HomeMy WebLinkAboutCity Council Committees - Planning and Economic Development Committee - 01/20/1998 MARGIE PORTER
y�}�7 ADMINISTRATIVE ASSISTANT III
CITY or �LJZSV
CITY COUNCIL PLANNING COMMITTE
AGENDA Jim White, Mayor
JANUARY 20, 1998
TTIE CITY COUNCIL PLANNING COMMITTEE IS HOLDING A MEETING ON JANUARY 20, 1998
AT 4.00-5:30 P.M. IN THE COUNCIL CHAMBERS EAST ROOM OF KENT CITYHALL AT 220'
FOURTH AVENUE SOUTH.
Committee Members
Leona Orr, Chair
Judy Woods
Tim Clark
AGENDA
;. Regional Transit Authority (Sound Transit) - Commuter ACTION ITEM - 45 Minutes
Rail Site Location - (L. Orr)
Note: Please bring the following booklets to the meeting: the Sound Transit Tacoma-to-Seattle Commuter
Rail Draft Environmental Assessment and Environmental Checklist, and the Draft Technical Report in
Support of Environmental Assessment.
?. Downtown Strategic Action Plan - (J. Harris/L. Phillips) ACTION ITEM - 45 Minutes
ANY PERSON REQUIRING A DISABILrrY ACCOMMODATION SHOULD CONTACT THE CITY IN ADVANCE FOR
MORE INFORMATION. FOR TDD RELAY SERVICE, CALL 1-800-635-9993 OR THE CITY OF KENT AT
(206)813-2068.
mp:c:pcol'_'O98agn
2204th AVENUE SOUTH i KEN'I',WASHINGI'ON 98032-5895/TELEPHONE (253)859-3300
• DOWNTOWN STRATEGIC ACTION PLAN
COUNCIL PLANNING COMMITTEE REVIEW
January 20, 1998
1. Prior Review and approval:
1. North Frame District(August 19)
2. East Frame District (September 16)
3. Central Avenue Corridor District (December 9)
4. West Frame District(December 9)
5. Vision(December 9, approval pending, revisions requested)
11. Current Review:
1. RTA Commuter Rail Station Location
a. Presentation
b. Discussion
C. Recommendation
2. South Core District
3. North Core District
4. Historic Core District
111. Review of Planning Concept, Redevelopment Strategy, Summary of Recommended
Actions, Phasing Strategy.
IV. Review of Revised Vision.
V. Discussion regarding State Environmental Policy Act requirements related to plan
adoption.
VI. Discussion regarding phasing of Planned Action and Monitoring sections of the Plan.
• P:\DNTN120.REV
SOUTH CORE DISTRICT
SUMMARY OF RECOMMENDATIONS
• Consider the South Core District, with the exception of the BN & SF Railroad corridor, a
mixed-use redevelopment target area. The blocks on either side of the BN& SF railroad
tracks as identified as a target area for parking and commercial redevelopment.
• Encourage residential-oriented mixed use. Facilitate redevelopment that strengthen the
emerging mixed-use neighborhood to provide a built-in market for downtown businesses.
• Extend angled parking along Saar Street to the Union Pacific Railroad right-of-way.
• Continue the pedestrian/bicycle path links from the Interurban Trail to the Core Districts
along the Saar and Gowe Street rights-of-way.
• Enhance the 4th Avenue Corridor with gateway features at Willis Street and 4th Avenue,
including a landscape median on Willis Street
• Develop design guidelines consistent with the special character of the South Core
District(add provisions for reviewing any future proposals for "signature buildings'at
gateway sites (design guideline details on page IV-21).
• Identify historic properties and assign historic designations
• Promote a housing demonstration project.
• Explore means to reuse older homes.
• Consider reconfiguring First Avenue to add more parking and upgrade the development
setting.
• Recommendations which may be dependent on selection of a commuter rail stationsite:
Construct parking on the west side of the BN&SF Railroad between Willis and
Titus Streets.
Consider redevelopment of the existing parking lot at the corner of First Avenue
and Titus Street for housing, using the above parking on the west side of the BN
& SF railroad tracts to replace parking.
South.12/9
•
NORTH CORE DISTRICT
• SUMMARY OF RECOMMENDATIONS
• Consider the entire North Core District a redevelopment area.
• Coordinate new public and private investment to provide improved connections between
activity areas. Take assertive action to realize the opportunities within the North Core
District.
• Locate a Town Spare Park to provide a downtown open space for large public gatherings
and performances. Coordinate closely with the Performing Arts Center Committee and
other interested parties to ensure that the park and civic and performing arts center
complement and enhance one another.
• Construct a pedestrian "all cross or scramble system at the corner of Fourth Avenue and
Smith Street. Upgrade the intersection with gateway enhancements - signs, lighting, and
special pavement.
• Develop design guidelines specific to the North Core District, including potential future
development of the Borden site (add provisions for reviewing any future proposals for
"sienature buildings" at gatewa sites)(details found on page V-31,provisions listed
under the Borden Site section apply to the entire District).
• • Establish master plan review process for potential redevelopment of the Borden site.
• Support the proposed Civic and Performing Arts Center location between Meeker and
Smith Streets.
• Support the proposed Public Market location on Railroad Avenue.
Install gateway features at 4th Avenue and James Street.
• Encourage mixed-use development along Smith Street.
• Encourage residential development downtown.
• Recommendations which are dependent upon selection of the commuter rail tction c,tP
The following recommendations related to locating the proposed commuter rail station in
the North Core District, and providing related visual, land use, and transportation
connections and improvements are subject to rail station location site selection.
Orient station near Smith Street.
i
1
Create visual focus for the station.
• Ensure high-quality development near the station.
Support Market and Civic and Performing Arts center as connecting activities.
Improve International Park as connecting open space.
Upgrade crossings, channelization and signals on Smith Street. Improvements
may include a traffic signal at Railroad and Smith Street, straightening and a new
center through lane on Smith Street, new crosswalks, pedestrian improvements
and directional signs.
make improvements to Railroad Avenue, James Street, Central Avenue, and
Pioneer Street, based on a comprehensive analysis conducted during station
design, of potential traffic and transit requirements.
Improve or install new sidewalks, street lights, and tree grates along connecting
pedestrian corridors.
Construct other traffic and pedestrian improvements to downtown streets as
necessary to provide access.
• North/12/9
• 2
HISTORIC CORE DISTRICT
SUMMARY OF RECOMMENDATIONS
• Consider the Historic Core District a redevelopment target area.
• Build on the Historic Core Districts existing strengths - pedestrian oriented streets, civic
attractions, and a variety of activities..
• Enhance the historic architectural character and pedestrian amenities.
• Encourage development of vacant or underutilized sites.
• Visually and physically connect the Historic Core District to the surrounding districts.
• Make further pedestrian improvements including:
Pedestrian lighting and street f imiture along 4th Avenue.
As development occurs, require twelve foot wide sidewalks on the east side of 4th
Avenue.
Extend Meeker Street and Gowe Street pedestrian improvements eastward from
First Avenue to Kennebeck Avenue.
Enhance the intersection of 4th Avenue and Meeker Street as a gateway.
• Develop revised design guidelines to further emphasize traditional building forms,
materials and details(add provisions for reviewing any future2roposals for "signature
buildings" at gateway sites to incorporate a corner entry architectural feat ire or plaza)
(details found on page IV-36).
• Add the following recommendation, which appears in mitigation measure form in the
SEPA section of the document, but does not appear in this section:
Update_ the exis-ting inventory of historic structures in the Historic Core District.
encourage redesign or redevelopment of buildings that are not designated
historically significant and are not consistent with the historic character of the
District. Initiate a process to address preservation and adaptive reuse of existing
historic buildings.
• Enhance the 4th Avenue corridor.
• Explore the opportunity to designate the Historic Core District as a historic landmark
• 1
district.
• Consider upgrading the streetscape, access and parking conditions in the District east of
the BN&SF Railrad corridor to rehabilitate the commercial area.
• Consider the property on the northeast corner of Meeker and Fourth Avenue as one of the
most important parcels downtown related to proposed building designs..
• Consistent with the efforts of the City and the Kent Downtown Partnership to keep the
Historic Core District viable, focus on redevelopment and infill development
opportunities for mixed use/office/retail/residential development as they arise.
Historic.12/9
• 2
Kent Downtown Districts
ZZ
_ __ ' f J - �✓_7 t�;{v ��11�d( pf`�y_ut 1,r�` -�; �y +.../n)ae�01 I
• I I {�I,_.. g, �'n.r �o,IC°I LJ.--_ `t.l..>Ip y, 1
LJ
i� ' 9 ce1 oilI�Ipg„- �I�
North
U 91-I r .(- I Dat r Il tad t A
as Central }III
, Avenue
1- ,i(
Corridor 'U .� 'r.'•',
j c
31-
° pro
, 'G�
North Core ,—' 1 arr
f
,li , ,�=-•:��u -- �,..$ •-,--�,, t (f a. i East -�
j o I West
Frame
� J
c
�r, - � Frame
;. -.
I a� � �t' ! ' I a 1
3�I Er ' �a.A'I,—...— t:Q u•Of Ir-�- !' r_ 'r'�r L 6 iQ� d
i! f f, .T J, a
fU 114� �I HistOnC :�'/ •.�J�
- Core '.Ip! — r DQa 1•' VY �.
0 �'
Q't q..'.
oSl�b
I�.bq�'+ '
OQ
a- { South Core- pJ 7 '
(Itt�' IC.Glt (�
r V ` '�M1� �'+(J(� ` I •f t•-1 l tt \! !V
�1 I`^*'�_= --�_ _--- oar v^ :�'Ipo A• i 'fl C'? !t
{{{{JJJ _aagtt pIL7�!YJc'�71 i
ar60b °OA ,. °El- '"�
{L,. .A -I' 7f�o-Lq ti p-_
rtP K.� Ten 1I1 Y tW fIf w wr
Lj(�]
--,i$ d•a�'� ��a;
a121{ 5 t, W, �b ��.� �•
Kent Downtown Districts
1
Figure 1V--1: Illustrated above are the Kent downtown districts.
Draft Kent Downtown Strategic Action Plan IV-2
96MM Doc-sin sT
MARGIE PORTER
CITY OF Yt0KjjB4T ADMINISTRATIVE ASSISTANT III
• Jim White, Mayor
Planning Department (253)859-3390/FAX(253) 850-1544
James P. Harris, Planning Director
CITY COUNCIL
PLANNING COMMITTEE MINUTES
January 20, 1998
Planning Committee Members Present Public Works
Leona Orr, Chair Don Wickstrom, Director
Tim Clark Ed White, Transportation Engr Supervisor
Connie Epperly
City Council Members
Planning Staff Sandy Amodt
James P. Harris, Planning Director Tom Brotherton
Fred Satterstrom, Planning Manager
Kevin O'Neill, Senior Planner Others
Linda Phillips, Planner Val Batey, Regional Transit Authority
Pamela Mottram, Administrative Secretary Doug Johnson, King County Metro
Linda Johnson, Kent Downtown Partnership
City Attorney John Nathan
Laurie Evecich, Assistant City Attorney Gary Stewart
R.T.A. (SOUND TRANSIT) - COMMUTER RAIL STATION LOCATION - (F. Satterstrom)
Planning Manager Fred Satterstrom stated that the Downtown Strategic Action Plan process began the
summer of 1996 with voters passing the RTA in November of 1996. Mr. Satterstrom said that Linda
Phillips, together with the Downtown consultant, included alternate site options in developing the draft
Downtown Strategic Action Plan (DSAP).
Mr. Satterstrom said that Engineering, Administration and Planning staff traveled to Chicago to study the
commuter rail systems between Chicago and the surrounding cities. The number one issue was parking
availability and location relative to the downtown area. Mr. Satterstrom said that in some communities code
enforcement issues became a problem due to commuters using parking intended for downtown shoppers.
Mr. Satterstrom spoke at length on the economic impacts of a commuter rail station. Mr. Satterstrom said
that direct economic benefit would not occur due to commuter rail,but that indirect economic impacts would
occur as commuters returned to town to shop at businesses. Mr. Satterstrom further said that future
residential development in downtown could prompt additional usage of the commuter rail station. Mr.
• Satterstrom explained in the original RTA plan there was $6 million dollars set aside for the commuter rail
station in Kent. Makers generated a preliminary analysis based on RTA's plan indicating the south station
rail site will cost more than the north station site.
220 4th AVENUE SOUTH / KENT,WASHINGTON 98032-5,05/TELEPHONE (253)859-3300
• City Council Planning Committee Minutes
January 20, 1997
Page 2
Mr. Satterstrom said that Planning staff felt that it would be easier for auto and bus accessibility to the north
station rail site. Mr. Satterstrom said Planning staff proposed to the Land Use and Planning Board a
downtown plan based on the north station rail location. Debate between staff and the Planning Board led
to a recommendation for further study of the two alternate rail site locations. Mr. Satterstrom explained the
RTA was in the formative stages of hiring staff and setting work schedules when the Land Use and Planning
Board's recommendation was presented to the City Council in the summer of 1997.
Mr. Satterstrom explained that after the Planning Committee convened on the analysis of the station site,
the RTA hired staff and developed schedules to study alternate sites. RTA's environmental analysis was
scheduled for completion the end of December 1997, which would allow RTA to proceed with evaluation
of both rail site locations. The Planning Committee postponed committing to a rail site location until RTA
could complete their assessment of both the north and south site.
Val Batey,Regional Transit Authority, 1100 2nd Avenue,Suite 500,Seattle,WA 98121 referred to the
"Kent Station Site Alternatives"report and the environmental assessment in presenting her summary of the
north and south rail sites. She spoke at length about vehicular traffic flow and bus travel to both rail sites.
Ms. Batey explained that with the south station site it would be necessary to close Titus Street to through
traffic to allow for a continuous platform of 1,000 feet.
