HomeMy WebLinkAboutCity Council Committees - Land Use and Planning Board - 09/14/2009 (2) COMMUNITY DEVELOPMENT
Fred N. Satterstrom, AICP, Director
PLANNING SERVICES
Charlene Anderson, AICP, Manager
K E N T
W AS HI N G T 0 N Phone: 253-856-5454
Fax: 253-856-6454
Address: 220 Fourth Avenue S.
Kent, WA 98032-5895
AGENDA
LAND USE & PLANNING BOARD
WORKSHOP
SEPTEMBER 14, 2009
7:00 P.M.
LAND USE & PLANNING BOARD MEMBERS: CITY STAFF:
Dana Ralph, Chair Charlene Anderson, AICP, Planning Mgr
Jack Ottini, Vice Chair Gloria Gould-Wessen, Planner
Steve Dowell Kim Adams Pratt, Assist City Attorney
Alan Gray
Jon Johnson
Aleanna Kondelis
Barbara Phillips
This is to notify you that the Land Use and Planning Board will hold a Workshop on
MONDAYI September 14, 2009, in Kent City Hall, City Council Chambers East at
7:00 p.m. No public testimony is taken at workshops, although the public is welcome to
attend. The workshop agenda will include the following item(s):
1. CPA-2007-4 Midway Subarea Plan (Gloria Gould-Wessen)
Discussion of the draft Midway Subarea Plan, a planning document developed
in anticipation of future high-capacity transit improvements within the Pacific
Highway South transportation corridor.
Any person requiring a disability accommodation should contact the City in Advance for more
information. For TDD relay service for Braille, call 1-800-833-6385, for TDD relay service for the
hearing impaired, call 1-800-833-6388 or call the City of Kent Planning Services directly at
(253) 856-5499 (TDD) or the main line at (253) 856-5454. For further information or copies of the
staff memorandum contact the Planning Services office at (253) 856-5454. Check the following
Website: http:11www.ci.kent.wa.us/plannin_llulupblist, for available documents
P:\P Ian ning\LU PB\2009\AGEN DAS\091409_LUPB W kshp_Agda.doc
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1
COMMUNITY DEVELOPMENT
4011 Fred N. Satterstrom, AICP, Director
• PLANNING SERVICES
KEN T Charlene Anderson, AICP, Manager
W A 5 H I N G T O N
Phone: 253-856-5454
Fax: 253-856-6454
Address: 220 Fourth Avenue S.
Kent, WA 98032-5895
September 8, 2009
To: Dana Ralph, Chair, and Land Use and Planning Board Members
From: Gloria Gould-Wessen, AICP, GIS Coordinator/Long Range Planner
Subject: Midway Subarea Plan (CPA-2007-4/CPZ-2007-2) (KIVA - 2074570)
Land Use & Planning Board Workshop - September 14, 2009
INTRODUCTION:
Early in 2008, the City of Kent and the City of Des Moines began collaborative
planning efforts on the Pacific Highway South transportation corridor. This shared
project is called Envision Midway. The future extension of Sound Transit light rail
service into Midway was the impetus for the two cities to work together on this
project. Envision Midway was supported by funding from a State of Washington
Department of Community Trade and Economic Development (CTED) (now named
Department of Commerce) Competitive Growth Management Act Planning Grant. One
of the State deliverables is the Midway Subarea Plan. The Background, Envision
Midway Outcomes, and a Subarea Plan Overview are presented below to begin your
review and discussion of the Midway Subarea Plan.
BACKGROUND:
On November 10, 2008, a summary of Envision Midway was presented to the Land
Use & Planning Board. Envision Midway is a collaborative planning effort between the
City of Kent and the City of Des Moines. The two cities were involved in the grant
application to CTED, and once awarded, shared in defining the study area, design of
the public outreach, and production of grant deliverables. Envision Midway is guided
by a Mission Statement and Goals developed through a Joint Advisory Committee
made up of Council Members of the Kent Planning & Economic Development
Committee and the Des Moines Financial & Economic Development Committee. The
public outreach conducted through Envision Midway is the backbone for the Midway
Subarea Plan vision and guides its goals and policies.
ENVISION MIDWAY OUTCOMES:
Envision Midway public outreach was designed to assist Kent and Des Moines develop
subarea or neighborhood plans and implementation strategies in preparation for the
future extension of light rail into the area. Staff jointly developed the public outreach
program. Property and business owners and tenants within the Midway Study Area
and the surrounding neighborhoods were invited to participate in Envision Midway.
2
The goal of the outreach was to measure the community's concerns and identify the
possibilities for the built environment that are based on existing physical and social
conditions. Participants were also asked to look into the future and consider what
Midway could be with light rail serving the community.
Numerous meetings were held as part of Envision Midway. Kent staff also presented
to local Neighborhood Groups to inform them of Envision Midway and encourage their
participation. Two public open houses and two workshops were held during 2008 and
early 2009. A Stakeholders Committee was also formed. The committee was
comprised of representatives from Highline Community College, Highline School
District, Kent Neighborhood Groups, major property owners and businesses,
transportation and regional agencies, elected officials and city planning board
members. Four Stakeholders' meetings were held during 2008 and early 2009.
Furthermore, staff held a Developers Forum in late July 2008 to get feedback on land
use scenarios that were evolving from the public visioning process. A Developers
Forum II is scheduled for September 17, 2009 to review similar materials presented at
this Land Use & Planning Board workshop. Presentations, handouts, and outcomes
from all public outreach are available at the project's website.l
The visioning efforts were designed to be iterative, building on each group's efforts
and feedback. The following graphics illustrate conceptually the outcomes from
Envision Midway (see associated attachments):
A. Scenario 3.0 - Broad land uses that reflect Transit Oriented Village nodes around
proposed light rail stations separated by an existing Highway Commercial Corridor.
B. Rail Station Location Options - Three (3) options considered by stakeholders and
public. SR-99 reflects Sound Transit's option considered for budgeting purposes;
the other options were generated from public discussion. Note the pro & con
statements and elevation drawings of the light rail.
C. Light Rail Station SR-99 East - This option reflects input from final workshops that
reviewed the above three (3) rail station location options and depicts the Planned
Action Ordinance (PAO) boundaries. This option depicts more open space, reduced
public roads, and an increase in private roads and pedestrian connections from the
other options.
SUBAREA PLAN OVERVIEW:
The Midway Subarea Plan has its foundation in the extensive public outreach
conducted during Envision Midway. The subarea plan will guide implementation
projects (e.g. the Midway Planned Action Ordinance and Midway Design Guidelines).
A subarea plan is similar to a Comprehensive Plan, but focuses on a subsection of the
jurisdiction. As such, the Midway Subarea Plan (the Plan) contains the following
chapters and associated sections:
' The website is www.EnvisionMidway.com
9/14/09 - Land Use & Planning Board Workshop
Midway Subarea Plan - CPA-2007-4/CPZ-2007-2
Page 2of3
3
Introduction:
• Purpose section with the mission statement and Envision Midway goals; and
• Overview section which defines the study area and provides a history of
development.
Existing Conditions:
• Environmental section defines the ground conditions;
• Demographics and Economics section provides information on population trends,
housing types and values, and household income and jobs;
• Community Services section highlights Police and Fire, Water and Sewer,
Education, Parks and Open Space, and Library; and
• Land Use Profile section that looks more closely at existing land uses and potential
capacity for growth in relationship to household and jobs forecast numbers from
Puget Sound Regional Council (PSRC).
The Vision:
• The Next Generation - Midway in 2050 section describes what Midway would look
and feel like based on input from Envision Midway public outreach efforts; and
• Building Partnerships and a Vision section describes the visioning process, the
products and outcomes.
Framework for Midway:
• Contains the guiding principles for the Midway Subarea Plan which reflect a
synthesis of statements made at public workshops, stakeholders meetings and
workshops with elected officials. The framework guides the goals and policies.
Midway Subarea Plan Goals & Policies:
The goals and polices found in the Plan reflect and are consistent with Kent's 2004
Comprehensive Plan Framework policies. However, the goals and policies of the
Midway Subarea Plan are specific to Midway and are the result of extensive
community visioning efforts. The following are the focus of the Midway Subarea Plan:
Land Use; Urban Design; Housing; Transportation; Park & Open Space;
Implementation; and Inter-jurisdictional Coordination.
At the September 14th workshop, staff will present a brief synopsis of Envision Midway
and the outcomes, focusing on Scenario 3.0 and the associated light rail station and
rail alignment concepts, in particular the SR-99 East option. If there are any
questions, please contact Gloria Gould-Wessen at 253.856.5441.
