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Res 90-017 ..-. 0072.15003 JDW/naa 12/19/89 RESOLUTION NO. 90-17 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF FEDERAL WAY, WASHINGTON, ADOPTING AN INTERIM COMPREHENSIVE PLAN FOR THE NEWLY INCORPORATED CITY OF FEDERAL WAY. WHEREAS, pursuant to notice given in accordance with applicable law, the city Council of the City of Federal Way held a public hearing for the purpose of receiving input with respect to the Draft Comprehensive Plan for the newly incorporated City of Federal Way, and WHEREAS, at the conclusion of said hearing the City Council deliberated the contents of said Plan and determined the final form and content of said proposed Plan, NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF FEDERAL WAY, WASHINGTON, HEREBY RESOLVE AS FOLLOWS: Section 1. There is hereby adopted as the comprehensive Plan for the newly incorporated City of Federal Way that certain document entitled City of Federal Way Comprehensive Plan 1990 Prepared by Wilsey & Ham Pacific, a copy of which now is and at all times has been on file with the Office of the City Clerk, which document is hereby inc?rporated by this reference as \,' if set forth in full. '~ section 2. The Comprehensive Plan adopted by section 1 of this resolution shall be in full force and effect February 28, 1990, the date of incorporation for the City of Federal Way. JDWO0707R -1- COpy RESOLVED by the city Council this 27th day of February 1990. APPROVED: ~ekÞ MAYOR, DEBRA ERTEL ATTEST/AUTHENTICATED: ~ {j, ?J¡{~- CITY CLERK, DELO S A. MEAD FILED WITH THE CITY CLERK: December 19, 1989 PASSED BY THE CITY COUNCIL: February 27, 1990 RESOLUTION NO. gO-17 \,' ~ JDWO0707R -2- - ? --=.... ~ ..-..-. . .. --..~ - ~_::-- C I T Y 0 F FEDERAL WAY COMPREHENSIVE PLAN February 27. 1990 II WIISEY&HAM: ~~~ Bet..... WA 91009. TI30 CITY OF FEDERAL WAY COMPREHENSIVE PLAN Table of Contents Page Introduction and Purpose 1 Land Use Element: Housing and Population Issues 4 Policies 7 Commercial/Industrial Issues 10 Policies 12 Open Space Issues 15 Policies 17 Land Use Classifications 19 Land Use Map 24 Circulation Element: Transportation Issues 25 Policies 31 Arterial Street Plan 33 Natural Environment Element: Natural Environment Issues 34 Policies 41 Groundwater Map 44 Sensitive Area Map 45 Three -Year Implementation Objectives 46 I I I I I I I I I I I I I I I I I I I CI1Y OF FEDERAL WAY INTERIM COMPREHENSIVE PLAN w 1990 INTRODUCTION The Federal Way Comprehensive Plan has been prepared to meet the requirements of RCW 35A63.061. Optional Municipal Code. which sets forth the content and procedures for adoption of a Comprehensive Plan to anticipate and guide the orderly growth and development of the City. The Comprehensive Plan is a statement of the community's desires and goals for the future development of the City. and provides the framework for a continuing planning process that will begin with the adoption of this plan. The Comprehensive Plan contains a set of narrative goals. policies and plan maps which will provide the basis for adoption of implementing regulations and other City programs. As presently constructed, the Plan is intended to meet the mlDlmum requirements of RCW 35A63.061 to allow the City of Federal to incorporate with interim plans and regulations by March, 1990. The Plan revision cycle should be initiated as soon as feasible after establishment of the City. to carry out objectives defined in the Plan and to allow full citizen participation in the process. COMPREHENSIVE PLAN FRAMEWORK POLICIES The purpose of the Federal Way Comprehensive plan is to: I. Identify fundamental community concerns and values, and address their relationship to critical municipal functions. II. Identify goals and objectives for mandatory planning elements, and outline priorities and a time schedule for completion of optional elements. UI. Integrate urban design and conservation principles into each plan element and public decisions related to those elements. IV. Provide a process for continuous updating and amendment of the Plan and its implementing plans and regulations. v. Guide development of implementing regulations, procedures and programs. VI. Provide a clearly stated guideline for citizens regarding the development of the City in the future. 1 I I I I I I I I I I I I I I I I I I I PHASE I w MANDATORY LAND USE CIRCULATION NATURAL ENVIRONMENT PHASE II w OPTIONAL PARKS AND RECREATION COMMUNITY FACILITIES CITY OF FEDERAL WAY COMPREHENSIVE PLAN Issue Paoers 1. Housing! Population 2. Commercial! Industrial 3. Open Space (Land Use Map) 4. Transportation Plan and Arterial Street Plan (Street Plan Map) 5. Water Quality 6. Groundwater 7. Hazardous Areas 8. Shorelines (Sensitive Areas Map) Back2found Federal Way C.P. and Zoning Community Issues K.C. Growth Report KC. Affordable Housing Policy Plan K..C. Open Space Plan and Bond Issue K..C. Transportation Plan Functional Classifications Street Standards METRO Puget Sound Water Quality Authority Federal Way Water and Sewer District King County Sensitive Areas Maps KC. Shoreline Master Program UTILmES HUMAN SERVICES 2 I I I I I I I I I I I I I I I I I I I THE COMPREHENSIVE PLANNING PROCESS BACKGROUND ANALYSIS IDENTIFICATION OF NEEDS AND PROBLEMS EVALUATION OF PLAN IMPLEMENTATION PLAN IMPLEMENTATION DEVELOPMENT OF ALTERNATIVES ADOPTION OF PREFERRED ALTERNATIVE PREPARATION OF GOALS AND POLICIES GOAL: A LONG TERM RESULT TOWARD WHICH EFFORT WILL BE DIRECTED BASED ON COMMUNIlY VALUES AND MISSION. POLICY: A DEFINITE COURSE OF ACTION ADOPTED TO ACHIEVE A GOAL. OBJECTIVE: A SHORT TERM TARGET WHICH IS INTENDED TO IMPLEMENT A POLICY. 3 I I I I I I I I I I I I I I I I I I I POPULA nON AND HOUSING Rapid population growth during the last decade has led to an increasing strain on public services and facilities in Federal Way. Recent population forecasts by the Puget Sound Council of Governments indicate that the high rate of growth in King County is expected to continue over the next ten years based on the strong regional economy. which will maintain pressure on cities to increase densities to provide for an adequate land supply for housing. Population within the Federal Way forecast area is expected to reach 100.357 in 1990, and 125,663 by the year 2000. (Puget Sound Council of Governments, Population and Employment Forecasts, 1988). The City of Federal Way is predicted to reach 64,000 by 1990. and 79.000 by year 2000. If the rate of growth remains between 3% and 4% annually. about 2,000 people would be expected to enter the community each year. As available land for residential development diminished and housing prices increased during the 1980's. housing development in the region shifted from primarily singlewfamily to a majority of multiwfamily construction. Because this happened in a very short period of time accompanied by substantial growth in single family construction as well, suburban areas such as Federal Way were not adequately provided with public services and facilities, particularly for transportation. The housing character of Federal Way is predominately single-family with multi-family comprising approximately 50% of all housing units. However. a large proportion of the existing zoning for multi~family is RM 900 (48 du/ac) and RM 1800 (24 du/ae). These are high densities for a suburban community, particularly when developed adjacent to or within lower density single~family neighborhoods. Without provision of open space. multiwfamily developments at this density have a significant impact in bulk, scale and activity. Moderate densities between 8 and 15 dwelling units per acre are much more compatible with a community of suburban scale. The RM 900 zone in the County system also allows development of offices, and statistics indicate that about half of the development in these zones is for offices. Estimates of multi-family zoning made by the County staff indicate that about 500 acres were made available for multi-family development in the 1986 Plan and zoning update, and approximately 3,672 units were produced from 1986 to 1988. Approximately 300 acres remain for development, of which 168 are in the pipeline. These permits would result in about 3,000 housing units. The problems created by population growth have been compounded in outlying areas by the lack of alternative transportation modes and an underdeveloped road grid. which has created serious traffic congestion problems. Although these problems have not been caused alone by multiple family development, they are further aggravated when densities are increased. 4 I I I I I I I I I I I I I I I I I I I The existing land use plan indicates a dispersed and random pattern for location of multi.family uses which also contributes to land use conflicts. Although there appears to be adequate land area planned for multiwfamily uses, they are scattered throughout the city. and are not well oriented to community business or employment areas or to pedestrian systems. To reduce automobile use and flow of traffic from high density through low density areas, high density multiwfamily uses should not be located at the center of lowwdensity areas but should be clustered near major arterials, community business areas. In some outlying areas, very high density multiwfamily uses are located adjacent to lowwdensity single family uses which creates a conflict in scale and activity, rather than providing a harmonious transition. Multiwfamily developments can be designed to be compatible with singlewfamily uses by controlling density, bulk and scale. Neighborhood business areas do not necessarily support or set a precedent for high density zones nearby. although the present land use pattern indicates that this has. occurred. Neighborhood business zones are preferably buffered by landscaping and building design rather than by other land uses that may also create impacts in adjacent neighborhoods. Because the Neighborhood Business zones are intended for convenience shopping only and their area'should be limited, residential uses should not be allowed within the zones. Within areas zoned for higher densities. there does not appear to be a clear rationale for the pattern of densities RM 900, RM 1800, and RM 2400 zones found together. Within a specific area such as that at the intersection of S. W. 320th Street and 21st Ave. S. W.. the densities range from very low to very high. A consistent and moderate density would be more harmonious with surrounding single-family areas. and provide better transition. Although the updated 1986 plan policies were directed toward some of these issuesuand these policies should be carried forward into the new plan--the zOning does not yet reflect the objectives and should be revised to be consistent with the policies. It is apparent that the policies adopted in 1986 did affect rezoning practices, however, as the number of acres reclassified diminished to zero after 1986. (King County Growth Report, June 1989). Both the existing community plan and citizen comments indicate that the community is concerned about providing a variety of housing types rather than serving only as a bedroom community. Concern particularly centers around those who are older or have lower incomes. An analysis of mean sales prices during the last half of 1988 indicates that the Federal Way area is still very affordable for home ownership with the average home sales price at about $96.500. Apartment rentals remained moderate as well, with the overall rate at about $407.00 monthly. Maintaining quality of life is very closely related to providing safe and attractive housing. As availability of land decreases and housing prices continue to soar in response to demand, it will be more difficult to maintain detached, single-family neighborhoods. However, this problem requires that, more than ever. alternative housing be compatible with single-family uses. that adequate services must be in place. and open space and recreation areas are provided. 