if you have additional questions.
List of Exhibits
Exhibit 1
Exhibit 2
Exhibit 3
Exhibit 4
E�ibit 5
E�chibit 6
Eathibit 7
Exhibit 8
E�chibit 9
E�ibit 10
Exhibit 11
E�ibit 12
E�ibit 13
E�ibit 14
Eachibit 15
Exhibit 16
Exhibit 17
Exhibit I8
Exhibit 19
Exhibit 20
Eachibit 21
Application for Comprehensive Plan Amendment for Site-specific Request # 1— Taylor,
Peterson and Robinson
Lakehaven UtilityDistrict's Comments on Site-specific Request #1
Notice to Property Owners within 300 feet for City Council May 7, 2002 Public Hearing
Notices for City Council May 7, 2002 Public Hearing returned as undeliverable
Form documenting public postings for City Council May 7, 2002 Public Hearing
Copy of Public Notice published in Apri120, 2002 Federal Way Mirror
Notice to Property Owners and Occupants within 300 feet of June 29, 2002 SEPA
determination
Notices of June 29, 2002 SEPA determination returned as undeliverable
Form documenting public postings of June 29, 2002 SEPA determination
Copy of Public Notice published in June 29, 2002 Federal Way Mirror
Notice to Property Owners within 300 feet for Planning Commission November 6, 2002
Public Hearing
Notices for Planning Commission November 6, 2002 Public Hearing returned as
undeliverable �
Form documenting public postings for Planning Commission November 6, 2002 Public
Hearing
Copy of Public Notice published in October 23, 2002 Federal Way Mirror
Written testimony submitted by Attorney Timothy Hickel on behalf of Vilma Taylor at
November 26, 2002 Planning Commission Public Hearing
December 5, 2002 Correspondence from Timothy Hickel
Portion of Neighborhood Business (BN) Use Zone Chart
Pages II-25—II-27of the City of Federal Way Comprehensive Plan
December 21, 1999 Correspondence from the City of Federal Way on Pat's Plumbing
Portion of Business Park (BP) Use Zone Chart
Portion of Community Business (BC) Use Zone Chart
EXHIBIT �
PAGE_l�.OF.�_
I:�2002 Comprehensi�e Plan Amendments\City Counci�031803 Memo to CC.doc/03/12/20039:57 AM
2002 Comprehensive Plan Amendments Page 6
, Mazch 11, 2003
.
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APPLICATION FOR
COMPREHENSIVE PLAN AMENDMENT
1. SITE SPECIFIC REQUESTS
a) Who may apply. Any person may, personally or through an agent, apply for a decision
regarding property he or she owns.
b) How to apply. The applicant shall file the following information with the Department of
Community Development Services:
1) A completed Master Land Use Application.
2) A vicinity map showing the subject property with enough information to locate the property
within the larger area.
DEPARTMENT OF COMMUNITY DEVELOPMENT SERVICES
33530 First Way South
PO Box 9718
Federal Way WA 98063-9718
253-661-4000;Fax 253-661-4129
www.ci.federal-way.wa.us
�
3) A copy of the underlying plat or the King County Assessor's parcel map.
4) The following site data:
a) Tax Parcel No. 092104-9100; -9261; and 401320-
0006
b) Lot Size/Acreage 78,064 sq. ft./1.79 acres
c)
d)
e)
fl
Existing Comprehensive Plan Designation
Existing Zoning
Requested Comprehensive Plan Designation
Requested Zoning
5ingle Family High Density
RS 7.2
Community Business
Community Business
5) Services. Please provide the following information regarding the availability of services:
a) The site is currently served by sewer X(092104-9100)/septic _X (others) (check one).
Sewer Provider Lakehaven Utilitv District
b) The site is currently served by a public water system X/well _(check one).
Water Provider: Lakehaven Utilitv District
c) Fire District#: 39 EXH I B IT '
d) School District#: 210
PAGE�.-1-0F�_
6) Any additional information or material that the Director of Community Development
Services deternunes is reasonably necessary for a decision on the matter.
Bulletin #024 - May 7, 2001 Page 1 of 5 k:�I-Iandouts - Revised\Comp Plan Amendment Application
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7) Prior to issuance of the threshold determination and the publ clie�r3�ig�r!��ihing'�—
Commission, the applicant must submit the following:
a) A set of stamped envelopes, and a list of the same, labeled with the name and address
of all current owners of real property (as shown in the records of the county assessor
for the subject property), within 300 feet of each boundary of the subject property,
with the return address of the City of Federal Way, Department of Community
Development Services, PO Box 9718, Federal Way, WA 98063.
b) A copy of the county assessor=s map identifying the properties specified in subsection
6 of this section.
2. OTHER REQUESTS FOR COMPREHENSIVE PLAN AMENDMENTS
a) Who may apply. Any person may, personally or through an agent, apply for an amendment to
policies of the comprehensive plan.
b) Haw to apply. The applicant shall file a completed Master Land Use application with the
Department of Community Development Services.
c) Proposed Amendment A proposed amendment can be either conceptual or specific
amendatory language. Please be as specific as possible so that your proposal can be adequately
considered. If specific wording changes are proposed, this should be shown in �e
e�/underline format (please attach additional pages if necessary).
d) Reference. Please reference the Element of the Comprehensive Plan (e.g., Land Use,
Transportation, Housing, Capital Facilities) and page number where located.
3. SUPPORT FOR THE AMENDMENT
(Please fill out for all amendments, whether site specific or otherwise)
Please explain the need for the amendment (why is it being proposed). Include any data, research, or
reasoning that supports the proposed amendment (please attach additional pages if necessary).
Introduction
Linda Peterson, Robert Robinson, and Vilma Ta�lor seek an amendment to the City of
Federal Way's Com�rehensive Plan to chan�e the designation of their �ro�erties from
Single Family High Density to Community Business,
A similar amendment rec�uest covering a slightly larger area was submitted for ado�tion
during the 2000 Com�rehensive Plan U�date C�cle. An im�ortant change in the character
Bulletin #024 — May 7, 2001 Page 2 of 5 k:�I-Iandouts — Revised\Comp Plan Amendment Application
. �
of the area has occurred since the 2000 rec�uest was considered and rejected for further
study Because of the clearin� that has occurred in the area as a result of the Interstate 5
ex�ansion the �ro�osed amendment area's uni�ue geogra�hy features are even more
strongly recommend that land within the amendment area is not well suited for future
single family residential develo�ment These unic�ue geogra�hic c�ualities cou�led with the
historic and e�sting land use su�ort the �ro�osed amendment. As such, landowners
within the amendment area have investtnent-backed ex�ectations that the City of Federal
Way's Com�rehensive Plan will include designations for their �ro�erties that bear a
reasonable o�ortunity for im�lementation in the market�lace.
Unique Features of Geography
The ,�ro�osed amendment area de�icted on Exhibit A is situated alon� Military Road
South between South 304�' Street and where an elevated �ortion of Interstate 5 crosses
Military Road Military Road is a very bu� road. While the �ortion of Military Road South
situated within the amendment area is desi�nated as a minor arterial in the City of Federal
Way's Com�rehensive Plan• the �ortions of Military Road South to the south are classified
as �rinci�al arterials in the Com�rehensive Plan In addition Military Road su��orts transit
services and carries a great deal of north-south traffic as an alternate route to Interstate 5
and State Route 99 during rush hours.
Interstate 5 abuts the �ro�osed amendment area. The Taylor �ro�erty is immediately
adjacent to the freeway while the Peterson �ro�erry is se�arated from the I-5 right-of-wav
only by the Military Road right-of wav.
As noted in the �ro�osed 2000 amendment the elevated design of Interstate 5 throu�h the
amendment area creates noise and air quality im�acts that make the area unsuitable for
residential develo�ment This is even truer with the landsca�e clearing associated with the
lane widening_project on the Interstate From discussions with the engineer working on
the �roject for the Washington State De�artment of Trans�ortation, it is likelv that the
trees and shrubs xemoved for the addition of another lane will be re�laced only by grass or
the concrete used to su�ort the embankment. The ambient noise levels within the
�ro�osed amendment area that consistendy exceeded the �referred noise sta,ndards for
outdoor activities in 2000 are now worse as is the air c�uality. The high ambient noise
levels and the �oor air c�uality make it �rohibitivel�ex�ensive to develo� single-family
residences in this location.
As stated in the �ro�osed 2000 amendment, single family residential develo�ment within
the �ro�osed amendment area is not su�por� d by �olicies in the Trans�ortation Element
of the Com�rehensive Plan related to functional road classification. Military Road South
in this area is identified in the Comprehensive Plan as a minor arterial. In both cases the
posted design s�eeds according to the Com�rehensive Plan are between 35 to 45 m�h.
For safetX reasons, local roads should serve single family residential develo�ment with the
traffic generated by local roads funneled to collectox roads. The traffic from collector
roads is directed to the minor and �rinci�al arterial roads. Given Military Road South's
current designation, the develo�ment of single family residents within the amendment area
does not su�ort the Trans�ortation Element goals and �olicies in the City of Federal
Way's Com�rehensive Plan.
EXHIBIT_l______.
PAGE�.OF�_
Bulletin #024 — May 7, 2001 Page 3 of 5 k:�Handouts — Revised\Comp Plan Amendment Application
•
Historical and Existing Land Uses
i
For over 20 �ears the Peterson and Taylor �ro�erties have been used for heaw
commercial land uses The Taylor aro�erty is used as a sign sho�. King County Water
District 124 initially develo�ed the Peterson �ro�ert� as a�arking, storage and
maintenance facilit� Subsec�uendy the site was used by an electrical contractor - Cartland
Alarm and is now used by Pat's Plumbin�.
Signifi� cant changes to the site were �erformed to accommodate the Cartland Alarm
business in 1983 On site gradin� activities created �arking for u� to 55 em�loyees and
stora,ge areas for the flat beds trailers boom trucks ladder �n�cks dum� trucks and other
e�c ui�ment rec�uired for the business Berms as hi�h as ten feet were built along the
northern and western�ro�erty lines to minimize noise and visual im�acts to adjacent
residential �ro�erties Moreover substantial remodelin� of the front office building was
�erformed to acc�uire Underwriter Laboratory Certification for the alarm business.
In July 1997, Statewide Towin,g and Recovery requested a zoning code inte�retation from
the Ciry of Federal W� that would allow towing and im�ound activities to occur on the
Peterson gro�erty In October 1997 a similar use determination was made by the Citds
code com�liance office which found that towing and im�ound uses were similar to the
e�usting non-conforming use of the �ro�erty and the activities that occurred on the site
over the �ast 20 vears The alarm business and towing business o�erated on the site until
last yeax when the Pat's Plumbing took over the site.
Commercial Development within the Proposed Amendment Area
It is clear that based on the amendment area's geo�raahic features and its current and
historical use gattern that sin�le-family residential develo�ment is not suited in this
location It is more a�ro�riate �to consider the amendment area for designation as
Community Business.
One im�ortant reason for the �ro�osed amendment is the �rotection of the e�stine
�ro�erdes used for commercial use The Taylor and Peterson �rogerties axe existing non-
confornzing land uses The ability to refinance or sell these �ro�erties is si�mificandy
encumbered by their status as non-conforming uses. The Community Business
designation would �ermit the e�sting uses of ��erty within the �ro�osed amendment
area to continue Furthermore, the shallow de�th of the �arcels �recludes big-box
commercial develo�ment that would undul� im�act the surrounding area. Moreover. the
locarion of these gro�erties near an elevated �ortion of Interstate-5, the im�acts of which
have been made even more clear with the current clearing and widening of the freewav.
suggests that redevelo�ment as single-family use is unlikely without the construction of
very ex�ensive �ublic and �rivate im�rovements.
The City of Federal Way's develo�ment regulations environmental review, and the
administrative site �lan review �rocess ensures that the Federal Way staff has both the
authority and obligation will be able to make future develo�ment in the �ro�osed
amendment area com�atible with the surrounding �ro�erties. Staff can include
rec�uirements for fencing berms and landsca�ing, the im�lementation of design standards.
and restrictions on hours of o�eration re�resent to ensure the mitigation of im�acts
associated with the �ro�osed amendment axea. EXHIBIT '
Bulletin #024 - May 7, 2001 Page 4 of 5 k:�Iandouts -
C�
4. FEE
•
There is no fee for the initial application. If after a public hearing the City Council determines that
the request shall be further considered for adoption, site-specific requests must be submitted for a
preapplication conference with a non-refundable fee that will be credited to the formal application
fee. If after the preapplication conference the app(icant decides to pursue the request, the remaining
portion of the comprehensive plan amendment fee will be required. A fee must be submitted for all
other requests after the selection process.
5. SIGNATURE
SEE BF�o �
Signature . Date
Print Name
If you have any questions about filling out this application form or the amendment process, please
contact the Department of Community Development Services at 253-661-4115. Please be advised that an
application for a comprehensive plan amendment lacking the required information will not be accepted.
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EXHIBIT �
PAGE..,�_OF'..�--
Butletin #024 — May 7, 2001 Page�pf3" k:�Handouts — Revised\Comp Plan Amendment Applicadon
S�f S
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LAKEHAVEN UTILITY DISTRICT
316271st Avenue South ♦ P. O. Box 4249 ♦ Federal Way, WA 98063
COMMUNITY DEVELOPMENT
TECHNICAL REVIEW COMMITTEE
AGENDA OF:
ATTN:
May 2, 2002
Ms. Margaret Clark
Senior Planner
SUBJECT: Agenda. Item No. 5- Comprehensive Plan/Zoning Designa.tion Changes
Site Specific Request #1
Taylor, Peterson, and Robinson
01-103839-00
COMMENTS:
Water:
Water facilities can be extended from Military Road South.
Sewer:
Sewer facilities can be extended from the West (Steel Lake). Proximity to Steel Lake and need for intervening
easements may complicate such extension.
:
Mary �. Y�
Development Services �"upervisor
Direct Line: (253) 946-5400 FAX: (253) 529-4081
E-mail: myoung@lakehaven.org
,
Date: D L
EXHIBIT �
PAGE_ i_._.OF`
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CITY OF �
_ • �� —
�� � CITY HALL
33530 1 st Way South
PO Box 9718
�
(253) 661-4000
Federal Way, WA 98063-9718
AFFIDAVIT OF DISTRIBUTION
r
, �
i, hereby declare, under penalty of perjury of the laws of the
State of Washington, that a:
❑ Notice of Land Use Application/Action
❑ Notice of Determination of Significance
(DS)
o Notice of Determination of
Nonsignificance and Scoping Notice
❑ Notice of Environmental Determination
of Nonsignificance (SEPA, DNS)
❑ Notice of Mitigated Environmental
Determination of Nonsignificance (SEPA,
MDNS)
❑ Notice of Land Use Application 8�
Anticipated DNS/MDNS
Other
was mailed/faxed/e-mailed/posted to/at each of fhe following addresses on 2002.
❑ Land Use Decision Letter
❑ FWCC Interpretafion
❑ Notice of Public Hearing before the
Hearing Examiner
❑ Notice of Planning Commission Public
Hearing
❑ Notice of LUTC/CC Public Hearing
❑ Notice of Application for Shoreline
Management Permit
❑ Shoreline Management Permit
Project Name
File Number(s)
.
Signature Date
�
�� K:\CO Adminalration Piles\Affidavit of Distribution.doc/Last pinted 01 /03/2002-07:53 AM
P� ----
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CITY COUNCIL
NOTICE OF PUBLIC HEARING
2002 COMPREHENSIVE PLAN UPDATE
Pursuant to Federal Way City Code, Section 22-523, the Federal Way City Council will conduct a public
hearing on Tuesday, May 7, 2002, at 7:00 p.m., in Council Chambers, City Hall, 33530 First Way
South, PO Box 9718, Federal Way, WA 98063-9718, to select which of the following amendment
requests it wishes staff to research further as part of the 2002 Comprehensive Plan Amendment Process.
All requests are shown on Exhibit A— Composite Map.
1. Request from Vilma Taylor, Linda Peterson, and Robert Robertson to change the
comprehensive plan designation and zoning of one parcel located south of South 304�' Street
and east of Military Road South, and two parcels located south of South 304'� Street and west
of Military Road South, from Single Family High Density Residential and RS 7.2 (one unit
per 7,200 square feet) to Community Business (BC). These three parcels total 1.79 acres.
Please refer to F.xhibit B for a location map.
2. Request from Alex T. Klouzal to change the comprehensive plan designation and zoning of
two parcels totaling 11.95 acres located north of SW 317`� Place and east of 21�` Avenue SW
from Single Family High Density Residential and RS 7.2 (one unit per 7,200 square feet) to
Multiple Family and RM 1800 (Multiple Family — one unit per1800 square feet). Please refer
to Exhibit Cfor a location map.
3. Request from Rob Reuber to change the comprehensive plan designation and zoning of 4.27
acres located north of South 356'� Street and west of Enchanted Parkway South from
Business Park (BP) to Community Business (BCj. Please refer to Exhibit D for a location
map.
4. Request from STRS Associates to change the comprehensive plan designation and zoning of
5.44 acres located north of South 356�' Street and west of Enchanted Parkway South from
Business Park (BP) to Community Business (BC). Please refer to Exhibit E for a location
�
5. Request from Dick Borsini on behalf of three property owners for a change in
comprehensive plan designation and zoning of approximately 13.35 acres located south of
South 336`� Street and west of Pacific Highway South from Business Park (BP) to Multiple
Family and RM 2400 (Multiple Family — one unit per 2,400 square feet). Please refer to
Exhibit Ffor a location map. �
6. Request from John Lape, on behalf of Larry Draper, to amend Map III-7 of the
comprehensive plan to eliminate the 341 Place connection between 19�' Avenue SW and
21 Avenue SW. Applicant proposes to provide a temporary connection until 19'� Avenue
SW and SW 344'� Street are improved and connected. Exhibit Gfor a location map.
EXHIBIT�.-
PAGE?..QF Z Z�
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.
Amendments to the Comprehensive Plan will also be made in response to changes in the Growth
Management Act (GMA) since its adoption in 1995. In addition, demographics, maps, goals and policies,
and other text will be updated to reflect changes since the last major update.
The official file is available for public review at the Department of Community Development Services,
33530 First Way South, PO Box 9718, Federal Way, Washington 98063-9718. For additional
information, please call Mazgaret Clark, Senior Planner, at 253-661-4111. A staff report will be available
to the public on Apri130, 2002. During the public hearing, the City Council will take testimony from city
staff, affected property owners, and other interested citizens. Any person may submit written comments
prior to the hearing or present them to the City Council during the hearing, and/or may appear at the
public hearing to give oral testimony.
I:12002 Comprehensive Plan Amendments�Selection Process�Public Notice W Adjacent Property Ownecssr on City Council Selection
Process.doc/04/17/20024�1 PM
EXHIBIT ' ....�.._ .
PAGE�:�.�� �
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City of Federai Way �
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Composite Map
i
Legend:
� City Limits
. . Potential Annexation Area
�� Site Requests
EXHlBIT �` � �
N
Map Printed-March 27, 2002
0 0.5 1 1.5 2 Miles.
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Vilma Taylor
et al
Site Specific Request #�
Key:
� �K, , Steep Slopes
Weflands
�
EXHIBIT �
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Map Prtnted-February 13� 2001
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" Comprehensive Plan:
Community Business
Zoning: BC
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NoM:1Ma mep lalntsnded for �ae as e DraP►�l repm�N�n oMY 50 0 SO 100 150 200 Feet �
rne c�[y otFsdera► war malros no we►rar►ry aa ro!�a eccuracy.
N
City of Federai Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Glerget Industries
L.P.- Rob Rueber
Site Specific Request #�
Key:
��� �: Steep Slopes
Wetlands
•
EXHIBIT �
Map P�irrted-February 13, 2�02
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NoM: TMa map is Jnts»ded toruse as a 9raPhka►ropreaentaUa► ady.
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Home Depot
Existing Designation:
Comprehensive Plan:
Business Park
Zoning: BP
Nursery
Chevron
Flyn's
C
�
Requested Design
Comprehensive Plan:
Community Business
Zoning: BC
Apts. �
�r; �?�
; ��, BC
w
50 0 50 100 150 200 Feet �
N
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
STRS Associates
Site Specific Request #�
Key:
$�;,, Steep Slopes
Wetiands
on:
�
EXHIBIT �
Map Printed-February 13, 2
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Kitts Corner
Site Specific Request #;►�
Key:
;� � � Steep Slopes
��rw
� Wetlands
�
EXHIBIT �
Map Printed-March 2,7, 200
NoM: TMa n►ap !a lydended for uae aa a grephkel representation ony. � o SO 100 150 200 Feet �
fis qQ� ofFederr�f Waymakea no we�rsnty aa b Its accuracy.