Ms. Batey spoke at length on cost comparisons for providing surface parking versus a parking garage based
on a 720 parking space allotment. She said that cost for a surface lot at the north site location is estimated
at$5,000 to $9,000 per parking stall or 3.6 to 6.5 million dollars. Ms. Batey explained that if a parking
structure is built at the south site location, the cost would range from 7.2 to 10 million dollars. Ms. Batey
explained that cost factors are based on local construction and land acquisition cost in the region. The cost
estimate exceeds the adopted budget of 6.649 million dollars for this project. Ms. Batey said that additional
funding is needed for development of facilities and off-site mitigation.
Council Member Connie Epperly stated that she favors the construction of a parking garage, as this would
decrease the number of homes needing to be acquired. Ms. Epperly asked if the decrease in home
acquisition would change the cost calculations.
Ms. Batey responded that the RTA's budget will not allow for a parking garage. Ms. Batey indicated that
she had yet to identify the impacts of surface parking. Ms. Batey said that there would be a cost differential
depending upon the type of rail station parking chosen.
Ms. Batey said that the Borden property's access to the railroad would not be affected by the location of the
rail station. Washington Cold Storage, Burdic Feed and Gypsum Supply Company would need to relocate.
RTA would be required to find them railroad accessible property.
•
Regional Transit Authority(Sound Transit) Commuter Rail Site Location
Downtown Strategic Action Plan
City Council Planning Committee Minutes
. January 20, 1997
Page 3
Chair Orr asked about the expense involved in the demolition and cleanup of Burdic Feed grain silos. Ms.
Batey responded that until an environmental audit is completed, demolition cost cannot be determined. She
further stated that evaluation of State and County data bases shows this is not an excessively polluted site.
Ms. Batey added that RTA's acquisition and relocation cost factors include the clean up of some sites.
Chair Orr reiterated her concerns about the cost and environmental impacts of removing existing businesses
along the north rail site. Ms. Batey explained that she could not present a precise comparison of demolition
cost. Ms. Batey added that any special demolition measures that would be necessary in the demolition of
Burdik Feed would be considered in the budget.
Ms. Epperly voiced her concern about the demolition of Washington Cold Storage. She said that hazardous
substances, like Freon, has been stored at Washington Cold Storage for a long time.
Ms. Batey explained that part of the cost of acquiring and developing the land is anticipating that buildings
along the rail corridor, within an industrial area, will house hazardous materials requiring removal.
Transportation Engineer Ed White spoke at length about traffic count evaluations compiled over the last two
months by Engineering staff related to the two rail station locations. Mr. White said that the summary is
based on one of the City's travel forecast models, information derived from Sound Transit's environmental
assessment and actual physical ground counts. Mr. White explained that Engineering staff concluded that
automotive access to both the north and south rail site was limited to two main arterials.
Mr. White described in detail the volume and levels of service during peak a.m. and p.m. travel hours within
the downtown core area as it relates to the north and south rail station locations.
Mr. White described the local road system geometrics. He said that the average right-of-way is 60 feet in
width with about 40 feet of actual roadway width. Mr. White further described the road system within
Kent's core area as consisting of a two-lane road system with parking commonly on both sides of the
roadways. Flow of traffic is constrained with an average speed between 12 and 20 miles per hour.
Leona Orr questioned if traffic counts suggest that much of the vehicular traffic is driving through town and
not traveling specifically to the rail station. Mr. White said that characteristically downtown experiences
a high volume of through traffic compared to the number of people who work and reside in Kent. Mr. White
concluded by saying that vehicles will travel the major arterials primarily to reach the north rail station site.
The south rail station site offers a more diversified pattern of travel to reach that site.
Ms. Epperly asked if a different pattern of traffic flow would be created at the intersections for the north
or south rail station locations based on which site is selected. Mr. White concurred with Ms. Epperly's
• statement.
Regional Transit Authority(Sound Transit) Commuter Rail Site Location
Downtown Strategic Action Plan
• City Council Planning Committee Minutes
January 20, 1997
Page 4
Mr. Clark questioned Planning Director Jim Harris about plans to redesign 4th Avenue to convert it into a
more pedestrian friendly roadway. Mr. Harris referred to Linda Phillips to address this question.
Planner Linda Phillips said that the width of 4th Avenue would not allow making it into a boulevard as
originally proposed. Current recommendations are to improve sidewalks and add more pedestrian lighting.
Recommendations include requesting developers along 4th Avenue to allow for wider sidewalks on their
property rather than having to take space from the street. Ms. Phillips further said that there is not a plan
in place to widen sidewalks by taking space from the vehicular right-of-way.
Mr. Clark said that one downtown proposal suggests running more buses along 4th Avenue. He asked if
bus cutouts are planned to allow the buses to move smoothly along 4th Avenue. Ms. Phillips responded that
the recommendations for the north station site did not require accomodations for extra buses. She said that
the King County Metro representative could answer further questions regarding south station site bus
requirements.
Doug Johnson, King County Metro, 821 2nd Avenue, Seattle, WA 98104 serves as a Service Planner
for King County Metro. He said that Metro anticipates using existing bus service operating in the Kent area
for whichever rail site is selected. Mr. Johnson further said when the actual specific street by street access
• to the rail site is decided, transit component needs will be identified then.
Mr. Clark voiced concern about vehicle accessibility in the downtown area. He questioned that as RTA
becomes a more acceptable form of commuting, bus usage will gradually increase, affecting an already
densely traveled area. Mr. Johnson responded affirmatively. Mr. Clark questioned how the flow of bus and
vehicular traffic will be maintained at the various intersections based on traffic density problems. Mr.
Johnson reiterated that"access"issue requirements will be decided at the time a decision is reached on the
rail station location.
Mr. Clark expressed his assumption that as part of the rail station design, bus parking stalls will be
incorporated. Mr. Clark said that this will allow buses to move out in an orderly and reasonable period. Mr.
Clark questioned how many buses could be expected to transfer through the rail station site.
Mr. Johnson said that Kent's 12 current bus routes will serve the rail station. Mr. Johnson explained that
bus routes are 30 minutes in duration with a few one hour routes. Mr. Johnson said that he could provide
information on peak hour bus traffic as requested by Mr. Clark.
Leona Orr questioned how often the buses would run in order to synchronize the arrival of the buses
concurrently with the train departure and arrival times. Ms. Orr questioned if the buses would arrive at the
rail station simultaneously or will buses stagger their arrival and departure times.
•
Regional Transit Authority(Sound Transit) Commuter Rail Site Location
Downtown Strategic Action Plan
City Council Planning Committee Minutes
January 20, 1997
Page 5
Mr. Johnson estimated that six commuter trains would travel north to Seattle every morning. He said that
the commute oriented bus routes would be reviewed and revised accordingly to enable the buses to arrive
at the rail stations before the train departures. Mr. Johnson explained that arrival and departure of buses
could differ based on:
number of bus riders commuting by rail
people making bus to bus transfers
people staying on buses traveling through Kent
Ms. Epperly felt that there would not be dramatic increase in bus ridership with the construction of a 720
stall parking garage for the RTA.
Tom Brotherton, 26805 140th Avenue, Kent,WA questioned Metro's plans to use 277th. He said that
the use of 277th would provide a quicker route to the area east of I I6th. Mr. Johnson said that Metro was
involved in the design process of the park and ride facility at 277th. He explained that 277th could act as
a viable location for bus service directly to the commuter rail station and provide access to I-5.
John Nathan, 14405 SE 266th, Kent, WA is an architect working with the Kent Downtown Partnership
in planning a possible parking garage. Mr.Nathan said that he has analyzed the data for both the north and
south station site. Mr.Nathan spoke on the merits of building a parking garage at the south site location.
Mr.Nathan said that it would not be necessary to acquire 35 to 40 sites(as indicated in the impact statement)
to build a parking garage and that only five businesses would be affected He said that there would be very
little traffic impact related to the parking garage. Mr. Nathan continued to speak at length on long term
traffic impacts within the Kent area. Mr. Nathan spoke in favor of closing Titus Street to vehicular traffic
and making it a pedestrian street. He felt this would complete the development of Kent's historic downtown
core area.
Linda Johnson,Kent Downtown Partnership,604 W. Meeker, Suite 202,Kent,WA said that she took
pictures at the north and south site to accurately reflect the number of businesses or homes affected by the
rail station. Ms. Johnson said that she cross referenced the business addresses with the buildings that were
there. She said that at the north site there are three occupied homes and ten viable businesses. On the south
site there are three occupied homes, two vacant homes, two vacant businesses, and ten viable businesses.
Ms. Johnson stated prior studies on the north and south rail station sites have shown discrepancies in
reporting the numbers of impacted structures.
John Nathan explained that businesses at the south location are receptive to the installation of the rail station.
He further said that Kent Gypsum Supply were willing to relocate and that other businesses in that area are
delapitated. They cannot be rebuilt or improved under current codes.
Regional Transit Authority(Sound Transit) Commuter Rail Site Location
Downtown Strategic Action Plan
City Council Planning Committee Minutes
• January 20, 1997
Page 6
Gary Stewart,404 N. Railroad,Kent,WA spoke at length on the traffic studies. He voiced his concern
that 277th would not benefit people coming from the West or East Hill if a north station location was
selected for the rail station.
Ms. Epperly asked Chair Orr if the committee would be sending a recommendation to the City Council this
evening. Chair Orr responded affirmatively.
Tim Clark MOVED to recommend the north rail site location. There was NO second to the motion. Motion
failed for lack of a second. Connie Epperly MOVED and Leona Orr SECONDED a motion to send a
recommendation for the south rail site location to the City Council.
Mr. Clark explained that if the south site is selected, some people will experience immediate negative
affects. Mr. Clark said that the south station site would not create a traffic pattern that would expedite safe
and efficient traffic flow. Mr. Clark explained that as the population of Kent increases, building patterns
will change and rail commuters will begin to expropriate parking intended for shoppers downtown. Mr.
Clark said that a parking garage will become a means for traffic backup and discourage downtown shoppers.
Tim Clark stated that closing Titus Street to through traffic, to accommodate the south station location,
would hamper people traveling from Scenic Hill and create a problem for buses navigating to and from the
south site. Mr. Clark said from a long-term standpoint he said that selecting the south station site holds too
many risks.
Ms. Epperly said that the selection of the north station would create more congestion on James Street that
is already heavily affected. The south site has roads that can be improved and there has been initial planning
for widening Willis Street.
Leona Orr concurred with Connie Epperly and said that she understood Tim Clark's legitimate concerns.
Ms. Orr explained that whichever site is chosen, long range impacts ( including traffic) will be dealt with
diligently through future councils. Chair Orr reiterated that she feels the south site is the best choice in the
long term as traffic can be routed properly and buses brought to the site.
Connie Epperly MOVED and Leona Orr SECONDED a motion to recommend approval of the south site
rail location. Motion CARRIED two to one, with Tim Clark voting against the south site. This
recommendation will be taken to the City Council this evening, January 20, 1998 for decision.
The second agenda item, the Downtown Strategic Action Plan agenda item has been postponed to a future
date.
ADJOURNMENT
• The meeting was adjourned at 5:35 p.m.
Regional Transit Authority(Sound Transit) Commuter Rail Site Location
Downtown Strategic Action Plan
MARGIE PORTER
CITY or
���� ADMINISTRATIVE ASSISTANT III
n��p�4� Jim White, Mayor
Planning Department (253) 859-33901FAX(253) 850-2544
James P. Harris, Planning Director
MEMORANDUM
DATE: FEBRUARY 26, 1998
TO: LEONA ORR, CITY COUNCIL PRESIDENT
CITY COUNCIL COMMITTEE OF THE WHOLE
FROM: LINDA PHILLIPS, PLANNER
SUBJECT: MARCH 3RD WORKSHOP - DOWNTOWN STRATEGIC ACTION
PLAN
The City Council Planning Committee reviewed the Downtown Strategic Action Plan in several
workshops in 1997, after receiving recommendations from the Land Use and Hearings Board.
The remaining sections of the Plan to be reviewed are: the North Core District, the Historic Core
District, and the South Core District.
To prepare for eventual adoption of the Plan, Planning Staff has prepared the project cost estimates,
requested by the Land Use and Planning Board, and reviewed in 1997 by the Council Planning
Committee, in page format. We have also revised the Plan to reflect the intent of the City Council's
February 3rd resolution to include the South Station site in the plan during its deliberation and final
adoption. In addition, staff is revising the Environmental Impact Statement section of the plan to
reflect the intent of the resolution and to respond to comments received from the Washington State
Department of Community, Trade, and Economic Development.
Summaries of the remaining districts to be reviewed, cost pages, and the revised pages of the Plan
are attached to this memo. The Environmental Impact section revisions will be available for review
at the March 3rd workshop.
LP1mw A:1COW33.MEM
cc: James P. Harris, Planning Director
Fred Satterstrom, Planning Manager
"01[h AVENUE SOU"rH / KENT.�ti ASHINGTON 98031-5805/TFL EPHONE C53i45e-L0O
e ' r
NORTH CORE DISTRICT
SUMMARY OF RECOMMENDATIONS
• • Consider the entire North Core District a redevelopment area.
• Coordinate new public and private investment to provide improved connections between
activity areas. Take assertive action to realize the opportunities within the North Core
District.
• Locate a Town Spare Park to provide a downtown open space for large public gatherings
and performances. Coordinate closely with the Performing Arts Center Committee and
other interested parties to ensure that the park and civic and performing arts center
complement and enhance one another.
• Construct a pedestrian "all cross or scramble system at the comer of Fourth Avenue and
Smith Street. Upgrade the intersection with gateway enhancements - signs, lighting, and
special pavement.
• Develop design guidelines specific to the North Core District, including potential future
development of the Borden site (add provisions for reviewing any future proposals for
"signature buildings" at ag, teway sites (details found on page V-31, provisions listed
under the Borden Site section apply to the entire District).
• • Establish master plan review process for potential redevelopment of the Borden site.
• Support the proposed Civic and Performing Arts Center location at a downtown location
• Support the proposed Public Market location on Railroad Avenue.
