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HomeMy WebLinkAbout4009'RDTNAN.E No. 4on AN ORDINANCE of the city council of theCity of Kent, Washington, amending the City of Kent's Comprehensive Plan to include the Midway Subarea Plan and making other Comprehensive Plan amendments in accord with the Midway Subarea Plan. CPA-2007-4 RECITALS A. on December 1L, 2007, the city of Kent city council accepted a competitive Growth Management Act planning Grant awarded by the state of washington Department of community Trade and Economic Development (crED) (now named Department of commerce) to conduct a subarea planning effort along the Pacific Highway South transportation corridor in collaboration with the City of Des Moines. The impetus for the collaborative planning effort was the future extension of Sound Transit Link Light Rail service into Midway, B. The council Members of the Kent planning & Economic Development committee and the Des Moines Financial & Economic Development Committee established the Joint Advisory Committee and met on February 11, 2008 and February 20,2008 to define the study area boundaries, create a mission statement, and define goals of the project, which are as follows: Midway Subarea PIan cPA 2007-4 1 Mission statement: To transform the Midway community into a sustainable urban area which enhances commercial development and optimizes its geographic location, wide range of transportation options, educational institutions, and views. Goals: 1. Provide a mix of land uses that increase revenues, iob opportunities, and housing choices. 2. Reconcile development standards along the border between the cities of Kent and Des Moines to be consistent and reflect the vision for the study area. 3. Provide for public participation in the development of land use policies, development regulations, and implementation strategies within the study area. 4. Provide appropriate land uses and regulations that support Bus Rapid Transit within the pacific Highway corridor. 5. Identify preferred alignments for light rail and the associated station and stop locations within Kent and Des Moines, 6. Ensure design that provides a safe and inviting pedestrian environment. c. on May 6, 2008, the city council authorized the Mayor to sign an Interlocal Agreement between the city of Kent and the city of Des Moines that articulated the project mission, defined the goals, and study area boundary, and contained the Growth Management Act planning Grant's deliverables, a budget agreement, and a record keeping and reporting process. D. The Midway subarea plan is being adopted as part of the city's Comprehensive Plan. Initial adoption of the subarea plan is allowed 2 Midway Subarea plan cPA 2007-4 outs¡de of the annual amendment cycle as provided in Kent city code chapter 12.02.010 and in accordance with the washington Growth Management Act (cMA) RCW 36.70A.130(2)(a)(i). E' on November 25, 20e9, the city provided via e-mail to the washington state Department of commerce the required sixty (60) day notification under Rcw 36.704.106 to the state of washington regarding the city's proposed comprehensive plan amendment for the Midway Subarea Plan. F. on February 13, 20L0, the city's state Environmental policy Act (SEPA) responsible official issued a Determination of Significance (DS)/Scoping Notice for the City of Kent Comprehensive Plan Review and Midway Subarea Planned Action Environmental Impact Statement, solicited public comment through a February 22, 2010 open house meeting, and invited comments during the scoping period which closed March g, 2010. A Draft Environmental Impact statement (DEIS) was issued on october 22,2070. A public hearing regarding the DEIS was held on December 6, 2010' A Final Environmental Impact Statement was issued on September t,20r]- G. The Kent comprehensive plan goals and policies support a land use pattern that will facilitate a multimodal transportation system and provide efficient public services. H. The Midway subarea plan supports the future extension of Sound Transit Link Light Rail service in the vicinity of the Pacific Highway south transportation corridor through dense, high quality, pedestrian- friendly development near transit stations. Midway Subarea PIan cPA 2007-4 3 L The Midway subarea plan involved extensive public participation, called Envision Midway, which was designed as an iterative process with each group's input folded into the next group's meeting in an effort to solicit ideas and comments on existing land use policies and future commercial and residential land use options, development standards, and infrastructure needs. The public outreach included the following: stakeholders committee meetings on May 2r, 2oog, June 18, 2008, september 24, 20QB and November 12, 2008; Deveropers Forum on July 30, 2008 and september 17, 2009; public open house meetings on May 28, 2008 and March 18, 2009; and Public workshops on Jury g, 2008 and october 15,2008. Furthermore, staff presented the project and received comments at the Kent west Hill Neighborhood meeting on April 9, 2008. J. city of Kent and city of Des Moines leadership were also involved in the Envision Midway public outreach in the following manner: Kent and Des Moines Joint Advisory committee meeting on January 12, 2oa9; Land use and Planning Board meetings on November 10, 2008 and september 14,2009; Kent city council workshops on February 17, zo0g, August 18, 2009, August 77,20L0 and september 20,2011; and Kent city council Economic and community Development Committee meeting on July 12,2010. K' The Land use and Planning Board held workshops on the Midway subarea Plan on september 28, 2e09 and october 12,2009. L' The Land Use and Planning Board held its first public hearing on the Midway subarea Plan option #L on November 23, 2oog, and following a public hearing on December 6, 201o made a recommendation to the city council to approve Option #2. Midway Subarea Plan cPA 2007-4 4 M. The Economic and community Development committee considered the Land Use and Planning Board's recommendation and other related study area issues at a meeting on November L4,2OLL. NOW THEREFORE, THE CIry COUNCIL OF THE CITY OF KENT, WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS: ORDINANCE SECTION 7, - Incorporation of Recitals, The preceding recitals are incorporated herein by this reference and constitute the council's findings on this matter. SECTION 2, - Amendment. The Kent Comprehensive plan is hereby amended to include the Midway subarea plan, as set forth in Exhibit "A" attached and incorporated by this reference. SECTION 3. Severability. If any one or more sections, subsections, or sentences of this ordinance are held to be unconstitutional or invalid, such decision shall not affect the validity of the remaining portion of this ordinance and the same shall remain in full force and effect. SECTION 4. - Corrections by City Clerk or Code Reviser. Upon approval of the city Attorney, the city clerk and the code reviser are authorized to make necessary corrections to this ordinance, including the correction of clerical errors; references to other local, state or federal laws, codes, rules, or regulations; or ordinance numbering and section/subsection numbering. Midway Subarea Plan cPA 2007-4 5 SECTION 5' - Effective Date. This ordinance shall take effect and be in force thirty (30) days from and after the date of passage as provided by law OKE, MAYOR ATTEST: BRENDA JACOBER, CITY RK APPROVED AS TO FORM: BRU BAKER, CITY ATTORN EY S PASSED: APPROVED: 2 /y' day of day of day ofPUBLISH to: /b 20 l/. 20u. 20tt. I hereby certify that this is a true copy of ordinance rtlo. 4oo? passed by the city council of the city of Kent, washington, and approved by the Mayor of the City of Kent as hereon indicated, EAL) BRENDA JACOBE CLERK Midway Subarea PIan cPA 2007-4 6 P.\Civil\O¡dinance\Midwy Suharen Plan. Fl NA L.rlocx EXHIBIT A 7 Midway Subarea Plan cPA 2007-4 T{EHî CrrvoFKExr Midway Suburea Plan Tfi¡'* * r,{ þ r* ã,r þ !T Ordinance No. ### - Eftective #### ACKNOWLEDGEMENTS The City would like to acknowledge and thank those who contributed to the development of Envision Midway (the Midway Subarea Plan). ln addition to those listed below, numerous individuals provided insight, expertise, and other contributions that informed this plan. Kent City Council Mayor Suzette Cooke and John Hodgson, Chief Administrative Officer Jamie Perry, President; Debbie Raplee, former President; Elizabeth Albertson; Ron Harmon; Dennis Higgins; Deborah Ranniger; Les Thomas; Tim Clark, former Councilmember; Bob O'Brien; former Councilmember Kent City Staff Ben Wolters, ECD Dir, Fred Satterstrom, AICP, Planning Dir and Gloria Gould-Wessen, AICP, GIS Coordinator/Planner Other Kent Citv Staff: Charlene Anderson, AICP, Plng Mgr; Kurt Hanson, Econ Dev Mgr; Bob Hutchinson, Bld Official; Renee Cameron, Admn Asst; Katie HeiniÞ, Plnr; Matt Gilbert, Prncpl Plnr; Diamatris Winston, Plnr; William D. Osbome, AICP, Plnr; lon Arai, Plng lntem; Pamela Mottram, Admn Sec; Miya Hadlock, Plng lntem, Tim Laporte, PublicWks Dir; Chad Bieren, City Engr; Mike Gillespie, Engrg Dev Mgr; Mark Howlett, Design Engrg Mgr; Mike Mactutis, Env Engrg Mgr; Kelly Peterson, Env CnsMn Supervisor; Beth Tan, Env Engr lll; Steve Mullen, Trnsp Engrg Mgr; Cathy Mooney, Sr. Trnsp Plnr; Kurt Palowez, GIS Spvsr; Sarah Burns, GIS Analyst; Jeff Watling, Prks and Community Srvs Dir; Katherin Johnson, Hsg & Hmn Srvs Mgr; Merina Hanson, Sr. Hsg & Hmn Srvs Plnr; Jason Johnson, Hsg & Hmn Srvs Plnr; Tom Brubaker, City Atty; Kim Adams Pratt, Asst City Atty; Robert Nachlinger, Fncl Srvs Dir; Robert Goehring, Fncl Srvs Audit Mgr; Brenda Jacober, City Clk; Mike Carrington, lnfo Tech Dir, Curt Ryser, Systems Mgr; Dea Drake, Multimedia Mgr; John Humphreys, frmr SystemsGrp Mgr; Pattie Garcia, Creative Art Dir/Coordinator; Kevin Casault, frmr Sr Systems Specialist; Sacha Coughran,frmr Multimedia Spclst ll; Seth Frankel, frmr Video Prgm Coordinator; Mark Ciavarella, Multimedia Spclst ll; Jim Schneider, Fire Chief; Jon Napier, Div Chief/Fire Marshall; Steve Strachan, Police Chief; Brendan Wales, Police Officer; Mark Gustafson, Police Sgt; Bob Holt, frmr Police Lieutenant; Cesi Velez, Public Ed Specialist Kent Land Use & Planning Board Members Dana Ralph,Jack Ottini,Navdeep Gill,Jon Johnson, Aleanna Kondelis-Halpin; Steve Dowell, Barbara Phillips and Alan Gray Des Moines City Council & Administration Mayor Bob Sheckler, Tony Piasecki, City Manager, Scott Thomasson, Carmen Scott, Dan Sherman, and Dave Kaplan Des Moines Staff Grant Fredricks, Director of Planning, Building and Public Works and Denise Lathrop, AICP, Planning Manager Other Des Moines Citv Staff: Steve Schenzel, GIS Coordinator; Jason Sullivan, Land Use Planner ll; Brandon Carver, Associate Transportation Engineer; Kevin Tucker, Police Commander; Cass Prindle, Planning Agency Member Stakeholder Participants Sam Wen2, GIS Coordinator, WA State Dept. of Commerce formerly Community Trade & Econ Dev; City of Sea Tac - Dennis Hartwick, & Michael Scarey- Sr Plnrs; Scott Kirkpatrick, Transit-Oriented Dev Mgr, Eric Chipps, Prj Mgr, Office of Planning & Policy, and David Goldberg, Project Dev Coordinator with Sound Transit; Tom Washington, Sr. Transportation Plnr, Urban Plng Ofc, and Susan Everett, Engr Mgr & Urban Corridors Prj