HomeMy WebLinkAboutPlanning 2012-10-25 COMPLETE AGENDA PACKETCity of Tukwila
An Haggerton, Mayor
Department of Community Development Jack Pace, Director
HAIR, BROOKE ALFORD; VICE CHAIR, THOMAS MCLEOD; COMMISSIONERS, LOUISE
3TRANDER, DAVID SHUMATE, MIKE HANSEN, SHARON MANN, AND CASSANDRA
3UNTER
PLANNING COMMISSION WORKSESSION
OCTOBER 25, 2012 6:30 PM
TUKWILA CITY HALL COUNCIL CHAMBERS
L Call to Order
It Attendance
III. Adoption of 09/27/12 Minutes
IV. Continue review of Public Comment Matrix,
Action on the Southcenter Chapter of the Comp Plan,
Design Manual, and Southcenter Plan.
V. Director's Report
Report on meeting with Teens for Tukwila Hansen
Report on Strategic Planning Process Shumate
VL Adjourn
6300 Southcenter Boulevard, Suite #100 Tukwila, Washington 98188 Phone 206 -431 -3670 Fax 206 431 -3665
P
City of Tukwila
Planning Commission
Planning Commission Public Hearing (PC)
And
Worksession Minutes
Date: September 27, 2012
Time: 6:30 PM
Location: City Hall Council Chambers
Present: Brooke Alford, Chair; Thomas McLeod, Vice Chair; Commissioners, Louise Strander, Mike
Hansen, Sharon Mann, and Cassandra Hunter
Absent: Commissioner, David Shumate
Staff: Nora Gierloff, Deputy Director; Stacy MacGregor, Assistant Planner; Lynn Miranda, Senior
Planner, and Wynetta Bivens, Planning Commission Secretary
Chair Alford called the public hearing to order at 6:30 PM.
Minutes: Commissioner Hansen made a motion to approve the 09/27/12 minutes with one correction,
stating that Brent Carson was "from" VanNess, Feldman, and GordonDerr, not "representing"
them. Commissioner McLeod seconded the motion as amended, all were in favor.
Chair Alford swore in those that wished to testify.
PLANNING COMMISSION PUBLIC HEARING
CASE NUMBER: L12 -019
APPLICANT: Ian Hamad, Owner
REQUEST: Public Hearing Design Review for a new 3 -story mixed use building with 9
apartments and 3 commercial suites with associated parking and
landscaping.
LOCATION: 42xx 164 Street, Tukwila, WA
Staff asked the Commissioners the appearance of fairness questions. No one had objections to any of the
Commissioners hearing the case.
Stacy MacGregor, Assistant Planner, Department of Community Development, gave the presentation for
staff. She gave an overview of the proposed project. A comment letter was received expressing concern with
multi family uses in the residential zone; Staff stated that the area is zoned to allow multi family uses. Also,
a comment letter was received from the adjacent daycare operator, regarding the private access and parking
easements for the daycare's benefit on the applicant's property. And also, safety concerns for the children
during construction. While the easements are reflected on the site plan, it is not the City's role to enforce an
easement agreement between two private property owners. Staff stated that the challenge with the project was
to design a building that is harmonious with the existing surrounding neighborhood when the development is
significantly older and significantly smaller than what the code allows. Staff recommended approval of the
project with two conditions, and five conditions of approval that will be added to the future Building Permit
as listed in the staff report dated September 18, 2012. Staff responded to questions from the Planning
Commission.
Page 1 of 4
PC Public Hearing Minutes
September 27, 2012
Ian Hamad, the applicant, addressed questions from the Commission.
TESTIMONY:
Mark Schober testified on behalf of his mother, the owner of the property leased to the daycare that is
adjacent to the applicant's property. Mr. Schober said there is going to be a major parking impact for the
daycare since the parking currently available is in use, and the additional parking will not be enough to
accommodate the needs. He said that he is proposing that Council review how the parking will impact
currently existing businesses. Mr. Schober also expressed concern for the children's safety.
Barbara Schober, Owner of the property adjacent to the applicant's property, stated that her concern is
regarding the parking. She said the easement agreement allows the daycare staff and clients to park there
from 6:00 AM to 6:00 PM. She also expressed that those individuals parking in the easement at night will not
have their cars moved prior to 6:00 AM for daycare use. Ms. Schober concluded with the comment that she is
happy that Mr. Hamad wants to construct a nice facility, and she wants to work with him, but she does not
think there will be enough parking.
Mr. Hamad, the applicant, responded by stating that there is parking in the easement that is not being used
currently. He said that the Schober's are not operating the daycare, but they are the property owners. Mr.
Hamad said that he involved the individuals who run the daycare in the planning, and in a meeting with them
discussed where to locate the fence and sharing a sign. He also said that when he met with the daycare
operators they actually commented that they would have more parking. He said parking was never an issue so
he is surprised at the Schober's argument. In response to Commissioner Mann's questions, Mr. Hamad said
they could assign parking and construct signage to make tenants and visitors aware of the parking hour's
restrictions.
Mr. Schober stated that the parking on the site is currently being used.
There was no additional public testimony.
The public hearing was closed.
The PC deliberated.
Commissioner Mann asked if staff could require a condition of the permit indicating that the easement
parking is for the daycare's use between the hours of 6:00 AM to 6:00 PM. Staff indicated the criteria could
be reviewed to see if the request could be linked to a criteria. (No action was taked regarding this inquiry.)
Commissioner Hansen made a motion to approve Case Number L12 -019 with staff's finding,
conclusions, recommendations, and conditions. Commissioner Mann seconded the motion. All
were in favor.
Chair Alford called a 10 minute recess.
Chair Alford reconvened at 7:58.
PLANNING COMMISSION WORKSESSION
Southcenter Plan review.
Lynn Miranda, Senior Planner, Department of Community Development, went over the proposed
recommendations to the planning documents.
The following revisions were incorporated in the various sections of the Plan.
Page 2 of 4
2
PC Public Hearing Minutes
September 27, 2012
Southcenter Comprehensive Plan Chapter Issues Matrix:
Page 12, Goal 10.2. Added verbiage: `Environmentally sustainable to the Comprehensive goals on
urban development section.
Southcenter Sub -Area Plan issues Matrix:
Page 15, 1.4. In the Comment Matrix Illustration item E, revised and strengthened language for the
Regional Center Vision, and forwarded to Westfield for their review.
Page 25, 4"' comment- response to Commissioner Strander's inquiry regarding a road diet: Before a road,
diet is put into place more detailed analysis of impacts will be done.
Commissioner Strander provided some additional feedback and also asked some additional questions
pertaining to on- street parking, road diets, bike lanes, and how it's going to affect the level of service on the
roads. She asked to revisit this issue, regarding doing extensive studies on the impact of traffic. She said she
wants more information about putting in a bike lane, on- street parking, narrowing two lanes of traffic either
direction into one with a middle turn lane.
Commission Stander stated she is not comfortable with the road diet vision, she suggested striking all
language pertaining to a road diet, such as the following language, "Undergo a road diet to provide on- street
parking and bike lanes on page 25 and page 45 -46 (1.621C —pg. 45)
After extensive discussion and as a result of a suggestion made by Commissioner Hunter, the following
sentence will be added to page 25 and page 46, (1.6.2. Lc):
A traffic impact analysis would be required to determine if the road diet would create (or exacerbate)
roadway congestion or level of service problems elsewhere in the roadwaysystem prior to making changes.
AND;
Deleting the sentence at the end of the paragraph on page 46, "Additional engineering is required before these
projects can move forward."
The Planning Commission was in consensus with the following changes:
Districts. Request for a different name for the `Work Place District'. There was not a recommendation
for a different name, so a suggestion was made to explain that the PC didn't come up with any ideas for
re- branding the area, but that they felt the Work Place District is not the appropriate name, and it could be
revisited at a later date. Staff will add an implementation strategy to 10.2.12 Economic Development in
the Comprehensive Plan, calling for a rebranding of urban center districts.
Page 44, 4"' bullet item, replace the language "shall" with may
Page 48, 1.6.3.1. Delete language, "rubber tired"
Southcenter Design Manual Issue Matrix:
Page 2, I.D. Add a fourth design example under this criterion to clarify that an existing building
may be modified to match a new addition.
Page 19, 8A.Strike language: `Buildings shall be four- sided meaning that
Page 28 -29, IOD. Add language: Large multi tenant buildings may have multiple main entrances.
Page 30, 10 E E1. Change language to read: All service centers, associated loading docks, and
storage areas should be located to the side or rear of a building instead of "shall", and if they do
have to face the public street locate them in the least visible location or screen them with
landscaping Delete "shall be used
Page 30, 11.A.2, strike language: "and translucent awnings with interior lighting
Page 3 of 4
3
PC Public Hearing Minutes
September 27, 2012
Chapter TMC 18.28
Page 3, 4A. Staff language clarification edit, change aspects of that portion of a building's
facade."
Page 11, Table 2: Cannot increase building heights in this area. This area is regulated by the City's
Shoreline Master Program.
Page 22, 18.28.030.C.2, move language to the Design Manual section.
Page 24, 18.28.060, no change recommended. Maximum Block Face standards only kick in with an
intensification of use when mitigation of traffic impacts may be necessary.
Page 28, 18.28.120, New Streets Requirements. Commissioners discussed options such as allowing
more flexibility and removing specific feet for maximum block face length. No change
recommended.
Page 30, 18.28.140 Building Orientation Delete the language, "located along and Since
maximum setbacks standards removed, this no longer has any meaning.
Page 42, 18.28.230 Landscape Types —No Change.
Page 44, 18.28.240 No Change. Landscaping should be planted where it should survive, and
topping trees is currently not permitted.
Page 44, General Landscaping. No change. Owners are currently required to maintain landscaping.
Page 49, 18.28.250 Open space requirements for existing buildings only applies to new square
footage and /or intensification of use. No change.
Page 50, 18.28.250, Table 3. The open space requirement for residential is less than what is currently
required. No change.
Page 55, Private open space for residential uses. Balconies for multi development in the Urban
Center are favored. No change.
Page 56, 18.28.260 Parking requirements are a minimum, not a maximum, so less parking is
required, not more. Therefore, not an issue, more parking is allowed if needed. No change.
Page 58, Table 4 Compared old to new standards. In many cases the minimum required are being
decreased in the northern part of the Urban Center. The new requirements for the mall parking
requirements reflect what they have currently, so if new development occurred they would be
allowed additional parking based on the current ratios for parking spaces to square footage.
Additional comment on Subarea Plan:
Tukwila Pond Park. There was discussion on expanding Tukwila Pond Park to the south, and how
that should be added to the planning documents. Staff suggested adding language to the
Implementation Section of the Subarea Plan. Add a mid -term action in the Tukwila Pond Park
section recommendation to explore the feasibility of and implementation steps for expanding the
footprint of Tukwila Pond Park when redevelopment of the property to the south of the Park occurs.