N
ity of Federal Way
Comprehensive Plan.
2002
REQUEST FOR CHANGE TO
MAP OF THE
COMPREHENSIVE PLAN
John Lape
Site Specific Request #�'
Key:
Steep Slopes
Wetlands
�
EXHIBIT. �
■ �
Map Printed-February 13, 2002
Nota: fi/a map la /rnended for c►ae es a grephlae/ representaM/a► o�y. 50 0 SO 100 150 200 Feet �
Ths fdly of Federa/ Way mekes no wenaMy aa to !ts ex�acy.
N
�
1
LUSINK BRAD W;JAN L JUSTHAM
30606 28 AVE S
FEDERAL WAY WA 98003
1
CALDARA KAREN SUE; BRIAN
2811 S 304 ST
FEDERAL WAY WA 98003
1
PETERSON LINDA J
727 CENTRAL AVE S
KENT WA 98032
1
SCOTT NATHAN L
30416 28 AVE S
FEDERAL WAY WA
1
CAVIEZEL NANCY
CARLSON BRIAN
2825 S 304 ST
FEDERAL WAY WA 98003
1
RINGLER JOHN P
ANNIS S 4TRUST)
30414 28 " AVE S
FEDERAL WAY WA 98003
1
WOIDA ALLAN
30614 28 AVE S
FEDERAL WAY WA
�
1
OLSEN SHIRLENE
30418 MILITARY RD S
FEDERAL WAY WA 98003
1
WONG PETER; TAM VINCENTE
2701 21 ST AVE S
SEATTLE WA 98144
1
ELDER VERLIN J
30642 28 AVE S
98003 FEDERAL WAY WA 98003
1
HALLJONATHAN
PO BOX 1225
98003 BELLEVUE WA 98009
1
PETERSON ARTHUR J
30440 28 AVE S
FEDERAL WAY WA 98003.
1
STEWART VILMA
30682 MILITARY RD S
AUBURN WA 98001
1
SCHUMACHER MARILYN J
30425 MILITARY RD S
FEDERAL WAY WA 98003
1
KOEHLER ANITA H
30518 28 AVE S
FEDERAL WAY WA 98003
2
OH KEUN SOO; YEON SOO;
CHANGIK; CHANG
2028 SW 318T" PL #A
FEDERAL WAY WA 98023
2
NADEAU DENNIS .
31443 21 ST AVE SW
FEDERAL WAY WA
2
FEDERAL WAY PUBLIC SCHOOLS
31405 18 AVE S
98023 FEDERAL WAY WA 98003
2
YERMAKOV PAVEL; LARISA Y
2028 SW 318 PL
FEDERAL' WAY WA 98023
2
NOAKI ICHIRO
2024 SW 318 PL #B2
FEDERAL WAY WA 98023
2
BARTLETT DEBORAH J
2028 SW 318 PL #D
FEDERAL WAY WA 98023
2
RIHN THEODORE
PO BOX 3061
FEDERAL WAY WA
2
LOWE SUSAN
202 318 PL SW #B1
FEDERAL WAY WA 98023
2
DAVIS TONYA T
2024 SW 318 PL #A
FEDERAL WAY WA 98023
2
CHINN KEVIN D
2744 SW 343 PL
98063 FEDERAL WAY WA 98023
2 2 2 d
RESCH PATRICK E; VOLLIE M; BOSSETT SANDRA B; NICOLE M NORMAN SIGVALD H; ELIZABETH
2019 SW 318 PL 31841 18 AVE SW #4D 118 313 ST
FEDERAL WAY WA 98023 FEDERAL WAY WA 98023 EXH�BI� L WAY WA 98023
PAGE OF��
•
2
POWELL BRUCE R SR
2020 SW 318 PL
FEDERAL WAY WA 98023
2
ROUPE SUSAN
2Q20 SW 318'�" PL #D-3
FEDERAL WAY WA 98023
2
LUFKIN WALTER D; ROSEMARY K
2007 SW 318 PL #7C
FEDERAL WAY WA 98023
2
TAYLOR-DIAZ MANUELA M
2015 SW 318 PL #56
FEDERAL WAY WA 98023
2
BELCOURT PAUL; JULIE
2011 SW 318 PL #6A
FEDERAL WAY WA 98023
2
WALLER JEFFREY; ELIZABETH
2011 SW 318 PL #6D
FEDERAL WAY WA 98023
2
STEVENS SHARON
1938 SW 318'�" PL #9-D
FEDERAL WAY WA 98023
2
ADAMS COLEEN M
2003 SW 318 PL #B
FEDERAL WAY WA 98023
2
KIBBY LATANYA D
1938 SW 318 PL #A
FEDERAL WAY WA 98023
2
FARNAND PATRICIA A
2020 SW 318 PL #36
FEDERAL WAY WA 98023
2
RIVERA RONNIE E;JANELLE M
2019A SW 318 PL #4-A
FEDERAL WAY WA 98023
2
MANFRED DOROTHY A
2007 SW 318 PL
FEDERAL WAY WA 98023
2
FUNKE DENNIS H; ELIZABETH A
2015 SW 318 PL #C-5
FEDERAL WAY WA 98023
2
PERRY WILLIAM A
2011 SW 318 PL #6-B
FEDERAL WAY WA 98023
2
JONES ALLEN G
LEIST-JONES DONNA
2007 SW 318 PL #7A
FEDERAL WAY WA 98023
2
STEWART LEDEANE ANN
1934 SW 318 PL #10A
FEDERAL WAY WA 98023
2
BLAIR LARRY R
2003 SW 318 PL #C-8
FEDERAL WAY WA 98023
2
JOHNSON STANLEY
1938 SW 318 PL #9-B
FEDERAL WAY WA 98023
•
2
BOHLANDER JAMES LEE
2020 SW 318 PL #C-3
FEDERAL WAY WA 98023
2
HUGHES JAMES W
2019B SW 318 PL #4B
FEDERAL WAY WA 98023
2
ASSN CONDO OWNERS
TALL FIRS
2003 SW 318 PL #8-A
FEDERAL WAY WA 98023
2
BROBERG MELODIE G
2015 SW 318'�" PL
FEDERAL WAY WA 98023
2
JOHNSON JOAN M
2011 SW 318 PL #C
FEDERAL WAY WA 98023
2
BRADY CYNTHIA
2007 SW 318 PL #7-B
FEDERAL WAY WA 98023
2
PADE ROBERT K
1934 SW 318 PL #10-B
FEDERAL WAY WA 98023
2
OLSON GENEVIEVE M
2003 SW 318 PL #8D
FEDERAL WAY WA 98023
2
COWEN GARY D; ALICE M
1938 SW 318 PL #9-C
FEDERAL WAY WA 98023
2 2 2
JOHNSON MONICA A;MICHAEL D BISSELL EARL ROMANO ALICE; JEANNETTE
1926 SW 318 PL #12A 1926 SW 318 PL #1�H�8'��1926C SW 318 PL #12C
FEDERAL WAY WA 98023 FEDERAL WAY WA 9����p��FE L WAY WA 98023
rH �,�
•
2
BELZ LAWRENCE
1934 SW 318 PL #10-C
FEDERAL WAY WA 98023
2
BUTCHERJOHN
PO BOX 23277
FEDERAL WAY WA
2
ENG KAI L
1934 SW 318 PL #D
FEDERAL WAY WA 98023
2
BONIKOWSKI DEBORAH D
1930 SW 318 PL #1930C
98093 FEDERAL WAY WA 98023
2
TILINI TEVITA N; SIOKAPESI
1901 SW 318 PL #18A
FEDERAL WAY WA 98023
2
HENDLER MARGARET ELIZABETH
1926 SW 318 PL #12D
FEDERAL WAY WA 98023
2
HUGILL JOSEPHINE ANN
1922 SW 318 PL #13-C
FEDERAL WAY WA 98023
2
YOUNG SIMON YUK-FAN
31003 39 PL SW
FEDERAL WAY WA 98023
2
BOWMAN NINA A
1914 SW 318 PL #15-C
FEDERAL WAY WA 98023
2
RASPA RUDY C; LILIA A
518 SW 326'' ST
FEDERAL WAY WA 98023
2
HENNING R CHRISTINA
1905 SW 318 PL #19D
FEDERAL WAY WA 98023
2
CONNER DOUGLAS R
3517 S ASHBURY VtIAY
BOISE ID 83706
2
REVELS �RLINDA C
1922 SW 318 PL #13-A
FEDERAL WAY WA 98023
2
DICKEY KIRK A
1922 SW 138 PL #13D
FEDERAL WAY WA 98023
2
GREENE JAMES B
31841 18 AVE SW
FEDERAL WAY WA 98023
2
JOINER MELDON M
1914 SW 318 PL #15-D
FEDERAL WAY WA 98023
2
FONG HENRY C; ROSITA
5606 135 PL SE
BELLEVUE WA 98006
2
NELSON MARVIN JR; HJANICE
8216 ORCAS DR
PASCO WA 99301
�
2
HAUSE MARJORIE E
1930 SW 318 PL #A
FEDERAL WAY WA 98023
2
KANG BONG A
31500 1 AVE S
FEDERAL WAY WA 98003
2
OLSEN VALERY J; ERIC T
1901 SW 318 PL #C
FEDERAL WAY WA 98023
2
IRELAND BEVERLY A
1922 SW 318 PL #B
FEDERAL WAY WA 98023
2
CELVER REBEKAH J
1918 SW 318 PL #14A
FEDERAL WAY WA 98023
2
EUSEBIO GRACIE; HiLLIS
1918 SW 318 PL #14D
FEDERAL WAY WA 98023
2
GIBSON SHARON; TISHANN
1910 SW 318 PL #A
FEDERAL WAY WA 98023
2
HORTON SHARON A
1905 SW 318 PL #19-C
FEDERAL WAY WA 98023
2
BONO JOHN JOSEPH
219 S 156 ST #314
SEATTLE WA 98148
2
2 BAILEY DEBORAH 2
MEYER WILLIAM F JR KARPENKO COLLEEN P
DOTSON �INDA ��({,,� rf+
PO BOX 4463 T " P��H�A�' � o� 28830 18 AVE S
FEDERAL WAY WA 98063 1833 SW 318 RAL WAY WA 98003
FEDERAL WAY ��3 0��—
2
GIBSON JERRY; JANINE
1910 SW 318 PL #16B
FEDERAL WAY WA 98023
2
AUTRIETI. AUDREY I
1906 SW 318 PL #17A
FEDERAL WAY WA 98023
2
MONETT GLORIA L
1832 SW 318 PL #23-A
FEDERAL WAY WA 98023
2
JOHNSON GLENDA FISCHNALLER
1833 SW 318 PL #20C
FEDERAL WAY WA 98023
2
HARDT C NEAL
1837 SW 318 PL #21-B
FEDERAL WAY WA 98023
2
PORTER JACK; M BETH
32424 11 AVE SW
FEDERAL WAY WA 98023
2
ATKINS JAMES; BARBARA
1824 SW 318 PL #25-A
FEDERAL WAY WA 98023
2
RILEY CATHLYN D
1832 SW 318 PL #23D
FEDERAL WAY WA 98023
2
CARPENTER MARY S
1828 SW 318 PL #B
FEDERAL WAY WA 98023
•
.
2
SCHULZ SYLVIA H
1910 SW 318 PL #C
FEDERAL WAY WA 98023
2
MARTINEZ VIRGINIA A
1906 SW 318 PL #17
FEDERAL WAY WA 98023
2
CLINE JEANNINE F
1832-B SW 318 PL
FEDERAL WAY WA 98023
2
WILLIAMS ANTHONY
1201 SUMMIT AVE #F
SEATTLE WA 98101
2
WHITCOMB JOAN E
1837 SW 318 PL #21 C
FEDERAL WAY WA 98023
2
WELCH JAMES; LAURA
1836 SW 318 PL #22-C
FEDERAL WAY WA 98023
2
JACKSON JERRY W
PO BOX 98316
DES MOINES WA 98198
2
RILEY CATHLYN D
1832D SW 318 PL
FEDERAL WAY WA
2
MONROE KATHERINE
1910 SW 318 PL #16-D
FEDERAL WAY WA 98023
2
PICKETT LAWRENCE
3333 SW 323 ST
FEDERAL WAY WA 98023
2
DIGGS SHERYL L PT
1832C SW 318 PL
FEDERAL WAY WA 98023
2
GOCH DANIEL N
1837 SW 318 PL #21-A
FEDERAL WAY WA 98023
2
ROSS DONALD E
2532 ROLAND RD
FAIRBANKS AK 99709
2
RUTLEDGE WILLIAM M
1836 SW 318 PL #22D
FEDERAL WAY WA 98023
2
SOLBERGJUDITH S
1824 SW 318 PL
FEDERAL WAY WA 98023
2
COX LEWIS; SUZANNE
#23D 1828 SW 318 PL #24-A
98023 FEDERAL WAY WA 98023
2
MIKKOLA TERESE M
1828 SW 318 PL
FEDERAL WAY WA 98023
2
RINK GEORGE O
1828 SE 318 PL #D24
FEDERAL WAY WA 98023
TAYLOR WENDY FAIRCHILD BETS 'B'� MOORE ALLE L
1816 SW 318 PL #27B 1816 SW 318 P - SW 318 PL #27D
FEDERAL WAY WA 98023 FEDERAL WAY 1��� DERAL WAY WA 98023
-. .
•
2
HUNT LOUREEN K
1824 SW 318 PL
FEDERAL WAY WA 98023
2
OLTMAN THOMAS; HOLLY
1820 SW 318 PL #26-C
FEDERAL WAY WA 98023
2
CHU NATALIE
22011 SE 20 ST
ISSAQUAH WA 98075
2
NUGENT MARVIN; LORETTA
4431 NASSAU AVE NE
TACOMA WA 98422
2
GRUBAUGH CAROL LEE
1812 SW 318 PL #28D
FEDERAL WAY WA 98023
2
HARRELL CAROLE
1826 DARMOUTH AVE W
SEATTLE WA 98199
2
THOMAS DONNA M
1825 SW 318 PL #UN
FEDERAL WAY WA 98023
2
SCHMIDT FRED LOUIS
1800 SW 318 PL #31A
FEDERAC WAY Wi4 98023
2
NEtSON PAMELA R
1800 SW 318 PL #31 D
FEDERAL WAY WA 9802�
2
LUBY PATRICIA A
1820 SW 318 PL #26A
FEDERAL WAY WA 98023
2
XAYAVONG KHAMPHIOU A
1820 SW 318 PL #26D
FEDERAL WAY WA 98023
2
GREEN MARGARETTEJ
1804 SW 318 PL #C-30
FEDERAL WAY WA 98023
2
OWEN URSULA A
1812 SW 318 PL #286
FEDERAL WAY WA 98023
2
CHOW JOU-KANG
28645 8 PL S
FEDERAL WAY WA 98003
2
KOSTY NORMA
1808 SW 318 PL #29D
FEDERAL WAY WA 98023
2
CANTRELL RONALD
CARTER-CANTRELL HELEN
1829 SW 318 PL #33-A
FEDERAL WAY WA 98023
2
MORRISON TUULA I
31841 18 AVE SW #31 B
FEDERAL WAY WA 98023
2
EASTER KEITH G
1825 18 AVE SW #32A
FEDERAL WAY WA 98023
u
2
JAFFER LISA R
1820 SW 318 PL #626
FEDERAL WAY WA 98023
2
WILTON BOYD A JR
1816 SW 318 PL #27A
FEDERAL WAY WA 98023
2
HUERTA JENNIFER A
31841 18 AVE SW #30D
FEDERAL WAY WA 98023
2
MORRIS KAREN L
1812 SW 318 PL #28C
FEDERAL WAY WA 98023
2
ALENICK MARK
1808B SW 318 PL #29B
FEDERAL WAY WA 98023
2
HAGEN RONALD;LOLA
1804 SW 318 PL #30-A
FEDERAL WAY WA 98023
2
CROSSETT TOM J
31841 18 AVE SW #33B
FEDERAL WAY WA 98023
2
MATSON KATHY A
PO BOX 27423
SEATTLE WA 98125
2
SLAVIN ANDREW; FREDRICKSEN
PO BOX 489
PETERSBURG AK 99833
SMITH RONALD K WHITE KAH EL M EXHIBI� EGLOFF JTM NE
F DERAL WAY WA 8023 F DERAL WAY �/�i11P�_�QF,�._ 18 AVE SW #35C
DERAL WAY WA 98023
C�
2
SANCHEZ PAMELA; FRANK
1829 SW 318 PL #33C
FEDERAL WAY WA 98023
2
TROXEL BRIAN L
31845 18 AVE SW #B
FEDERAL WAY WA 98023
2
ATTWOOD JOAN C
1734 SW 318 PL #38A
FEDERAL WAY WA 98023
2
EMAMI BIJAN J
31841 18 AVE SW
FEDERAL WAY WA 98023
2
WARD RANDAL; SAOWANEE
31840 18 AVE SW #36C
FEDERAL WAY WA 98023
2
INGRAM KIMBERLY M
31844 18 AVE SW #B
FEDERAL WAY WA 98023
2
FARKAS PATRICIA A
726 SW 318 PL #40B
FEDERAL WAY WA 98023
�
CRUMP ROYCEB
1734 SW 318 PL #D-38
FEDERAL WAY WA 98023
2
RATHBUN MARY V
1730 SW 318 PL #39-C
FEDERAL WAY WA 98023
2
CRAWFORD EUGENE M
1829D SW 318 PL #33D
FEDERAL WAY WA 98023
2
KIRKHAM JEFFREY
KRISTINE BEAN
31845 18 AVE SW #34C
FEDERAL WAY WA 98023
2
PEREZ FERNANDO; ANITA
1734 SW 318 PL
FEDERAL WAY WA 98023
2
HOLMES CHRISTINE D
31840 18 AVE SW #36A
FEDERAL WAY WA 98023
2
VENTURA ALVIN; ANDREA
31840 18 AVE SW #36D
FEDERAL WAY WA 98023
2
WILSON BETTY L
31844 18 AVE SW #C-37
FEDERAL WAY WA 98023
2
GURR DONNA Y
1726 SW 318 PL #C
FEDERAL WAY WA 98023
2
RAPP JOHN E
1710 SW 318 PL #446
FEDERAL WAY WA 98023
2
RHODES JANINE L
1730 SW 318 PL #39D
FEDERAL WAY WA 98023
•
2
DROUBAYERIC; TAPP SONYA
31845 18� AVE SW #34A
FEDERAL WAY WA 98023
2
MURPHY DONNA SUE
31845 18 AVE SW #34D
FEDERAL WAY WA 98023
2
BEJARANO MICHAEL G
CORDI-BEJARANO ELIZABETH
1734 SW 318 PL #C-38
FEDERAL WAY WA 98023
2
MEREDITH MICHELLE ANN
31840 18 AVE SW #36-B
FEDERAL WAY WA 98023
2
PORTILLO A CHRISTINA
31844 18 AVE SW #A
FEDERAL WAY WA 98023
2
CHONG DARIN M
31844 18 AVE SW #37-D
FEDERAL WAY WA 98023
2
KANG CHUL SUNG; HYO S
1726 SW 318 PL #40D
FEDERAL WAY WA 98023
2
CHAN AMY Y L
1730 SW 318 PL #B
FEDERAL WAY WA 98023
2
THOMPSON PATRICIA A
1726 SW 318 PL #40A
FEDERAL WAY WA 98023
2 2 2
HOLMAN LIONEL; DELONDA PANGANIBAN CAR COTTLE RHEBA G
1718 SW 318 PL #42C ROBLES ROSSAN �"r,B'T 318 PL #43A
FEDERAL WAY WA 98023 17181 SW 318 PL��� GF�FRAL WAY WA 98023
FEDERAL WAY WPI� �_
2
SEAKULES CHARLENE
1722 SW 318 PL #A-41
FEDERAL WAY WA 98023
2
ROSS SCOTT JEFFREY
1150 UNION AVE NE #8-1
RENTON WA 98059
2
RAKE JOHN; ALDIS
36435 25 AVE S
FEDERAL WAY WA 98003
2
RHYU ZI ZI HION
31055 9 AVE S
FEDERAL WAY WA 98003
2
LUCERO MARY CAROLYN
SANCHEZ ANTONIO �
1710 SW 318 PL #A
FEDERAL WAY WA 98023
2
MILLER NANCY A
1710 SW 318 PL #44-D
FEDERAL WAY WA 98023
2
LUCAS COLLEEN
1717 SW 318 PL #47C
FEDERAL WAY WA 98023
2
SAFFERYLEONA
1702B SW 318 PL #46-B
FEDERA'L WAY WA 98023
2
MAYS SANDRA
1702 SW 318 PL #D
FEDERAL WAY WA 98023
•
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2
SAASTAD PAU L D
1722 SW 318 PL #41-B
FEDERAL WAY WA 98023
2
WHITCOMB JOAN E
1837 SW 318 PL #C
FEDERAL WAY WA 98023
2
STEPPE KYLE A
JOYCE STEPHANIE
1718SW318 #A
FEDERAL WAY WA 98023
2
KRUEGER LEA J
1706 SW 318 PL #D
FEDERAL WAY WA 98023
2
YOUNG CAROL ANN
1714 SW 318 PL #43-C
FEDERAL WAY WA 98023
2
YAW MICHAEL D
3015 WOODSIDE DR
ARLINGTON TX 76016
2
TAYLOR MARK; DYMPNA
1706 SW 318 PL
FEDERAL WAY WA 98023
2
BURKE DAVID; SUSAN; EMILY