S\Permit�Plan�COMP PLAN AMENDMENTS\2007\CPA-2007-4_MID WAY\LUPB\SubareaPlan\091409_Memo.doc
Enc: Attch A- Land Use Scenario 3.0
Attch B- Rail Station Location Options
Attch C- Light Rail Station Area Concept: SR-99 East
Midway Subarea Plan
cc: Ben Wolters E&CD Director
Fred Satterstorm,AICP, Planning Director
Charlene Anderson,AICP, Planning Manager
9/14/09 - Land Use & Planning Board Workshop
Midway Subarea Plan - CPA-2007-4/CPZ-2007-2
Page 3of3
4
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e/� ✓i S i O/?
Ra1* 1 Stati
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MIDWAY
,aliNWOpti ns,& a collaborative planning project
Revised Midway Light Rail Station Area Concept: SR 99
G Pros:
-- • Removes conflict with autos
M • Removes conflict with commerce
High Voltage Transmission • Provides fast service
1 0 Line(minas•setbadt)
yr' _ La Plaza . • Fits into existing high capacity transportation corridor
a" Center .. p Convenient E/W METRO link
Center
• Provides E/W pedestrian link across SR-99
Single Family
Linear Open Space (overpass or at-grade)
�.
/ S.234th Street __ i h •
Supports major employment center (HCC)
01 / (@ Metro Park
s . \, &Ride Enhances HCC campus
" ®6 ke°=-o • High development potential in 1/4 mile radius
/Structured Parking esM
(500spaces) �:� 4 �® °esRoad Allows business at station's ground level
Station • Pedestrian overpass eases traffic conflicts
• No right-of-way (ROW) purchase for 30th Ave
Pedestrian Spine
• Preserves intimate feel of 30th Ave `Great Street'
-•r i. Retail Frontage-' (crosshatch) Cons:
• Need to acquire ROW
Hi hline
mmu Proposed Regional . Narrow lots made smaller b ROW purchase
t <'S•-COff1rTlUfllty �• °`? f� Detention Facility y
College _ • Need to reconfigure access to properties
€� _ w• W • Impact to pedestrian environment
Long pedestrian crossing at-grade of SR-99 intersection
Fast rail speed disconnects riders from
O j M °°' passing community
��
S.240ch Street - _ -
1 r--
Low Density
i
Multi-Family
li
T
Parkside
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High V'iollage Transmission
Line(mi'rj.25'setback) t^,
I Single Family Pacific Highway M adenM�w,
Single Family
S.246th Street _
Midway Light Rail Station Area Concept:30th Avenue South Midway Light Rail Station Area Concept:)-5
Pros: �� T Pros:
- t •New'Great Street' 5 Q• -� �. •Removes conflict with autos
with urban feel - •Provides fast service
�_ _ .•' h •New alternative N/S 9N •Convenient METRO link from 1-5
corridor for all r +^ ,i^'•^'""°^ •Convenient HOV link from 1-5
modes of travel y�y � •Creates sound barrier
Shppift - p •New link for Des Moines& s„ j• neighborhood at west
c «, _ _ • Kent over SR 518 c `
sin p,mn ^�.;� •Slow rail speed Cons:
Sk y `• Single family L'near Open Spce
unmr oce^sw connects riders with N •Exceeds I/4 mile radius to major
S.z3lm suet -- passing community _ S.teens - fl z employment center(HCC)
a - Q (� ` na p 0� •Provides E/W pedestrian a � 0 ---�",, Werra o-rk •Does not enhance HCC campus
„ -r ` v a R° C link at-grade across SR-99 r • a Rae •Lacks visibility to regional transportation
st,n,tnrea Pedng �'' - ""D�o •Supports major �? y nk`^t.oe o,°`. corridor SR-99
lsoo,ce<«l i t v d R, employment center(HCC) \ e,Roaa •Brings regional traffic into neighborhood
•High development potential � QhI •Brings METRO links into neighborhood
in 1/4 mile radius LL/% • '� - '' a"'i Fr°^t'se •Need to acquire all ROW
•Convenient METRO -! •Reduces development potential by
link from I-5 I/2 in I/4 mile radius
�• is •Convenient HOV '�j ( •Uphill walk for pedestrians going west
aetilF Se link from 1-5 •May require transit shuttle for
'. -� � \ l l"°"""`nl i •No impact to SR-99 S(•�+ y _ nnax ,tee - rider-ship success
properties
Highone l - l l •No impact to SR-99 Highline
Community -- Community
Cortege s Q ® I - street improvement College D t -
1 I • s<r^<wree g
Cons: �� isa,reee,�k,n
•- -d. �` .._ r V ya t •Proximity to vehicular traffic
` `• s _ •Reduces fast service to :,1
s = speed of auto T t v
s O `� •� a 1, �� : •Brings regional traffic into
zoom street - --_._- - neighborhood tom s,reer
\\ - - •Brings METRO links s < c_a'wcccs• z
V \\ into neighborhood v i,
\\ •Need to acquire
Lo•..Dart:ity \\ significant ROW L.a:ay
•Costly to link Des Moines& � y
\\ Kent over SR-518 '
\\ l •Lacks visibility to regional c'
Parkside \� ` transportation
k
\\ corridor SR-99 Park:iee R `� `•l�.
U Does not enhance n 1 4
HCC campus �ll7YC 1,' -
it •Siting conflicts with high
"i�si 5mi
II S,J,re,:my tension power lines sn eFaml t
• l d d Reuces development �� singm family
S.Nbm Svee, tt P S.Nb,M1 Svee< •
potential by 1/3 H`
E- �' 11 v✓ Maps and Drawings by:
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8
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Midway Light Rail Station Area Concept: SR 99 East
.o
1-5/SR 509 Corridor Study Area Boundary j
Existing regional — Completion and Freight
detention pond ® i Improvement Project.01
.00
1 m
4 o
. New streets
01
1z/
��� �
/ �.•
/ New bridge
Single Family '•
La Plaza
' Shopping I
Pedestrian Center
� L Open Space
connections
i
Vi
5.234th Street
4
w �x��/ 4". " - ♦ METRO Park `
&Ride
11; New streets >4; 7t`
O
r+ g 4 n, ` oirye
o R �
tea/ ;t e
,I ad
S.236th Street _ rK � � � �teo
Light Rail Station
Structured park--
ing(500 spaces) Park '
Highline �
Community New street
College 1 I-5/SR 509 Corridor I
Pedestrian connections FA L Completion and Freight
Improvement Project
/ Regional stormwater
detention facility '
/ New street and bridge
S.240th Street
L � a
WSW
HURM
Lowe's
Multipurpose trail /
/
Low Density HHNW
Multi-Family "NNW /
UH4HHHIHR Pedestrian /
connections
/
New streets /
o
Single Family
v
Parkside o /
♦ Park m rn
v
rn /
♦ ¢ ) /
♦S.246th Street
� Park
Single Family �
Pros: Cons:
• Removes conflict with autos • Need to acquire some ROW
• Removes conflict with commerce • Possible need to reconfigure access to properties
• Provides fast service • Elevated rail impacts pedestrian environment
• Fits into existing high capacity transportation corridor •Wide at-grade pedestrian crossing SR-99 increases e 07 V/s/ O/?
•Convenient E/W METRO link potential for vehicle-pedestrian conflicts
•Serves urban density housing and jobs East of SR-99
• E/W pedestrian link across SR-99 at new intersection MIDWAY
•Supports major employment center(HCC)
• High development potential within 1/2 mile radius a Collaborative planning project
•Allows business development at station's ground level
• Preserves intimate feel of 30th Ave`Great Street' J.-15,2009 C
d
0 o 100 mo aa. 6 Ci
10
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11
Midway Subarea Plan
Chapter One
Introduction
The Midway Subarea Plan (the Plan) conveys a range of actions that prepares the
area for the future high capacity light rail transit. The Plan illustrates the potential
of Midway and is intended to inform decisions of public and private entities. The
implementation of the Plan will be through design guidelines, development
regulations and incentives, capital investments, and other public and private
strategies for the transit nodes. Kent will complete a Planned Action Ordinance to
encourage redevelopment in the area, most particularly around the light rail transit
station node anticipated to be located near Highline Community College.
The Midway Study Area contains the commercial spine for Kent's West Hill
residents, as well as residents from the City of Des Moines. The shared geography
and common interests in the future of Midway prompted leadership from both
communities to engage in a collaborative visioning effort, called Envision Midway,
which resulted in the Midway Subarea Plan. The City of Des Moines is developing a
similar document. Together these planning documents will guide the cities in
creating regulations that are consistent and that will facilitate future
redevelopment, particularly for property owners east of Pacific Highway South (SR-
99). The overall thrust of the Midway Subarea Plan is a new direction toward a
walkable compact community, consisting of a mix of uses that thrive in an
economically and environmentally sustainable future.
This document contains the following sections: The Plan's Purpose; Overview of the
study area and history of development patterns; Existing Conditions of the
environment, demographics and economics, community services, and land use; The
Vision starting with a look into the future followed by details of the public outreach
process and the results; and Framework for Midway which includes the Policies and
Goals for the Midway Study Area.