Dev Engr with WSDOT, Katie Chalmers, Transp Plnr ll, and Jack Latteman, Transportation Plnr with King County Metro; Larry Yok, VP Admn Srvcs, Pete Babington, Dir of Fac, Jack Birmingham, Pres, and James Peyton, CommuniÇ Educ - Highline Community College; Rod Sheffer, Proj Mgr, Fac Srvs, Highline Schl Dist #401; Doug Corbin, Community Srvs Puget Sd Energy; Norman Abbott, Dir Growth Mgmt Planning, Puget Sound Regional Council; Melvin Roberts and David Hoffman with Kent Bicycle Advisory Brd; Kathi Jones, The Lakes Nghbrhd Assoc; Bridget Myers, Salt Aire Hills Ngbrhd Assoc, Bob Loeliger, West Hill Ngbrhd Cncl; Bob Larson, LAPlaza Prj Mgr, Clearpath, LLC; MatthewChan, Prop Owner, Sunway Srvs; John Muscatel, Prop Owner, Dollar Store; Steve Rodrigues, Olympic Forum; Scott Thomson, Strider Capital Mgmt Group; Sarah Campbell, Mgr Key Bank; and Randy Welk Mgr, Fred Meyer Developers Forum Participants Robert Slattery, Mondo Land Development, Peter Battuello, Steve Fuller, and Kurt Easthouse with Parametrix; Robert Cryan -Cryan Properties LLC; Rich Wagner with Baylis Architects; Ryan Hitt Dev Mgr with Tarragon; Andy Langsford with Venture Real Estate Group; Sean McDonald, Program Dir with City of Seattle Public Utilities; Karen Williams Suburban Cities Outreach Dir with Housing Dev Consortium; Tory Laughlin-Taylor, Deputy Dir, Housing Resources Group; Dan Rosenfeld, with Urban Partners; Dorothy Lengyel, Exec Dir with D.A.S.H. & University Heights Community Ctr; Catherine Benotto with Weber Thompson; Alex Martinac with CBRE Real Estate; Gary Young with Polygon NW; Bruce Lorig with Lorig Assoc; Brian Steinburg with Weber Thompson Architects; Dawn Banfield, West Hill Community; Dorsey Chester, Chester Dorsey Auto Salons; Mark Gulbranson, Deputy Exec Dir, Puget Sound Regional Council; Andrea Johnson, Exec Dir Facilities with Highline School Dist; Lim Hau Kim, Prop Owner; Dallas Radford, VP, Greenfield Park Community; and Brad Corner- Prop Owner Consultant Team Eric Schmidt & David Saxen with Cascade Design Collaborative; and Fauna Dovle with Berk and Associates Thank you! Table of Contents T¡tle Page Acknowledgements Chapter One: INTRODUCTION Purpose Overview History of Development The Present Chapter Two: EXISTING CONDITIONS Environmental Demographics and Economics Population Trends Housing Types and Values Household Income and Jobs Community Services Police and Fire Water and Sewer Education Parks and Open Space Library Growth Forecast Chapter Three: THE VISION The Next Generation - Midway in 2050 Building Partnerships and a Vision Visioning Process Visioning Products Visioning Outcomes Chapter Foun FRAMEWORK FOR MIDWAY Midway Subarea Plan Goals & Policies Overall Goal Land Use Urban Design Housing Transportation Park & Open Space Implementation Inter-j urisdictional Coordination Land Use Plan Map 1 2 3 4 4 6 6I 9 9 10 10 11 11 11 11 11 13 15 15 L7 18 18 23 26 27 27 27 29 34 3B 39 40 4t - 33 List of Figures Figure I Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Drainage Basins and Existing Wetlands Community Services Envision Midway Three Light Rail Station Concepts East SR-99 Light Rail Station Option Land Use Plan - Scenario 4.0 Land Use Plan Map Housing and Employment 2005 Baseline Land Uses 2031 PSRC Forecast Land Uses Capacity Based on Land Use Scenario 4.0 7 L2 2L 22 24 42 List of Tables Table 1 Table 2 Table 3 Table 4 L4 44 44 46 43Appendix A Employment and Housing Growth Si\Perm,t\P/ar\COMP-PUN-AMENDMENfS\2007\CPA-2007-4_MIDWA^Ordtnancedæ\Subareaplan_&ntents.Dæ Midway Subarea Plan Cha pter One Introduction The Midway Subarea Plan (the Plan) conveys a range of actions that prepares the area for future high capacity light rail transit. The Plan illustrates the potential of Midway and is intended to inform decisions of public and private entities. The implementation of the Plan will be through design guidelines, development regulations and incentives, capital investments, and other public and private strategies along the transportation corridor of Pacific Highway South and for the transit nodes. Kent will complete a Planned Action Ordinance to encourage redevelopment in the area, most particularly around the light rail transit station node anticipated to be located in the vicinity of Highline Community College. The Midway Subarea (the Subarea) contains the commercial spine for Kent's West Hill residents, as well as residents from the City of Des Moines. The shared geography and common interests in the future of Midway prompted leadership from both communities to engage in a collaborative visioning effort, called Envision Midway, which resulted in the Midway Subarea Plan, The City of Des Moines is I developing a similar document. Together these planning documents will guide the cities in creating regulations that are consistent and that will facilitate future redevelopment, particularly for property owners east of Pacific Highway South (SR- 99). The overall thrust of the Plan is a new direction toward a walkable compact community, consisting of a mix of uses that thrive in an economically and environmentally sustainable future supported by high capacity transit. The existing highway commercial corridor will continue to support retail and burgeoning light industrial uses while accommodating pedestrian and transit users. This document contains the following sections: Introduction of the Plan's purpose, with an overview of the Subarea and history of development patterns; Existing Conditions of the environment, demographics and economics, community services, and growth forecast; The Vision starting with a look into the future followed by details of the public outreach process and the results; and Framework for Midway which includes the policies and goals for the Midway Subarea. Purpose Envision Midway Mission Statement: To transform the Midway community into a sustainable urban area which enhances commercial development and optimizes ifs geographic location, wide range of transportation options, ed ucationa I institutions, a nd views. The prospect of high capacity light rail transit prompted the Cities of Kent and Des Moines to undertake a major planning effort called 'Envision Midway'. The mission and goals of Envision Midway were established collaboratively by the City Councils of the two cities and guided extensive public involvement. The outcomes from the visioning efforts of Envision Midway guided the Plan. Envision Midway Goals: 1. Provide a mix of land uses that increase reven¿Jes, job opportunities, and housing choices. 2. Reconcile development standards along the border between the Cities of Kent and Des Moines to be consistent and reflect the vision for the study area. 3. Provide for public participation in the development of land use policies, development regulations, and implementation strategies within the study area. 2 4. Provide appropriate land uses and regulations that support Bus Rapid Transit within the Pacific Highway corridor. 5. Identify preferred alignments for light rail and the associated station and stop locations within Kent and Des Moines. 6. Ensure design that provides a safe and inviting pedestrian environment. Overview Midway is located along the extreme western portion of Kent along a north/south ridge line sandwiched between the Duwamish/Green River Valley and Puget Sound. The Subarea abuts the City of Des Moines along the entire western border. It also shares boundaries with the Cities of SeaTac and Federal Way, and Unincorporated Kíng County. The Subarea is bound to the north by SR- 516 (a.k.a., Kent-Des Moines Road) and to the south by South 272"d Street. Generally the landscape is gently rolling with the highest point located in the northern third of the Subarea, affording the potential to capture views of Puget Sound and the Olympic Mountains to the west, and views of the Kent Valley, Mt. Rainier and Cascade Mountains to the east. The name'Midway'was a marketing tool devised in the 1930s to denote the area's location halfway between Seattle and Tacoma. Location remains a key asset for Midway, It is less than 5 miles south of Seattle-Tacoma International Airport. There is direct access to ïnterstate-S, connecting to Seattle, Tacoma and beyond. The Kent industrial valley is located minutes away off SR-516, as are recreational opportunities of golf, ice skating, and entertainment at the ShoWare Center. To the west is the City of Des Moines' large marina and beach park along Puget Sound. 3 t ttlrd !g nú èI¡I9, Completion of the I-5 - SR-509 Corridor Completion and Freight Improvement Project will link the Port of Seattle to Midway, History of Development: Highway 99 (a.k.a. Pacific Highway South or SR-99) defines Midway, Back in the 1930s and 1940s, the new highway brought people from around the region to the Spanish Castle (located at the intersection of SR-99 and Kent-Des Moines Road [SR- 5161) fora night out with Gordon Green's Orchestra, The Spanish Castle continued operating into the late 1960s where it became a place for teens to dance to local ban.ds like The Wailers, Paul Revere and the Raiders, Sonics and national acts like Jerry Lee Lewis and the Beach Boys. Jimi Hendrix played there as a teenager and later wrote Spanish Castle Magic, a hit in the 1960s. Another icon was the Midway Drive-in Theater which operated from the 1940s to the mid-1980s. The huge neon sign on the back of the gigantic screen was as iconic regionally as the Hollywood sign in Los Angeles. Once closed, the drive-in theater became an off-site parking lot for Highline Community College students and on weekends a huge flea-market. The Midway area has constantly been evolving. Many of the historic motels and small businesses that once served the weary traveler have made way for a newer auto-oriented development, namely strip malls and big box stores with large expanses of parking. Along with the typical auto-oriented retail shopping areas, there are light industrial operations, outdoor storage yards, long-haul truck sales and service, mobile home parks and a couple of small apartment complexes. Highline Community College (HCC) is tucked behind the commercial corridor in the City of Des Moines and is a major presence serving 18,000 students and providing 1,200 jobs. Recently HCC completed a master plan to grow the campus in partnership with Central Washington University, There are two (2) closed landfills located in the Subarea (i.e., Midway and Kent Highlands Landfills) that are being prepared for reuse and redevelopment by the property owner, City of Seattle Public Utilities (sPU). The Present: A new wave of redevelopment in Midway started in 2006 when Kent (along with adjacent cities) completed the Pacific Highway Rehabilitation Project. Kent invested $21 4 million dollars to build sidewalks, pedestrian scale lighting and a redesigned left-turn lane that gives way to a planted median, turning SR-99 into a safe and attractive roadway. Two (2) HOV lanes were added to the existing five (5) lane highway for the purpose of accommodating King County's "Transit Now" program and its Bus Rapid Transit (BRT) system. Beginning in October 2010, BRT uses technology to provide a fast and reliable transit system that connects riders with the SeaTac Airport Light Rail Station. One of the first redevelopment projects was a Lowe's Home Improvement superstore where the old Midway Drive-in was located. Fred Meyer at South 252"d Street remodeled their existing.store. Both projects constructed additional retailing space that abuts the highway for a more pedestrian- friendly atmosphere. Three-story office buildings have been constructed - one to accommodate Highline Community College and the other housing the Carpenters Union. The catalyst for the next phase of development in Midway will be the expansion of Sound Transit's light rail service south from Seattle-Tacoma International Airport. Funding to expand light rail to 55 miles was approved by Central Puget Sound voters in November, 2008. The additional 36 miles will extend rail north from Seattle to Lynnwood, east to the Redmond Overlake Transit Center, and south from the SeaTac Airpoft Station to Star Lake/Redondo Transit Center located at South 272nd Street. Expansion of the southern route is expected sometime in the next 10 to 20 years. 