5 I I I I I I I I I I I I I I I I I I I ISSUES: The following issues have been identified as primary concerns for the new City of Federal Way in the Federal Way Communities Plan, by City Council members and citizens: 1. Preserving the predominately single-family character and appearance of the community by establishing a range of population densities consistent with neighborhood and citywwide objectives. 2. Developing a rational system for allocation of multiwfamily housing that provides greater compatibility with single-family housing. protects existing single-family neighborhoods. and reduces service and transportation impacts. 3. Correcting past zoning practices that produced conflict between residential land uses and isolated higher density uses without adequate pedestrian facilities, distant from community services. 4. Producing new housing that is planned and developed to protect natural systems. and meet community design and landscaping standards. 5. Creating a diverse population by encouraging residential development with a mix of housing types at affordable costs. particularly for senior citizens and lower income families. 6. Assuring the high quality of new and existing housing by consistent enforcement of reasonable housing and building standards that do not unnecessarily increase housing costs. 7. Maintaining safe, economically stable and attractive neighborhoods by providing a high level of public services including utilities, streets and sidewalks, parks and recreation facilities. Other issues which should be considered in relation to residential uses include: 1. Encouraging development of housing in the City Center. 2. Location of compatible supporting uses in neighborhoods such as schools, day care facilities and churches. 3. Development of an organized system of neighborhood participation in city activities. 6 I I I I I I I I I I I I I I I I I I I HOUSING AND POPULATION POLICIES GOAL: PRESERVE THE PREDOMINATELY SINGLEwFAMILY CHARACTER AND APPEARANCE OF THE COMMUNI1Y BY ESTABUSillNG POPULATION DENSmES CONSISTENT WITH NEIGHBORHOOD AND CDYwWlDE OBJECflVES. Policy H~1: Establish a range of zoning classifications that protect agricultural and sensitive lands. provide a range of singlewfamily and multiwfamily densities, and encourage commercial and industrial development. Policy Hw2: Assure that policies and decisions which are part of the residential development process are concerned with the quality of living conditions for fifty years to come. Policy H..J: Attempt to achieve a ratio of multi-family housing to singlewfamily housing of 35%, by redefinition and remapping of zoning districts. Policy H4: Allow residential development only when supported concurrently by adequate services including roads, utilities. transit, parks. recreation. schools. fire. and police. Policy HwS: Locate high density residential developments such as apartments near major arterial intersections and convenient to freeway interchanges, shopping. service and activity centers. Policy Hw6: Consider use of the elementary school attendance areas as the "neighborhood" planning unit. Policy Hw9: Limit the highest density residential categories to the CBD. GOAL: CREATE A DIVERSE POPULATION BY ENCOURAGING RESIDENTIAL DEVEWPMENT WITH A MIX OF HOUSING lYPES AT AFFORDABLE COSTS, PARTICULARLY FOR SENIOR CITIZENS AND WWER INCOME FAMILIES. Policy Hw10: Use zoning and other types of regulatory techniques to assure a mix of housing sizes and values, and to maintain choice of housing and affordability for a broad range of income groups. Policy Hwll: Avoid concentration of subsidized and low cost housing in a few neighborhoods to increase choice of location for low and moderate income households. Policy Hw12: Encourage development of low-cost housing in proper proportion to Federal Way's population, income levels. employment and the amount of land available. 7 I I I I I I I I I I I I I I I I I I I Policy Hw13: Recognize all types of residential dwelling units. such as mobile homes and modular manufactured units. as acceptable sources of housing. subject to good design and placement. Policy Hw14: Encourage housing options for the elderly by allowing higher densities in senior housing developments as a response to community need for this housing type. GOAL: ASSURE THE HIGH QUALITY OF NEW AND EXISTING HOUSING BY CONSISTENT ENFORCEMENT OF REASONABLE HOUSING AND BUILDING STANDARDS THAT DO NOT UNNECESSARILY INCREASE HOUSING COSTS. Policy Hw16: Develop consistent. reasonable. and uniformly applied standards for provision and construction of streets, sidewalks, utilities and other public facilities in subdivisions. planned unit developments and multiwfamily developments. Poli..,. Hw17: Encourage rehabilitation or replacement of below-standard dwelling units, and replacement of dilapidated dwelling units by adoption of block grant program or other assistance programs. Poll..,. Hw18: Encourage continual upgrading of the housing stock and residential environment through tax incentives, and enforcement of the building and housing codes. GOAL: MAINTAIN SAFE, ECONOMICALLY STABLE AND ATIRACTIVE NEIGHBORHOODS BY PROVIDING A HIGH LEVEL OF PUBLIC SERVICES INCLUDING UTILITIES, STREETS, SIDEWALKS, PARKS AND RECREATION FACILITIES. Policy Hw19: Coordinate the development of housing with transportation improvements. Policy Hw20: Plan for development of needed neighborhood improvements such as underground wiring, sewers, storm sewers, curbs and nonwmotorized travel routes, and integrate them into the Capital Improvement Program. Poll..,. Hw21: Encourage community participation in programs to maintain, beautify, and upgrade neighborhood areas. Policy Hw23: Allow supporting services and facilities in residential zones such as schools. day care. and churches. provided the scale and uses are compatible with adjacent neighborhoods. Policy Hw24: Assure adequate facilities for bicycling and pedestrian travel in subdivisions. 8 I I I I I I I I I I I I I I I I I I I GOAL: PRODUCE NEW HOUSING THAT IS PLANNED AND DEVELOPED TO PROTEcr NATURAL SYSTEMS, AND MEET COMMUNfIY DESIGN AND LANDSCAPING STANDARDS. Policy Hw2S: Review design of subdivisions in view areas to take advantage of view opportunities and to minimize view obstructions. Policy Hw26: Give high priority to solving residential environmental problems relating to health and safety. Policy Hw27: Evaluate planned unit developments for building placement. heights and setbacks to minimize view obstructions and degradation of natural amenities. Policy Hw28: Assure that all residential subdivisions including those of less than 5 acres and multiw family developments have open space appropriate to their population density. Policy Hw29: Require development of adequate parks and recreation facilities in subdivisions. planned unit developments and multi-family developments. Policy Hw30: Prepare maintenance standards to protect stormwater systems. prevent erosion and protect natural vegetation. Policy Hw31: &tablish landscaping requirements for multi-family development that increase livability. provide buffering and create environmental amenities for residents and neighbors. Policy Hw33: Require that access for the handicapped be provided in designing pedestrian facilities in residential areas. Policy Hw34: Protect natural vegetation and limit clearing and grading in residential developments. 9 I I I I I I I I I I I I I I I I I I I COMMERCIAUINDUSTRIAL ExistiDI! Conditions As Federal Way has rapidly changed from a lowwdensity suburb to a vital urban activity center, the need to allocate land for commercial uses has increased. The 1986 Community Plan update confirmed the commitment to development of a strong and wellwdefined central business district as well as providing land use classifications for a variety of economic uses. Nevertheless. the rapid growth of the community has led to a pattern of commercial zoning that is not always well integrated with adjacent uses or supportive of a transition to a more intensive urban center. A number of problem areas are apparent. The City presently has adequate land zoned to meet commercial development objectives for the next 10 years; however. the supply of industrial and office park land appears to be limited. Because the nature of industrial uses in the region is changing rapidly. the industrial zones need to be upgraded to reflect higher performance standards and a new mix of uses. Additional zoning may be needed as the supply of vacant industrial land disappears in the region. Industrial zoning is vulnerable to the intrusion of retail uses and consequent escalation of land prices. and these changes should be prevented. Industrial areas also require good access to arterial streets to avoid congestion or mixing industrial and residential traffic. A set of consistent policies is needed to define the function and intent of neighborhood business zones. Neighborhood business areas normally occupy sites of 5wlO acres serving a population area of 5,000 people or more. Because they are primarily intended for convenience shopping. the range of uses allowed should limited and compatible with adjacent single-family neighborhoods. Without standard limits on size and uses, these centers can create pressure for expansion of commercial uses into adjacent neighborhoods. Strip commercial development on Pacific Highway South tends to draw retail uses away from the City Center, but also provides a location for space intensive uses that may require outdoor storage areas that are unattractive and costly in the City Center. Many businesses thrive on these strips because of the high automobile accessibility and lower land costs and provide an economic activity that is important to the community. However. the prewexistence of these uses or their continued preservation does not necessarily set a precedent for additional zoning of this type. Because older strip development occurred without adequate street and landscaping improvement requirements, access to these uses reduces the effectiveness and safety of traffic movements on the adjacent arterial. Redevelopment of properties should occur under higher standards to reduce clutter. upgrade visual quality and improve traffic flow. The Central Business District is presently in transition from a suburban shopping center environment to a more intensive mix of uses and activities. Because it is at a formative stage in its future redevelopment and evolving identity, a close look needs to be taken at design, pedestrian access, landscaping and public amenities, as well as traffic circulation. A detailed design overlay plan or design district zone should be prepared to assure that a coordinated and visionary approach is implemented. 10 I I I I I I I I I I I I I I I I I I I In addition, the city center zone should encourage an increase in concentration of uses and improved continuity of structures to reduce vehicle movements and increase pedestrian use. Gateway features can be used to suggest entrances to the central place in the community, and public facilities should be planned to encourage cultural and social activities in the city center. Parking requirements should also be studied closely to determine techniques to reduce loss of acreage to parking and to increase shared use of parking or other alternatives. The City has not yet developed office uses at higher densities, and these should be encouraged to increase employment density. Office uses in the City Center support retail uses and services and can help stimulate a pedestrian environment. Office uses in outlying areas require good vehicle access and can be effectively combined with retail and multi-family uses. They can also provide transition from industrial and retail uses, and may be useful in upgrading strip retail areas. The most critical problem for future economic development in the community will be upgrading transportation systems. particularly in the City Center, in order to accommodate higher densities and in industrial areas to maintain efficient access to the regional transportation system. ISSUES: 1. Providing employment opportunities within the community by attracting new industries and professional offices. 