Director's Report:
Commissioner Hansen will follow -up with Nate Robinson, Teen Coordinator with the
Tukwila Parks and Recreation Department, to schedule a meeting with the teens.
Adjourned: 9:35 PM
Submitted By: Wynetta Bivens
Planning Commission Secretary
Page 4 of 4
4
New Comments Added 10.1.12 Chapter 18.28 and General Topics Matrix
Topic
Comment
(language changes in strikout/underline, recommendation in bold)
Exhibit #1
Date/Source
Staff comment/analysisloptions
Chapter 1 8.28
p 18 19,
Corridor Charts Vertical modulation increment for Commercial
Staff Edits
The objective of this requirement is to ensure that the length of any new or
Corridor
Freeway Frontage Corridors is incorrect specifiec minimum when it
renovated building fagade subject to design review maintains the desired human
Type Charts
should be a maximum increment.
scale and urban character appropriate for the Southcenter area by providing a
maximum allowed length. Vertical modulation increments for development along
these two corridors are intended to be larger than the increment for development
along more pedestrian-oriented streets. However, a maximum increment is still
necessary.
Staff Recornlrnerldaflon Replace 100 ft min with 100 ft max on Commercial and
Freeway Frontage Corridor Charts.
P 7, Corridor
The new street south of the Pond is identified as Urban Corridor on
Staff Edit
Staff Recornlrne.ndauon: Change the segment of new street south of Tukwila Pond
Type Map
the Corridor Type Map. However, given the close proximity of the
between Southcenter Parkway and Andover Park West on the Corridor Type Map
property on the south side of the Pond Park and the high level of
(page 14) from Urban Corridor to Neighborhood Corridor. On the Neighborhood
walkability desired for the area, the architectural design regulations for
Corridor Chart on page 16 add a new footnote to New Thoroughfare Cross-
Neighborhood Corridor, particularly for Vertical Modulation and
section: New street south of Tukwila Pond shall only have on-street parking on the
south side of the street. On page 17 delete footnote #4.
Transparency, would be more appropriate.
Pg 7,
Nelson Place and S. 156th St are shown on the Corridor Type Map as
Staff Edit
Staff Decor nlrnerldauon: Change the Corridor Type designation for Nelson PI and S
Corridor
'Workplace Corridors". This is incorrect because on-street parking in
156th St to "Neighborhood Corridor". Add these two streets to the list of Existing
lNeighborhood
Type Map
this TOD area should be allowed.
Streets on page 16 in Figure 6.
General Comments
Subarea
Developer Incentives/Feasibility Analysis. Expand the list of possible
Staff edit
Staff Recornlrne.ndauon: Add to the end of the paragraph Other useful tools may
Plan, pg
financial developer incentives that could be examined.
include tax deferral and the use of tax credits.
44/45, 5)a.
Chapt.
Side Rear Yard Landscaping Requirements. There needs to be a
Staff Edit
Staff Recornlrnendaflon: Under 18.28.090 Side and Rear Yard Landscaping
18.28, p 25,
pointer to 18.28.230 Landscaping Types which contains requirements
Requirements,change existing B. to C.. Add a new B, as follows: B. Side and rear
18.28.090
for side and rear yard landscaping/types, and the requirements and
yard landscaping shall be designed, planted and maintained as specified in
18.28.030.13 Side and Rear Yard Landscape Types and 18.28.240 General
guidelines of 18.28.240 General Landscaping which include but are
Landscaping. This change would provide more clarity in terms of how to use the
not limited to plant materials, visibility, soil preparation, and
.maintenance.
code, and would not change the code's intent or provisions.
Chapt.
Front Yard. There needs to be a pointer to 18.28.230 Landscaping
Staff Edit
Staff Recornlrnerldaflon: Under 18.28.160.13 Landscaping, change existing 2. to 3.
18.28, p 31,
Types which contains requirements for front yard landscaping/types,
Add a new 2, as follows: 2. Front yard landscaping shall be designed, planted and
18.28.160
and the requirements and guidelines of 18.28.240 General
maintained as specified in 18.28.030.A Front Yard Landscape Types and
Landscaping which include but are not limited to plant materials,
18.28.240 General Landscaping. This change would provide more clarity in terms
visibility, soil preparation, and maintenance..
I
of how to use the code, and would not change the code's intent or provisions.
Chapt 18.28,
Figure illustrating an example of a driveway level with height of
Staff edit
Staff Recornlrnerldaflon: Delete the text stating the desireable minimum sidewalk
p 60, Fig. 29
sidewalk. Shows desireable minimum dimension of sidewalk as 5'
width from the graphic.This does not affect the concept the graphic is illustrating.
wide, which is in conflict with dimensions stated in the public frontage
standards for each corridor type.
(Yi
A
TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila "s Urban Center
S OUTHCENTER TUKWILA' S URBAN
CENTER
PURPOSE
Urban centers are described in King County's Countywide Planning Policies as areas of
concentrated employment and housing, with direct service by high- capacity transit. They are to
encompass a wide range of land uses, including retail, recreation, public facilities, parks, residential,
and open space.
In 1995 Tukwila's urban center, Southcenter, was designated one of the region's urban centers, in
keeping with a desire for development as a high- density, regionally oriented, mixed -use center.
The vision for Southcenter is consistent with Puget Sound Regional Council's Vision 2040, the
adopted regional growth strategy which provides guidance to cities and counties for
accommodating future growth. The strategy is designed to preserve resource lands and protect rural
lands from urban -type development by promoting infill and redevelopment within urban areas to
create more compact, walkable, sustainable and transit friendly communities.
All levels of government in the central Puget Sound's four counties use Vision 2040 as a regional
framework for making local decisions. King County was required to prepare broad Countywide
Planning Policies (CPPs) that comply with both the growth principles of the Growth Management
Act and the more directive policies of the Multi- County Planning Policies (Vision 2040).
Under this strategy the majority of the region's employment and housing growth is targeted to
occur in Metropolitan Cities and Core Cities. Tukwila is a Core City with a designated urban center
intended to become a compact, sustainable community where housing and jobs are located in a
manner that provides for easy mobility and accessibility.
Planning for a regional urban center as defined by the Countywide Planning Policies earns
preferential treatment by the transit providers for fixed -rail transit service and other transit service
and facility improvements. The idea is to help ensure the long -term economic viability and
competitiveness of urban centers in the region as energy costs escalate, congestion increases and
consumer preferences shift. In 2002, the City began a planning process to create a plan for
Southcenter. A primary focus of the Plan was retaining the urban center's competitive edge and
economic strength as retail development grows within the region.
The City held six public workshops and found that participants supported the following concepts:
1) Making the Southcenter area a more attractive destination for shopping and leisure
activities;
2) Relieving critical congestion points, improving circulation, and making alternative
modes of transportation available;
Planning Commission Recommended Draft, October 2012
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
3) Supporting existing businesses and attracting new; and,
4) Creating opportunities for residential development in appropriate areas.
It was proposed that an initial catalyst of public investment in key areas would be needed to
leverage this vision of enhanced and diversified economic vitality.
The policies set forth in this Comprehensive Plan element support and extend the qualities of the
existing center that have been responsible for its economic success in the past, and expand on these
characteristics. Land use polices focus on flexibility in and diversity of uses. Urban design policies
provide a vision for the community, to be achieved through public and private sector initiative and
cooperation. Transportation and circulation policies emphasize accessibility as a key factor, as well
as choice in transportation modes and routes. These policies will reinforce future competitiveness
and will create an urban center that gives identity to the City for the surrounding neighborhoods and
for the region.
ISSUES
The area comprising Southcenter currently provides regional comparison shopping, major discount
shopping, major facilities for incubator businesses, entertainment, and a full range of professional
services. It encompasses more intensely developed areas such as Westfield Southcenter Mall and
Andover Industrial Park, transportation facilities such as the Sounder commuter rail /Amtrak station,
and natural features and amenities such as Tukwila Pond, Minkler Pond, and the Green River.
Retail uses dominate Southcenter; Westfield Southcenter Mall, in the northwest corner of the
center, is the largest regional shopping mall in the Seattle area. Warehouse uses are more prominent
in the area to the south.
A goal of growth management is to integrate housing and job growth in order to reduce the need for
long commutes, and to keep living and working communities easily accessible to each other.
Southcenter is considered a significant employment center within the Puget Sound region,
providing jobs to residents and nearby communities. However, considerable residential
development is needed in the urban center to meet the City's housing targets. Consequently, the
vision for Southcenter responds by expanding opportunities for housing, accommodating the
majority of the City's projected housing needs, and addressing the types of amenities and
infrastructure needed to attract quality housing.
The vision for Southcenter takes into account the King County Countywide Planning Policies
criteria for urban centers and has been formulated by recognizing that "the intent of the Countywide
Planning Policies is to encourage the growth of each urban center as a unique, vibrant community
that is an attractive place to live and work, will support efficient public services including transit,
and responds to local needs and markets for jobs and housing" (King County Ordinance No. 11446,
Section D2, lines 25 -28).
The goals and policies of this element recognize that Southcenter's path for higher- density growth
will take place during and beyond the 20 -year horizon of the Countywide Policies. While urban
centers play an integral role in the regional vision, the Countywide Policies clearly delineate that
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
the form and function of these centers will be determined at the local level. The characteristics of
Southcenter are compared with the King County Countywide Planning Policies in Figure 22.
Amended Countywide Planning Policies
Recommended Characteristics for Southcenter,
Urban Center Criteria
Tukwila's urban center
1
Planned for 20 years
Southcenter planned for 30+ years
2
Total land area of up to 1.5 square miles (1,440
Southcenter is approximately 1.35 square miles
acres)
3
Requires 15,000 employees within one -half
The area is planned to allow this density.
mile (walking distance) of a transit center
4
Average of 50 employees per gross acre
Southcenter is planned to allow this density.
5
Average of 15 households per gross acre
Specific Southcenter areas are planned to allow
residential uses, particularly
in the area within walking distance of the Sounder
commuter rail /Amtrak station and the bus transit
center.
6
Emphasis on mass transportation and non-
Strong motorized and non motorized connections
motorized modes, while lessening dependency
are planned between the urban center and the
on single occupancy vehicles
Sounder commuter rail /Amtrak station.
Enhanced bus transit facilities serve the urban center
core including bus rapid transit (BRT). Additional
potential forms of high capacity transit (HCT)
directly serving Southcenter include local area
transit routes and future phases of light rail.
Roadway improvements, including enhanced
streetscapes, will improve auto, transit, bicycle and
pedestrian movement and access. An enhanced
street network will improve mobility.