5 Chapter Two Existing Conditions A thorough examination of existing conditions is essential to understanding opportunities and challenges in the Subarea. This section examines the environmental conditions, followed by demographics and economic conditions, overview of community services, and concluding with growth forecasts. Environmental The Subarea is largely developed, but there are areas that are restricted from development due to steep slopes, wetlands, or undevelopable closed landfills. Generally, the Subarea sits at a high point of a gently undulating ridge that is contained by Puget Sound approximately one mile to the west and the Kent Valley to the east. The steep slopes and unstable soils on the northeastern edge of the Subarea have constrained development and this area remains wooded with predominately deciduous second growth trees, The topography of the Subarea provides view opportunities in some locations. There are two (2) large former landfills that provide a sense of open space due to the open grassy fields and undeveloped nature of these properties. The Midway Landfill is surrounded by development and can be seen from I-5. The Kent Highlands Landfill, however, is contiguous with the wooded steep slopes on the eastern edge of the Subarea and adds to a relatively large habitat. There are natural open spaces within the Subarea that contain wetlands and are a part of the Puget Sound and Green River Watersheds. The flows of these watersheds are illuminated by their names and contain two (2) basins related to the Midway Subarea (see Figure 1 - Midway Subarea Drainage Basins and Existing Wetlands), The Puget Sound Watershed is located west of SR-99 to South 24OTh Street where it runs to the east, taking in the subarea to the south. 6 I r I I 31i 1 "!.--t,i /' .t I,i EASINS & \ryETLANNS I*t$E¡rD DRAINAGE BASINS MgS0RËLY CÊ€EK- t: M|ÐWAYCRE€K 7ä ucru¡¡ns MIÛWÂY SUSÂREA MINWAY SUSARËA FARCÊLS Midway Suh¡res r'.1& CIt: 7 Figure 1: Midway Subarea - Drainage Basins and Inventoried Wetlands. Within this watershed is the McSorley Creek Drainage Basin consisting of 81l acres with 25.7o/o (-209 acres) as impervious.l There is one wetland in the Subarea located off SR-516 that is considered the headwaters of Massey Creek and flows into Puget Sound, A rather large wetland (> 114 acres) is located just outside the Subarea along the southeastern corner. It is the headwaters for McSorley Creek and flows through Saltwater State Park into Puget Sound. Both are wooded wetlands. The Green River Watershed is located east of SR-99 to South 24}th Street and then continues south generally along the east side of Military Road. This watershed contains the Midway Creek Drainage Basin which consists of 933 acres with 34.60lo (- 35 acres) as impervious, At the base of the Kent Highlands Landfill are associated wetlands; however, they are outside the Subarea. Pacific Highway South (SR-99) runs through the Subarea and Interstate-S flanks much of íts eastern border. Seattle-Tacoma International Airport is located 4 miles to the northwest. The noise and pollution from the various modes of transportation moving through the Subarea have an impact. Other pollutant sources are the closed landfills. Seattle Public Utilities have created and implemented a mitigation plan for the toxins within the landfills, and the United States Environmental Protection Agency has not yet taken them oft the National Priorities List of hazardous waste sites. Additional properties within the Subarea have been identified on State and Federal brownfield lists. To date, there has been no assessment or testing of these additional properties to better understand their status as brownfields. Demographics and Economics South King County plays a major role in the economic vitality of the Puget Sound Region, and the City of Kent is a large contributor to that prosperity. However, economic and demographic information specific to the Subarea is limited. Demographic information is available from the 2000 U.S. Census and the area's economic vitality can be assessed from business license data. This section attempts to provide an understanding of the demographics and economics of the Subarea'. The City of Kent recently participated in a study that looked at growth rates of key economic indicators as well as housing affordability and employment'demographics.2 The analysis collected 2008 economic and financial statistics from business databases as well as state and local government records and compared the South 1 C¡tV of Kent Surface Water Design Manual - Storm Drainage Service Area,2002. 2 South King - North Pierce County Economic Region ECONOMIC ANALYSIS & STATISTICAL PROFILE, Hebert Research, Incorporated September 2008. B King County region as a whole to all of King County and the State of Washington. The data on Kent represent true growth rather than growth as a result of annexations. The following provides a profile of the City of Kent based on specific indicators, along with information on Midway from the 2000 U,S, Census. Population Trends: Kent is the sixth largest city in the State and the third largest city in King County with an estimated population of 114,000 (in July 2010). In 2008, South King County was home to25.9o/o of the total population in King County. Between 2006 and 2008, Kent's population grew by 1.55o/o, During the same time, King County's population grew by 2.660/o. The median age for residents in Kent is 34,91 years. Based on the 2000 Census, the median age in the Subarea was 31,8 years. There is a high percentage of families with young children living in the Subarea. As the population in Kent has grown, one of the most notable changes has been an increase in ethnic diversity. As often occurs with the settlement patterns of recent immigrants, there are concentrated communities of kinship and social networks. The Subarea is home to a growing Latino population. The Hispanic/Latino population citywide is approximately 7-8o/o of the total population, and nearly 20olo within the Subarea. Housino Types and Values: In 2008, Kent had 36,045 housing units. Kent grew between 2006 and 2008 by 0.43o/o with single-family units growing at an annual rate of L.34o/o. During the same time, King County was adding housing at an annual rate of A.630/o. The percent of owner occupied housing units (46.7olo) and renter occupied housing units (49.08o/o) in 2008 is skewed to rental units, which include apartments, rented condominiums and single-family homes.t New construction of multi-family housing units in Kent (0.15olo) is veryslow compared to South County as a whole (4.59o/o). The median value of all owner-occupied housing units in the City of Kent was $281,566 in 2008.4 3 These statistics do not include mobile home ownership. a Data are from the State Office of Financial Management. 9 Although there is significant single-family housing to the east and west, there is little housing within the Subarea itself, and all could be considered affordable, There are seven (7) mobile home parks with 238 spaces for mobile homes or recreational vehicles and eleven (11) associated apartments. There are six (6) apartment complexes consisting of 131 apaftments. And there are seventeen (17) single-family homes, some of which are used for housing and others used for business, Household Income and Jobs: In 2008, Hebert Research conducted a review and analysis of economic conditions for South King County. The average mean household income within South King County increased between 2000 and 2008 from $56,104to 966,000, roughly 2.2o/o annually, As of 2008, the City of Kent's average mean household income was $62,475, slightly lower than the overall average for South King County. The share of total population in Kent that is of working age (i.e., 76-64) was 670/o, similar to South King County's working age population of 66.70/o. The numberof jobs per working-age person in Kent isL.27, a little higherthan the average forSouth King County at L.22 jobs per person, In 2007, there were 76,758 jobs in Kent with 28olo of those jobs in the manufacturing sector, Based on the 2000 U.S. Census, the median household income in the Subarea was $27,284 while the median household income in the City of Kent was $46,046. The number of Subarea households living below poverty level in 2000 was 34,60lo while in the State of Washington it was 7.60/o. The employment sector within the Subarea is dominated by retail and composed of mainly small businesses (with the exception of Lowe's and Fred Meyer). A small segment of employment is manufacturing (i.e., boat building, cabinetry, counter tops) and there are a variety of rental businesses for fleet vehicles, trucks and heavy equipment, In 2005, Puget Sound Regional Council (PSRC) provided employment data that identified 3,721jobs within the Subarea. Highline Community College has a large presence in Midway and employs 1,200. Community Services The Cities of Kent and Des Moines share a common yet irregular city boundary line which complicates the provision of public services to the Subarea. The line is an artifact of an unconventional annexation process that would not be possible today. The result is that Des Moines and Kent Police and Fire support each other in ways that ensure service is provided no matter on which side the emergency call originates. Three school districts serve the Subarea and parks are provided by 10 several cities. The Community Services within the Midway Subarea are illustrated in Figure 2. Police and Fire: The City of Kent has one substation located within the Subarea and another located nearby, The Midway Substation located at 25440 Pacific Highway South provides a presence along SR-99. The West Hill Substation located at265L2 Military Road South houses police, as well as Fire Station 73 with three (3) engines. Water and Sewer: Highline Water District provides potable water to the Midway Subarea. Midway Sewer District provides sewer service to the area. Both agencies have their headquarters located in the Subarea at 23828 30th Ave South. Education: Kent, Highline, and Federal Way School Districts serve the area with public education for grades K-Iz. Highline Community College serves a diverse student population that is primarily commuter based. Parks and Ooen Space: There are several parks and recreational open spaces within or adjacent to the Subarea. Des Moines'Parkside Park, located at S244th Streetand 25th Avenue S is a 4.4 acre park with a play area for children and a walking path close to an extensive wetland within the park, Saltair Vista Park, located at S 246th Street and 26th Place in Kent, is a small neighborhood park with a play area for children, picnic tables and benches. There are no parks located east of SR-99. Library: King County Woodmont Library is located at 26809 Pacific Highway South in Des Moines and serves the residents of the Subarea. 