Draft - Midway Subarea Plan 1
12
Purpose
Envision Midway Mission Statement:
To transform the Midway community into a sustainable urban area
which enhances commercial development and optimizes its
geographic location, wide range of transportation options,
educational institutions, and views.
The prospect of high capacity light rail transit prompted the Cities of Kent and Des
Moines to undertake a major planning effort called 'Envision Midway'. The mission
and goals of Envision Midway were established collaboratively by the City Councils
of the two cities and guided extensive public involvement. The outcomes from the
visioning efforts of Envision Midway guided the Midway Subarea Plan.
Envision Midway Goals:
1. Provide a mix of land uses that increase revenues, job opportunities, and
housing choices.
2. Reconcile development standards along the border between the Cities of
Kent and Des Moines to be consistent and reflect the vision for the study
area.
3. Provide for public participation in the development of land use policies,
development regulations, and implementation strategies within the study
area.
4. Provide appropriate land uses and regulations that support Bus Rapid
Transit within the Pacific Highway corridor.
5. Identify preferred alignments for light rail and the associated station and
stop locations within Kent and Des Moines.
6. Ensure design that provides a safe and inviting pedestrian environment.
Overview
The Midway Subarea Plan (the Plan) focuses on an area located along the extreme
western portion of Kent along a north/south ridge line sandwiched between the
Duwamish/Green River Valley and Puget Sound. Generally the landscape is gently
rolling with the highest point located in the northern third of the study area,
affording the potential to capture views of Puget Sound and the Olympic Mountains
to the west, and views of the Kent Valley, Mt. Rainier and Cascade Mountains to the
east (see Figure 1 - Midway Study Area). The Midway Study Area abuts the City of
Des Moines along the entire western border. It also shares boundaries with the
Cities of SeaTac and Federal Way, and Unincorporated King County.
Draft - Midway Subarea Plan 2
13
' Il� J
L
II -1 '
� 9s�
� r
� 9 9s555i f
— —y I bST—Sa 6T
1 934—�1_
Legend l
Leg
City Limits
� d
— Jf O Midway Subarea
- sxro a Midway Transit Village Overlay
_ I Midway Subarea Parcels
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KENT y 11
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Planning Services-9eprem6er 2009 No S-6
Figure 1: Midway Subarea.
Draft - Midway Subarea Plan 3
14
Different portions of the study area have historically been known by different
names, including Midway, Saltair Hills, and Woodmont. These neighborhood
boundaries were never formalized and so sometimes overlapped. Midway is
centered around the intersection of Kent-Des Moines Road and Pacific Highway
South and runs south to Saltair Hills. Saltair Hills is defined by the single-family
neighborhood west of SR-99 between South 248t" Street and South 252"d Street
and was part of the 1958 Saltair Annexation. The southern half of the study area is
part of the area known as Woodmont, which extends between S 252nd Street and
beyond South 272"d Street.
Highway 99 (a.k.a. Pacific Highway South) defines Midway. The highway drew
commerce to its edges, and like its northern counterpart - Aurora - Midway's street
network creates large blocks ranging from 1/2 to 3/4 of a mile long. Some
properties are so large there are no streets other than direct access off SR-99.
Interstate-5 also serves the Midway Study Area, with future connections provided
by an extension of SR-509 from nearby Seattle-Tacoma International Airport,
approximately 4 miles to the north.
History of Development:
The name Midway' was a marketing tool used to denote the area's location halfway
between Seattle and Tacoma. Back in the 1930s and 1940s, the new highway
brought people from around the region to the Spanish Castle (located at the
intersection of SR-99 and Kent-Des Moines Road [SR-516]) for a night out with
Gordon Green's Orchestra. The Spanish Castle continued operating into the late
1960s where it became a place for teens to dance to local bands like The Wailers,
Paul Revere and the Raiders, Sonics and national acts like Jerry Lee Lewis and the
Beach Boys. Another icon was the Midway Drive-in Theater which operated from
the 1940s to the mid-1980s and was the largest single screen drive-in theater in
the area. Once closed, it became an off-site parking lot for Highline Community
College students and on weekends a huge flea-market.
The Midway area has constantly been evolving. Many of the historic motels and
small businesses that once served the weary traveler have made way for the new
auto-oriented development, namely strip malls and big box stores with large
expanses of parking. The most recent historic use to give way to progress was the
Midway Drive-in Theater. Its huge neon sign was as iconic regionally as the
Hollywood sign in Los Angeles. Along with the typical auto-oriented retail shopping
area, one will find light industrial, outdoor storage yards, long-haul truck sales and
service, mobile home parks and a couple of small apartment complexes. Highline
Community College (HCC), located off S 240t" just west of SR-99 in the City of Des
Draft - Midway Subarea Plan 4
15
Moines, was dedicated in January 1963 and recently completed a master plan to
grow the campus in partnership with Central Washington University. There are two
(2) closed landfills located in the study area (i.e., Midway and Kent-Highlands
Landfills). They are being prepared for reuse and redevelopment by the property
owner City of Seattle Public Utilities (SPU).
A new wave of redevelopment in Midway started approximately three (3) years ago
when Kent (along with adjacent cities) completed the Pacific Highway Rehabilitation
Project. Kent invested $21 million dollars to build sidewalks, street trees,
pedestrian scale lighting and a planted median, turning SR-99 into a safe and
attractive roadway. Two (2) HOV lanes were added to the existing five (5) lane
highway for the purpose of accommodating King County's "Transit Now" program
and its Bus Rapid Transit (BRT) system. Scheduled to begin service in 2010, BRT
uses technology to provide a fast and reliable transit system that connects riders
with the SeaTac Airport Light Rail Station. One of the first redevelopment projects
was a Lowe's Home Improvement super store where the old Midway Drive-in was
located. Fred Meyer at South 252nd Street remodeled their existing store. Both
projects constructed additional retailing space that abuts the highway for a more
pedestrian-friendly atmosphere. There have also been a couple of 3-story office
buildings constructed - one to accommodate Highline Community College and the
other housing the Carpenters Union.
The catalyst for the next phase of development in Midway will be the expansion of
Sound Transit's light rail service south from SeaTac Airport. Funding to expand
light rail to 55 miles was approved by Central Puget Sound voters in November,
2008. The additional 36 miles will extend rail north from Seattle to Lynnwood, east
to the Redmond Overlake Transit Center, and south to Star Lake/Redondo Transit
Center located at South 272nd Street. Expansion of the southern route is expected
sometime in the next 10 to 20 years.
�I
i
- � r
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17
Chapter Two
Existing Conditions
A thorough examination of existing conditions is essential to understanding
opportunities and challenges in the Midway Study Area. This section examines the
environmental conditions, followed by demographics and economic conditions,
overview of community services, and concluding with existing land uses and
regulations.
Environmental
Midway Study Area is largely developed, but there are areas that are restricted
from development due to steep slopes, wetlands, or undevelopable closed landfills.
Generally, the study area sits at a high point of a gently undulating ridge that is
contained by Puget Sound approximately 1 mile to the west and the Kent Valley to
the east. The steep slopes and unstable soils on the eastern edge of the study area
have constrained development and remain wooded with predominately deciduous
second growth trees. The topography of the study area provides view opportunities
in some locations. There are two (2) large former landfills that provide a sense of
open space due to the open grassy fields and undeveloped nature of these
properties. The Midway Landfill is surrounded by development and can be seen
from I-5. The Kent-Highlands Landfill, however, is contiguous with the wooded
steep slopes on the eastern edge of the study area and adds to a relatively large
habitat.
There are natural open spaces within the study area that contain wetlands and are
a part of the Puget Sound and Green River Watersheds. The flow of these
watersheds are illuminated by their names and contain two (2) basins related to the
Midway Study Area (see Figure 2 - Midway Subarea Drainage Basins). The Puget
Sound Watershed is located west of SR-99 to South 240t" Street where it runs to
the east, taking in the subarea to the south. Within this watershed is the McSorley
Creek Basin consisting of 811 acres with 25.7% (N209 acres) as impervious.'
There is one wetland in the study area located off SR-516. It is considered the
headwaters of Massey Creek and flows into Puget Sound. A rather large wetland (>
10 acres) is located just outside the study area along the southeastern corner. It is
the headwaters for McSorley Creek and flows through Saltwater State Park into
Puget Sound. Both are wooded wetlands. The Green River Watershed is located
' City of Kent Drainage Master Plan - September 2008.
Draft - Midway Subarea Plan 6
18
Ile
IL
LU, le
Ar
Legend
Midway Subarea
Midway Subarea Parceis
Drainage Basin
McSorley Creek
Midway Creek
Figure 2: Midway Subarea Plan Drainage Basins.