Facilities developed will recognize the actual
and projected need and demand for motor
vehicle, bicycle, pedestrian, and transit facilities.
7
Promotion of high caliber urban design
Design standards and high quality public/ private
standards and support for capital public
capital improvements are key to
improvements
attracting the types of development that will
achieve the vision for Southcenter.
8
Receives first priority for development of high-
A Sounder commuter rail /Amtrak station and a bus
capacity transit center and regionally funded
transit center are located in Southcenter. Ensuring
support infrastructure
that additional high- capacity transit facilities serve
the urban center will require active City involvement
in regional planning processes.
9
Receives other funding and streamlined permit
Explore a SEPA planned action or infill
processing incentives
development exception for Southcenter area.
Figure 22 Countywide policies compared to Southcenter, Tukwila's urban center
Planning Commission Recommended Draft, October 2012 3
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila "s Urban Center
VISION STATEMENT
Southcenter, Tukwila's urban center, is an economically vibrant, motor vehicle oriented area. It
owes much of its success to a high level of regional accessibility and in the past, a lack of
competition within the region, as well as the 30+ year vision and vigor of its development
community.
The land use, design and transportation portions of the Southcenter Plan focus on what it takes to
keep the area's successful economic engine running, and to make Southcenter more competitive and
attractive over the long term transitioning Southcenter into a great place for working, shopping,
doing business, living and playing. Great places contribute to the well -being of people and
communities. An area made up of great places will continue to attract people and their expenditures.
These attracted expenditures, in turn, provide the City of Tukwila the fiscal means to continue
providing our community with excellent public services and improvements.
The vision for Southcenter's next 30 -50 years foresees a high density area with regional
employment, walkable, as well as auto oriented shopping and entertainment districts, areas of high
quality housing near water amenities and within walking distance of the Sounder commuter
rail/Amtrak station and the new bus transit center, and recreational opportunities for business
people, residents, and visitors. Support for interlinked transit and a pedestrian system to supplement
an improved road network are included in the future; as well as sensitively enhancing the
accessibility to the City's natural amenities, such as Tukwila Pond, Minkler Pond, and the Green
River.
Achieving this long -range vision of an economically and environmentally sustainable community is
anticipated to be a gradual process. It should be pursued by reinforcing the Southcenter's strengths
and increasing its overall attractiveness through a combination of public and private investment.
This would support both new and existing businesses and the continuation of market- sensitive
transitions.
Notable future features include:
Improved connection between Westfield Southcenter Mall and Tukwila Pond Park.
A core area of high quality, walkable retail, entertainment, housing, public spaces and
employment creating a memorable destination within the region.
Anchor areas linked by frequent transit service (5 to 10 minute busses or shuttles),
enhanced with public and private pedestrian facilities, and development standards
supporting this type of built environment.
High quality transit and pedestrian facilities, focusing on creating strong connections
between the Mall and the Sounder commuter rail/Amtrak station.
Overall improvements to the network of streets, trails, sidewalks, and other infrastructure.
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
Encouragement of a pedestrian- oriented environment through building and streetscape
design standards and guidelines.
Sub districts differentiated through uses and development standards.
Southcenter's Boundaries
Northern Properties south of Interstate 405
Southern 180th Street with some properties on south side of the street
Eastern The center of the Green River between 180th Street and the southern boundary of
properties which abut the south side of the Strander Boulevard alignment, thence
eastward to the City limits.
Western Toe of west valley wall
Figure 23 Tukwila's urban center (Southcenter) boundaries
Planning Commission Recommended Draft, October 2012 5
11
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Figure 23 Tukwila's urban center (Southcenter) boundaries
Planning Commission Recommended Draft, October 2012 5
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila "s Urban Center
GOALS AND POLICIES
The following goals, policies, and strategies have been formulated to reflect the established vision
for Southcenter. These policies will help achieve the desired form and function of Tukwila's urban
center over the 30 to 50 -year planning period.
These goals and policies cover the issues of land use, urban development, and transportation and
circulation. They aim to develop and protect the long -term economic and environmental
sustainability of Southcenter by creating an attractive and functional environment to live and
recreate, as well as retain its reputation as a good place to work, shop, and do business.
Goal 10.1 Land Use
Southcenter will contain an intense, diverse mix of uses, which will evolve over time. The character
and pace of this evolution will be set by a combination of guidelines, regulations, incentives, market
conditions, and proactive private /public actions which reinforce existing strengths and open new
opportunities, and the desire for a high quality environment for workers, visitors, and residents.
Land Use Policies
10.1.1 Recognize Southcenter as a regional commercial /industrial area, with opportunities for
high quality, mixed use transit oriented development, including housing, served by a
balance of auto, pedestrian, bicycle and transit facilities. (Figures 24 and 25)
IMPLEMENTATION STRATEGIES
Expand the areas where residential uses are permitted.
Figure 24 Envisioned high density development in Southcenter
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
a
Figure 25 Envisioned medium density development in Southcenter
10.1.2 Public and private investment shall facilitate and encourage overall growth and
redevelopment in Southcenter.
10.1.3 Tukwila Urban Center (Southcenter) "Districts." Southcenter encompasses a
relatively large area containing a wide variety of uses. To create a more coherent urban
form and enhance the Center's long -term competitive edge within the region guide
development and change to create distinct areas where the character, forms, types of uses
and activities benefit, complement, and support each other.
IMPLEMENTATION STRATEGIES
Public Amenities Plan.
Development regulations that allow appropriate building heights within each district.
Design guidelines that promote a high quality urban environment and facilitate a
range of pedestrian activity, where appropriate.
Transit service and station improvements, as coordinated with transit providers.
Utilize flexible zoning regulations to allow uses including residential, retail and light
industrial, where appropriate for each district's purpose.
Develop regulations to address setback and lot coverage restrictions that allow for
future street expansions, new streets and other circulation improvements.
Design Review standards to enforce quality landscape and design.
10.1.4 Tukwila Urban Center (Southcenter) Residential Uses. A large percentage of the
City's future housing needs will be accommodated in the urban center in order to
preserve our existing residential neighborhoods. Allow residential development in
proximity to water amenities or within walking distance of the Sounder commuter
rail/Amtrak station or the bus transit center, subject to design standards and incentives.
Planning Commission Recommended Draft, October 2012 7
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IMPLEMENTATION STRATEGY
Develop standards and incentives for providing a variety of different types of open
spaces (e.g., plazas, parks, public private) that are used to attract residential
development and, as the area intensifies, balance out the increasingly dense
environment.
Use access to transit facilities and amenities to instigate surrounding residential and
mixed use development.
Goal 10.2 Urban Development
Encourage and allow a central focus in the northern portion of the Southcenter area. Throughout
Southcenter, the natural and built environments are attractive, functional, environmentally
sustainable, and distinctive, and support a range of mixed uses promoting business, shopping,
recreation, entertainment, and residential opportunities.
Urban Development Policies
10.2.1 Natural Environment. Recognize, protect, and enhance the open space network by
augmenting existing parks, enhancing access to passive and active recreation areas such
as Tukwila Pond, Minkler Pond and the Green River; and by improving air and water
quality and preserving natural resources; thereby effectively integrating the natural and
built environments in Southcenter. In addition, recognize that open space amenities are
attractors for a wide range of uses, including housing and office.
IMPLEMENTATION STRATEGIES
Seek opportunities for public /private partnerships
Promote use of indigenous plant materials
Promote use of water saving plant materials
Promote use of plant materials with wildlife habitat value
Implement the Master Plan and water quality improvement program for Tukwila
Pond Park
10.2.2 Green River. In conjunction with the City's Shoreline Master Program and flood
protection goals for the Green River, as Southcenter redevelops maintain or improve the
River's visual and physical accessibility for residents, workers, businesses and civic life,
IMPLEMENTATION STRATEGIES
Develop a vegetation plan for the mid -slope bench of the levee that ensures view
corridors are maintained at appropriate intervals when sections of the levee are set
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back in accordance with the City's approved Shoreline Master program's levee
profile.
Develop a plan that ensures that the potential public access points at street ends
identified in City's Shoreline Master Program are implemented as redevelopment
occurs in Southcenter.
10.2.3 Streets, Streetscape, and Pedestrian Environment. Create a "complete street"
network that establishes a finer grained street grid, reflects the demand and need for
motor vehicles, transit, pedestrians, and bicyclists; provides a safe, convenient,
attractive, and comfortable pedestrian and bicycling environment that eliminates
potential conflicts and promotes safety for all modes of travel; and reinforces the
different functions of streets by creating distinct identities for major rights -of -way.
(Figure 26)
IMPLEMENTATION STRATEGIES
Coordinate with the City Public Works Department to create a Street Master Plan
that establishes a finer grained street system for the Southcenter Area and requires
development to share in the cost of providing new streets.
Employ mechanisms and incentives by which a finer grid system and public frontage
improvements can be implemented by the Street Master Plan.
Coordinate with the Public Works Department to prepare an access management
plan for the Southcenter area which requires the consolidation of driveways and
access points, wherever possible
Use development regulations to maximize visibility at intersections for safety
Develop Streetscape design standards that reflect distinct street type, identity, mode
of transportation served, and design goals
Update the Street Tree Plan for the Southcenter area (CBD)
Seek additional funding for construction of the pedestrian bridge over the Green
River, connecting the Mall to the Sounder commuter rail/Amtrak station.
Planning Commission Recommended Draft, October 2012 9
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TUKWILA COMPREHENSIVE PLAN
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I
14- Back of sidewalk
15 6.0' 11.0' 11.0' SA° 15'
parking bike travel lane travel lane bike parking
Public Frontage New thoroughfare cross section
Figure 26 Example of envisioned Southcenter streetscape
10.2.4 Site Development. Create regulations and design guidelines to result in high quality
site design and contribute to the creation of enjoyable and safe pedestrian environments
through the use of site design techniques that include but are not limited to:
integration of architectural, site design, and landscape elements;
the co- existence of motor vehicle, transit service, and pedestrian traffic (Figure 27);
implementing physical and natural elements that enhance an area's overall aesthetic,
including street orientation (Figure 28).
encourage extension of the street grid system
10.2.5 Siting and orientation of buildings and parking lots should create an environment that is
conducive to walking in the northern part of the Southcenter area, particularly in the area
between the Mall, the bus transit center and the Sounder commuter rail/Amtrak station.
IMPLEMENTATION STRATEGIES
Over the short to midterm, focus public and private investments and regulations on
properties fronting Baker Boulevard between the Mall and the Sounder station.
10.2.6 Require interior vehicular connection between adjacent parking areas wherever possible.
10.2.7 Development standards should consider the needs of land owners, developers,
businesses, and the community.