2 Defining the function of neighborhood business centers and controlling their impacts on adjacent single-family neighborhoods. 3. Controlling strip development on major arterials while maintaining existing vital businesses. 4. Defining a development and design concept for the city center that establishes a vibrant focal point and identity for the community. 5. Protecting industrial areas from encroachment by other uses and upgrading the quality of existing industrial areas. 6. Building a transportation system that adequately serves commercial areas, encourages use of alternative modes of transportation for work trips. and allows commercial and industrial growth without creating additional congestion. 11 I I I I I I I I I I I I I I I I I I I COMMERCIAlIINDUSTRIAL POliCIES GOAL: PROVIDE EMPWYMENT OPPORTUNITIES WITHIN THE COMMUNITY BY ATIRACTlNG NEW INDUSTRIES AND PROFESSIONAL OFFICES. Policy Cw1: Provide employment opportunities in Federal Way by allocating adequate land for commercial and industrial development. Policy Cw2: Expand economic and employment opportunities for all members of the labor force. GOAL: ESTABLISH WELLwDEFINED AND LIMITED NEIGHBORHOOD BUSINESS CENTERS TO PROVIDE CONVENIENCE SERVICES TO ADJACENT NEIGHBORHOODS WITHOUT ADVERSELY IMPACflNG NEIGHBORHOOD QUALITY. Policy Cw3: Establish strict guidelines for maximum size, and types of uses that can occur in neighborhood business areas. Policy Cw4: Assure that neighborhood business areas are designed and landscaped to minimize impacts on adjacent residential areas. GOAL: CONTROL STRIP DEVELOPMENT ON MAJOR ARTERIALS WHILE MAINTAINING EXISTING VITAL BUSINESSES. Policy Cw5: Establish criteria for redevelopment of highway commercial areas to improve access. reduce sign clutter and upgrade landscaping. Policy Cw6: Provide transitional uses adjacent to highway commercial areas to provide a buffer with nearby residential areas. Policy Cw 7: Restrict expansion of commercial activities on arterial streets and highways to areas that are already zoned for these uses. GOAL: DEFINE AND IMPLEMENT A DEVEWPMENT AND DESIGN CONCEPT FOR THE CITY CENTER THAT ESTABLISHES A VIBRANT FOCAL POINT AND IDENTITY FOR THE COMMUNI1Y. Policy Cw8: Encourage a compatible mix of uses within the Central Business District (CBD) to stimulate a variety of activities. facilities, and services. including inweity living. Policy Cw9: Guide development of a compact CBD by focusing growth in the area defined by S. 312th St. on the north, 1-5 on the east, 11th Avenue S. on the west, and S. 336th on the south. Policy Cw10: Develop a publiclywowned center for public congregation, exhibits, spectacles. ceremonies, and cultural activities. 12 I I I I I I I I I I I I I I I I I I I Policy C-i1: Consider the location. size and shape of proposed buildings during all phases of development to preserve the desired character of the CBD and to assure reasonable light and views. Policy Cw12: Prepare regulations to improve the quality and appearance of buildings, public facilities and street and sign graphics within the CBD. Policy Cw14: Unk major subsections of the CBD physically and visually by developing a system of boulevards. bicycle paths, walkways and parks within the CBD. as integral parts of the whole. Policy Cw15: Identify and preserve scenic vistas from within the CBD. GOAL: BUILD A TRANSPORTATION SYSTEM THAT ADEQUATELY SERVES COMMERCIAL AREAS, ENCOURAGES USE OF ALTERNATIVE MODES OF TRANSPORTATION FOR WORK TRIPS, AND ALWWS COMMERCIAL AND INDUSTRIAL GROWTH WITHOUT CREATING ADDmONAL CONGESTION. Policy Cw16: Develop streets and highways in commercial areas that meet projected as well as current needs. Policy Cw17: Restrict entrances and exits as much as possible on arterial to provider efficient through traffic movement in the CBD. Policy Cw18: Control turning movements across oncoming traffic lanes by redirecting traffic patterns and channelization. Policy Cw19: Integrate the design of streets, parking, pedestrian walks, bikeways and stores to improve access to shopping, pick-up and delivery of goods, employment, housing, entertainment and cultural activities. Policy Cw20: Develop a transportation system that links activity centers with the Central Business District. Policy Cw21: Require local access streets with sidewalks on both side to be built for internal circulation within industrial and office park developments. Policy Cw22: Construct a network of streets. sidewalks and bicycles lanes within commercial!industrial developments to prevent industrial sprawl along arterials, reduce traffic congestion, create a community wide non-motorized transportation system and more recreational opportunities. 13 ,I I I I I I I I I I I I I I I I I I I Policy Cw23: Uses generating non-employee automobile traffic during industrial work hours should be limited to retail and service activities serving the employees and businesses in the district. GOAL: ESTABLISH DESIGN STANDARDS FOR COMMERCIAL AREAS THAT ARE CLOSELY RELATED TO THEIR FUNcrIONS BUT ENCOURAGE ATTRACTIVE APPEARANCE AND PROTECTION OF TIlE ENVIRONMENT. Policy Cw24: Require that commercial and professional office developments devote a. minimum of 10 percent of a site to open space (excluding parking), paths. watercourses, landscaping, malls. fountains. benches, outdoor works of art or similar environmental amenities. Policy Cw25: Assure that commercial development has minimal impact on lakes, streams and drainage ways, air quality or noise levels. Policy Cw26: Preserve natural vegetation and restrict unnecessary grading and/or clearing of sites on industrial and commercial sites. GOAL: PROTECT INDUSTRIAL AREAS FROM ENCROACHMENT BY OTHER USES AND UPGRADE THE QUALITY OF EXISTING INDUSTRIAL AREAS. Policy Cw27: Provide landscape or open space buffers when residential areas adjoin office park or industrial development. Policy Cw28: Maintain a buffer area of natural vegetation or landscaping on all sites adjacent to Iw5. Policy Cw29: Provide landscaping along property lines which adjoin public rights-of-way. unless topography and natural landscaping eliminate the need. Policy Cw30: Prohibit billboards. and regulate identification and advertising signs in commercial and industrial development. Policy Cw31: Use landscaping to screen and "break up" large areas of parking in commercial developments. Policy Cw32: Develop industrial districts which fit harmoniously into their surroundings by grouping similar industries to eliminate land use conflicts, share public facilities and services, and improve traffic flow and safety. 14 I I I I I I I I I I I I I I I I I I I OPEN SPACE One of the most important and valued elements in a high quality living and working environment is open space. As a community such as Federal Way grows and population density increases, the need to provide open space becomes more critical for protection of natural systems and the visual character of the community. Open space will be one of the most important land uses in establishing the appearance and aesthetic environment of the future city. Open space can contribute to a reduction in environmental impacts such as noise and air pollution, increase the value of adjacent properties. and provide a valuable source of passive and active recreation. It is the primary element in creating a beautiful city. The potential components of a community open space system are parks and outdoor recreation areas. steep slopes or other hazardous areas that are unsafe for development, wetlands. storm drainage systems. native growth protection. areas, shorelands, and lands held commonly within residential or commercial developments. Because many of these open space systems cross political boundaries or may have regional or statewide significance, it is important that their acquisition and use be coordinated between local and state jurisdictions. Because of the location and topography of Federal Way. there are many opportunities to create open space areas that have multiple purposes while retaining their natural appearance and functions. Much of the potential open space land is well distributed throughout the community and can be linked. in well-defined corridors. Open space cannot be obtained by regulation in the sense that a zoning classification is adopted and no other use of the land can be made. There are several methods for setting aside open space for public use and enjoyment: 1. Purchase of fee title by a public agency. 2 Voluntary dedication by a private party. 3. Conservation easements or other covenants that do not transfer fee title of the property 4. Requirements within subdivision and development ordinances for maintenance of a certain percentage of permanent open space as a condition of approval of a project. These frequently include hazardous or sensitive areas on a site, but may also be applied to sites without hazards as a community standard. 5. Development of landscaped areas that buffer and separate land uses or parking. 6. Deferred taxation for agriculture and open space. 15 I I I I I I I I I I I I I I I I I I I The City's open space plan should identify areas to be protected, the criteria for designation and the techniques that will be used to achieve the plan objectives. The City will need to determine whether dedications will be encouraged and accepted. and to outline a program for acquiring or protecting the most vulnerable open space areas. The Plan should also provide the authority and intent for setting aside open space within private developments. Designated open space areas that may not be obtained through development review, by voluntary dedication, or through other public programs should become part of the City's Capital Improvement Program to assure that some purchases will occur annually. If this does not happen. it will be difficult to allocate funds for this purpose because of competition with other needs that may have a higher priority. ISSUES: 1. Development of a planned and classified system of open spaces. 2. Encouragement of voluntary dedication, and adoption of criteria for acceptance of dedicated open spaces. 3. Integration of all available techniques to set aside open space into the City's development ordinances and program planning. 4. Coordination of open space planning and acquisition with other affected jurisdictions. 5. Expansion of the parks and recreation system to give priority to passive or aesthetic elements in addition to more traditional recreation uses. 6. Establishing priority for purchase of open space in budgeting and capital improvement programming. 7. Development of in. lieu payments or other techniques to reduce the impact of new development and provide a fund for purchase of open space. 