1717SW318
FEDERAL WAY WA 98023
2
BLOCK STEVEN M
1702-C SW 318'�" PL
FEDERAL WAY WA 98023
2
SMITH KIMBERLI A
1717 SW 318 PL #47A
FEDERAL WAY WA 98023
2
RIVARD KIMBERLY MAY
1718 SW 318 PL #42-B
FEDERAL WAY WA 98023
2
PHILLIPS BETTE J
1702 SW 318 PL #A
FEDERAL WAY WA 98023
2
JACKSON DANIEL; TRISA
1714 SW 318 PL #43D
FEDERAL WAY WA 98023
2
CRAIN SHEILA J
9710 SW 318 PL #44-C
FEDERAL WAY WA 98023
2
MINK PAULA C
1706 SW 318 PL #B45
FEDERAL WAY WA 98023
2
SIMONSON-FRIES MARGIE
1721 SW 318 PL #48-A
FEDERAL WAY WA 98023
2
MAYS DOROTHY R
1702 SW 318 PL #D
FEDERAL WAY WA 98023
2
MCMAHON NATHAN E
1717 SW 318 PL #B
FEDERAL WAY WA 98023
MCCOLLUM BETTE JEAN GARRISON KEVIN; �'B'T� MALMSTROM HEIDI L
1725 SW 318 PL #49D 1729 SW 318 PL "'TTZJ'S�V 318m PL #B
FEDERAL WAY WA 98023 FEDERAL WAY WA �O� �EQERAL WAY WA 98023
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2
ZOLON PHEBE
9A WARE ST #2
CAMBRIDGE MA 02138
2
MORENO SHANNON
1725 SW 318 PL #49A
FEDERAL WAY WA 98023
2
MUSSELMAN CHARLETH E
1733 SW 318 PL #51-B
FEDERAL WAY WA 98023
2
FINK RONALD W
1729 SW 318 PL #50-C
FEDERAL WAY WA 98023
2
GEAR JAMES E; JOANN
31455 21 ST AVE SW
FEDERAL WAY WA 98023
2
AZULAY ALAN R
31753 14'�" WAY SW
FEDERAL WAY WA 98023
2
PAK MUN KWAN
MYOUNG LYE KIM
2107 SW 316 ST
FEDERAL WAY WA 98023
2
CLARKE DAVE S
2123 SW 316 ST
FEDERAL WAY WA 98023
2
ARMENT RAYMOND; GINA
2114 SW 317 PL
FEDERAL WAY WA 98023
�
2
JOOS LINDA M
1721 SW 318 PL #48-C
FEDERAL WAY WA 98023
2
PLEISS LISA K
1725 SW 318 PL #496
FEDERAL WAY WA 98023
2
REIS ELIZABETH L
1733 SW 318 PL #C
FEDERAL WAY WA 98023
2
CHENG YIM
1729 SW 318 PL
FEDERAL WAY WA
2
WEBBER LOIS ANN
1721 SW 318 PL #48D
FEDERAL WAY WA 98023
2
MARRON VALERIE E
1725 SW 318 PL #C
FEDERAL WAY WA 98023
2
HILT DONALD J
30435 38 AVE S
AUBURN WA 98001
2
YOUNG DANIEL H W
1733 SW 318'�" PL #51-A
98023 FEDERAL WAY WA 98023
2
ELKINGTON BRUCE; COLLEEN
2422 SW 316 ST
FEDERAL WAY WA 98023
2
DODGE CHERI
31747 14 WAY SW
FEDERAL WAY WA 98023
2
MENDOZA JOSE; MARTHA
515S152
SEATTLE WA 98148
2
ROLINSKI STEPHEN; STACEY
1812SW317
FEDERAL WAY WA 98023
2
AXBERG OSCAR F
2104 SW 317 PL
FEDERAL WAY WA 98023
2
SUTPHEN CLARKE B
2123 SW 316 ST
FEDERAL WAY WA 98023
2
SEAR MICHAEL; MARTHA
2124 SW 317 PL
FEDERAL WAY WA 98023
2
STELLFOX PAMELA F L
31621 21 AVE SW
FEDERAL WAY WA 98023
2
BRAUN PATRICIA A
1800 SW 317 PL
FEDERAL WAY WA 98023
2
PITTMAN CHARLES B
2020 SW 317 PL
FEDERAL WAY WA 98023
O'DONNELLTERRENCE; MARY DANIELS LYNN; RAEI�II�HIB�T�I�lEFl.ERALLEN; DOROTHY
2006 SW 317 PL 1916 SW 317 PL ! C1904 SW 317 PL
FEDERAL WAY WA 98023 FEDERAL WAY WA �A�E...�LL�r WAY WA 98023
%f�i
•
2
FLINT SUSAN J
31801 14 WAY SW
FEDERAL WAY WA 98023
2
MAGADIA ALICE M
2115SW317'�"PL
FEDERAL WAY WA 98023
2
BRISENDINE JAMES W
2005 SW 317 PL
FEDERAL WAY WA 98023
2
GRATIAS IVAH L
1811 SW 317 PL
FEDERAL WAY WA 98023
2
DE CEAULT LOIS V
1717SW317
FEDERAL WAY WA 98023
2
LOVGREN MARK; KRISTI
31818 14 WAY SW
FEDERAL WAY WA 98023
2
DAONG CAN TRONG
NGUYEN AUH THI
31823 14 WAY SW
FEDERAL WAY WA 98023
2
WEISSERT BRYCE; MARIE
1504 MARKHAM AVE NE
TACOMA WA 98422
2
LOBODZINSKIY SERGEY
31909 14 WAY SW
FEDERAL WAY WA 98023
2
HUA NGOC-CUONG TU
NGUYEN TUYET MINH
31811 14 WAY SW
FEDERAL WAY WA 98023
2
WOODMAN PAUL; ETHELYN
2105 8W 317 PL
FEDERAL WAY WA 98023
2
MILLARD KENNETH; SHAWNA
1915SW317
FEDERAL WAY WA 98023
2
NGUYEN THANH; TY LE
31815 14 WAY SW
FEDERAL WAY WA 98023
2
MOHAN SURINDER
KAUR JASPAL
31758 14 WAY SW
FEDERAL WAY WA 98023
2
HUMPHREY KEVIN; AMY
31754 14 WAY SW
FEDERAL WAY WA 98023
2
SERQUINIA EDWIN; CHERYLENE
31824 14 WAY SW
FEDERAL WAY WA 98023
2
STEFOGLO VYACHESLAV; LILIYA
1431 SW 319 CT
FEDERAL WAY WA 98023
�
2
LEWIN RICKY; DARLENE
20 EVELYN LN
CENTEREACH NY 11720
2
TILL SHELTON C
14116 60 AVE SE
EVERETT WA 98208
2
MANGIO JAMES
1903 SW 317 PL
FEDERAL WAY WA 98023
2
CHASE JENNIFER
1805 SW 317 PL
FEDERAL WAY WA 98023
2
PIKE DAVID B
31819 14 WAY SW
FEDERAL WAY WA 98023
2
TRAN VIET DINH
HO THUY THI
1422 SW 319 CT
FEDERAL WAY WA 98023
2
AVALOS JESUS; JULIO CESAR
31827 14 WAY SW
FEDERAL WAY WA 98023
2
GAVRILOVICI IOSEF; ANA
1425 SW 319 CT
FEDERAL WAY WA 98023
384 3&4 3&4
RS EAGLE FEDERAL WAY LLC MURPHY DONALD B HD DEVELOPMENT OF
35205 ENCHANTED PKWY S CONTRACTORS EXHI�I� MARYLAND
FEDERAL WAY WA 98003 1220 S 356 ST 352 ST
FEDERAL WAY W����O�'A �E�ERAL WAY WA 98003
•f►�--�
•
3&4
MORGAN SPENCER; SMITH LLC
29211 3 AVE SW
FEDERAL WAY WA 98023
38�4
CLERGET INDUSTRIES LTD
1515 S 350 ST
FEDERAL WAY WA 98003
38�4
LLOYD RUSSEL R
PO BOX 4203
FEDERAL WAY WA
3&4
STARKOVICH JOHN; JOHANNA C
TRUSTEES; S F T
35225 16 AVE S
FEDERAL WAY WA 98003
38�4
MOSIER CLARENCE; MARGARET
2520 64 AVE NE
TACOMA WA 98422
3&4
LIN J1N-KAI; CHUEN LAN
10042 MAIN ST #111
98063 BELLEVUE WA 98004
3&4
CROSSPOINTE KITTS CORNER APTS
33515 10 PL S
FEDERAL WAY WA 98003
5
MULTI-SERVICE CENTER
1200 S 336 ST
FEDERAL WAY WA 98003
5
PARKWAY WPDKS PARTNERSHIP
1500 S 336 ST
FEDERAL WAY WA 98003
5
HASSEN PROPERTIES INC
3727 S 194 ST
SEATTLE WA 98188
5
WEYERHAEUSER CO
TB 918
TACOMA WA 98477
5
JOHAL RAJINDER; KULVINDER
22520 108 AVE SE
KENT WA 98031
5
FRITO-LAY
3131 S VAUGHN WAY
AURORA CO 80014
5
SCHULTZ MURPHY PROPERTIES
11661 SE 1 ST ST #203
BELLEVUE WA 98005
5
DAEYAINVESTMENT
33100 3 CT SW
FEDERAL WAY WA 98023
5
T L C ENTERPRISES
714 ROSE ST
FIRCREST WA 98466
5
CAMPUS GATEWAY ASSOC
1026 BELLEVUE WAY SE
BELLEVUE WA 98004
5
CALKINS JOSEPH
33608 PACIFIC HWY S
, FEDERAL WAY WA 98003
•
3&4
PROCTOR RONALD WAYNE
7517 GREENWOOD AVE N.:
SEATTLE WA 98103
3&4
LAKHA INVESTMENT CO LLC
19119 N CREEK PKWY #101
BOTHELL WA 98011
38�4.
LLOYD RUSSEL R
PO BOX 4203
FEDERAL WAY WA 98063
5
GRANVILLE COURT LLC
2621 EASTLAKE AVE E
SEATTLE WA 98102
5
KINDER-CARE LEARNING CTR
1777 NE LOOP 410
SAN ANTONIO TX 78217
5
WASHINGTON TRUCKING ASSOC
930 S 336 ST
FEDERAL WAY WA 98003
5
ST�RLING SAVINGS ASSOC
120 N WALL ST
SPOKANE WA 99201
5
MCNEIL SOPHIA
605 SW 312 ST
FEDERAL WAY WA 98023
5
LIU TIEN T; CONNIE
33430 11 PL SW
FEDERAL WAY WA 98023
5 5
MERLINO JEAN; T STOCK JEFFREY W
#301 11738 4 AVE N��' � � ! .....,�
SEATTLE WA 98' P�GE,�,.,,�OF� ��f �/L/V S,
�, �� c� �� ,y�C IG�
�U �1 .�
1'�.`l;���fL G/�?� w.� 1`��`
•
5
NELSON E CURTIS JR
627 E FRANCIS AVE
SPOKANE WA 99207
5
WRIGHT ROBERT L
34839 PACIFIC HWY S
FEDERAL WAY WA 98003
5
JONES RALPH
33 PROSPECT HILL RD
CROMWELL CT 06416
5
CAMPUS BUSINESS PARKS LLC
14100 SE 36 ST #200
BELLEVUE WA 98006
5
T F M TEMPLE ASSOC
PO BOX 3121
FEDERAL WAY WA 98063
5
SLISCO JANE; KNIGHT WAYNE
2320 CANARY CT
ANCHORAGE AK 99515
6
TEXAS COMMERCE BANK
NATONAL ASSOCIATION
33702 21 ST AVE SW
FEDERAL WAY WA 98023-7762
6 6
FWSD LORD DARVIN M; DAWN D
31405 18 AVE S 2110 SW 339 ST
FEDERAL WAY WA 98003-5433 FEDERAL WAY WA 98023-7729
6
HUTCHINSON MICHAEL J
SANDRA E RINGER
2113 SW 339 ST
FEDERAL WAY WA 98023-7729
6
GIPSON JUAN; RENEE J
2105 SW 339 ST
FEDERAL WAY WA 98023-7729
KNAPTON ROBERT D
34008 22 PL SW
FEDERAL WAY WA 98023-7703
6
WSDOT
34030 21 SW
FEDERAL WAY WA 98023-7615
6
WSDOT
PO BOX 47338
OLYMPIA WA 98504-7338
6
LEE ROBERT A
34027 22N PL SW
FEDERAL WAY WA 98023-7703
6
EAGLING DAVID T; TERRY
34010 22 PL SW
FEDERAL WAY WA 98023-7703
6
NORTHWEST DISTRICT OF THE
LUTHERN CHURCH
1700 NE KNOTT ST
PORTLAND OR 97212-3301
6
FORTMAN WILLIAM; KATHERINE
1605 SW 341 ST PL
FEDERAL WAY WA 98023-8004
•
5
CHASE W N TRUST
336 SHORE DR
CAMANO ISLAND WA 98282
5
STAR LLC
PO BOX 4985
FEDERAL WAY WA 98063
5
BROWN RICKNEY D
34004 16 AVE S #200
FEDERAL WAY WA 980D3
6
ABOY FRANCISCO JR; ERLINDA S
2104 SW 339 ST
FEDERAL WAY WA 98023-7729
6
VALDEZ FRANK M; PATRICIA A
2121 SW 339 ST
FEDERAL WAY WA 98023-7729
6
HAYES MICHAEL F
34016 22 PL SW
FEDERAL WAY WA 98023-7703
6
MCLAURIN WILLIAM E
34012 22 PL SW
FEDERAL WAY WA 98023-7703
6
OMEGA INTERNATIONAL
16622 178 AVE NE
WOODINVILLE WA 98072-9602
6
YEN CHEN; CHANG ASSOC
153 HIGHLAND DR
SEATTLE WA 98109-3219
6 EXHIBI�' 3 6
POPE VERA L p�GE�o�`„�STENSEN CAROLE M
34024 22 PL Stl1T � 34031 22" PL SW
FEDERAL WAY WA 98023-7703 FEDERAL WAY WA 98023-7703
•
6
OWENS RONALD D
34032 22 PL SW
FEDERAL WAY WA
6
MARTIN DENISE M
34038 22 PL SW
FEDERAL WAY WA
6
NELSON JOHN; JOELLEN
PO BOX 3229
98023-7703 FEDERAL WAY WA 98063-3229
6
COOP ROBERT J; SHEILA A
2202 SW 342 ST
98023-7703 FEDERAL WAY WA 98023-7740
6
CROW WILLARD S
3803 120 AVE SE
BELLEVUE WA 98006-1118
6
COOP
2209 SW 342 ST
FEDERAL WAY WA 98023-7740
6
MCNAUGHTON MARSE; BETH
10815 GREENDALE DR SW
TACOMA WA 98498-6713
VILMA TAYLOR
VILMA SIGNS
30432 MILITARY RD S
FEDERAL WAY WA 98003
JAMES L TERRILE
STRS ASSOCIATES
21009 SNAG ISLAND DR
SUMNEft WA 98390
ROBERT ROBINSON
30511 MILtTARY RD S
FEDERAL WAY WA 98003
6
HAPPY VALLEY LAND CO
PO BOX 1324
ISSAQUAH WA 98027-0053
6
RUDDELL ANNE M
2203 SW 342 ST
FEDERAL WAY WA 98023-7740
6
THE REORGANIZED CHURCH
PO BOX 18469
SEATTLE WA 98118-0469
JOHN LAPE
ARCHITECT
5410 SW MACADAM AVE STE 200
PORTLAND OR 97201
ROB RUEBER
CLERGET INDUSTRIES LP
1515 S 350 ST
FEDERAL WAY WA 98003
BRAD MEDRUD
AHBL INC
316 OCCIDENTAL AVE S STE 320
SEATTLE WA 98104
u
6
NUSBAUM JOHN F JR; ALMA J
34039 22 PL SW
FEDERAL WAY WA 98023-7703
6
WALTMAN HOWARD; MOLLIE
34042 22 PL SW
FEDERAL WAY WA 98023-7703
6
NELSON JOHN; JO ELLEN
PO BOX 3229
FEDERAL WAY WA 98063-3229
6
DANSCOINC
425 S 19 ST
RENTON WA 98055-3346
6
PAN ALEX C; SYLVIA L
29002 8 AVE S
FEDERAL WAY WA 98003-3702
LARRY DRAPER
3722 SW GORBETT AVE
PORTLAND OR 97201
ALEX T KLOUZAL
20910 3 AVE S
SEATTLE WA 98198
LINDA PETERSON
30459 MILITARY RD S
FEDERAL WAY WA 98003
EXHIBIT
PAGE.�OF..�_
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PO Box 9718
Federal Way, WA 98063-9718
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APR 3 0 2002
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30416 28 AVE S
FEDERAL WAY WA 98003
APR 2 � 2002
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N�1M��r r�rm� ncI1F� (1�AeGNT ncC�ADTAAC�]T
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PETERSONlINDA J
727 CENTRAL AVE S
KENT WA 98032
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335301 st Way South (253) 661-4000
PO Box 9718 Federal Way, WA 98063-9718
AFfIDAVIT OF DiSTRIBUTION
1, _ hereby deciare, underpenaify of perjury of the laws of the
Stare of Washington, that a:
❑ Notice of Land Use Application/Action
❑ Notice of Dete�mination of Significance
(DS)
❑ Notice of Determination af
Nonsignificance and Scoping Notice
❑ Notice of Environmental Determination
of Nonsignificance (SEPA, DNS)
❑ Notice of Mitigated Environmental
Determination of Nonsigni�cance (SEPA,
MDNS)
❑ Notice of Land Use Application 8�.
Anticipated DNS/MDNS
❑ Land Use Decision Letter
o FWCC Interpretation
❑ Notice of Public Hearing before the
Hearing Examiner
o Notice of Planning Commission Public
Hearing
�( Notice of LUTC/CC Public Hearing
❑ Notice of Applica#ion for Shoreline
Management Permit
o Shoreline Management Permit
❑ Other
was mailed/faxed/e-maile osted t t each of the foUowing addresses on � Z. 2002•
Federal Way City Hall, 33500 lst Way S., Federal Way .
Ring County Library, 34200 lst Way S., Federal Way
King County Library, 848 S. 320th St., Federal ay
Project Name 2.C�0,2 ��tL�N�►."'V� ���> �QDFt'C�
File Number(s)
Signature
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K:\CO Administrafion Fli es\Affidavif of Dist�wtion.doc/Lasf prinled Ol /03/2Q02 07:53 AM
Date
PAGE...�.l._.�F-L--
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CITY COUNCIL
NOTICE OF PUBLIC HEAR-
ING
2002 COMPREHENSIVE PLAN
UPDATE
Pursuam to Federal Way C'� Code,
Section 22-523, the Federal Way City
Council will conduct a public hearing on
Tuesday, May 7, 2002, at 7:00 p.m., in
Council Chambers, City Hall, 33530
First Way South, PO Box 9718, Federal
Way, WA 98063-9718, to select which
of the following amendment requests it
wishes staff to research fuRher �
of the 2002 Comprehensive Plan
Amendment Process.
1. Request from Vilma Taylor, Linda
Peterson, and Robert Robertson to
change the comprehensive plan desig-
nation and zoning of one parcel located
south of South 304th Street and east of
Military Road South, and twoparcels
located south of South 304th Street
and west of Military Road South, from
Single Fami High Dens' Residential
and RS 72 �one unit per�,200 square
feet) to Community Business {BC).