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Figure 27 Site development —pedestrian connections through parking lots connecting street edge
to building entrances.
Figure 28 Southcenter site development building orientation to street
10.2.8 Parking. Ensure an adequate supply of parking for visitors, employees, residents and
customers. Provide a variety of flexible regulations, strategies and programs to meet
parking demands. On -going needs shall also be assessed to ensure appropriate parking
requirements and to encourage efficient and effective use of land in parking design
(Figure 29).
IMPLEMENTATION STRATEGIES
Conduct a public parking structure feasibility study, including siting, potential
funding sources and mechanisms.
Investigate alternative parking strategies such as shared parking, transit tradeoffs,
etc.
Look for opportunities for on- street parking in areas planned for higher pedestrian
activity, particularly in the TOD Districts
Develop appropriate standards and guidelines for parking design and layout to
support the type of development envisioned in each of Southcenter's districts.
Planning Commission Recommended Draft, October 2012 11
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Southcenter, Tukwila's Urban Center
Figure 29 Landscaping in parking areas
Factor pedestrian safety and convenience into parking lot design standards.
Continue Commute Trip Reduction Programs and other Transportation Demand
Management Programs. Incorporate the Growth Transportation Efficiency Center
(GTEC) into transportation and land use planning in Southcenter
10.2.9 Building Design. Promote high quality, market feasible architecture in Southcenter,
with attention to standards and guidelines which:
Promote an appropriate display of scale and proportion;
Give special attention to developing pedestrian- oriented features and streetfront
activity areas such as ground floor windows, modulated building facades, rich
details in material and signage;
Provide quality landscape treatment;
Provide an appropriate relationship to adjacent sites and features and;
e. Encourage overall building quality, and sensitivity to, and respect for, the area's
important natural amenities such as the Green River and Tukwila Pond.
Include property owners in developing urban design guidelines to ensure that the intent
of this policy is met.
10.2.10 Signage. Develop a directional sign program to aid pedestrians, bicyclists, and
motorists in wayfinding through Southcenter.
IMPLEMENTATION STRATEGIES
Identify appropriate design guidelines and locations for directional signage for
shopping, access to amenities and leisure activities, in order to alleviate congestion
in key corridors and intersections
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10.2.11 Parks, Open Space, and Public Amenities. Support plans, policies, projects, and
programs to expand and improve the parks, open space, and other amenities in
Southcenter and seek opportunities to develop new facilities that enhance the overall
experience of employees, residents, business owners, and visitors.
IMPLEMENTATION STRATEGIES
Design guidelines that ensure that uses and structures adjacent to parks recognize
and complement open spaces and public amenities
Prepare standards and guidelines for parks and open spaces that ensure access to
sunlight, a sense of security, seating, landscaping, accessibility, and connections to
surrounding uses and activities
Develop strategies for public private partnerships that will result in public open
spaces to serve as focal points and settings for special events and activities
Coordinate with Tukwila's Parks and Recreation Department to ensure that
Southcenter's parks and open space needs are integrated into the Parks Plan.
Encourage programs for open space and other public amenities (Figure 30)
Figure 30 Envisioned Southcenter open space amenity
10.2.12 Economic Development. Actively promote development in Southcenter by supporting
existing uses, identifying appropriate uses by district, developing design guidelines,
improving existing and providing new amenities, adopting workable regulations,
investing in public improvements; and proactively developing programs and incentives
to attract new businesses, investing in infrastructure and public amenities, and
encouraging business owners and developers to invest in the quality of both the built and
natural environment.
Planning Commission Recommended Draft, October 2012 13
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IMPLEMENTATION STRATEGIES
Establish a lead redevelopment entity on the public side to coordinate
implementation of an urban center redevelopment strategy and provide it with
people, resources and tools to succeed.
Rebrand urban center districts to take advantage of assets, location, and character,
and reinforce land use concepts so that the image of Tukwila is refreshed.
Support public /private partnerships to enhance existing and future business activity
in Southcenter
Improve infrastructure through the Capital Improvement Plan that reflects
Southcenter policies
Create distinct development standards for each district
Prioritize the use of public investments to fund projects necessary to catalyze
economic development.
Goal 10.3 Transportation and Circulation
A balanced transportation network that complements Southcenter land use and design policies and
provides access for all transportation modes to, from, and within the center.
10.3.1 Regional Access. Promote transportation and transit services and facilities, as well as
traffic management systems that increase and improve access to and from Southcenter
for all transportation modes; encourage a range of solutions, including but not limited to
local circulator systems, regional- serving park -n -ride sites, connections to regional rail
alignments, and regional and local high- occupancy vehicle systems.
IMPLEMENTATION STRATEGIES
Implement alternative bus transit modes such as airport, hotel and rail station
shuttles, and a local circulator service
Work with transit providers to coordinate regional and local rail and transit systems,
including bus rapid transit, commuter rail, light rail and monorail, that directly serve
the urban center and facilitate access to alternative travel modes
Develop, in conjunction with appropriate transit providers, additional transit
facilities and routes in Southcenter
Continue working with Sound Transit, the City of Renton, and the Union Pacific and
BNSF Burlington Northern Railroads to fund and complete the Strander Boulevard
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connection between the Sounder commuter rail/Amtrak Station and the City of
Tukwila, including the pedestrian -only underpass beneath the Union Pacific lines.
10.3.2 Local Access. Support the development of a continuous, comprehensive public street
network that serves all transportation needs, allows a range of travel route choices, and
facilitates access within Southcenter for both motorized and non motorized
transportation modes.
IMPLEMENTATION STRATEGIES
Prepare and adopt a street and sidewalk system Master Plan
Coordinate with land use planning efforts to ensure that improvements in the
transportation and circulation system are parallel with projected growth and desired
mode split in Southcenter
A Capital Improvement Plan that reflects Southcenter policies
Expansion of the street network
Acquisition of rights -of -way for future street use
Acquisition of railroad rights -of -way for pedestrian and bicycle paths
Street and utility rights -of -way retention
Develop auxiliary pedestrian ways to link major activity areas
Streetscape Improvement Plan with distinct identities for major streets and strategies
for pedestrian- oriented improvements and linkages such as new pathways, arcades,
awnings, sidewalk eating areas, and special displays
Conduct periodic traffic flow studies
Development of connector streets and service streets
Design intersections and sidewalks to promote pedestrian safety and foster walking
as a viable mode of transportation
Additional signalized pedestrian crossings
10.3.3 Transit Service and Facilities. In an effort to provide the greatest benefit to
employees, business people, shoppers, visitors, and residents of Southcenter, promote
the development and enhancement of transit service and facilities; coordinate with
regional transit agencies to enhance existing and future bus and rail facilities; ensure
consistency in planning between land use and transportation to create compatibility
between motor vehicles, transit, and pedestrians.
Planning Commission Recommended Draft, October 2012 15
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TUKWILA COMPREHENSIVE PLAN
Southcenter, Tukwila's Urban Center
IMPLEMENTATION STRATEGY
Work with regional transit providers to integrate the Tukwila Urban Center into the
regional light rail network
10.3.4 Transportation Alternatives. Ensure that land use, urban design, and transportation
and circulation actions for employees support and reinforce transportation alternatives,
including the Commute Trip Reduction programs, Transportation Demand Management
(TDM) programs, Rideshare programs, and related projects and programs (i.e. parking
provisions for alternative transportation modes).
IMPLEMENTATION STRATEGIES
Support for businesses in implementing the Commute Trip Reduction Program and
related transportation demand management programs
Encourage alternative transportation modes
Develop standards that complement and support alternative commutes such as
bicycling and vanpools.
10.3.5 Pedestrian Network. Create a non motorized transportation network by exploring the
use of railroad rights -of -way as pedestrian paths; utilizing public /private funds to
augment the existing network, and create connections between sites, within sites, and
from building entrances to the street.
IMPLEMENTATION STRATEGIES
Public /private funds to augment the pedestrian network
Implement the recommendations in the Walk and Roll Plan
Development standards to augment the public and private pedestrian network and
sidewalk and trail system
Require safe, direct pedestrian connections from sidewalks to building entrances
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City of Tukwila
Southcenter Design
Manual
Planning Commission Recommended Draft
23
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Southcenter Design Manual
Table of Contents
Introduction........................................................................................... ..............................i
1
Architectural Concept 1
2
Site Design
4
3
Lighting
4
Walls and Fences
7
5.
Building fagade Base and Top
9
6
Corner Treatments
15
7
Building Modulation
16
8
Blank Walls
20
9
Windows .............................22
10
Entrances and Doors
25
11
Weather protection
32
12.
Building Materials and Colors
34
13
Roofs .............................39
14.
Rooftop Equipment Screening
43
15
Parking Structures
44
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Southcenter Design Manual
Introduction
Purpose
The Southcenter Design Manual provides policy guidance on site and building design. The guidelines support
and complement the community vision described in the Southcenter Subarea Plan, and provide a flexible
tool for quality and innovation. This document is intended to supplement and expand upon the design
requirements found in Chapter 18.28 Tukwila Urban Center (TUC) Zoning standards.
This document provides City staff, the Board of Architectural Review (BAR), and the public a common basis
for the evaluation of design and development issues during the design review and approval process. The
Manual does not specify a particular style of architecture or design but is intended to guide applicants in
creating an appearance of greater consistency and design quality within the Southcenter District.
Organization
The Southcenter Design Manual is organized by design topic. The general structure is:
1. DESIGN TOPIC (e.g. Windows)
Intent Statement
0 Provided to guide the application of criteria to differing site circumstances in a consistent manner.
Design Criteria
A. Design Criteria: General requirements to be met by development
1. Example measures that guide development design to meet the design topic intent and design
criteria above. Graphic and written descriptions are provided.
For each Design Topic there are one or more Design Criteria, which are general in nature. The Design Criteria
explain the requirements for development proposals. They are the decision criteria by which the Director or
Board of Architectural Review will decide whether to approve, condition or deny a project.
The examples and explanations beneath, which augment each Design Criteria, provide guidance to the
project applicant developing the project, to City staff in reviewing a project proposal, and the decision maker
in determining whether the project meets the Design Criteria. These are intended to provide guidance and
possible solutions for the criteria but should not be seen as the only solution. There may be specific
requirements to include or avoid. Occasionally, when the criteria are very specific, examples are not
included.
Photographs and illustrations appear beneath the item they are intended to explain.
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Southcenter Design Manual
Interpretation
Where the word "shall" or "must" is used it is intended to be a mandate; and where the word "should" or
"encouraged" is used, it is intended to be a recommendation. In determining the degree of applicability of
design criteria or in case of conflict or site impracticality, priority should be given to criteria related to the
"public realm." Not all criteria will be applicable to every project.
