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City Council Meeting - Council Workshop - Agenda - 09/19/2000
KEN T WAS HI NGTON COUNCIL WORKSHOP AGENDA September 19, 2000 The Council Workshop will meet in Chambers East in Kent City Hall at 5:30 PM on Tuesday, September 19, 2000. Council Members: President Leona Orr, Sandy Amodt, Tom Brotherton, Tim Clark, Connie Epperly, Judy Woods, Rico Yingling Speaker Time 1. Rail Station Area Study Matt Jackson 60 min. The Council Workshop meets each month on the first Tuesday at 5:OOPM and the third Tuesday at 5:30 PM in Chambers East unless otherwise noted. For agenda information please call Jackie Bicknell at (253) 856-5712. ANY PERSON REQUIRING A DISABILITY ACCOMMODATION SHOULD CONTACT THE CITY CLERK'S OFFICE AT (253) 856-5725 IN ADVANCE. FOR TDD RELAY SERVICE, CALL THE WASHINGTON TELECOMMUNICATIONS RELAY SERVICE AT 1-800-833-6388. L L Commuter Rail Station KENT Area Stud ' WASHINGTON _f 6w 1 rzox� t 7 fib% a�,Ma F b IF f G g , ! o. k D ip � s 1 _ LA T e , Ar r i i iFip LP CIO Mo� LIt am° September 2000 _ Kent Community Development Planning Services KENT WA S H I N G T O N _ Connecting for Success Kent is connecting ...to the world through international trade. _ ...to the region through regional planning - and cooperation. ...within the community through networking and group problem-solving. Kent helps people be successful ...in raising their families. ...in taking care of their business needs. - ...by being proactive and planning for the community's success. Kent will help you succeed. Kent is embracing, vital and energized. • KENT W A S H I N G T O N - COMMUTER RAIL STATION AREA STUDY - SEPTEMBER 2000 KENT PLANNING SERVICES EXECUTIVE SUMMARY The 40-mile Sounder commuter rail system will provide a new transit opportunity for Kent residents. The Commuter Rail Station Area Study looks at transit oriented _ development that is intended to create land uses, buildings, and public spaces that are pedestrian friendly and encourage higher transit use. The study was initiated in cooperation between the City of Kent and Sound Transit. City staff and four consulting firms made major contributions to the final document. The purpose of the study is focused on four main objectives: • Identify and analyze potential development sites within the study area, and identify and analyze potential types of development for specific sites. -- • Analyze existing and future traffic circulation and recommend improvements if needed. • Make an assessment of pedestrian and bicycle ways near the station and connecting the station with other activity areas, and recommend improvements if needed. • Provide an update of the overall market potential of downtown Kent and an economic analysis of several development scenarios on specific sites. �. This study presents recommendations that encourage a mixture of compact land uses, pedestrian orientation, and joint public and private investments. New streets and street lighting, decorative paving, a central plaza, hotel, cinema, office, and residential uses all are considered within the study area. _ The Commuter Rail Station Area Study builds on work already completed for the downtown area including the Downtown Kent Strategic Action Plan and the Gateways project. The study also benefits from revisions recently made to the Downtown Design _ Guidelines. The analysis of the overall market is vital because regional trends affect uses that will not only be attracted to the area, but also that will be successful. Downtown Kent is designated as an Urban Center, and the city is emerging as a regional center for South King County. This study is intended to provide economic policies and land uses that support the City's goal of being a livable place for families. While this study is not a plan, it does build a framework for the vision of future development in the vicinity of the commuter rail station. The City thanks Property Counselors, LMN Architects, Mirai Associates, and Atelier, Ps for their hard work on various pieces of this project. Table of Contents Executive Summary Table of Contents............................................................... 1 Introduction...................................................................... 3 Section I - Financial/Market Analysis.................................... 4 Financial Analysis Introduction............................................................. 5 Methods and Assumptions............................................. 6 Results and Conclusions............................................... 8 Appendix......................................................................... I I Detailed Feasibility Analysis MarketAnalysis................................................................ 12 Additional Issues....................................................... 16 East Hill Comparison.................................................. 18 Revised Projections.................................................... 18 Section II - Potential Land Uses........................................... 20 Potential Land Uses Kent Station Area Master Plan....................................... 21 Design Guidelines for Kent Station Area........................... 21 Section III - Transportation Analysis.................................... 26 Introduction............................................................. 27 Redevelopment Scenario.............................................. 29 Traffic Analysis......................................................... 30 Existing PM Peak Hour Traffic Conditions......................... 30 Level of Service Analysis............................................. 35 Distribution of New Trips............................................. 38 Facility Improvements Considered................................... 41 Consultant Recommendations........................................ 43 Section IV - Streetscapes.................................................... 45 _ Goals and Objectives................................................... 46 Concept Recommendations........................................... 46 Streetscape Standards.................................................. 48 COMMUTER RAIL STATION AREA STUDY PAGE I Section V - Recommended Future Actions..................................... 51 Development Incentives...................................................... 52 Recommended Zoning and Regulatory Revisions........................ 55 Potential Funding Sources................................................... 57 _ Summary of Recommendations............................................. 58 Potential Land Uses........................................................... 59 Transportation Analysis...................................................... 60 Streetscapes.................................................................... 61 COMMUTER RAIL STATION AREA STUDY PAGE 2 INTRODUCTION Commuter rail will become a reality for downtown Kent in late fall of 2000. Construction of the boarding platforms and parking lots in Phase 1 of the Sound Transit station plan is underway, and Phase II, which includes a 680 stall parking garage, will follow next year. The station is one of eight that will be built along the initial 40 mile Tacoma-to-Seattle Sounder line. To connect land use to this new transportation opportunity, Kent Planning Services initiated the Commuter Rail Station Area Study (CRSAS) in November 1999 with direction from City of Kent Administration and Sound Transit. The purpose of the study is to analyze existing transit-oriented development sites and identify potential new sites within a reasonable walking distance of the rail station. The goal is to create a vibrant, active and pedestrian-friendly mixed-use urban center that is well serviced by multi-modal transportation options. The study includes an analysis of existing and future traffic circulation, traffic improvements, and pedestrian and bicycle access enhancements. The overall market potential of downtown Kent, including the - 1 S00-foot study area, is examined. This study will provide land use concepts and streetscape recommendations for specific target areas. - Analysis of, and master planning for the station area provide guidelines to insure preservation of efficient transportation and land use patterns as new development occurs at urban densities. Investments in future infrastructure can be planned and optimized to reduce costs and provide crucial links. Planning for diverse housing opportunities and pedestrian facilities near job centers that are served by public transportation will reduce the environmental impacts of automobile transportation. A set of zoning and regulatory recommendations is developed in the study. Public/private partnerships, development incentives, and funding opportunities are '- explored. Finally, a summary of recommendations that appear in the report is provided for quick reference. The study will be available to public decision-makers, property owners, private investors, businesses and service providers. Technical information and analysis included in this study are offered as a framework for future public and private development decisions and investments. COMMUTER RAIL STATION AREA STUDY PAGE 3 SECTION I FINANCIAL/MARKET ANALYSIS _ Property Counselors 1424 4`" Avenue Seattle, Washington 98101 Contact: Greg Easton 206-623-1731 COMMUTER RAIL STATION AREA STUDY PAGE 4 Financial Analysis INTRODUCTION The development of the Sound Transit Commuter Rail Service and the Commuter Rail Station in Downtown Kent should stimulate new residential and commercial development and accelerate the redevelopment process that is already underway. The City has prepared a land use plan for the area within walking distance of the station, and a snap of properties which are susceptible to redevelopment based on the amount, age, and _ condition of existing improvements on the sites. The City has also asked Property Counselors to prepare a financial analysis of development opportunities on selected redevelopment sites. The purpose of the financial analysis is to demonstrate the feasibility of redevelopment, or to identify the economic conditions under which redevelopment would be feasible. _ Ten sites were selected for the analysis (with two development alternatives considered for the tenth site). The sites are shown on the attached map. The Station Area Plan prepared by LMN Architects provides the basis for the first eight sites. The development parameters for each of these properties were derived from the LMN Plan. 1. Borden Property—Northwest Portion ~" 2. Borden Property— Southwest Portion (including other ownership's south to Smith Street) 3. Borden Property—Central Portion 4. Harrison Street Parking Lot-Eastern Portion 5. North Railroad Avenue Site 6. North Central Avenue—Northern Site 7. North Central Avenue— Southern Site S. Penney's Site The remaining two sites were not covered by the LMN Plan. 9. South Railroad Avenue Parcel 10. West Meeker Parcel with single story office 11. West Meeker Parcel with mixed use Development on the remaining two sites was estimated using typical factors for height and lot coverage. The financial analysis for each opportunity is documented in this report. The report is organized in three additional sections. Methods and Assumptions Results and Conclusions Appendix with Detailed Analysis COMMUTER RAIL STATION AREA STUDY PAGE 5 a - City of Kent Commuter Rail Station Area Development Opportunities Map MR-M .. 4 Ilk d 1 _ _ 1^F2f.�4ASLd't 4M MIC C{ f 6 D LM y -6 5 71 10= / Z :k 4 a � o low Development Opportunities 1 Borden Northwest Corner 5 North Railroad Site 9 South Railroad Site 2 Borden Southwest Corner 6 North Central Site-Northern 10 West Meeker Site-Office 3 Borden Central Portion 7 North Central Site-Southern 11 West Meeker Site-Mixed 4 Harrison St.Parking Lot 8 Penney's Site w Station Location 0 Soo 1000 Feet Zoning Boundaries (Quarter-and half-mile radii from station shown.) METHODS AND ASSUMPTIONS The feasibility analysis uses a discounted cash flow analysis to determine the internal rate of return (IRR) as well as net present value at target discount rates of 15 and 20 percent. A project is considered to be feasible if it achieves an IRR of approximately 15%. Eleven individual projects are considered to reflect a range of types of uses and sites The projections are presented in detail for each project in three pages in the appendix. The pages are as follows: 1. Project Description and Assumptions identifying site area, square feet by use, capital cost and income assumptions. 2. Capital Cost Estimate showing the cost by year for land acquisition, construction and soft costs. 