These three'parcels total 1.79 acxes.
2. Request ftom Alex T. Klouzal to
change the comprehensive plan desig-
nation and zoning of two parcels total-
ing 11.95 acres located north of SW
317th Place and east of 21st Avenue
SW from Single Family High Density
Residential and RS 7.2 (one unit per
7,200 square feet) to Muftiple Family
and RM 1800 (Multiple Family — one
unit per1800 square feet).
3. Request from Rob Reuber to change
the comPrehensive plan designation
and zornng of 4.27 aaes iocated noRh
of South 356th Street and west of
Enchanted Parkway South from Busi-
ness Park (BP) to Community Business
�B�)•
4. Request from STRS Associates to
change the comprehensive plan desig-.
nation and zoning of 5.44 aaes located
north of South 356th Street and west of
Enchanted Parkway South from Busi-
ness Park (BP) to Community Business .
(BC).
5. Req�est from Didc Borsini on behalf
of three properly owners for a change
in comprehensive plan designation and
zoning of approximately 13.35 acres
located south of South 336th Street
and west of Paafic Highway South
from Business Pa�C (gP) to Multiple
Family and RM 2400 (Mu�iple Family —
one urnt per 2,400 square feet).
6. Request from John Lape, on behalf
of Larry Draper, to amend Map III-7 of
the comprehensive plan to eliminate
the 341st Place connection between
19th Avenue SW and 21st Avenue SW. `�
Applicant proposes to provide a tempo-
rary connectron ur�l 19th Avenue SW
and SW 344th Street are improved and
connected.
Amendments to the Comprehensive
Plan will also be made in response to
changes in the Growth Manaa�emeM
Act (GMA) since its adoption m 1995.
In addibon, demograplHCS,maps, goals
and policies, and other text will be
updated to reflect c,har�ges5ince the
last major update.
The official file.is available for public
review at 1he Deparpnent of Community
DevelopmeM Serxices, 33530 First
Way South, PO Box 9218, Federal -
Way, Washington 98063-9718. For , .,
additional infortnat�n, please ql1 lular.
garet Clark, Senior Planher, at 253-
661-4111. A staff reQort Mrill be available
to the public on Apnl 30, 2002. DurinQ
the public hearing, tt�e Ciqr Council w�ll
take testimony irom aty staff, affected
property owners, and other iMerested
atnens. My person may s�mft written
commer�ts pnor � the hearing or pre-
ser� them to ihe City Counal during the
hearing; and/or may appear at the pub-
lic hearing to give oral testimony.
LEGAL N0. FWM-407
Published: Federal Way Mirror
Aprif 20, 2002 . �
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335301 st Way South
PO Box 9718
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(253) 661-4000
Federal Way, WA 98063-9718
AFFIDAVIT OF DISTRIBUTION
i,
r `� hereby declare, under penaity of perjury of the laws of the
State of Washington, fihat
❑ Notice of Land Use Application/Action
❑ Notice of Determination of Significance
fbs)
❑ Notice of Determination of
Nonsignificance and Scoping Notice
�Notice of Environmental Determination
of Nonsignificance (SEPA, DNS)
❑ Notice of Mitigated Environmental
Determination of Nonsignificance (SEPA,
MDNS)
❑ Notice of Land Use Application 8�
Anticipated DNS/MDNS
❑ Other
❑ Land Use Decision Letter
❑ FWCC Interpretation
❑ Notice of Public Hearing before the
Hearing Examiner
❑ Notice of LUTC/CC Public Hearing
❑ Notice of Planning Commission Public
Hearing
❑ Notice of Application for Shoreline
Management Permit
❑ Shoreline Management Permit
was maiJed axed/e-mailed/posted to/at each of the followin addresses on ,,.��_, 2002.
1 �, ��- � ,�� ..�`
� � ��� �
Project Name
File Number(s)
Signature `�
K:\CO Adminishation Fdes\Affidavit of DisMbution.doc/Last pi�ted Ol /03/2002 07:53 AM
Date � � �
EXH 1 B IT......�1..._.
PAGE__�__���� ---
C J
CITY OF�G
_ - �� �
�v � CITY HALL
335301 st Way South
PO Box 9718
•
(253) 661-4000
Federal Way, WA 98063-9718
NOTICE
ENVIRONMENTAL DETERMINATION
OF NONSIGNIFICANCE
FEDERAL WAY, WASHINGTON
CITY OF FEDERAL WAY FILE NO. . �2 -102649-00-UP/02-102647 -�0-$E
The Ciry of Federal Way has determined that the following project does not have a probable significant
adverse impact on the environment, and an Environment Impact Statement (EIS) is not required under
RCW 43.21C.030(2)(c). This decision was made after review of a completed environmental checklist and
other information on file with the city. In addition, pursuant to WAC 197-11-635, the City of Federal
Way has incorporated the following environmental documents by reference:
Draft Environmental Impact Statement City of Federal Way Comprehensive Plan (published
November, 1993); Final Environmental Impact Statement City of Federal Way Comprehensive
Plan and Development Regulations (July, 1995); and, Environmental lmpact Statement
Addendum (Zoning Map Revisions) City of Federal Way Comprehensive Plan (September, 1995)
DESCRIPTION The proposed non-project action is to update the City of Federal Way Comprehensive
Plan consistent with the annual amendment process defined in the Federal Way City
Code. The 2002 Comprehensive Plan Update includes updates to chapters and maps of
the comprehensive plan; a request by the City Parks, Recreation, and Cultural Services
(PRCS) Department and the Surface Water Management (SWM) Division to add a
policy to Chapter 6, Capital Facilities, pertaining to acquisition of land and planning
for public open space, recreation, public education, and stream preservation within the
Hylebos Basin; and site-specific requests by the public for changes to comprehensive
plan designations and zoning for specific parcels and a change to Map III-7 of the
comprehensive plan.. The five site-specific requests are summarized as follows:
Reruest i File No.
No. �
-103839-00 UP
Applicant � De'scription of Request
Taylor, Peterson, Request to change the 1.79 acres
And Robinson comprehensive plan
designation and zoning
from Single Family High
Density Residential and RS
7.2 (one unit per 7,200
square feet) to Community
Business (BC).
Location
east and west of
Military Road.
EXH1B�1'...�..-
PAGE..,�.�� ��. �-
St
� •
Request File No. Applicant Description of Request Size Location
lvo.
2. 01-103554-00 UP Clerget Industries Request to change the 4.27 North of S 356�' St and
L.P comprehensive plan Acres west of Enchanted
designation and zoning Parkway S.
&om Business Park (BP) to
Community Business (BC).
3. 01-103689-00-UP STRS Associates Request to change the 5.44 acres North of S 356 St and
comprehensive plan west of Enchanted
designation and zoning Parkway S.
from Business Park (BP) to
Community Business (BC).
4. CPA99-0008 Richard Borsini To change the 13.35 West of the on-site
on behalf of comprehensive plan acres wetlands south of S
Campus Gateway designation and zoning 336'" St and west of
Associates, Gene from Business Park (BP) to Pacific Highway S.
Merlino, and Multiple Family and RM
Chase WN Trust 2400.
5. 01-103817-00-UP John Lape To change Map III-7 of the N/A 341�` Pl connection
comprehensive plan to ' between 19�' and 21"
eliminate the 341 Place Ave SW
Connection between 19�'
Avenue SW and 21�`
Avenue SW from the
City's Transportation Plan.
LOCATION'
APPLICANT:
The proposed amendments to the text and maps of the Comprehensive Plan apply
citywide. The locations of the five site-specific requests are summarized above.
City of Federal Way Department of Community Development Services
Margaret Clark, AICP, Senior Planner, 253-661-4111
These documents are available for review at the City of Federal Way Federal Way Department of
Community Development Services (Federal Way City Hall, 33530 First Way South, PO Box 9718,
Federal Way, WA, 98063-9718), 253-661-4000, from 8 a.m. to 5 p.m., Monday through Friday. In
addition, the draft comprehensive plan is available for review at the City's web site,
www.cityoffederalway.coin. Further information regazding this proposed action is available to the public
upon request at the Federal Way Department of Community Development Services.
This DNS is issued under WAC 197-11-340(2). Comments must be submitted by S:OO p.m. on July 15,
2002. Unless modified by the city, this determination will become final following the comment.deadline.
Any person aggrieved by the city's determination may file an appeal with the city within 14 days of the
above comment deadline. Appeals must be filed by 5:00 p.m. on July 15, 2002.
PUBLISHED IN THE FEDERAL WAY MIRROR ON JUNE 29, 2002.
I:\OiCOMPPLATI�SEPA�DNSNOTIC TO PAPER.DOC/O6/28/2001 5:36 PM
EXHIBIT' �
PA G E _.,,� _0 � ..,. � L.,. _
City of Federai Wa�y
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREMENSIVE PLAN
DESIGNATION CHANGES
Composite Map
!
Legend:
�/ City Limits
. . Potential Annexation Area
�� Site Requests
C�
Map Printed,lune 26, 2002
0 0.5 1 1.5 2 Miles
��.� �J i�� �� � /�lP�l� �
1 �
LUSINK BRAD W;JAN L JUSTHAM CAVIEZEL NANCY
30606 28 AVE S CARLSON BRIAN
FEDERAL WAY WA 98003 2825 S 304 ST
FEDERAL WAY WA 98003
1
CALDARA KAREN SUE; BRIAN
2811 S 304 ST
FEDERAL WAY WA 98003
1
KOEHLER ANITA H
30518 28'�" AVE S
FEDERAL WAY WA 98003
1
SCOTT NATHAN L
30416 28 AVE S
FEDERAL WAY WA 98003
1
STEWART VILMA
30682 MILITARY RD S
AUBURN WA 98001
3&4
RS EAGLE FEDERAL WAY LLC
35205 ENCHANTED PKWY S
FEDERAL WAY WA 98003
3&4
MORGAN SPENCER; SMITH LLC
29211 3 AVE SW
FEDERAL WAY WA 98023
38�4
CLERGET INDUSTRIES LTD
1515 S 350 ST
FEDERAL WAY WA 98003
3&4
CLOYD RUSSEL R
PO BOX 4203
FEDERAL WAY WA 98063
1
RINGLER JOHN P
ANNIS S �TRUST)
30414 28 AVE S
FEDERAL WAY WA .98003
1
WOIDA ALLAN
30614 28 AVE S
FEDERAL WAY WA
1
OLSEN SHIRLENE
30418 MILITARY RD S
FEDERAL WAY WA 98003
1
WONG PETER; TAM V�NCENTE
2701 21 ST AVE S
SEATTLE WA 98144
1
ELDER YERLIN J
30642 28 AVE S
98003 FEDERAL WAY WA 98003
1
HALLJONATHAN
PO BOX 1225
BELLEVUE WA 98009
1
PETERSON ARTHUR J
30440 28 AVE S
FEDERAL WAY WA 98003
3&4
MURPHY DONALD B
CONTRACTORS
1220 S 356 ST
FEDERAL WAY WA 98003
3&4
STARKOVICH JOHN; JOHANNA C
TRUSTEES; S F T
35225 16 AVE S
FEDERAL WAY WA 98003
3&4
MOSfER CLARENCE; MARGARET
2520 64 AVE NE
TACOMA WA 98422
3&4
LIN JIN-KAI; CHUEN LAN
10042 MAIN ST #111
BELLEVUE WA 98004
� v� >V��, ��. � ,��s
1
SCHUMACHER MARILYN J
30425 MILITARY RD S
FEDERAL WAY WA 98003
3&4
HD DEVELOPMENT OF
MARYLAND
1643 S 352 ST
FEDERAL WAY WA 98003
3&4
PROCTOR RONALD WAYNE
7517 GREENWOOD AVE N
SEATTLE WA 98103
38�4
LAKHA INVESTMENT CO LLC
19119 N CREEK PKWY #101
BOTHELL WA 98011
3&4
LLOYD RUSSEL R
PO BOX 4203
FEDERAL WAY WA 98063
CR SSPOINTE KITTS CORNER APTS EXHIBD�,,._.._� GRANVILLE COURT LLC
FEDERAL WAY WA 98003 PAGE�_0 SEATTLE A 8102 E
5
MULTI-SERVICE CENTER
1200 S 336 ST
FEDERAL WAY WA 98003
5
PARKWAY WPDKS PARTNERSHIP
1500 S 336 ST
FEDERAL WAY WA 98003
5
HASSEN PROPERTIES INC
3727 S 194 ST
SEATTLE WA 98188
5
WEYERHAEUSER CO
TB 918
TACOMA WA 98477
5
JOHAL RAJINDER; KULVINDER
22520 108 AVE SE
KENT WA 98031
5
FRITO-LAY
3131 S VAUGHN WAY #301
AURORA CO 80014
5
CAMPUS BUSINESS PARKS LLC
14100 SE 36 ST #200
BELLEVUE WA 98006
6
FWSD
31405 18 AVE S
FEDERAL WAY WA 98003-5433
6
HUTCHINSON MICHAEL J
SANDRA E RINGER
2113 SW 339 ST
FEDERAL WAY WA 98023-7729
�
•
5
SCHULTZ MURPHY PROPERTIES
11661 SE 1 ST #203
BELLEVUE WA 98005
5
DAEYAINVESTMENT
33100 3 CT SW
FEDERAL WAY WA 98023
5
T L C ENTERPRISES
714 ROSE ST
FIRCREST WA 98466
5
SLISCO JANE; KNIGHT WAYNE
2320 CANARY CT
ANCHORAGE AK 99515
5
CALKINS JOSEPH
33608 PACIFIC HWY S
FEDERi4L WAY WA 98003
5
BROWN RICKNEY D
34004 16 AVE S #200
FEDERAL WAY WA 98003
6
TEXAS COMMERCE BANK
NATONAL ASSOCIATION
33702 21 ST AVE SW
FEDERAL WAY WA 98023-7762
6
LORD DARVIN M; DAWN D
2110 SW 339 ST
FEDERAL WAY WA 98023-7729
5
KINDER-CARE LEARNING CTR
1777 NE LOOP 410
SAN ANTONIO TX 78217
5
WASHINGTON TRUCKING ASSOC
930 S 336 ST
FEDERAL WAY WA 98003
5
STERLING SAVINGS ASSOC
120 N WALL ST
SPOKANE WA 99201
5
MCNEIL SOPHIA
605 SW 312 ST
FEDERAL WAY WA 98023
5
LIU TIEN T; CONPIIE
33430 11 PL SW
FEDERAL WAY WA 98023
5
STOCK JEFFREY W
OMNI VENTURES
909 S 336 ST STE 103
FEDERAL WAY WA 98023
6
ABOY FRANCISCO JR; ERLINDA S
2104 SW 339 ST
FEDERAL WAY WA 98023-7729
6
VALDEZ FRANK M; PATRICIA A
2121 SW 339 ST
FEDERAL WAY WA 98023-7729
6 6
GIPSON JUAN� R���IBI HAYES MNpHAEL F
2105 SW 339 ST :�t��7 ---^� 22 PL SW
FEDERAL WAY W��7729 �� FEDERAL WAY WA 98023-7703
•
KNAPTON ROBERT D
34008 22 PL SW
FEDERAL WAY WA 98023-7703
6
WSDOT
34030 21 ST AVE SW
FEDERAL WAY WA 98023-7615
6
WSDOT
PO BOX 47338
OLYMPIA WA 98504-7338
6
LEE ROBERT A
34027 22 PL SW
FEDERAL WAY WA 98023-7703
6
OWENS RONALD D
34032 22 PL SW
FEDERAL WAY WA
6
MARTIN DENISE M
34038 22 PL SW
FEDERAL WAY WA
6
EAGLING DAVID T; TERRY
34010 22 PL SW
FEDERAL WAY WA 98023-7703
6
NORTHWEST DISTRICT OF THE
LUTHERN CHURCH
1700 NE KNOlT ST
PORTLAND OR 97212-3301
6
FORTMAN WILLIAM; KATHERINE
1605 SW 341 PL
FEDERAL WAY WA 98023-8004
6
POPE VERA L
34024 22 PL SW
FEDERAL WAY WA 98023-7703
6
NELSON JOHN; JOELLEN
PO BOX 3229
98023-7703 FEDERAL WAY WA 98063-3229
6
COOP ROBERT J; SHEILA A
2202 SW 342 ST
98023-7703 FEDERAL WAY WA 98023-7740
6
CROW WILLARD S
3803 120 AVE SE
BELLEVUE WA 98006-1118
6
COOP
2209 SW 342 ST
FEDERAL WAY WA
6
HAPPY VALLEY LAND CO
PO BOX 1324
ISSAQl1AH WA 98027-0053
6
RUDDELL ANNE M
2203 SW 342 ST
98023-7740 FEDERAL WAY WA 98023-7740
6
MCNAUGHTON MARSE;BETH
10815 GREENDALE DR SW
TACOMA WA 98498-6713
6
THE REORGANIZED CHURCH
PO BOX 18469
SEATTLE WA 98118-0469
•
6
MCLAURIN WILLIAM E
34012 22 PL SW
FEDERAL WAY WA 98023-7703
6
OMEGA INTERNATIONAL
16622 178 AVE NE
WOODINVILLE WA 98072-9602
6
YEN CHEN; CHANG ASSOC
153 HIGHLAND DR
SEATTLE WA 98109-3219
6
MORTENSEN CAROLE M
34031 22 PL SW
FEDERAL WAY WA 98023-7703
6
NUSBAUM JOHN F JR; ALMA J
34039 22 PL SW
FEDERAL WAY WA 98023-7703
6
WALTMAN HOWARD; MOLLIE
34042 22 PL SW
FEDERAL WAY WA 98023-7703
6
PAN ALEX C; SYLVIA L
29002 8 AVE S
FEDERAL WAY WA 98003-3702
6
DANSCOINC
425 S 19 ST
RENTON WA 98055-3346
EXHIBIT
PAGE.�OF- �
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OCCUPANT
30420 MILITARY RD S
FEDERAL WAY WA 98003
1
OCCUPANT
30412 28 AVE S
FEDERAL WAY WA 98003
1
OCCUPANT
30432 MILITARY RD S
FEDERAL WAY WA 98003
1
OCCUPANT
30511 MILITARY RD S
FEDERAL WAY WA 98003
38�4
OCCUPANT
1715S352
FEDERAL WAY WA 98003
384
OCCUPANT
35433 16'�" AVE S
FEDERAL WAY WA 98003
38�4
OCCUPANT
1505 S 356 ST
FEDERAL WAY WA 98003
1
OCCUPANT -
30459 MILITARY RD S
FEDERAL WAY WA 98003
3&4
OCCUPANT
35610 ENCHANTED PKWY S
FEDERAL WAY WA 98003
3&4
OCCUPANT
1215 S 356 ST
FEDERAL WAY WA 98003
3&4
OCCUPANT
1405 S 356 ST
FEDERAL WAY WA 98003
3&4
OCCUPANT
35615 12 AVE SW
FEDERAL WAY WA 98023
3&4
OCCUPANT
1741 S 356 ST
FEDERAL WAY WA 98003
38�4
OCCUPANT
35810 16 AVE S
FEDERAI WAY WA 98003
38�4
OCCUPANT
1712 S 356 ST
FEDERAL WAY WA 98003
5
OCCUPANT
1610S341
FEDERAL WAY WA 98003
5
OCCUPANT
1010 S 336 ST
FEDERAL WAY WA 98003
5
OCCUPANT
33505 13 PL S
FEDERAL WAY WA 98003
5
OCCUPANT
33504 13 PL S
FEDERAL WAY WA 98003
5
OCCUPANT
1230 S 336 ST
FEDERAL WAY WA 98003
5
OCCUPANT
33501 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
1336 S 336 ST
FEDERAL WAY WA 98003
5
OCCUPANT
930 S 336 ST
FEDERAL WAY WA 98003
5
OCCUPANT
33525 PACIFIC HWY S
FEDERAL WAY WA 98003
OCCUPANm OCCUPANT EXHIBIT�...,,_._OCCUPANT
1000 S 336 ST 33701 PACIFIC 33606 PACIFIC HWY S
FEDERAL WAY WA 98003 FEDERAL WAY���OF�.�,,.FF�ERAL WAY WA 98003
5
OCCUPANT
33601 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33624 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33640 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33930 9 AVE S
FEDERAL WAY WA 98003
5
OCCUPANT
33905 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
34010 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
34004 9 AVE S
FEDERAL WAY WA 98003
5
OCCUPANT
34020 PACIFIC HWY S
FEDERAL WAY WA 98003
6
OCCUPANT
2113 SW 339'�" ST
FEDERAL WAY WA 98023
•
•
5
OCCUPANT
33608 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33632 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33712 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33800 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33903 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
34020 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33901 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
34001 PACIFIC HWY S
FEDERAL WAY WA 98003
6
OCCUPANT
34016 22 PL SW
FEDERAL WAY WA
5
OCCUPANT
33616 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33701 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33832 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
33838 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
34051 PACIFIC HWY S
FEDERAL WAY WA 98003
5
OCCUPANT
1700 S 340 ST
FEDERAL WAY WA 98003
5
OCCUPANT
34004 16 AVE S
FEDERAL WAY WA 98003
6
OCCUPANT
34031 22 PL SW
98023 FEDERAL WAY WA 98023
OCCUPANT OCCUPANT EXHI�IT� egH�pqNT
2105 SW 342 ST 34227 21 AVE SV'��/��►C A�� 525 SW 341� PL
FEDERAL WAY WA 98023 FEDERAL WAY WA A'��-----f-- L WAY WA 98023
•
•
6 6 6
OCCUPANT OCCUPANT OCCUPANT
34220 21 ST AVE SW 34249 21 ST AVE SW 34210 21 ST AVE SW
FEDERAL WAY WA 98023 FEDERAL WAY WA 98023 FEDERAL WAY WA 98023
6
OCCUPANT
34020 21 AVE SW
FEDERAL WAY WA
6
OCCUPANT
2113 SW 342 ST
98023 FEDERAL WAY WA 98023
EXHIBIT._.�...__-
PAGE._LR2._0�.�---
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VILMA TAYLOR
VILMA SIGNS
30432 MILITARY RD S
FEDERAL WAY WA 98003
JAMES L TERRILE
STRS ASSOCIATES
21009 SNAG ISLAND DR
SUMNER WA 98390
(� 3 `���,��, ��,� s t s�`' c��� 1, ��-
� �
JOHN LAPE
ARCHITECT
5410 SW MACADAM AVE S7E 200
PORTLAND OR 97201
ROB RUEBER
CLERGET INDUSTRIES LP
1515 S 350 ST
FEDERAL WAY WA 98003
LARRY DRAPER
3722 SW CORBETT AVE
PORTLAND OR 97201
GENE MERLINO
11556 6 AVE NW
SEATTLE WA 98117
ROBERT ROBINSON B�D MEDRUD LINDA PETERSON
AHBL INC
30511 MILITARY RD S 30459 MILITARY RD S
FEDERAL WAY WA 98003 316 OCCIDENTAL AVE S STE 320 FEDERAL WAY WA 98003
SEATTLE WA 98104
RICHARD BORSINI
601 UNION ST STE 5300
SEATTLE WA 8101
JH MACLEOD
1235 ADAIR
SAN MARINO CA 91108
LEONARD SCHAADT
CAMPUS GATEWAY ASSOC
1026 BELLEVUE WAY SE
BELLEVUE WA 98004
EXHIBIT 7
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PO Box 9718
(253) 661-4000
Federai Way, WA 98063-9718
AFFIDAV(T OF DiSTRIBUTION
� Je f f 0. Johnson hereby declare, under penalty of perjury of the laws of the
Stare of Washington, fhat a: •
a Notice of Land Use Applica#ion/Action ❑ Land Use Oecision Letter
❑ Notice of Dete�mination of Significance
�� �
❑ Notice of Determination of
Nonsignificance and Scoping Notice
l� Notice of EnVi�onmental Determination
� of Nonsignificance (SEPA, DNS)
❑ Notice of Mitigafied Environmental
Dete�mination of Nonsignificance (SEPA,
MDNS)
❑ FWCC Interprefiation
❑ Notice of Public Hearing befo�e the
Hearing Examiner
❑ Notice of Planning Commission Public
Hearing
❑ Notice of LUTC/CC Public Hearing
o Notice of Application for Shoreline
Mcinagement Permit
❑ Notice of Land Use Application 8�
Anticipated DNS/MDNS
❑ Other
C�
O�
❑ Shoreline Management Pe�mit
was mailed/faxed/e-maile osfed /at each of the following add�esses on 2002.