This Manual intentionally emphasizes qualitative rather than quantitative measures. It describes, in clear
terms, those features that are to be addressed in the design of projects. It is evident that the criteria could
generate numerous solutions. Varied and imaginative designs are certainly encouraged. Photographs are
often included as visual examples for design and review purposes. They are not intended to be specific
examples to be replicated.
Where an addition to or expansion of an existing building triggers design review the new construction shall
meet all relevant criteria. In addition limited exterior modifications to the existing structure may be required
to aesthetically unify the new and existing portions of the structure and better meet the design criteria.
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1.
Intent
To encourage building design in which the organization is easily understood, appropriate to the
site, and is a positive element in the architectural character of the District within which it is
located.
Design Criteria
A. Develop an architectural design expression that unifies the massing and components of a
structure or structures on a site into a cohesive and consistent thematic or stylistic architectural
character or style that is responsive to the functional requirements of the development.
1. Example of axial symmetry, or more formal design organization, in a multi family building.
2. Example of asymmetry, or more informal composition, in a commercial building.
B. Develop an architectural design expression that is responsive to the site and surrounding
context.
1. Buildings may be oriented around a courtyard, be terraced down a hillside, or respond in design to
a prominent feature such as a corner location, a street or the river.
2. The architectural forms, elements and details of a project should be organized to clearly express
the building's function(s), orientation and relationship to the site and surrounding area.
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3. Projects should provide for visual and functional continuity between the proposed development
and the adjacent and neighboring structures.
4. Distinctive building elements, such as a corner tower, are encouraged to accent terminating views
within the Plan Area.
5. Service areas should be oriented away from the public realm or well screened, see Section 4 Walls
and Fences.
C. Buildings with multiple tenant spaces shall display a unifying concept or architectural
expression while simultaneously utilizing a varied palette of form, materials and colors between
buildings to prevent monotony.
1. This maybe accomplished with features such as:
a) Using a common color palette while varying materials; and /or
b) Employing the same surface treatments, such as board and batten or masonry, yet using
different colors and unit design; and /or
c) Aligning vertical centerlines of windows and doors between upper and lower floors; and /or
d) Using distinctive roof lines to define individual tenant spaces.
2. Horizontal ornament such as awnings or belt courses, string courses or cornice lines should be
carried directly across adjacent facades to unify various building masses and convey the sense of a
consistent building wall, or, adjacent facades should be designed to be distinctly different as if they
are distinctly different buildings.
D. Architectural style and materials used on additions and accessory buildings shall be carried
over from the primary building to unify development contained on the same site.
1. Base treatments from the primary building can be carried over to accessory buildings and
additions.
2. At additions and accessory buildings, windows are recommended to be composed with the same
architectural character as the main building, including opening mechanisms and trim.
3. Roofs on additions and secondary buildings should match the roof of the original building in terms
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of materials, slope, detailing and style, to the degree possible.
4. Alternately, an existing building maybe modified using the design vocabulary carried over from the
addition to create compatibility.
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2.
Intent
To encourage site design in which the organization is easily understood, appropriate to the area,
and is a positive element in the architectural character of the District within which it is located.
Design Criteria
A. Maintain visual and functional continuity between the proposed development and adjacent
properties where appropriate.
1. A large site should pay particular attention to massing and scale both in terms of its relationship to
the surrounding area and within the site itself. Large monolithic structures are discouraged.
2. Projects are encouraged to site buildings at the minimum setback distance from the right -of -way in
order to create distinct street edge and foster a more pedestrian oriented environment.
3. Incorporate opportunities for joint development of sites where there is potential for common
building walls, shared driveways, landscaping, or other shared facilities.
4. Use site design to take advantage of and /or enhance views of or access to the river, pond,
surrounding hillsides, and mountains, where feasible.
B. Site Design elements shall be organized to provide an orderly and easily understood
arrangement of building, landscaping, and circulation elements that support the functions of the
site.
1. Development on a large, super block -scale site should be arranged into multiple buildings that lend
a human scale and provide for pedestrian permeability. If multiple buildings are not feasible, the
mass of the building, horizontally and vertically, should be broken down into a hierarchy of
volumes.
2. Sites with more than one building should be designed to provide adequate circulation and access to
all buildings.
3. Minimize conflicts between drivers and pedestrians through the siting of structures, location of
circulation elements, landscape design, and placement of signs.
4. Structures should be designed and sited to maximize site surveillance opportunities from buildings
and streets.
C. Pedestrian walkways should provide relief from the paved expanses of parking lots and streets
by designing the walkways as amenity areas with landscaping, benches, lighting, signage and
attractive furniture.
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Use Site Design to break up super blocks:
1. Create multiple walkways through parking lot and landscaping to connect the site to the
neighborhood and create smaller parking areas in place of one large parking lot.
2. Infill development is preferred at the street edge to adapt traditional single -use commercial
properties to a more urban form and improve aesthetics and pedestrian orientation.
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3.
Intent
0 To design site lighting that accents the architecture, improves safety and avoids impacts to
adjacent properties and passersby.
Design Criteria
A. Site lighting shall be designed to promote safety as well as enhance the nighttime appearance
of buildings and landscaping.
1. Commercial buildings and landscaping can be illuminated indirectly by concealing light features
within buildings and landscaping to highlight attractive features and avoid light intrusion into
neighboring properties.
2. Bollard mounted lighting and stair lighting are recommended for low -level illumination of walkways
and landscaped areas.
B. Avoid glare from unshielded or undiffused light sources.
1. Small decorative "glow" elements within a luminaire such as bollard mounted lighting or stair
lighting are permitted to emit a low amount of light above the horizontal.
2. Shielding and careful placement should be used to prevent spillover light from being visible to
pedestrians, motorists, and nearby residential dwelling windows.
3. Adjacent to residential buildings, a combination of lower mounting height and luminaire shields
should be used to protect residences from spillover light and glare.
4. Illumination levels of facade uplighting, roof wash lighting and landscape uplighting should use
lower brightness levels where the illuminated facades, roofs or landscaping face residential
buildings, except across wider streets or boulevards with landscaped medians and street trees.
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Intent
To design walls and fences that are compatible with the building, improve the appearance of the
site and improve safety.
Design Criteria
A. Design walls and fences to create a sense of entry and enhance the street frontage.
Front yard fences should employ a combination of thick and thin structural elements with thicker
elements for supports and /or panel divisions. Fence posts and /or support columns should be
defined using additional trim, caps, finials, and /or moldings.
a) Piers are vertical architectural elements of fences or walls that can add interest to and break up
long expanses. Piers are recommended to have a base, shaft and cap composition. Larger piers
may be specially designed for gateway or other special locations, and these may incorporate
ornamental plaques or signs identifying the building or business; public art such as panels or
sculptural elements; and /or light fixtures. Piers may be topped by ornamental finials, light
fixtures, or roof caps.
b) Recommended dimensions for masonry piers are approximately 18 inches per side or diameter,
and the maximum spacing between piers should be 20 feet. Metal posts should be a minimum
of four inches per side or diameter.
2. Frontage walls may occur as garden walls, planter walls, seat walls, or low retaining walls. Seating
walls should be between 15 -18" in height and a minimum of 18" wide to provide comfortable
seating.
3. Entrances and pedestrian "gateways" should be announced by posts or pilasters, and may be
combined with trellises, special landscaping, decorative lighting, public art or other special
features.
B. Design walls and fences to screen unsightly portions of the site and enhance security.
Screening fences and walls should be constructed of materials that are compatible with the
architecture and character of the site. Natural colors, a cap or top articulation, and related
dimensional post spacing increments should be used at screening fences to enhance compatibility.
2. All walls should have a cap and base treatment.
3. Design elements should be used to break up long expanses of uninterrupted screening walls, both
horizontally and vertically. Walls should include design elements such as textured concrete block,
interlocking "diamond" blocks, formed concrete with reveals, or similar materials. Landscape
materials should also be used to provide surface relief.
4. Use of security fences should be minimized, and limited to special locations where additional
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security is necessary. Such security fences should not exceed 6 feet in height.
5. Security fences should be designed to maintain a visually open character to the extent possible.
This may be accomplished by using metal picket or open grille fencing or by mounting metal picket
or open grille fencing on top of a low masonry wall.
6. Bollards protecting Fire Department equipment shall be approved by the Fire Department.
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5.
Intent
0 To ensure that individual elements of a facade relate to the facade's overall design, articulation,
and organization.
0 To reduce the scale of large buildings.
Design Criteria
A. Create a building base where the horizontal articulation of the lower part of a building facade's
design establishes a human scale for pedestrian users and passers -by, and aesthetically "ties" a
building to the ground.
1. A building base treatment shall occur at both of the following scales on commercial buildings:
a) At the scale of the pedestrian (i.e. within the ground floor portion of the facade), a base
treatment should be created at a height between nine inches and six feet.
b) For multi -story buildings, at the scale of the building the facade of the entire ground floor (or up
to the second floor, depending on the height of the building) should be designed to read as a
base that "anchors" the building (i.e., the portion of the facade above) to the ground.
2. The building base should be created by anyone or more of the following treatments:
a) A horizontal projection (or visible thickening) of the wall surface, which may be accompanied by
a change of material and /or color; this may be an exterior version of a "wainscot."
b) A material and /or color change of the base wall relative to the building wall above. The base
material should be heavier (e.g. of darker color and /or a heavier or more permanent material)
than portions of the building above.
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c) A horizontal architectural line or feature at or below the top of the first story, such as a belt
course, protruding horizontal band or secondary cornice (related to or repeating the pattern of
an upper cornice) separating the first two floors.
d) At non residential buildings a ground level arcade with columns may be used to create a building
base. Column spacing should be regular, and related to the structural bay increment of the
building.
3. Where base or top treatment is required for side and rear fa�ade(s) of a building per 18.28.180 B
one or more of the following flush wall modulation treatments may be used:
a) Integral color change between the base and portion of wall above, and /or between the top
element and portion of wall below.
b) Horizontal score lines matching top, bottom, and /or other lines of street, pond, or river facade
horizontal articulation.
c) Horizontal facade recess(es) matching top, bottom, and /or other lines of street, pond, or river
facade modulation elements.
B. On mixed -use retail buildings, create a ground -level base that is architecturally distinct from
but strongly related to the design character of upper story uses, and contains more pedestrian
oriented detail and scale- making elements.
Curtain wall storefronts, larger windows, awnings or canopies are encouraged on ground -floor
retail spaces.
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2. Upper story setbacks and material changes should be used to define the upper stories as distinctly
different from the ground -floor retail spaces.
C. Parking podiums shall be designed as part of the building's base.
1. Wall textures, colors, and dimensional modules should be coordinated with the architecture of the
building above.