3. Cash Flow Projections showing capital investment, income by year, net cash flow, IRR and discounted cash flow. The period of the analysis is 2001 through 2011, representing: • One year of planning and permitting • One year of construction L.. • 9 years of operation The years shown are on a calendar year basis. The income projections reflect general assumptions about how the individual uses are operated. The hotel is assumed to be operated by the owner/developer. Other uses are assumed lease space with the tenants paying all operating costs for retail uses, and the landlord paying costs for office and residential. The ongoing income stream is capitalized at the end of the forecast period to reflect an amount equal to the value that would be realized if the building were sold. The specific assumptions are described below. Physical Description - The site area, building area, and number of lodging units was taken from the LMN plan or other development parameters. Land Acquisition — is assumed to be $15 to 20 per square foot depending on the site and whether the City would write down the land cost for major projects on City-owned sites. Site Development Costs are assumed to be $3 per square foot. Street Cost Allocation - reflects an allocation of site wide utility and road costs among the Borden property parcels. The street and utility cost is estimated at $500 per lineal foot. COMMUTER RAIL STATION AREA STUDY PAGE 6 Building Construction - is assumed at the following rates. Residential $70/sq. ft. Retail $80/sq. ft. Cinema $70/sq. ft. Office $95/sq. ft. Hotel $95/sq. ft. Soft Costs - are assumed as a percent of construction costs. A/E Fees 8% J" Permits 1% Developer Overhead 5% Construction Interest 5% Marketing/Commission 2% Loan Fees 3% Residual Cap Rate - of 10 percent is used to capitalize the net income in the final year to reflect the value of an ongoing income stream. The value is reduced by 5% to reflect the cost of a sale. Price Escalation - is assumed at 3 percent per year. Commercial Rents - are estimated on a per square foot per year triple net basis for retail and cinema and fully serviced basis for office and residential as follows: Retail $16.50 Residential $15.50 Office $18.50 Cinema $16.50 Hotel Revenues - are based on an average daily room rate of$75 and non-room revenue at 50 percent of room revenue. Non-room revenues include restaurant and bar sales as well as equipment rental and telephone charges. Occupancy Rates - are assumed to build to the following levels. Retail 95% Residential 95% Office 95% Cinema 95% Hotel 70% COMMUTER RAIL STATION AREA STUDY PAGE 7 RESULTS AND CONCLUSIONS The results of the detailed financial analysis are shown in the following table. COMMUTER RAIL STATION AREA STUDY PAGE 8 U U U d h N V ce td ca E c c www a� 0 0 o U V o 0 0 o 0 0 0 0 = - O -vvUx 0000v000000 C N N T lV Cl O M CN O 00 ^ C 00 r- Ln O N N ^ � N M 00 V N O_ cc a E E CC m E Qca � onina &Zn CIO 0 ; c = c� � c U .ac tun � � o � L E00 E°o = ONE 3 M c - otn �' — • _ F- 4 a� � CL C,4 O Cl O Cl O O O O O O O O O O O O O O O O O r _ "T v1 oc r- � 00 ^ N " 0�0 — V• L � U rA v1 W - a z L L O v v s s F- = O e O i U U Y y L 3 3 ee R fl v' -o V) Y Y F L C ♦. L w �r L , aJ a a oaj o U U _ mmmzzzza. � 33 .. N M C to [- 00 ON 0 ^ The projects with IRR's 14 percent or greater can be considered as feasible under current economic conditions. The projects with IRR's of 12 to 13 percent will likely be feasible in the near future with changes in market conditions or refinements to development plans and costs. The two projects with IRR's of approximately 10 percent could be reconsidered to provide better economic performance. • The Borden-Central project suffers from a relatively low density of development relative to the others, and it features a major grocery store as anchor tenant, which may provide lower rents than smaller tenants. • The low density office alternative on the West Meeker site is not feasible given assumed land values, but the alternative mixed use project is likely to be feasible in the near future. Other significant conclusions are summarized below. l. If the City were to assemble the properties comprising the three Borden Parcels, it could enhance the private development feasibility by writing down the value of the land (selling it at a price less than what it paid) or by funding the interior street and utility extensions. 2. The success of the hotel in Project 4 will likely be tied to the development of a conference/convention facility. The cost of such a facility is not considered in this analysis. 3. The cost of parking is treated in different ways for the eleven projects. In some cases the — parking is assumed to occur on site either as surface parking or under the buildings. In other cases, the parking is assumed to occur off-site in an adjacent parking structure. The projects on North Railroad and North Central are assumed to have only economical on- site parking. Such an assumption may be justified by the close proximity of the commuter rail service. COMMUTER RAIL STATION AREA STUDY PAGE 10 Appendix Detailed Feasibility Analysis 1. Borden Property—Northwest Portion 2. Borden Property— Southwest Portion (including other ownerships south to Smith Street) 3. Borden Property—Central Portion 4. Harrison Street Parking Lot—Eastern Portion 5. North Railroad Avenue Site 6. North Central Avenue—Northern Site 7. North Central Avenue— Southern Site 8. Penney's Site 9. South Railroad Avenue Parcel 10. West Meeker Parcel with single story office 11. West Meeker Parcel with mixed use COMMUTER RAIL STATION AREA STUDY PAGE I I o 9 Lo 0 0 0 0 o e e o e e o 00 .- V'f Vl N I'1 a O, T O, -- 00 Oa y q is U a f o r E i s 0� •C o � y V �� y Y C ty v� vi vi vi vi c v� L� . . . � 88 $ 8g �aae o0 0 0 0 0 0 avr a yr oov oo a � � � 0 x A oo a V v o e o 0 8 8 8 g s e $ F y a a a oV'o a y o 0 ON L N L e o 8 8 0 O — o o O o C �p 00 V 'n �c r1 in N .� rncn F O 0. Lz � `� cam. z O z ES. U < VQn a L O z z W U eR. 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' O - M ►.. m �►"' C, C � coo O O N Q N M v; ao a O� r Vi 8 coo 10 0 O O On r o 0 DD t1 O r ' 0CD 000 P O N �D 10 N N 7 �D •-• V'1 Vl Ol oo V N r O O O M O I — N r4oc O O O P O P ry N r T N ' N p CLO � \^ m M O O O N O O 4 VA.. o (31 � 000ao � or M i I O 00 ' N M O N N N N N M � X M O� M e0e{0{ O O O �O O 7 00 00 tow C r vi �O O r 00 00 M V1 O K K v) O In N N M Vl ? Q Lr4 a O O O O O N 1 N U o N M h v c N r C M 00 N N N � M v N N r m 00 DD N M cn Z X Q f > > C7 Z Z Y GL .3 y a 5 C O S C U F 0 C CL' O S OG O F Z U Ga. Z. .Z. Z Z L 5;1� U Market Analysis JULY 2000 PURPOSE • Overall Study: Provide technical information and design concepts to guide public and private decisions for future development within walking distance of commuter rail station. • Market Analysis: Update previous market analysis, evaluate competitive conditions in south corridor, review relationship of Downtown and East Hill commercial districts, and _ update projections of development potential. UPDATE OF MARKET CONDITIONS DEMOGRAPHIC CONDITIONS • PSRC long term regional population projections for 2020 are higher: _ �-- King County 4 County Region 1996 PSRC 2,069,450 4,132,945 1999 PSRC 2,132,730 4,265,694 % Increase 3.1% 3.2% • Kent Market Area population projections are higher: 2000 2010 2020 1996 PSRC 163,100 179,500 206,400 1999 PSRC 179,300 196,700 219,300 % Increase 9.9% 9.6% 6.3% • Estimated Household Income has increased significantly: Mean Household Income Kent Market Area King County 4 County 1993 $55,325 $55,017 $51,675 1997 72,659 71,571 64,499 Avg. Annual Increase 7.1% 5.7% 6.8% COMMUTER RAIL STATION AREA STUDY PAGE 12 RETAIL SALES _ • Taxable Retail Trade in King County and South King County cities has increased significantly between 1996 and 1998. %Annual 1996 1998 Growth Kent 574,411,573 704,370,677 10.7% Auburn 564,913,028 630,465,851 5.6% Federal Way 605,320,348 657,298,659 4.2% Renton 586,975,192 798,448,534 16.6% Tukwila 951,377,077 1,059,585,800 5.5% Subtotal-Cities 3,282,997,218 3,850,169,521 8.3% King County 12,342,387,888 14,524,307,536 8.5% • Taxable Retail Sales in Downtown Kent have grown more slowly than City-wide. %Annual 1996 1998 Growth Building Materials/Hardware 2,243,402 2,473,753 5.0% General Merchandise 5,472,247 5,273,816 -1.8% �-- Food 315,374 1,450,185 114.4% Auto Dealers/Gas Station 5,963,578 8,559,654 19.8% Apparel/Accessories 5,671 10,097 33.4% Furniture/Appliances 2,495,964 1,980,152 -10.9% Eating/Drinking 7,354,285 9,929,018 16.2% Misc. Retail 10,276,010 6,656,796 -19.5% Total Retail Trade 34,126,531 36,333,471 3.2% Total Services 8,163,288 7,546,643 -3.9% Other Business 90,736,244 23,704,914 -48.9% Total All Industries 133,026,063 67,585,028 -28.7% - Loss in general merchandise sales - Loss in furniture/appliances - Strong growth in eating/drinking - Loss in miscellaneous retail - The apparent loss in food sales was a result of 7-11 sales not being included in the 1996 data. `� • Construction value decline since completion of Regional Justice Center COMMUTER RAIL STATION AREA STUDY PAGE 13 Building Permits 1998 1999 Downtown Value Alterations $1,090,678 $214,500 New 0 0 Tenant Improvements $257,000 $35,000 Other Total $1,510,668 $629,846 Major Projects RJC Alterations Wild Wheat Bakery _ Starbucks TCS Nieman Glass Quizno's Subs City of Kent Kent Market Larcher Office RETAIL REAL ESTATE MARKET CONDITIONS `�- • Retail conditions improve in Southend. _ 2"d Quarter 2"d Quarter 1997 1999 Leasable Square Feet 26,172,964 27,894,915 _ Vacancy Rate 7.4% 6.7% Average Rent (/SF/Yr) $12.29 $15.07 Vacancy— Strip Center 19.3% 18.4% Average Rent— Strip Center 8.40 10.88 Source: CB Richard Ellis • Retail Conditions mixed in Downtown. - Net absorption of 6,200 square feet 1996 — 1998. - Starbucks/Quizno's and Kent Market offset by increased vacancy on Meeker Street. - The vacated Ben Franklin space was quickly re-leased. COMMUTER RAIL STATION AREA STUDY PAGE 14 OFFICE REAL ESTATE MARKET CONDITIONS • Office conditions improve in Southend. 2"d Quarter 2"d Quarter 1997 1999 Leasable Square Feet 5,296,590 5,557,354 _ Vacancy Rate 28.17% 10.13% Average Rent Class A(SF/Yr) $16.50 $17.46 • Office outlook positive in Downtown. - Net absorption of 24,000 square feet over past two years with Meeker Street Law Center and backfill of Kent Professional Plaza. - Overall vacancy rate approximately 3 percent in major multi-tenant buildings. - Predicted law office demand is occurring. - Tenants displaced from Centennial Building will require new space. - Rents in newest building Meeker Street Law Center are $16.50 - $18.00 per square foot NNN. (NNN means tenant pays operating expenses.) LODGING MARKET CONDITIONS • Southend lodging market cools off. June1997 June1999 Occupancy 74.3% 68.2% Average Daily Rate $81.27 $86.93 • Best Inn and Suites developed south of Downtown at 167 and Willis. • 44 Rooms, 16 Suites '- • Queen or King - $70— 85 per night room rate • No full service hotel in Downtown to date. RESIDENTIAL MARKET CONDITIONS • Strong apartment market conditions throughout Southend with low vacancy and increasing rents. COMMUTER RAIL STATION AREA STUDY PAGE 15 Vacancy Monthly Rent—2 BR 1 BA _ Fall 1997 Fall1999 Fall 1997 Fall1999 Kent 2.7% 3.8% 587 653 Auburn 4.3% 4.7% 555 595 Federal Way 3.4% 5.7% 576 631 Renton 3.6% 3.5% 621 710 Total Southeast King 3.3% 4.3% 586 651 Source:Dupre and Scott • Three new condominium projects on Kent Valley Floor. Location Units Year Built Unit Size Sales Price Promenade 5603 S. 232nd St. 47 1997 1100-1440 $110-160,000 Lakeside at Cypress 5608 S. 233rd St. 43 1998 1200-1800 $160-225,000 Harbor Reach 23400 59th Pl. S. 120 1997 800-1150 $87-146,000 • Only recent residential development in Downtown is for seniors. Webster Court 90 Units 1994 Titus Court 101 Units 1998 Gowe St. Court 50 Units 1997 Harrison House 94 Units 1992 Stafford Suites 63 Units 1997 • Renaissance mixed use apartment building in Downtown Renton is asking rents of$801 - $1345 per month. LAND VALUES • Land values increase with recent City and Sound Transit purchases. Current: 1997 Levels: $16.50— 17.50 1999 Levels: $19.00— 24.00 ADDITIONAL ISSUES CORRIDOR ANALYSIS • Kent has competitive advantage in attracting residential development to station area. `... - Closest community with mixed land use in station area. COMMUTER RAIL STATION AREA STUDY PAGE 16 - 22 minute estimated commute time to Downtown Seattle. - Highest projected total boardings and walk/ride boardings. - Highest projected household growth in surrounding Forecast Analysis Zone. Comparison of South End Commuter Rail Communities Daily Walk/Bike. Station Area Trip Length Projected HH Community Station Boardings Boardings Land Use Minutes Growth 2000-10 South Seattle Boeing Access 300 - Employment 7 1,264 Center Light Rail Tukwila Longacres 900 - Employment 12 779 Center Kent Kent 1,400 100 Mixed Use 17 2,144 Employment Center Commercial District Residential Auburn Auburn 900 50 Mixed Use 22 1,482 Employment Center Employment Center _ Residential Sumner Sumner 300 50 Mixed Use 29 409 Employment Center Commercial District _ Residential Puyallup Puyallup 400 - Mixed Use 32 1,900 Commercial District Residential Tacoma Tacoma 1,200 50 Mixed Use 40 - Commercial District Source: Sound Transit Puget Sound Regional Council Property Counselors COMMUTER RAIL STATION AREA STUDY PAGE 17 EAST HILL COMPARISON • East Hill Commercial District is similar to Downtown in size but has greater assessed valuation and retail sales. • East Hill features auto-oriented shopping center and big box retail. Recent redevelopment of East Hill Plaza with Home Depot increases vitality of district. • Downtown serves as office/government center with mixed use and pedestrian orientation. Comparison of Downtown and East Hill Kent Downtown East Hill Land Area(Acres) 283.0 206.7 _ Assessed Valuation (000's) Land $31,471.5 $62,299.3 Improvements 36,204.6 68,655.4 Total 67,676.1 130,954.7 Taxable Retail Sales 1998 _ Building Materials/Hardware $2,473,753 $5,902,411 General Merchandise 5,273,816 28,436,946 Food 1,450,185 11,328,001 Auto Dealers/Gas 8,559,654 2,770,159 Apparel/Accessories 10,097 1,383,078 Furniture/Appliances 1,980,152 4,040,806 Eating/Drinking 9,929,018 21,612,352 Misc. Retail 6,656,796 15,309,032 Subtotal Retail $36,333,471 $90,782,785 Services 7,546,643 9,412,661 Other 23,704,914 10,841,147 Total—All Industries $67,585,028 $111,036,593 REVISED PROJECTIONS OVERVIEW • Overall demographic conditions indicate strength of underlying market area. • Development to date demonstrates validity of RJC and commuter rail influence. COMMUTER RAIL STATION AREA STUDY PAGE 18 • Actual absorption has fallen short of projections: - Ability to assemble sites for new development has been slow. - Difficult balance of cost to renovate existing buildings and ability to pay by current tenants. • Previous growth model still valid: - Office strongest immediate opportunity. - Market rate residential will benefit from commuter rail. - Development of mixed use north of Smith will provide major stimulus. - Retail in existing buildings will benefit from residents and office users. UPDATED PROJECTIONS • Retail absorption slower than previous projections, but achievable in long term. Previous Current 1995 —2000 46,000—49,000 10,000 2000—2010 100,000 100,000 2010—2020 79,000 115,000 Total 225,000 225,000 • Office absorption slower than previous projections with delay of full impact of RJC. Previous Current 1995 —2000 92,000— 112,000 25,000 2000—2010 260,000— 270,000 220,000 2010—2020 180,000 200,000 Total 542,000 445,000 • A 150-room full service hotel developed in conjunction with a conference center is still a realistic opportunity. • Residential development should be strong candidate given the regional growth pressures and the commuter rail station. As noted in the previous market study, increasing land values will strain the economics of downtown residential development. A successful mixed use project on large sites north of Smith could establish this market. The long term City objective of 3,000 housing units over 20 years is ambitious but achievable. COMMUTER RAIL STATION AREA STUDY PAGE 19 SECTION II POTENTIAL LAND USES LMN Architects 801 Second Avenue, Suite 501 Seattle, Washington 98104 _ Contact: Bob Tiscareno 205-682-3460 COMMUTER RAIL STATION AREA STUDY PAGE 20 Potential Land Uses Kent Station Area Master Plan The master plan illustrates a development concept for a transit-oriented district within 1,500 feet of the commuter rail station. 