11 7.rsa)!ruas Álrunuruuo3 - pereqng Áennpr6 :¿ arn6r¡4L.-Tt :v#:a t,, rrrñiFÈ:l¡uü&¡p0o4f*,,êÈ; ;,tr Á.lerq¡1**^a6e¡og¡ t$¡unruurogeu¡qû¡¡4:ì...sårlil;{ê¡r 'l:srqBtsHIa14""lÁre¡uaue¡gvÞ{ttaif n"rn,iäi ¡.ühws.t¡þ1n A1t3 .-*-s'lEruv¿ .rv¡¡ort"r f--*l\r¡Uvgns,rVA,fCrW fJNorllsrarrou !Nol¡vrs 3urc r rsrrou I^gvulln^tNno3gNu tsxwd 93Nt0tÂ,sär Ê1;=l$vds Nãdo B sxuva flooH3s a0t¿ - J3lul'glc ]OOH3S ^Vr1A lVUgA3JIaÞ - l3tëtstü't00].¡3s f Nt'¡HÐt]r9rÞ - l3rul$t0 10tH3S JN3)rnñãfü'iSãSIAUTS ÃTINNIÂIWO3*- Growth Forecast A measure of existing conditions requires examination of the potential for future development. Development cäpacity is an estimate of the amount of development that could be accommodated on vacant and redevelopable land, The allocation of the region's growth targets is tied to the regional growth strategy adopted in Vision 2040 which builds a strategy for the central Puget Sound region to absorb an additional 1.5 million more people and 1.2 million jobs by 2O4O.s The strategy guides the location of future population and employment growth with an increased role for metropolitan cities and larger core cities like Kent to accommodate growth, The City of Kent has a target growth of 13,200 jobs and 7,80O housing units by 2031.6 The additional density encouraged by the Plan will ensure that high capacity transit nodes will play a large role in absorbing future growth. For more details on the methodology, data sources, and outcomes of employment and housing growth, refer to Appendix A. The methodology to determine the Subarea capacity is based on the Midway vision and reflects a modified buildout at the transit nodes, The Plan proposes to increase the capacity by changing the Land Use Plan Map, Zoning District Map, and development regulations associated with the refinement of land use options explored during Envision Midway (see Chapter Three: The Vision - Visioning Outcomes). Most properties in Midway's Transit Oriented Communities were considered redevelopable with capacity determined by a modified buildout scenario of S-story structures with a maximum of l5-story structures (i.e., 200'maximum). The model assumes little surface parking with most parking enclosed or underground. Table 1 compares the Plan capacity for Midway with analysis conducted in 2006 for the Transportation Master Plan (TMP) which established a 2005 Baseline and a 2031 Forecast.T The 2006 Baseline for Midway suggests a near 50/50 split of housing and s Vision 2O4O - Puget Sound Regional Council (PSRC), 2009. 6 King County Growth Targets (2006-2031) - Countywide Planning Policies approved January 25,2010. 7 2006 Baseline was provided by Puget Sound Regional Council (PSRC) and represents existing uses and the TMP 2031 Forecast was provided by PSRC utilizing forecasted numbers from the State Office of Financial Management. 13 jobs. When compared with the 2006 Baseline, the TMP 203L Forecast has a 14olo increaSe in housing and a 7Lo/o increase in employment within Midway. The Plan Capacity results in increases of 334% in employment and 5t7o/o in households compared with the 2006 Baseline. Table I Midway Housing and Employment Housing Units Employment 2OO5 Baseline r,9L7 2,183 TMP 2031 Forecast 2,178 3,727 Plan Capacity 11,821 9,48r t4 C ha pte r Th ree The Vision The vision for Midway was conceived from a series of workshops, meetings and design charrettes held in 2008 and early 2009. This visioning effort brought together diverse stakeholders to consider what the future would look like. Envision Midway was both the process and the product, and the narrative below illuminates the vision, The Next Generation - Midway ¡n 2O5O Midway continues to draw business, families and visitors because of its central locatiôn in the Puget Sound Basin, convenient rapid light rail transit service, and spectacular views. Midway is an interesting, inviting and safe urban place where buildings hug the edge of generous sidewalks filled with people mingling with neighbors and shop owners, window shopping and sitting at open air cafés . Buildings are constructed out of quality materials and designed with consideration to human scale, while taking full advantage of views to Puget Sound, the Olympic and Cascade mountain ranges, Mt. Rainier and the Kent Valley. With its emphasis on architectural details, Midway is a comfortable and aesthetically pleasing environment that projects a sense of permanence, Welcoming plazas and pedestrian thoroughfares connect private activities with public amenities. The grid of streets off the highway move traffic at a slow pace. The sights, smells and sounds make it a place to linger and enjoy. There is diversity in the built form in Midway and the uses that are housed within. Buildings are located in clusters near active intersections, with retail shops, restaurants, and local services on the first floor. There are offices located on the second and third floors with housing layered on top, and occupants capture views toward the mountain and the water from a variety of five story buildings. In some areas/ the buildings contain one use like housing or Class-A Office and they stretch 15 to the height of 200 feet. Offices are filled with businesses immersed in international commerce that take advantage of the proximity. to Seattle-Tacoma International Airport. The combined mix of uses creates a L7/7 place where a broad spectrum of people live, work, shop, and play. Link Light Rail is the center of this bustling urban community known as Midway with a station located near the combined campus of Highline Community College and Central Washington University. An elevated pedestrian-bridge connects the campus to the business and residential community located east of SR-99. Light rail connects Midway to Seattle and beyond to Shoreline and Lynnwood, and east into Bellevue and Redmond, lessening the need for an automobile and the obligatory parking. Utilizing SR-s16, METRO brings riders to the Midway transit station west from Des Moines, Normandy Park, and parts of Burien, and east from Kent, Covington, Maple Valley, and Auburn. Bus Rapid Transit continues to serve as an express service along SR-99 connecting Federal Way, Des Moines, and Kent residents to light rail. Because students ride transit more and student housing is available nearby, Highline Community College and their partner Central Washington University have expanded the campus into the old eastern parking lot. The intellectual capital generated by these institutions has attracted a variety of companies focused on technology and medical innovation Urban parks serve this diverse community, supporting a healthy lifestyle. The parks'expansive hard surfaces accommodate heavy uses and a large green open space slows down the pace of life. A broad walkway shaded by large trees meanders through the park and connects the public to a linear path that heads south about one-half mile. Here people can walk, run, skate, or ride their bicycles next to a series of naturalized stormwater detention ponds. Eventually one reaches a smaller park overlooking Puget Sound and Mt. Rainier. From here one can access the recreational 16 activities located at the reclaimed Midway Landfill or watch wildlife at the wetlands fartherto the south, using public pedestrian and bicycle connections through private developments. Just east of Midway is the Kent Highlands community. The neighborhood stands alone, perched on the eastern edge of the ridge, but is connected to Midway and the light rail station by regular shuttle buses. With fabulous views of the Cascades and a grassy open space accessible for passive recreation, a tall hotel and condominium community dominates the landscape, Because of the excellent visibility from Interstate-5, a thriving regional shopping center has also emerged. Midway's transit oriented urban community near Highline Community College transitions south from 240th to a more auto-oriented area at around South 246Th. This is where regional retail and light industrial uses dominate. Many new developments have multiple stories to maximize the efficient use of their commercial sites, with some providing live-work spaces. Upon reaching South 272nd Street and the Star Lake/Redondo transit station, another transit node emerges complete with a mix of uses and pedestrian activities primarily in the adjacent Cities of Des Moines and Federal Way. Building Partnersh¡ps and a Vision From the onset of the subarea planning effort, the need to cultivate partnerships was clear. The primary partnership was between the City of Kent and the City of Des Moines and was driven by the possibility th interlocal agreement between Kent and Des Moines laid out a set of deliverables that were tied to a Growth Management Grant from the State Department of Community, Trade and Economic Devèlopment (now named Department of Commerce). The direction from Kent and Des Moines City Councils was a commitment to build a livable, long lasting community that was economically and environ menta lly susta ina ble. at light rail would serve Mid L7 There were other significant Envision Midway partners from transportation agencies, large property owners such as Seattle Public Utilities (SPU), Highline Community College and adjacent cities, All were invited to parLicipate in the Envision Midway Stakeholders Committee. The development community was also included. Progressive developers with regional and national experience in mixed use and transit oriented development, and local housing experts were invited to a Developers Forum to provide feedback on the initial public visioning and a follow-up Developers Forum confirmed the vision was achievable. All of these partnerships, together with input from residents, property owners, and businesses within the Midway Subarea are the foundation for Envision Midway and will be critical in the successful implementation of the Plan. Visionino Process: The visioning process was iterative and attempted to reach all constituents. The outcomes of each meeting were shared to ensure participants could benefit from the larger discussion, evaluate and revise ideas generated by others, and remain engaged as the project moved forward. The Stakeholders Committee and the public were asked to consider land uses, regulatory and design standards, and were charged with identifying light rail station locations and rail alignment options. In an effort to reach as many community members as possible, a project website was developed where meeting schedules, materials and results were posted.s The intent was to ensure project transparency and to solicit comment from the greater community. A unique opinion poll posted on the Envision Midway website was based on a computer generated video that reflected the vision for Midway and allowed the viewer to walk through