Federal Way City Hall, 33500 lst Way 5.., Federal Way .
King County Library, 34200 lst Way S., Federal Way c5� l��1 ����
King County Library, 848 S. 320th St., Federal Way
Project Name
File Number(sj �'��, ((7�.(�w`?-(�C'- �A�C��.._ �(�,-
Signature
K:\CO Adrrdniskation Poe3\Affidavil of Oistn'b�lion.doclLast pmled 01 p3/2002 07:57 AM�
L74�Yr�
�ate _Q,� Z
EXHI 11'
PAGE=Q�-�--
r
��n oFi�
= �-- F�F
�� � CITY HALL
33530 1 st Way South
PO Box 9718
��
(253) 661-4000
Federal Way, WA 98063-9718
NOTICE
ENVIRONMENTAL DETERMINATION
OF NONSIGNIFICANCE
FEDERAL WAY, WASHINGTON
C[TY OF FEDERAL WAY FILE NO . 02-102649-00-UP/02-102647-00-SE
The City of Federal Way has determined that the following project does not have a probable significant
adverse impact on the environment, and an Environment Impact Statement (EIS) is not required under
RCW 43.21C.030(2)(c). This decision was made after review of a completed environmenta( checklist and
other information on file with the city. In addition, pursuant to WAC 197-11-635, the City of Federal
Way has incorporated the following environmental documents by reference:
Draft Environmental Impact Statement City of Federal Way Comprehensive Plan (published
November, 1993); Final Environmental I�npact Statement City of Federal Way Comprehensive
Plan and Development Regulations (July, 1995); and, Environmental Impact Statement
Addendum (Zoning Map Revisions) City of Federal Way Comprehensive Plan (September, 1995)
DESCRIPTION The proposed non-project action is to update the City of Federal Way Comprehensive
Plan consistent with the annual amendment process defined in the Federal Way City
Code. The 2002 Comprehensive P�an Update includes updates to chapters and maps of
the comprehensive plan; a request by the City Parks, Recreation, and Cultural Services
(PRCS) Department and the Surface Water Management (SWM) Division to add a
po(icy to Chapter 6, Capital Facilities, pertaining to acquisition of land and planning
for public open space, recreation, public education, and stream preservation within the
Hylebos Basin; and site-specific requests by the public for changes to comprehensive
p(an designations and zoning for specific parcels and a change to Map III-7 of the
comprehensive plan.. The five site-specific requests are summarized as'follows:
Request
No.
i.
File No.
01-103839-00 UP
Applicant
Taylor, Peterson,
And Robinson
Description of Request
Request to change the
comprehensive plan
designation and zoning
from Single Eamily High
Density Residential and RS
7.2 (one unit per 7,200
square feet) to Community
Business (BC).
Size Location
i.79 acres Soudi of S 304 St and
east and west of
Military Road.
PaGE � oF�
� �
Request File No. Applicant Description of Request Size Location
No.
2. 01-103554-00 UP Clerget Industries Request to change the 4.27 North of S 356'" St and
L.P comprehensive plan Acres west of Enchanted
designation and zoning Parkway S.
from Business Park (BP) to
Community Business (BC).
3. ' 01-103689-00-UP STRS Associates Request to change the 5.44 acres North of S 356 St and
comprehensive ptan west of Enchanted
designation and zoning Pazkway S.
from Business Park (BP) to
Community Business (BC).
4. CPA99-0008 Richard Borsini To change the 13.35 West of the on-site
on beha(f of comprehensive plan acres wettands south of S
Campus Gateway designation and zoning 336�' St and west of
Associates, Gene from Business Park (BP) to Pacific Highway S.
Merlino, and Multiple Family and RM
Chase WN Trust 2400.
5. 01-103817-00-UP John Lape To change Map III-7 of the N/A 341�` P( connection
comprehensive plan to between 19'" and 21"
� eliminate the 341" Place Ave SW
Connection between 19`"
Avenue SW and 21s`
Avenue SW from the
City's Transportation Plan.
LOCATION:
APPLiCANT:
The proposed amendments to the text and maps of the Comprehensive Plan apply
citywide. The (ocations of the five site-specific requests are summarized above.
City of Federal Way Department of Community Development Services
Margaret Clark, AICP, Senior Planner, 253-661-4111
"These documents are available for review at the City of Federal Way Federal Way Department of
Community Development Services (Federal Way City Hall, 33530 First Way South, PO Box 9718,
Federal Way, WA, 98063-9718), 253-661-4000, from 8 a.m. to 5 p.m., Monday through Friday. In
addition, the draft comprehensive plan is available for review at the City's web site,
www.cityoffederalway.com. Further information regarding this proposed action is available to the public
upon request at the Federal Way Department of Community Development Services.
This DNS is issued under WAC 197-11-340(2). Comments must be submitted by 5:00 p.m. on July 15,
2002. Un(ess modified by the city, this determination will become ftnal following the comment deadline.
Any person aggrieved by the city's determination may file an appeal with the city within 14 days of the
above comment deadline. Appeals must be filed by 5:00 p.m. on July 15, 2002.
PUBL[SHED [N TEIE FEDERAL WAY MIRROR OlY JUNE 29 2002.
l:\OICOMPPLAMSEPA\DNSNOT[C TO PAPER.DOC/OG/28/2001 5:36 PM
EXHI�IT
PAGE�t�b��
City of Federai Way -.
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Composite Map
Legend:
�/' City Limits .
. . . Potentiai Annexation Area
� Site Requests
��
N
Map Printed,lune 26, 2002
0 0.5 1 1.5 2 Miles
NOTICE
ENViRONMENTAI DETERMINA-
TION OF NONSIGNIFICANCE
Federaf Way, Washington
C'dy of Federal Way File No. 02-
102649-00-UP/02-102647-00=SE
The G'�y of Federal Way has deter-
mined that the following project does
not have a prob2►rle signif'�caM adverse
impact on the environment, and an
Environment Impact Statement (ElSjis
notrequired under RCW
4321C 030(2)(c). This decision was
made after rev�ew ot a completed envi-
ronmerrtal checklist and other informa-
Yron file with the city. In addition, pur-
suant to WAG 197-11-635, the. City of
Federal Way has inCOrporated the fol-
lowing environmental documents by
reference:
Draft-Environmen#al Impact Statement
Ciry of Federai Way Comprehensive
Plan (published November,1993); Flnal
•
Environmer�ai fmpact Statement Ciry of
Federal Way Gomprehensive Plan and
Develc�ment Regulations (July,1995);
and, Environmentaf Impact $tatement
Addendum (Zonirtg Map Revisions)
City of Federal Way Comprehensive .,
Plan (September,1995)
Description: The Proposed non-project
action is to update the Ciry of Federal
Way Comprehensive Plan consistent
with the annual amendment process
defined in the Federal Way Ciiy Code.
The 2002 Comprehensive Plan Update
includes updates to chapters and maps
of the comprehensive plan; a request
by the Cit�r Parks, Recreation, and Cul-
tural Seryices (PRCS) Department and
the Surface Water Management (SWM)
Division to add a policy to Chapter 6,
Capit�al Facilfties, pertaining to acquisi-'
tion of land and planning for public
open space, recreation, publ� educa-
tion; and stream preservation wiU�in the
Hylebos Basin; and s�e-specif�
requests by the public for changes to
comprehensive lan designations and
zoning for spec�c pareels and a
change to Map III-7 of the �mprehen-
sive plan.. The five site-specif'�c
requests are summarized as follows:
Request No.
File No.
APp�ican� .
Description ofi Request
Size
Location .
Request No.:i.
File No.: 01-103839-00 UP
Applicant: Taylor, Peterson, And
Robinson
Description of Requestc Request to
change the comprehensive plan desig-
nation and zoning from Single Family .
High Density Residential and RS 72
(one unif per 7,200 square feet) to
Community Business (BC):
Slze:l.7g acres
Location: South of S 304th St and east
and west of Military Road.
Request No.: 2.
File No.: 01-103554-00 UP
AppiicaM: Clerget Industries L.P
�
Desc�ptbn of Req�st: Request to
change the comprehensive pland�-
nation and zonin� from Busmess Park
(BP) to Commundy Business (BC).
Size: 427 Acres
Locations North of S 356th St and west
of Enchanted Parkway S.
Request No.: 3.
FIe No.: 01-103689-00-UP
Applicant: STRS Associates
Descriptlon of Request Request to
change the comprehensive plan desig- .
nation and zonin� from Busmess Park
(BP) to Communrly Business (BC).
Size: 5.44 acres '
Locationc North of S 356th St and west
of Enchanted Parkway S.
Request No.: 4.
File No.: CPA99-0008
Applicanr RicharcJ Borsini on behalf of
Campus Gateway Associates, Gene �
Medino, and Cfiase WN Trust
Description of Request: To change
the comprehensive plan designation
and zoning from 8usiness Park (BP) to
Multiple Family and RM 2400.
Size:13.35 acres •
Location: West of the on-site wetlands
south of S 336th St and west of Pacific
Highway S.
Request No.: 5.
File No.: 01-103817-00-UP
Applicant John Lape
Description of Request: To change
Map III-Z of the comprehensive plan b
eliminate the 341st Place Connection
between 19th Avenue SW and 21 st �
Avenue SW from the City's Transporta-
tion Plan.
Size: WA
Location: 341st Pl connection between
19th and 21stAve SW
Locatbn: The p►oposed amendments
to the text and maps of the Compre-
hensive Plan apply citywide. The loea-
fions of the five site-specific requests
are summarized above.
ApplicaM: Ciiy of Federal Wayp�p�rt-
mem of Community DevebpmeM �er-
�
Margaret C�rk, AICP, Senior Planr�er,
253-661-4111. '
These documents are available for
review at the City of Federal Way Fed-
eraf Way Department of Communiiy
Development Services (Federal Way
Cii�r Hali, 33530 Frst 1Nay Soufh, pp
Box 9718, Federal Way, WA, 98063-
9718), 253-661-4000, from 8 am. to 5
p.m., Monday through Friday. In addi-
tion, the draR comprehenshre plan is
available for review at the City's web '
site, www:ciiyoffederalway.00m. Further
information regarding ihis proposed
action is available to the �I�c upon
request at the Federat Way Depardnent
oi Community: Development Services.
7his DN� is Iss�etl ander WAC i97-11-
340(2). Comments must be submitted
by 5:00 pin; on July 15, 2002. Unless
modified by tl�e. c�iy, this determination
will bec;ome final following the oommeM
deadline. Any per�n aggneved by the
city's determh�ation may fite an appeal
with the �ity wiihin 14 days of the
above commeirt deadline. Appeals
must be filed by 5:00 p.m. on July 15,
2002.
LEGAL NO. FWM
Published: Federat Way Mirror
Jur�e 29, 2002
EXHIBIT
PAGE�OF 1
�
CITY OF��
" -- ��
�� � CITY HALL
33530 1 st Way South
PO Box 9718
�
(253) 661-4000
Federai Way, WA 98063-9718
AFFIDAVIT OF DISTRIBUTION
1, � hereby declare, under penalty of perjury of the laws of the
State of Washington, t t a:
❑ Notice of Land Use Appiication/Action
❑ Notice of Determination of Significance
(DS) and Scoping Notice
❑ Notice of Environmental Determination
of Nonsignificance (SEPA, DNS)
❑ Notice of Mitigated Environmental
Determination of Nonsignificance (SEPA,
MDNS)
❑ Notice of Land Use Application 8�
Anfiicipated DNS/MDNS
❑ FWCC Interpretation
❑ Other
❑ Land Use Decision Letter
❑ Notice of Public Hearing before the -
Hearing Examiner .
�Notice of Planning Commission Public
Hearing
❑ Notice of LUTC/CC Public Hearing
❑ Notice of Application for Shoreline
Management Permit
❑ Shoreline Management Permit
was ailed f ed/e-mailed/posted to/at each of the following addresses on �� e2o2 , 2002.
Project Name
File Number(s)
Signature
�
� ' XHIBII' � /, �� �-
PAGE_____-� ..�F
�:�co �anr�, �esv�acrm a onm�n�«,.docna:r a�,fed osro9rloo2 o9:is �
•
CITY OF��
� � ��
�wY.
CITY HALL
33530 i st Way South
PO Box 9718
•
(253) 661-4000
Federal Way, WA 98063-9718
PLANNING COMMISSION NOTICE OF PUBLIC HEARING
The City of Federal Way Planrring Commission wil( conduct a public hearing on Wednesday, November 6,
2002, at 7:00 p.m. in the Council Chambers (City Ha((, 33530 First Way South, PO Box 9718, Federat Way, WA
98063-9718), to consider annual changes to the City of Federal Way Comprehensive Plan. The 2002
Comprehensive Plan Update includes updates to chapters and maps of the comprehensive plan; a request by the
City Parks, R�creation, and Cultural Services (PRCS) Department and the Surface Water Management (SWM)
Division to add a policy to Chapter 6, Capital Facilities, pertaining to acquisition of land and planning for public
open space, recreation, pub(ic education, and stream preservation within the Hylebos Basin; and site-specific
requests by the public for changes to comprehensi�e plan and zoning as described below:
The official file is availab(e for pubtic review at the Department of Community Development Services (33530
First Way South). A staff report will be available to the pwblic on October 30, 2002. For additional information,
please call Margaret Clark, Senior Planner, at 253-661-4111. Any person may submitwritten comments to the
Planning Commission, or may appear at the public hearing to give public testimony.
PUBLISHED IN THE FEDERAL WAY MIRROR ON OCTOBER 23� 2002.
[�WORKINGU'ublic Noti�e for Public Hearing.DOCa10/18/2002 2:36 PM
EXHIBIT_
PAGE�OF
City of Federal Way
Comprehensive Plan �
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Vilma Taylor
et al
Site S ecific Re uest #1 �
P q
Key:
Steep Slopes
Wetlands
�
T
�
1
Map Printed-0ctober 22, 2002 ^
Note: fiia map !a lntendad for use as e praphlcal representatlon onty. �����= F � n
fis Gly otFederaJ Waymekes no werranfy aa to Jts accrxa�. (N
Cify of Federal Way
Comprehensive Plan �
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
STRS ,Associates
Site Specific Request #2�
Key:
. : Steep Slopes
� Wet(ands
�
■
_I
Map Printed-0ctober 22, 2002
Note: Thls mep Is Intended for use as a prephlcal representatlon ony. � 0 90 1 EO 270 360 Feet /�
Ths Ctly of fsderof Way �t►ekes no werraMy aa to its accuracy. !�
�
�
BP
Lowe's � �deo
� Oniy
Vacan BC a
BP
Ch
Vacan
Warehous
Vacant �
5.0
.:.
�
��
� � °'�i
RS15.0
RS35.0
=
Home
� Fiyn's
�
Apts. � BC
RM2400 � /
Nofs: Th/a mep is 1Mended for uss as a grspMcel rspresentaUo» ary.