1,500' represents a comfortable walking distance from the station and accepted standard for establishing Transit Oriented Development (T.O.D.). The station area builds on existing elements in the downtown, including its historic retail and commercial areas, and blends new development on the Borden site into a vital pedestrian-oriented district. Within this district, a dense pattern of retail, office, residential, performing arts and entertainment land uses would be developed around a grid of streets and public urban spaces. The pattern of multi- floor building development and pedestrian streets illustrated in the master plan is designed to encourage the use of rail and bus transit, however accommodation for people arriving to the district by car, bike or on foot are integral planning aspects. The master plan was developed through a design process that included City of Kent staff, architects, planners, engineering consultants, and representatives from the real estate development community to gain input on the Development Study for the Kent Commuter Rail Station Area. The first step included site analysis of the Station Areas and development of a general opportunities and constraints map that studied existing buildings and site conditions, traffic patterns, transit plans, public buildings, infrastructure and other urban design issues. The next stage included the development of 3 master plan alternatives that studied various street grid and land-use development concepts. Each of the 3 alternatives were compared side-by-side to draw out comments by reviewers and influence the team toward selection of a preferred alternative. The Preferred Alternative illustrated in this document is the Master Plan that best meets the goals for the Station Area development. DESIGN GUIDELINES FOR KENT STATION AREA The southern portion of the station area includes portions of Kent's downtown. This is a well- established district containing older buildings of relatively small increments and scale. It is expected that newer and renovated buildings in this southern area would respect and build upon the established character. By contrast, the northern portion of the station area contains numerous vacant parcels and the character is less well defined. Accordingly, it would be appropriate to see buildings of somewhat larger scale, more individual expressiveness and a reliance on a lively ambiance of entertainment and culture. Buildings in between — along Smith — may need to serve a transitional role. Regardless, development in all parts of the station area should reflect the following urban design directions: COMMUTER RAIL STATION AREA STUDY PAGE 21 1. Public Spaces • Public buildings should have a plaza, forecourt, or garden containing several forms of seating (e.g. benches, low ledges, moveable chairs), trees and seasonal planting, special textured paving, pedestrian-scaled lighting, and signs or art that help interpret the history of the area. • Public spaces should be framed by building facades containing windows on at least the ground level. • Public spaces should be visible from nearby streets. • Spaces that are elevated or sunken from surrounding grade more than 3 feet are discouraged. • Public spaces should offer choices of both sun and shade. • Public spaces should allow for vending of food. • Public spaces should include hard surfaced areas to allow for events. �-- 2. Orientation, Massing and Form of Buildings • Building forms should exhibit the classic composition of a "base," a "middle" and a "top." The base should contain the greatest amount of architectural detail, with such _ elements as masonry, belt courses, banding, cornice lines, and plinths. The middle portion could have relatively fewer details and forms. The top (upper floors and roof) should have a distinctive form, which could incorporate exaggerated parapets, pitched or _ curved elements, towers, domes, and other geometric features. Buildings next to park areas should exhibit relatively more of these elements which could result in their serving as bold landmarks. • Buildings should have prominent entrances, framed and highlighted by elements such as smaller roof forms, porticos, recesses, projecting forms, overhangs, over-scaled doors, dramatic lighting, or a combination. • Building facades should abut the sidewalk, unless there is a public space conforming to the criteria above. • The ground level of buildings, where visible from the street, should incorporate large amounts of glass windows that allow visibility of activities inside. COMMUTER RAIL STATION AREA STUDY PAGE 22 • The main entrance should incorporate some form of shading/weather protection, such as a projecting canopy or awning. • Buildings should generally range from two to four stories in height. 3. Form and Appearance of Streets and Sidewalks • On-street parking is encouraged on non-arterial streets. • Streets should be lined with street trees, located between the curb and the "through-route" of the sidewalk. Trees should be spaced no closer than 25' and no further apart than 40.' Trees at the time of planting, should be at least 2 %2" in caliper. • Sidewalks should be at least 14 feet wide and have distinctive, pedestrian-scaled lighting fixtures. 4. Trees and Other Planting • Sidewalks should be planted with street trees from a list established by the City. �- • Tree pits should be covered with decorative, cast-iron tree grates. • Principal entrances to sites should be highlighted by seasonal plantings arranged into a '- "gateway" effect. Seasonal flowers in pots and planters should highlight major pedestrian entrances to buildings. • Within open spaces, trees should be arranged to create and frame "outdoor rooms" rather than merely be randomly placed. 5. Nature and Configuration of Key Gateways • Landscape features that involve intensive plantings of trees, shrubs and seasonal flowers should highlight important "gateway" intersections that are not marked by buildings set to the sidewalk. If signs are located in these areas, they should be secondary in size and visual importance to the plantings. 0 Gateway intersections are also appropriate for major scale artwork. • Pedestrian entrances to the Civic Park should be marked with unique features such as trellises, arbors, flowering trees, seating, directional signs, monuments, and artwork. COMMUTER RAIL STATION AREA STUDY PAGE 23 6. Parking Facilities • Surface parking lots should have low walls along the street edge, together with hedges, trees and other plantings to screen the view of cars. The purpose is to establish an overall green effect of the park extending into the surrounding area and development. 0 The interior portions of parking lots should be planted with trees on the basis of one tree (minimum caliper of 2") per four parking stalls. • Parking garages shall either have commercial uses (shops or display windows) on the ground floor facing the street or shall be surrounded by a planting strip having a minimum width of 8 feet that is planted with trees, shrubs, and ground cover. Borden Site The close-up of the Kent Station Area Master Plan illustrates the development potential of the Borden site and other adjacent properties. Major development features include a performing arts center, cinema, hotel/conference center, retail and restaurants, office and 155 units of multi- family residential for a total of 495,800 s.f. of building area. Major urban design features include a circle-shape urban plaza that has direct street linkages to the transit station, Second Avenue and the Justice Center. Parking is accommodated through use of 2 parking structures, including the Sound Transit Facility, and surface parking areas. In the future surface parking areas can be developed with more dense development and parking facilities. The master plan allows for flexible land development scenarios that respond to market opportunities as long as the pedestrian oriented design characteristics are maintained through all stages of development. View of Meeker Street, Looking East from 4th Avenue This view illustrates the redevelopment of the Meeker Street with new retail tenants, mixed-use _ infill development and streetscape elements. It is important that new buildings in this district blend with existing ones and build on existing architectural character. View of Second Avenue, Looking North from Library This view illustrates a vital pedestrian urban linkage between the Meeker Street historic area and the redeveloped Borden property, north of Smith Street. The intersection of Smith and Second should maintain traffic calming measures at this busy intersection. A multi-story hotel/conference center (shown on the left side of the view), the existing library and new performing arts center across Smith Street intersection will create diverse activity and urban qualities here. COMMUTER RAIL STATION AREA STUDY PAGE 24 View of New Street in Borden Site, looking East from 4th Avenue _r A unique urban feature of the master plan is the curving street that is the extension of Second Avenue to 4Th Avenue. Along this street are plans for multi-family residential, or office, over retail shops and a grocery store. Consistent urban design guidelines that would govern all development area in the Station Area will lead to a unified looking streetscape character. View of Main Plaza on Borden site, looking Southwest at Performing Arts/Cinema An urban plaza is designed to be the focal point of community activity. The plaza is planned to include streetscape elements such as a fountain, trees and seating areas. Entertainment and restaurant uses are located at the plaza to ensure its place as an active pedestrian area both day and night. The Second Avenue extension street passes through the plaza, which can be blocked off at certain times to accommodate large public gatherings. View from Transit Station looking West down Temperance Street A direct pedestrian and vehicular linkage to main streets reinforces use of transit and opportunities of dense mixed-use development around the station. A building focal point identifies the Transit Station as a front door to the community. The transit station garage, which is located on the left side of drawing, illustrates the convenient location of this facility for both busand rail transit users. View of Central Avenue, looking North from Jr. High School Development around the Central Avenue commercial corridor should respond to existing aspects of this primary vehicular arterial, while making streetscape improvements to improve pedestrian _ character and integrate with other areas of the Station Area Master Plan. Mixed-use infill development is encouraged to develop urban character and take advantage of station area development opportunities. COMMUTER RAIL STATION AREA STUDY PAGE 25 iL---j L---J L--jI j t , moo' `1 a o _ oFT , i ; I 11 9 4__ 01".�r�J I �G,i�rry� ►�LL7 � o(]�—� I LJ1 it I�I Land Use Summary Total Development: 495,600g.s.f. Residential: 155 units Retail: 132,800 s.f. Office: 98,000 S.f. Note:Area totals are for Borden.Performing Arts and Conference Center site,.Tl—do not include development along Central or Restaurants: 24,000 s.f. elsewhere m the stud,area. Performing Arts: 45,000 s.f. Cinema(2000 seats): 40,000 s.f Hotel(200 rooms): 111,000 s.f. Conference Center: 45,000 s.f. CITY OF KENT KENT COMMUTER RAIL STATION LMN ARCHITECTS WASHINGTON AREA DEVELOPMENT STUDY February 22,2000 ■ �•r/ � +_ 'v. .it,� smog 1�� —__ f�' n� L ', • . ill Iftti i►/ -f 1i r[wa .; I> s +L�I M 4__...._ _#�J II �� \<R�Y�:,, :PL r av+ .�• 'r"� • 1, # tg No 1, � � n __ _ •..,e � ':..'. :..��_.. �_ y., � .. e '' . " - ��►'R',ice ��• •fir i�!!',., I �� ��,,. WOO ` = <t t ice• � .�. .���,:.,.,-- - � � 4 �- . -•�\�` \ �.�r'.�s�rt—if/Z'+� � — ,3t�: j G��ll . +\'11 �`=- �.� ����''•��"�`" f',''`j� �`��+a - 'yam-- ��\`! ��\ ��`,.. �'�.. cAM 1pXI \ jq WN !. � a 'ate' .� ��' ♦-'�' . �:`��►� � _� � � \ ...ram raw �a� ! Ai Vial I \. ` �IN � . =_-.�+�,��� A.. .��= ��--'°-•-a-�-.:. `may,; .� :� ��_ �. ���`£ � ==�►�•1�•�!+>�`�:Z ��t ���\ems. � ��'.�a•_ sd ��•�\.``�.�\!►lam"'"-.,.�.,.-'� x \\ \�\ 310 I1~ MINIyy - ►e �y am f � `1`~ ! \ j �\��--����. �.