a'virtual reality'of a light rail station near Highline Community College. A total of nine (9) meetings were held in 2008 and 2009 with the public and stakeholders, and by early in 2009, six (6) meetings were held with decision makers in an effort to develop a land use scenario that reflects the community's wisdom and vision for Midway. Additional meetings will be held that will refine the Plan further. Visionino Products: The first products from the visioning process were three distinct (3) land use alternatives for the Envision Midway Study Area. The alternatives illustrated the potential land use patterns; identified a vehicr.rlar, pedestrian, and bicycle circulation framework; and considered public spaces. The alternatives are briefly described as follows: I The project website is www.EnvisionMidway.com 18 Alternative 1 - Transit Oriented Village: The high intensity mixed-use transit supportive development stretched from South 21'6th Street to South 24}th Street and all land uses south of 240th were auto-oriented and called an Employment Village. Alternative2 - Transit Oriented Centers: High intensity mixed-use transit supportive land uses were located at nodes where high capacity transit stations were located at South 2L6rh Street, at South 24}th Street, and at South 272nd Street. In Des Moines, Mixed-Use defined the area between the first two nodes and in Kent there were Mixed-Use and Employment Village land uses between the nodes. Alternative 3 - Transit Oriented Corridor: High intensity mixed-use transit supportive land uses stretched from South 216th Street to South 246th Street and another node was located at the South 272"d Street transit station. Between the two transit oriented nodes was Transit Supportive Mixed Use. The above alternatives were evaluated by a group of progressive developers with regional and national experience, local housing experts, and large property owners (i.e., SPU and HCC) at a Developers Forum, From their critical review, staff created a new land use option. The new alternative - Land Use Scenario 1.0 - condensed the mixed-use areas into nodes around future light rail stations. The intent was tö strategically focus an intensity of uses around the stations and maintain a large portion of the existing auto-oriented retail and light industrial uses, This land use pattern would minimize sprawl of strip commercial development and allow an urban community to mature as envisioned, Land Use Scenario 1,0 was further refined to reflect additional comments from Envrsion Midway workshops and meetings, Based on Sound Transit's planning efforts to date, the first station south of SeaTac Airport would be South 200th, followed by a station near Highline Community College, with the line ending at South 272"d. Participants in Envrsion Midway considered three (3) light rail station and rail alignment options, To facilitate public discussion, the focus was on the station in the vicinity of Highline Community College. Detailed conceptual illustrations were created, listing the advantages and disadvantages of the different alternatives (see Figure 3 - Envision Midway - Three Light Rail Station Concepts). All options contained a 500-stall parking garage as considered by Sound Transit. The following options were entertained: 19 The SR-99 Station option generally represented one that Sound Transit considered for budgeting purposes, Their rail alignment was located along the west side of SR-99 as an elevated structure near Highline Community College. The vision expanded Highline Community College campus into the east parking lot with a pedestrian bridge to provide safe access across SR-99. New roads break up the existing street grid and a regional detention facility manages stormwater runoff. Bridges over SR-516 and I-5 would connect neighborhoods, The 30th Ave South Station option came out of the public process, The alignment would be at grade through the station area, becoming elevated south of S 240th St. The roads, detention facility, and campus expansion found in the SR-99 concept are also proposed here. Both the public and the Stakeholders Committee thought a 30th Ave alignment could create a more pedestrian friendly environment, where the train and automobiles moved at a slower pace than would be the case along SR-99. A large amount of right of way would be needed to accommodate multiple modes of transportation on 30th Ave. The f-5 Station option was considered because the Cities of Des Moines and Federal Way Comprehensive Plans express the desire for locating future light rail on I-5 and not on SR-99. The trains would move along a combination of elevated and at-grade rail alignments. The roads, detention facility, and campus expansion found in the SR-99 concept are also proposed here. There would be an uphill climb to SR-99 and the college, and limited opportunity for development to the east of the station, After completing the Envision Midway public outreach and compiling the feedback, a fourth station option was developed, This fourth option reflects the additional comments from representatives of Highline Community College who wish to preserve their east parking lot, thereby negating transit oriented development within their boundaries. The fourth option places the light rail station on the east side of SR-99, connecting the station directly to an area poised for transit supporLive development (see Figure 4 - Easf SR-99 Light Rail Station Option). The vision includes parks, a multi-purpose trail adjacent to an enhanced regional storr¡water detention facility, Public and private circulation is pedestrian-friendly and connects to the trails and pa rks, 20 lt5¿ MIÐlilAY a {$llòlsr¡tir tl¡.sìã¡ tilir¿t Revisrd Hiduay Ught Rail Stat¡snArea Concepc SR 99 ?öi¡. Rffi¿sí1k!?irÀ&rq . F*¡ inþ qiat¡rg hrbb eÞÂtll} ø:S@ sidtr. Crysl$t 6¡¡, H€T*{),lnk ' Þrri{* Þw }edssü¿a sñk ¡¿rür' tR"$t {oncrpxs or x-¿nde} ' g{tgoæ n¡ior mpl*rm*¿ r&ìâr {HCC}. E¿àæs HCC æps¡. High dÊËlûpffi. psffiriel in lr{ 6iL r¿¿is. Â$m buiæ * m$ø'r gmnd lovol. P¡d¡sim qrrgcs ffi ffãtrK cæfi'¡(B, håc righral.uy {lOW} ¡uehæ ler )&5 dw. Prcxæ, i*dæ lsële{ 3t¡l¡ Àvc'6w Sæs' Cêlt3¡. ¡¡qediô¡¿quirtROw . Nre !54 ñËô r$slls Þ ROw p&ìrs" . l.¡€ed þ ßsf¡8K KH þ Frupqnis. lñp*a e Þ€dlsiæ ã.*;Ém3* . Lðlg tcd.rsi¡ñ æ!n{t n-grd. €f 9ÂÁt9 irwffirþd . Fa¡t æl ;fc*d di¡qom*g .idôs hcñ tqsi¡t rffis¡ít lSdø7 Lilx &S 5ot";on/tra Crmgtt0tlrAwr 5or:rh l,üd$r4' l,íSk el¡ Srl.ÀroÅ.s €*rp*l-i '*ç*çt'* .h,4Ñ>**"#¡ 'B*€ha,@ $. -a ";*_t*¿ - _ô Figure 3: Envision Midway - Three Light Rail Station Concepts 2L l'lidway Light Rail St¿tion Area Concepu SR 99 East :tr':{_L*fáJtl|:ttt -. ø-\^ ¿... eúbtãl sçta{ I I I t I t I ¡ ÌqtÈlr C@lt C€¡lE¡ t t "¡ßl{ù*e I l¡|þ É.t; :. :r :: Pros: . Removes confliçt with ¡utos. Remaves conflict wìth cr:mmerce . Pmvides fast s¿rvice . Fi¡s into exisring high capariçT $ånspêrtation cof.idßr. Convenient EITV METRO link Scrves urban densiry housing and iobs Ëast of SR-99 Et1# pedestrian link ¡crosr S&.-99 at new intersecrion Supports major employment cenær (HCC) High development potenti¡l in l/2 mile ndius Allow: business a¿ s&riûn's glound lêvêl Freserves intima¡e feel af 30th,{ve'Grear Srreet' Cons: . Need to acquire ROW. Possible need ro reeonfrgure access ro Propeft¡es. Elovated m¡l impa(ts pedesûiañ environment . Wide at-grad¿ crassiñg SR-99 increases pot*ntial for vehiclê-ped$f ian conll¡crs . MËTRO access ro sr¿tion from 30rh . Noi¡e due æ cack curves. MIDWAY ¿ ('llilsrêtiT! Íl¡ûr¡Ít !rç,1?.1 i:-r-å..* o I l I enlt 6t ot| Figure 4 - East SR-99 Light Rail Station Option. 22 Visionino Outcomes: Land Use Scenario 4.0 reflects the conclusion of the Envision Midway public visioning process and is used for Kent's Midway Subarea Plan (see Figure 5 - Envision Midway Land Use Scenario 4,0). There are three (3) categories of land uses identified. 1. The Transit Oriented Community land use represents nodes of intense transit- supportive mixed use that are pedestrian-friendly with a mix of services, office, and residential activities, 2. The Kent Highlands Mixed Use area accommodates automobiles and pedestrian-oriented uses at a high density, and has a residential bias. 3. The Highway Commercial Corridor allows a wide range of auto-oriented uses including retail, light manufacturing, and housing, The public believed it was imporLant to connect the surrounding residential communities to the new light rail station. I-5 and SR-516 are barriers for pedestrians and vehicles. Scenario 43.0 connects the community located to the east of Midway over I-5 with a bridge that provides a safe multimodal link to the transit station. A bridge over SR-516 connects 30th Ave South and the community to the north and opens a possible connection to the I-5/SR-509 Corridor Completion and Freight Improvement Project. A pedestrian sky-bridge over SR-99 would provide a safe and comfortable alternative to crosswalks. Another outcome from Envision Midway was identification of a preferred station location and alignment. The Stakeholders Committee selected a preferred station location and alignment. Participants were asked to review and discuss three (3) hypothetical light rail station locations and rail alignments (see Visioning Products). Eighteen committee members were each given five (5) large dots to place on one or more options, indicating their preference, SR-99 was the preferred station location (50 dots), followed by 30th Ave (15 dots), and I-5 (4 dots). The public also preferred the SR-99 alignment, with 30th Ave coming in second. An alignment along I-5 was seen as antithetical to the tenets of transit oriented development by limiting potential development to only west of the station. The East SR-99 Station option developed from comments at the final Envision Midway meetings was not considered during the preference voting. 23 I i Thìs line is the þ5rSR5û9 Corridor Conplêtion and Freight lmpr0vcrnent Prçje€1 II Ii ¿:: ¡ t¡* si Hìglìl¡ne Comm!n¡ry College Midway Subarea Pl*n Land IJse Scenario 4.0 : ,:: , Trånglt Or¡ented Community H¡gh ifitens:ly trànsìt supportive mixed-use with a relidential focu5. Strsngly pedeslria¡r oriented with smoll walkable blocks. High qual¡ty design through use of Design úuidelines. P¿rks and open space shared with regional storm det€ntiÕn, Minimum 2-stûry to 5-story height with a maximum ?0û'hêig*t l¡mit with incentives. Lower parking requ¡remeût. lrlo sinçle use, big br'x, ¡ndurtrial. or auto-dependent uses, Kent Highlandl - fi¡lixed Ure Êedertrian and Auto-acccmmodatinE- Mixed use with cômmunity ÍeÌãjl and services for residential fscus. Minimum 2-story 1o 5-slÐry height wilh a marimum 20û'height limit wilh incentiver. l{ighway (ommerci¡l (orridor Wde range af community, citywìde, o; regional commercial ¿nd light ìndustrial uses ãnd worldl¡ve uses. Pri.îarily autÕ-depenclsnt user, w¡th pedertriân supporrive fâ(ilities 35'tð 45' hBight l¡mil. f ttrtobile xome Park f Ofen Seace and 9larmwatÊr FråmÊ$rotk $ wetlands **'¿ Cirrulatir:l Fr¡¡newovk ...... P€dest¡'¡ãn and Sike Path Fr¡¡ne$rork ..* Cúmpl€t€ Str€et5 @ frofosrd nlTStat:ons {Metrol )¡t Propored Se(ondary gr¡t Stcps {i,lstrôl ..$ñ- ./^ t 'vz KEì¡T LECENÐ € ! Kent l.