2. Materials, detailing and design elements should be used to break up a monotonous facade.
D. Create a "top" on buildings through a substantial horizontal articulation of the facade at the
uppermost floor of the building to provide an attractive facade skyline and complete the upper
facade composition.
1. This "cap" shall be architecturally integrated with any sloping roof volume (if used) that occurs
above the eave line.
2. The following are examples of top element types that maybe used to satisfy street facade
horizontal modulation requirements per 18.28.180 B:
a) Cornice
A Cornice may be applied as the top of street facade or a building base as a built -up material
articulation that steps forward from the facade plane into the right -of -way or required setback.
This step provides a significant opportunity for shadow lines and facade delineation; to this end, a
minimum of three cornice "steps" or layers should be used. This element can be used on a facade
independently or can be located atop a series of pilasters which are placed at regular intervals
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Southcenter Design Manual
(usually to dictate bay width).
Norte: fabric awning does not
apply towards building base
requir
Repeating
facade
pilasters
i. COMPOUND
CORNICE
Cornices
ii. COMPOUND
CORNICE WITH
PILASTERS
b) Canopy
A Canopy element serves as an intermediate or final horizontal modulation element or "lid" at a
ground floor facade, or as a street facade cap. Its purpose is to provide shade or cover for
pedestrians or sidewalk dining and /or to establish a strong horizontal massing element and
"shadowline" in the facade. It can be a continuous horizontal element, a series of repeated
elements (typically above shopfront windows), or a single "feature" element occurring at a
structure's main or secondary entrance. A canopy and its related building components should be
constructed of an accent building material (such as metal, tempered glass, or roof material used
elsewhere on building) that is compatible with the primary building material.
i. SUSPENDED
CANTILEVERED
CANOPY
ii. BRACKET SUPPORTED
CANTILEVERED
CANOPY
Canopies
c) Shaped Parapet
Continu
trellis co
iii. ROOF CANOPY iv. TRELLIS
CANOPY
A Shaped Parapet is the freestanding upper extension of the street facade extending above the
point where the roof intersects behind it. A Shaped Parapet provides visual completion to the top
Roof type used
bu
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Southcenter Design Manual
of a building facade and develops a distinct and recognizable skyline for the building. The form of a
Shaped Parapet may be unrelated to the roof form behind it. In many cases, the form of a shaped
parapet has traditionally been symmetrical. Generally, Shaped Parapets and their related
components should be constructed of the primary wall cladding (such as brick, stone, or stucco) or
an accent building material (such as wood or metal) that is compatible with the facade
composition.
I. SUSPENDED
CANTILEVER LEDGE CAP
v.. STE'BACK CAP
ii. BRACKET SUPPORTED
CANTILEVER LEDGE CAP
FF
vi. COMPOUND
STEPBACK CAP
iv. COMPOUND
CORNICE CAP
Decorative
brackets
viii. MANSARD CAP
WITH ENTABLATURE
AND CAP ABOVE
Shaped Parapets
d) Facade Offset
iii. BRACKET SUPPORTED
CANTILEVER LEDGE CAP WITH
ENTABLATURE AND CAP ABOVE
Decorfltive
brackets
vii. MANSARD CAP
A Facade Offset is a horizontal plane break where a portion of the facade steps back a sufficient
distance in order to break the building into smaller volumes. Generally, a Facade Offset (recess
line) applies a Cornice, Canopy, or Shaped Parapet along the edge of the offset to add visual
interest and appropriately define the resulting building volume.
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Ix. GREENHOUSE"
PENTHOUSE
FLOOR CAP
Locate an architectural
tap (carnice, Canopy, ar
parapet) along the length
of the facade offset
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Facade Offset
DI
Intent
0 To emphasize the importance of intersections through special design elements.
Design Criteria
A. Building corners at important intersections shall be emphasized with a distinctive building
element.
1. Appropriate building elements include:
a) Corner towers which are created by articulating a separate, relatively slender mass of the
building, continuing that mass beyond the height of the primary building mass, and providing
the top of the mass with a recognizable silhouette,
b) Projecting or recessed corner entrances with a distinctive roof or canopy element,
c) Distinctively shaped bay windows or balconies.
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7.
Intent
To ensure, through horizontal and vertical modulation, that the apparent height and length of a
building maintains the desired human scale and character for the Southcenter area.
0 To reduce the scale of large buildings
To encourage the design of building facades which incorporate interesting architectural details
that add variety to the facade, animate the street presence, and are attractive at a pedestrian
scale.
Design Criteria
A. Incorporate architectural elements that minimize the appearance of a building's length.
1. Vertical Modulation Elements. The following Vertical Modulation Element types may be used either
alone or in combination with any other permitted element type to satisfy the Street, Pond, or River
facade Length Increment requirement per 18.28.180 C:
a) Facade Offset
The horizontal depth of a facade offset shall be a minimum of five percent of the width of the
largest adjacent horizontal facade segment. If building materials are used to create a contrast in
color and texture between the wall segments the depth may be reduced to 3 percent of the
width of the largest adjacent horizontal facade segment.
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Southcenter Design Manual
Facade Offset
b) Pilaster /Pier
The horizontal width of a protruding pilaster or pier shall be a minimum of five percent of the
width of the largest adjacent horizontal facade segment. The setback of wall surface from the
face of the pilaster or pier shall be a minimum of 1/4 of the pier width. Pilasters /Piers shall not
protrude into the public right -of -way.
1
s
Q
Pilaster /Pier
c) Notch
The width of a facade notch shall be a minimum of five percent of the width of the largest
adjacent horizontal facade segment. The depth of the notch shall be at least 1/4 of the notch
width.
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Facade Notch
B. The building facade shall provide visual interest across vertical and horizontal wall surfaces.
Flat wall surfaces are to be avoided in favor of details that project into or recede from the principal
wall plane facing public spaces.
1. Alcoves, porches, and balconies are encouraged to create architectural interest and to provide
outdoor spaces. They shall have a minimum of 20% open or glazed area distributed evenly
throughout the railing. Privacy between units should be created on balconies either structurally or
with at least 10 feet horizontal space between balconies.
2. Trellises, Signs, Marquees and Architectural Canopies can be used to accent a building and
articulate the facade. Materials, colors, and form should be derived from the building architecture,
e.g. a metal trellis on a modern building is appropriate but a canvas canopy on a modern building
may not be appropriate. A trellis painted the same color as a building's trim or a contrasting color
to the building may be appropriate.
3. Wall- mounted outdoor lighting (sconces) maybe used to accent entries, mark a sequence of
repeating pilasters, or serve as a "centerpiece" for a facade panel. Style and material should be
consistent with that of the building and should be ornamental rather than simply utilitarian.
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4. Protrusions such as balconies, porches, and bay windows may be used if the overall projection and
encroachment into the public right -of -way and /or required setbacks conforms to the regulations
established in Section 18.28.210 Front Yard Encroachments. Projections should allow at least 12
feet clearance from top of sidewalk to underside of projection. Alcoves used in conjunction with
these elements increases the usability of this element, while providing shadow and visual interest
to the facade composition.
5. Balconies and porches should be constructed of materials and proportions related to the overall
facade composition. A contrasting material to the wall surface should be used.
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Intent
To encourage the design of building facades which incorporate interesting architectural details
that add variety to the facade, animate the street presence, and are attractive at a pedestrian
scale.
To enhance the pedestrian environment by avoiding large blank walls visible from public areas
and adjacent properties.
Design Criteria
A. All facades including side and rear facades should be considered visible (unless facing "blind"
onto an adjacent party wall) and should be treated with an architectural facade composition
similar to that on the building's front.
1. Blank walls are not permitted facing streets, sidewalks, open spaces, or pedestrian pathways and
instead shall be designed to provide visual interest and human scale.
2. Projects should utilize compatible materials on all four sides of the building.
3. One of more of the following treatments should be used to address blank walls:
a) The pattern of openings and windows should be carried across windowless walls to add visual
interest and avoid blank surfaces.
b) Install a vertical trellis in front of the wall with climbing vines or plant materials.
c) Provide a planting bed at least 5 feet wide or a raised planter bed at least 2 feet wide by 3 feet
long in front of the wall, and establish plant materials that will obscure or screen 60 percent of
the wall's surface within 3 years.
d) Install a display window per 18.28.200.
e) Provide artwork (a mosaic, mural, sculptural relief, etc.) over a significant portion of the blank
wall surface and illuminate it for nighttime visibility.
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f) Incorporate a change of materials or texture in the wall and accent it with architectural details.
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a
Intent
To encourage large expanses of glass across facades to provide daylighting of internal spaces,
visual interest, and access to views while providing a visual connection between activities inside
and outside.
0 To provide visual access and interest at the street level through the use of ground level windows.
0 To design windows to be in keeping with the character and the architectural style of the building.
To relate windows throughout a building's facades in design, operating type, proportions, and
trim. They should be used as architectural elements that add relief to the facade and wall surface.
Design Criteria
A. Windows shall be used as an element which helps to articulate the character of a facade and
define an architectural style.
1. Windows within solid walls (walls not designed as curtain wall systems) should not sit in the same
plane as the wall surface. They should be recessed at least 4 with the wall material turning the
corner at the window jambs, in order to emphasize the wall thickness.
2. Window openings, operating types (single -hung, casement, etc.) and proportions of window frames
and members should be designed in accordance with the building's architectural style.
3. Windows should have design and scale relative to the spaces behind them.
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4. Window accessories such as window boxes for plants, fabric awnings, etc. should be considered for
additional articulation and interest, in coordination with the selected architectural style and
building use.
B. Window frames and sills should be prominent and substantial to enhance openings and add
additional relief.
The size of elements should be proportional to the glass area framed, as where a larger window
may use commensurately wider framing members.
2. Upper story windows and parking structure "window" openings should be detailed with
architectural elements such as projecting "lug" sills, and /or lintels.
3. Ornamental framing and hardware provide utilitarian opportunity for craftsmanship and
decoration.
4. Windows designed as glass curtain wall systems (where they are not treated as a separate element
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from the facade system) should be designed with projecting vertical and /or horizontal mullions, or
other modulating features.
5. At light duty horizontal or vertical aluminum sliding windows, assemblies with extrusions and frame
members of minimum one and one -half inches exterior width dimension should be used to avoid
an insubstantial appearance common to aluminum sliding windows; these should be accompanied
by well detailed frame and sill elements
6. "Lug sills" (protruding window sills) should not be formed of rigid foam or other substrates sprayed
with stucco or other wall finish material. They should instead be constructed with a permanent
material such as painted wood, painted FRP, metal, precast concrete, GFRC, terra cotta, or stone.