Install gateway features at 4th Avenue and James Street.
• Encourage mixed-use development along Smith Street.
• Encourage residential development downtown.
• Recommendations which_are dependent upon selection of the commuter rail station site:
The following recommendations related to locating the proposed commuter rail station in
the North Core District, and providing related visual, land use, and transportation
connections and improvements are subject to rail station location site selection.
Orient station near Smith Street.
• 1
Create visual focus for the station.
• Ensure high-quality development near the station.
Support Market and Civic and Performing Arts center as connecting activities.
Improve International Park as connecting open space.
Upgrade crossings, channelization and signals on Smith Street. Improvements
may include a traffic signal at Railroad and Smith Street, straightening and a new
center through lane on Smith Street, new crosswalks, pedestrian improvements
and directional signs.
make improvements to Railroad Avenue, James Street, Central Avenue, and
Pioneer Street, based on a comprehensive analysis conducted during station
design, of potential traffic and transit requirements.
Improve or install new sidewalks, street lights, and tree grates along connecting
pedestrian corridors.
Construct other traffic and pedestrian improvements to downtown streets as
necessary to provide access.
• North/12/9
• 2
SOUTH CORE DISTRICT
SUMMARY OF RECOMMENDATIONS
• • Consider the South Core District, with the exception of the BN & SF Railroad corridor, a
mixed-use redevelopment target area. The blocks on either side of the BN & SF railroad
tracks as identified as a target area for parking and commercial redevelopment.
• Encourage residential-oriented mixed use. Facilitate redevelopment that strengthen the
emerging mixed-use neighborhood to provide a built-in market for downtown businesses.
• Extend angled parking along Saar Street to the Union Pacific Railroad right-of-way.
• Continue the pedestrian/bicycle path links from the Interurban Trail to the Core Districts
along the Saar and Gowe Street rights-of-way.
• Enhance the 4th Avenue Corridor with gateway features at Willis Street and 4th Avenue,
including a landscape median on Willis Street.
• Develop design guidelines consistent with the special character of the South Core
District(add provisions for reviewing any future proposals for "signature buildings" at
gateway sites ites (design guideline details on page IV-21).
• Identify historic properties and assign historic designations
• i Promote a housing demonstration project.
P Explore means to reuse older homes.
• Consider reconfiguring First Avenue to add more parking and upgrade the development
setting.
• Recommendations which may be dependent on selection of a commuter rail station site:
Construct parking on the west side of the BN&SF Railroad between Willis and
Titus Streets.
Consider redevelopment of the existing parking lot at the corner of First Avenue
and Titus Street for housing, using the above parking on the west side of the BN
& SF railroad tracts to replace parking.
South.12/9
•
HISTORIC CORE DISTRICT
SUMMARY OF RECOMMENDATIONS
• • Consider the Historic Core District a redevelopment target area.
• Build on the Historic Core Districts existing strengths - pedestrian oriented streets, civic
attractions, and a variety of activities..
• Enhance the historic architectural character and pedestrian amenities.
• Encourage development of vacant or underutilized sites.
• Visually and physically connect the Historic Core District to the surrounding districts.
• Make further pedestrian improvements including:
Pedestrian lighting and street furniture along 4th Avenue.
As development occurs, require twelve foot wide sidewalks on the east side of 4th
Avenue.
Extend Meeker Street and Gowe Street pedestrian improvements eastward from
First Avenue to Kennebeck Avenue.
Enhance the intersection of 4th Avenue and Meeker Street as a gateway.
• Develop revised design guidelines to further emphasize traditional building forms,
materials and details(add provisions for reviewing any future proposals for "signature
buildings" at gateway sites to incorporate a corner entry, architectural feature or Dlaza)
(details found on page IV-36).
• Add the following recommendation, which appears in mitigation measure form in the
SEPA section of the document, but does not appear in this section:
Update the existing inventory of historic structures in the Historic Core Dist+ct
encourage redesign or redevelopment of buildings that are not designated
historically sigaificant and are not consistent with the historic character of the
District Initiate a process to address preservation and adaptive reuse of existing
historic buildings.
• Enhance the 4th Avenue corridor.
• Explore the opportunity to designate the Historic Core District as a historic landmark
• 1
district.
• Consider upgrading the streetscape, access and parking conditions in the District east of
the BN&SF Railrad corridor to rehabilitate the commercial area.
0 Consider the property on the northeast comer of Meeker and Fourth Avenue as one of the
most important parcels downtown related to proposed building designs..
• Consistent with the efforts of the City and the Kent Downtown Partnership to keep the
Historic Core District viable, focus on redevelopment and infill development
opportunities for mixed use/office/retaiUresidential development as they arise.
Historic.12/9
• 2
Kent Downtown Districts
' I f
71 F-1 CZ3
-14 0
:0 UOU 00=
M
r I
cz,
Ell
7*,
U
tF f
North Frarn
ILI
IL
0410-12;ach"',
az
Central
Avenue
M Corri
dor q WIT
GO
L
North Care ", i
E ' -- -f��
Et
.7z=
01
West East
Frame
Frame .,..-.
g�;
q'
j .
Histodc-7. I -
_J
CP
..UO
cal. Core
R PAP
L7;
U
:
j IL=4m
South C
ore P
ts OA
0
pf
ClP.- 1,
ji no
IL rag
"U a lei
�,r�;it i ,!i.'.�'_ '_ '� I �r�(�a•-+i���_: o:I���� ' a: �I'_ � _ ,.. ., ,,, . .
HIP
Kent Downtown Districts
Figure iv-iii Illustrated above are the Kent downtown districts.
Draft Kent Downtown Strategic Action Plan ----------
953MMOOC-limmy IV-2
Downtown Strategic Action Plan
Preliminary Budget Planning Estimates for
Recommended Capital Improvements
The preliminary costs below are meant to provide a more realistic foundation for the vision and
recommendations of the Downtown Strategic Action Plan. Although the costs were carefully
prepared, they are based on preliminary concepts, intended to serve as a general guide. The plan
spans a period of twenty years of potential new development, redevelopment and infill in
downtown Kent. The plan, costs, and infrastructure needs will change and adjust. Each proposed
project should be reevaluated in its own time based on specific plans.
Transportation
RECOMMENDATION:
Work with the Regional Transit Authority (RTA) to develop a commuter rail station just north of stri
• Street south of Gowe Street. The key to the north south station's success in stimulating the economic and
physical vitality of the downtown lies in a series of actions to connect the station to the existing commercial
and civic core as well as the King County Regional Justice Center and other office residential. and
commercial activity centers north of Gowe Steeet. and improve the area surrounding the station.
Consequently, the following actions are recommended along with the rail station development:
Orient the station to the sotA the �
portion Provide safe
and convenient pedestrian connections across Smith Street to connect the commuter
rail station to the Regional Justice Center offices. businesses. and residences north
of Smith Street.
• Create a visual focus at the station site visible frorn Smith Street to commuter rail
passengers. Such a focus could be the historic a distinetive station, a landmark
gateway, a plaza, or other feature that represents the City's identity.
• Take aggressive steps to ensure high-quality development near the station.
• Support the Public Market as a connecting
activities between the core and the Regional Justice Center he businesses. offices, and
rgsidengtaarett north of Smith Street.
• Upgrade the InternationF4 Burlington Norther Yang ho„ Park as connecting open
space and as a kind of gateway between the commuter rail station south of rQwe Street
and the Regional .u tice enter.. the im •n cses offices and residences north of Smith
Street.
• Provide a civic plaza as a community focus near the Smith Street/Meeker Street area.
• Encourage residential development in the downtown.
. Upgrade crossings, channelization, and signals on Smith Street.
Preliminary Budget Planning Estimate:
This estimate includes the station and platforms, parking, transit facilities, street, bicycle, and
pedestrian improvements as required. Designs for infrastructure reconstruction, pedestrian
amenities, and urban design elements should be developed as part of the station design process
to provide for ease of circulation to and within the station area and to enhance the pedestrian
and vehicle connections between the historic commercial district and the station.
The RTA cost of commuter rail station development has been projected by the RTA to be
approximately $6,600,000.
RECOMMENDATION:
Make the following recommended street improvements to alleviate current problems and
accommodate new growth:
a. Fourth Avenue: Build on its current qualities to make the street a major linking element
and signature street between the Regional Justice Center and the core. (Pedestrian lights,
banners or emblems, additional street trees, and/or a pedestrian canopy are recommended.)
Construction Elements:
• Pedestrian lights
• Additional 4' of width onto sidewalk
• Banners or art pieces (emblems)
• Purchase ROW or obtain easement for wider sidewalk as necessary
• Additional street trees to augment those that are there
• Retain existing trees (may require undergrounding or realignment of power lines)
• Repair of curb (curb alignment stays mainly the same as existing)
Preliminary Budget Planning Estimate:
This estimate recommends reconstruction of Fourth Avenue between Willis Street and James
Street. (As development and redevelopment occurs on private property, the sidewalk and curb
reconstruction,street trees and other amenideshould be the responsibility of the owner of the
adjacent property. Development of any required future transit amenities on 4th Street in
coordination with the RTA should be designed in conjunction with the station planning
process.)
Curb and Gutter $ 42,240
Remove Existing Curb and Gutter $ 17,600
Class "B" Overlay 2" Depth $ 50,600
Sidewalk- 8 feet wide $ 93,360
Remove Existing Sidewalk $ 7,822
Storm Drain $ 42,500
Catch Basins Type 1 $ 30,000
Luminaires $ 56,000
Interconnect Conduit and Cable $ 2,040
Junction Boxes $ 4,000
Replace Signal Loops $ 32,800
Electrical Service $ 1,360
Channelization $ 8,000
Clear and Grub $ 20,000
Landscaping $ 50,000
Subtotal 1 $458,322
10% Contingencies and Grading $ 45,832
Subtotal 2 $504,154
Miscellaneous, Engineering, Traffic Control,
Damages and Right-of-way $668 423
Total $11172,578
b. Second Avenue: Obtain a right-of-way for access into the Borden site. This ROW has
been vacated but should be obtained for access into the Borden site area if the property
becomes availa le for mixed use development.. The Temperance street ROW should also
be secured eventually.
Preliminary Budget Planning Estimate:
Full Street Construction from James Street to Smith Street:
(In a master planned development, as recommended by the Plan, a major portion of the cost of
this right-of-way improvement would be paid by the property developer)
Right-of-Way aquisition Subject to appraisal at time of
aquisition
Curb and gutter $ 34,800
Class "B" paving 5" depth $ 95,156
Base Grave 5/8" 9" depth $ 60,664
Sidewalk - 10-foot wide $ 87,000
Storm Drain 12" CMP $ 82,500
CDG and Structural Ex. $ 21,750
Catch Basins Type 1 $ 12,000
Luminaires $ 70,000
Interconnect Conduit and Cable $ 2,175
Electrical Service $ 2,720
Channelization $ 20,000
Clear and Grub $ 10,000
Landscaping $ 50,000
Second/Smith Traffic Signal $175 000
Subtotal 1 $723,766
10% Contingencies - Grading $ 72,377
Subtotal 2 $736,142
Engineering and
Traffic Control $ 87,114
Total $883,256
C. Smith Street: Upgrade sidewalks, street landscaping, and lighting to make the street a
major east/west link between the commercial and residential areas east of the railroad rail
station, and the commercial core,the Kent Library and the Regional Justice Center, as well
as the north/south link across mith Stregt from the Market Commuter Rail Station, and
Businesses south of Smith to the RJC and bu inesses and residences to the north Improve
alignment, visibility, pedestrian crossings, and signalization at the intersections of Smith
Street with Railroad Avenue and First Avenue. Add a bicycle lane or other bicycle access
from the Interurban Trail along Smith Street to the rail station if possible.
Construction Elements:
• Realignment of roadway near BN&SF RR to add a turn lane and remove sharp turn
(This will require new curbs and pavements near the RR.)
• New traffic signal at Smith and RR. Possibly interconnect with Smith and Central
• New sidewalks Central to Fourth (maybe only on north side, should check in the
field) Sidewalks should be at least 8' wide clear walking area. Twelve feet wide
sidewalks are recommended near buildings
• Improved crosswalks
• Street trees
• Bicycle lane or other bicycle access - Interurban Trail to Railroad Avenue.
Preliminary Budget Planning Estimate:
This estimate includes a complete Smith Street reconstruction and sidewalk improvements
between Central Avenue and Fourth Street. ( The improvements outlined here are more
extensive than those recommended in the DSAP, but the DSAP-recommended
improvements could be accomplished most economically as part of a regularly scheduled
maintenance street overlay project which is done approximately every 10 years or as
needed depending on the condition of the street.)
Curb and gutter $ 40,800
Remove Existing Curb and Gutter $ 17,000
Class 'B' Overlay 2" depth $ 70,000
Class "B" Pavement 6" depth $ 29,750
Base gravel 5/8" 12" depth $ 46,410
Sidewalk - 8 foot wide $ 81,600
Remove existing sidewalk $ 9,444
Storm Drain $ 32,500
Catch Basins Type 1 $ 22,500
Luminaires $ 126,000
Interconnect Conduit and Cable $ 3,900
Junction Boxes $ 12,000
Replace Signal Loops $ 36,800
Reconstruct RR Crossing $ 150 000
Channelization $ 10,000
Landscaping $ 50,000
Subtotal 1 $ 7389704
Contingencies + Grading $ 73,870
Subtotal 2 $ 812,575
Engineering, Traffic Control
Damages, Right-of-Way $ 712 886
Total S19525,461
The feasibility of a bicycle lane or other bicycle accomodation from the Interurban Trail to
Railroad Avenue requires more study. A cost estimate is not available at this time.
d. Central Avenue: Upgrade the street with sidewalks, trees, lights, directional signs, and
driveway consolidation.