Ordft - Midway Subarea Plan 7
19
east of SR-99 to South 240t" Street and then continues south generally along the
east side of Military Road. This watershed contains the Midway Creek Basin which
consists of 933 acres with 34.6% (N 35 acres) as impervious. At the base of the
Kent-Highlands Landfill are associated wetlands; however, they are outside the
study area.
Pacific Highway South (SR-99) runs through the Midway Study Area, and Interstate
5 flanks much of its eastern border. Seattle-Tacoma International Airport is located
4 miles to the northwest. The noise and pollution from the various modes of
transportation moving through the study area have an impact. Other pollutant
sources are the closed landfills. Seattle Public Utilities have created and
implemented a mitigation plan for the toxins within the landfills, and the United
States Environmental Protection Agency has not yet taken them off the National
Priorities List of hazardous waste sites. Additional properties within the study area
have been identified on State and Federal brownfield lists. To date, there has been
no assessment of these properties or testing conducted to better understand their
status as brownfields.
Demographics and Economics
South King County plays a major role in the economic vitality of the Puget Sound
Basin, and the City of Kent is a large contributor to that prosperity. However,
economic and demographic information specific to the Midway Study Area is
limited. Demographic information is available from the 2000 U.S. Census and the
area's economic vitality can be assessed from business license data. This section
attempts to provide an understanding of the demographics and economics of the
Midway Study Area.
The City of Kent recently participated in a study that looked at growth rates of key
economic indicators as well as housing affordability and employment
demographics.2 The analysis collected 2008 economic and financial statistics from
business databases as well as state and local government records and compared
the South King County region as a whole to all of King County and the State of
Washington. The data on Kent represent true growth rather than growth as a
result of annexations. The following provides a profile of the City of Kent based on
specific indicators, along with information on Midway from the 2000 U.S. Census.
2 South King - North Pierce County Economic Region ECONOMIC ANALYSIS & STATISTICAL
PROFILE, Herbert Research, Incorporated September 2008.
Draft - Midway Subarea Plan 8
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Population Trends:
Kent is the second largest city in South King County with a population of 88,380
and in 2008 South King County was home to 25.9% of the total population in King
County. Between 2006 and 2008, Kent's population grew by 1.55%. During the
same time, King County's population grew by 2.66%. The median age for residents
in Kent is 34.91 years.
Based on the 2000 Census, the median age in the Midway Study area was 31.8
years. It is lower than the citywide data represented above. There are a high
percentage of families with young children living in the study area. As the
population in Kent has grown, one of the most notable changes has been an
increase in ethnic diversity. As often occurs with the settlement patterns of recent
immigrants, there are concentrated communities of kinship and social networks.
The study area is home to a growing Latino population. The Hispanic/Latino
population citywide is approximately 7-8% of the total population, but nearly 20%
within the study area.
Housing Types and Values:
In 2008, Kent had 36,045 housing units. Kent grew between 2006 and 2008 by
0.43% with single-family units growing at an annual rate of 1.34%. During the
same time, King County was adding housing at an annual rate of 0.63%. The
percent of owner occupied housing units (46.7%) and renter occupied housing units
(49.08%) in 2008 is skewed to rental units, which include apartments, rented
condominiums and single-family homes.3 New construction of multi-family housing
units in Kent (0.15%) is very slow compared to South County as a whole (4.59%).
The median value of all owner-occupied housing units in the City of Kent was
$281,566 in 2008.
Although there is significant single-family housing to the east and west, there is
little housing within the Midway Study Area itself, and all could be considered
affordable. There are six (6) mobile home parks with 222 spaces for mobile homes
or recreational vehicles. There are five (5) apartment complexes consisting of 123
apartments. And there are seven (7) single-family homes, some of which are used
for housing and others used for business.
Household Income and Jobs:
The average mean household income within South King County increased between
2000 and 2008 from $56,104 to $66,000, roughly 2.2% annually. As of 2008, the
City of Kent's average mean household income was $62,475, slightly lower than the
3 These statistics do not include mobile home ownership.
Draft - Midway Subarea Plan 9
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overall average for South King County (i.e., $66,000). The share of total
population in Kent that is of working age (i.e., 16-64) is 67%, similar to South King
County's working age population of 66.7%. The number of jobs per working-age
person in Kent is 1.27, a little higher than the average for South King County at
1.22 jobs per person. In 2007, there were 76,758 jobs in Kent with 28% of those
jobs in the manufacturing sector.
The employment sector within the Midway Study Area is dominated by retail and
composed of mainly small businesses (with the exception of Lowe's and Fred
Meyer). A small segment of employment is manufacturing (i.e., boat building,
cabinetry, counter tops) and there are a variety of rental businesses for fleet
vehicles, trucks and heavy equipment. Highline Community College has a large
presence in Midway employing 1,250 and enrolling over 10,000 students. Based on
the 2000 U.S. Census, the median household income in the study area was $27,284
while the median household income in the City of Kent was $46,046. The number
of households living below poverty level in 2000 in the study area was 34.6% while
in the State of Washington it was 7.6%.
Community Services
The Cities of Kent and Des Moines share a common yet irregular city boundary line
which complicates the provision of public services to the Midway Study Area. The
line is an artifact of an unconventional annexation process that would not be
possible today. The result is that Des Moines and Kent Police and Fire support each
other in ways that ensure service is provided no matter on which side the
emergency call originates.
Police and Fire:
The City of Kent has one substation located within the study area and another
located nearby. The Midway Substation located at 25440 Pacific Highway South
provides a presence along SR-99. The West Hill Substation located at 26512
Military Road South houses police, as well as Fire Station 73 with three (3) engines.
Water and Sewer:
Highline Water District provides potable water to the Midway Study Area.
Midway Sewer District provides sewer service to the area. Both agencies have their
headquarters located in the study area at 23828 30t" Ave South.
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Education:
Highline and Federal Way School Districts serve the area with public education for
grades K-12. Highline Community College serves a diverse student population that
is primarily commuter based.
Parks and Open Space:
There are several parks and recreational open spaces within or adjacent to the
study area. Des Moines' Parkside Park, located at S 244th Street and 25th Avenue
S is a 4.4 acre park with a play area for children and a walking path close to an
extensive wetland within the park. Saltair Vista Park, located at S 246th Street and
26th Place in Kent, is a small neighborhood park with a play area for children, picnic
tables and benches. There are no parks located east of SR-99.
Library:
King County Woodmont Library is located at 26809 Pacific Highway South in Des
Moines and serves the residents of the Midway Study Area.
Land Use Profile
This section takes a closer look at the distribution and location of various uses of
land within the Midway Study Area in order to better understand what exists today
and to consider the capacity for future growth in households and employment. The
Midway Study Area has been described as consisting of auto-oriented strip malls
and big box retailers; light industrial uses; sales and repair of automobiles, RVs,
long haul trucks, and heavy equipment; office; hotels; and affordable housing (i.e.,
mobile home parks and small apartments). Highline Community College, located in
the City of Des Moines, is a significant presence in Midway. The majority of these
land uses are housed within single story buildings with only a handful of multi-story
buildings serving the study area.
Consideration of the buildout capacity for future growth is achieved by several
methods. For the 2004 Comprehensive Plan, staff used Buildable Lands Program
methodology which generally determines capacity based upon land use intensity
achieved by actual development within the previous five (5) years. The
Transportation Master Plan utilized forecast numbers from the Puget Sound
Regional Council (PSRC). The Midway Subarea Plan is utilizing a modified buildout
scenario that relies on capacity rather than forecast or achieved development.
The Midway Subarea Plan utilizes baseline and the 2031 forecast data from the
Transportation Master Plan as part of the modified buildout. The baseline and 2031
forecast data are extracted from various sources. Employment baseline data were
Draft - Midway Subarea Plan 11
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provided by PSRC and originate from the Washington State Employment Security
Department, 2004 extract, based on standard industrial classification code (SIC) or
the North American Industry Coding System (NAICS). PSRC also provided
household baseline data extracted from housing permits submitted by the City of
Kent as of 2004 and geo-coded by PSRC. In 2006, Kent's Planning Services used
household and employment numbers from the above data sources for the City's
Transportation Master Plan adopted June 17, 2008 (Ordinance 3883). The data
were distributed to Kzones (i.e., Kent's transportation analysis zones) for the
transportation model. The baseline land use data produced for the Transportation
Master Plan suggest a near 50/50 split of housing and jobs for the Midway Study
Area (see Table 1). The majority of baseline SFDU (single-family dwelling units)
represents mobile homes.