•�,-.,�.'y�i�l t;. ',�``'•�-•`�-��-• t is , '�� 'y',../,111u'�:.� ■ram= '�1 Fay •,y�.� "`� ; , ,I, �` �a11s _ ► , IP RIM MIMI Ng �. ►':�� - ONIA, ` s =� ,,,,., , , . �: _ s _ ,s � . •emu ,�, a•�.0 �:cw��:ai ��+►.,���1, •!-'-� �::i.~ �.+i:i�;-� � �tip:tea:., ��,`�. ,-'� iw N it �iw ,WL q \1 , 41NOM NO ON ME \'4i '-mot���•��.''�!. _ '�'+s,�,�1 �`4', a tia .vim�� ��- ���� •rc t � � Ew� i���r ��a'• --'fir,. L:w Oil • 4 ,'..� i a 1 ,fit SECTION III TRANSPORTATION ANALYSIS Mirai Associates 19110 Bothell Way NE, Suite 202 Bothell, WA 98011 Contact: Tom Noguchi 425-415-0905 _ COMMUTER RAIL STATION AREA STUDY PACE 26 Introduction This report summarizes the transportation analysis conducted by Mirai Associates and describes the recommendations. The City of Kent retained Mirai Associates to analyze the impacts that would result from potential redevelopment projects near the new commuter rail station located in downtown Kent. The commuter rail station is currently under construction by Sound Transit. This report focuses on the traffic impacts from the future redevelopment projects combined with the additional traffic created by the commuter rail operation by Sound Transit. This study, a planning level study, focuses on major transportation issues and then identifies the possible actions the city should consider as land use decisions are made. The study does not eliminate the need to analyze traffic impact studies when development applications are made nor does this report serve as a site-specific traffic impact study; the city will still need to require specific mitigations for each site. Study Area The study area is circled in Figure 1. The study are is bounded by the following streets: • 4`h Avenue from Willis Street to James Street • Central Avenue from Meeker Street to James Street • Smith Street from 41h Avenue to Central Avenue • James Street from 4`h Avenue to Central Avenue The study analyzed the existing and future travel conditions on the arterial streets and signalized intersections within the study area. All of the signalized intersections with the exception of the intersection at Pioneer Street and Central Avenue were analyzed. The redevelopment proposed in this study would have traffic impacts not only for the signalized intersections, but also for the unsignalized intersections and driveway access points. The assumption was made that the city would require the development applicants to prepare traffic studies, and identify detailed traffic impacts. COMMUTER RAIL,STATION AREA STUDY PAGE 27 41 tp cloD 13 0 i) U CI I I L _ - �- Will � - / ! D III� i t C) 1 L Est ��N rnyaww• p G7 d q $ b 1 Jo �' i ]El ( po Ri l Y pI h ! - I L II ED Land Use Summary Total Deve.opment: 05.800r.s.f. Re,idert+al 155 units L Kr tail 1 i?300 s` n53 office: 98.000 5.'. v A—r of ff I 1 I G �k lG�If31 Gf Restaurant: 114.00C s f. a Perfommng Arts: 45.000 s t. Cinema(i000 seatc) 40,000 s.t Hotel 1'200 rooms':: 1,1.000 s.f. Conference Certrr A5,000 s f A S S O C I A T E S FIGURE 1. KENT COMMUTER RAIL L I i COMMUTER RAIL STATION AREA STUDY PAGE 28 Redevelopment Scenario CONSTRUCTION OF THE COMMUTER RAIL STATION AND PARKING SPACES An earlier study prepared for Sound Transit by Heffron Transportation was reviewed. The projected parking spaces and traffic volumes generated by Sound Transit's Commuter Rail Station were incorporated into this study. According to Heffron, Sound Transit is planning to add 815 parking spaces; 680 spaces will be in a parking garage located at the northwest corner of 1st Avenue and Smith Street. All remaining parking spaces will be provided on the surface streets, 76 spaces will be located along the east side of the rail tracks, 59 on the west side. Table 1 shows the number of parking spaces to be constructed as part of the Commuter Rail Station project and the PM peak hour trips that will be generated by the facilities. Table 1. Commuter Rail Station Parking Supply and PM Peak Hour Trip Generation Parking Spaces Vehicle Trips Location Addition Generation (Spaces) Vehicles per hour East Side of Tracks On Surface 76 42 West Side of Tracks on Surface 59 32 Parking Garage Structure 680 376 Total 815 450 REDEVELOPMENT POTENTIAL WITHIN THE STUDY AREA LMN Architects prepared a sketch illustrating a possible redevelopment scenario for the study area and estimated the size of each redevelopment site. The traffic analysis conducted in this report is based on this land use scenario as shown in Figure 1. The redevelopment land use categories and corresponding development sizes used for this traffic analysis study are as follows: • Multi family: 155 units • Office: 98,000 square feet of floor area • Retail: 132,800 square feet of floor area • Movie Theater: 2000 seats/40,000 square feet • Performing Arts Theater: 45,000 square feet • Hotel: 200 rooms/ 111,000 square feet • Conference center: 45,000 square feet COMMUTER RAIL STATION AREA STUDY PAGE 29 Most of the redevelopment is located on the industrial site occupied by Borden, bounded by James Street, 4th Avenue, 1 s` Avenue and Temperance Street. It was assumed that most of the new trips in the area would be generated by the redevelopment on the Borden site. Traffic Analysis TRIP GENERATION FOR THE REDEVELOPMENT SCENARIO Mirai Associates estimated the number of the PM peak hour trip ends that would be generated by each building once completed and occupied using the trip generation rates in the Institute Transportation Engineers Trip Generation Handbook (6`h Edition). In summary, a total of 745 new vehicle trip ends would be generated by the proposed redevelopment scenario during the PM peak hour, of which 498 vehicle trips would be going out and 247 vehicle trips would be entering the study area. For the retail trip generation calculation, an assumption was made that 40 percent of the trip ends generated by the retail businesses would be pass-by trips; trips made on the existing road network with or without the new retail. Therefore, 60 percent of the trip ends generated by the retail are considered to be new trips. EXISTING PM PEAK HOUR TRAFFIC CONDITIONS PM PEAK HOUR TRAFFIC VOLUMES The City of Kent Public Works Department provided PM peak hour traffic counts at the signalized intersections for 4ch Avenue in the year 2000, and elsewhere in the study area for 1999 and 1998. Figure 2 shows the existing approach volumes at the signalized intersections. COMMUTER RAIL STATION AREA STUDY PAGE 30 L r:5p 13 a S j I I i • � p I t ��I (^�—� > b 722 vqh n n i a j 683 vnh 1095 vnh 1358 vnh r Li O u �aD / + r D L:a D �• ❑ n a > -+ t I ► (� 883 vph Ll E T- t 548 vqh 727 vnh 550 vnh -- i r- Ct > Co itZ3 013 106 vqh at Y > M "' 203 vnh 0 -108 vnh tti Lo T 248 vnh00 N r Land Use Summary Tota_Development 495,800 g.s.f. Residential: 155 units Retal 132.800 s.f. Office; 98.000 S.f. No :ea r�n h,r xo r r rrrt n n ro rr Restaurants: 24,000S.f. "e--forming Arts: 45,000 5.1 Cinema 12000 seab)' 4{1.000 5 t Hotel U00 rooms): 1'1.000 s.f. n:^fr recce Cente. 45.000 S. Figure 2. Existing Traffic Volumes (Intersection Approaches) A S S ❑ C I A T E S \ram COMMUTER RAIL STATION AREA STUDY PAGE 31 Existing Level of Service This traffic analysis used the concept of level of service defined by the Highway Capacity Manual, "Special Report 209 (HCM 209)", 3rd ed. rev. 1998. Level of service for signalized intersections is defined in terms of delay---a measure of driver discomfort, frustration, fuel consumption, and lost travel time. Total delay is the difference between the travel time actually experienced and the reference time that would result during ideal conditions in the absence of traffic control, in the absence of geometric delay, in the absence of any incidents, and when there are no other vehicles on the road. The following describes the definitions adopted in the "HCM 209": .LOS A describes operations with very low delay, up to 10 sec. per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with delays greater than 10 and up to 20 sec. per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay. — LOS C describes operations with delays greater than 20 and up to 35 sec. per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with delays greater than 35 and up to 55 sec. per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with delays greater than 55 and up to 80 sec. per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with control delays in excess of 80 sec. per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay levels. Figure 3 shows the existing level of service for the PM peak hour at the signalized intersections in the study area. COMMUTER RAIL STATION AREA STUDY PAGE 32 1 L tin ZRI. Ct 15 -p f lI` LOS D Ll �`4:f`�Ja�eS L1I1 p Lit ---_ LOS E 36 sec. 57 sec. 4-4 qo ✓� K G>o+yn�_— t€---�---13 d,._.. •, .i � �,' `s�. c� r 57p°UD LOSE ;� t -- a LOSE ^ �.. 66 sec. --y -- --- 63 sec. --- C3 Co L LOS C t' LOS C vy�� 31 sec. -_ 24 sec. 0. LOS C — ------1 } '� Qi r. Ir 28 sec. / ----- ' -44, Land Tota Deveiof:ment. 495,800 k.s f. LOS D Re,icerlwl 155.uucs Rct: 1 2,800 5.r Offi(e 34 sec. .0005 f .... ac„r.• rte 00vt.. 0 s.f. Perforrformlnr; 45.0 s.f. _ Cinema(2000 seats): 40,000 s.f Intersection of Willis Hanel(200 rooms): 111,000 s.f. Street and 4`h Avenue Conference Center. 45.000 s— _ ® Figure 3. Existing PM Peak Hour Levels of Service and Delay (seconds) .`� A S S ❑ C 1 A T E S COMMUTER RAIL STATION AREA STUDY PAGE 33 No intersections in the study area currently operate with LOS F during the PM peak hour, an unacceptable condition. However, the following three intersections operate with LOS E, which may be acceptable, although the levels of delay are large and congestion is generally perceived to be excessive: Intersections with LOS E • Smith Street/4th Avenue intersection • Smith Street/ Central Avenue intersection • James Street/ Central Avenue intersection All other intersections in the study area operate with LOS C or D during the PM peak hour. Tests on 4th Avenue Transportation Improvement Concepts Before analyzing the future traffic conditions, an attempt was made to test two concepts that may improve the existing traffic conditions on 4th Avenue. Those concepts are described as follows: Three-lane 4th Avenue Concept • Re-stripe 4th Avenue from Willis Street to James Street with one through-lane in each direction and one left turn lane at the intersection approaches. Replace the split phase signals with signals with protected left turn phases. This section of 4' Avenue would become a three-lane road. • Generally, an intersection without protected left turn pockets operating with split phasing is not efficient in moving the vehicles approaching it. The intersection of 41h Avenue and Smith Street is operating with this type of split phasing. The aim of this concept is to eliminate the split phasing by converting the 4-lane road to the 3-lane road with protected left turn pockets. Four-lane Unbalanced 41h Avenue Concept • This concept would maintain the 4-lane lane arrangement on 4th Avenue between Willis Street and James Street, by re-striping to create two southbound through-lanes, one northbound through-lane. and one left turn lane. With the left turn lane, the split-phasing at the intersections can be eliminated. • The southbound traffic volumes are much higher than the northbound volumes on 4th Avenue during the PM peak hour. The aim of this concept is to provide more capacity for the southbound traffic flow and to eliminate the split-phasing at the intersections by providing protected left turn pockets. COMMUTER RAIL STATION AREA STUDY PAGE 34 LEVEL OF SERVICE ANALYSIS Using the existing PM peak hour traffic volumes, traffic simulation models were developed with �- the alternative lane configuration concepts described above. The result of the level of service analysis is shown in Table 2. Table 2. A Comparison of Levels of Service for Existing Conditions with Two Alternative Lane Configuration Concepts Existing Volumes Existing Volumes Intersection Existing Volumes and with 3 Lanes on 0 with 4-Lane Network Ave. Unbalanced on 4`h Ave. Willis St./4 th Ave. LOS Delay LOS Delay LOS Delay D 34s D 38s D 38s Gowe St./4 th Ave. LOS Delay LOS Delay LOS Delay C 29s D 53s C 34s Meeker St./41h LOS Delay LOS Delay LOS Delay Ave. C 31 s D 47 s C 22 s �. Ave.Smith St./4 th LOS Delay LOS Delay LOS Delay E 63s F 99s E 62s James St./4 th Ave. LOS Delay LOS Delay LOS Delay ' D 36s D 44s C 35s _ Meeker LOS Delay LOS Delay LOS Delay St./Central Ave. C 24 s C 20 s C 22 s Smith St./Central LOS Delay LOS Delay LOS Delay Ave. E 66 s E 66 s E 66 s James St./Central LOS Delay LOS Delay LOS Delay Ave. E 57 s E 58 s E 58 s Key Findings • Level of service at the intersection of Smith Street and 4th Avenue would worsen from LOS E to LOS F with the three-lane concept. The simulation model showed that the southbound queue on 4th Avenue from the intersection with Smith Street filled the entire length of the street between Smith Street and James Street. COMMUTER RAIL STATION AREA STUDY PAGE 35 • Other intersections on 41h Avenue would experience additional delays if the three-lane concept were implemented. • The four-lane unbalanced lane concept would not improve levels of service, and the average intersection delays are about the same as the current levels. Since this concept reduces capacity for the northbound direction, it is estimated that northbound traffic during the AM peak period would encounter higher levels of traffic congestion than the current levels. • There are no reasonable ways to improve levels of service on 4ch Avenue without making expansions of physical capacity. Planned Transportation Improvements The city has two facility improvement projects programmed in its 2000-2005 Six-Year Transportation Improvement Program in the study area: • James Street at Central Avenue Intersection Improvement Project - Widen the easterly leg of the James Street at Central Avenue to provide an exclusive right turn lane. (This project is completed.) - - Widen the northerly leg of the intersection to provide an exclusive right-turn lane. • BNSF Railroad/UP Railroad Grade Separation Project - Construct grade separations for both the Burlington Northern/Santa Fe Railroad and `— Union Pacific Railroad main line tracks at South 2121h Street and at either James Street or Willis Street. Sound Transit has agreed to provide several facility improvements as part of the commuter rail station improvement project. Figure 4 describes Sound Transit's improvement projects. For this traffic analysis, the following Sound Transit projects are assumed to be completed: • A new signal at the intersection of Smith Street and 2"d Avenue. - • The eastbound left turn pocket and the westbound left turn pocket at the intersection of Smith Street and 2"d Avenue. • Construction of 2"d Avenue between Smith Street and Temperance Street - COMMUTER RAIL STATION AREA STUDY PACE 36 �p C-curb,No left D 0 c Q i turns Q i `4pJama,$tre- Interim 1 sidewalk �` ' — I r - w �r 4 �` Curb,gutter ,aBT►l and sidewalk o I 4h6 d t' New Street, Q sidewalk Widen/Reconstruct C} street, walkway/sidewalk ' Widen Street, l sidewalkI � j L1 ] Left tum pocket e '��� for a bus i` 7a New signal left turn pockets Me a — ---- —wJ } r Land Use Summary Tota Development 495.800g.s.f. Resuiennal: 155 units Retail: 132.800 s.f. Office: 98.000s.f. a s-a. txai a or&•n fo ngat.Iraionfrren;r r sie«.;ae.an ns e;nc..e..n#:term arng usual cr Restaurants 24,000s.t. a»rrrro-,m<s;urarta Performing Arts: 45.000 s.f. Cinema(2000 seats): 40,000 s.f Howl 1200 rooms). 