Construction Elements:
• Grind asphalt and reconfigure street cross section. Adjust castings and drainage
• Storm drainage
• New curb, gutter and sidewalks
• Street trees where there is sufficient room
• Reduce curb cuts
• Banners or emblems
Preliminary Budget Planning Estimate:
This estimate includes street reconstruction and sidewalk imporvements of Saar Street from
First Street to the Union Pacific Railroad right-of-way. The improvements outlined here
are more extensive than those recommended in the DSAP, but the DSAP- recommended
improvements could be accomplished most economically as part of a regularly scheduled
maintenance street overlay project which is done approximately every 10 years or as
needed depending on the street condition.
e. Saar Street: Extend angled parking westward to the Union Pacific railroad tracks to
support new residential and commercial development. (note: angled parking may not be
possible on both sides.) The intent is to provide additional on-street parking to support
residential development but also provide an attractive streetscape.
Construction Elements:
• Widened street, curbs gutters and drainage
• Street trees
• Grading to match Willis greensward
Preliminary Budget Planning Estimate:
This estimate includes street reconstruction and sidewalk imporvements of Saar Street from First
Street to the Union Pacific Railroad right-of-way. (The improvements outlined here are more
extensive than those recommended in the DSAP, but the DSAP- recommended
improvements could be accomplished most economically as part of a regularly scheduled
maintenance street overlay project which is done approximately every 10 years or as
needed depending on the street condition.)
Curb and Gutter $ 40,000
Class 'B' Overlay 3" depth $ 31,875
Class 'B' Pavement 4" depth S 76,500
Base Gravel 5/8" 8" depth $ 81,770
Sidewalk--8 foot wide $ 81,600
Remove Existing Sidewalk $ 4444
Storm Drain $ 42,500
CDF and Structural Ex. $ 25,500
Catch Basins Type 1 $ 10,500
Street Lights and Installation $ 70,000
Interconnect Conduit and Cable $ 5,100
Junction Boxes $ 3,200
Electrical Service $ 2,720
Channelization S 10,000
Landscaping $ 50,000
Subtotal 1 $536,509
10% Contingencies + Grading $ 53,651
Subtotal 2 5590,160
Engineering, Traffic Control,
Right-of-Way $520,524
Total $19110,684
f. Meeker and Gowe Streets Eat of FirstStreet: Improve sidewalks and landscaping
between First Street and Kennebeck Avenue. Install traditional street lights to match
the existing street lights on First Avenue.
Construction Elements
• Sidewalk and curb repair (not a total redo unless the pavement is really in bad
condition)
• Sidewalk bulbs at intersections where the geometry allows Street trees
• Special treatment at Central Ave.
Preliminary Budget Planning Estimate:
The basic costs below were calculated for Meeker Street between First Avenue and Kennebeck
Avenue. Gowe Street improvements would be similar in cost.
(The improvements outlined here are more extensive than those recommended in the
DSAP, but the DSAP- recommended improvements could be accomplished most
economically as part of a regularly scheduled maintenance street overlay project which is
done approximately every 10 years or as needed depending on the street condition.)
Curb and Gutter $ 29,220
Remove Existing Curb and Gutter $ 12,175
Class 'B' Overlay $ 32,500
Sidewalk-- 6 and 8 foot wide $ 28,800
Remove Existing Sidewalk $ 6,764
Storm Drain 18" CMP $ 32,500
Catch Basins Type 1 $ 10,500
Luminaires $ 56,000
Interconnect Conduit and Cable $ 1,950
Junction Boxes $ 2,000
Channelization $ 10,000
Landscaping $ 50,000
Subtotal 1 $2429409
10% Contingencies+ Grading $ 27,241
Subtotal 2 $299,650
Engineering $ 44,947
Traffic Control $ 75,000
Damages $ 50,000
Right-of-Way $ 96,000
Total $565,597
g. Plan for a new road, extending Seventh Avenue S. (Naden Avenue) north of Willis. The
new road and intersection at Willis are proposed by a major property owner and must be
carefully designed to avoid negative traffic impacts. Integrate and improve the Interurban
Trail interchange in the design of the Seventh Avenue/Willis Street intersection.
Preliminary Budget Planning Estimate:
The costs for this street are undetermined. The eventual cost should be borne by the
developer since this is not a project recommended for public purposes
h. Install historic street lights which coordinate with the existing historic lights on First
Avenue throughout the historic commercial core.
Preliminary Budget Planning Estimate:
The following preliminary estimate is for historic street lights on Meeker Street is an
example of the cost to install historic lights throughout the district. This estimate does
not include concrete work which has been completed on Meeker Street.
20 Pole Foundations $ 26,000
J Boxes
$ 4,200
3600 LF #6 Wire $ 9,000
1200 L.F. 3" Dia Sched. 80 PVC Conduit $ 6,000
20 Install Street Lights $ 25,000
Street Lights $ 40,000
490 Tons Crushed Gravel Surfacing $ 12,250
Subtotal $1239350
Allied Costs (35% incl. constr. inspection,
administration, survey, and design) $ 43,173
Total Estimated Project Costs $166,523
RECOMMENDATION:
Plan for an underpass of Willis Street when funding becomes available, and,within the 20 vear
time swan of this plan possibly James Street at the Burlington Northern-Santa Fe railroad
crossing. The Public Works Department is working one underpass options as part of the
Washington Department of Transportation's regional "Fast Corridor" plan to accommodate
increased rail traffic. Althou h the James Street Underpass is one of three downtown Kent
railroad underpasses proposed for future funding, the proposed Willis Street underpass is the
only downtown underpass selected by the "Fast Corridor ro'ect for otential funding within the
next six years.
Preliminary Budget Planning Estimate:
13,000,000 for each underpass
RECOMMENDATION:
Install a pedestrian "all cross" intersection at the Fourth Avenue and Smith Street intersection
and time signals to favor pedestrians at non-peak traffic hours. This will encourage pedestrian
traffic between the Regional Justice Center, the Commons, and the core.
Construction Elements:
This could be done in phases; step 1 would be to change the signal timing and to paint the
cross walk and step 2 would be to install permanent crosswalk pavement. The design is
being prepared by the gateway team.
Preliminary Budget Planning Estimate:
Signalization $ 1,500 (1998 budget)
Striping $ 1,500 (1998 budget)
Permanent crosswalk pavement - engraved
Concrete $100,000
Public Facilities
RECOMMENDATION:
Upgrade downtown parks to provide a full spectrum of passive and active recreation.
a. Locate Town Square Park near the Smith Street/Meeker Street spine of the core to
provide a downtown open space for large public gatherings.
Preliminary Budget Planning Estimate:
Demolition $ 25,000
Earthwork $ 5,000
Utilities $ 25,000
Concrete $ 125,000
Site Furniture $ 25,000
Landscaping $ 25,000
Artwork, Fountain $ 50,000
Sub-Total $ 280,000
Contingencies & Tax $ 80,000
Total Preliminary Estimate $ 520.160
($100,000 has been allocated to the Town Square Park project for the year 2000)
b. Enhance parks along the railroad to provide linkages between the commuter rail
station,aria-� �
" a eore and theKent Market. services. businesses, and residences located
north 9f Smith Street. A canopy along the east side of intematienal Pa would provide
pedestrian protection, serve as outdoor stalls for the market, and visually tie the Sister
Cities Parks together.
Construction Elements:
• 20'-25' wide pavement for walkway to accommodate shelter and market
activities
• Tree grates for existing trees
• Canopy with lighting and electrical service
Preliminary Budget Planning Estimate:
25' wide pavement pedestrian walkway
and public market activities $ 40,000
Tree grates for existing trees $ 51,300
Canopy with lighting and electrical service $125,000
Total $216,300
RECOMMENDATION:
Enhance gateways into the downtown. Several gateway enhancements are recommended to
mark key entrances into the downtown, provide artwork and amenities, and direct visitors to
special attractions. Sometimes there is very little public land for extensive landscaping or
structures. In these cases the City should work with property owners to provide both public
and private benefit. Some intersections include highly visible vacant parcels. In these cases
the City should work with property owners to develop "signature buildings," with high-quality
building and site design, that add to the streetscape. Below are listed the most appropriate
gateway locations with some suggestions for special features.
a. Fourth Avenue and James Street: Add landscaping of the southeast corner to complement
the Commons site. Add an intersection crosswalk design, identification and directional
signage and public art.
b. Fourth Avenue and SmithStreet: Add gateway lighting, an identification sign, and a
directional sign to the transit station. Enhance the pedestrian "all cross" with special
paving and signalization.
C. Fourth Avenue and Meeker Street: Add a distinctive intersection crosswalk design,
gateway lights, and identification and directional signage.
d. Fourth Avenue and Willis Street: Improve the Willis Street Greenbelt and the Willis
Street/Fourth Avenue Park as an enhanced gateway to the core. Add identification
signage and an intersection crosswalk design.
e. Central Avenue and Smith Street: Add an identification/directional sign to direct visitors
to the transit station, City services, and the Regional Justice Center. Add an intersection
crosswalk design, and gateway lights.
f. Central Avenue and Meeker Street: Add an identification/directional sign to direct
visitors to City services, historic core businesses, and the commuter rail station. Add
an intersection crosswalk design and gateway lights.
Preliminary budget Planning estimate:
The following estimate is part of the 1998-2003 budget as summarized below (In Thousands):
Project 1998 1999 2000 2001 2002 2003
Intersection Crosswalks 55 54 55 54 55 54
Portal Installations 45 168
Identification Signage 33
Landscape Medians 83
Light Fixtures 37
Street Signage 12
All Cross Int. Temp. Stripe/signal 3
Gateway - 4th and Willis 75
Gateway - 4th and James 95
Total project cost: 170
RECOMMENDATION:
Add three new public buildings. During the past 20 years, Kent has constructed an exemplary
array of public buildings, including the City Hall, Commons, Resource Center, Senior Center,
and library. This plan supports the addition of three more public and quasi-public efforts.
a. Civic and Performing Arts Center: Support a civic and performing arts center between
Meeker and Smith Streets. A civic and performing arts center at this location, with
facilities for conferences and other events, would be an important attraction to the
downtown, extending hours of activity into the night and providing a much-needed
location for meetings, events, parties, catering facilities, and educational programs. (See
Action C1.a above.)
Proposed Funding by Public-Voted Bonds
$13,800,000
b. Public Market: The Market site has been purchased and a major remodel is planned
The City can take several actions to support this important activity, including providing
angled parking on Railroad Avenue and outdoor vending space in the Burlington
Green/Yangchou Park
Preliminary Budget Planning Estimate:
Remodel Existing Facility $640,000 (1998 Budget)
Angled Parking
c. Commuter Rail Statio Structure: The station building itself should be a high-
quality, high-visibility landmark, reinforcing the city's role as a regional hub and
providing a focus in the historic core.'s tiortheastern qttadraflt. If the historic train
station. located between Gowe and Meeker Streets, were restored, it could provide
a distinctive station building.
Preliminary Budget Planning Estimate:
Decisions regarding use of the historic train station should be included in commuter rail station
project design phase.
RECOMMENDATION:
Provide trails and pathways. The Interurban Trail provides a regional north/south
pedestrian/bicycle/equestrian connection. East/west links into town will encourage commuters
and recreational cyclists to travel into downtown.
a. Construct pedestrian/bicycle trails from the Interurban Trail into downtown near
Saar, Willis, Meeker, and James Streets.
Construction Elements:
• New concrete or asphalt path along the Willis/Saar greensward.
• Paint stripe or path along Meeker Feasibility should be evaluated in the field)
• New path connecting existing pavements along James
Preliminary Budget Planning Estimate:
Trail options vary widely. The cost should be estimated as part of a later feasibility project.
b. Consider a trail along the south side of James Street when the north Borden
(playfield) site is improved, and ensure that good pedestrian and bicycle routes
are established when the larger Borden site is developed. (see C4-a, above)
C. Establish a pedestrian/bicycle route along Kennebeck Avenue and Mill Creek
north of Smith Street connecting Mill Creek Park with Kent Memorial Park, and
to other segments connecting to the rail station.
Construction Elements:
• Asphalt path
• Drainage
• Landscaping
Preliminary Budget Planning Estimate:
Options vary widely, cost should be estimated as part of a later feasibility project.
RECOMMENDATION:
Continue to incorporate public art into the downtown design pattern to reinforce Kent's
downtown character and unique traditions. Provide for public art that appeals to children and
that is easily accessed by children.
Preliminary Budget Planning Estimate:
This could be done as an annually funded program, the amount set by Council.
DSAP REVISION PAGE I-2
C. Process
This Downtown Strategic Action Plan and Final Supplemental Environmental Impact Statement was
prepared under new State provisions in ESHB 1724, which allows the integration of State
Environmental Policy Act (SEPA) and Growth Management Act(GMA)processes. It is a
programmatic EIS and supplements the Kent Comprehensive Plan EIS issued in January 1995. A
programmatic EIS analyzes environmental impacts early in the planning process, considering
impacts prior to adoption of the plan and before site-specific projects are proposed. The "Planned
Action" Final Supplemental Environmental Impact Statement supplements the EIS by addressing
probable significant environmental impacts of the Downtown Strategic Action Plan that were not
identified by the Comprehensive Plan EIS and by providing additional information prior to project
permit submittals.
Under the ESHB 1724 provisions, local jurisdictions with an adopted comprehensive plan can opt to
develop a 20-year vision for a subarea or neighborhood and create a Subarea Plan integrated with a
Planned Action EIS. The Planned Action EIS evaluates the significant adverse impacts and
reasonable mitigation measures associated with the development proposed in the Subarea Plan. If a
planned action ordinance is adopted by the jurisdiction a24n agency reviewing any subsequent
project level proposal in the planning area must first determine that the project is consistent with the
earlier Subarea Plan Planned Action EIS and that the Planned Action EIS has adequately addressed
the significant impacts of the development and identified mitigation measures. Consistency is
determined by a review of four areas: (1) type of land use allowed, (2) level of development
allowed, (3) infrastructure, and (4) character of the proposed development.
The benefit of this approach is that such project-level development proposals may have a reduced
amount of environmental review if the development proposal is consistent with the adopted Subarea
Plan.