TAs Cny ofFsderN Wey makes no warraMy es to Its accwacy.
u u� City of Federal Way
Comprehensive Plan
Existing Designation: 2002
Comprehensive Plan; SITE SPECIFIC REQUESTS
Business Park FOR COMPREHENSIVE PLAN
Zoning: BP DESIGNATION CHANGES
�
�
Q
�
z
Clerget tndustries
L.P.- Rob Rueber
Site Specific Request #3 �
Requested Designation:
Comprehensive Plan:
Community Business
Zoning: BC
200 0 200 400 600 800 Feet �
N
Key:
: . Steep Slopes
Wetlands
��
'�
Map Printed-0ctober 22, 2002 ,
City of Federal Way
Comprehensive Plan �
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Kitts Corner
Site Specific Request #4 S
Key:
Steep Slopes
Wetlands
�
� I
,
Map Printed-October 22, 2002 ^
MoM: Thla mep is intended !br use es a grepMcal represerrtaUon oMy. 20� Q 200 400 Feet n
7he dty of Federe/ Way malros no we�ranry as to its accuracy. ,(�
� N
C�
1
''�SINK BRAD W; JAN L JUSTHAM
506 28 AVE S
FEDERAL WAY WA 98003
�CALDARA KAREN SUE; BRIAN
2811 S 304 ST
FEDERAL WAY WA 98003
''BENNETT JEFFREY; CHRISTINE
30311 29 CT S
FEDERAL WAY WA 98003
1
SCOTf NATHAN L
30416 28 AVE S
FEDERAI. WAY WA 98003
1
EGGERT KRISTOFFER D
30518 28 AVE S
=DERAL WAY WA 98003
GARCIA STEVEN RAY
30228 MILITARY RD S
FEOERAL WAY WA 98003
"KUNZ JEFFREY; EINA
30304 29�' CT S
FEDERAL WAY WA 98003
28�3
RS EAGLE FE�ERAL WAY �LC
606 COLUMBIA ST NW # 304
OLYMPIA WA 98501
� CAVIEZEL NANCY
CARLSON BRIAN
2825 S 304 ST
FEDERAL WAY WA 98003
�'RINGLER JOHN P �
ANNIS S 4TRUST)
30414 28 AVE S
FEDERAI WAY WA 98003
1
WOIDA ALLAN
30614 28 AVE S
FEDERAL WAY WA 98003
1
HALL JONATHAN
PO BOX 1225
BELLEVUE WA 98009
1 �
PETERSON ARTHUR J
30440 28 AVE S
FEDERAL WAY WA 98003
�STROM MICHAEL; BRIlZ'
30232 29 AVE S
FEDERAL WAY WA 98003
VBARNES WILLIE; SHANNON
30308 29 CT S
FEDERAL WAY WA 98003
2&3
LIN JIN-KAI; CHUEN LAN
10042 MAI N ST # 111
BELLEVUE WA 98004
2&3
MURPHY DONALD B
CONTRACTORS
1220 S 356 ST
FEDERAL WAY WA 98003
•
1
CHAI ALFRED T
PO BOX 40029
BELLEVUE WA 98015
1
WONG PETER; TAM VINCENTE
2701 21 ST AVE S
SEATTLE WA 98144
1
ELDER VERLIN J
30642 28 AVE S
FEDERAL WAY WA 98003
�SCHUMACHER MARILYN J
30425 MILITARY RD S
FEDERAL WAY WA 98003
1
ROBINSON ROBERT A
30511 MiLITARY RD S
FEDERAL WAY WA 98003
�CIARK JOSEPH M
30246 MILITARY RD S
FEDERAL WAY WA 98003
�KLINGMAN JEANALLE
2910 S 304 ST
FEDERAL WAY WA 98003
2&3
MANAGER
CROSSPOINTE KITTS CORNER APTS
35810 i6 AVE S
FEDERAL WAY WA 98003
2 8� 3
HD DEVELOPMENT OF
MARYLAND
1643 S 352 ST
FEDERAL WAY WA 98003
2&3
MORGAN SPENCER; SMITH LLC STARKOVICH JOHN; J�Q,Ar11�I� 2& 3 RONALD WAYNE
Ro TRUSTEES S F T ���
29211 3 AVE SW ' S17 GREENWOOD AVE N
FEOERAI WAY WA 98023 PO BOX 3149 pQ A 98103
FE�ERAL WAY WA 9g063'
�
28�3
^' ERGET INDUSTRIES LTD
15 S 350 ST
FEDERAL WAY WA 98003
2&3
LLOYD RUSSEL R
PO BOX 4203
FEDERAL WAY WA 98063
4
INSTITUE FOR FAMILY DEV
34004 16 AVE S
FEDERAL WAY WA 98003
4
MULTI-SERVICE CENTER
1200 S 336 ST
FEDERAL WAY WA 98003
4
PARKWAY WPDKS PARTNERSHIP
150Q S 336 ST
=DERAL WAY WA 98003
4
HASSEN PROPERTIES INC
3727 S 194 ST
SEATTLE WA 98188
4
CHRISTIAN FAITH CENTER
PO BOX 98600
SEATTLE WA 98198
4
NEISON E CURTIS; ELIZABETH
627 E FRANCIS AVE
9POKANE WA 99207
4
RON SORENSON
FRITO-LAY
3131 S VAUGHN WAY
AURORA CO 80014
2&3
MOSIER CLAR�NCE; MARGARET
2520 64 AVE NE
TACOMA WA 98422
4
WRIGHT ROBERT L
36200 16 AVE S
FEDERAL WAY WA
C�
2&3
LAKHA INVESTMENT CO LLC
155 108 AVE NE STE 210
BELLEVUE WA 98004-5956
�
MERLINO JEAN; PAUL
11738 4 AVE NW
SEATTLE WA 98177
4
STAR LLC
PO BOX 4985
98003 FEDERAL WAY WA 98063
4
SCHULTZ MURPHY PROPERTIES
95 S TOBIN ST # 201
RENTON WA 98055
4
JUNG DU; ANN
33501 PACIFIC HWY S
FEDERAL 1NAY WA 98003
4
T L C ENTERPRISES
714 ROSE ST
FIRCREST WA 98466
4
SLISCO JANE; KNIGHT WAYNE
1920 100 ST SE # A4
EVERETT WA 98208
4
CA�KINS JOSEPH
33608 PACIFIC HWY S
FEDERAL WAY WA 98003
4
CHASE WN TRUST
# 301 336 SHORE DR
CAMANO ISLAND WA 98282
4
KINDER-CARE LEARNING CTR
PO BOX 6760
PORTLANO OR 97228
4
WASHINGTON TRUCKING ASSOC
930 S 336 ST
FEDERA� WAY WA 98003
4 �
SHDP ASSOCIATES LLC
120 W DAYTON ST # D9
EDMONDS WA 98020
4 '
MCNEIL SOPHIA
605 SW 312 ST
FEDERAL WAY WA 98023
4
LIU TIEN T; CONNIE
33430 11 PL SW
FEDERAL WAY WA 98023
4
STOCK JEFFREY W
OMNI VENTURES
909 S 336 ST STE 103
FEDERAL WAY WA 98023
4 4 XHIBI 1�,,,,,,__TFM TEMPLE ASSOC
CAMPUS BUSINESS PARKS LLC JONES RA
14100 SE 36 ST # 200 33 PROSP RD 0�: « PO BOX 3121
BELLEVUE WA 98006 CROMWELL " WAY WA 98063
VILMA TAYLOR 1
vILMA SIGNS
332 MILITARY RD S
�cDERAL WAY WA 98003
JAMES L TERRILE 2
STRS ASSOCIATES
21009 SNAG ISIAND DR
SUMNER WA 98390
ROBERT ROBINSON 1
30511 MILITARY RD S
FEDERAL WAY WA 98003
RICHARD BORSINI 4
601 UNION ST STE 5300
SEATTLE WA 98101
CHRIS CARREL
FRIENDS OF THE HYLEBOS
PO BOX 24971
�EDERAL WAY WA 98093
•
SHIRLENE OLSEN 1
30418 MILITARY RD S
FEDERAL WAY WA 98003
ROB RUEBER 3 ,
CLERGET INDUSTRIES LP
1515 S 350 �T
FEDERAL WAY WA 98003
BRAD MEDRUD 1
AHBL INC
316 OCCIDENTAL AVE S STE 320
SEATTLE WA 98104
JH MACLEOD 4
1235 ADAIR
SAN MARINO CA 91108
�
LEONARD SCHAADT 4
CAMPUS GATEWAY ASSOC
1026 BELLEVUE WAY SE
BEI.LEVUE WA 98004
GENE MERLINO 4
11556 6 AVE NW
SEATTLE WA 98117
LINDA PETERSON 1 �
30459 MILITARY RD S
FEDERAL WAY WA 98003
MIKE ANOERSON 4
OTAK
117 S MAIN ST # 400
SEATTLE WA 98104
EXHIBIT�! „__
PAGE.�pF�_
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33530 1 st Way South
PO Box 9718
Federal Way, WA 98063-9718
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'OMMUNITy EVE�OPN g DEPA
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FEDERAL WAY WA 9800
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� V � 7 CITY HALI
33530 1 st Way South
PO Box 9718
C�
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(253) 661-4000
Federal Way, WA 98063-9718
AFFIDAVIT OF DISTRIBUTION
1, Jef f O. Johnson hereby declare, under penalfy of perjury of the laws of the
State of Washington, fhat a:
❑ Notice of Land Use Application/Action.
❑ Notice of Determination of Significance
(DS) and Scoping Notice
❑ Notice of Environmental Dete�mination
of Nonsignificance (SEPA, DNS)
❑ Notice of Mifiigated Environmenfial
Determination of Nonsignificance (SEPA,
MDNSJ
❑ Nofiice of Land Use Application 8�
Anticipated DNS/MDNS
❑ FWCC Interpretation
❑ Other
❑ Land Use Oecision Letter
❑ Notice of Public Hearing before the
Hearing Examiner
� Notice of Planning Commission Public
Hearing
❑ Notice of LUTCICC Public Hearing
❑ Notice of Application for Sho�eline
Management Permit
❑ Shoreline Management Permit
was mailed/faxed/e-mailed/posted fo/af each of the following addresses on C� 2002.
Federal Way City Hall, 33500 lst Way S., Federal Way
King County Library, 34200 Lst Way S., Federal Way
King County Library, 848 S. 320th St., Federal Way
Project Name
File Number(s)
�
E
7�$3�i l�� '
C�3 ���� po - c,c,�
v��.r,
� �- G�(� �I�'? - C�C�O
0
Signature 1 � " -'
PAG E ,.__._.L..�► i � -..�---.� �.
K:�co Aanir,iska�ion f�eS��urdaW� o� onmtxn�«,.aanazt prin�ed osrosrzooz os:�9 AnA
•
•
PLANNING COMMISSION NOTICE OF PUBLIC HEARING
The City of Federal Way P(anning Commission wi(t conduct a pub(ic hearing on Wednesday,
November G, 2001 at 7:00 p.m. in the Council Chambers (City Hal(, 33530 First Way South, P.O. Box
9718, Federal Way, WA 98063-9718), to cot�sider annual changes to the City of Federal Way
Comprehensive Plan. The 2002 Comprehensive Plan Update includes updates to chapters and
maps of the comprehensive plan; a request by the City Parks, Recreation, and Cultural Services
(PRCS) Department and the Surface Water Management (SWM) Division to add a policy to
Chapter 6, Capital Facilities; pertaining to acquisition of land and planning for public open
space, recreation, .public education, and stream preservation within the Hylebos Basin; and site-
specific requests by the public for changes to plan designations and zoning as
described below: � .� ; �'
REQUEST FILE IYO. APPLICANT DESCRIPTION OF SIZE LOCATION
REQUEST
l 01-103839-00 UP Taylor, Request to change the 2.64 O1-103689 UP
Peterson, comprehensive plan acres
Robinson and designation and zoning
Olsen from Single Famity High
Density Residential and ,
RS 7.2 (one unit per
7,200 square feet) to
Neighborhood Business
��M
2 01-103689 UP STRS Request to change the 5.44 North of S. 356
Associates comprehensive plan acres Street and west
designation and zoning of Enchanted
from Business Park (BP) Parkway S.
to Community Business
cBe).
3 0 t-103554-00 UP Cierget Request to change the 4.27 North of S. 356
Industries L.P comprehensive plan Acres Street and west
designation and wning of Enchanted
from Business Park (BP) Parkway S.
to Community Business
(BC).
4 CPA99-0008 Richard Borsini To change the 1335 South of S.
on behatf of comprehensive plan acres 336 Street and
Campus designation and zoning west of Pacific
Gateway from Business Park (BP) Highway S.,
Associates, to Multiple Family and west of the on-
Gene Merlino, RM 2400. site wetiands
and Chase WN .
Trust
The official file is availab(e for pub(ic review at the Department of Community Development Services
(33530 First Way South). A staff report will be available to the public on �ctober 30, 2002. For
additional information, please contact Margaret Clark, Senior Planner, at (253) 661-4111. Any person
may submit written comments to the Planning Commission, or may appear at the public hearing to give
public testimony. EXHIBIT�-----
PUBL[SE{ED IN THE FEDERAL WAY M[RROR ON OCTOBER 23, ZOO2 pAGE ��0��-�--
1:�2002 Compreheasive Plart Amendments�Planaing Commissioa\Public Notice foc Public Heari�g.DOC,/t0/182002 2:02 PM
City of Federal Way
Comprehensive Plan �
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PL4N
DESIGNATION CHANGES
Composifie Map
•
Legend:
� City Limits
. . Potential Annexation Area
�� Site Requests
�
N
Map Printed-October 18, 2002
0 0.5 1 1.5 2 Miles
City of Federal Way
Comprehensive Plan
2002
SITE SPECIFIC REQUESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Vilma Taylor
et al
•
Sife Specific Request #1
Key:
Steep Slopes
� Wetlands
n
�
l
�
Map Printed-0ctober 22, 2002
Note: 7hla msp !s Intsndsd !br uss as a grnphfcal roproserrtatlon ony. 100 0 100 200 300 400 Feet /�
17s Gty of Fsdsral Wiy makes no warrnnty aa to Rs eccurery. f.��
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C� •
°'E7
PLANNING COMMISSION
NOTICE OF PUBLIC HEARING
The Ciry of Federat Way Ptanning Com-
miss�n win conduct a public hearing on
Wednesday, November 6, 2002, at 7:00
m.in the Courx�hChambers (
ur ,
aN, 33530 First Way�Sout6, PO
9718, Federal Way, WA 98063-9718 ,
b cons�er anrni�l changes to the C�y
of Federal Way Comprehens� r e P lan.
ThA 2002 Comprehen.shna Plan Update
h x� u d e s u p d a t e s ro�ters a n d m a p s
of the cort�prehensiv�e pfan; a request
Wednesday, October 23, 2002 � Feder W ay Mirror Page A I I
by the Ci�+ Parks, Recreation, and Cul-
tural Services (PRCS) Department and
the Surtace Water Management (SWM)
Division to add a policy to Chapter 6,
Capital Facilities,pertairnng to acx�nsi-
:ion of land and planning for �ublic
open space, recreation, pubfic educa-
tion, and stream preservation within the
Hylebos Basin; and site-specific
requests by the public for changes to
comprehensrve Qlan designations and
zoning as descnbed below:
Request:l
'ile No.:01-103839-00-UP
Ap Iicant: Taylor, Peterson, Robinson
a�0lsen
Description of Request: Change the
comprehensive plan designation and
zoning from Single Family High Density
Residential and RS 7.2 (one unft per
7,200 square feet) to Neighborhood
Business (B(�
S(ze: 2.64 acres
Location:01-103689 UP
Request:2
File No.: 01-103689-�-UP
Applicant: STRS Associates
Description oi Request: Change the
comprehens�ve. plan desigrtation and
zoning from Business Park (BP) to
Community Business (BC).
Size: 5.44 acres
Locatlon: North of S 356th St and west
of Encharrted Pkwy S
Request:3
Flte No.:01-10355400-UP
Appltcent: Cierget IrxiusMes L.P � �
Desc�ption of Request: Change �e
comprehensive plan de�ignation and
z o ni n g irom Business Par�c (BP) to
Communiry Business (BC).
Size: 4.27 acres
Location: North of S 356th St and west
of EnchaMed Pkwy S
Request: 4
File No.: CPA99-0008
Applicant: Richard Borsini on behalf of
Campus Gateway Associates, Gene
Merlmo-, and Chase WN Trust
Description of Request: Change the
camorehensive olan desi�nation and
zoning from Business Park (BP) to Mut-
tiple Famiiy and RM 2400.
Size:13.35 acres
Location: South of S 336th St and
west of Paafic Hwy S, west of the on-
site wetlands
The official �le is available for public
review at the Department of Community
De�relopment Services (33530 First
Wav Southl. A staff reoort will be avail-
able to the pubtic on October 30, 2002.
For additional information, please call
Margaret Clark, Senior Planner, at 253-
661-411 i. Any person may submft writ-
ten comments to the Planning Commis-
sion, or may appear at the public hear-
ing to give public testimorry.
LEGAL N0. FWM-489
Pubiished: Federal Way Mirror
October 23, 2002
City of Federal Way
Comprehensive Plan
2��2
SITE SPECIFIC RE�UESTS
FOR COMPREHENSIVE PLAN
DESIGNATION CHANGES
Composite Map
Legend:
••, i City Lfmits
� ' Potential Annexation Area
'�'Site Requests
�
'N
• �rnM.e.oaee«+a,�oo:
•
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0 0.6 1 1.6 2 Mlles
• •
VILMA SIGNS
Vilma Signs is a retail store that makes and sells signs for end use
customers. The store is located at 30432 Military Road South. It has operated at
this location for 20 years without complaint or incident. It has operated at this
location long before FW became a city and long before the comprehensive plan. It
has several employees and provided jobs to our community. Interstate 5 forms the
east and south boundary of the property. Across the street from Vilma Signs is
Pat's Plumbing.
The report before you contains a staff recommendation at page 7 under
conclusions. The recommendation can be boiled down to several key points:
� 1. Vilma Signs and Pat's Plumbing are non-conforming businesses
based on current zoning.
2. The staff has made a preliminary determination that Vilma Signs is a
BP (Business Park) classified business; and
3. The staff recommends that the zoning be changed to BN (Business
Neighborhood) and that Vilma Signs will still be a non-conforming business.
Non-conforming means that any expansion in gross floor area or any
structural alterations, such as changes to the appearance of the building would
require that the use conform to those allowed in the BN zone. This means that if
Vilma Signs makes any changes, the City will shut them down and put them out of
business. I would note that this comment appears to take liberty with the code
since the code defines structural alterations as changes to structural members not
simple changes to appearance. Page 7.
In short, the preliminary recommendation fails to address the problem. In
addition, it makes an assumption with respect to the classification of Vilma Signs
that is not necessarily applicable. Finally, it ignores the historical facts.
The facts:
1. Vilma Signs has operated in this location for at least 20 years
without complaint or incident.
2. It is a retail sign store that makes and sells signs to end use
customers. It is analogous to a retail t-shirt store that also does silk screening.
3. Military road is a major arterial under the comprehensive plan.
EXHIBIT�LS._._
PAGE�_4F!..�..
� �
4. Vilma Signs and Pat's Plumbing are next to I-5 and essentiaily
isolated by the freeway and the triangle formed by the east and south freeway
border and north border of 304th street.
5. There is no residential impact. As previously noted, these businesses
have been here for 20 years with no complaint from distant residential areas.
All of this raises two simple questions:
1. Why the conclusion at page 7 that Vilma Signs is not a conforming
business under the BN classification or conversely why is Vilma Signs considered
by the staff to be in the BP classification?
� [Since BN applies to retail establishments and office space, where as BP
applies to wholesale manufacturers, and "fabrication, assembly and distribution"
which are �vholesale functions.]
2. Assuming Vilma Signs is a BP classified business, then why not
recommend that the zoning be changed to BP in order to bring all the businesses
into conformance because, as we have seen, these businesses have operated at this
location for 20 years without incident or complaint.
In short, commonsense dictates that we classify these buildings in a manner
that would allow them to operate as conforming businesses and maintain local jobs
in our community.
EXHIBIT..l�.._
PAGE�OF!�
�
EXHIBIT 1
STAFF CONCLUSIONS
�
ExH�B�T js
PAGE...�.._4F-L3�--
� �,,
} �.
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Potential Traffic Impacts:
•
Two of the parcels are developed with nonconforming commercial uses and the other two are
developed as residential uses. Any changes in comprehensive plan and zoning designations will not
result in potential traffic impacts. If the peoperly redevelops, traffic impacts associated with a
different or more intensive use would be evaluated. However, given the size of the parcels, any
change in use would not be expected to be significant.
Projections for Population and Employment:
If a change in comprehensive plan designation and zoning from Single Family High Density
Residential and RS 7.2 (one unit per 7,200 square feet) to Neighborhood Business (BN) is
approved, and the two parcels presently being used as residences are converted to neighborhood
type business, the number of residential units would decrease by two and employment would
increase depending on what uses were developed on the site.
Conclusion:
The overall vision of the comprehensive plan is to attract commercial development to the downtown
(City Center Core and Frame); to Pacific Highway South, generally between South 272ad Street and
South 348�' Street; and to the areas found around South 348�' Street, approximately between SR-99
and I-5. In addition, there are about a dozen nodes of Neighborhood Business located throughout
the City. These nodes have traditionally provided retail and services to adjacent residentiat
neighborhoods.
These parcels are located on Military Road, a busy arterial, and based on noise impacts, they may
be rnore suitable for commercial than residential uses. The July 2000 Market Analysis by
ECONorthwest concluded that the City had an adequate supply of land to accommodate the 20-year
employment forecast. There is adequate capacity in both the Community Business (BC) and the
Nei hborhood Business BN zonin districts. However there is less ca act m the BN zone
relative to future abso tion than in the BC zone. at's Plumbing and Vilma's Signs are not uses
allowed in either the BN or BC zone, however, they are allowed in the Business Park (BP) Zone.
Neither BC nor BP zoning are appropriate for this area based on the residential surroundings.
Zoning the parcels BN would allow the continuation of the two commercial uses as legally
nonconforming uses. This means that the uses may continue unless they trigger certain provisions of
FWCC Chapter 22, Article IV, "Nonconformance " For example, anv expansion in Qross floor area
or a structural alterations such as chan�e to the appearance of the buildin�, would reQUire that
t uses conform to those allowed in the BN zone, which would mean that the extsttng piumbtn�
and sign businesses would no longer be allowed. However, these properties could be sold in the
future and developed for a commercia( use permitted in the BN zone.