¡lghlêrde Len,JËfl Figure 5: Midway Subarea Land Use - Scenario 4,0 24 There were several key results that resonated throughout the public process, There was desire for this transit oriented development to be built well, with excellent materials and design. There was agreement that tall buildings would fit into Midway and capture the spectacular views to the east, west, and south. There was consensus that housing should be diverse and affordable for a range of economic groups. Participants recognized the need for public spaces which included generous sidewalks, plazas, parks, and trails. Connecting the Surrounding neighborhoods to the transit station area was important. The participants also saw the need for the Cities of Kent and Des Moines to work together in the future to ensure services are coordinated and development regulations are compatible. 25 Chapter Four Framework for Midway The planning effort for Midway was guided by principles outlined in the Growth Management Act and Kent's Comprehensive Plan. The public investment in high capacity light rail transit drove the Midway Subarea Plan's early visioning efforts. The framework below reflects a synthesis of statements made at Envision Midway public workshops, Stakeholders meetings, and workshops held for elected officials provides guidance for the goals and policies of the Midway Subarea Plan: A flourishing economy: Midway will be home to a range of employment opportunities that are synergistic with programs at Highline Community College and Central Washington University and unique to the businesses and employment needs of international trade, Kent Valley research and industry, and regional retail. Vibrant mix of neighborhoods: Midway will contain a broad range of housing types for a broad range of incomes. Shopping, services and transit will be conveniently located within walking distance from residences. Supportive parks and open space: Midway will have parks to serue the nearby residents, employees, and visitors. The large open spaces that are undevelopable within the Kent Highlands and Midway landfills will be converted, wherever possible, to passive use. If possible, the large wetlands will be used both for passive recreation and education, A sense of place: Midway neighborhoods will be distinct from Kent's Downtown and East Hill business areas. Midway will build on its roadside past and ethnic heritage, with eyes toward the future. Public investment in street lights and furniture at the Transit Oriented Communities will be consistent and coordinated with the City of Des Moines. M u ltimoda I tra nsportation system : Midway's improved pu blic transportation system with Bus Rapid Transit (BRT) and Sound Transit Link Light Rail will provide convenient and fast access to the north and south. With greater demand, reliable east/west transit connections will be provided. SR-99 will 26 continue to act as a highway and accommodate pedestrians, while the side streets will be bicycle- and pedestrian-friendly. Views: Midway will be dotted with high-rise buildings that ensure views are maintained and access to sunlight is available. Sustainability and design: State-of-the-art techniques, materials, and design will be used to enhance and suppoft the built and natural environment and create a sustainable and livable community. Midway Subarea Plan Goals & Policies The Midway Subarea Plan is guided by Kent's Comprehensive Plan Framework policies and the goals and policies of elements in the Comprehensive Plan. The following goals and policies are specific to Midway and are the result of extensive community visioning efforts. These goals and policies set the stage for developing implementation measures to achieve the goals. Overall Goal: Create a dense, pedestrian-friendly, sustainable community that provides jobs, housing, services and public open space around nodes of high capacity mass transit while maintaining auto-oriented uses between the transit oriented nodes. Land Use: The community vision for the Midway Subarea is one that supports high capacity transit stations with compact, high density uses, The uses include retail, office, education, research, medical, and residential. These high density transit station nodes are served by a series of small, walkable blocks and pedestrian throughways that not only move people, but act as the public square for commerce, relaxation and entertainment. The more auto-oriented portion of the subarea outside of the transit nodes is enhanced to make pedestrian movement 27 more comfortable and appealing. The goal of the Midway Land Use Policies is to structure the activities around the high capacity transit station nodes with a land use designation of Transit Oriented Community and the auto-oriented Pacific Highway commercial transportation corridor of the Midway Subarea. Goal MLU-1: Increase employment opportunities and housing choices in support of rapid light rail and mass transit options within areas designated Transit Oriented Community. Policy MLU-I.1: Designate where high density retail, office, and residential development will be focused. Policy MLU-1.2: Allow stand-alone land uses as part of a mix of uses. Policy MLU-1.3: Provide flexibility in land uses and density as the market transitions from auto-oriented development form to a dense pedestrian- friendly development form. Policy MLU-1.4: Disallow outdoor storage of trucks, heavy equipment, contractor storage yards, and mini-storage as an accessory or primary use. Policy MLU-1.5r Disallow drive-through food services within the land use designation of Transit Oriented Community. Policy MLU-1.6: Establ¡sh a floor area ratio (FAR) or other mechanism to ensure levels of development supportive of future light rail transit investments. I Goal MLU-2: Promote a mix of land uses that support local and regional needs in an auto-oriented commercial and light industrial area along the Pacific Highway South commercial transpoftation corridor not designated Transit Oriented Community. Policy MLU-2.1: Allow a mix of retail, light industrial or live-work uses Policy MLU-2.2: Allow'big bóx'and drive-through uses 28 Policy MLU-2.3: Allow outdoor storage of autos, boats, trucks, heavy equipment, and contractor storage yards. Goal MLU-3: Establish a multimodal circulation network within areas designated Transit Oriented Community that is safe, interesting and encourages walking, bicycling and transit use, and connects to surrounding neighborhoods. Policy MLU-3.1: Create a network of attractive and identifiable pedestrian and bicycle linkages within commercial and residential uses to nearby public amenities, transit facilities, and streets. Policy MLU-3.2: Ensure multimodal public or semi-public throughways at a minimum of every 400 feet to connect commercial and residential uses with public parks, trails, streets or other public amenities. Policy MLU-3.3: Identify and designate streets as multimodal within areas designated Transit Oriented Community. Policy MLU-3.4: Establish north/south connectivity for pedestrians and bicyclists from SR-516 to S 272nd Street as a safe alternative to Pacific Highway South. Policy MLU-3.5: Establish north/south connectivity for pedestrians and bicyclists through the area designated Transit Oriented Community located east of I-5. Urban Design: The built environment is the framework where urban life occurs. A successful urban environment is a place that pays attention to design details, There is a pedestrian scale, where the first floor provides interest and the opportunity for interaction. From a distance, buildings become more abstract and are seen more as a piece of art. The Transit Oriented Communities will look and feel like urban 29 centers. Buildings will be constructed close to the sidewalks making it imperative they are interesting and constructed of quality materials. The Urban Design Element of the Midway Subarea Plan focuses on these details to ensure that Midway becomes a desirable place where people want to live and do business. Goal MUD-1: Create a place that is distinctive, aesthetically beautiful, evokes permanence of the built environment, and supports social interaction in the dynamic urban center of the areas designated Transit Oriented Community. Policy MUD-l.l: Ensure quality and durable materials and interesting architectural details are incorporated into new and remodeled structures, including structures for parking, mechanical services, or solid waste collection. Policy MUD-1.2: Provide an interesting built environment by encouraging a diversity of building heights and footprints, continuous building façades that are modulated, windows located at ground floor, and shelter for pedestrians from inclement weather, Policy MUD-1.3: Create public plazas, building entrances, and pathways that are integrated into the private and public realm to encourage social interaction and to facilitate the use of public transportation. Policy MUD-1.4: Establish methods to vertically layer the height and size of development and stagger high- rises to maximize view potential and sun access. Policy MUD-1.5: Use screening to minimize the visual impact of mechanical systems at street level or from adjoining high-rise buildings. Policy MUD-1.6: Provide visual interest at entrances to stand-alone or internal structured parking facilities, 30 Policy MUD-1.7: Reduce the visual impact of surface parking by using measures such as minimizing curb cuts, enhancing the landscaping at entries, and prohibiting surface parking between buildings and sidewalks. Policy MUD-1.8: Encourage public and private art in public open areas and on buildings. Goal MUD-2: Create an urban form that is environmentally sensitive and sustainable in areas designated Transit Oriented Community. Goal MUD-3¡ Create streetscapes that provide for ease of movement, personal safety, pleasant aesthetics, and a stage for public engagement within areas designated Transit Oriented Com munity. Policy MUD-3.1: Design streets to be urban in character, easy and safe for pedestrians to cross, and where vehicular movement is slowed by design. Policy MUD-3.2: Ensure a safe and attractive pedestrian environment along Policy MUD-2.1: Promote environmentally sustainable building design that takes into account sun orientation, water and energy conservation, and practices such as the US Green Building Council LEED certification. Policy MUD-2.2: Emphasize natural dra inage systems wherever feasible, including, but not limited to, green roofs or walls, rain gardens and so forth. Policy MUD-2.3: Apply landscaping standards that emphasize environmentally sustainable practices through plant selection, horticultural practices, and water retention, diversion and conservation the street system through the use of streetlights, street trees, plantings, minimized number of curb cuts and other streetscape elements. Policy MUD-3.3: Establish a pallet of easy-to-maintain streetscape elements and features that are unique. Policy MUD-3.4: Provide pedestrian amenities along the public and private sidewalks such as seating, human scale lighting, transit shelters, and shelter from the weather. Policy MUD-3.5: Build pedestrian areas large enough for commercial activities to spill out onto the sidewalks without significantly impeding pedestrian movement. Policy MUD-3.6: Establish sign regulations that acknowledge the human scale and the slower vehicular movement along 30th Avenue Sòuth, other internal street systems and internal pathways. Policy MUD-3.7: Establish sign regulations that acknowledge the more auto-centric environment for development adjacent to SR-99 while maintaining the overall urban character of the designated Transit Oriented Community. Policy MUD-3.8: Work with Puget Sound Energy and other utility providers to underground or relocate overhead wires along 30th Ave South and South 24}th Street. Goal MUD-4: Support transit use and the pedestrian environment through parking management, design, and standards within areas designated Transit Oriented Community. Policy MUD-4.1: Establish methods to encourage the use of alternative modes of transportation, including maximum parking standards and shared parking agreements. 