Because, in some instances. existing City regulations may not provide sufficient environmental
protection to take the place of the SEPA process the City of Kent has chosen not to propose and
adopt a Planned Action EIS with the approved plan but will consider the planned action after
adoption of adequate downtown street standards revised design guidelines and historic preservation
measures.
DSAP REVISION PAGE I-5 TO I-7
Connect and Unify Downtown's Features
Civic improvements, including the Regional Justice Center, Kent Commons, the Public Market,
and the eammuter rail sta , are expanding the downtown core ward. While the core
business areas along Meeker Street, First Avenue, and Railroad Avenue will continue to serve as
the commercial downtown's south anchor, this historic core must be linked to the a. rthe__
other areas by a combination of park, pedestrian, and vehicle connections along First and Fourth
Avenues and Smith Street and by supportive redevelopment along the Smith Street corridor.
Gonstaruetiitg a eivie and performing arts eeftter on the existing muttieipal parking lot siteT
dDevelopment of the new Public Market site, and enhancing theme Burlington Green.
Yangzhou. and Khaibara Parks is a high priority because these will link the Historic Core District.
and commuter rail station, and residential areas to the south to the rail-station, commercial and
office uses. Regional Justice Center, and residential activities to the north.
During the planning process, several commuter rail station locations were proposed within a five
block area adjacent to the Burlington Northern/Santa Fe railroad tracks between Titus and James
Streets. This Plan recommends that the new commuter rail station be located just south of Gowe
reet north of Smith Stree to provide an efficient multimodal regional transportation hub, avoid
The
rail station will enhance Kent's role in the region as a "host community" and accentuate its
identity. It will add significantly to the downtown if the City restores the historic train station
located between Gowe and Meeker streets, develops a well designed and eardfrueted passenger
waitiftg strueti , parking areas, and vehicular circulation system, and good pedestrian and visual
connections to other downtown features. High-quality redevelopment in the surrounding areas
would also enhance Kent's role as a "host community." For these reasons, pedestrian connections
across Smith Street and traffic improvements in the vicinity are recommended in addition to the
other connecting features described above.
The Borden property between Smith and James Streets represents one of the most unique
redevelopment opportunities in the Green River Valley, if not the whole Puget Sound Basin. The
City should prepare to take advantage of this opportunity by ensuring that there is access to the site
(especially along Second Avenue from the south), by master planning the site as a whole, and by
creating a desirable development setting around the site.
Enhance the Periphery of Downtown
The second fundamental downtown redevelopment strategy involves upgrading the areas directly
around the expanded core. Allowing lifnited offiee deve4opment along lames Street will
efteourage redevelopmew of dilapidated properties an the north side. Similarly, a Allowing
office and mixed-use development between Fourth and Fifth Avenues north of James Street will
encourage investment in this highly impacted area. The single-family neighborhood east of Fourth
Avenue and just north of James Street is an important housing resource. Street reeonfigtiratiefts,
DSAP REVISION PAGE II-3
Market Rate Residential
One-third of the residential capacity for the City is in the downtown area. In order for the
downtown to approach this capacity over the next 20 years there must be successful
projects that can demonstrate to the development community that there is demand for
market rate housing. The best opportunities are for single-use residential units on the edge
of the core, where land costs are lower, and for small condominium projects at high-
amenity locations in the core.
Hotel/Convention Center
A full service hotel with 150 rooms, meeting facilities sized to accommodate groups of
approximately 250, and restaurant could compete with hotels near the airport and Southcenter
and attract over$2 million in spending to the area each year.
Health Care and Wellness
Opportunities exist to increase Downtown Kent's stature as a wellness center. Downtown Kent is
the location of an established community of traditional health service providers and providers of
alternative health care and natural medicine. King County has recently constructed a 17.900
square foot facility for the King County Natural Medicine Clinic at the corner of South State and
E. Meeker street. In the future, a downtown facility of several hundred thousand square feet
could provide an opportunity to consolidate various care providers.
Finally, additional development of all types creates demand for the others and provides an
overall increase in vitality and interest.
(Insert summary of 1998 Market Analysis Update)
B. Redevelopment Strategy
The major goal of the Kent Downtown Strategic Action Plan (the Plan) is to encourage
downtown growth and redevelopment while creating a stronger community identity and
civic/commercial focus through a public and private infill and redevelopment strategy. The
actions outlined in the Plan are intended to implement the directions provided by the Kent
Comprehensive Plan in the goals and policies of the Downtown Plan, adopted by reference, and
the goals and policies found in the downtown and commercial sections of the Land Use Chapter.
Consistent with the requirements of the Washington State Planning and Environmental Review
Fund, the Plan integrates environmental analysis and
i
DSAP REVISION PAGE II-9
Safety, Security and Wellness
A home town is a place where people feel safe and well - a place where all ages and diverse types of
people can find security, health care, and assistance when needed. Consistent with City support of
social services and health care, including natural medicine health care, the plan encourages high
quality social service providers and health care facilities to locate downtown.
PAGE III-1
III-Summary of Recommended Actions
A. Recommended Actions
To implement the objectives and ideas presented in Section II, this plan recommends a series of
actions, including regulatory measures, capital investments, and public programs. Figure II1-1
summarizes many of these actions and indicates where each action targets improvements. Figure 1I1-2
lists the actions according to their major categories and outlines their timing. The manner in which the
actions interrelate to upgrade specific districts is outlined in Section IV. Section VI.D of Part II
describes the implementation steps, environmental impacts, and mitigation measures for each action.
General actions, which relate to more than one district are discussed below•
1. To meet the comprehensive plan's intent to enhance the downtown as a place to live and to
create an attractive mixed use neighborhood that is active seven days a week day and
evening, the city should promote infill urban housing_
2. Conduct a study of existing parking requirements related to residential density regulations
downtown. Revise the parking and density standards to improve the balance of on site and
off-site parking areas.
3. Survey the impacts of retail uses such as pawn shops bail bond offices and tatoo parlors in
downtown locations in other cities Revise the zoning code to address the results of the
survey, if necessary.
4. Add bicycle facilities and bicycle lanes or trails in all districts of downtown
5. Support the Performing Arts/Civic Center in a downtown location Insure that activities at
the Center will extend into the evening hours.
DSAP REVISION PAGE III-3
B. Outline of Phasing Strategy
Since the plan is based on projections and changing conditions for the next 20 years, it is clear that
all of the actions will not commence immediately. In fact, civic actions ideally will be timed to take
advantage of special funding opportunities, to trigger or encourage desired development, to respond
to emerging market trends, or to integrate related activities. Figure III-2, Phasing of Kent Downtown
Strategic Action Plan recommendations, presents a schematic phasing schedule for proposed actions.
Since many of the actions are subject to funding, coordinated with other actions, timed to emerging
trends, or triggered by private investment, the periods shown are estimates only.
In general, the time periods set a priority for action based on needs and opportunities. The chart
suggests that during the next two years the City should concentrate on important new opportunities
associated with current redevelopment, especially the Regional Justice Center and the RTA
commuter rail transit station. Actions directly responding to these opportunities such as the
pedestrian "all cross" at the James and Smith intersection (135), Smith Street improvements (B2.c),
Burlington Green and Yangzhou Park improvements (Cl.b), Gateways at Fourth and James (C2.a),
Central and Meeker. and Central and Smith(C2.e), the civic and performing arts center (0.a), the
Public Market (C3.b), and the rail station structure (C3.c) are recommended for special attention
during the next two years. Likewise, land use measures (A1 and A2) and design guidelines (D1) are
given high priority because they represent low public cost activities the City can take to update
zoning and design guidelines to be ready for impending private development proposals. The
redevelopment programs for the Fourth Avenue, historic core, south core, and Central Avenue target
areas could also be initiated during the next two years to spur redevelopment in these areas.
Initiating these actions over the next two years makes for an ambitious work list and represents the
current dynamic times.
The actions recommended for two to five years from the present are generally high-priority activities
that do not have the immediate urgency of those listed above. The actions scheduled after the first
five years generally are triggered by decisions outside the City's control, such as the Borden site
redevelopment or the Regional Fast Corridor project.
i
DSAP REVISION PAGE IV-3
Fourth are difficult to maintain. The Commons Park brings mixed blessings. While being a much-
loved open space and active recreation area that enhances single-family living conditions in the
vicinity, it also draws people and traffic that negatively impact adjacent single-family
uses. Therefore, the plan seeks to create a strong edge of high-quality development along the west side
of N. Fourth Avenue and the north side of James Street. Because of 4teir its critical locations, the west
Fourth Avenue and north James Street corridor are is identified as two a redevelopment target areas-
Upgrading streets and Commons Park to better serve the local neighborhood and the city at large is
also a high priority.
The actions presented below include public improvements, land use zoning, and design guidelines
supportive of the overall plan and coordinated specifically to encourage target area redevelopment.
Public Improvements
Upgrade Commons Park
The Commons Park is an important resource for downtown Kent in many ways. For one thing, it is
such an important attraction that shop owners have opened their stores in the evening during baseball
season to take advantage of the increased traffic. However, there are numerous problems, including
parking, access, drainage, and impact on neighboring residents. A master plan should explore a
variety of solutions to these problems. Participants in the Downtown Plan voiced many creative
ideas, including an on-site parking lot that could retain stormwater in the winter, pedestrian
overpasses, use of the Regional Justice Center's parking, incorporating shared parking with
redevelopment between N. Fourth and N. Fifth Avenues, and the addition of a play structure. (See
Action C1.c in Section V1.)
Improve James Street
Ultimately, James street will be an important pedestrian and bicycle route connecting the Commons
Park and the Interurban Trail to the Borden site redevelopment the Regional Justice Center, and
schools and businesses in the Central Avenue corridor. . Long-term
planning should encourage bicycle and pedestrian uses. The James Street streetscape should be
enhanced with landscaping and sidewalks at least 12 feet wide. (See Action C4.b in Section VI.)
Also, the possible grade separation at the BN&SF Railroad tracks should be considered when
planning public improvements.
DSAP REVISION PAGE IV-6 AND IV-7
First,Encourage Offlee Development of Properties Within the North 4ames Street Corridor Tat-get.
Aren
Sirtee high traffie voittmes and diffiettit aeeess make these properties tmdesiffl-He for single ftfffti4y
residenees, eneettraging offiee developmet-A will faeilitate redevelopmertt thM helps to buffer single
pittee to ensure that this rezoning does not have negative impaets. First, ateess to the redeveloped
property mest be aehieved titrattgh an east west aeeess street and other street madifieations to enstire
that traffie thrattgh the neighborhood does not inerease. Seeond, pedestrian and bieyele traffie 0
eonstruet a 12 f;5ot wide walk md a 6 fi5ot wide plattting strip. 4�tird, traffie fltedifiedtions will be
provide an east west aeeess road on the northern margirt oftheir properties. This will allow veltiele's
to aeeess the offiee beildings from Fattrth or james. A new signal at Third and James fnay tie
warranted if james Street traffie volumes inerease. 44tett the east west tteeess is provided,
opened westward to N. FourthAvetitte, providing neighborhood residents eon-venient
Seeond, and 44tird Streets ean be elased to make et� de sees just north of the offiees. Glattdy ee±t be
Finally, district-specific design guidelines should be administered to ensure that:
• The new development presents an attractive building face and/or landscaping to
James Street.
• The site improvements do not negatively impact projects to the north in terms of
noise, traffic, air quality, sun/share, or visual intrusion.
An adequate east west aeeess street is provided through the site.
• Single-family houses are not converted to marginal offices without substantial
redevelopment.
PAGE IV-8
Although on the periphery of the downtown, the North Frame area merits special attention. A master
plan for the Commons Park could begin to address important issues. Encouraging redevelopment of
the property between N. Fourth/Fifth Avenue and N north of James Street
deteriaration of single family areets and provide an aftraetive setting for the long term development
to the south will provide opportunities for additional housing in a convenient downtown location
near recreation resources, as well as opportunities to provide housing near or combined with offices
Finally, as one of the downtown's most important entries,the Fourth and James gateway merits a
high priority in the proposed gateway enhancement program.
DSAP REVISION - PAGE IV-9
B. Central Avenue Corridor District
Central Avenue comprises the downtown's auto-oriented strip. As such, it provides a setting for
auto-oriented businesses, convenience stores, large-lot enterprises, and fast food vendors. On the
other hand, the district's collage of billboards and under-maintained structures does not provide an
attractive entrance into the downtown. For this reason, the entire district is identified as a
redevelopment target area even though there are some solid businesses. The target area and
recommendations should include Railroad Avenue in relation to the proposed commuter rail station.
Upgrading the corridor will require a two-pronged effort involving public streetscape improvements
and incremental private investment. This type of major arterial redevelopment strategy has proven
effective in areas such as Lake City Way in Seattle and Central Way in Kirkland.
Public Improvements
Upgrade Streetscape Along Central Avenue
The extent of streetscape improvements is limited by the street right-of-way width.
Nevertheless, sidewalks could be substantially improved and utilities upgraded. The high-level
transmission lines will undoubtedly remain, but there are numerous service lines and cable that
should be placed underground to remove visual clutter. Some street trees have been planted, and
these could be augmented with additional plantings on both public and private property. (See
Action B2.din Section VI.)
Establish Gateways
The intersections of Central Avenue with Smith and Ttttts Meeker Streets represent important
entry points into the downtown, and gateways are recommended at these locations. Because
public right-of-way is so limited along Central, directional signs pointing to the Regional Justice
Center, the commuter rail station, and the business core may be the most appropriate type of
feature. A design process with a landscape architect artist urban designer, downtown
merchants. and City representatives recommended crosswalk pavement designs signa e and
special lighting to call attention to downtown gateways. (See Action C2.e in Section H) Also,
the plan recommends upgrading the sidewalks along Meeker and Gowe Streets between First and
Kennebeck Avenues with street trees and lighting. Where these streets intersect Central Avenue,
the improvements should be emphasized to further integrate the corridor with the downtown core
and the commuter rail station.