EXHIBIT.l�._�
PAGE._,.l�..,._aF 13
Pagc 7
•
EXHIBIT 2
•
BN BUSINESS NEIGHBORHOOD
CLASSIFICATION CRITERIA
EXHIBIT
PAGE.�_�F-�--
I'age 17 oi' 62
Process 1, Il, [I1 and IV are described in
22-351 - 22-35(�,
22-3G1 - 22_37(t,
2� I,
22-43_l - 22-=16(1 respectivcly.
(Ord. No. 97-300, 3, 9-16-97; Ord. No. 00-363, 6, 1-4-00)
- m
�2�(11 - 22-730 Rescrvcd.
m =
� 1)ivision 6. Nci�hborl�uod 13usiness (13N)
o.. _._.-
�
appropriate public
rights-of-way. Refer to
22-967 for
Jevelopment standards
appiicable to aliowed
rypes of PWSNs.
For other
information about
parking and parking
areas, see 22 _137�
e[ seq.
For details of what
may exceed this
height limit, see 22-
10�16 et seq.
For d�tails
regarding required
yards, see 22
et seq.
-7 I Ojfire/i•etuil.
e following uses shall be permittecl in the neighborhood business (BN) zone subject to the regulations
d notes set forth in this section:
USE ZONC CHART
UIRLC"1'IONS: fIRS l', rcad do�vu �u find usc ...'I'li[:N, s�cross li�r RC•GUI.A'fIONS
USL RGGUI.A M x�
Rcquired Rcquirtd
Rcquircd Ynrds Ficight nf ,
Rcvi�w Slruclure I orking �
I'roccss t Spaces SI ECIAL
Sizc SiJ� REGULATIONS AND
� f�ronl �eadi) Rear NO'1'CS
�
L The hours of operation of
retail uses may be limited to
reJuce impacts on nearby
residentiul areas.
�
�
Office use
Retail establishment selling
groceries, produce and related items;
drugs and personal care products;
books; liquor; hazdware, garden,
retail nursery stock and related items
(excluding bulk and big box retail);
household goods and furnishings;
clothing, variety, home electronics,
sporiing goods; or works of art
See note 13
�
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Page 18. of 62
2. Assembly or manufacture of
goods on the subject properry
is permilted only iL•
a. The assembly or
menufacture is cleariy
�ccessory to an allowed use
c�nducled on the subject
property and is directly
related to and Jependent on
this ailowed use; and
b. "fhe assembled or
manufactured goods are
available for purchase and
removal 1'rom the subject
property and are for sale
only to retail purchasers; and
a "I'here are no outward
appear�ncc or impocts from
the assembly or
manu facture.
3. 1Cany portion ofa structure
on the subject property is
within ]00 [t. of a residentia)
zone, then that �rtion of the
structure shall not exceed 30
ft. above average building
elevation and the structure
shall be sel back a minimum
of 20 ft. from the property line
of the residentiul zone.
4. No outdoor use, activity or
storoge is permitted except as
follows:
a. Nursery stock for sale on
die subject property may be
stored outsiJe.
b. Seasonal items such as
Christmas trces, pmnpkins
and locally grown produce
may be sMred or sold
outside, provided that tt�is
activity is located on the
subject property as far as
Ewssible from t►ny residential
zones and does not
unreasunably interfere with
nenrby residentinl uses.
5. Access to anJ from drive-
through facilities must be
lpproved by the public works
department. Drive-through
facilities must be designed so
that vehicles will not block
traPtic in the street while
waiting in line and will not
\J
C�
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Page 19 of 62
Process i, II, III and IV are described in
22-351 - 22_356,
22-3G 1 - 22_3�0,
22_3� - 22 t,
22 i - 22-4G0 respectively.
22-721 O%lice/i•etail. (Co�rti�ru
unreasonably iuterfere will�
ou-site trul7ic tlow.
(Continued on next page)
Poe other information
about parking and parking
areas, see 22-1376 et seq.
['or details of what may
exceed tl�is height limit,
see 22-1 �46 et seq.
For details regarding
required yards, see 22_
I I 3 I et seq.
USG ZONL Cl{ART
DIREC"fIONS: PIRS'1', rcad do�vn to Find use ...'1'IiGN, xcross for RECULA'I'IONS
USG RCGULATIONS Mininwms
� Required tleiglil Required
0
Review Required Yards �f Parking
Process �" Structure S aces
Size g ���� n SPGCIAL RGGULATIONS
= Pront ��.�`��� Ite�r AND NOTGS
��
elail establishment providing
anking and related fnancial
ervices
etail establisliment providing
laundry, dry cleaning, beauty and
barber, video rental or shoe repair
services
See note
0
�
G. The fullowing regulations apply to
veterinary office only:
a. May only treat small animals on
the subject property.
b. May not include outside runs or
other outside facilities for tlie
unimals.
c. The site must be designed so that
noise from this use will uot be
audible qff the subject property,
based on a certificate to this el7ect
signed by an nwuslical engiueer
and filed with the development
permit application.
7. No maximum lot coverage is
establishecl. Instead, lhe buildable
area will be determined by other site
development requirements, i.e.,
required buffers, parking lot
landscaping, surface water facilities,
etc.
8. For communiry design guidelines
thnt apply to llie project, see /�rticle
X�X.
9. For landscaping requirements that
C �
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LJ
Page 2U of 62
Process I, [I, III and IV are described in
22-�51 - 2?-35G,
22 - 22-370,
22_386 - 22-41..�,
22�431 - 22-460 respectively.
apply to the project, see Arlicie�Vll.
10. For sign reyiiirements that apply
ro the project, see Article XVIII.
( i. ReFer tu 22,9a6 et seq. to
determine w-i�at other provisiot�s of
tliis ch�pter may apply to the subject
property. ..
12. May be approved by the director
ofcommunity developnient services
if lhe proposed use is determined to
be cousisteut with adopted ,
comprcliensivc policies for tliis zone.
13. Gross (loor area of any one of
tliese uses m�y not exceed 40,000 sq.
ft.
For other information about
parking and parking areas, see
22-137C et seq.
tor details of what may exceed
this height limit, see 22-1046 et
seq.
Por det�ils regarding required
yards, see 22..- I_131 et seq.
� m(Ord. No. 90-43, 2(45.55), 2-27-90; Ord. No. 93-170, 7(Cxli. B), 4-20-93; Ord. No. 96-2�0, 5, 7-2-96; Ord.
� � No. 97-291, 3, 4-1-97)
m =
_
� 22-722 L►tterlui�t�r�ent
�' 1'he following uses shall be permitted in the neighborhood business (BN) zone subject to the regulations
� and notes set forth in this section:
..0 USC ZUNL CI[ART
DIRftCTIONS: F1f2S"I'. re�d do�vn to Cnd use ... TFIEN, across fiir R[;GULATIONS
�
USE RECULATIONS �•1inimuros - r -�
l�
Required Required l'ards I leight of Required
Rcview � �� Structurc I'arking Spaces ,
t'rocess S P CC I A L
S "` side Rt;GULATIONS AND
Front � Rcar NOTGS
I. Gross floor area of this use
may not exceed: 7,500 sq. A. for
restaurants; 5,000 sq. ft. for fast
food res�aurants; 10,000 sq. (t. for
private club or lodge.
2. I f any portion of a slructure un
lhe subjecl properly is within IOU
�
�
•
L�
EXHIBIT 3
BP BUSINESS PARK
CLASSIFICATION CRITERIA
•
EXHIBIT�.-.
PAGE._c�.__oFc�
h ��'
:; t,�, ;,,
�� K
e
:,:
. -,s.
Page 33 of 63
�
Process I, II, III and IV are described in
��.1- �2�k>
2_ 2_361 - 22-3Z�,
22-�$6 - ��1L
�� - �-4�C0 respectively.
�
No. 97-300, 3, 9-16-97; Ord. No. 00-363, 11, 1-4-00)
�
2�6 - 22-S6U Reseri�ed.
� �
r� '
� ��
� Division ld. Business Park (BP) �.
�
located in public
rights-of-way, on
existing structures
located in the BPA
trail, and bn existing
structures in
appropriate public
rights-of-way. Refer to
22-96 for
devclopment standards
applicabie to allowed
types of PWSFs.
For other information
about parking and
parking areas, see �
.l�¢ et seq.
For details of what
may exceed this height
limit, see 2�-1046 et
seq.
For details regarding
required yards, see 22-
� 13� et seq.
-861 Fabricatiun, assembly a►�rl dtstribirtion - Generally.
� The following uses shall be permitted in the business park (BP) zone subject to the regulations and notes
i s t forth in this section:
USE ZONE CHART
DIRCC1'IONS: F1RST, reaJ down to find use ,.. TH�N, aeross for RCGULATIONS
USE RECULA7'IONS Minimums ��
Rcquired Required ��
R�view Required Yards Height of parking
, Pra:ess �•01 Structure Spaces SPECIAL
siz� Side RECULATIONS AND
Front �Cach) Rear NOTES
�
�
Engraving and stone cutting
industrial laundry facilities
W sale rintin and publishing
a nca wn o: c ay, glass,
n i lic ght stone and china
products; signs, advertising
displays; components and patts for
vehicles, boats and aircraR; metal
plating and coating,
.
m
�
�
�
�
�
�
`
�
�
2? ft. 20 ft. 20 ft.
ot
35 ft. 20 fl. 20 R.
Process 1.5 40 ft.
II acres above 1 for each
Possible See average 1,000 sq.
Process notes building R. of
IIl 3, E, elevation gross
See note and See notes floor area
1 13 or 1 and 5
50 R. 20 ft. 0 R.
See notes 2, 5 und 10
Page 34 of 63
l. lf approved through process III,
the height of s structure may
exceed 40 ft. above avarage
building elevation, to a ma�cimum
of 55 ft. if all of the foliowing
criteria are meh
a. The additional height is
necessary to accommodate the
particular use conducted in the
building; and
b. The subj�ct property does not
adjoin a residential zone; and
c. Each roquired yard abutting the
structuro is increased one ft. far
�ach one ft. the shvcture exceeds
40 ft. above average building
elevation; and
d. The increased height will not
block views designated by the
comprehensive plan; and
e. The increased height is
consistent with goals and policies
for the area of the subject
properiy, as established by the
comprehensive plan.
2. Front yard setback: 25 ft. if entry
is visible from right-of-way and
front facade is IS%glass; 35 R. if
landscape buffer and stormwater
facilities are located in the front
yard or 50 R. if parking and driving
aroas are located in the front yard.
3. Under this section this use may
include an accessory office
utilizing no moro than 50% of the
gross floor area of this use and
accessoty rotail sales and service
facilities utilizing no more than
20% of the gross floor area of this
use; provided, however, that the
primary use utilizes a minimum of
SO% of the gross floor area of this
use.
(Continaed on next page)
� For other information about
Process I, lI, III and IV are describ�d in parking and parking areas, see
22-13�6 et seq.
22_351 " 22-35¢� For details of what may exceed
���¢-�- "�"��� + this height limit, see 22-1046 et
22-386 - �.L� � �
2�43� - 22-460 respectively. ' seq.
For details regarding required
• yards, see 22-1 I31 et seq.
�
•
Process I, II, IIt and IV are described in
22-35 j - 22-3,�5 ,
2?-�61. - �ZQ,
�-3$¢ - �11_�
22.431 - 2 -4 respectively.
22-861
� E
�
m
~ s
� ��
�+ �
Page 36 of 63
the impacts of other uses
' permitted in this zone.
(Continued on next page)
For other information about
parking and parking areas,
see �2-1�Z6 et seq.
For details of what may
exceed this height limit, see
�2-LQ4¢ et seq.
For details regarding required
yards, see 22-��.31 et seq.
an�! distribttlion -
USE ZONE CHART �
UII2EC'1'IONS: FIRST, read down to fin�l use ... THEN, across I'or REGUI.ATIONS
REGULATIONS Minimums ���
' Reyuired Height Required ��
Required Yards ,
Review of l arking
I'rocess �' Stiucture Speces SPECIAL
Size Side RCCULATIONS AND
Front � Rear NOT$S
Manufacturing of food products,
textiles, leather products, fabric,
apparel, printing, publishing and
photo finishing applied products
Automotive emissions testing
faciliry
Any fabrication, assembly,
distribution, repnir and technology
facilities other ihan listed in this
mn�
See note 7
8. No maximum lot covecage is
established. lnstead, the buildable
area will be determinod by other site
development requirements, i.e.,
required buffers, parking lot
landscaping, surface water facilities,
etc.
9. For community design guidelines
that appty to the projcet, see icl
��.
10. For landscaping requiroments
that apply to the project, see Article
VL
11. For sign requirements that apply
to the projec; see Article XVlli.
12. Refer to 22-946 et seq. to
determine what other provisions of
this chapter may apply to the subject
ProPe
13. The development must contsin
atlesst 1.5 acres; provided,
however, this use may be conducted
on a tot of any siu iL
a. The lot lines defining the lot
were lawfully created prior to
�
�
12/04/2002 23:05
253E391941
�
Law Offices of
P��
&
Lawyers ���i �,
� wPr�oed$avieeCorpo�uian
Gaylen B. Payne 30640 �aci�c Highway South, Suite C
Timothy T. Hickel Federal Way, Washington 98003
Decetx�ber 5, 2002
Ms. Kathy McClung .
Uizector af Conannw�ity Developm�nt Services
City of Federal Way
33530 lst Way S
PO Bax 9718
Federal Way, WA 98063-9718
Re:� Vi1ma Signs
30432 Military Road S
Dear Ms. McClung:
�
r�Ut ei
Telephone
(253)839-1730
Fax (253) 839-1941
We appreciate the recent recommendation of the City of Federal Way to change the
�.oni,�ag im the ar�a affecting Vi.lzna Sigr�s to BN {Business Neighborhood) as it more appropriately
addresses the significant changes that have taken place over the years and more properly reflects
the character of the neighborhaod.
Ou.r concein is not with respect to the designation of the land as BN (Business
Neighborhood) but the classification of Vilma Signs as a BP {Business Park) classified business.
I# is our position that Viima Si$ns is a BN (Business Neighborhood) business within the
criteria of Chapter 22, Section 721 as "Other =etaiUo�fi.ce uses not specificaily listed in the zon�"
that the director of community development services may a�rove.
Vilma Signs is a hybrid in t�,at �t functions as a small rEtail stare and also provides
graphic.design services and silk screening in support of the products it sells to its retail
customers. Ihe store has beez� xn business at its present locatian �or apgz�oximately 20 years and
is hamionious ta the overall r.nake-up of the area.
The business is located on 0.3 aeres of latid and�is sandwiched between i-5 antd i�Iiiitary
Road. Because of the geographi�c constraints, this parcel will always be ]amited to very s�naIl
�retaiUoffic� use.
Businesses to the north of Vilma Signs on Military Road at Sauth 28Ath Street include: a
�etail "Dollaz" store, gracery, video rental, dzy cleaners, restaurants ar�d bars, a�as station„
EXHIBIT � ` �
PAGE.�..�
L2/OS/02 THU 12:10 (T%/R% NO 90�8]
12/04/'Lbb'L 'G�: b5 'LS�C�yly41
•
Law O�ces of
PanvE
&
HICKEL
December 5, 2002
Page-2
u
bakery, bazbershop and a smoke shop. Businesses located South of Vilma Signs on Military
Road include a financial se7va,ces and accounting o�fice, Montessari school, convenience store,
autobody repair shop and miscellaneous other small businesses. A�z�oss the street from Vilma
Signs �s Pat's Plumbir�cg. �iJ,ma Sngns is hartnanious with these businesses, aQd in terms of
square �ootage is at the small end of the retaiUaffice scale.
• In contrast, tlie BP (Business Pazk) classification addresses "fabricatic�n, assembly and
distzibution" facilities lazgely at the wholesale leveI and on a larger scale. In addition, the BP �
class�fication includes hazardous waste treatment facil.ities, chemical manufactu�iz�g, gravel batch
plan#s, whoiesale d'zstribution warehouses, autv bady repair, and the like. Vilxna Si�ns does not
properly �t in this category and the pcoperry wottld never be h.atmoniaus with these types of uses
given. its small retaiUoffice natur�.
For th�se r�asons, we wvuld respectfully xequest a formal review o� the classifieation of
Vilma Signs by the directoc o�community develapmez�t services and would request status as a
confornv.ng business ander the proposed BN (Business Neighborhood) zaning. V�le would also
invite the J�irector aad any other in,tezested �arties ta V�I�aa Signs for a site taut.
Thank you for your considera#�on of this request. We would also a�preciate notice of all
furthet proceed'zz�s involving this issue.
Sincerely,
Payne & H�ck Inc. P.S.
�--
� �'�..1
Timothy . ickel
TT'H't
Cc: Ms. Vilma Tayloz�
EXHIBIT `
PAG�.�Z Q� Z
12/05/02 THU 1Y:10 [TZ/R% NO 9048]
U L
�J
�
v
Division 6. Neighborhood Business (BN)
22-721 Uffice/ret�iL
The followin� uses shall be permitted in the neighborhood business (BN) zone subject to the regulations and notes set forth in this section:
USI; ZON1, CHAI2'1'
�, DIRECTIONS: FIRST, read dtiwn to tind u.e ... THEN, across for REGULATIONS
z Minimum,
C
� y Reyuired Yard. � ZUTjE
u
�` ' BN
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USI; z ` 3 � " � ` ��
7 'v V1 � � �., pU .i � Y
b {' � � � � .,�� � z �? � a SI'ECIAI, KEGULAI'IONS AND NUTES
Off'ice use Pruce.s N�me o ft. 10 R. 10 ft. 35 ft. I f��r each I. The hewrs of oper,�tion uf retail uses may be limired ro reduce impactx on neivby residentinl xrenc.
I I :�buve 3u11.y, ft. of 2. Assembly or manuf'��cture al' g<xxis on the .ubject propeny is pennitted onty if:
Retail Set :rverage gru.s tloor a. The as�embly or manufacture is.clearly accessory to an �illowed use conducted on the subject pr�peny and is direcNy
establishment nore 7 builJing area related to and dependent on this xllowed usr, end
selling gnxerie., tlevation b. The axsembleJ ur manut;ictured goods :+re available Por purchase and remov�l from die subject pmperty �nd are for sale
pnxluce and [)etermined nnty to ret.iil purchnsen; and
reluted items; See note 3 un .i case- c. "fhere are no nutward .ippe:vance.nr impacts from the assembly or manufacturc.
drugs and by-case 3. If any porrion c�f a struclure on tlie subject properiy is witliin I UO ft. of a residential zone, then t�iat portirni of the structure
Exrun:d r.ue b:�sis fur xh all not excezd 3U ft. alwve average building elevation .uid the structurc shall be set bxck a minimwn uf 2U ft. from the property
prcxlucls: bcn�k.; mixed�u.es line oflhe residenlial ione.
liyuor, h:u•dwar�. 4. No outdiior use. F�ctivity or .torage is pennitred except a� fc�llowx:
gardru. rctail 5rr nu�es 1 aod y a. Nur,rry .iuck fur s:de un the .ubject property may be sti�red ouhide.
nursery sturk b. Se:�sun:d items surh :i. Chrisunas trees, pumpkin. and locally grown prociuce may be stc,red or culd outside. provided that
.u�d rcLued i�ems this activily is locared un the subject properry ax far us poxsible from uny rcsidential zones and doe. not unreasanably interfere
(excluding bulk with nearby rcsidenti:d uses.
:md big bw 5. Acces. to und I'rum drive-ihr��ugh facilitiex mu.t be approved by the public works depf�rtment. Drive-through facilities must
rttaill; be de.ignrd w th:u vehiclts will not blixk traffic in �he sirret while w,iiting in line and will not unreasonably inrerfere with
household c�wd. on-site traffic t7ow.
:md fumi.hingx;
clotliing, v,viely, (Cunliuued on nexl p;ige)
home
elertmnicx.
.�,M��,� E „�,�i, ;
or work, uf an
See nute I 3
Prucess 1. II. III xnd IV are describeJ iu Fe�r whrr infurmaliun :Qx+ut p:u•king :md parking :ir�as..re � 22-13�6 et +ey,
�� 22-35I - 22•356.
22-3G1 -22-;�11,
22-3R6 - 22•41 I. I'ur delaih uf whal ui:ry rxceed thi� hright limi�, sri � 2?-111.ih et sey.