Table 1
Midway Study Area
2006 Baseline Land Uses by Kzone
Kzone SFDU MFDU RETAIL FIRES GOV EDU WTCU MANU
25 114 329 165 191 72 0 82 2
87 46 417 118 458 20 0 8 1
109 11 0 99 11 4 0 22 0
110 478 753 241 145 0 0 9 204
TOTAL 649 1,499 623 805 96 - 121 207
TOTAL HOUSING 2,148
TOTAL JOBS 1,852
Puget Sound Regional Council (PSRC), in conjunction with the State Office of
Financial Management (OFM), provided a forecast for housing and employment
used in the Kent Transportation Master Plan (see Table 2). Comparing the 2031
forecast with the 2006 baseline, housing declines in Kzone 25, presumably due to
conversion of the mobile home parks into commercial uses. Overall, employment
doubles within the study area and housing gains only slightly.
Baseline and forecast data are provided in two different formats. Baseline (a.k.a
existing) households and employment are provided as point data and applied to
Kzones. The PSRC forecast data are provided within the geography of PSRC
Transportation Analysis Zones (TAZ). Distribution of the 2030 PSRC household and
employment forecasts to the smaller geography of Kzones is accomplished
mathematically based on percent of Kzone within a TAZ. The forecast numbers
reflect market trends within the region and do not represent the capacity available
within the zoning district to absorb households and employment. Because the 2004
Draft - Midway Subarea Plan 12
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Table 2
2031 PSRC Forecast Land Uses of Midway
Study Area by Kzone
Kzone SFDU MFDU RETAIL FIRES GOV EDU WTCU MANU
25 3 358 565 766 47 0 47 75
87 88 544 347 167 39 0 217 4
109 40 14 62 217 58 127 33 2
110 632 529 376 510 31 0 31 50
TOTAL 763 1,445 1,351 1,660 176 127 329 132
TOTAL HOUSING 2,208
TOTAL JOBS 3,775
Baseline data are geocoded by point, the accuracy is more reliable than the 2031
PSRC forecast data distributed by percent geography. Distribution of the forecast
numbers is not an exact science when forecasts travel from the larger TAZ to the
smaller Kzone levels. It should be noted that Midway Study Area is not completely
contained within the geography of the City's Kzone system. Kzone 25 is completely
within the study area, however, Kzones 87, 109, and 110 are not.
The Midway Subarea Plan proposes to increase the capacity in the study area by
changing the zoning around the light rail stations. This will support the future high
density mass transit planned by Sound Transit. Compact high density uses are
envisioned for the transit node near Highline Community College. The station
location at South 272"d Street has far less potential to accommodate growth due to
a large wetland that reduces the buildable land area within the City of Kent, but
growth can occur within the Cities of Des Moines and Federal Way. There is ,
however, substantial capacity for growth around the transit node near South 240t"
Street. Midway Land Use Scenario 3.0 (see The Vision for details) provides a 78%
increase in employment in Kzone 25 and a 93% increase in households (see Table
3). This capacity may not be absorbed by 2031, but the zoning change does
illustrate the potential for growth.
The State Office of Financial Management (OFM) and the PSRC recently revised the
2031 forecast of households and employment, establishing new targets for the
Central Puget Sound region to use for planning purposes in determining its ability to
absorb the projected growth. Presently, the King County suburban cities along with
the Cities of Seattle and Bellevue, and King County are working on the allocation of
these 2031 growth targets to local jurisdictions. The result will ultimately revise
household and employment targets for Kent. Providing additional capacity in the
Midway Subarea will help Kent's ability to absorb future growth targets.
Draft - Midway Subarea Plan 13
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Table 3
Midway Study Area Capacity
Based on Envision Midway Land Use Scenario 3.0
PSRC 2030 Forecast Scenario 3.0 Capacity
Kzone Jobs Households Jobs Households
25 1,500 361 6,928 5,554
87 775 632 775 632
109 500 54 526 3,924
110 1,000 1,161 1,000 1,161
TOTAL 1 3,775 1 2,208 1 9,229 1 11,271
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Chapter Three
The Vision
The vision for Midway was conceived from a series of workshops, meetings and
design charrettes held in 2008 and early 2009. This visioning effort brought
together diverse stakeholders to consider what the future would look like. Envision
Midway was both the process and the product, and the narrative below illuminates
the vision.
The Next Generation - Midway in 2050
Midway continues to draw business, families and visitors because of its central
location in the Puget Sound Basin, convenient rapid light rail transit service, and
spectacular views. Midway is an urban village where buildings hug the edge of
generous sidewalks that allow commerce to spill out onto them, making them
interesting, inviting and safe public spaces. Buildings are constructed out of
quality materials and designed with consideration to human scale, while taking full
advantage of views to Puget Sound, the Olympic and Cascade mountain ranges, Mt.
Rainier and the Kent Valley. With its emphasis on architectural details, Midway is a
safe, comfortable and aesthetically pleasing environment that projects a sense of
permanence. Welcoming plazas and pedestrian thoroughfares connect private
activities with public amenities.
There is diversity in the built form in Midway and the uses that are housed within.
Retail shops, restaurants, and local services can be found on the first floor. Offices
are located on the second and third floors with housing layered on top and capture
views toward the mountain and the water from a variety of five and six story
buildings. In some areas, the buildings contain one use like housing or Class-A
office and they stretch to the height of 200 feet. The combined mix of uses creates
a 17/7 place where a broad spectrum of people live, work, shop, and play.
The light rail transit station, located across from Highline Community College, is the
center of this bustling urban village known as Midway. Light rail connects the area
to Seattle and beyond to Shoreline and Lynnwood, and east into Bellevue and
Redmond, lessening the need for an automobile and the obligatory parking. The
intellectual capital generated at Highline Community College and the branch
campus of Central Washington University, along with the proximity of Seattle-
Tacoma International Airport, attract a variety of technology, medical innovation
and commerce to Midway. Midway's transit oriented urban village transitions to a
Draft - Midway Subarea Plan 15
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more auto-oriented area around South 246t" where regional retail and light
industrial uses dominate. When you reach South 272nd Street, the light rail line
ends at the Star Lake/Redondo transit station and another transit node emerges
complete with a mix of uses and pedestrian activities.
Across from the Midway light rail station is an urban park with expansive hard
surfaces to accommodate heavy uses, and a quick transition into a large green
open space that slows down the pace of life in this urban village. A broad walkway
meanders through the park and large shade trees connect the public to a more
linear path that heads south about one-half mile. Here people can walk, run, skate,
or ride their bicycles next to a series of naturalized stormwater detention ponds.
Eventually one reaches a smaller park overlooking Puget Sound and Mt. Rainier.
One can access the recreational activities located at the reclaimed Midway Landfill
or the wetlands farther to the south, using public pedestrian connections through
private developments.
Building Partnerships and a Vision
From the onset of the subarea planning effort, the need to cultivate partnerships
was clear. The primary partnership was between the City of Kent and the City of
Des Moines and was driven by the possibility that light rail would serve Midway. An
interlocal agreement between Kent and Des Moines laid out a set of deliverables
that were tied to a Growth Management Grant from the State Department of
Community, Trade and Economic Development (now named Department of
Commerce). The direction from Kent and Des Moines City Councils was a
commitment to build a livable, long lasting community that was economically and
environmentally sustainable.
There were other significant Envision Midway partners from transportation
agencies, large property owners such as Seattle Public Utilities (SPU), educational
institutions, and adjacent cities. All were invited to participate in the Stakeholders
Committee. The development community was also included. Progressive
developers with regional and national experience and local housing experts were
invited to a Developers Forum to provide feedback on the initial public visioning and
a follow-up Developers Forum confirmed the vision was achievable. All of these
partnerships, together with input from residents, property owners, and businesses
within the Midway Study Area are the foundation for Envision Midway and will be
critical in the successful implementation of the Midway Subarea Plan.
Draft - Midway Subarea Plan 16
29
.OV
Visioning Process
The visioning process was iterative and attempted to reach all constituents. The
outcomes of each meeting were shared to ensure participants could benefit from
the larger discussion, evaluate and revise ideas generated by others and remain
engaged as the project moved forward. The Stakeholders Committee and the
public were asked to consider land uses, regulatory and design standards, and were
charged with identifying light rail station locations and rail alignment options. In an
effort to reach as many community members as possible, a project website was
developed where meeting schedules and results and other materials were posted.'
The intent was to ensure project transparency and to solicit comment from the
greater community. A unique opinion poll posted on the Envision Midway website
was based on a computer generated video that reflected the vision for Midway and
allowed the viewer to walk through a virtual reality' of Midway at a light rail
station.
A total of nine (9) meetings were held in 2008 and 2009 with the public and
stakeholders, and by early in 2009, six (6) meetings were held with decision
makers in an effort to develop a land use scenario that reflects the community's
wisdom and vision for Midway. Additional meetings will be held that will refine the
Plan further.
Visioning Products
The first products from the visioning process were three distinct (3) land use
alternatives for the Midway Study Area. The alternatives illustrated the potential
land use patterns; identified a vehicular, pedestrian, and bicycle circulation
' The project website is www.EnvisionMidway.com.