16 I I I I I I I I I I I I I I I I I I I OPEN SPACE POLICIES GOAL: Open spaces should be identified and preserved to maintain the natural beauty of the community and to provide views, protection of sensitive areas, recreation and other benefits. Policy OSw1: Plan for a system of open space classified by function and use that is coordinated with storm drainage systems. parks, and landscaping.. Policy OSw2: Keep open spaces evenly distributed throughout the planning area to ensure relief from intensive urban and suburban development, and to provide visual and physical space between uses. Policy OS..J: Give equal priority to passive or aesthetic open space uses as well as more traditional recreation uses. Policy OS4: Require both passive and active open space in residential, commercial, and industrial developments as an amenity for the site users. Policy OSw5: Allow multiple uses of open space when the uses and terrain are compatible and each use has sufficient area. Policy OSw6: Coordinate and connect open spaces with the local and regional trail systems whenever possible. Policy OS.7: Assure that open space areas provided in residential and commercial developments are safe, and maintained in good condition for the appropriate use. GOAL: Natural systems and natural features recognized for their sensitivity to urban development should be protected as open space when development occurs. Policy OSw8: Integrate open space requirements into the City's development ordinances and program planning. Policy OSw9: Require mitigation payments, or other mitigation techniques. to reduce the impact of new development and provide funds for purchase of open space. Policy OSw10: Encourage voluntary dedication or other set-aside of open spaces based on adopted guidelines for use and maintenance. Policy OSwll: Reduce impacts on unique and fragile open spaces by limiting public access. Policy OSw12: Promote establishment of conservation easements or other linkage between sensitive areas to connect open spaces or natural systems. Policy OSw13: Coordinate open space planning and acquisition with other agencies. 17 I I I I I I I I I I I I I I I I I I I LAND USE ISSUES: SOURCES King County, Federal Way Community Plan, 1986. Georgette Group, The Federal Way Incorooration Studv, 1988. Craig Larsen. Chandler Feldt, King County Parks. Planning and Resources, Comprehensive Planning Section, Personal Communication. November 1989. King County, Land Development Information Svstem, "Housing Counts for Cities and Towns," September 25, 1989. King County. The 1989 Annual Growth Reoort, Department of Parks. Planning and Resources, June, 1989. King County, Housin(! Mfordabilitv in King: Countv. Department of Parks. Planning and Resources. November 1988. Seattle-Everett Real Estate Research Committee, Seattle-Everett Real Estate Reoort. Spring, 1989. Puget Sound Council of Governments. Population and Employment Forecasts, 1988. 18 I I I I I I I I I I I I I I I I I I I LAND USE CLASSIFICATIONS WCATIONAL CRITERIA The land use classifications in the Comprehensive Plan are intended to recognize the relationships between broad patterns of land uses and set forth location criteria for each specific class of uses consistent with the long term objectives of the plan and the capabilities of the physical environment. These classifications provide the purpose and intent for designation of specific zoning districts. RURAL RESIDENTIAL This classification permits uses that are more rural in character and less concentrated than nearby urban areas. The purpose of the district is to maintain very low density residential uses on large lots to encourage agricultural activities and continued farming, when practical, as a permitted use. The rural residential classification is also intended to increase open space to protect sensitive wetlands and recharge areas. Agricultural activities should be regulated to protect water quality and prevent disturbance of wildlife habitats. LOW-DENSITY RESIDENTIAL The low-density residential classification provides a residential environment with substantial open space and larger lots, particularly in moderately sensitive natural areas. These areas would have densities no higher than 2-3 dwelling units per acre to create a visual and physical transition from semiwrural.land uses to suburban residential uses. Generally, sewers would be required except where soils and drainage permit the use of septic systems without impacts to the natural environment. SUBURBAN RESIDENTIAL Suburban residential areas include residential areas ranging in density from 4w8 dwelling units per acre. They are planned to meet projected community needs for housing based on the underlying suitability of the land, adequate urban services including utilities. streets and public services. and location away from steep slopes, wetlands and floodplains. Slopes should generally be no greater than 15% except where soils conditions permit limited development on slopes up to 25%. A range of densities within the classification encourages a variety of housing types and choices by economically using urban land to discourage sprawl. These are areas intended to provide stable and attractive neighborhood environments close to schools and other community facilities. and may include limited compatible land uses. 19 I I I I I I I I I I I I I I I I I I I URBAN RESIDENTIAL The Urban Residential classification provides a higher density residential environment from 8-12 dwelling units per acre that is compatible with adjacent single family neighborhoods, but allows development of attached and multiple units. at low densities. Criteria for establishment of this classification include projected demand and community need and the . availability of urban services. The classification can be used to provide separation of single- family uses from commercial, industrial and high-density multi-family uses that may be less compatible with lowwdensity neighborhoods. Land suitability for this class of uses requires that slopes be less than 15%, and are free of hazards. Urban residential uses should be convenient to commercial and employment centers, but should include only limited supporting uses within the district. They should have good access to collector and arterial streets. The RM 2400 zone may be used as a transitional density from suburban residential or commercial uses. HIGH DENSIlY RESIDENTIAL High density residential uses provide maximum population densities in areas of intense urban activity. The classification is intended to be mixed or associated with commercial and retail uses. or to provide a transition from commercial or industrial areas to lower density housing. When used as a transition to industrial land uses, high density multi-family uses should be separated by topography, natural features. open space and landscaping to reduce potential impacts on the residents. These uses should be located in close proximity to major thoroughfares and transit systems. and should have direct connections to recreation and employment areas. Adequate services must be available, particularly transportation services, and traffic from these districts should not be directed through lower density residential areas. Slopes should be no greater than 15% and should be free of hazards. Areas designated for these uses should not contain sensitive natural environments. 20 I I I I I I I I I I I I I I I I I I I BUSINESS The business classification is intended to provide centralized areas for retail, service and professional office uses that are convenient to residential areas and the transportation network. They are the focus for community activities and public facilities within neighborhoods and in the community as a whole. Neighborhood business centers should serve areas with a population of at least 5,000 people. They are designed to provide convenience commercial uses and household related services only and should be limited in area to prevent expansion into adjacent neighborhoods. They should be recognized focal points historically associated with the surrounding community. Because of their location near neighborhoods, they should be compatible in design. and attractively landscaped. They should be located on arterial streets or intersections in areas with adequate pedestrian access. Community business serves a broader population. providing land area for mixes uses, particularly activities that require access to major arterial streets, and generate higher levels of traffic. These uses may need additional area for outdoor storage or visibility from arterial streets. Community businesses are primarily oriented to automobiles. but should have pedestrian access from adjacent residential areas and streets. They should be designed and landscaped to minimize the impacts of high automobile usage on adjacent uses, and need to be adequately supported by urban services such as streets, utilities. police and fire protection, and public transportation. The City Center is the economic center of the City providing services to a sub-regional population base. It is intended to be a compact, pedestrianwariented shopping and employment district that provides a variety of urban activities and services. As the focal point for cultural, recreation and social activities. the City Center should be safe. attractive and convenient. Uses in this district should meet high standards for design and appearance. Professional office zones are intended to provide areas for intensive professional. institutional and commercial office uses. They are encouraged as part of mixed use projects.and as transition from commercial/industrial uses to residential uses. OFFICFJINDUSTRIAL Office Parks are intended to allow a range of professional. scientific. and business uses in a campusw like setting harmonious with their natural setting. They may incorporate sensitive environmental areas as open space and amenities provided they meet high standards for maintaining natural vegetation, providing landscaping and superior architectural quality. They are intended to provide a quality work environment with recreational activities and limited supporting retail uses or services. 21 I I I I I I I I I I I I I I I I I I I Industrial parks are intended to provide a location for light manufacturing, warehouses, and processing activities with proximity to resource and material suppliers. Because the availability of land for these uses is limited, retail uses should be strictly limited. They should be located on sites free of hazards or sensitive natural areas, and where some separation can be maintained from residential land uses. Streets and road within these areas should be adequate to handle large vehicles and minimize conflicts with traffic from residential and commercial areas. Industrial parks should have access to the regional transportation system and public transportation systems to expand market and employment areas. Sites should have more than one arterial access to improve safety and traffic flow. OPEN SPACE The Open Space classification is intended to preserve parcels presently used for parks. recreation or open spaces. and designate potential properties for these uses. Lands to be designated for these uses include: a. Lands presently used as parks or open spaces. or proposed to be used for these purposes. b. Sensitive areas such as wetlands, natural wildlife habitats, aquifer recharge areas. steep slopes or other characteristics; c. Lands providing public access to streams. lakes, and shorelines; d. Areas with outstanding scenic or recreational value; e. Lands valuable for active and passive recreation. 