7. Where multi -pane windows are utilized, "true divided light" windows or sectional windows shall be
used. "Snap -in" muntins (i.e. detachable vertical or horizontal glass plane dividers or glass pane
dividers sandwiched between layers of glass) shall not be used.
C. Windows on facades subject to corridor standards may have integrated tints but shall remain
transparent. Clear glass should be used, particularly along facades facing streets or public open
spaces.
1. Opaque tinted glass shall not be used along facades facing streets or public spaces.
2. Screening sheets, white, or UV protection film shall not be used.
3. Mirrored glass shall not be used for more than 10 percent of the facade.
4. If solar or heat control is desired, low emissivity and nonreflective solar control glass, additive
external and internal shade devices, and deep recessing of windows within walls are among the
elements that can be used.
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10.
Intent
0 Ensure a welcoming public face to buildings with well designed, appropriately scaled, and easy to
find entrances.
0 Entrances should be visually prominent features in the design of a building.
Design retail and commercial entries to create an open atmosphere that draws customers inside,
and residential entries that are welcoming and provide a graceful transition between the public
and private realm.
Design Criteria
A. Primary entrances are among the most visible and characteristic features of a building. The
location and design of the main entrance door(s) and the surrounding frame shall represent the
overall style and architectural character of the building.
1. The primary entrance maybe:
a) marked by a taller mass above, such as a modest tower, or within a volume that protrudes from
the rest of building surface;
b) accented by special architectural elements, such as columns, overhanging roofs, awnings, and
ornamental light fixtures;
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c) indicated by a recessed entry or recessed bay in the facade. Recommended treatments include
special paving materials such as ceramic tile; ornamental ceiling treatments, such as coffering;
decorative light fixtures; and attractive decorative door pulls, escutcheons, hinges, and other
hardware. Examples of a recessed entry include:
(1) Forecourt. A forecourt is a courtyard forming an entrance and lingering space for
a single building or several buildings in a group, and opening onto the public sidewalk.
The forecourt is the result of setting back a portion of the primary building wall. It should
be enclosed on three sides by building masses (and therefore cannot be built on corners)
or adjacent to a building already set back from the sidewalk. The forecourt opening shall
be a maximum of 30 feet wide. It may feature a decorative wall or fence on the sidewalk
that creates a gateway into the forecourt. A forecourt can be appropriate for ground or
upper floor residential uses when combined with stoops or flush single entries, or can be
combined with shopfront frontage types for retail and office developments. When
combined with stoops, the courtyard may be slightly raised from sidewalk grade and
landscaped or paved. When combined with retail, restaurant and service uses, all three
sides of the courtyard should feature shopfront entrances and display windows and the
forecourt should be treated as an extension of the sidewalk space;
i
s
C a x Gi SICIY! ,K
1 �1'
J I 1�
1
Forecourt
f 9kG,N CMG SIPEVat,IN
(2) An arcade. An arcade is a colonnaded space at the base of a building running
along the sidewalk resulting in a covered sidewalk space. An arcade requires the ground
floor to be constructed at or close to sidewalk grade, and so is not appropriate for
buildings with ground -level residential use. Minimum arcade width is 12 feet, and
maximum column spacing along the street is 15 feet. Ceiling beams and light fixtures that
are located within the column spacing geometry greatly enhance the quality of the space
and are recommended. Setback areas should be treated as extensions of the sidewalk;
lArl D'
t
E
E
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d) sheltered by a projecting canvas or fabric awning, or a permanent architectural canopy utilizing
materials from the primary building; and or
e) A "grand portico" meant to project the image of an important community building, such as
libraries, post offices, city halls, or quasi -civic buildings such as hotels with ground level
convention facilities, or movie theaters. A portico is a roofed entrance supported by columns
appended to the primary plane of the building's front facade. A "grand stair" makes an excellent
appendage to a grand portico. Setback areas should be landscaped for non commercial buildings
and paved for commercial buildings.
i
t� UrK CF SnFWAIK
i.
Grand Portico
2. A sign mounted at the entry may be used to emphasize the entry.
3. Where smaller, subsidiary roofs are used over entrances, they should match the principal building
in terms of style, detailing and materials.
B. Building entrances shall be prominent and easy to identify from the public and pedestrian
realm.
1. Residential developments may use the following entry treatments:
a) Stoop. A stoop is an entrance stairway to a residence typically constructed close to the sidewalk.
Stoops may feature a portico entrance at the top of the stair. Multiple stoops may be combined
to increase the scale of the entrance. Setback areas are typically landscaped.
ADP.raaK
Stoop
G NARK OF SI YsWALK
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b) Porch. A porch is a roofed space, open along two or more sides and adjunct to a building,
commonly serving to shelter an entrance and provide a private outdoor space appended to a
residence. Porches may serve multiple entrances. Setback areas are typically landscaped.
Porch
c) Front door. A front door features a residence's main entrance with a deep setback, creating a
gracious open space along the property frontage. Setback areas are typically landscaped.
2. Special paving may be used to enhance and define the entrance.
3. If a courtyard is incorporated in the design, an entrance may also open onto it.
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4. Ground floor multi family residential units should have dedicated entrances wherever possible.
5. Public entrances should be illuminated at night to enhance safety and visibility.
C. At mixed -use buildings, entrances to residential, office or other upper story uses shall be
clearly distinguishable in form and location from retail entrances.
Use different materials, building forms, door styles, and /or building perforations in
retail /commercial spaces than residential entrances.
2. Accent the entrance with architectural elements such as clerestory windows, sidelights, and
ornamental light fixtures, and identify it with signage and /or address numbering.
3. The entrance may be recessed into a vestibule or lobby distinguishable from storefronts.
D. Secondary Entrances: Side or rear building entries shall be consistent with but visually
secondary to main entrances.
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1. The design of the side or rear entry should be architecturally related to the front entry, such as in
use of materials and proportions.
2. Secondary entries should be enhanced with detailing, trim and finish consistent with the character
of the building.
3. Large multi- tenant buildings may have multiple main entrances.
E. Loading and Service Entrances shall be designed to minimize visibility from the public realm.
1. All service entrances and associated loading docks and storage areas should be located to the side
or rear of the building unless all facades face a public street in which case locate them in the least
visible location or screen them with landscaping.
2. The service areas shall be separated and architecturally screened from any pedestrian entrances.
3. Portions of the building facade containing service or truck doors visible from the public street shall
be designed to include attractive and durable materials and be integrated into the architectural
composition of the larger building facade design. Architectural treatments, materials, and colors
shall be extended from building facade areas into the facade portion containing truck doors to
avoid creating a gap in architectural expression and to maintain a high quality appearance.
F. Automotive Service Bays: Buildings containing automotive service bays shall be designed to
minimize their visibility from the public realm.
Either orient the service bay doors in the direction least visible from the public realm or screen the
doors with walls, trellises or landscaping.
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2. Framing elements such as trellises and trim around the edges of service bay doors are
recommended to add depth and detail to the automobile scaled facade.
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11.
Intent
0 To provide additional shelter at the edges of buildings and entrances from wind and rain through
the use of porticos, covered porches, and arcades.
0 To improve the pedestrian experience by providing protection from inclement weather.
Design Criteria
A. Non residential buildings shall provide pedestrian weather protection along adjacent street
front sidewalks and open spaces using awnings, canopies, or building overhangs.
1. Awnings, canopies or building overhangs over sidewalks shall be a minimum 6 feet in depth. The
depth should depend on its function. Canopies or awnings shall have an overhead clearance
between 8 to 12 feet.
2. Vinyl or plastic awnings are not permitted.
3. Weather protection shall be a permanent architectural element. Materials and details must relate
to the building as a whole.
4. Continuous weather protection coverage in pedestrian oriented areas is desirable. Different
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methods can be used to accommodate continuous coverage. For a sequence of storefronts or
windows, a sequence of discrete, overlapping awnings or canopies for each storefront or building
bay should be used, rather than one continuous run -on awning.
5. Drainage should be designed so that the awning or canopy does not drip on pedestrians.
6. Awnings and canopies on multi -story buildings should be designed to accommodate Fire
Department ladder access requirements.
7. Where not in conflict with the Design Criteria, shading devices such as building /roof overhangs,
latticework and trellises should be incorporated primarily into south facing facades and designed to
balance summer cooling and winter heating by maximizing solar gain during the winter and
minimizing solar gain during the summer.
8. Deep canopies on building faces subject to heavy shade either because of orientation (north facing)
or adjacent building form (blocking sunlight), should incorporate glazing into part of the canopy to
allow natural light to penetrate to storefronts and the sidewalk below.
B. Awning design shall relate to the other elements of the building facade.
1. Colored fabric mounted awnings supported by a metal structural frame are recommended.
Awnings should be made of durable materials, avoiding the use of vinyl, shiny, and flimsy fabrics.
2. Awnings should not cover up intermediate piers, pilasters, or other vertical architectural elements.
3. Storefront awnings should not dominate or obscure the storefront or facade.
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12.
Intent
Utilize durable, high quality exterior building materials that contribute to the overall appearance
and longevity of the building, as well as colors and textures that reflect the local setting and
further articulate the building design.
Design Criteria
A. Use of natural materials that reflect our Northwest setting such as stone, local woods like
cedar and fir, and functional materials like concrete, brick, and metal is encouraged.
1. Descriptive Definitions and usage recommendations:
a) Brick: Full size brick is preferable to thin veneer brick. When used, brick veneers should be
mortared to give the appearance of full -depth brick and detailed with wrap- around corner and
bullnose pieces.
b) Ceramic tile: Glazed and unglazed tile should be limited in use to a facade cladding or decorative
wall accent material. Simple color palettes and design motifs should be used.
c) Fiber Cement or Cementitious Siding: An exterior siding product available in planks, panels and
shingles and composed of portland cement, ground sand, cellulose fiber and sometimes clay,
mixed with water and cured in an autoclave. Fiber reinforced plastics (FRP), cast glass fiber
composites "fiberglass These materials are often used in molded reproductions of carved
wooden or cast metal architectural ornamentation such as architectural columns, capitals and
bases, cornices, and other trim. They may be used if their appearance closely approximates the
type of painted wood element they are simulating, and are coordinated in color and
composition with the selected architectural style. They should only be used at locations above
the reach of pedestrians.
d) Profile, Corrugated, and Other Sheet, Rolled and Extruded Metal Surfaces: Where used, sheet
metal should be detailed with adequate thickness to resist dents and impacts, and should have
trim elements to protect edges. Metal siding shall have features such as visible corner moldings
and trim and incorporate masonry, stone, or other durable permanent materials near the
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Southcenter Design Manual
ground level (first two feet above sidewalk or ground level). Metal siding shall be factory finished
with a matte, non reflective surface.
e) Stone (including river stone), stone veneers, cast stone, terra cotta, precast concrete, glass fiber
reinforced concrete (GFRC). Improperly simulated or contradictory finishes (i.e. use of panelized
concrete to simulate a riverstone wall appearance with visible straight -line joints cutting across
individual stones) should not be used.
f) Stucco or EIFS (Exterior Insulating and Finish Systems): Close attention should be paid to detail
and trim elements for a high quality installation. Very stylized or highly textured surfaces are
strongly discouraged. Joint patterns should be architecturally coordinated with overall facade
composition. These finishes should be sheltered from extreme weather by roof overhangs or
other methods and weather exposed horizontal surfaces should be avoided.
g) Wood: Horizontal sidings such as clapboard and tongue -in- groove; vertical siding such as board
and batten; and other horizontal sidings such as smaller wood shingles may be suitable. The
larger, more rustic styles of shakes should not be used. Trim elements should be used for all
wood siding types. Timber detailing and exposed bracing may be appropriate. "71 -11" plywood
panel siding is not allowed.
h) Precast Concrete: The location and spacing of panel and expansion joints should be incorporated
into the facade composition. Castings should be shaped to form architectural profiles that create
bases, cornices, pilasters, panel frames, and other elements contributing to facade composition
and human scale. Cement type, mineral pigments, special aggregates and surface textures may
be used in precast concrete to achieve architectural texture and variety.
i) Poured -in -Place Concrete: Long surfaces of uninterrupted concrete walls should not be used.