Draft - Midway Subarea Plan 17
30
framework; and considered public spaces. The alternatives are briefly described as
follows:
Alternative 1 - Transit Oriented Village: The high intensity mixed-use transit
supportive development stretched from South 2161h Street to South 240th
Street and all land uses south of 240th were auto-oriented and called an
Employment Village.
Alternative 2 - Transit Oriented Centers: High intensity mixed-use transit
supportive land uses were located at nodes where high capacity transit
stations were located at South 216th Street, just north of South 240th Street,
and at South 272"d Street. In Des Moines, Mixed-Use defined the area
between the first two nodes and in Kent there were Mixed-Use and
Employment Village land uses between the nodes.
Alternative 3 - Transit Oriented Corridor: High intensity mixed-use transit
supportive land uses stretched from South 216th Street to South 2461h Street
and another node was located at the South 272"d Street transit station.
Between the two transit oriented nodes was Transit Supportive Mixed Use.
The above alternatives were evaluated by a group of progressive developers with
regional and national experience, local housing experts, and large property owners
(i.e., SPU and HCC) at a Developers Forum. From their critical review, staff created
a new land use option. The new alternative - Land Use Scenario 1.0 - condensed
the mixed-use areas into nodes around future light rail stations. The intent was to
strategically focus an intensity of uses around the stations and maintain a large
portion of the existing auto-oriented retail and light industrial uses. This land use
pattern would minimize sprawl of strip commercial development and allow an urban
village to mature as envisioned. Land Use Scenario 1.0 was further refined to
reflect additional comments from Envision Midway workshops and meetings.
Participants in Envision Midway considered three (3) light rail station and rail
alignment options. To facilitate public discussion, the focus was on the station in
the vicinity of Highline Community College. Detailed illustrations were created,
listing the advantages and disadvantages of the different alternatives.
The SR-99 station option represented one that Sound Transit considered for
budgeting purposes. Their rail alignment was located along the west side of SR-99
as an elevated structure, with the Highline Community College Station supported by
a 500-stall parking structure and a new traffic signal for pedestrians to cross SR-99
Draft - Midway Subarea Plan 18
31
safely. Based on Sound Transit's planning, the first station south of SeaTac Airport
would be South 200th, followed by a station near Highline Community College, with
the line ending at South 272"d. Sound Transit had not considered a station at
South 216th in Des Moines.
The 301h Ave South station option came out of the public process. Both the public
and the Stakeholders Committee thought a 30th Ave alignment could create a more
pedestrian friendly environment, where the train and automobiles moved at a
slower pace than would be the case along SR-99. The I-5 station option was
considered because the Cities of Des Moines and Federal Way Comprehensive Plans
express the desire for locating future light rail on I-5 and not on SR-99.
After completing the Envision Midway public outreach and compiling the feedback, a
fourth station option was developed. This fourth option reflects the additional
comments from representatives of Highline Community College who wish to
preserve their east parking lot, thereby negating transit oriented development
within their boundaries. The fourth option places the light rail station on the east
side of SR-99, connecting the station directly to an area poised for transit
supportive development. The East SR-99 station option reflects the desires of the
college, as well as some local businesses.
Visioning Outcomes
Land Use Scenario 3.0 reflects the conclusion of the Envision Midway public process
and is the vision used for Kent's Midway Subarea Plan (see Figure 3 - Envision
Midway Land Use Scenario 3.0). There are five (5) categories of land uses
identified in Scenario 3.0, three of which pertain to the City of Kent.
1. The Transit Oriented Village land use represents nodes of intense transit-
supportive mixed use that are pedestrian-friendly with a mix of services,
office, and residential activities.
2. The Kent-Highlands Landfill and surrounding area is identified as mixed use
that accommodates automobiles and supports pedestrian oriented uses at a
high density, but is also auto-accommodating.
3. The Highway Commercial Corridor allows a wide range of auto-oriented uses
including retail, light manufacturing, and housing.
Draft - Midway Subarea Plan 19
32
Scenario 3.0 $.216th Street
• I s �'s z,e
a �
Transit Oriented Village k r N
•High intensity transit supportive mixed use with
residential bias h
•Strongly pedestrian oriented with small walkable blocks j
e srsnsorco aor
to Rid
•35' 200'height limit - $ � '�Cu•,perwn
•Lowered parking requirement — lrvrmreo rroiert
•Uses. -
Market rate and affordable housing J
Office S.224th Street -
Rend
,.Hotel
Neighborhood services
cNic uses
•No single use,big boot,industrial,or auto-dependent
uses l :e5i
® Mixed Use-Pacific Ridge y Kent Highlands
•Auto-accommodating community and citywide retail
and servicesy'v
•Pedestrian oriented
i •
•Mixed use with office or residential 'y Highlands
•35'to 85'Commercial height limit Y°r' ' Landfill
•35'to 200'Residential height limit
Uses:
Midwa
y
Residential l .
Community,cltywide and regional retail High line
Office Community
Hotel Coll e a rc 1
® Mixed Use-Kent Highlands S.24oth street • 4, o
•Auco-accommodating community retail and
services
•Pedestrian oriented
•Mixed use with residential ,� I•'•r�_
L
200'height limit " I e---I
•Uses:
Residential
S.246[h Street_
Contain ill Retail yin,
Hotel
■ Highway Commercial 1 Sall r
Corridor
•Wide range of community,citywide,or regional commercial and light r
industrial uses S.252ndStreet
•Primarily auto-dependent uses,
with pedestrian supportive 1 -
facilities '
•35'to 50'height limit
1 [� Legend
•Uses:
Regional and citywide retail ` : Q Open Space Framework
Automobile sales and service
Light Industrial and l' - Complete Streets
manufacturing
Trucking 5.260th Street f oaf Circulation Framework
outdoor storage • _ f 000 Pedestrian&Bicycle Paths
Office qq rIIr,
Proposed BRT Stations
Mixed use(on west side) p 1 (Metro)
ure-work Woodmont ;
Proposed Secondary Bus
■ Institutional Wedands, Stops(Metro)
•Institutional mixed use
residential or office i f
Uses: / f EH✓!Jr/0,07
College academic y - JL i 4
College oriented retail
College arientedoffiwl MIDWAY
Studentand facuky `f 1
rental haasing --'I a allaboratire phailog project
5.272nd Sneer
Figure 3: Envision Midway Land Use Scenario 3.0.
Draft - Midway Subarea Plan 20
33
The public believed it was important to connect the surrounding residential
communities to the new light rail station. I-5 and SR-516 are barriers for
pedestrians and vehicles. Scenario 3.0 connects the community located to the east
of Midway over I-5 with a bridge that provides a safe multimodal option to the
transit station. A bridge over SR-516, connects 301h Ave South and the community
to the north.
Another outcome from Envision Midway was identification of a preferred station
location and alignment. The Stakeholders Committee selected a preferred station
location and alignment. Participants were asked to review and discuss three (3)
hypothetical light rail station locations and rail alignments (see Visioning Products).
Eighteen committee members were each given five (5) large dots to place on one
or more options, indicating their preference. SR-99 was the preferred station
location (50 dots), followed by 30th Ave (15 dots), and I-5 (4 dots). The public
also preferred the SR-99 alignment, with 301h Ave coming in second. An alignment
along I-5 was seen as antithetical to the tenets of transit oriented development by
separating the potential transit oriented development along SR-99 from a station
along the interstate.
There were several key results that resonated throughout the public process. There
was desire for this transit oriented development to be built well, with excellent
materials and design. There was agreement that tall buildings would fit into
Midway and capture the spectacular views to the east, west, and south. The
participants also saw the need for the Cities of Kent and Des Moines to work
together in the future to ensure services are coordinated and development
regulations are compatible.
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Chapter Four
Framework for Midway
The planning effort for Midway was guided by principles outlined in the Growth
Management Act and Kent's Comprehensive Plan. The public investment in high
capacity light rail transit drove the Midway Subarea Plan's early visioning efforts.
The framework below reflects a synthesis of statements made at public workshops,
Stakeholders meetings, and workshops held for elected officials and provides
guidance for the goals and policies of the Midway Subarea Plan:
A flourishing economy: Midway will be home to a range of employment
opportunities that are synergistic with programs at Highline Community
College and Central Washington University and unique to the businesses and
employment needs of international trade and the Kent Valley industry.
Vibrant mix of neighborhoods: Midway will contain a broad range of housing
types for a broad range of incomes. Shopping, services and transit will be
conveniently located within walking distance from residences.
Supportive parks and open space: Midway will have parks to serve the
nearby residents, employees, and visitors. The large open spaces that are
undevelopable within the Kent-Highlands and Midway landfills will be
converted to passive use wherever possible. If possible, the large wetlands
will be used both for passive recreation and education.