22 I I I I I I I I I I I I I I I I I I I LAND USE CLASSIFICATIONS Plan Classification Density Ranee Zonine Classification Rural Residential 1 du/5 ac. 1 du/ac. Suburban Estates (SE) RS 35,000 RS 15.000 Low~Density Residential 2~3 du/ac. Suburban Residential 4-6 du/ac. RS 7,200 RS 9,600 Urban Residential 8w 12 du/ac. RS 5.000 RM 3.6001 High Density Residential 13-31 du/ac. RM 2.400 RM 1.800 Business No residential 31 du/ac. 48 du/ac.2 No residential Neighborhood Business Community Business City Center Professional Offices Industrial No residential No residential Office Park Manufacturing Park Open Space No residential 1 Duplex permitted with "D" suffIX 2In mixed uses only. 23 I I I I I I I I I I I I I I I I I I I CIRCULATION SUMMARY OF EXISTING CONDmONS The transportation system in Federal Way and throughout the central Puget Sound region is one of the most vital infrastructure resources provided by local governments. It is both a service to the public and a tool for economic growth. As the region's population continues to grow, more demand will be placed on the transportation system causing increased congestion and concerns about the overall quality of life in our business and residential communities. The greater Seattle region was recently selected as one of the most liveable areas in the United States. We are also ranked as the sixth most congested region in the country. The current economic vitality of the region is expected to continue throughout the next decade and beyond, resulting in population and employment gains that exceed the national average. This will add pressure on local governments to expand and maintain the region's transportation system. a challenge that will require a great deal of cooperative effort between jurisdictions. According to the most recent forecasts by the Puget Sound Council of Governments. the population in the City of Federal Way is expected to reach 64,000 by 1990, and 79.000 by the year 2000. The population in the Federal Way forecast area is expected to reach 100,357 in 1990, and 125,663 by the year 2000. This will make Federal Way one of the fastest growing areas in King County. The population increase is expected to be predominately located west of Iw5, with large increases in the West Campus area of the city. Employment in the area is forecast to increase by nearly 13.000 jobs by the year 2000. The majority of the employment will be in servicewariented businesses. The large increases in population and employment in the City of Federal Way will result in a significant increase in traffic volumes and congestion. East-west arterials will probably experience the largest demands, especially those located between SRw99 and 1-5. North-south arterials will also experience significant increases with an increase in travel demand between Federal Way and the Highline area and North Tacoma. Even today without the expected increases in population. employment and traffic volumes, many of the roadways in Federal Way are operating at a poor level of service. Most notably. these include South 312th Street, South 320th Street. South 348th Street, South 356th Street, 16th Avenue South, and SRw99. By the year 2000, King County estimates continued capacity problems on these roadways in addition to SW 312th Street/Dash Point Road, SW 330th Street. and SW 336th Street. Improvements to these facilities will probably be required under Federal Way's jurisdiction. Some of the capacity problems may be solved by improving freeway access and providing collectorwdistributor roadways adjacent to the west side of 1-5 through cooperative efforts with the Washington State Department of Transportation. 25 . I -1 I I I I I I I I I I I I I I I I I I I With the expected increases in traffic volumes. the role of alternative modes of transportation becomes more important in addressing the congestion issue. Currently. METRO provides transit service in Federal Way with 20 transit routes and three parkwn-ride lots. The transit routes include both express and local bus service. The Federal Way community has shown an interest in improving the transit system in the city, especially for local travel and between nearby communities. An interest in better pedestrian and bicycle facilities has also been expressed, as well as recreation and equestrian trails. To adequately address the transportation issues in Federal Way. a comprehensive, well-balanced plan is essential. Building new roads or improving existing streets is one part of the equation. Providing attractive and efficient transit service is another. Transportation management plans to encourage commuters to carpool and use the transit system will also help reduce, or at least maintain. existing levels of congestion. All of these issues and others, such as financing and transportation's relationship to land use, should be addressed in the City's Comprehensive Plan which is supported by a separate Transportation Plan. The City's Transportation Plan should contain the goals and policies that provide a framework for future decision makers to effectively implement changes to the transportation system. This means the plan should be results oriented and geared toward posturing Federal Way to be in the best possible position to address these changes. Therefore, the plan should contain a longwrange transportation improvement program which prioritizes capital improvements based on needs. While this plan will most likely focus on improvements to the City's arterial roadway system, many of the prioritized improvements should also address transit. carpooling. bicycles. pedestrians and safety improvements. The development of the Transportation Plan should include public input through a formal public involvement program. In a sense, the central Puget Sound region has become one urban area, under the jurisdiction of more than 70 governmental bodies. It is therefore important to integrate a cooperative element into the transportation plan which encourages the joint development of transportation improvements with King County, Pierce County, Tacoma, Des Moines, Kent. Auburn, WSDOT, METRO and others. The responsibility for financing the needed transportation improvements and operations should also be addressed. Projects which cross jurisdictional lines should be funded by all of the agencies involved or benefited. Likewise. a mitigation system should be established which provides private sector financing for transportation improvements needed as a result of development projects. Several federal and state funding sources are available for transportation improvement projects. These include the following: Federal Funds FAUS w Federal Aid Urban System F AS - Federal Aid Secondary F ASP - Federal Aid Safety Program BR w Bridge Replacement Funds 26 .. I I I I I I I I I I I I I I I I I I I State Funds Urban Arterial Trust Funds Transportation Improvement Account · WSDOT Category C Program · · Subject to funding (gas tax) Once the City of Federal Way incorporates. it can also finance transportation improvements by using monies from the general fund. creating local improvements districts (LID's), using monies from general obligation bonds or councilmanic bonds. creating transportation benefit districts. or through public/private cooperative financing. H approved by the legislature, the City will also have the authority to create local option transportation taxes, such as a road utility or a local gas tax (subject to voter approval). All of the federal and state funding options require the City to create and maintain a Six-Year Transportation Improvement Plan (TIP). This planning document contains a listing of prioritized projects. identifies the estimated cost for planning. designing and constructing the proposed transportation improvements, identifies funding sources, and estimates the timing of fund expenditures. The SixwYear TIP for the City of Federal Way can be developed from the results of the Transportation Plan described above. To qualify for funding from the Transportation Improvement Board the TIP needs to be completed by July of 1990. ITEMS NEEDED FOR INCORPORATION Functional Classifications In accordance with RCW 47.26.180, the City of Federal Way is required to divide all of its roads and streets into three functional classes; principal arterials, minor arterials, and collector streets. This classification is required at the time of incorporation. For transportation planning. design and financing purposes, streets and highways are grouped according to the character of service they are intended to provide. Land access and mobility are primary characteristics involved in the classification of urban roadways. Principal arterials are intended to provide high mobility and limited access to adjacent land uses. The principal arterial carries most of the trips entering and leaving the urban area. Frequently. the major transit routeS for an urban area are located on the principal arterials. The spacing of principal arterials in Federal Way should vary from onewhalf mile to no more than one mile in the highly developed central business district area, to no more than two miles in the urban fringes. Minor arterials are intended to serve as the distribution system between principal arterials and collector roadways. They provide a higher degree of land access and less mobility than the principal arterials. The minor arterial street system includes all arterials not classified as principal arterials. Local bus routes are usually located on minor arterials. The minor arterial streets in Federal Way should be spaced from 1/8 to 1/2 mile in the central business district to no more than two miles in the urban fringe. Ideally. minor arterials should not penetrate residential neighborhoods. 27 I I I I I I I I I I I I I I I I I I I Collector streets collect traffic from local streets in residential neighborhoods and channels it into the arterial network. The collector street thus penetrates residential neighborhoods and provides a rough balance between land access and traffic circulation. Local bus routes may be located on collector streets. Local streets permit direct access to adjacent land uses and offers the lowest level of traffic mobility. All roadways not classified as principal arterials, minor arterials or collector streets are classified as local streets. Local streets in Federal Way should be designed to discourage through traffic movements. Bus routes should not be permitted on the local street network. The recently adopted King County Transportation Plan includes a functional classification of the roadways within the city limits of Federal Way. This classification should be adopted by the City on an interim basis to allow incorporation in a timely manner. However. once the City of Federal Way has adopted its goals and policies regarding transportation and land use issues. these functional classifications should be re-examined and updated to reflect the direction of City policy makers. King County first classified their roadway system in 1964. These original classifications were updated as part of the 1974 Transportation Plan. Recently, the roadway systems throughout King County were again examined for their specific functions and their role in the overall transportation network, and were reclassified accordingly. The roadways in Federal Way that were affected by this reclassification include the following: Roadwav Limits Campus Way 1st Ave S w 21st Ave SW SW 344th Ext Campus Way - 21st Ave SW Campus Way 21st Ave SW - Hoyt Rd SW 340th St SW 344th Stf 21st Ave SW w S 340th St 35th Ave SW S 272nd St 16th Ave S - SR-99 S 324thJ23rdf SR-99 - 28th Ave S S 317th St 11th PI Sf SW 320th St - SR-99 S 324th St S 288th St SRw99 - 51st Ave S 16th Ave S S 272nd St - S 279th St 11th PI Sf S 324th St - S 336th St 13th Ave S S 333rd St 1st Ave S - 13th Ave S 28 Old New Collect Prin. Local Collect Local Prin. Local Collect Collect Minor Local Collect Local Collect Collect Minor Minor Collect Local Collect New Collect I I I I I I I I I I I I I I I I I I I 17th Ave SI S 324th St w S 336th St New Collect 20th Ave S 9th Ave S S 336th St - S 348th St Local Collect 23rd Ave S S 317th St w S 312th St Local Collect S 316th St 23rd Ave S - SR-99 Local Collect S 356th St SRw99 w SR-161 Local Minor Source: King County Transportation Plan ~oadwav Standards State law does not require the City to adopt roadway standards prior to incorporation. However. once the City incorporates, a set of standards should be in place to guide developers and other private parties constructing or modifying road or rightwofwway facilities where City permits or approvals will be required. The roadway standards adopted by the City should provide design and construction guidelines for all classifications of roads. surfacing materials. driveways, pedestrian facilities. trails. roadside safety features (lighting. guardrails. etc.), drainage facilities. bridges, utilities and miscellaneous roadway elements. Most of the roadways in the City of Federal Way were designed and constructed in accordance with King County Road Standards. These standards have been developed over a long period of time and are quite thorough and up to date. The development community is familiar with the requirements of these standards and have conformed to them for project approvals. Therefore. on an interim basis. the 1987 King County Road Standards (Ordinance No. 8041) should be adopted by the City of Federal Way at the time of incorporation. These standards can be modified as the City matures. or they can be eliminated altogether if the City chooses to create its own, unique set of roadway standards. ISSUES: 1. The transportation system in Federal Way should emphasize safety in conjunction with capacity concerns. 