1 11,000 s f Conference Center 45,000,f Figure 4. Planned Facility Improvements (Constructed by Sound Transit) A S 5 O C I A T E S COMMUTER RAIL STATION AREA STUDY PAGE 37 DISTRIBUTION OF NEW TRIPS To estimate the traffic impacts of the new trips generated by the redevelopment scenario in the study area, it was necessary to find the travel distribution pattern of the trips generated by the existing development in the area where the redevelopment would occur. Using the Puget Sound Regional Council travel model and its travel distribution pattern, the new trips were manually distributed and assigned to the roadway network. Future Travel Demand The future travel demand on the study area network was obtained by adding the new trips assigned to the network and the trips generated by the commuter rail facilities to the existing vehicle volumes. For this analysis, an assumption was made that there would not be significant changes to the "background" traffic levels in the street network within the study area. "Background" traffic is comprised of traffic from the existing developments in the study area, the through trips having no trip ends in the study area, and the traffic shifted onto the streets from other facilities due to lack of capacity. It is expected that the new road segment of 272"1 /277" Street from Auburn Way to Kent- " Kangley Road, which just opened for traffic this spring, will somewhat reduce traffic in the study area. However, for this analysis, no estimation of the traffic shift from the study area to the 272°d/277`h Street corridor was made. Figure 5 shows the projected PM peak hour volumes including the new trips generated by the redevelopment and the trips generated by Sound Transit's commuter rail facilities. COMMUTER RAIL STATION AREA STUDY PAGE 38 I P n I l t7 •: tp I t > > I L Io > cy1 o tU 1 ,r- � � 742 voh °r ya i ❑�e �; 712 VDh i 1117 voh i n � 7 #I 1489 voh } Ln LO ifi G D` - - s � I /r,++c ,0,7 I t=3' �1 > te - €— �� f1 911 voh V I 754 voh -- - 1114 voh I I 575 voh LO 1 O a I 106 voh N 91 iZ > M ch 203 voh o -� 108 voh _ - -- r 248 voh Land Use Summary Tora;Development. 495.500 g.s.f. Rcsidertwl: 15:3 units RetaA. '32,800 s.f. ({ 98.000 s.f. '+J-,^- A-ItM94 rir 6n m r Rem. 5a r he�r d- ce Office, ��_<'IICS Jf..fi'p doCK(YrtralM . Restaurants: 24,000 s.f. t nit ; m,<. •,t.• Performing.Arts: 45,000 54. Cinema(2000 seats)' 40.000 51 Flotel i200 rooms). "1,000 s.f. ._r^erenu�Conte- 45.000 s.'. Figure 5. Projected PM Peak Hour Intersection Approach Volumes with Redevelopment and Commuter Rail Station A S S O C I A T E S COMMUTER RAIL STATION AREA STUDY PAGE 39 LEVELS OF SERVICE WITH THE PROJECTED VOLUMES The PM peak hour levels of service were computed using the projected volumes shown in Figure 5 and the existing roadway network and signal operation. This analysis reveals whether traffic congestion would increase and how much delay the vehicles would experience upon the completion of the redevelopment projects in the proposed land use concept and Sound Transit's commuter rail station facilities. Table 3 shows the results of the level of service computations for the signalized intersections in the study area. Table 3. Levels of Service with Projected Volumes and the Existing Roadway Network Existing Volumes + Intersection Existing Volumes and New Development Change m Network Volumes with Existing Delay Network Willis St./4'h LOS Delay LOS Delay Delay Ave. D 34 s D 43 s -10 s Gowe St./4'h LOS Delay LOS Delay Delay Ave. C 29 s C 29 s Os Meeker St./4'h LOS Delay LOS Delay Delay Ave. C 31 s C 32 s -1 s �.. Smith St./4'h LOS Delay LOS Delay Delay Ave. E 63 s E 72 s -5 s James St./4'h LOS Delay LOS Delay Delay Ave. D 36 s D 37 s -1 s Meeker LOS Delay LOS Delay Delay St./Central Ave. C 24 s C 25 s -1 s Smith LOS Delay LOS Delay Delay St./Central Ave. E 66 s F 92 s -27 s James LOS Delay LOS Delay Delay St./Central Ave. E 57 s E 63 s -5 s Pioneer St./4'h LOS Delay LOS Delay Delay Ave. NA NA C 21 s NA _. Smith St./2"d LOS Delay LOS Delay Delay Ave. NA NA C 32 s NA COMMUTER RAIL STATION AREA STUDY PAGE 40 SUMMARY FINDINGS • The following intersections would experience average vehicle delays of more than 5 seconds: - Willis Street and 4th Avenue - Smith Street and 41h Avenue - Smith Street and Central Avenue - James Street and Central Avenue • The future levels of service would remain the same except for the intersections of Smith Street and Central Avenue, which would experience a significant degradation of level of service. It would operate with LOS F with more than 93 seconds of average delay. • The construction of the southbound right turn lane at the intersection of James Street and Central Avenue, specified in the Six-Year Transportation Improvement Program, would reduce the delay by an average of 8 seconds. About the same amount of vehicle delay reduction can be achieved with an additional southbound left turn lane, instead of the southbound right turn lane. • The southbound vehicle queues on 4th Avenue from the intersection with Smith Street would stretch to the new intersection with the 2nd Avenue extension which would have been built to serve the Borden development site. (An assumption was made that the new intersection of 41h Avenue and 2"d Avenue Extension would be signalized.) FACILITY IMPROVEMENTS CONSIDERED To improve the intersections with high levels of delays, several options were considered and analyzed. The following list of facility improvements show those that were found to be effective - in reducing the levels of traffic congestion in the study area: • Add a southbound right turn lane or a southbound left turn lane at the intersection of James Street and Central Avenue. (Both improvements are effective but the southbound left turn lane is slightly better. The average delay with the southbound right lane is 55 seconds, and that with the additional southbound left turn lane is 51 seconds.) • Add a southbound left turn lane at the intersection of Smith Street and Central Avenue. Convert the existing through and left lane to through only lane. Modify the signal phasing. • Signalize the new intersection of 2nd Avenue Extension and 4th Avenue with a southbound left turn pocket. • Extend 2„d Avenue north of Smith Street through the Borden redevelopment site with 2 lanes. Provide short left turn pockets at the intersections with Smith Street and 4th Avenue. • Provide a southbound left turn pocket and a northbound left turn pocket at the intersection of Smith Street and 4th Avenue. • Provide an eastbound left turn pocket and a westbound left turn pocket at the intersection of Smith Street and 4th Avenue. Modify the signal phasing at this intersection. COMMUTER RAIL STATION AREA STUDY PAGE 41 Table 4. Levels of Service with the Redevelopment Land Use and Facility Improvements. Existing Volumes+ Difference — Existing Volumes+ New Development between 3Ta Existing Volumes New Development Volumes with Column and Intersection and Network Volumes with Network Existing Existing Network Improvements Column Willis St./41h LOS Delay LOS Delay LOS Delay Delay Ave. D 34 s D 43 s D 43 s -10 s Gowe St./4th LOS Delay LOS Delay LOS Delay Delay Ave. C 29 s C 29 s C 29 s Os Meeker LOS Delay LOS Delay LOS Delay Delay St./4th Ave. C 31 s C 32 s C 32 s -1 s Smith St./4th LOS Delay LOS Delay LOS Delay Delay Ave. E 63 s E 72 s C 32 s +31 s _ James St./41h LOS Delay LOS Delay LOS Delay Delay Ave. D 36 s D 38 s D 37 s -1 s Meeker LOS Delay LOS Delay LOS Delay Delay St./Central Ave. C 24 s C 25 s B 25 s Os Smith LOS Delay LOS Delay LOS Delay Delay �.. St./Central E 66 s F 92 s E 61 s +5 s Ave. James LOS Delay LOS Delay LOS Delay Delay St./Central Ave. E 57 s E 63 s E 51 s* +6 s _ Pioneer LOS Delay LOS Delay LOS Delay Delay St./4th Ave. NA NA C 21 s C 23 s NA Smith LOS Delay LOS Delay LOS Delay Delay St./2nd Ave. NA NA C 32 s C 26 s NA * assumed an additional southbound left turn lane. — SUMMARY FINDINGS • The PM peak hour levels of service at all the intersections in the study area would operate the same or better than the existing levels, except for the intersection of Willis Street and 4th Avenue where it would continue to operate LOS D, an acceptable level of service. • The intersection of 4th Avenue and Smith Street would operate with LOS C and 32 seconds of delay, which is a significant improvement from the current level. This level of service analysis was used to formulate the consultant recommendations. COMMUTER RAIL STATION AREA STUDY PAGE 42 Consultant Recommendations The following list of facility improvements are recommended by the consultant: • Add a southbound left turn lane, and a corresponding northbound left turn lane at the intersection of James Street and Central Avenue. • Add a southbound through lane and convert the existing southbound through and left lane to a left turn lane to form the southbound double left turn lanes. Install a signal at the new intersection at 4th Avenue and 2nd Avenue Extension with southbound and northbound left turn pockets. • The 2nd Avenue Extension should be a slow speed, internal access street with 2 lanes except at the intersections at Smith Street and 4th Avenue. Discourage through traffic by introducing design elements to slow the vehicles down. • Consider access control by providing landscaped medians on Central Avenue between Smith Street and James Street. Allow u-turns at signalized intersections. • Provide left turn lanes for all approaches at the intersection of 41h Avenue and Smith Street. • Widen the section of 4th Street from Smith Street to the new intersection with 2nd Extension to provide a continuous two-way center left turn lane or landscaped medians. • Reconstruct Smith Street from 41h Avenue to Central Avenue. Provide wide sidewalks and landscape strips between the vehicular lanes and the sidewalks. _ • Encourage pedestrians on the north side of Smith Street in the vicinity of the Sound Transit's parking garage wishing to cross Smith Street to use the newly signalized 2nd Avenue. • Consider adding a landscaped median on Smith Street between 41h Avenue and 2nd Avenue. The consultant recommendations listed above are also illustrated in Figure 6. COMMUTER RAIL STATION AREA STUDY PAGE 43 o � ; � Q D U 0 t ' V I I 1. Add NB and 3. Install a new r SB left turn '"{ signal and NB and lanes -- SB left turn rockets ' I X, 5. Provide � 9 access control 4. Provide i1 7. Widen for a p 2 lanes ` ' r= two-way -center left 9• Encourage with slow turn lane ped. to use this 2. Add a SB fi intersection I I I i through lane �i 7� 10. Consider a Z', a�' landscaped median `- a_-n o j 8. Reconstruct a M 6. Add left turn with wider J }' pockets to all sidewalks approaches, modify n signal phasing --� I �--• /7___— r'— Land Use Summary Tura.Development 445.800,gs.f. Reliderllal: 155 units Keta.l: .32,800 s.f. gAr..Arta: 14•cnc¢ Offitr' 98.00051. Restaurants: 24.000.<..f. «n<. «,.