A sense of place: Midway's neighborhoods will be distinct from Kent's
Downtown and East Hill business areas. Midway will build on its roadside
past and ethnic heritage, with eyes toward the future. Public investment in
street lights and furniture will be consistent and coordinated with the City of
Des Moines.
Multimodal transportation system: Midway's improved public transportation
system with Bus Rapid Transit (BRT) and Sound Transit light rail will provide
convenient and fast access to the north and south. With greater demand,
reliable east/west transit connections will be provided. SR-99 will continue to
act as a highway, while the side streets will be bicycle- and pedestrian-
friendly.
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Views: Midway will be dotted with high-rise buildings that ensure views are
maintained and access to sunlight is available.
Sustainabiiity and design: State-of-the-art techniques, materials, and design
will be used to enhance and support the built and natural environment and
create a more livable community.
Midway Subarea Plan Goals & Policies
The Midway Subarea Plan is guided by Kent's Comprehensive Plan Framework
policies and the goals and policies of elements in the Comprehensive Plan. The
following goals and policies are specific to Midway and are the result of extensive
community visioning efforts.
Overall Goal:
Create a dense, pedestrian-friendly, sustainable community that provides jobs,
housing, services and public open space around nodes of high capacity mass transit
while maintaining auto-oriented uses between the transit oriented nodes.
Land Use:
The community vision for the Midway Subarea is one that supports high capacity
transit stations with compact, high density uses. The uses include retail, office,
education, research, medical, and residential. These high density transit station
nodes are served by a series of small, walkable blocks and pedestrian throughways
that not only move people, but act as the public square for commerce, relaxation
and entertainment. The more auto-oriented portion of the subarea outside of the
transit nodes is enhanced to make pedestrian movement more comfortable and
appealing. The goal of the Land Use Policies is to structure the activities around
the high capacity transit station nodes and the auto-oriented portion of the Midway
Study Area.
Goal MLU-1: Increase employment opportunities and housing choices in support of
rapid light rail and mass transit options within the Pacific Highway South (SR-99)
Transportation Corridor.
Policy MLU-1.1: Focus high density retail, office, and residential
development within designated transit oriented Urban Villages where future
light rail stations and mass transit services are located.
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Policy MLU-1.2: Allow stand-alone land uses as part of a mix of uses near
and within transit oriented Urban Villages, with the exception of single-family
residential land use which should be in vertically mixed use structures.
Policy MLU-1.3: Disallow stand-alone 'big box', drive-through, or other auto-
oriented development within designated transit oriented Urban Villages.
Policy MLU-1.4: Establish a minimum building height of two stories or 35 feet
in designated transit oriented Urban Villages.
Policy MLU-1.5: Establish a minimum and maximum floor area ratio (FAR) or
other mechanism to ensure levels of development supportive of future light
rail transit investments within designated transit oriented Urban Villages.
Goal MLU-2: Promote a mix of land uses that support local and regional needs in
an auto-oriented commercial and light industrial area along the Pacific Highway
South (SR-99) Transportation Corridor.
Policy MLU-2.1: Designate areas for a mix of retail, light industrial or live-
work uses that are accessible from SR-99.
Policy MLU-2.2 Allow 'big box' and drive-through uses along the Pacific
Highway South (SR-99) Transportation Corridor and outside the designated
transit oriented Urban Villages.
Goal MLU-3: Establish a multimodal street network within designated transit
oriented Urban Villages that is safe, interesting and encourages walking, bicycling
and transit use.
Policy MLU-3.1: Create a network of attractive and identifiable pedestrian
linkages within commercial and residential uses to nearby public amenities,
transit facilities, and streets.
Policy MLU-3.2: Create pedestrian or vehicular throughways at a minimum of
every 400 feet to connect commercial and residential uses with public parks,
trails, streets or other public amenities.
Policy MLU-3.3: Identify and designate streets within designated transit
oriented Urban Villages as multimodal.
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Urban Design
The built environment is the framework where urban life occurs. A successful
urban environment is a place that pays attention to design details. There is a
pedestrian scale, where the first floor provides interest and the opportunity for
interaction. From a distance, buildings become more abstract and are seen more
as a piece of art. The transit oriented Urban Villages will look and feel like urban
centers. Buildings will be constructed close to the sidewalks making it imperative
they are interesting and constructed of quality materials. The Urban Design Element
of the Midway Subarea Plan focuses on these details to ensure that Midway
becomes a desirable place where people want to live and do business.
Goal MUD-1: Create a place that is distinctive, aesthetically beautiful, evokes
permanence of the built environment, and supports social interaction in the
dynamic urban center of the designated transit oriented Urban Villages.
Policy MUD-1.1: Ensure quality and durable materials and interesting
architectural details are incorporated into new and remodeled structures,
including structures for parking, mechanical services, or solid waste
collection.
Policy MUD-1.2: Provide an interesting built environment by encouraging a
diversity of building heights and footprints, continuous building fagades that
are modulated, windows located at ground floor, and shelter for pedestrians
from inclement weather.
Policy MUD-1.3: Create public plazas, building entrances, and pathways that
are integrated into the private and public realm to encourage social
interaction and to facilitate the use of public transportation.
Policy MUD-1.4: Vertically layer the height and size of development and
stagger high-rises to maximize view potential.
Policy MUD-1.5: Use screening to minimize the visual impact of mechanical
systems at street level or roofs.
Policy MUD-1.6: Provide visual interest at entrances to stand-alone or
internal structured parking facilities.
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Policy MUD-1.7: Reduce the visual impact of surface parking by using
measures such as minimizing curb cuts, enhancing the landscaping at
entries, and prohibiting surface parking between buildings and sidewalks.
Policy MUD-1.8: Encourage public and private art in public open areas and on
buildings.
Goal MUD-2: Create a transit oriented Urban Village based on urban form that is
environmentally sensitive and sustainable.
Policy MUD-2.1: Promote environmentally sustainable building design that
takes into account sun orientation, water and energy conservation, and
practices such as the US Green Building Council LEED certification.
Policy MUD-2.2: Emphasize natural drainage systems wherever feasible,
including, but not limited to, green roofs or walls, rain gardens and so forth.
Policy MUD-2.3: Apply landscaping standards that emphasize
environmentally sustainable practices through plant selection, horticultural
practices, and water retention, diversion and conservation.
Goal MUD-3: Create streetscapes that provide for ease of movement, personal
safety, pleasant aesthetics, and a stage for public engagement.
Policy MUD-3.1: Design streets to be urban in character, easy for pedestrians
to cross, and where vehicular movement is slowed by design.
Policy MUD-3.2: Ensure a safe and attractive pedestrian environment along
the street system through the use of streetlights, street trees, plantings,
minimized number of curb cuts and other streetscape elements.
Policy MUD-3.3: Establish a pallet of easy-to-maintain streetscape elements
and features that are unique to the transit oriented Urban Villages.
Policy MUD-3.4: Provide pedestrian amenities along the public and private
sidewalks such as seating, human scale lighting, transit shelters, and shelter
from the weather within the designated transit oriented Urban Villages.
Policy MUD-3.5: Build pedestrian areas large enough for commercial
activities to spill out onto the sidewalks without significantly impeding
pedestrian movement in designated transit oriented Urban Villages.
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Policy MUD-3.6: Encourage public access through private development to
assure pedestrian connectivity to adjacent public open spaces.
Policy MUD-3.7: Disallow drive-through features in new development in
designated transit oriented Urban Villages and phase out grandfathered
drive-through uses during redevelopment.
Policy MUD-3.8: Establish sign regulations for the designated transit oriented
Urban Villages that acknowledge the human scale and the slower vehicular
movement along 30th Avenue South, other internal street systems and
internal pathways.
Policy MUD-3.9: Establish sign regulations for the designated transit oriented
Urban Villages that acknowledges the more auto-centric environment for
development adjacent to SR-99.
Policy MUD-3.10: Work with Puget Sound Energy and other utility providers
to underground or relocate overhead wires along 30th Ave South and South
240th Street.
Goal MUD-4: Support transit use and pedestrian environment through parking
management, design, and standards.
Policy MUD-4.1: Establish methods to encourage the use of alternative
modes of transportation, including maximum parking standards and shared
parking agreements.
Policy MUD-4.2: Reduce surface parking supply in designated transit oriented
Urban Villages.
Policy MUD-4.3: Encourage structured parking in designated transit oriented
development areas.
Housing
Housing is key to the success of the transit oriented Urban Villages anticipated in
the Midway Study Area. Housing is also important within the auto-oriented portions
identified in the Midway Subarea Plan. Redevelopment at the transit oriented
Urban Villages may eliminate existing affordable housing, displacing families and
the elderly. The community who participated in the vision for Midway was adamant
that replacement housing be created so that people did not have to move far from
the community where some have lived for over 30 years.
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Goal MH-1: Promote a diversity of housing types that supports a full range of
incomes and household structures.