2. The development of Federal Way's pedestrian, bicycle and equestrian facilities should be based on a systems approach. with safety considerations being held in primary importance. 3. An area-wide approach should be used in analyzing development or rezone impacts on the transportation system. What are the cumulative effects on the entire system from a proposed action? 4. Traffic impacts created by developments should be mitigated by the developer. On the other hand, existing traffic deficiencies should be addressed on a broader scale. including mitigation by the City of Federal Way. 29 I I I I I I I I I I I I I I I I I I I 5. Improvements to the transportation system in Federal Way should be planned and designed in a regional context. providing close coordination and cooperation with other agencies such as King County, Pierce County. area municipalities, WSDOT, and METRO. 6. Different land uses generate different demands on the transportation system. In Federal Way. land use and transportation should be considered jointly in making decisions related to land use changes. 7. Landscaping improvements should be encouraged in transportation projects. These landscaping improvements should be based on a citywwide landscaping plan and coordinated through the Parks Department. 8. New commercial and business developments in Federal Way should access their properties from local access streets. New access . locations on existing arterials should be limited or not allowed to increase. 9. Transit and carpooling should be encouraged in Federal Way. Additional local bus service should be provided by METRO between communities in Federal Way and between neighboring cities. 10. Federal Way should participate in the regional decision to implement highweapacity transit systems. Where appropriate. and where it agrees with regional plans. rightswafwway for highw capacity transit should be reserved in Federal Way as development occurs. 11. Transportation improvement projects in Federal Way (including street, transit, pedestrian. bicycle and equestrian facilities and safety improvements) shall be prioritized according to need, to achieve the best use of public funds. 12. Federal Way should take full advantage of all available funding sources to finance transportation improvements within the city. As state legislation is developed to allow municipalities to form street utilities, the City should create a consistent. dependable source of funding for the implementation, operation and maintenance to their transportation system. 13. Improved access to and across the Interstate freeway should be implemented to provide the maximum degree of mobility within the city and surrounding communities. 14. Completion on the overall grid system to increase capacity and efficiency is needed. 30 I I I I I I I I I I I I I I I I I I I TRANSPORTATION POLICIES GOAL: Develop a transportation system that provides mobility, and emphasizes safety and aesthetic as well as capacity concerns. Policy Tw1: Policy Tw2: Policy T w3: Policy T 4: Policy T wS: Policy T w6: Policy T w 7: Policy T w8: Policy T w9: Plan and develop pedestrian and bicycle facilities on a systems approach, with safety consideration of primary importance. Implement programs that encourage transit use and carpooling. Work with METRO to provide additional local bus service by METRO in Federal Way and between neighboring cities, and to provide a transit center in the CBD. Require landscaping improvements in transportation projects based on a city-wide landscaping plan coordinated by the Parks Department. Require new business and commercial developments to enter their properties from local access streets, and limit or prohibit new access locations on existing arterials. Develop a priority system based on need for transportation improvement projects to achieve the best use of public funds. Give high priority to completion of the road and highway grid system. Implement improved access to the Interstate to provide improved mobility within the City and surrounding communities. Improve the appearance of streets by landscaping, undergrounding utility lines. minimizing signs and clutter. and by providing street furniture and lighting. GOAL: Plan and design transportation improvements in a regional context that integrates land use and circulation systems. Policy Tw10: Analyze development and zoning impacts on transportation using an areawwide approach that integrates cumulative impacts on the entire system. Policy Twll: Provide close coordination and cooperation with other agencies such as King County. Pierce County, area municipalities, WSDOT and METRO. Policy Tw12: Require mitigation of direct transportation impacts created by new development. Policy T .013: Address existing circulation and traffic deficiencies on a community-wide scale and implement appropriate public improvement programs. 31 I I I I I I I I I I I I I I I I I I I Policy Tw14: Participate in the regional planning and decision process to implement highweapacity transit systems. and, where appropriate or in agreement with regional plans, reserve rights-ofwway for high capacity transit as development occurs. Policy Tw15: Create a consistent, dependable source of funding for the implementation. operation and maintenance of the transportation system that takes advantage of all available funding sources for transportation improvements. Policy Tw16: Work with WSDOT the develop HOV lanes as SR 99 is upgraded. 32 I ARTERIALS I City of Federal Way Comperhenslve Plan I I I I I I I I I I I I I I I I I \~ d~ IJ ..) ~ I .. , .~~/ 1 ~~ t1lP. ~ ~ ~ '.,-=,= I:<::~ r"M "'" "1, -' ; !m .: ~:;t ~~' ~..' ~ A'r;' .~ ~I~' . ~ ;'~.~~ ~~~n ~ ,~ ; ~.\1 ,~,.~~,,~~ I~: ~ 5~: '0 ~ l!]~hi'~~ -i \~ -~. :lj~, J lAKOTA'! ! " ~ !f..J~ ~ ~ --t::=:: . il f-. ri I.. ~ '. BlAC ; ~ 1 I > .~I(1) Pi' ~~ ,3....,w. ., j ~ -- , ~>I' U"':_~~~i.lj)jii llill!t':-ij;~, ~.l~/ ~; AI ~~~: S09}>~l .,~~~?F~~" ::~~~ ~u ~:" ~~;~ 'J \ ~ . --\ir>;: ~ ~t,". ;~ 4ft -h' ~ lAKOTA ~\ '\S\J J }r. ~ ~ _ i~ . ..-:: ~ ~ ~ 'm ?:: "'d?f-Y.." ~ iI' < ..~ · U:W\d~ .... '~I:-"):~, ~ .; "7 /;::.::.: '-l. 1.. 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TACOMA , 1IIl", ;1 ~ ~.01 ~o ~ ~ (\\~ ..~ G::;I ........; -: I 'I ,1\", ~~-9 I ~'~:....J 'T II ..,.:. .::. t;i ,.,. : >! 0" '~ ".., ~. : ....lilI. .-. ,~" A j/ 1\ (;. ,r (,'~ ~'r,~. j..~~ ' bfi) V I 'X .." . i~ _~~ II ~ F> 5/__~-'];~[~ t w,..w.w.w. .. . o 112 1 . . Scale in Miles North " """"" '." " "'.""." .. ..... Principal Arterial 11111111111 Collector Arterial .. ..... Minor Arterial 33 !III WILSEY&HAM .. PACIFIC I I I I I I I I I I I I I I I I I I I NATURAL ENVIRONMENT WATER Groundwater Federal Way is dependent on groundwater for all its City water uses. Several wells penetrate aquifers at successive depths from which water is pumped to storage tanks located throughout the City. The Federal Way Water and Sewer District is responsible for this utility. There are three main aquifers which provide water within the study area. The RedondowMilton Channel is the aquifer closest to the surface and is also the most prolific. The Intermediate aquifer is from 150 to 500 feet below ground and feed eight wells. Only one well extends to the deep aquifer, which is 700 to 900 feet underground. The utility is in the process of digging another well in this aquifer. Given the current and projected growth rate of the City in conjunction with the draw down on existing aquifers, it is projected that by the year 1993, the maximum potential of the aquifers will be reached. Concurrent with the development of additional wells are negotiations with the Tacoma Water Department to secure additional municipal water supplies from that utility. Tacoma's plan for Pipeline 5 calls for delivery of additional water to Federal Way residents by 1993 and would provide water needed to accommodate projected growth in the City. There is potential for delay because of possible lawsuits. Federal Way's water district is unusual in that the water from its wells is not treated in any way. There is some manganese in the water but steps to contain that element are undertaken every three years and it is not considered a problem. The water is not currently chlorinated and although the federal Clean Water Act mandates that all drinking water will be chlorinated. Federal Way authorities plan to apply for a waiver because of the unusually high water quality they now enjoy. In order to preserve the nature of the aquifers which supply this water, certain management practices should be observed. The recharge areas are and will be subject to development pressures. To the extent possible, these should be preserved in low density uses. (The utility has a map which outlines the known limits of the Redondo-Milton Channel.) Secondly, those areas allowed to be developed within an aquifer recharge zone should incorporate paving practices which allow infiltration of stormwater into the groundwater system. This could include free..<fraining asphalt, onwsite retention ponds. and recognition of and respect for existing bodies of water. An education program aimed at water conservation practices is also recommended. 34 I I I I I I I I I I I I I I I I I I I Surface Water Wetlands There are a large number of wetlands within the proposed City limits. Forty-six are identified on the King County Sensitive Areas map. Hydrologically, wetlands store water and slowly release it into the drainage system. When wetlands are filled. that capacity is lost. The wetlands in Federal Way are being encroached upon by recent development. They are being fIlled in with permission from the County or as a result of careless. construction practices. Roads are constructed over them and some are used as retention/detention ponds adjacent to new development. Those wetlands located in zones which are being developed are left without any vegetative buffer zones around them. Many are treated as dump sites for refuse. Of special concern is the need to recognize the importance of wetlands of the study area within the context of the entire drainage basin. In particular, regarding the Hylebos, this system drains into Pierce County and there is severe flooding in the low lying basin. Development in Federal Way thus can have an impact on the drainage system several miles away from the City's limits. Increased clearing, filling of wetlands, the creation of impervious surfaces are all impacting the entire basin. This means that during a major storm event. the potential for flooding downstream is increased. Streams and Lakes Federal Way has an abundance of streams and small lakes, all of which are being impacted by the current growth trend. Of concern is the impact of development on the watersheds that drain to the main channels and lakes. Because many of the area's wetlands have been lost to development, rainwater is no longer stored and released slowly to the streams. The loss of groundwater aggravates this problem, since groundwater is commonly a source of water to streams during dry seasons. The result is that many of the streams in the study are completely dry for large portions of the year. When it does rain, runoff flashes rapidly through the system, eroding the channel and undercutting banks. When excess sediment falls into the stream it clogs the gravel beds that salmon use to spawn. Likewise, excess debris can create migration barriers. Any alteration of pre-development natural conditions alters the drainage system. All streams in the study area show impacts from development. Increased sedimentation of streams is the most evident. but pollutants as well are entering the waters from a variety of sources. The several lakes in the Federal Way area are for the most part shallow and are easily impacted by urban runoff. Aging is a natural process for lakes and these are being impacted in such a way that their aging process is being accelerated. A comprehensive monitoring of water quality in Federal Way's lakes has not yet been done. It is recommended that such a study be undertaken with help from Metro and the King County Surface Water Management Division. 