•.. a•:+ "erforminb Arts: 45.000 s.f. Cinemai2000seatsY 4000Sf Hotel Q00 room0i 1.000 s.f. *ere;ce Centr 45.000,; 4 ® FIGURE 6. CONSULTANT RECOMMENDATIONS A S S D C I A T E S COMMUTER RAIL STATION AREA STUDY PAGE 44 SECTION IV STREETSCAPES Atelier, ps 217 Pine, Suite 720 Seattle, WA 98101-1520 _ Contact: Dave Ringstrom 206-322-0672 COMMUTER RAIL STATION AREA STUDY PAGE 45 - Goals and Objectives _ • Develop a distinctive urban image for Kent City Center • Establish a system of pedestrian-oriented retail and commercial streets linking the Regional Justice Center, residential development, the commuter rail station, City Hall/Centennial Center and public open spaces. • Capitalize on existing parks and open spaces to create a unique downtown park system that preserves the historic land use fabric of downtown Kent and supports retail activity, festival events and downtown living. Concept Recommendations Railroad Avenue • Continue lease agreements with BNSF for existing parkland, and pursue lease of the Kent Gypsum site for recreation facilities to support new downtown residential development. — • Provide capital investment to renovate the west side of Railroad Avenue as an urban park block incorporating ornamental lighting, sidewalks and a pedestrian promenade. Formalize an outdoor event venue around the existing bandstand located across from the farmer's market. _ • Negotiate with BNSF to implement site improvements for upgrading the derelict appearance of the rail depot site. Pursue lease agreement for public use of the historic rail depot. • Introduce ornamental street/pedestrian lighting for right-of-way illumination from Titus Street to James Street. Integrate pairs of street trees between light fixtures. V Avenue • Extend ornamental street/pedestrian lighting on IS` Avenue South from Gowe to the King County Library. — • Improve visibility into Rosebed Park. Retrofit the existing pergola to modify its architectural character. Incorporate ornamental lighting and interpretive features about the history of Kent. • Modify parking to provide a widened sidewalk with street trees and ornamental lighting _ along Kaibara Park. COMMUTER RAIL STATION AREA STUDY PAGE 46 — • Utilize ornamental street/pedestrian lighting on lst Avenue North between Smith and James. Integrate pairs of street trees between light fixtures. Smith Street • Acquire parcels fronting both sides of Smith Street between Central Avenue and Railroad Avenue for development of an east city center gateway. • Require that Sound Transit re-develop the temporary parking lot at the northwest corner of Smith Street and Railroad Avenue as a formalized urban greenspace, rather than a paved plaza. • Require that Sound Transit develop street frontages along the proposed parking garage as a formalized urban greenspace, rather than a paved plaza. • Retain and formalize the existing greenspace along the King County Library frontage on the south side of Smith Street between the Railroad Avenue and 2nd Avenue. • Provide continuous 4' wide planting strips to separate sidewalks from vehicular lanes. Incorporate ornamental steel railings as a design feature between Railroad Avenue and 4th Avenue to control pedestrian movement across Smith Street. Integrate a single specie of large-scale canopy trees spaced at +/- 30' on center(Tilia cordata). — 41" Avenue — • Adapt the northeast corner of the Kent Commons parking lot and the northwest corner of the Borden Fields site to develop a north city center gateway at James Street. Coordinate design features with those currently being planned for the south city center gateway at Willis and 41h Avenue. • Extend the pattern of ornamental street lighting with pavement logos and pre-cast logo benches, installed as part of the 2000 Downtown Sidewalk Replacement & Gateway F Improvements, north to James Street. 2°d Avenue _ • Develop the intersection of 2"d Avenue North and Temperance Street as a civic plaza. Include a participatory water feature, ornamental lighting, pre-cast logo benches and specialty pavement as design features. • Integrate the street as part of the plaza by extending specialty pavement patterns through the intersection and demarking vehicular lanes with flush curbs and bollards. • Incorporate speed tables, pedestrian curb extensions and pedestrian crosswalk paving as �- priority design features at intersections to calm traffic. Integrate parallel parking COMMUTER RAIL STATION AREA STUDY PAGE 47 • Utilize ornamental street/pedestrian lighting for right-of-way illumination. • Integrate pairs of street trees between light fixtures. Utilize a single specie of medium- scale tree from the approved city list to establish an open, umbrella-shaped tree canopy (Gleditsia tricanthos, Zelkova). • Renovate 2nd Avenue south of Smith Street to create a contiguous streetscape corridor extending from the Regional Justice Center to Gowe Street. — Meeker Street • Incorporate pedestrian crosswalk pavement and ornamental pedestrian lighting between 4th Avenue and Central Avenue. • Retrofit existing planting areas and curb extensions to improve visibility. Integrate pairs — of pedestrian lights,pavement logos and pre-cast logo benches. Key Intersections • Adapt signal poles at the following intersection to visually identify the city center core: Central & Gowe, Central & Meeker, Central & Smith , Central & Pioneer 4th & Gowe, 4th & Meeker, 4th & Smith, 4th & 2nd (new intersection) 2n1 & Smith • Incorporate art panels, gull-wing luminaries and framed street signs. Street Tree Planting • Utilize 4' wide x 6' long tree pits for all new street tree planting. Adapt existing 4' square tree grate casting to 4' width x 6' length. • Utilize trees from the approved City of Kent street tree list as follows: 2„d Avenue: Gleditsia tricanthos or Zelkova Serrata 15t Avenue North: Pyrus calleryana Smith Steet & Railroad Avenue: Tilia cordata - Streetscape Standards — Ornamental Lighting _ • Li,zht Source: 100 W high pressure sodium COMMUTER RAIL STATION AREA STUDY PAGE 48 L L • Luminaires: - ZED model #Z47-G-100S-3-GY3, powder coat finish color light grey • Pedestrian Lighting(4th Avenue, Meeker Street): Pattern: pairs of lights @ intersections Light Standards: 14' height, ZED model # P104AF-14-GY-LBC3-GY,powder coat finish color grey } • Street/Pedestrian Lighting(2°a Avenue lst Avenue Railroad Avenue): Pattern: triangulated, 60' on center each side of street Light Standards: 16' height, ZED model # P104AF-16-GY-LBC3-GY, powder coat finish color grey Paving Materials • Sidewalks: L Scored cast-in-place concrete with alternating broom finish, per established City of Kent Standard. • Pedestrian Crosswalks: — Scored cast-in-place concrete with alternating broom finish, 12' width. Lampblack admixture at the rate of 2 lbs lampblack/cubic yard concrete. 24" square grid pattern ` with 12"wide troweled margins. • Pavement Logos: City of Kent logo pattern. Sandblasted cast-in-place concrete with lampblack admixture at the rate of 2 lbs lampblack/cubic yard concrete. Medium-light and medium-heavy sandblast to express logo pattern. 1 • Specialty Pavement: Integrally-colored cast-in-place concrete and pre-cast interlocking concrete pavers. Interlocking pavers shapes shall be square and/or rectangular. Serrated edge and octagonal shape pavers shall not be used. _ Street Furnishings • Bollards: Urban Accessories model #DG4, 36" height. Cast aluminum bollard, powder coat finish color cast iron grey, brushed aluminum cap finish. • Pre-cast Concrete Logo Bench: Pre-cast concrete with a compressive strength of 6500 psi and fine aggregate comprised of Ravensdale Glass Sand. Charcoal black color and sandblast finish matching City of Kent standard sample. LCOMMUTER RAIL STATION AREA STUDY PAGE 49 • Intersection Art Panels Artist fabricated aluminum and bronze panels incorporating city logo. • Pedestrian Railing Ornamental steel or aluminum fabrication to coordinate with art panels and bollards. Powder coat or natural metal finishes. • Tree Pit Grates: 4' square City of Kent standard special casting adapted to 4'x 6' length. • Steel Benches Trash Receptacles and Planters: Established City of Kent standard, as manufactured by Fairweather, powder coat finish dark green. COMMUTER RAIL STATION AREA STUDY PAGE 50 Spun Aluminum Hood and Castings, Light Grey 4" Diameter Spun Aluminum E Light Standard, Grey O � i AN mown& \11'�� c a� •L 2 � •L I Decorative Base Cover Ornamental Light I I I l\ _ ,� C , 4v I II ,; 1 Is l / - a L •L � c c •_ L c 3d6. L U �•L E = A c � 0 J 4 4 PUZ I a� L + CC W O V C C �r � CC •y'+ v� n C �+ • a( i ice+ aaL r=ia C a� a� L 0 an,o c W W y i, i, OW CIO yjb a� w L a 0 U a� cn L � �a s, L a y, ,C C C O O c UU M a� 4 Chi. f � C C y . L r•+ � L CC L 'C L CC PUz d" N � 4 { i � - �--- Galvanized Dome Post Ca I i Sign Panel to 2" Diameter Galvanized Steel Post r t` i Regulatory Signs Gull Wing Luminaire Galvanized Pole and Armes Aluminum Frame, Suspend From Arm O � F -----Reflectorized Street Sign Centered between Signals Cut Aluminum/Bronze Panel with Light and City Logo P- Key Intersection Marker 6dvL fs/ill5!-llifl/NA/�� r������ � � o � � � 0 0 �� ����jo�'� sr•�r� _ Gdl A�/.f�/N�/M f �✓/i/�G�/6NT f G/T�' !�� Q .�L�a/f1Tjo� Cast_Iron Grey Finish Brushed Aluminum Cap Finish 6' Maximum � D I � Cast Aluminum Bollard With Top Fitting �o • M City Center Bollard Gr+sT �l�it�liN�/��� �•Q° y G��- G��✓r��- �o��� r 0 q u �. s, • t r� _ �if t ep ' SECTION V RECOMMENDED FUTURE - ACTIONS COMMUTER RAIL STATION AREA STUDY PAGE 51 Development Incentives The following development incentives may be appropriate for use in Kent. Each incentive is discussed relative to the development incentives currently offered in Kent and recommendations for establishing new incentives. Ensure that the land use regulations and the permit process are as _ predictable and efficient as possible. Make sure that regulations are updated and serve to encourage new and infill development throughout downtown Kent. The City is devoting considerable resources to creating a simple and streamlined permit process and easy convenient access to land use information for clients of the proposed new permit center. Special transit overlay zones are sometimes recommended for areas near multi-modal _ transportation stations, but such zones add a new layer of regulations, and, with a few exceptions, zoning regulations for downtown Kent meet the recommended criteria. In the early 1990's, the City Council voted to approve revised zoning for downtown. Nine zoning districts previously administered were eliminated and replaced with three districts, Downtown Light Manufacturing (DLM), Downtown Commercial Enterprise (DCE), and _ Downtown Commercial (DC). The new districts were a result of considerable study, public participation, and negotiation among various government and downtown interests. They are consistent with the general goals of allowing a dense, pedestrian-oriented mixed use development pattern while protecting the character of the traditional downtown core (DC), with one exception—The DLM zone. The DCE zoning district permits unlimited height and density. DC permits unlimited density and height to four stories. On-site parking, except structured parking, is limited according to location in the DC and DCE zones. In contrast, DLM was intended to maintain the conformance of the — industrial uses located east and west of Fourth Avenue and does not permit the mix of uses or the zoning standards that encourage new development and infill in a pedestrian downtown setting. Since the industrial uses have been replaced or have shown interest in relocating, revised zoning is recommended. _ Communicate proactively with potential downtown investors (developers and funding organizations). The City is actively involved in proactive communication and outreach. The attractive development sites located within the commuter rail station area have already attracted the attention of the development community. City Administration and Economic Development _ officials are maintaining proactive dialog with a variety of potential development partners. This study is intended to support that dialog by adding to the existing graphic visualization and �.. technical research information available to staff and decision-makers. COMMUTER RAIL STATION AREA STUDY PAGE 52 IF FEASIBLE, ADOPT A PLANNED ACTION ORDINANCE BASED ON ANALYSIS OF PROPOSED LAND USE SCENARIOS. Under Washington State Growth Management provisions, the City has the option to analyze potential development in a specific area, and adopt an ordinance to satisfy the requirements of the Washington State Environmental Policy Act (SEPA) in advance. It shortens permit- processing time and provides predictability for project proponents. It also establishes a basis for future analysis, if needed. If actual development proposals are found to create greater adverse impacts, a new SEPA process is required. The traffic analysis in this report is an example of the type of proactive impact assessment that can be conducted prior to adopting a Planned Action Ordinance. REDUCE IMPACT FEES Kent requires property developers to participate in transportation mitigation of transportation impacts. When levying traffic impact fees for development near the inter-modal commuter rail area station, some jurisdictions take into account the availability of public transportation. Fees are adjusted downward based on analysis of potential public transportation use. Adjusting the fees could provide an attractive development incentive. PROVIDE PUBLIC FACILITIES AND INFRASTRUCTURE The City of Kent is presently engaged in partnerships to provide public facilities and infrastructure near the commuter rail station. The proposed parking garage, to be built in partnership with Sound Transit will serve the public market, commuters, and the proposed Performing Arts Center. The proposed Performing Arts Center, if approved by the voters, will _ not only serve the community, but will be a catalyst for future investment. A City-funded storm water system serves an area west of the Burlington Northern Railroad tracks. Additional infrastructure investments, such as water systems, underground utilities, and street improvements, would provide further incentive for transit oriented development. OFFER TAX ABATEMENTS A tax abatement program targeted specifically to urban centers that need additional housing was adopted by the Washington State Legislature in 1995. The code section authorizing the abatements is Chapter 84.14 RCW. In 1999 the code was revised to allow cities of 50,000 population or more to participate, revised from 100,000 population in the original bill. The benefit to developers is 10-year tax abatement on the value of improvements for multifamily housing. The City of Kent may choose to offer the abatement by declaring an area such as that within the designated Urban Center boundaries as a targeted housing area. COMMUTER RAIL STATION AREA STUDY PAGE 53 PACKAGE AND ASSEMBLE LAND FOR DEVELOPMENT Kent may have opportunities to package and assemble