DSAP REVISION PAGE IV - 15
C. East Frame District
Lying immediately east of the Central Avenue corridor,the East Frame District includes a diverse
mix of commercial activities interspersed among single- and multiple-family residences.
Participants at a summer 1996 workshop to identify issues in this district emphasized the need for a
more stable residential neighborhood, with access to services and relief from traffic and other
impacts. With the City Resource Center, Senior Center, and Kent Junior High School located in the
district, it is already rich in public services, but better connections to the downtown core would
increase the area's convenience. The actions recommended for the East Frame District focus on
urban design improvements which could, over time, upgrade the area's livability. The planning team
explored traffic revision proposals to reduce through traffic in the district, but no workable options
were identified.
Public Improvements
Construct a Pedestrian Trail Along Mill Creek
The proposed trail and landscaping connecting Mill Creek Park and Memorial Park (see Action
C4.c in Section VI) will improve access to open space.
Improve Meeker and Gowe Streetscapes
Upgrading sidewalks with lighting and landscaping on Meeker and Gowe Streets from First
Avenue to Kennebeck Avenue would upgrade conditions in the East Frame by better connecting
it to the core and the commuter rail station and by creating a more attractive setting. (See Action
B2.f in Section VI)
Design Guidelines
Design guidelines are recommended to:
• Increase compatibility between commercial and residential uses through screening and
site design, and building bulk regulations or guidelines.
• Increase security and safety in the area by providing lighting and pathways, reducing
hazardous areas, and providing visible entries.
• Provide useful open space and pedestrian-oriented streetscapes.
While there are few specific recommendations for the East Frame in this plan, the City should
continue to monitor residential neighborhood conditions and take action if special problems or
opportunities arise.
DSPA REVISION PAGE IV-16
D. West Frame District
The area between the Union Pacific Railroad tracks and SR 167 includes a large Metro park-and-ride
lot with regional bus service, a skateboard park and sports fields, the remains of a historical
residential neighborhood, industrial shops, and vacant lands. The Interurban Regional Bicycle Trail
runs north and south through the district. Emeept for possible Metre park and ride expan i _r
reeartfigttratiottlihe Regional Transit Authority plans to phase out the Metro park and ride when the
Commuter Rail Station is built. The functions of the park and ride will be incorporated into the rail
station area design. The park- and- ride property may become available for development. The
redevelopment potential zoning and design guidelines for the park-and-ride property should be
analyzed if the transit station/park-and-ride facilities are removed and a large site master planning
process should be considered. .
However, tThe area south of Smith Street may experience dynamic redevelopment. A mix of retail,
office, and residential uses is consistent with current zoning. Street construction and design
guidelines are recommended to support private development efforts.
Public Improvements
Review Proposal for a New Access Street
Major redevelopment south of Smith Street will depend on a new street connection northbound
through the area from Willis Street. The Washington State Department of Transportation is
currently reviewing a proposal to upgrade the intersection of the northbound ramp off SR 167. If
such a north-south route connecting Meeker Street with Willis Street is determined to be feasible,
the City should carefully evaluate its impacts on the downtown's traffic system. (See Action
B2.g in Section VI.)
Connect Interurban Trail to Core Districts
Besides the proposed access street, the most important transportation improvements
recommended by this plan are bicycle and pedestrian connections from the Interurban Trail
eastward along or near James, Meeker, and Willis Streets. (See Actions C4.a and b in Section
VI.) The James Street pedestrian connection is especially important because some Commons
Park users park at the park-and-ride and then walk to the ball fields. Crossing James Street is
often difficult, so providing better parking and access for park users will be an important
consideration in the recommended Commons Park Master Plan. (See Action CLc in Section VI)
DSAP REVISION PAGE IV-19
E. South Core District
The area immediately south and west of the Meeker Street historic core consists mainly of single-family
houses, apartments, senior housing, and churches, with some small businesses and an elementary school.
The attractive setting includes tree-lined streets and numerous older, but still viable, buildings. Willis
Street provides a pleasant greenbelt on the south, while the north side is bounded by the civic campus and
Meeker Street. Both the eastern and western margins are impacted by the railroads, and development
along these edges is less substantial. The City proposed to locate the commuter rail station south of Gowe
Street on both sides of the Burlington Northern/Santa Fe railroad tracks. Part of the preliminary station
area plan calls for a four story parking garage with retail on the first floor on the eat side of Railroad
Avenue south of Gowe Street.
The Downtown Plan encourages residentially-oriented mixed use in this area to help achieve the
Comprehensive Plan's housing goals and to provide a built-in market for downtown businesses. With good
automobile and transit access, public services, and pleasant streets, the area is already beginning to be an
attractive in-town neighborhood. For this reason, the entire district, except the BN&SF Railroad corridor
and the commuter rail station area, is a mixed-use redevelopment target area. The blocks directly on the
west ei4ter side of the BN&SF Railroad tracks are identified as a target area for parking and commercial
redevelopment.
The South Core District could become one of the most attractive in-town neighborhoods in south King
County. Looking at the district map, the South Core District seems to cradle the historic commercial area.
Similarly, a strong mixed-use residential neighborhood would provide economic support for a more viable
downtown. Therefore, the actions recommended for this district should receive high priority. The impetus
for the recommendations below is to facilitate redevelopment that strengthens this emerging mixed-use
neighborhood.
Public Improvements
Extend Angled Parking Along Saar Street to the Union Pacific Railroad
Installing angled parking would define the edge of the street and provide public parking. Both these
improvements would help attract higher quality development to the area. The City could use the
additional parking to provide required on-site parking as an incentive to developers. (See Action B2.e.)
Extend Pedestrian/Bicycle Paths from the Interurban Trail to the Core
Connections to the regional trail will provide an amenity for local residents as well as bring visitors and
commuters into the downtown.
Provide query commuter rail station infrastructure which complements and enhances the South
Core and Historic Core districts.
i
DSAP REVISION PAGE IV-19 (CONTINUED)
• Commuter rail connections will make downtown a regional transportation hub. elevating its
role and image in southwest Kim County. Experience in other communities has shown that
such increased visibility can benefit a downtown economically if the image presented by the
station is positive and the connections to the downtown clear. Therefore, the keyt o the
success of the station location in stimulating the economic and physical vitality of the
downtown lies in a series of actions to connect the station to the businesses. offices, and
residences throughout downtown and to improve the area surrounding the station.
• The station design calls for platforms on both sides of the tracks and at least-53$ 810
commuter parking spaces It also calls for a "kiss and ride" drop off area and eight bus
bays so that both local feeder buses and regional buses can meet the train when it arrives.
This plan recommends a well-designed distinctive station to provide the downtown with
a strong identity and indicate a commitment to high quality.
• Carefully coordinate rail station design to reduce the impacts of the intermodal
transportation facility on existing and future development.
• Consider restoring the historic train station as an expression of Kent's history and
character.
• Construct other traffic and pedestrian improvements to downtown streets as necessary to
provide access During station design. a comprehensive analysis of potential traffic and
transit requirements mU dictate new improvements to Railroad and Central Avenues, and
Smith. Meeker. Gowe. and Willis Streets.
• Improve or install new sidewalks. street lights. and tree grates along connecting
pedestrian corridors Use the design elements previously selected by the community and
installed on First Avenue to establish a consistent pedestrian character throughout the
core Figure IV-16 illustrates how these various actions fit with a station site plan
concept.
• Consider the impacts of the potential Willis Street railroad underpass in designing access
to the commuter rail station. The Willis Street and Burlington Northern/Santa Fe
underpass is one of two Kent underpasses included in the Freight Action Strategy for the
Seattle project to seek funding within six years.
DSAP REVISION PAGE IV-24
F. North Core District
With the Regional Justice Center, the _a_mwer rail station the Kent Public Market, and the
proposed civic and performing arts center, the North Core District includes some of the most
important new urban development in south King County. These facilities and the future
redevelopment potential of the property located between Smith and James Streets east of S. Fourth
Avenue make the North Core District unique within the region.
Because of these dynamic opportunities, the entire district is designated as a redevelopment area.
Not all properties will redevelop immediately. The North Core District
and links the Historic Core District with the Regional Justice Center, Kent Commons, and residences
north of James Street the F....-_ eri star:__ so it is especially important that new public
and private investment be coordinated to provide improved connections between these activity areas.
The recommendations below call for the City to take assertive action to realize the opportunities
within the North Core District.
Public Improvements
Work with the RTA to develop the proposed eommater rail station in a location just north
of Smith Street
The plarAtifig team evaltiated t�—ree options for a eaftimuter rail staliart! arte between Meeke
G owe (sauth site), one between james m4 Smith Streets (north site), and a t1tird site direetly over
Smith Street in eenjunetion vv4th a railroad underpfts. 44te north site was reeoffffitended ets
preferred site for the fallowin, reetsorts.
provides a mtteh more effieieftt linkage of bath feeder atd regiotitt! bus rout
the Me-fro park and ride and the eomdnuter rail statiatt. The south site aptie�n
Aeeerdittg to King Gounty Assessor's data for land value, and
rough estimates for btisiness > and station eonstruetiett,
DSAP REVISION PAGE IV-26
DSAP REVISION PAGE IV-27
Gommuter rail earineetions will make downtaven a regional transpertaian Itub, elevating its role and
image in southwest King Gounty. Experienee in other eomnnmities has shavvit 4iat suelt inerease
visibiiity ean benefit a downtown eeonomiea4ly if the image presented by the station is positive em
the eonneetions to the downtown elear. Therefore, the key to the stteeess of the north station
to eonneet the station to the existing eare and to improve the area sttff atmding the stfttian.
The North Core District and the Historic Core District will mutually benefit from stronger
pedestrian, bicycle, and vehicle connections and new mixed use development. Consequently, the
following actions are recommended.:
a.
9rient the station on the sottth portion of the site near Smith Street. Provide safe
and eanvenient pedestrian eomeetions aeross Smith Street.
b. Greate a visttal foetts at the station site whielt is -visible from Smith Street emd
visible to eotntnttter rail passengers. Stteh a Feetts eattid be a distinetive station,
landmark gateway, a ple2a, or other Feature that represents the Gity's identity.
C.
Enstire high quality development near the station. (SeeAetion :92 itt Seetion44.�
d. Support the ei i I I ing arts eenter and the Public Market as connecting
activities between the core, the commuter rail station, and the area north of Smith
Street. (See Action C3.a and b in Section VI.)
e. Upgrade the `ntem `iona4 Parks Burlington Green and Yan zou parks as
connecting open space. . (See Action C1.b in Section VI.)
f. Provide a"Town Square Park" as a community focus near the Smith
Street/Meeker Street area. (See Action Cl.a in Section VI)
g. Encourage residential development in the North Core district. (See
Action El.e in Section VI.)
h. Upgrade crossings, channelization, and signals on Smith Street. (See Action B2.c
in Section VI)
i. improve or install new sidewalks,
eammunity and installed on First Averede and Meeker Street to establish
these variatts ttetions fit with a station site plan eoneept.
street ligfAs, ftnd tree grafts along eonn
i
DSAP REVISION PAGE IV-28
Construct Traffic and Pedestrian Safety Improvements on Smith Street Between First Avenue
and Central Avenue
Connectina the North Core district with Tthe commuter rail station south of Gowe Street will
place new demands on Smith Street.
Department To improve pedestrian and vehicle safety. design new street improvements that
may include a traffic signal at Railroad Avenue and Smith Street, straightening and a new center
through lane on Smith Street, new crosswalks and pedestrian improvements, and directional
signs.
to Provide Aeeess
dietate new improvements to Rai!roa42kve.------ Gentral A-9�entte ---I Pi-leer Street.
Gonstruet Othet Traffie and Pedestrian improvements to Downtown Streets as Neeess*ry
Enhance Parks Along the Railroad to Provide Linkages Between the Station and the Core
A canopy along the east side of theme Burlington Green/Yangzou Parks would
provide pedestrian protection, serve as outdoor stalls for the market, and visually tie the parks
together. Not only will the parks be an important pedestrian link and open space resource,they
will be highly visible to thousands of commuters taking the train from Tacoma to Seattle and be
an important part of Kent's image. (See Figure IV-19.)
Locate a Town Square Park Near the Smith Street/Meeker Street Spine of the Core
A Town Square Park would provide a downtown open space for large public gatherings and
performances. It might consist of a small plaza constructed as part of or near
future development on the existing municipal parking lot that could be
expanded to accommodate concerts or celebrations by closing Second Avenue and the east
portion of Harrison Street. If the Performing Arts/Civic Center is located on the municipal
parking lot site. Ecoordinate closely with the Performing Arts/Civic Center Committee and other
interested parties to ensure that the park and performing arts/civic center complement and
enhance one another.
DSAP REVISION PAGE IV-31
i
Design Guidelines
In order for the downtown to realize the full benefit of North Core District development
opportunities, the following activities are recommended.
Refine Design Guidelines
Existing design guidelines should be refined to ensure quality development in the North
Core District, especially along Fourth Avenue and Smith Street. Smith Street between
Central and Fourth Avenues and Fourth Avenue between Titus and James Streets should be
classified as Class A, pedestrian-oriented streets. Design guidelines should be refined to
ensure that development along these streets addresses the following issues:
Establish Design Parameters and Review Process for Redevelopment of the Borden
Site
Because of its large size, central location, and transportation access, the Borden site is one
of the premier downtown redevelopment opportunities in south King County. Although
the Borden Company has indicated no immediate plans to move, the City should take steps
to ensure that when redevelopment occurs, it is accomplished in a coordinated manner.
Therefore, it is recommended that the City establish a master plan process for this site,
with standards to guide any future redevelopment proposal. The standards should include:
Guidelines for streets and sidewalks.
Provision for extension of Second Avenue into the site.
• A mix of uses.
• Direet Convenient access to transit facilities.
• Orientation to adjacent sites.
Provision of open space and pedestrian amenities.
Design guidelines for architectural and site design character.
Redevelopment Opportunities
In addition to the key private sites described above, the plan supports and integrates other
public and organizational development activities, including those described below.