35 I I I I I I I I I I I I I I I I I I I Anadromous FisbwBearin2 Waters The anadromous fishwbearing waters of Federal Way are those streams mentioned above and utilized in the life cycles of anadromous fish (fISh that spend part of their life cycles in fresh water and part in salt water). The adults of this group of native fish return to their spawning areas on one. to five year intervals depending upon the species. The eggs and subsequently the young remain in fresh water from a few weeks to as long as three years before entering the salt water environment. Water temperature. clarity and volume of the stream flow are important factors in survival of the juvenile members of these fish. The streams which are important to fISh habitat in the study area are Joe's Creek, Lakota Creek and Hylebos Creek. These streams are being impacted by the development pressures in Federal Way. Any clearing of native vegetation. filling of wetlands. extensive grading activities during the wet season, creation of large parking lots. etc., impacts the amount and quality of water carried to these streams. Of greatest concern is the increased sedimentation within the streams which covers the gravel beds so important to salmon egg survival. The increased flow of water and subsequent scouring of stream banks causes greater turbidity in the water which silts up the spawning beds. It is recommended that steps be taken which will ensure buffer zones are established along stream corridors. Restrictions on grading and filling of newly developing urban zones. restrictions on tree clearing. onwsite retention/detention facilities for large.scale development. public education policies regarding respect for waterways. all will help to improve the quality of fISh-bearing waters. Water Qualitv Information regarding specific stretches of water is not currently available. King County division of Surface Water Management is in the process of sampling waterways in the study area during the winter of 1989w90. The draft report covering much of the Hylebos and lower Puget Sound basins within the Federal Way study area should be available in 1990. This information is going to be part of current and future conditions which will include water quality, habitat. hydrology and sediment. Metro has also done some water quality sampling within the region. However. their studies used only base flow as a basis for monitoring and this gives limited information. Samplings taken during major storm events, such as those undertaken by King County, provide a more accurate account of the content of streams during extreme conditions. Of concern in the monitoring which has been carried out so far is the evidence of fecal coliform in the water samples taken. While nether Metro nor King County has specific information regarding the source, it is theorized that leaking septic tanks are causing the problem. Poor animalw keeping practices is also a potential source, as is the practice of putting sewer lines through wetlands. It is recommended that an oversight committee from any surface water management utility which the City of Federal Way sets up. monitors and reviews the installations of the Federal Way Water and Sewer District. One major factor in the deterioration of water quality has been stormwater runoff. This is water which, prior to the urbanization of the watershed. was intercepted by vegetation and/or percolated into the soil. The amount of runoff has been greatly increased because of the removal of natural vegetation and because of paving with impermeable materials. Stormwater flows over the surface and is usually directed to storm drains which empty directly into natural streams. The magnitude 36 I I I I I I I I I I I I I I I I, I I I of flow within the streams is greatly accelerated by the volume of flow from the parking lots. driveways, roads, roofs, lawns. etc. that have replaced natural vegetation. The water running off paved surfaces and urban lawns and gardens carries a variety of pollutants with it. The roads and parking lots. gas stations and driveways contribute pollutants from automobiles and trucks such as leaks from gas tanks, spilled oil. leaking anti-freeze, spilled brake fluid. etc. The urban lawns, whether those of private yards or corporate campuses. contribute excess fertilizers and pesticides during heavy rain storms. All these can enter the streams of fIshw bearing waters and hence all enter directly into the Puget Sound. The volume of water within a given stream is greatly increased beyond the stream's natural carrying capabilities. In order to accommodate the additional flow, the stream scours its banks. trying to make greater room for itself. This leads to erosion of the banks and eventually to large sediment deposits as the stream enters the Sound. During flood conditions, the water in Hylebos Creek will cany this additional flow with its pollutants down through Milton and Fife, scouring banks there and carrying heavy sediment load to Commencement Bay. Streams entering directly in to the Sound carry their loads to Federal Way beaches. Specific areas of concern include Sea-Tac Mall with its vast parking lot. While this shopping center does have retention ponds, these appear to be too small to adequately reduce storm flows; the detention ponds have little effect on the quality of water released, only the volume. Other areas of concern are the bird farm at Enchanted Village (out of study area) where large amounts of animal waste are washed by stormwater into the Hylebos system, and Interstate 5 (1-5). which discharges into tributaries of Hylebos Creek. Habitat Wetlands in Federal Way currently provide the greatest ameunt of habitat. These areas provide food and shelter for a variety of songbirds. waterfowl, migrating birds, as well as small mammals and amphibians and reptiles. On the top of the plateau, streams have been largely channelized or piped. Even in those areas with lakes or wetlands. these systems have been greatly altered. Loss of wetlands and open spaces have resulted in dewatered stream channels or scoured channels during storms. Channels through residential areas (such as Joe's Creek) are without diversity of cover and provide virtually no habitat. The intense commercial and residential development in the study area has caused some irreversible loss of habitat. Loss of protective vegetation is the most obvious loss, but increased stream flow with its erosion and sedimentation of waterways, dumping of trash in wetlands and streams. organic and inorganic pollutants carried by surface runoff into streams and wetlands from urban areas, all these factors, separately or combined. are contributing to loss of habitat. 37 I I I I I I I I I I I I I I I I I I I SENSITIVE AREAS Class III Landslide Hazards The valleys and shoreline bluffs of Federal Way border Puget Sound with steeply sloping unconsolidated glacial deposits that are highly susceptible to gravity sliding. The identification of areas susceptible to landsliding is necessary to support grading. building, foundation design, housing density and other land development regulations in order to reduce the risk of property damage and potential personal injury or death. Slope stability studies undertaken by King County identified landslide potential by means of aerial photo interpretations, field geology techniques, and analysis of existing data such as geologic, hydrologic, topographic and meteorologic factors contributing to ground instability. Areas subject to the most severe level of slide potential are identified and mapped as Class III Landslide Hazard Areas. Factors used in determining landslide hazard areas were as follows: . Slopes 15 percent and steeper; . Areas of ancient landslide deposits, active landslides and areas determined to be susceptible to landsliding; . Substrate character--Lawton Clay or similar clay combined with sand, gravel. silt with clay layers exposed above base level on slopes 15 percent or greater. Potential for landslides in zones susceptible to earth movement is increased when protective vegetation is removed. A wooded area on or above a bluff helps to draw moisture from the soil and root systems help to hold soil in place. It is recommended that a clearing permit be required for any tree cutting in those areas marked as having landslide potential and on shorelines of the state as defined in the Shoreline Management Act. Additionally, steps need to be taken to prevent earth-moving activities on or above bluffs. There are numerous accounts of earth-moving equipment having pushed cleared soil over the tops of a bank. which can destabilize the lower reaches. The established drainage pattern which affects the water from is also of importance. The development activities which occur along the banks of those streams emptying into the Sound can also affect the landslide potential of that area. Removal of vegetation, paving of land. filling of wetlandsnall the factors which increase surface flow to the channelnincrease the volume and velocity of the stream which in turn scours its banks in order to contain more water. What was a small stream prior to urbanization can become a large one and the additional water draining down the bluff can increase the landslide potential. It is recommended that whenever a proposed development is in an area with a Class III landslide hazard, a soils study should be completed by a qualified professional. Their studies should include specific recommendations for mitigating measures such as construction techniques, design, drainage or density specifications. or seasonal constraints on development. 38 I I I I I I I I I I I I I I I I I I I The accompanying map shown the location of those areas designated by King County as Class III Landslide Hazard Areas. Class III Seismic Areas Seismic hazards include ground failure, ground shaking. liquification and the triggering of events such as landslides and submarine slides in Puget sound. The principal damage caused by earthquakes is due to ground shaking and associated ground failure due to settling. Ground motion is amplified and damage to structure is most severe on unconsolidated soils. The entire Puget Sound regions is seismically active and extensively covered by unconsolidated glacial and alluvial deposits, a combination contributing to a high susceptibility to earthquake damage. Those areas classified as being Seismic Hazard Areas are taken from the U.S .Department of Agriculture Soil Conservation Service maps which indicate soil types which are known to be composed of unconsolidated glacial and alluvial materials. These are: . Soils developed on compact to moderately compact glacial fin (Class I) . Soils with moderately well drained alluvium and glacial outwash of moderate density (Class II) I . Poorly drained to impervious alluvium and organic soils which are usually saturated (Class III) . All other soils types located on slopes greater than 15 percent (Class III) It is recommended that whenever development is proposed in an area mapped as a seismic hazard area (Class III), soil, geology, erosion and deposition hydrology studies be required. The accompanying map shows those areas mapped by King County as being subject to seismic hazards. Erosion Hazard Areas Erosion is a natural process of wearing away of the land surface by falling and running water as well as wind. Of all the geophysical forces. erosion by running water is by far the most important within the Puget Sound Basin. The susceptibility of any soil type to erosion depends upon the physical and chemical characteristics of the soil in addition to its protective vegetative cover, topographic position (slope and direction of storm travel). temperature. the intensity of rainfall and velocity of runoff water. The accompanying map shows the geographic distribution of soils which. according to the Soil Conservation Service of the U.S. Department of Agriculture. experience sever to very server erosion hazard potential. This group of soils includes: AgD AKF BeF KpD OvD OcF Alderwood gravely. sandy loan Alderwood.Kitsap soil Beausite gravely sandy loan Kitsap silt loam Ovall gravely loam " " " 39 I I I I I I I I I I I I I I I I I I I RaD Ragnar fine sandy loam RdE RagnarAlndianola Association Rh River wash Cb Coastal beaches It is recommended that whenever development is proposed for an areas within a zone mapped as prone to erosion hazard. soil, geology and/or erosion studies be required. Additionally, steps similar to those listed under Wetlands and Landslide Hazards should be undertaken. Only with the control of the movement of surface water will erosion hazards be limited. ISSUES 1. Use King County's Sensitive Areas maps and habitat maps. and the Federal Way Water and Sewer District's aquifer recharge area map in preparing land use maps for Federal Way's new Comprehensive Plan. 2. Limit filling of wetlands or streams and establish buffer zones for these and their tributaries. Define a minimum threshold size for wetlands. Establish a goal of no net loss of wetlands. Adopt provisions that improve or enhance water quality and habitat. 