land for development both north and — south of Smith Street between Fourth Avenue and Second Street. The Washington State constitution, though it limits the ability of agencies and jurisdictions in the state to participate in _ certain private development activities, permits the purchase of land by a public agency for identifiable public purposes. Local governments may also surplus public property, lease land for private development, and sell publicly held land for private development. FACILITATE PROJECT FINANCING A private developer built the Centennial Center, using risk-sharing financing techniques in partnership with the City. The development target sites identified by this study present opportunities for financial participation to encourage transit-oriented development. PARTICIPATE IN JOINT DEVELOPMENT Sound Transit and Metro are also authorized by law to leverage federal grant funds for the purpose of undertaking joint development projects subject to criteria regarding location and functional and economic relationship to the transit service. The purpose of supporting transit — oriented development is to increase ridership and revenue for the commuter rail/bus system. The City may propose joint development projects. COMMUTER RAIL STATION AREA STUDY PAGE 54 _ - RECOMMENDED ZONING AND REGULATORY REVISIONS Revise the Downtown Light Manufacturing (DLM) zone to Downtown Commercial Enterprise (DCE) _ The DLM zone was created in 1992 for the established, active industrial uses that were located within the zone. The uses located in the DLM zone west of Fourth Avenue have been replaced by the King County Regional Justice Center. Borden Packaging and Industrial Products, located _ east of Fourth Avenue within the DLM zone, has indicated interest in relocating. DCE zoning would create opportunities for mixed-use development east of Fourth Avenue and also provide appropriate zoning for the King County Regional Justice Center. Add more uses to the Downtown Commercial (DC) and Downtown Commercial Enterprise (DCE) zones. The DC and DCE zones were created in 1992. Since that time the Planning Department has observed an increased number of uses proposed for downtown buildings in Kent and in other cities in the region. Many of these uses are appropriate and desirable in a pedestrian-oriented mixed-use downtown. The Kent Downtown Partnership proposed several additional uses in 1999. The proposed uses are: Galleries, framing shops, retail art studios, spas, tailoring and alteration shops, delicatessens, _ brewpubs, ice cream stores, specialty grocers, seafood and meat markets, wine shops, coffee shops, retail bakeries, retail candy makers and portable food vendor stalls. Revise the General Commercial (GC) zoning on Central Avenue and Railroad Avenues between James and Smith Streets to DCE. Close proximity to the commuter rail station makes this area attractive for transit-oriented development, but the GC zoning does not permit mixed use. Add any new public streets created by new development within the Commuter Rail Station Area (1500 feet of the station) to the Pedestrian Plan Overlay as Class A or Class B streets. The Pedestrian Plan Overlay regulates the relationship of buildings and parking lots to streets to control the character of pedestrian street frontage. It indicates how much of the street frontage on a specific lot should be occupied by the front of a building, the maximum building setbacks and the preferred location for parking lots. COMMUTER RAIL STATION AREA STUDY PACE 55 Revise the Kent Zoning Code parking standards to include standards for _ structured parking and possibly reduce standard stall sizes in parking lots. -- New and infill development creates increased need for parking. Structured parking is the City- preferred means of providing additional parking. There are presently no specific standards for parking garages. In addition, reasonable reduction of stall sizes in surface parking lots could decrease the amount of land required for parking. Adopt an ordinance declaring the area within Kent's Urban Center a — "Residential Targeted Area" (RCW Chapter 84.14). This designation is necessary if the City wishes proposed projects to be eligible for the New and Rehabilitated Multi-Unit Dwellings in Urban Centers tax advantages. The law, formerly authorizing only cities of 100,000 population or more, has been revised to include cities of 50,000 and over. The tax advantage is considered to be an attractive housing development incentive. — Adopt a Planned Action Ordinance for potential development on the Borden property when appropriate. — The Planned Action option for meeting the requirements of the State Environmental Policy Act was offered by the State for use in a sub-area where urban development is proposed by a local _ Comprehensive Plan. It allows a jurisdiction to assess the impacts of projected development before a proposal is received, and adjust the assessment if the actual proposal is expected to generate greater impacts. The Planned Action, when effective, can provide an incentive for _ development. COMMUTER RAIL STATION AREA STUDY PAGE 56 � e I s „ City of Kent Commuter Rail Station Area Development Opportunities Map MR-M Draft--March 2000 . t ! 1!. 7 DLM { -6 N: �jLLLJ { 8 JU Z • ..o. 0 a :. ' Parcels Classified by Development Potential Redevelopable in Commercial Zone Vacant in Commercial Zone ® Redevelopable in Mixed-Use Zone Vacant in Mixed-Use Zone Criteria:Ratio of assessed value of improvements 0 Vacant in Residential Zone to assessed value of land less than 0.5. For Criterion:Improvement value less than$1000. existing single-family use, ratio of 1.0 used. - Fully Developed or Unavailable Parcels 7, Redevelopable in Residential Zone Note:Classification of parcels through GIS analysis was Criterion:Allowed density more than 2x existing density. refined through a field survey of station area properties. Station Location 0 500 1000 Feet Zoning Boundaries (Quarter-and half-mile radii from station shown.) _ Potential Funding Sources The following excerpt from the workbook "Creating Transit Station Communities in the Central Puget Sound Region" is included by permission from the Puget Sound Regional Council. COMMUTER RAIL STATION AREA STUDY PAGE 57 CREATING TRANSIT STATION COMMUNITIES:A TRANSIT-ORIENTED DEVELOPMENT WORKBOOK FIGURE 9 SUMMARY OF SELECTED FUNDING SOURCES SOURCE ADMINISTERING AGENCY PERMITTED USES APPLICABILITY TRANSPORTATION FUND WSDOT Roads,highways, Not highly probable,as most funds are targeted to major transit facilities highway and arterial roadways. URBAN ARTERIAL TRUST Transportation Transportation Can be an important component of transportation funding ACCOUNT AND Improvement Board improvements, package,most awards are less than$3 million. TRANSPORTATION primarily road IMPROVEMENT ACCOUNT facilities ,r PUBLIC WORKS TRUST State Department of Bridges,roads,water, Competitive low interest loan programs that must be FUND Community,Trade and sewer,storm water and matched with local money. In some cases can provide the Economic Development solid waste systems "final piece"of the puzzle. _ FEDERAL USDOT,WSDOT and Highway,roads,bridges, Transit funding could be a significant contributor in terms TRANSPORTATION FUNDS PSRC transit facilities of station area planning and development. TRANSIT STATION Sound Transit Miscellaneous In some cases, mitigation for station area and corridor DEVELOPMENT supporting facilities impacts may be used to encourage transit supportive _ MITIGATION development opportunities. Due to limitations on total available funding,may have limited benefit. LOCAL BONDS Municipal All public A significant source of local capital funds. Voted bonds governments infrastructure provide new revenue for projects, while councilmanic bonds must be repaid from existing revenues. LOCAL CAPITAL Municipal All public The most reliable source of local funds. Never enough to IMPROVEMENT BUDGET governments infrastructure address all local needs. Opportunity to focus activity in station areas will likely come at the expense of other areas Becomes a question of priorities. PUBLIC WORKS Central Puget Sound Roads,water and sewer Designed to support job creation. May have limited CONSTRUCTION Economic facilities, port facilities applicability. Possible use in industrial areas along light PROGRAM Development District rail and commuter rail lines. ECONOMIC DEVELOPMENT US Dept of Commerce's Planning,development Funds are targeted to economically distressed areas Not TECHNICAL ASSISTANCE Economic Development and market feasibility highly applicable in current economic conditions. GRANT PROGRAM Administration analyses. 63-20 FINANCING Non-profit entity on All infrastructure A mechanism where public bonds can be used if secured behalf of a municipal projects with some by lease agreement. Generally requires a credit-worthy government exceptions private developer willing to enter into a lease to support to the bond offering. LOCAL IMPROVEMENT Municipal All infrastructure A mechanism to assess the beneficiaries of public facilities DISTRICT governments to pay for improvements Must be approved by affected property owners. TRANSPORTATION Municipal Transportation Similar to LIDS but can be used to fund a program of BENEFIT DISTRICT governments improvements improvements. May not be constitutional under current state law. No jurisdictions have attempted to implement. OUTDOOR RECREATION Interagency Public facilities May be an appropriate source for station area amenities, GRANTS Committee for associated with especially at multimodal terminal sites along the Outdoor Recreation outdoor recreation waterfront. WASHINGTON WILDLIFE Washington Wildlife Water access,local May offer a source of funds for supporting publicamenities AND RECREATION and Recreation parks,trail systems in station areas. Also could offer opportunities to fund PROGRAM Programs and wildlife habitats mitigation projects. PUGET SOUND REGIONAL COUNCIL Summary of Recommendations This is a summary of recommendations and incentives developed from the study. This summary will provide a quick reference for those interested in the direction of future development near the commuter rail transit station in downtown Kent. Financial/Market Assessment Overall demographic conditions indicate strength of underlying market area. Development to date demonstrates validity of RJC and commuter rail influence. Actual absorption has fallen short of projections. • Ability to assemble sites for new development has been slow. • Difficult balance of cost to renovate existing buildings and ability to pay by current tenants. Previous growth model still valid. • Office strongest immediate opportunity. • Market rate residential will benefit from commuter rail. • Development of mixed use north of Smith will provide major stimulus. • Retail in existing buildings will benefit from residents and office users. Retail absorption slower than previous projections, but achievable in long term. Office absorption slower than previous projections with delay of full _ impact of RJC. A 150-room full service hotel developed in conjunction with a conference center is still a realistic opportunity. Residential development should be strong candidate given the regional growth pressures and the commuter rail station. As noted in the `— previous market study, increasing land values will strain the economics COMMUTER RAIL STATION AREA STUDY PAGE 58 of downtown residential development. A successful mixed-use project on large sites north of Smith could establish this market. The long term City objective of 3,000 housing units over 20 years is ambitions but achievable. POTENTIAL LAND USES Public Spaces • Public buildings should have a plaza, forecourt, or garden containing several forms of seating (e.g. benches, low ledges, moveable chairs), trees and seasonal planting, special textured paving, pedestrian-scaled lighting, and signs or art that help interpret the history of the area. • Public spaces should be framed by building facades containing windows on at least the ground level. • Public spaces should be visible from nearby streets. • Spaces that are elevated or sunken from surrounding grade more than 3 feet are discouraged. • Public spaces should offer choices of both sun and shade. • Public spaces should allow for vending of food. • Public spaces should include hard surfaced areas to allow for events. -- Orientation, Massing and Form of Buildings • Building forms should exhibit the classic composition of a"base," a"middle" and a"top." The base should contain the greatest amount of architectural detail, with such elements as masonry, belt courses, banding, cornice lines, and plinths. The middle portion could have relatively fewer details and forms. The top (upper floors and roof) should have a distinctive ' form, which could incorporate exaggerated parapets, pitched or curved elements, towers, domes, and other geometric features. Buildings next to park areas should exhibit relatively _ more of these elements which could result in their serving as bold landmarks. • Buildings should have prominent entrances, framed and highlighted by elements such as smaller roof forms, porticos, recesses, projecting forms, overhangs, over-scaled doors, dramatic lighting, or a combination. • Building facades should abut the sidewalk, unless there is a public space conforming to the criteria above. • The ground level of buildings, where visible from the street, should incorporate large amounts of glass windows that allow visibility of activities inside. • The main entrance should incorporate some form of shading/weather protection, such as a projecting canopy or awning. • Buildings should generally range from two to four stories in height. COMMUTER RAIL STATION AREA STUDY PAGE 59 Form and Appearance of Streets and Sidewalks • On-street parking is encouraged on non-arterial streets. • Streets should be lined with street trees, located between the curb and the "through-route" of the sidewalk. Trees should be spaced no closer than 25' and no further apart than 40.' Trees _ at the time of planting, should be at least 2 %2" in caliper. • Sidewalks should be at least 14 feet wide and have distinctive, pedestrian-scaled lighting fixtures. Trees and Other Planting • Sidewalks should be planted with street trees from a list established by the City. • Tree pits should be covered with decorative, cast-iron tree grates. • Principal entrances to sites should be highlighted by seasonal plantings arranged into a "gateway" effect. Seasonal flowers in pots and planters should highlight major pedestrian entrances to buildings. 