32 Policy MUD-4.2: Reduce the supply of surface parking Policy MUD-4.3: Encourage structured parking Policy MUD-4.4: Reduce surface parking adjacent to the sidewalk. Housing: Housing is key to the success of the Transit Oriented Communities anticipated in the Midway Subarea. Housing is also important within the auto-oriented Pacific Highway commercial transportation corridor. Redevelopment at the Transit Oriented Communities may eliminate existing affordable housing, displacing families and the elderly. The community who participated in Envision Midway emphasized that replacement housing be created so that people did not have to move far from the community where some have lived for over 30 years. Goal MH-l: Promote a diversity of housing types that supports a full range of incomes and household structures within the Midway Subarea. Policy MH-1.1: Encourage market rate and workforce housing. Policy MH-1.2: Create an Affordable Housing Task Force by 2AL2 to consider options, policies, and partnerships for resolving issues surrounding the potential displacement of existing affordable housing. Policy MH-1.3: Utilize regulatory incentives, public investments, and other strategies to assist in realizing a mix of housing types. Policy MH-1.4r Provide for live-work housing options within the auto-oriented Pacific Highway com mercial transportation corridor. I l! -1 r.ì ,4,, tl--ìil: M ;l trl¡' i:^* 33 Transportation: In the 2l't Century, transportation will consist of several components - cars, transit, trains, bicycles and pedestrians. In Midway, all modes of transportation will need to work together to reduce greenhouse gas emissions by reducing vehicular trips. To support a pedestrian-friendly Transit Oriented Community, a new street grid system consisting of small walkable blocks needs to be created. There exists an excellent north/south spine in 30th Ave South requiring only some east/west connections to create a system of public spaces where those who work, live, or visit can move safely, easily, and enjoyably. Extending 30th Ave south to South 246th St. with connections west to SR-99 will support the anticipated development surrounding the high capacity transit coming to the vicinity of Highline Community College. Other opportunities to relieve traffic pressures from new development need to be explored, like bridging over SR-516 along 30th Ave and then connecting with the I-SISR-509 Corridor Completion and Freight Improvement Project, Shared trails through public and private properties can connect communities outside the Midway Subarea to the anticipated high capacity transit. Goal MT-l: Establish a connected street system that encourages walking and bicycling; supports transporLation investments, including existing and future mass transit; and connects surrounding single- family neighborhoods to Midway while protecting them from the impacts of spillover traffic. Policy MT-1.1: Design and develop streets that provide a safe experience and have aesthetic value to all users. Policy MT-l.2: Consider a bridge to connect the West Hill single-family neighborhood east of I-5 to the Transit Oriented Community located near South 24}th Street. Policy MT-1.3: Work with the City of Des Moines and Washington State Department of Transpoftation to consider connecting the Pacific Ridge Neighborhood north of SR-516 to Midway via a 30th Ave South bridge over SR- 516. 34 Policy MT-1.4: Work with the City of Des Moines and Washington State Department of Transportation to consider a local connection to the interchange for the I-5 - SR-509 Corridor Completion and Freight Improvement Project off 30th Ave South. Policy MT-1.5: Identify and designate particular streets to be shared with bicycles. Policy MT-1.6: Identify and, where feasible, connect local and regional bicycle and pedestrian trails to the Midway Pedestrian & Bike Path Framework system in Land Use Scenario 4,0. Goal MT-2: Create design guidelines for a street hierarchy that addresses the pedestrian and environmental needs in the areas designated Transit Oriented Community. Policy MT-2.1: Establish pedestrian-friendly design standards for streets, sidewalks, and lighting. Policy MT-2.2= Design and build 'green streets' where street trees, landscaping and sustainable stormwater drainage systems enhance the public and private domain aesthetically and environmentally as identified in Land Use Scenario 4.0. Policy MT-2.3: Provide safe mid-block pedestrian passage- ways to public amenities when urban block sizes are 400 linear feet or greater. Policy MT-2.4= Provide on-street parallel parking that promotes a safe pedestrian environment in the areas designated Transit Oriented Community (except along SR- ee). 35 Policy MT-2.5: Work with transit agencies to ensure safe access to local and regional transit, including but not limited to covered bus shelters and sky-bridges. Policy MT-2.6: Work with the City of Des Moines and SeaTac to ensure connections to existing or proposed multi-modal trails within their jurisdictions, Goal MT-3: Integrate high capacity light rail transit service and associated station locations into the urban design and functionality of the street systems. Policy MT-3.1: Work with Sound Transit during all phases of planning for the extension of light rail into Midway to ensure Kent's preferred rail alignment and station location are realized. Policy MT-3.2: Work with Sound Transit and other entities to provide an elevated pedestrian crossing over Pacific Highway South near Highline Community College. Policy MT-3,3: Work with Sound Transit and additional partners to establish a shared parking structure associated with the future light rail station proposed in the vicinity of Highline Community College. Policy MT-3.4: Integrate any proposed parking structure associated with the light rail station into the urban landscape by adding commercial uses at ground floor, an active pedestrian plaza, and art to enhance the pedestrian environment and minimize the impact of vehicular traffic, Policy MT-3.5: Work with transit agencies and private entities to ensure communities, businesses, and park & ride facilities located outside of the one- half mile radius around the future light rail stations are connected to the high capacity transit system. 36 Policy MT-3.6: Ensure proposed development is compatible with future light rail improvements by identifying and preserving rights of way necessary for futu re tra nsportation proj ects. Goal MT-4: Design and fund street improvements identified through the Midway Planned Action Ordinance (PAO) and accompanying Environmental Impact Statement (EIS) to serve the areas designated Transit Oriented Community. Policy MT-4.1: Develop a new street grid system of local public streets consisting of small pedestrian friendly sized blocks no larger than 400 feet within the designated Transit Oriented Community located near S 24}th Street. Policy MT-4.2: Whenever possible, limit access along South 23l't Way, state routes and highways, using instead local streets or private internal circulation roads to connect land uses and public amenities. Policy MT-4.3: Work with Washington State Department of Transportation on improvements to SR-99 and on the extension of SR-509 as identified in the PAO/EIS to best serve the surrounding community, Policy MT-4.4t Integrate identified street improvements into a.10 year city- wide transportation demand analysis and funding structure, and incorporate results into the Kent Comprehensive Plan update of 2OL4. Goal MT-Sr Utilize transportation system management (TSM) techniques in support of pedestrian-friend ly streets. Policy MT-5.1: Provide adequate access to adjacent land uses by adopting Access Management strategies, including but not limited to consolidating driveways, limiting the number of driveways, and connecting parking lots. Policy MT-5.2: Allow new driveways on internal streets only (i.e., 30th Ave South), Policy MT-5.3: Establish methods to achieve significant increases in non-SOV (single occupancy vehicle) trips. 37 Park & Open Space: Dense, compact mixed use urban areas require public places for social interaction and personal relaxation. The vision for Midway's Transit Oriented Communities acknowledges the need for open space and identifies several public and private development options for providing exercise, relaxation, and gathering places. Goal MP&OS-I: Create an aesthetically pleasing, functional, and effective park and open space system in areas designated Transit Oriented Community through public, private investments and other partnerships. Policy MP&OS-1.1: Wherever possible, integrate city owned propefties that have recreational or educational potential with public parks and plazas. Policy MP&OS-I.2: Utilize undeveloped right of way for a linear park with multi-purpose trail. Policy MP&OS-1.3: Identify, acquire, design and construct a large civic plaza/park to serve employees, residents and visitors in the Transit Oriented Community located near South 24}th Street. Policy MP&OS-I.4: Work with Seattle Public Utilities - property owners of the Kent Highlands and Midway landfills - to design and develop passive or active public recreational opportunities on portions of the landfills identified as undevelopable. Policy MP&OS-I.5: Consider access to wetlands at South 272"d Street for educational and passive recreational opportunities. 