3. Evaluate and modify specific policies, regulations and methods related to the management of surface water in the basin. Work towards a regional system of surface water management. 4. Maintain and/or enhance instream riparian habitat through land use regulations. community efforts. requirements for tree-cutting permits. Particularly sensitive habitats should be identified and should be protected with specific land use regulations. Establish identifiable buffer zones around wetlands land sensitive areas and protect these zones through land use regulations. 5. Increase enforcement of land use regulations currently in place and where necessary, propose modifications or new ones. An ordinance should be established requiring developers pay for the capital needs for their projects. The City of Federal Way should hire the consultant when an EIS is required for a project. 6. Develop appropriate working agreements among governmental agencies. including the Puget Sound Water Quality Authority, landowners. and other parties in order to implement the recommendations of this paper. 7. Enter an Urban Area Agreement with neighboring communities in order to supervise activities outside the City which could impact the Federal Way area. 8. Establish Interlocal Agreement with King County's Surface Water Management division in order to benefit from ongoing water/wetland studies and policies in the Federal Way area. 9. Because a Basin Plan is in progress. the City of Federal Way should implement that until they develop their own plan. 10. Use density controls in the land use plan in order to minimize impact to habitat, stream corridors, wetlands, landslide areas, shorelines. 40 I I I I I I I I I I I I ,I I I I I I I NATURAL ENVIRONMENT POLICIES GOAL: Preserve the natural character of sensitive areas, habitats, wetlands, stream corridors, lakes and aquifer recharge areas in order to protect public health, safety and welfare, and maintain the beauty of the community. Policy NEw1: Define. inventory. and map sensitive areas,habitats, wetlands. stream corridors, lakes and aquifer recharge areas. Sensitive areas will include steep slopes. seismic hazard areas. erosion hazard areas, shorelines and wildlife habitat, and protection areas. Policy NEw2: Adopt special regulations limiting or preventing development within the most sensitive areas and require completion of special studies by qualified professionals when necessary prior to issuance of permits. Policy NEw3: Establish a system of wetland and habitat types based on value and sensitivity, and develop regulations appropriate for each type. Policy NEw4: Protect and enhance wetlands by establishing a goal of no net loss of wetlands. Policy NEwS: Develop open space or landscaped buffer zones to protect sensitive areas, wetlands, stream corridors, habitat areas, lakes, and aquifer recharge areas. Policy NEw6: Enforce measures to be taken during construction to prevent erosion. Policy NEw7: Limit public access to habitat protection zones and the most sensitive wetland areas. Policy NEwS: Prohibit alterations of stream corridors or wetlands within habitat protection zones. Policy NE-9: Require environmental impact assessment and mitigation of potential impacts to sensitive areas before development is permitted. GOAL: Protect the quality of surface and groundwater, and maintain an adequate public water supply. Policy NEw10: Limit development in active aquifer recharge areas and incorporate these areas into the open space system. Policy NEwll: Prohibit installation of septic tanks in areas with poor soil conditions. Policy NEw12: Establish buffer zones to protect wellhead areas. Policy N&13: Minimize the installation of sewer lines in wetlands or other sensitive areas. Policy NEw14: Retain existing wetlands and drainage channels to recharge aquifers and contain storm water run-off. Policy NEwlS: Establish a water conservation program. 41 I I I I I I I I I I I I I I I I I I I Poliq NEw16: Establish a surface water management program to manage stormwaterfUnoff and prevent water pollution. Policy NEw17: Establish regulatory measures to prevent flooding. Policy N&l8: Coordinate with other agencies involved with surface water management in order to implement the management strategies each has developed. These should include but are not limited to the King County Surface Water Management Division and the Puget Sound Water Quality Authority. poUq NE-19: Adopt a comprehensive basin plan based on the King County Basin Plan and implement stormwater management practices recommended in that Plan. Policy N&20: Enter an Urban Area Agreement with neighboring communities in order to coordinate activities relating to sensitive areas outside the City of Federal Way. Policy N&21: Use density controls in the land use plan in order to minimize impact to groundwater and sensitive areas. 42 I I I I I I I I I I I I I I I I I I I I NATURAL ENVIRONMENT ISSUES: SOURCES Jim Miller, Federal Way Water and Sewer District. Personal Conversations, December 1989. Federal Way Water and Sewer District. "Relationship Between Land Use and Groundwater Protection". Report dated November 30, 1989. King County Surface Water Management Division, Personal Conversation. December 1989. Puget Sound Water Quality Authority, Studies and Reports. Personal Conversations, December 1989. Municipality of Metropolitan Seattle (Metro). Studies and Reports, Personal Conversations, December 1989. King County, Sensitive Areas Maps, Parks, Planning and Resources. King County, Reconnaissance Reoort No.8. Lower Puget Sound, 43 I I I I I I I I I I I I I 1 I I I I I I ~'\ AQUIFER.MAP ~ .. \ I: /~ ' /. 91 '.\ .. '( It -I'" : / _,7 F . _,. 8 ~ _\1" , li= ..... .'p! - II ~~~ .~r~~ .. ~ ~ J.. ~ ~ '---, ~ :th [1'~ L.: ,," c~"..~ N. i: I ~', . ' ~ ~ ~ /"-I....A. T1_ ,~ \ ~~ 1i=1 f-' L i1?-1 '~ ' ~~ '\~ rI \ 1~'.,:' p /~~ I ~~'~L.", -:;:~~ ~ r'l t::= \; -, - ./ ,.-/J----;=. ~, - ;"""""':___w;_ ,---\ tJ. ,'~_ ~ _ ;, .... ~' .. , r: .......1=1- ~ '''1::: ,~~ , ',. 'III _..,~ _" I i i.2==::r .!;;..~ _ ~ "- L T , ...../:>1?' ~ ~a:, ~"_'. 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()_ ,..)--;n, is!ll ' ,I J-. . t "~J'~~:~.r 1/ '1 '_,\.,\' l).A'/ .// 1\:.., II. 'c1~\3 "(.> < ft 1\ ~ \-L.=f-I .~'l~tt..: t>, ;>~~~~: ,li':.:.,: ::~:~:"" ~; ~)-) )" __-:11)- _' ~;:'I:" 71,,)~ II "/T1:tr - II I ~...~ ~'<""\"""-~"'!"~':-;.1 f-~~~::::: :.......,-..-yT,.!/V ' /, frr.;'J;r. ,~~~\ 11! f\--. ~ I ~ I......JH ,..~:I, ;..:. . ...~ I. 'J '\ '\ ~_r;1f ,~~ ;:::;;:v-.s/\'C")F ( :" -4 'I :'.J.. '. .... 'r'17l '\ I, I~ '. ~ J~\ ~:.... ~-'-'~;Z['J)\Jlr"71 .. lJ I ".JH ,I~ !lj, ')::t}~; ) "\ 1\ , \ I~ \. .. L' 'VLfJ);b,l' d ~1='~W~,t] tLfo1:~l'i:')Uj~,<</f;1 ' ,,1'\2/ ,:.1, i1l. 'c~~':~16A~} ~;:\~~~n ;~J~..t,~~r-;f;.~I{</~'\ ;~J~ \ ,~~ 0'~ '"'.., '" {:,J ' ;, ~c ... . ".i "~ .:.'" hl,;..;'\tj <'("'" f Q~I .1L~ ~ .../ , <qJ\.: ~,~" ' '. ' ( \; .'~JiGiT\i\ \ ~. \ ~ . ~df ("-' ~~{lr,r~~ ~ \ Jj \~ " \'''; II\! ( 1 :o~~ ,r, .~ ..l ~/r . ~r :J.~r~ I~I \~1~l, , '~.'~-~~' ( ~\ (,\, ~(~-0 ?~~~?~t\\~ ~~r-\I . ~'Iff'!~"':;~'fl~'~"~~ ~ J ( \ \ ,,1 , ."'''"'''--r' . __ I.. ~..' City of Feder~1 Way Comperhensive Plan 1/2 1 Scale in Miles North " tl l) u g 0 f; '\' f' U G fEll Sensitive Areas landslide Hazard Erosion Hazard Steep Slopes ~Surface Water ~ Wetlands Lakes 45 . WIISEY&HAM ., I PACIFIC . I I I I I I I I I I I I I I I I I I I THREE YEAR IMPLEMENTATION OBJECTIVES Planning Cycle The Comprehensive Plan should be updated on a 10-year cycle. The revision of the Interim Comprehensive Plan should begin within six months of incorporation. and include a broad- based citizen participation process to amend and reaffirm the goals and policies. Plan elements should be reviewed and updated if necessary every five years. The revision of the Comprehensive Plan to begin after incorporation should include development of the following elements in addition to review of those already adopted: Parks. Recreation and Open Space. Utilities and Community Facilities, and Health and Human Services. Functional plans (sewer. water, solid waste, community facilities. open space) should be completed and revised every three to five years. A Capital Improvement Programs should be prepared during 1990 for a 6-year time period and updated annually. Housing Element Initiate a residential land use inventory within six months of incorporation to assess wning capacity and potential housing supply by type. By 1991, initiate wning map amendments if needed. During 1990, initiate application to HUD as an entitlement city in the Housing and Community Development Block Grant Program. In 1991. begin a study of zoning incentives and other techniques to promote affordable housing. In 1991, analyze capital improvement needs on a neighborhoodwbywneighborhood basis. CommerciallIndustrial During the Comprehensive Plan revision, inventory commercial and industrial land available and the types of land uses. In 1991. initiate a City Center Design Study to analyze and prepare design. linkage system (landscaped pedestrian bicycle system) and other guidelines for development of the City Center. By 1992. begin the site analysis and financing study for location of a civic center campus. 46 I I I I I I I I I I I I I I I I I I I I Open Space By 1991, complete an Open Space Implementation Plan and integrate into the Capital Improvement .Program. Natural Environment During 1991. prepare a stormwater management plan using the King COunty Basin Plan to be adopted in January 1991. and the Puget Water Quality Authority Guidelines. During 1992, revise wetland regulations to reflect state guidelines if necessary. Revise the Natural Environment Element during the Comprehensive Plan update to include energy conservation policies. During 1991 initiate amendments to the Shoreline Master Program and Use Regulations. Transportation As part of Comprehensive Plan revision in 1990, develop a Traffic Model and Revised Transportation Element based on planned land uses. During 1990, prepare a six-year Transportation Improvement Program. During 1991, begin discussions with METRO on improved transit planning in the City. By 1992. initiate a study of transportation financing mechanisms and prepare legislation. During 1992. prepare a Transportation Management Program. 47