22-431 - 22-4hc1 respectively. For de�ails rrgarding irquircd yarJs. see � 22- I I 11 �� sry.
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22-721 Office/retail. (Continued)
USI: ZONE CHAR'l'
�, DIRECTIONS: FIRST, read down to find u�e ... THEN, across for REGULATIONS -
Z Minimwn.
C
� r Reyuired Yardx � Z(�r(�
u �
� � � � BN
.. a � : • ` .�
s ;_' ; � �i � � °b .
USL a �5 .d 'v, � ,� �, :, '_ �`
1 ' ° � ° ' ` � ` SI'l;CIAI, REGUt.A'1'IONS ANDNO'fES
� p � z ,� u. in � � r`n �'a'
Retail 6. The following rcgui:�tiom apply to veterinary office onl}^
e.rtablishment n. May only trcat .mall animals on the subject property.
providing b. Mey not include outside runx or other outside facilities for the animals,
banking and c. The site nivat be designed so that noise from this uu will not be audible off the subject property, based on n certificate to
rclated tinancial this effect signed by an acoustical engineer and filed with the devdopment perrnit application.
aervice� 7. No maximum tot coverage ic extxblished. Instehd, thc buildable area will be determined by other site development
reyuirementx, i.e., required bufl'erx, parking lot l iltl(ISC.IP111�, SU�eCE Wi1fCY fAC1I1NC5, GtC.
Retail R. For comrouniry de.ign guidelines that apply to the project, see Article XIX.
establishment 9. For I.mdscaping reyuirements thxt apply ro the project, see Article XVII.
providinE 10. For sign rcyuirements th.it apply to the pmject, see Article XVIII.
laundry, dry I I. Refer to � 22-946 et sey. to detennine what other pmvisions of this chapter may xpply to the subject propeny.
cleaning, beauty 12. Muy be approveci by the director of communiry development services if the proposed use is deterniined to be consistent with
nnd barbtr, video adcipted comprehensive policies for this zone.
rental nr shoe 13. Gross flcx�r area of any one of these uses may not exceed 4(1,tHX1 sy. ft.
repxir ser��ices ,
Odier retail uses
nol spzcitia�lly
lisl�d in thi�>une
See note 1:
Prurrss I. II. I I I und I V are cle.cribed in for c�lhtr in(unnsition abow parking und p�lrking ;irca., see .��' 22-1376 et sey.
�� 22-351 — 22-35G.
22•3G1 —22•37t1.
?2•3x(� — 22-41 I. For deiails ol' wluu may exc�eJ this height limit. see $ 22- I(146 et sey.
:2-43 t— 22-4GU resperti��ely. For detail. re�cvding reyuircd y;�rds, xee § 22-I 131 et sey.
(Ord. No. )U-43, § 2(45.55), 2-27-90; Ord. No. 93-170, § 7(Exh. B), 4-2U-93; Ord. No. y6-27O, § 5, 7-2-96; Ord. No. 97-291, § 3, 4-1-97)
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.
FWCP — Chaoter Two, Land Use
�
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 size 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 and Community
Design Guidelines, address design quality, mixed-use, and the integration of auto,
pedestrian, and transit circulation. Site design, modulation, and setback requirements are
also addressed. Through regulations in the Communitv Business land use chart, �the size
and scale of hotels, motels, and �si�t��ex�� office uses s�e� have been limited in scale
so as not to compete with the City Center.
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
��
LUP38 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.
�49
LUP39 Encourage auto-oriented large bulk retailers to locate in the South 348� Street
Community Business area.
Neighborhood Business
There are ��}� 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. T-� °�= The FWCP recognizes the importance of
firmly fixed boundaries to prevent commercial intrusion into adjacent neighborhoods.
A "n 1 .an rF �f �1� 1 �UC i. �-ol�oro�i�n r�l.�hr��r� ..r.+..000
r ar
e �
��'
EXHIBi�'
PAGE_��'�_�----_ _
Revised �A98 ?�2 . II-25
•
FWCP — Chaater Two, Land Use
•
Neighborhood Business areas are intended to provide convenient goods (e.g., groceries
and hardware) and services (e.g., dry cleaners, dentist, bank) at a pedestrian and
neighborhood scale close to adjacent residential uses. Developments combining
residential and commercial uses provide a convenient living environment within these
nodes. In the future, attention should be given to design features that enhance the
appearance or function of these areas. Improvements may include sidewalks, open space
and street trees, and parking either on street or oriented away from the street edge. The
function of neighborhood business areas can also be enhanced by safe pedestrian,
bicycle, and�transit connections to surrounding neighborhoods.
The need to address expansion or intensification may occur in the future depending on
population growth. Future neighborhood business locations should be carefully chosen
and sized to meet the needs of adjacent residential areas.
Goal
LUG7
Policies
�4�
LUP40
�4�
LUP41
�4�
LUP42
�P-44
LUP43
�4�
LUP44
�46
LUP45
Revised;t�99 0,�02
Provide neighborhood and community scale retail centers for the City's
neighborhoods:
Integrate retail developments into surrounding neighborhoods through
attention to quality design and function.
Encourage pedestrian and bicycle access to neighborhood shopping and
services.
Encourage neighborhood retail and personal services to locate at appropriate
locations where local economic demand and design solutions demonstrate
compatibility with the neighborhood.
Retail and personal services should be encouraged to group together within
planned centers to allow for ease of pedestrian movement.
Neighborhood Business centers should consist of neighborhood scale retail
and personal services.
Encourage mixed residential and commercial development in Neighborhood
Business designations where compatibility with nearby uses can be demonstrated.
EXHIBIT�!_-- ���- -
PAGE-OF '� --_-
�
FWCP — Chaoter Two, Land Use
�
��
Li�P46 Neighborhood Business areas should be served by transit.
� .
LUP47 The City shall limit new commercial development to existing commercial
areas .to protect residential areas.
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.
�ffiC@
Federal Way is well known for its quality office parks. Developments within the East
and West Campus areas embody good design and are representative of desired future
office park development. Office park development in West Campus 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 Professional O�ce designation is intended to allow for well-designed small-scale
office development compatible to adjacent residential neighborhoods.
Office Park
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
Revised �A99�2
The Corporate Park designation applies to the Weyerhaeuser
Corporate Campus, generally located east of Interstate Highway 5. The property is a
unique site, both in terms of its development capacity and natural features.
'��� 2 °^^��^. Office Park designations with OP-1, 2, and 3 zonin� and some
�,
HIBIT �
. GE _��F�._.__��-2�
- .. W
• •
CITY OF (�
_ -_ � �
�/� �� 33530 1 ST WAY SOUTH
December 21, 1999
Ms. Carolyn Lake
Williams, Kastner & Gibbs
VIA Fax(253)593-5625
1145 Br9adv��y P1aza,. Suite # 104Q .-
Tacoma, WA 98402
Re: Cartland Property Located at 30459 Military Road South, Federal Way — File No.
UP199-0028, Plumbing Service Contractor, King County Tax Parce1092104-9100
Dear NIs. Lake:
The city has completed an administrative review of your Use Process I application and letters
dated November 29, 1999 and December 10, 1999, requesting approval of a plumbing service
contractor business at the above referenced site.
In summary, the proposed plumbing service contractor business use would be considered a legal
nonconforming use of the subject property since the site has previously been lawfully used as a
contractor yazd as discussed below. �
This Use Process I decision is supported by the following information. The subject property is
zoned RS 7.2 (Single Family Residential), and was previously occupied by Cartland Alarm,
which included a dispatch operation and electrical contractor staging yard. The Cartland Alarm
use was considered a legal nonconforming use, since the use was legally existing prior to
incorporation of the City of Federal Way in February 1990. Further, on October 21, 1999, the
city approved a Process I application to operate a towing yazd at the subject site, based on the
findings contained in the Process I decision for file UP 199-0021.
The proposal for a plutnbing contractor business does not exceed the change of use criteria
contained in "Federal Way City Code" (FWCC) Section 22-1, as described in your November
29, 1999 and December 10, 1999, correspondence. Therefore, this approval is for a plumbing
service contractor whose work is primarily conducted off-site and further described as follows:
the business includes approximately 15 employees of which five would be on-site o�ce sta.ff and
the remaining ten would be field workers; the business includes approximately ten-commercial
vehicles and parking for the 15 employees; the business includes outdoor storage of plumbing
supplies of a temporary and incidental nature; hours of operation are 6:30a.m. to 6 p.m: Monday
through Friday and 8:00 a.m. through 3:00 p.m. Saturday. �
EXHIBIT�_._.
PAGE_!_OF�'�.
'
�
' �--_
(253) 661-4000
FEDERAL WAY, WA 98003-6210
•
Ms. Carolyn Lake
December 21, 1999
Page 2
.
The decision may be appealed in the form of a letter delivered to the Department of Community
Development Services (3353U First Way South, Federal Way, WA, 98003) by January 7, 2000,
by any person who receives a copy of this decision, or by anyone who is aggrieved by this
decision. The effective date of this decision is December 24,1999. An appeal letter must contain
a clear reference to the matter being appealed and a statement of the factual findings and .
conclusions of the Director of Community Development Services disputed by the person filing
�he appeal, and must inclkde �he app�i �e�. ��.r�y �dditional requirements of FWCC Section 22-
356 must also be followed.
T'his decision does not waive compliance with federal, state, and City of Federal Way codes,
policies, and standards relating to this development. Please be advised that opportunity for future
expansion andlor modification of the nonconforming use and site improvements is limited under
FWCC Article IV due to the residential zoning. In additior� there may be code upgrades required
based on the "Uniform Building Code" as a result of any tenant improvement work. A city
business registration must be obtained prior to using the site by a plumbing service contractor. If
you have any questions regarding this decision, please contact Jim Harris, Senior Planner, at
(253) 661-4019.
Sincerely,
(
�
ephen Clifton, P
Director of Community Development Services
` Exhibits: 1. November 29, 1999,Williams, Kastner & Gibbs Letter to Stephen Clifton, City of Federal Way
2. December 10, 1999,Wiltiams, Kasmer & Gibbs Letter.to Stephen Clifton, City of Federal Way
c: Jim Harris, Senior Planner
Vilma Taylor, 30432 Military Road South, Federal Way, WA 98003
- Mazilyn Powers, 30425 Military Road South,-Federal Way, WA 98003
Robert Robinson, 30511 Military Road South, Federal Way, WA 98003
I.:WRMSYS�DOCUME\TUPI� 0038UtESPNSE.DOC ��� � v C������
PAGE_..�_��3�.._
22-864 Warehouses, wholesale dlstrfbutlon — Storage yards — Rental facilities.
The following uses shall be permitted in the business park (BP) zone subject to the regulations and notes set forth in this section:
H
z
0
a
.a
a
� �
USE a
� �
snd wholesale
dimibudon
facilities
Bulk food
preparadon
facilities
N Office and
;`� warehouse
� space,
includtng
equipment
storage yards,
for service
businesses
whose work is
pedormed
orimarilv off
�:
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N
00
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FIRST, road down to find use ... THEN, across for REGULATIONS
✓� KtqWrca Yaras
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� 3 N 3 0
aa � � N a x
Process 1.5 25 ft. 20 ft. 20 f4 40 ft
II acros o � abov
Possible 35 ft. 20 ft. 20 fc. aV°r
Process See bvil!
IIf note 13 °i elev:
50 ft. 20 ft. 20 ft.
Sa note See »otes 2 and 9 See r
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1 for each
1,000 sq. ft.
�f gross floor
1 for each
300 sq. ft. of
¢ross floor
a case-by
e basis
ZONE
BP
SPECIAL REGULATIONS AND NOTES
1. If approved through process Ill, the height of a structure may exceed 40 ft. ab�ve avernge building elevation, to a maximum
�f 55 ft. if all of tht foilowing criteria are met:
a. The additional height is neces.sary to accommodate the particular use conducted in the building; and
b. The subject properry does not adjoin a rosidential zone; and
c. Each roquircd yard abutting the structuro is incnased one ft. for each one f?. the structure exceeds 40 ft. above average
wilding elevation; and
d. The increased height will not block any views designated .by the comprehensive plan; and
e. The increased height is consistent with goals and policies for the arca of the subject property as established by the
;omprehensive plan.
t. Front yard setback: 25 ft. if entry is visible from right-of-way and front facad� is 159'o glass; 35 ft. if landecape buffer and
stortnwater facitities xre located in the front yard, or 50 ft. if parking and driving area4 are located in the front yard.
3. Under this section these uses may include an accessory office utiltzing no morc than 503'0 of the gross floor nrea of this use
md accessory rctail sales and service facilities utilizing no more than 20�'0 of the gross floor arca of this use; provided, however
hat the primary use utilizes a minimum of 50°lo.of the gross floor area of this use.
�. The subject propeRy must be designed so that truck parking, loading and maneuvering areas; arcas where noise generating
wtdoor uses and activities may occur, and vents and similar features are locater as far �s possible from any residentiat zone
snd secondarily, from any public right-of-way.
on next page)
xss 1,11, Ill and 1V aro described in
�§ 22-351 — 22-356,
22-361 — 22-37Q
22-386 — 22-411,
22-431 — 22-460 respectively.
other information about parking and parking areas, see § 22-1376 et seq.
details of what may exceed this height limit, see § 22-(046 et seq.
deteils regarding required yards, see � 22-1131 etseq.
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22-864 Warehouses, wholesale distribution — Storage yards — Rental facilities. (Continued)
USE ZONE CHART
� DiRECTIONS: F1RST, read down to �nd use ... THEN, across for REGULATIONS
z Minimums
O
F� y Required Yards � Z0�(E
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USE a �� .� in � � .. n � '� �
� b o� � cL n a z�n a� SI'ECIAL REGULATIONS AND NOTES
such as 5. If any portion of a structure on the subject property is within 100 ft, of a residential zone, then that portion of the structure
contracrors, shall not exceed 30 ft. above average building elevation and the structure shall be set back a minimum of 20 ft. from the property
janitorial line of the residential zone.
services and 6. May not conduct any activiry or use on the subject property that involves the release of toxic or noxious gnses, fumes or odors.
pest control 7. Public mini-warehouse and storage facilities may include accessory living facilities as defined by § 22-1.
services 8. No maximum lot coverage is established. Instead, the buildable area will be derennined by other sire development
requirements, i.e.; requirod buffers, parking (ot landscaping, surface water facilities, etc.
Mini- 9. For community design guidelines that apply to the project, see Article XIX.
warohouse ]0. For laudscxping requirements that apply to the project, see Article XVII.
and public I l. For sign requirements that apply to the project, see Article XVIII.
srorage 12. Refer to § 22-946 et seq, to determine what other provisions of this chapter may apply to the subject property.
facilities 13. The development must contain at least 1.5 acres; provided, however, this use may be conducted on a lot of any size if:
a. The (ot lines de6ning the lot were lawfully creared prior to the March 1, 1990; and
Merchandise b. The applicant has not owned any contignous lot or lots since March 1, 1990.
andequipment .
rental
facilities
excluding
heavy
equipment,
Process I, II, lIl and IV are described in For other information about parking and parking areas, see § 22-1376 et seq.
§§ 22-351 — 22-356,
22-361 — 22-370, For details of what may exceed this height limit, see § 22-1046 et seq.
22-386 — 22-411, For details regarding required yurds, see § 22-1131 et seq.
22-431 — 22-46U respectively.
(Ord. No. 90-43, § 2(65.20), 2-27-90; Ord. No. 93-170, § 7(Exh. B), 4-20-93; Ord. No. 96-270, § 5, 7-2-96; Ord. No. 97-291, § 3, 4-1-97)
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22-'754 Vehicle and equipment sales, service, repair and rental — Commercial vehicle facilities and yards.
The following uses shall be permitted in the community business (BC) zone subject to the regulations and notes set forth in this section:
USE ZONE CHA.RT .
y DIRECTIONS: FIRST, read down to find use ... THEN, across for REGULATIONS
� Minimums
c � Required Yards � . Z�j�
a � _ ,� a B C .
� y � o ` .� y
USE � ` 3 N �' � ` �
O•� Cn C � r, pp U :1 X
� �' �� S � N � S N �� SPECIAL REGULATIONS AND NOTES
Vehicle service Process None Vehicle service 35 ft. Rental and l. If approved through process [lI, the height of a structure may exceed 35 ft. above average building elevation to a maximum
station or car (1 station and above retail of 55 ft., if all of the following criteria are met:
wash Possible transportation average facilities: 1 a. The additional height is necessary to accommodate the particular use conducted in the building; and
Process facilities: building for every b. The subject property does not adjoin a residential aone; and
Retail I I I 40 ft. I S.ft. I S ft. elevation 300 sq. ft. of c. Each required yard abutting the structure is increased one ft for each one ft. the structure exceeds 35 ft. above average
establishment gross floor building eleva6on; and
Rental facilities:
providing See note area d. The increased height will not block views designated by the comprehensive plan; and
vehicle, boat; or 1 20 ft. 10 ft. 10 ft. e. The increased height is consistent with goats and poticies for the area of the subject property as estabtished by the
drc sala, Retail sales/repair: Otherwise: comprehensive plan.
service, repair; 20 ft. 0 ft. 0 ft. Derermined 2. May not be more than two vehicle service stations at any intersection.
and/or painting See notes f, 3, 7 on a case- 3. Gas pump islands, canopies and covers over pump islands may not be closer than 25 ft. to any property line. Outdoor parking
and 10 by-case and service areas may not be ctoser than 10 ft. to any property line. if gas pump island is on the side or rear and station includes
Merchandise basis miei-mart, front yard setback is zero ft.
and equipment 4. Mechanical repair is permitted as a primary use, but vehicle and boat body repair and painting is permitted only as an
rcntal facilities, accessory use to a new vehicle or boat sales establishment
excluding heavy 5. For community design guidelines that apply to the project, see Article XIX.
equipment rcntal
(Continued on next page)
Oversized
commercial
vehicle faci�ities
and service
yardsincluding
auck scops, tow .
or taxi lots, and
transfer facilities
Process I, 11, 111 and IV are described in For other information about parking and parking areas, see � 22-13�G et seq.
�� 22-351 — 22-35G,
22•3G1 —22-370.
22•386 — 22-41 I, For details of what may exceed this height limit, see � 22-104G et seq.
22-431 — 22-4G0 respectively. For details rcgatding required yards, see § 22-I 131 et seq. '.
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22-754 Vehicle and equipment sales, service, repair and rental — Commercial vehicle facilities and yards. (Continued)
USE ZONE CHART
y DIRECTIUNS: FIRST, rend down to find use ... THEN, across for REGULATIONS
� Minimums
Q � Required 1'ards � ZONE
� � BC
� .o � � o � .o �
USE a �� .� � � u � � � � �
� b a a" a u � a x� a a SPECIAL REGULATIONS AND NOTES
G. Auto and boat body repair and/or painting mny be pemiitted under this section only if:
a. Building luyout and design mitigates impxt of dust, fumes, noisc, glare, odcr, or any other discharge on neighboring uses
and nntura! systems; protects neighboring uses and naturat systems from accident�l spillage, leaknge, or discharge of hazardous
meterial and pollutnnts;
b. A11 stornge, operations, service, painting nnd repair must be conducted within enclosed buildings. Outdoor vehicle storage
areas shall be screened pursuant to § 22-111 L
7. If any portion of n stn�cture on the subject property is within 100 ft. of a residential zone, then that portion of the structure
shail not exceed 30 R. nbove average building elevation nnd the structure shatl be set back a minimum of 20 ft. from the property
tine of the tesidentinl zone.
8. No maximum lot coverage is established. Instead, the buildable arett witl be determined by other site development
requirements, i.e., required buffers, parking lot Inndscaping, surface water facilities, etc. •
9. For conununity design guidelines that pppiy to the project, see Article XIX. �
I0. For landscaping requirements that npply to the project, see Article XVII.
I I. For sign requirements that apply to the pmject, see Articie XVIII.
12. Refer to § 22-9a6 et seq. to detennine what other provisions of this chapter may Apply to the subject property.
Process 1,11,111 and IV �ve described in For other inforniation about parking and parking areas, see § 22-13'76 et seq.
§�§ 22-351 — 22-356,
22•361 — 22-370, For details of what may exceed this height limit, see $ 22-1046 et seq.
22-386 — 22-411.
22-431 — 22-460 respectively. For detnils regarding required yarda, see § 22- I 131 et seq.
(Ord. No. 90-43, § 2(45.10), 2-27-90; Ord. No. 93-170, § 7(Exh. B), 4-20-93; Ord. No. 96-270, § 5, 7-2-96; Ord. No. 97-291, § 3, 4-1-97; Ord. No. 99-
333, § 3, 1-19-99)
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