0 Within open spaces, trees should be arranged to create and frame "outdoor rooms" rather than merely be randomly placed. Nature and Configuration of Key Gateways • Landscape features that involve intensive plantings of trees, shrubs and seasonal flowers should highlight important "gateway" intersections that are not marked by buildings set to the sidewalk. If signs are located in these areas, they should be secondary in size and visual importance to the plantings. • Gateway intersections are also appropriate for major scale artwork. • Pedestrian entrances to the Civic Park should be marked with unique features such as trellises, arbors, flowering trees, seating, directional signs, monuments, and artwork. Parking Facilities • Surface parking lots should have low walls along the street edge, together with hedges, trees and other plantings to screen the view of cars. The purpose is to establish an overall green effect of the park extending into the surrounding area and development. • The interior portions of parking lots should be planted with trees on the basis of one tree (minimum caliper of 2") per four parking stalls. • Parking garages shall either have commercial uses (shops or display windows) on the ground floor facing the street or shall be surrounded by a planting strip having a minimum width of 8 feet that is planted with trees, shrubs, and ground cover. TRANSPORTATION ANALYSIS • Add a southbound left turn lane, and a corresponding northbound left turn lane at the intersection of James Street and Central Avenue. COMMUTER RAIL STATION AREA STUDY PAGE 60 • Add a southbound through lane and convert the existing southbound through and left lane to 'r a left turn lane to form the southbound double left turn lanes. • Install a signal at the new intersection at 4th Avenue and 2nd Avenue Extension with southbound and northbound left turn pockets. • The 2nd Avenue Extension should be a slow speed, internal access street with 2 lanes except at the intersections at Smith Street and 4th Avenue. Discourage through traffic by introducing design elements to slow the vehicles down. • Consider access control by providing landscaped medians on Central Avenue between Smith Street and James Street. Allow U-turns at signalized intersections. • Provide left turn lanes for all approaches at the intersection of 4th Avenue and Smith Street. • Widen the section of 4th Street from Smith Street to the new intersection with 2nd Extension to provide a continuous two-way center left turn lane or landscaped medians. • Reconstruct Smith Street from 4th Avenue to Central Avenue. Provide wide sidewalks and landscape strips between the vehicular lanes and the sidewalks. • Encourage pedestrians on the north side of Smith Street in the vicinity of the Sound Transit's parking garage wishing to cross Smith Street to use the newly signalized 2nd Avenue. • Consider adding a landscaped median on Smith Street between 41h Avenue and 2nd Avenue. STREETSCAPES Railroad Avenue • Continue lease agreements with BNSF for existing parkland, and pursue lease of the Kent Gypsum site for recreation facilities to support new downtown residential development. • Provide capital investment to renovate the west side of Railroad Avenue as an urban park block incorporating ornamental lighting, sidewalks and a pedestrian promenade. Formalize an outdoor event venue around the existing bandstand located across from the farmer's market. • Negotiate with BNSF to implement site improvements for upgrading the derelict appearance of the rail depot site. Pursue lease agreement for public use of the historic rail depot. • Introduce ornamental street/pedestrian lighting for right-of-way illumination from Titus Street to James Street. Integrate pairs of street trees between light fixtures. 1" Avenue • Extend ornamental street/pedestrian lighting on 1st Avenue South from Gowe to the King County Library. • Improve visibility into Rosebed Park. Retrofit the existing pergola to modify its architectural character. Incorporate ornamental lighting and interpretive features about the history of Kent. • Modify parking to provide a widened sidewalk with street trees and ornamental lighting _ along Kaibara Park. • Utilize ornamental street/pedestrian lighting on lst Avenue North between Smith and James. Integrate pairs of street trees between light fixtures. COMMUTER RAIL STATION AREA STUDY PAGE 61 Smith Street • Acquire parcels fronting both sides of Smith Street between Central Avenue and Railroad Avenue for development of an east city center gateway. • Require that Sound Transit re-develop the temporary parking lot at the northwest corner of Smith Street and Railroad Avenue as a formalized urban greenspace, rather than a paved plaza. • Require that Sound Transit develop street frontages along the proposed parking garage as a formalized urban greenspace, rather than a paved plaza. • Retain and formalize the existing greenspace along the King County Library frontage on the south side of Smith Street between the Railroad Avenue and 2"d Avenue. • Provide continuous 4' wide planting strips to separate sidewalks from vehicular lanes. Incorporate ornamental steel railings as a design feature between Railroad Avenue and 4cn Avenue to control pedestrian movement across Smith Street. Integrate a single specie of large-scale canopy trees spaced at+/- 30' on center(Tilia cordata). 41h Avenue • Adapt the northeast corner of the Kent Commons parking lot and the northwest corner of the Borden Fields site to develop a north city center gateway at James Street. Coordinate design features with those currently being planned for the south city center gateway at Willis and 41n Avenue. • Extend the pattern of ornamental street lighting with pavement logos and pre-cast logo benches, installed as part of the 2000 Downtown Sidewalk Replacement & Gateway Improvements, north to James Street. 2°d Avenue • Develop the intersection of 2"d Avenue North and Temperance Street as a civic plaza. Include a participatory water feature, ornamental lighting, pre-cast logo benches and specialty pavement as design features. • Integrate the street as part of the plaza by extending specialty pavement patterns through the intersection and demarking vehicular lanes with flush curbs and bollards. • Incorporate speed tables, pedestrian curb extensions and pedestrian crosswalk paving as priority design features at intersections to calm traffic. Integrate parallel parking • Utilize ornamental street/pedestrian lighting for right-of-way illumination. • Integrate pairs of street trees between light fixtures. Utilize a single specie of medium-scale tree from the approved city list to establish an open, umbrella-shaped tree canopy (Gleditsia tricanthos, Zelkova). • Renovate 2"d Avenue south of Smith Street to create a contiguous streetscape corridor extending from the Regional Justice Center to Gowe Street. COMMUTER RAIL STATION AREA STUDY PAGE 62 Meeker Street • Incorporate pedestrian crosswalk pavement and ornamental pedestrian lighting between 4th Avenue and Central Avenue. • Retrofit existing planting areas and curb extensions to improve visibility. Integrate pairs of pedestrian lights, pavement logos and pre-cast logo benches. Key Intersections • Adapt signal poles at the following intersection to visually identify the city center core: Central & Gowe, Central & Meeker, Central & Smith, Central & Pioneer 4th & Gowe, 4th & Meeker, 4th & Smith, 4th & 2nd (new intersection) 2„d & Smith • Incorporate art panels, gull-wing luminaries and framed street signs. Street Tree Planting • Utilize 4' wide x 6' long tree pits for all new street tree planting. Adapt existing 4' square tree grate casting to 4' width x 6' length. • Utilize trees from the approved City of Kent street tree list as follows: 2nd Avenue: Gleditsia tricanthos or Zelkova Serrata l St Avenue North: Pyrus calleryana Smith Steet & Railroad Avenue: Tilia cordata Development Incentives • Ensure that the land use regulations and the permit process are as predictable and efficient as possible. Make sure that regulations are updated and serve to encourage new and infill development throughout downtown Kent. • Communicate proactively with potential downtown investors (developers and funding organizations). • If feasible, adopt a Planned Action Ordinance based on analysis of proposed land use scenarios. • Reduce impact fees • Provide public facilities and infrastructure _ • Offer Tax Abatements • Package and assemble land for development • Facilitate Project Financing • Participate in Joint Development COMMUTER RAIL STATION AREA STUDY PAGE 63 Recommended Zoning and Regulatory Revisions • Revise the Downtown Light Manufacturing (DLM) zone to Downtown Commercial Enterprise (DCE) • Add more uses to the Downtown Commercial (DC) and Downtown Commercial Enterprise (DCE) zones. • Revise the General Commercial (GC) zoning on Central Avenue and Railroad Avenues between James and Smith Streets to DCE. • Add any new public streets created by new development within the Commuter Rail Station Area (1500 feet of the station) to the Pedestrian Plan Overlay as Class A or Class B streets. • Revise the Kent Zoning Code parking standards to include standards for structured parking and possibly reduce standard stall sizes in parking lots. • Adopt an ordinance declaring the area within Kent's Urban Center a "Residential Targeted Area" (RCW Chapter 84.14). • Adopt a Planned Action Ordinance for potential development on the Borden property when appropriate. P:\CommuterRai I S tation AreaStudyfn.doc 9/12/00 2:09pm COMMUTER RAIL STATION AREA STUDY PAGE 64 City of Kent i Commuter Rail Station Area �-GC Development Opportunities Map MR G. -March 2000 ' a — --— r J a Y• - p; /J/ - rylr M a v5 lz xvena aaaasr2oaxrsx�AM�rJ! avatsna��sR i t, DLM -6 1 _Iu�IRA r , i II Illl a Z m r'K .;acr �r Development Opportunities 1 Borden Northwest Corner 5 North Railroad Site 9 South Railroad Site 2 Borden Southwest Corner 6 North Central Site-Northern 10 West Meeker Site-Office 3 Borden Central Portion 7 North Central Site-Southern 11 West Meeker Site-Mixed 4 Harrison St.Parking Lot 8 Penney's Site Station Location 0 500 1000 Feet---- _ —-------- Zoning Boundaries (Quarter-and half mile radii from station shown.) KENT STATION AREA PLAN MARKET ANALYSIS SUMMARY OF RESULTS: 1 . Overall Demographic Conditions Indicate Strength of Underlying Market Area 2. Development Over Past 2 Years Demonstrates Validity of RJC and Commuter Rail Influence. 3. Actual Absorption Has Fallen Short of Previous Projections. - Assembly of Sites for New Development has Been Slow - Difficult Balance of Cost to Renovate and Ability to Pay 4. Office is Strong Immediate Potential 5. Residential Development Strong Given Regional Growth and Commuter Rail , 6. Retail Potential Strong in Long Term 7. Full Service Hotel With Conference Center Still Realistic Opportunity KENT STATION AREA PLAN FINANCIAL ANALYSIS PURPOSE: 1 . Estimate Financial Performance of Selected Prototype or Demonstration Projects 2. Demonstrate Feasibility of Prototypes - or - 3 . Identify Necessary Conditions for Feasibility Kent Commuter Rail Station Area Key Urban Design Principles - extending the street grid - breaking down the Borden site into blocks - establishing a village-like, pedestrian-oriented ambiance - creating a central public space - linking to the station - linking to downtown core - placing housing in the north portion of the site to create a transition - highlighting landmark structures - identifying additional infill opportunities within the station area Kent Commuter Rail Station Area Study Transportation Impacts and Recommendations Purpose of Transportation Analysis ■ To review existing conditions ■ To estimate new trips generated by commuter rail station and potential redevelopments ■ To assess traffic/pedestrian impacts ■ To identify improvements 1 New Trip Generation ■ Commuter rail station: — 450 new vehicle trips per PM peak hour ■ Redevelopments: — 745 new vehicle trips per PM peak hour Ma left t i n 11 Planned � ._.... ,�;:. tlew Ik Improvements (Sound Transit) / _ `, „ ga 1 N K 1 k 41 _1 Street, k y. t_.3 x � YYrtlerJRetonslrrlCl �� T�J beet. Stet,Fj S. fltuY [ po 9 Islefl pocket fo o� �'� -•r � k i � t r + g_._ ) p LPrpl jA MrF:,r-`nd.ary rSaW st. 2 Future Level of Service ■ Used a traffic simulation model ■ Level of service would be lowered by 5 to 27 seconds.- - Smith Street/Central Avenue — Smith Street/4th Avenue — Willis Street/4th Avenue — James Street/Central Avenue I t _t '• Recommendation p'! 2.Install a new 1.Add NB it 1" signal and NB and and and SB left SB left turn -• turn lanes z- <,,,� access control :{ a two " 2lana -wav s center eft 9.Encourage • with slow n a turn lane ped.to use this jig 2.Add a SB tt mte�section through lane +_ • tip landsca ed -7„ 6-Reconstruct 6.Add left turn with wider pockets to all ..„.,,,?- } sidewalks ,Y ;� ------ approaches,mod m ...fppp - si net has U_ .and U.S:rc cowrynm :x:xrtr. �i aw::r 3