38 Policy MP&OS-1.6r Engage with neighboring jurisdictions, school districts, and others in an effort to share existing facilities through joint use agreements. Policy MP&OS-I.7: Work with private and public property owners, agencies, and surrounding jurisdictions to establish and link the Midway Pedestrian & Bike Path Framework to regional facilities Policy MP&OS-I.8: Consider shuttle service from Midway to Kent park facilities located in the valley in an effort to expand recreational access. Goal MP&OS-2: Create a joint-use regional drainage infrastructure for development and recreational purposes. Policy MP&OS-2.1: Consider the opportunities for a regional stormwater detention facility to contribute aesthetically, recreationally and environmentally to the urban landscape of the designated Transit Oriented Community at South 24}th Street. Policy MP&OS-2.2: Establish a funding mechanism to build the detention pond and associated recreational and aesthetic features in the designated Transit Oriented Community at South 24}th Street. Policy MP&OS-2.3: Program the detention facility as a community focal point for ecosystem education and neighborhood adopt-a-park. Policy MP&OS-2.4: Encourage natural drainage systems in public and private development where feasible, as an alternative or offset to traditional stormwater treatment and controls. Implementation: The vision for Midway is ambitious, transforming the existing auto-oriented retail activities into a more compact, dense, transit supported urban community where light rail transÍt stations are planned. The Plan identifies new roads and bridges, parks and trails, and a regional stormwater detention facility for the Transit Oriented Communities located at South 24}th Street and South 272"d Street. These changes and improvements will come over time, and a successful implementation strategy 39 will require a city funding strategy utilizing existing revenue sources and new financing tools. Goal MI-l: Provide an effective process and appropriate tools that will implement the vision for the Midway Subarea Plan. Policy MI-l.1: Implement the Midway Subarea Plan using a combination of development regulations and incentives, capital investments, and other public and private strategies, Policy MI-1,2: Establish a mechanism that identifies needed infrastructure and amenities to support the designated Transit Oriented Community at South 24}th Street and create a financial strategy that shares the development cost for those improvements across the various parties that directly benefit from the improvements. Policy MI-1.3: Utilize tools such as master planned development, development agreements or other processes to facilitate site planning and permit process, Inter-j u risdictiona I Coordi nation : Envision Midway was a joint visioning effort by the Cities of Kent and Des Moines, engaging numerous agencies and institutions that have a stake in the outcome. The shared city boundary on the west side of SR-99 needs to be consistent to facilitate future development. Continued discussion and coordination needs to occur since many of the changes anticipated in this plan will take decades to be realized, Goal MIC-I: Reconcile regulatory differences between the City of Kent and the City of Des Moines along the shared city boundaries to facilitate economic growth and stability. Policy MIC-l.l: Continue to work with the City of Des Moines to create consistent land use regulations along the shared boundary west of SR-99 and within the Transit Oriented Community located at South 24}th Street. Policy MIC-1.2: Wherever possible, ensure design guidelines and development standards are consistent with the City of Des Moines. 40 Policy MIC-1.3: Enter into interlocal agreements to facilitate development where private properties are within both the City of Kent and the City of Des Moines. Goal MIC-2: Continue coordination with regional and state transporLation agencies on matters of transportation investments, planning and construction. Policy MIC-2,1: Coordinate with Sound Transit, King County METRO, Washington State Department of Transportation, and Puget Sound Regional Council to ensure facilities and services are provided over time. Land Use Plan Map The Land Use Plan Map for the Midway Subarea Plan establishes the framework for amendments to the City's official Zoning District Map, There are several different land use designations within the Subarea and only one is new (see Figure 6 - Midway Subarea - Land Use Plan Map Designation). All designations will be incorporated into the Kent Comprehensive Plan - Land Use Plan Map and all freedoms and constraints associated with the Comprehensive Plan are applicable. Transit Oriented Community (TOC) This designation allows retail, office, and multifamily residential uses together in the same area or as a stand-alone use, This area allows high-density uses in support of rapid transit investments. 4L )1 LAND USE PTAN M.{P T}ESTGNÄTION LEGNNN l-41,¡O USE ffi rn¡Nsrr oRTENTED couuuutry (Toc) i$-1iÆ co¡¡ueRc¡AL(c) ffi rraoeue HoME PARK {MHP) fJ urownv sruDYÂREÁ :., . i POTENTT{LANNEXAnONAR.ËA tvtiCwp,$ubarea lâ crwLrMrTs ¡Ð. ,5, b-. t t..F'-. g{ a I 1 ,*- 4S ,A't ,a . : I* il¿:¡t !ãfi *{p fI â ¡itft â & }ê t Iii;;ir tr Ë iß:] : t t?s-!r &4:r€t.\ t trôt :- *t - f_4F!1. a' I e tad i¡æâ : n..l I i& ' 'tr * ¡i6ei lüst ,& tt¡À -; io: I ,À +o.t; If " 'i^: *"1 .'..a ,'.:l *q:*_, .t Figure 6 - Midway Subarea - Land Use Plan Map, 42 Appendix A Employment and Housing Growth The City utilizes various data resources and methodologies to predict future growth of employment and households. For the 2004 Comprehensive Plan, staff used Buildable Lands Program methodology which generally determines capacity for growth based upon land use intensity achieved by actual development within the previous five (5) years. The 2008 Transportation Master Plan (TMP), adopted June t7,2008 (Ordinance 3883), utilized existing and forecast employment and household numbers from the Puget Sound Regional Council (PSRC), The Midway Subarea Plan (the Plan) utilizes a modified buildout scenario that relies on capacity for new development based on the vision for Midway rather than forecast or achieved development. 2006 Baseline and 2031 Forecast data of households and employment are provided in two different formats. The 2006 Baseline (a.k.a. existing) data are provided as geo-coded point data based on address and applied to Kzones.s The 2031 Forecast data are provided within the geography of PSRC Transportation Analysis Zones (TAZ). Distribution of the 2031 Forecast to the smaller geography of Kzones is accomplished mathematically based on percent of Kzone within aTAZ. The forecast numbers reflect market trends within the region and do not represent the capacity available to absorb households and employment. The Kzone qeography was adjusted to reflect the Subarea. The Plan proposes a pedestrian-friendly urban environment and additional density of uses, which requires new roads, The existing Kzones are divided into smaller areas. Kzones 405, 406, 407, and 408 are new. Kzones 87 and 110 are not completely within the Subarea. The data from the 2006 Baseline and 2031 Forecast used in the TMP are distributed to these smaller areas based on percent area, The 2006 Baseline land use data in Table 2 were produced for the TMP and suggest a near 50/50 split of housing and jobs, Puget Sound Regional Council (PSRC), in conjunction with the State Office of Financial Management (OFM), provided a e Employment baseline data were provided by PSRC and originate from the Washington State Employment Security Department, 2005 extract. Household baseline data were extracted from housing permits submitted by the City of Kent as of 2005 and geo-coded by PSRC, PSRC relied on existing zoning and recent development to determine growth forecast to 2031,. A Kzone is a geographic area used for transportation modeling, 43 forecast for housing and employment used in the TMP. When compared with the 2006 Baseline, the 2031 PSRC Forecast in Table 3 has a t4o/o increase in housing and a 7Lo/o increase in employment within the Subarea. Table 2 Midway Subarea 2006 Baseline Land Uses by Kzone KZONE SFDU MFDU RETAIL FIRES GOV EDU wTcu MANU UNTV HOTEL 25 1 66 49 57 19 0 24 1 0 7 87 43 475 732 518 20 0 9 1 0 0 110 592 511 26r 159 0 0 10 t97 0 185 405 6 0 52 6 2 0 12 0 0 0 406 1 B1 60 70 23 0 30 1 0 I 4f)7 1 61 46 53 1B 0 23 0 0 7 408 20 59 39 40 t2 0 15 7 0 9 TOTAr 663 7254 639 903 94 0 123 207 0 2L7 TOTAL HOUSING TOTAL JOBS TOTAL HOUSING TOTAL JOBS I,9L7 2,183 Table 3 Midway Subarea 2031 PSRC Forecast Land Uses by Kzone TOTAT 74L L437 L3t7 1545 L45 59 3L2 131 0 2r2 2,L78 3,72t KZONE SFDU MFDU RETAIL FIRES GOV EDU WTCU MANU UNIV HOTEL 2s 1 94 149 202 12 0 L2 20 0 7 87 BB 544 347 168 39 0 2L7 4 0 0 110 611 511 364 494 30 0 30 49 0 185 405 19 7 29 L02 27 59 16 1 0 0 4fJ6 1 717 184 249 15 0 15 25 0 9 4f)7 1 BB 139 189 72 0 12 19 0 7 408 2T 76 105 142 I 0 9 T4 0 4 44 The Plan proposes to increase the capacity in the Subarea by changing the Land Use Plan Map, Zoning District Map, and development regulations associated with the refinement of land use options explored during Envision Midway (see Figure 3 - Land Use Scenario 4.0). The allowable higher density of land uses will support the future high capacity transit planned by Sound Transit. Compact high density uses are envisioned for the transit node in the vicinity of Highline Community College. The station location near South 272"d Street has far less potential for the City of Kent to accommodate growth due to a large wetland that reduces the buildable land area, Growth will likely occur within the Cities of Des Moines and Federal Way near the South 272"d Street transit node. The methodology to determine the Subarea's capacity is based on the Midway vision and reflects buildout at the transit nodes. Most properties are considered redevelopable, with the exception of LaPlaza Shopping Center, Lowe's, the new office building housing Highline Community College and the gas stations. The vision considers the norm to be S-story structures with a maximum of l5-story structures. The model also assumes little surface parking with most parking enclosed or underground. One parking garage associated with the light rail station is considered. Infrastructure at the Midway Transit Oriented Community near Highline Community College assumes 6.3 acres of new parks, 9.3 acres in regional surface water retention/detention facilities, approximately 2,601 linear feet of new roads and sidewalks and 2,085 linear feet of improvements to 30th Avenue. There is no new infrastructure at the 272nd Street transit node. Floor-area-ratio (FAR) is applied to determine buildout for new construction, and land uses are divided into residential (i.e., an average of 900 sq.ft.perdwelling unit) and employment (i,e,,500 sq. ft. per job). The employment is distributed by sector based on PSRC distribution percentages for the 2031 Forecast. The result is that the Midway Land Use Scenario 4.0 (see The Vision for details) provides an increase of 334o/o in employment and an increase of 5L7o/o in households from the 2005 Baseline. This capacity reflects a modified buildout that may not be absorbed by 2031 (see Table 4). 45 Table 4 Midway Subarea Capacity Based on Land Use Scenario 4.O by Kzone KZONE SFDU MFDU Retail FIRES GOV EDU wTcu MANU UNIV HOTEL 25 0 1330 302 t007 47 0 L52 0 0 0 87 99 632 347 t67 4A 0 217 4 0 0 110 638 2003 446 272 32 0 303 138 0 186 405 0 3924 91 133 0 0 27 0 0 306 406 0 831 516 928 0 0 103 0 207 309 407 0 1693 544 744 0 0 743 0 0 0 408 0 671 t77 1504 0 0 B9 0 0 0 TOTAL 737 11084 TOTAL HOUSING TOTAL JOBS 2423 4754 119 0 1034 L42 207 802 tt,BzL 9,481 The State Office of Financial Management (OFM) and the PSRC recently revised the 203I forecast of households and employment, establishing new targets for the Central Puget Sound region to use for planning purposes in determining its ability to absorb the projected growth. The King County suburban cities along with the Cities of Seattle and Bellevue, and King County collaborated on the allocation of these 2031 growth targets to localjurisdictions. The resulting household and employment targets for Kent basically absorb all of the capacity determined by using the Buildable Lands Methodology, Providing additional capacity in the Midway Subarea will help Kent's ability to absorb future growth targets. S:\Perm¡t\Pla?\COMP PUN AMENDMENTS\2007\CPA-2007-4 MIDWAAOTd¡nanæDæ\SubareaPlan F¡nal.doc 46