Support a Civic and Performing Arts Center DowntOwnBetween Harrison and Smith
Streets
A Civic and Performing Arts Center at
and South Seeend A-ven-des and!!&-risen and Smith Streets a downtown location, with
facilities for conferences and other events, would be an important attraction to the downtown,
DSAP REVISION PAGES IV-32 AND IV-33
i
extending hours of activity into the night and providing a much-needed location for events,
performances, meetings, and educational programs. The center-wottkf could also be a lively
connecting element between the historic commercial area and activities to the north if
pedestrian-oriented uses, such as small shops, newsstands, flower stalls, coffee bars,
pedestrian spaces, and/or public artwork, are included aiang Fottrth Avenue and Smith Street.
If the Center is developed on the present municipal parking lot site,-Eexisting parking in the
municipal lot should be replaced by other lots or a garage. The east entry to the site should
include a plaza that could be used for outdoor performances and celebrations. (See Action
CLa in Section VI.)
Support the Public Market
The Public Market being planned on Railroad Avenue between Meeker and Smith Streets
will add an important activity, anchor businesses on Railroad Avenue, enhance the
Burlington Green/Yangzou/Kaibara Parks complex, and serve as a connecting element
between the commuter rail station and the North Core districtJlistarie Gare Distrie
Providing additional parking on Railroad Avenue is recommended, and a sidewalk with a
canopy at the east side of Sister Cities Parks would provide a shelter for outdoor stalls in the
summer and pedestrian weather protection in the winter. (See Action C1.b in Section H)
begin
lion,, Because of the King CouM Regional Justice Center, the Kent Library. Kent
Commons businesses offices and housing in the North Core District, the Northre District is
assuming a more central location and role in downtown activities. Vehicle and pedestrian
circulation between activities in the North Core District and the Commuter Rail station will
become increasingly important. For these reasons,the North Core District recommendations
merit high the43ighett priority.
•
DSAP REVISION PAGE IV-36
Public Improvements
Make Pedestrian Improvements
While the downtown has benefitted from recent improvements, including those to Rose
Garden Park, First Avenue (Titusville business district), Meeker Street, and Kherson Park,
further improvements are recommended to make connections with neighboring districts. Safe
and attractive streets between the commuter rail station. the King County Regional Justice
Center and other offices businesses and residences throughout downtown will encourage
pedestrian use. Pedestrian lighting and street furniture should be installed in the Historic
Core District along Fourth Avenue when pedestrian systems are upgraded in the North Core
and South Core Districts. As development occurs, 12-foot-wide sidewalks should be
required on the east side of South Fourth Avenue. Meeker Street and Gowe Street pedestrian
improvements should also be extended eastward from First Avenue to Kennebeck Avenue.
Enhance Gateway
The intersection of Fourth Avenue and Meeker Street is identified as a gateway and should
be enhanced with special street lighting, signage, artwork, and/or landscaping. �File Meseff-eetive way to upgrade t1te image of this interseetion wattld be good qttality infill
development with a earner entry, areltiteettiral featttre, or . (See Redevelopment Target
Areas, below.)
Design Guidelines and Historic Preservation Activities
Meeker Street retains much of the character of an early twentieth century small town. Preserving
this traditional quality is an important aspect of the community's desire for a"home town"
identity. Therefore, revised design guidelines for the Historic Core District should emphasize
traditional building forms, materials, and details. All of the streets in the Historic Core District
are presently designated as Class A pedestrian-oriented streets. New buildings in the core should
adhere to the guidelines so that the buildings provide continuous building frontage along the
street. In general, exterior remodeling to existing buildings should be directed toward restoring
the building's original character. However, there are some cases where the building has already
been defaced or is not historically significant. Figure IV-24 illustrates the recommended design
guidelines for building restoration and infill.
•
DSAP REVISION PAGE V-1, V-2, AND V-3
V. Vision: Growing a Home Town
Prior to this plan, Kent citizens contributed to a downtown vision that is expressed in the 1992
Community Forum on Growth Management and Visioning, the 1989 Downtown Plan, and the
Kent Comprehensive Plan goals and policies. They amplified and reinforced the vision by
participating in the public workshops, focus group discussions, and Downtown Stakeholders
Task Force meetings which help to form this plan.
A Visit to the Future
If this plan is successful, what will downtown Kent be like, say, 10 or 15 years in the future?
What are the character and qualities that the City envisions for its downtown?
One thing for certain is an early 21st Century visitor entering downtown Kent will be presented
with a more gracious welcome mat. Not only will key entry points around the downtown
perimeter be well marked with gateway landscaping, artwork, and directional signage, but the
character of development on Central Avenue, James Street, and Willis Street will be more
appealing for motorist and pedestrian alike. Robust automobile-oriented businesses will still find a
home on Central Avenue, but recent streetscape improvements and incremental business
expansions will have transformed Central Avenue into a more welcoming, attractive corridor. At
the downtown's southern boundary, a well-landscaped Willis Street will frame a rehabilitated
single-family neighborhood to the south and the emerging mixed-use residential neighborhood to
the north. An underpass will provide passage under the Burlington Northern/Santa Fe railroad
right-of-way, and a trail along Willis will provide local residents safe bicycle access to the
Interurban Trail, the park-and-ride, and Commons Park.
The west side of the downtown, between the Union Pacific Railroad and SR 167, will have seen
major changes. Better street access will have spurred new commercial development between
Smith and Willis Streets. There may be well-landscaped clusters of residential development as
well.
A newly refurbished Commons Park, and Commons Recreation Center - not to mention the
Regional Justice Center - will form a civic anchor at the downtown's northwest corner. The
Justice Center, by then about 15 years old, will be a still-imposing but more familiar fixture.
Justice Center activities will have increased service businesses in the core, but vigilant work by
the City will have kept undesirable businesses from proliferating in Kent.
James Street will be the downtown's busiest east-west traffic corridor, and the grade-separated
railroad crossing will eliminate what would otherwise have been a serious traffic blockage at the
• Burlington Northern Railroad crossing.
But, while the future visitor will notice many changes to the downtown's perimeter, the most
striking transformation will have occurred south of Gowe Street. The Regional Transit Authority
commuter rail station will be an important transit hub, with local feeder buses meeting the trains
and regional buses for transfer to locations throughout the Sound. Although commuter rail service
was limited at first, congestion on the freeways will have led to all-day rail service, making the
train the preferred transportation option for commuters to Tacoma or baseball fans heading for a
Mariners game.
The importance of this transportation connection will have given downtown Kent greater
prominence in the region and spurred new development. Smith Street will be one of the
downtown's most attractive corridors, with a new hotel, office, and retail complex on the north.
In particular, the Civic and Performing Arts Center will be a hub of daytime and evening activity
downtown. Walking from throug the historic Meeker Street core or to the commuter rail station
will be a pleasure because of the street trees and pedestrian-oriented buildings. The first phase of
the Borden site redevelopment will be under way, with an integrated mix of uses and open spaces
supported by a street grid and structured parking.
To the east of the BN&SF tracks, the Public Market and Sister Cities Parks will anchor another
cluster of shops and commercial activities. This Railroad Avenue district will offer a valuable
addition to the unique historic retail core of Downtown Kent.With the Sister Cities Parks
providing an attractive backdrop, the emerging Railroad Avenue focus will have joined Meeker
Street and First Avenue as a place where citizens from all over Kent can come to spend some time
browsing in specialty shops, sharing a cup of coffee, or enjoying an evening meal.
The South Core area between Titus Street and Willis Street will have seen incremental changes.
New midrise mixed-use/residential complexes and townhouses will have created one of south King
County's most attractive in-town neighborhoods for those who want the convenience of local
services, easy access to transportation, and a stable, pedestrian-oriented setting. The commuter rail
station will be located on both sides of the railroad just south of Gowe Street.
Our visitor will be comforted by the fact that, except for some key infill and building renovation,
the Historic Core, centered along Meeker Street and First Avenue, will remain much as it did in
the late 1990s. The key to the Historic Core's success will have been the connections that the
City made to the north and south, which added supporting activity from nearby residents and
workers.
From the Present to the Future
From the perspective of our visit to the future, it is clear how the downtown will reach its goals.
By enhancing the historic character of its core, the City will retain its culture and link to the past-
its roots.
By emphasizing its pedestrian qualities with gracious sidewalks, pedestrian-oriented businesses
and a variety of parks, the downtown will remain a comfortable, friendly place for people to meet
and enjoy themselves.
By encouraging a wide mix of commercial, residential, and public uses, the downtown will
generate the activity necessary for a successful urban center.
By fostering high-quality redevelopment through public works improvements and design
guidelines, the downtown will become a source of civic pride for the whole city.
By integrating emerging transportation systems, the downtown will regain its role as a regional
crossroads.
And, through the continued efforts and care of its citizens, the town will continue to be a "home
town for the future."
•
CITY OF L11"11 01T
VVZ Jim White, Mayor
CITY OF KENT
PLANNING DEPARTMENT
(206) 859-3390
MEMORANDUM
December 9, 1997
TO: LEONA ORR, CHAIR, AND PLANNING COMMITTEE MEMBERS
FROM: KEVIN O'NEILL, SENIOR PLANNER
SUBJECT: GRANT AGREEMENT WITH THE DEPARTMENT OF ECOLOGY FOR
UPDATE OF THE KENT SHORELINE MASTER PROGRAM
In February, 1997, the Planning Department applied for a grant from the Washington State
Department of Ecology (DOE) to update the Kent Shoreline Master Program (SMP). Update
of the SMP is needed for two reasons:
1. ESHB 1724, the Regulatory Reform Act, requires that shoreline master programs be
integrated with local jurisdictions' comprehensive plans and development regulations,
and;
2. The shoreline inventories, designations, and development regulations need to be
updated to include portions of the Green River annexed as part of the Ramstead
annexation and Lake Meridian.
DOE approved the grant request, and, working with City staff, has developed a grant
agreement including the scope of work, budget, and schedule. The proposed grant agreement
has been forwarded to the City Attorney's office. The project budget will be $50,000, with
DOE contributing $23,000 and the City contributing $27,000. With regard to the City's
contribution, $18,000 is currently in the City's Capital Improvement Program, and the other
$9,000 is proposed as part of the 1998 budget.
Recommended Action
We are recommending that the Planning Committee recommend to the City Council that the
Mayor be authorized to sign the grant agreement with the Department of Ecology, pending
review of the agreement by the City Attorney's office, and pending final approval of the 1998
budget by the City Council.
KO:smpgrant.mem
220 4th AVENUE SOUTH I RENT.WASHINGTON 98032-58951 TELEPHONE (2531 859-3300
. (proposed revisions 12/9/97)
V. Vision : Growing a Home Town
Prior to this plan, Kent citizens contributed to a downtown vision that is expressed in the 1992
Community Forum on Growth Management and Visioning, the 1989 Downtown Plan, and the
Kent Comprehensive Plan goals and policies. They amplified and reinforced the vision by
participating in the public workshops, focus group discussions, and Downtown Stakeholders
Task Force meetings which help to form this plan.
A Visit to the Future
If this plan is successful, what will downtown Kent be like, say, 10 or 15 years in the future?
What are the character and qualities that the City envisions for its downtown?
One thing for certain is an early 21 st Century visitor entering downtown Kent will be presented
with a more gracious welcome mat. Not only will key entry points around the downtown
perimeter be well marked with gateway landscaping, artwork, and directional signage, but the
character of development on Central Avenue, James Street, and Willis Street will be more
appealing for motorist and pedestrian alike. Robust automobile-oriented businesses will still find
a home on Central Avenue, but recent streetscape improvements and incremental business
expansions will have transformed-the-ei strip Central Avenue into a more welcoming, attractive
corridor. At the downtown's southern boundary, a well-landscaped Willis Street will frame; a
rehabilitated single-family neighborhood to the south and the emerging mixed-use residential
neighborhood to the north. A trail along Willis will provide local residents safe bicycle access to
the Interurban Trail, the park-and-ride, and Commons Park.
The west side of the downtown, between the Union Pacific Railroad and SR 167, will have seen
major changes. Better street access will have spurred new commercial development between
Smith and Willis Streets. There may be well-landscaped clusters of residential development as
well.
A newly refurbished Commons Park, Metro park and and Commons Recreation
Center---not to mention the Regional Justice Center—will form a civic anchor at the
downtown's northwest comer. The Justice Center, by then about 15 years old, will be a still-
imposing but more familiar fixture. Justice Center activities will have increased service
businesses in the core, but vigilant work by the City will have kept undesirable businesses from
proliferating in Kent.
James Street will be the downtown's busiest east-west traffic corridor, and the grade-separated
railroad crossing will eliminate what would otherwise have been a serious traffic blockage at the
Burlington Northern Railroad crossing. To the ttatth, it sing4e raw of offiee buildings
overlook James Street as if to shelter the remvated single f�mily hettses in North Park.
Draft Kent Downtown Strategic Action Plan D-67
iBut, while the future visitor will notice many changes to the downtown's perimeter, the most
striking transformation will have occurred'--.__.___ 1farr:-__ and T-.___ Streets commuter rail
station location to be determined. The Regional Transit Authority commuter rail station will be
an important transit hub, with local feeder buses meeting the trains and regional buses for
transfer to locations throughout the Sound. Although commuter rail service was limited at first,
congestion on the freeways will have led to all-day rail service, making the train the preferred
transportation option for commuters to Tacoma or baseball fans heading for a Mariners game.
The importance of this transportation connection will have given downtown Kent greater
prominence in the region and spurred new development nem . Smith Street will be one of the
downtown's most attractive corridors, with a new hotel, office, and retail complex on the north
and the Civic and Performing Arts Center on the south. In particular, the Civic and Performing
Arts Center will be a hub of daytime and evening activity. Walking from the historic Meeker
Street core or the commuter rail station will be a pleasure because of the street trees and
pedestrian-oriented buildings. The first phase of the Borden site redevelopment will be under
way, with an integrated mix of uses and open spaces supported by a street grid and structured
parking.