Policy MH-1.1: Encourage market rate and workforce housing within the
designated transit oriented Urban Villages within mixed use buildings or as
stand-alone multifamily residential development.
Policy MH-1.2: Promote affordable workforce housing in new housing stock,
with a target of 50% of new owner or rental units affordable for households
earning 120% of median income or less. Regulatory incentives, public
investments, and other strategies will assist in realizing a mix of housing
types to create a diverse transit-supported community.
Policy MH-1.3: Provide for live-work housing options at medium densities
within the auto-oriented Highway Commercial Corridor.
Transportation:
In the 21St Century, transportation will consist of several components - cars,
transit, trains, bicycles and pedestrians. In Midway, all modes of transportation will
need to work together to reduce greenhouse gas emissions by reducing vehicular
trips. To support a pedestrian-friendly transit oriented community, a new street
grid system consisting of small walkable blocks needs to be created. There exists
an excellent north/south spine in 30th Ave South requiring only some east/west
connections to create a system of public spaces where those who work, live, or visit
can move safely, easily, and enjoyably. Extending 30th Ave south to South 246th
St. will support the anticipated development surrounding the high capacity transit
coming to the area.
Goal MT-1: Establish a connected street system that encourages walking and
bicycling, supports transportation investments, including existing and future mass
transit, and connects surrounding single-family neighborhoods to Midway while
protecting them from the impacts of spillover traffic.
Policy MT-1.1: Design and develop streets within the designated transit
oriented Urban Villages that provide a safe experience that has aesthetic
value to all users of the public right of way.
Policy MT-1.2: Consider a bridge to connect the West Hill single-family
neighborhood east of I-5 to the transit oriented Urban Village located near
South 240th St.
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Policy MT-1.3: Work with the City of Des Moines and Washington State
Department of Transportation to consider connecting the Pacific Ridge
Neighborhood north of SR-516 to Midway via a 301h Ave South bridge over
SR-516.
Policy MT-1.4: Identify and designate particular streets to be shared with
bicycles.
Policy MT-1.5: Identify and, where feasible, connect local and regional bicycle
and pedestrian trails to the designated transit oriented Urban Villages.
Goal MT-2: Create design guidelines for a street hierarchy within the designated
transit oriented Urban Village that addresses the pedestrian and environmental
needs.
Policy MT-2.1: Design and build green streets' where street trees,
landscaping and sustainable stormwater drainage systems enhance the
public domain aesthetically and environmentally.
Policy MT-2.3: Provide safe mid-block pedestrian crossings on internal streets
when urban block sizes exceed 600 linear feet and through-block passages
every 400 linear feet for pedestrian connectivity to public amenities within
the designated transit oriented Urban Villages.
Policy MT-2.4: Provide on-street parallel parking that ensures a safe
pedestrian environment within the designated transit-oriented Urban Village.
(not along SR-99)
Goal MT-3: Integrate high capacity light rail transit service and associated station
locations into the urban design and functionality of the street systems.
Policy MT-3.1: Work with Sound Transit during all phases of planning for the
extension of light rail into Midway to ensure Kent's preferred rail alignment
and station location are realized.
Policy MT-3.2: Work with Sound Transit to provide an elevated crossing over
SR-99 at the proposed light rail station near Highline Community College.
Policy MT-3.3: Integrate any proposed parking structure accompanying a
light rail station into the urban landscape by adding commercial uses at
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ground floor, an active pedestrian plaza, and art to enhance the pedestrian
environment and minimize the impact of vehicular traffic.
Policy MT-3.4: Work with transit agencies and private entities to ensure
communities, businesses, and park & ride facilities located outside of the
one-half mile radius around the future light rail stations are connected to the
high capacity transit system.
Policy MT-3.5: Ensure proposed development is compatible with future light
rail improvements by identifying and preserving rights of way necessary for
future transportation projects.
Goal MT-4: Design and fund street improvements identified through the Midway
Planned Action Ordinance (PAO) and accompanying Environmental Impact
Statement (EIS) to serve the transit oriented Urban Village and Kent-Highlands
area.
Policy MT-4.1: Develop a new street grid system of local public streets
consisting of small pedestrian friendly sized blocks no larger than 400 feet
within the PAO.
Policy MT-4.2: Whenever possible, limit access along South 231St Way, state
routes and highways, using instead local streets or private internal circulation
roads to connect land uses and public amenities within the PAO.
Policy MT-4.3: Work with Washington State Department of Transportation on
improvements to SR-99 identified in the PAO/EIS and on the extension of
SR-509 to best serve the surrounding community.
Park & Open Space
Dense, compact urban areas require public places for social interaction and
personal relaxation. The vision for Midway's transit-oriented Urban Villages
acknowledges the need for open space and identifies several public and private
development options for providing exercise, relaxation, and gathering places.
Goal MP&OS-1: Create an aesthetically pleasing, functional, and effective parks
and open space system in designated transit oriented Urban Villages through public
and private investments.
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Policy MP&OS-1.1: Wherever possible, integrate city owned properties that
have recreational or educational potential with public parks and plazas.
Policy MP&OS-1.2: Utilize undeveloped right-of-way for a linear park with
multi-purpose trail.
Policy MP&OS-1.3: Identify, acquire, design and construct a large civic
plaza/park to serve employees, residents and visitors in the transit oriented
Urban Village located near South 240t" Street.
Policy MP&OS-1.4: Work with Seattle Public Utilities - property owners of the
Kent-Highlands and Midway landfills - to design and develop passive or
active recreational opportunities on portions of the landfills identified as
undevelopable.
Policy MP&OS-1.5: Provide access to wetlands at South 272nd Street for
educational and passive recreational opportunities.
Policy MP&OS-1.6: Engage with neighboring jurisdictions, school districts,
and others in an effort to share existing facilities through joint use
agreements.
Policy MP&OS-1.7: Consider shuttle service from Midway to Kent park
facilities located in the valley in an effort to expand recreational access.
Goal MP&OS-2: Create a joint-use regional drainage infrastructure for development
and recreational purposes.
Policy MP&OS-2.1: Consider the opportunities for a regional stormwater
detention facility to contribute aesthetically, recreationally and
environmentally to the urban landscape of the transit oriented Urban Village
at South 240t"
Policy MP&OS-2.2: Establish a funding mechanism to build the detention
pond and associated recreational and aesthetic features.
Policy MP&OS-2.3: Program the detention facility as a community focal point
for ecosystem education and neighborhood adopt-a-park.
Policy MP&OS-2.4: Encourage natural drainage systems in public and private
development where feasible, as an alternative or offset to traditional
stormwater treatment and controls.
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Implementation
The vision for Midway is ambitious, transforming the existing auto-oriented retail
activities into a more compact, dense, transit supported urban village where light
rail transit stations are planned. The subarea plan identifies new roads and
bridges, parks and trails, and a regional stormwater detention facility for the transit
oriented Urban Villages located at South 240th and South 272 d. These changes and
improvements will come over time, and a successful implementation strategy will
require a city funding strategy utilizing existing revenue sources and new financing
tools.
Goal MI-1: Provide an effective process and appropriate tools that will implement
the vision for the Midway Subarea Plan.
Policy MI-1.1: Implement the Midway Subarea Plan using a combination of
development regulations and incentives, capital investments, and other
public and private strategies.
Policy MI-1.2: Establish a mechanism that identifies needed infrastructure
and amenities to support the designated transit oriented Urban Village at
South 240th and create a financial strategy that shares the development cost
for those improvements across the various parties that directly benefit from
the improvements.
Policy MI-1.3: Utilize tools such as master planned development,
development agreements or other processes to facilitate site planning and
permit process.
Inter-jurisdictional Coordination
Envision Midway was a joint visioning effort by the Cities of Kent and Des Moines,
engaging numerous agencies and institutions that have a stake in the outcome.
The shared city boundary on the west side of SR-99 needs to be consistent to
facilitate future development. Continued discussion and coordination needs to
occur since many of the changes anticipated in this plan will take decades to be
realized.
Goal MIC-1: Reconcile regulatory differences between the City of Kent and the City
of Des Moines along the shared city boundaries to facilitate economic growth and
stability.
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Policy MIC-1.1: Continue to work with the City of Des Moines to create
consistent land use regulations along the shared boundary west of SR-99 and
within the transit oriented Urban Village located at South 240t" Street.
Policy MIC-1.2: Wherever possible, ensure design guidelines and
development standards are consistent with the City of Des Moines.
Policy MIC-1.3: Enter into interlocal agreements to facilitate development
where private properties are within both the City of Kent and the City of Des
Moines.
Goal MIC-2: Continue coordination with regional and state transportation agencies
on matters of transportation investments, planning and construction.
Policy MIC-2.1: Coordinate with Sound Transit, King County METRO,
Washington State Department of Transportation, and Puget Sound Regional
Council to ensure facilities and services are provided over time.
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