To the east of the BN&SF tracks, the Public Market and Sister Cities Parks will anchor another
cluster of shops and commercial activities. This Railroad Avenue district will offer a valuable
addition to the unique historic retail core of Downtown Kent. "
Street.f4temative to the mtere polished 4eveiopmefft north of Smith With the Sister Cities Parks
providing an attractive backdrop,the emerging Railroad Avenue focus will have joined Meeker
Street and First Avenue as a place where citizens from all over Kent can come to spend some
time browsing in specialty shops, sharing a cup of coffee, or enjoying an evening meal.
The South Core area between Titus Street and Willis Street,
dramatie ft._..r_rmati._ of the North Gore, will have ,.___ si___er incremental changes. New
midrise mixed-use/residential complexes and townhouses will have created one of south King
County's most attractive in-town neighborhoods for those who want the convenience of local
services, easy access to transportation, and a stable,pedestrian-oriented setting.
Our visitor will be comforted by the fact that, except for some key infill and building renovation,
the Historic Core, centered along Meeker Street and First Avenue, will remain much as it did in
the late 1990s. The key to the Historic Core's success will have been the connections that the
City made to the north and south, which added supporting activity from nearby residents and
workers.
•
Draft Kent Downtown Strategic Acton Plan D-68
From the Present to the Future
From the perspective of our visit to the future, it is clear how the downtown will reach its goals.
By enhancing the historic character of its core, the City will retain its culture and link to the
past itsroots.
By emphasizing its pedestrian qualities with gracious sidewalks, pedestrian-oriented businesses
and a variety of parks,the downtown will remain a comfortable, friendly place for people to meet
and enjoy themselves.
By encouraging a wide mix of commercial, residential, and public uses, the downtown will.
generate the activity necessary for a successful urban center.
By fostering high-quality redevelopment through public works improvements and design
guidelines,the downtown will become a source of civic pride for the whole city.
By integrating emerging transportation systems, the downtown will regain its role as a regional
crossroads.
And,through the continued efforts and care of its citizens, the town will continue to be a"home
town for the future."
• (proposed revisions 12/9197)
V. Vision : Growing a Home Town
Prior to this plan, Kent citizens contributed to a downtown vision that is expressed in the 1992
Community Forum on Growth Management and Visioning,the 1989 Downtown Plan, and the
Kent Comprehensive Plan goals and policies. They amplified and reinforced the vision by
participating in the public workshops, focus group discussions, and Downtown Stakeholders
Task Force meetings which help to form this plan.
A Visit to the Future
If this plan is successful, what will downtown Kent be like, say, 10 or 15 years in the future?
What are the character and qualities that the City envisions for its downtown?
One thing for certain is an early 21st Century visitor entering downtown Kent will be presented
with a more gracious welcome mat. Not only will key entry points around the downtown
perimeter be well marked with gateway landscaping, artwork, and directional signage, but the
character of development on Central Avenue, James Street, and Willis Street will be more
appealing for motorist and pedestrian alike. Robust automobile-oriented businesses will still find
a home on Central Avenue, but recent streetscape improvements and incremental business
expansions will have transformed-4te-elt-strip Central Avenue into a more welcoming, attractive
corridor. At the downtown's southern boundary, a well-landscaped Willis Street will frame a
rehabilitated single-family neighborhood to the south and the emerging mixed-use residential
neighborhood to the north. A trail along Willis will provide local residents safe bicycle access to
the Interurban Trail, the park-and-ride, and Commons Park.
The west side of the downtown, between the Union Pacific Railroad and SR 167, will have seen
major changes. Better street access will have spurred new commercial development between
Smith and Willis Streets. There may be well-landscaped clusters of residential development as
well.
A newly refurbished Commons Park, Metre park and-ride, and Commons Recreation
Center--not to mention the Regional Justice Center will form a civic anchor at the
downtown's northwest corner. The Justice Center, by then about 15 years old, will be a still-
imposing but more familiar fixture. Justice Center activities will have increased service
businesses in the core, but vigilant work by the City will have kept undesirable businesses from
proliferating in Kent.
James Street will be the downtown's busiest east-west traffic corridor, and the grade-separated
railroad crossing will eliminate what would otherwise have been a serious traffic blockage at the
Burlinaton Northern Railroad crossing. To the iterth, a single row of offiee buildings
• overieek imnes Street ft if to shelter the rertovmed single family hattses in North Park.
Draft Kent Downtown Strategic Action Plan D-67
. But, while the future visitor will notice many changes to the downtown's perimeter, the most
striking transformation will have occurred between Harrison an tame_ Streets (commuter rail
station location to be determined), The Regional Transit Authority commuter rail station will be
an important transit hub, with local feeder buses meeting the trains and regional buses for
transfer to locations throughout the Sound. Although commuter rail service was limited at first,
congestion on the freeways will have led to all-day rail service, making the train the preferred
transportation option for commuters to Tacoma or baseball fans heading for a Mariners game.
The importance of this transportation connection will have given downtown Kent greater
prominence in the region and spurred new development Nearby. Smith Street will be one of the
downtown's most attractive corridors, with a new hotel, office, and retail complex on the north
and the Civic and Performing Arts Center on the south. In particular, the Civic and Performing
Arts Center will be a hub of daytime and evening activity. Walking from the historic Meeker
Street core or the commuter rail station will be a pleasure because of the street trees and
pedestrian-oriented buildings. The first phase of the Borden site redevelopment will be under
way, with an integrated mix of uses and open spaces supported by a street grid and structured
parking.
To the east of the BN&SF tracks,the Public Market and Sister Cities Parks will anchor another
cluster of shops and commercial activities. This Railroad Avenue district will offer a valuable
addition to the unique historic retail core of Downtown Kent. "
Street.alternative to the rnore polished development north of Smith With the Sister Cities Parks
providing an attractive backdrop, the emerging Railroad Avenue focus will have joined Meeker
Street and First Avenue as a place where citizens from all over Kent can come to spend some
time browsing in specialty shops, sharing a cup of coffee, or enjoying an evening meal.
The South Core area between Titus Street and Willis Street, -A'44e Ito',Liming experieneed
a_-.v_tie transformation of the North Core,
will have seen slower—, incremental changes. New
midrise mixed-use/residential complexes and townhouses will have created one of south King
County's most attractive in-town neighborhoods for those who want the convenience of local
services, easy access to transportation, and a stable,pedestrian-oriented setting.
Our visitor will be comforted by the fact that, except for some key infill and building renovation,
the Historic Core, centered along Meeker Street and First Avenue, will remain much as it did in
the late 1990s. The key to the Historic Core's success will have been the connections that the
City made to the north and south, which added supporting activity from nearby residents and
workers.
Draft Kent Downtown Strategic Action Plan D-68
From the Present to the Future
From the perspective of our visit to the future, it is clear how the downtown will reach its goals.
By enhancing the historic character of its core, the City will retain its culture and link to the
past ---its roots.
By emphasizing its pedestrian qualities with gracious sidewalks, pedestrian-oriented businesses
and a variety of parks, the downtown will remain a comfortable, friendly place for people to meet
and enjoy themselves.
By encouraging a wide mix of commercial, residential, and public uses, the downtown will
generate the activity necessary for a successful urban center.
By fostering high-quality redevelopment through public works improvements and design
guidelines, the downtown will become a source of civic pride for the whole city.
By integrating emerging transportation systems, the downtown will regain its role as a regional
crossroads.
And, through the continued efforts and care of its citizens, the town will continue to be a"home
town for the future."
•
•
• (proposed revisions 12/9/97)
V. Vision : Growing a Home Town
Prior to this plan, Kent citizens contributed to a downtown vision that is expressed in the 1992
Community Forum on Growth Management and Visioning,the 1989 Downtown Plan, and the
Kent Comprehensive Plan goals and policies. They amplified and reinforced the vision by
participating in the public workshops, focus group discussions, and Downtown Stakeholders
Task Force meetings which help to form this plan.
A Visit to the Future
If this plan is successful, what will downtown Kent be like, say, 10 or 15 years in the future?
What are the character and qualities that the City envisions for its downtown?
One thing for certain is an early 21st Century visitor entering downtown Kent will be presented
with a more gracious welcome mat. Not only will key entry points around the downtown
perimeter be well marked with gateway landscaping, artwork, and directional signage, but the
character of development on Central Avenue, James Street, and Willis Street will be more
appealing for motorist and pedestrian alike. Robust automobile-oriented businesses will still find
a home on Central Avenue, but recent streetscape improvements and incremental business
expansions will have transformed Central Avenue into a more welcoming, attractive
corridor. At the downtown's southern boundary, a well-landscaped Willis Street will frame a
rehabilitated single-family neighborhood to the south and the emerging mixed-use residential
neighborhood to the north. A trail along Willis will provide local residents safe bicycle access to
the Interurban Trail,the park-and-ride, and Commons Park.
The west side of the downtown, between the Union Pacific Railroad and SR 167, will have seen
major changes. Better street access will have spurred new commercial development between
Smith and Willis Streets. There may be well-landscaped clusters of residential development as
well.
A newly refurbished Commons Park, , and Commons Recreation
Center notto mention the Regional Justice Center will form a civic anchor at the
downtown's northwest corner. The Justice Center,by then about 15 years old, will be a still-
imposing but more familiar fixture. Justice Center activities will have increased service
businesses in the core, but vigilant work by the City will have kept undesirable businesses from
proliferating in Kent.
James Street will be the downtown's busiest east-west traffic corridor, and the grade-separated
railroad crossing will eliminate what would otherwise have been a serious traffic blockage at the
Burlington Northern Railroad crossing. To the itarth, it single row of offiee buildings
overlook 4ames Street ets if to shelter the renevated single f�mily hattses in North Park.
Draft Kent Downtown Strategic Action Plan D-67
But, while the future visitor will notice many changes to the downtown's perimeter, the most
striking transformation will have occurred between Harrison and James Street
(commuter rail
station location to be determined. The Regional Transit Authority commuter rail station will be
an important transit hub, with local feeder buses meeting the trains and regional buses for
transfer to locations throughout the Sound. Although commuter rail service was limited at first,
congestion on the freeways will have led to all-day rail service, making the train the preferred
transportation option for commuters to Tacoma or baseball fans heading for a Mariners game.
The importance of this transportation connection will have given downtown Kent greater
prominence in the region and spurred new development icy. Smith Street will be one of the
downtown's most attractive corridors, with a new hotel, office, and retail complex on the north
and the Civic and Performing Arts Center on the south. In particular, the Civic and Performing
Arts Center will be a hub of daytime and evening activity. Walking from the historic Meeker
Street core or the commuter rail station will be a pleasure because of the street trees and
pedestrian-oriented buildings. The first phase of the Borden site redevelopment will be under
way, with an integrated mix of uses and open spaces supported by a street grid and structured
parking.
To the east of the BN&SF tracks, the Public Market and Sister Cities Parks will anchor another
cluster of shops and commercial activities. This Railroad Avenue district will offer a valuable
addition to the unique historic retail core of Downtown Kent. "
Street.alternative to the more polished developmeftt mrth of Smith With the Sister Cities Parks
providing an attractive backdrop, the emerging Railroad Avenue focus will have joined Meeker
Street and First Avenue as a place where citizens from all over Kent can come to spend some
time browsing in specialty shops, sharing a cup of coffee, or enjoying an evening meal.
The South Core area between Titus Street and Willis Street, while not h"ing experiefleed
a__.__ ie tr _sf rmat4__ of the N ort for will L.,.w ,.eett ..,..wer incremental changes. New
midrise mixed-use/residential complexes and townhouses will have created one of south King
County's most attractive in-town neighborhoods for those who want the convenience of local
services, easy access to transportation, and a stable, pedestrian-oriented setting.
Our visitor will be comforted by the fact that, except for some key infill and building renovation,
the Historic Core, centered along Meeker Street and First Avenue, will remain much as it did in
the late 1990s. The key to the Historic Core's success will have been the connections that the
City made to the north and south, which added supporting activity from nearby residents and
workers.
Draft Kent Downtown Strategic Action Plan D-68
4
From the Present to the Future
From the perspective of our visit to the fixture, it is clear how the downtown will reach its goals.
By enhancing the historic character of its core, the City will retain its culture and link to the
past----its roots.
By emphasizing its pedestrian qualities with gracious sidewalks, pedestrian-oriented businesses
and a variety of parks, the downtown will remain a comfortable, friendly place for people to meet
and enjoy themselves.
By encouraging a wide mix of commercial, residential, and public uses, the downtown will
generate the activity necessary for a successful urban center.
By fostering high-quality redevelopment through public works improvements and design
guidelines, the downtown will become a source of civic pride for the whole city.
By integrating emerging transportation systems, the downtown will regain its role as a regional
crossroads.
And, through the continued efforts and care of its citizens, the town will continue to be a"home
town for the future."
•
Kent Station Site Alternatives
North-Site South Site
Parking capacity 720 spaces needed to avoid 720 spaces needed to avoid
adverse impacts on downtown adverse impacts on downtown
Bus access East Hill routes access direct East Hill access more circuitous
via James & Smith
Car access Smith,James (5-lane arterials) Difficult access via Central and
adequate,but congested 2-lane streets, also congested but
lower capacity, slower access
Local Streets NA Must close Titus St. at RR
crossing
Cost $6.5 million surface parking $6.5 million surface parking
($10 million for same amount of
stalls in parking structure)
Budget $6.649 (YOE) $6.649 (YOE)
(Sound Move)
Parcels required 21 parcels 35 parcels
Affected businesses Burdick Feed, The Doorman, Kent Gypsum Supply,
TorgLift, Gonnason's Marina,TV repair,
Washington Cold Storage other light industrial,computer
repair shop
Affected residences 6 houses 15 houses
Affected parklands NA NA
RR freight impacts Some RR use by cold storage Gypsum supply is good BNSF
and feed store, no impact on customer
Borden assumed
Environmental Some removal of affordable More significant removal of
Justice single-family housing affordable single-family housing