The use of textured form liners, pigments, stains, and /or special aggregates should be used to
create visual interesting surfaces. At a minimum, the design of exposed concrete walls should
incorporate the location and spacing of formwork tie holes, expansion joints and control joints
into the facade composition. The architectural treatment of poured concrete that is used as a
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building architectural base should be extended to concrete used elsewhere in the project for
sitework material.
j) Concrete Block: Incorporate a combination of textures to provide visual interest (such as split or
rock facade units and /or contrasting colored units with plain smooth block can create distinctive
patterns). Decorative treatments such as alternating block courses of differing heights,
contrasting grout colors, alternating surface textures (e.g. precision face and split face) and /or
compositions of colored blocks should be used, along with matching cap and trim pieces. Plain
concrete block fire walls on the sides of a building that are visible to the public are discouraged.
2. Local and recycled building materials should be used whenever possible.
3. If the building massing and pattern of windows and doors is complex, a simple palette of wall
materials, textures and /or colors should be used. If the building volume and the pattern of wall
openings are simple, additional wall materials, textures and articulation may be utilized.
B. Wall Cladding materials shall be appropriate to the architectural style and building type.
Authentic materials and methods of construction should be used to the degree possible.
1. Where simulated cladding materials (e.g. artificial stone to substitute for real stone, or painted
fiber reinforced plastics to substitute for painted wood) are used for reasons of economy, they
should be durable and closely match proportions, surface finishes, and colors of original materials.
2. Fiber Cement or Cementitious Siding: Planks are an acceptable substitute for wood siding when
used in the formats described above under "Wood." To match the precedents of real wood siding
in the area the spacing of siding should not exceed 8
3. Profile and Other Sheet, Rolled and Extruded Metal: As wall cladding, these wall systems should be
used as a secondary or accent material. A high quality, durable, fade resistant coating system or
paint such as Kynar, Tnemec, etc. is recommended.
4. Stucco or EIFS: Stucco and EIFS finishes are acceptable finishes for upper stories only at street
exposures on commercial buildings. They should not be used at storefronts. They may be used at
ground floor portions of rear or side service and parking exposures and in such cases should be
specified with high- density materials, with the ground floor street facade cladding materials
continuing to be used as a building base and accent material.
5. Wall Accent Materials: are recommended to add interest and variety, for example, at architectural
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elements such as cornices and on portions of buildings or walls. Materials recommended for use as
accents include brick, wood, stone, Fiber Reinforced Plastic, ceramic tile as listed above, in keeping
with the architectural style of the building.
C. Color: More than two colors and materials shall be incorporated into a design. Mono-
chromatic schemes are discouraged. Color choices should include warm rich colors that reflect and
complement the woodlands, water and open sky of the region; weathered wood and oxidized
metal colors related to industrial and agricultural influences.
1. Primary building colors, used at building walls, freestanding site walls, and other primary building
elements, should be saturated colors to complement Tukwila's forested surroundings and often
overcast skies. Extremely bright colors should not be used as primary wall colors.
2. Secondary color should complement the primary building color, and may be a lighter shade than
the body color, or use more saturated hues. Secondary color can be used to give additional
emphasis to architectural features such as building bases or wainscots, columns, brackets, cornices,
capitals, and bands; or used as trim on doorframes, storefront elements, windows and window
frames, railing, shutters, ornament, fences, and similar features.
3. Accent colors may be more saturated in color, or brighter in tone, and used to highlight special
features such as doors, shutters, gates, ornament, or storefront elements. Bright colors should be
limited to retail establishments, and used sparingly at fabric awnings, banners, window frames, or
special architectural details. A restrained use of bright colors allows display windows and
merchandise to catch the eye and stand out in the visual field.
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4. Colors should be compatible with other buildings in the surrounding area. Colors of adjacent
buildings should be taken into consideration.
5. Fluorescent colors should not be used on building materials.
6. At attached residential units, primary and secondary building colors may contain variations in color
from unit to unit, to further distinguish the individual identity of each residence.
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13.
Intent
Encourage prominent rooflines that give buildings an attractive and distinctive top, contribute to
the character of the area, and are consistent with the type of building function and uses.
Encourage the use of sloped roofs for residential buildings to shed rain and snow and provide
shelter.
Design Criteria
A. Roof lines shall be a distinctive design element for all buildings.
1. Rooflines should reflect the architectural style of the building.
2. Pitched and continuous sloping roof forms (i.e. without flat horizontal portions) including gable,
hip, and pyramidal roofs are encouraged.
3. Use of gables, dormers and towers is encouraged.
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4. Roof surfaces should be punctuated with varying roof forms to break up large massing of roof
surfaces and /or to provide opportunities to daylight interior spaces.
5. Creative or unusual roof lines are encouraged.
B. Flat or shallow pitched roofs shall be ornamented with shaped parapets, caps, or cornice
treatments.
1. The primary cornice should be decorated or bracketed with parapets, finials, or simple decorative
panels or molding.
2. An architecturally profiled cornice and /or expressed parapet cap should be used to terminate the
top of the parapet wall.
3. Surface mounted cornices, continuous shading elements, or trellises should be used to strengthen
a parapet wall design.
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4. Sheet metal parapet caps or coping should provide a formed (compound folded) overhanging edge
termination and a heavy gage sheet metal thickness selected to avoid "oilcanning" distortion.
Single layer, flush sheet metal parapet caps should not be used. Finish should either be of an
unpainted ornamental metal such as copper, or painted to match adjacent wall surface. Unpainted
galvanized metal should not be used.
C. Roof overhangs for both flat and sloping roofs are encouraged to add depth, shadow and visual
interest, and can be used to create a Street, Pond and River facade Top Element as defined in
Section 18.28.180 B.
1. Vertical roof edge fascia over eighteen inches in height should be subdivided or accented by
additional horizontal layers, stepbacks, trim, and other detailing.
2. Brackets and corbels (i.e. decorative supporting pieces designed to bear the weight of projected
overhangs), or other expressed roof overhang supports (whether structural or nonstructural) are
encouraged to add richness to detailing. The spacing module of repeating supports should relate
to the building's structural bay spacing or window mullion spacing.
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3. The soffit (i.e. the underside surface of the roof overhang) should be designed as a visible feature
and incorporated into the overall architectural composition. Soffit beams, coffers, light fixtures and
other design articulation are encouraged.
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14.
Intent
0 Use building and site design to conceal service equipment and areas.
Design Criteria
A. All building mechanical equipment located on roofs shall be screened from view as seen from
public streets and sidewalks within 300 feet of the subject property, except from points of view in
excess of 10 feet above finished site grade of the subject property.
1. The first preference is to either place the equipment where it is not visible from the street or
nearest offsite property or screen the equipment using the roof forms or parapet walls.
2. If equipment must be placed where it is visible it must be screened with elements that are
architecturally compatible with the building design.
3. Materials, architectural styles, colors and /or other elements from the facade composition shall be
used to integrate the screening into the building's architecture.
4. In the design of screening enclosures, use dimensional increments of window spacing, mullion
spacing, or structural bay spacing taken from the facade composition.
5. Where possible, downspouts should be concealed within walls while meeting the requirements of
plumbing codes and providing for maintenance. The location, spacing, materials, and colors of
exposed downspouts, gutters, scuppers, and other visible roof drainage components should be
incorporated into the architectural composition of the facade and roof; haphazard placement
should be avoided. Half round gutters and round downspouts are recommended as a type
appropriate for most architectural styles. Corrugated downspouts should not be used.
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15.
Intent
0 To reduce the visual impact of parking structures.
0 To improve the street level presence for parking structures adjacent to streets.
0 To integrate the design of parking structures with surrounding development.
Design Criteria
A. Parking structures which are part of a new development shall be architecturally consistent with
exterior elements of the primary structure, including roof lines, facade design and finish materials.
Building massing should be simple but well articulated in length and height for pedestrian scale and
avoid excessive emphasis on long -span openings. Vertical elements —columns, pilasters, etc.
should be used to better relate parking structures to surrounding retail, office and residential
structures of similar height.
2. Special massing should be used to identify main vehicular entrances and pedestrian vertical
circulation.
3. Though parking structures generally have flat roofs consider sloping roofs or other roof shapes for
corner towers, entry roofs, etc.
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4. Weather protection such as canopies and other facade- attached elements may serve as ways to
incorporate expressive structural elements typical to Pacific Northwest design character.
5. Facade openings generally cover a high percentage of the facade area. Columns, decorative
screening, and other intermediate members should be used to break down the scale of parking
structure facades.
6. Security grilles for parking structures shall be decorative and architecturally consistent with the
overall design. Chain link fencing is not permitted as a window treatment.
7. Due to their highly visible location, light poles and fixtures at roof parking decks should be specified
or designed as decorative fixtures, architecturally coordinated with the style of the building.
B. Ground floors of parking structures that front on Tukwila Pond or public streets in the TOD and
Pond Districts shall be designed to accommodate future office, retail or residential uses.
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City of Tukwila
Soutl7ccnter Subarea
Plan
Planning Commission Recommended Draft
75
76
Southcenter Subarea Plan
Contents
1.1. Orientation ..............................1
1.2. Community intent ..............................4
1.3. Starting Point: Existing Conditions summary ..............................5
1.4. The VISION for Southcenter .............................11
1.5. Redevelopment Strategy .............................31
1.6. Reccommended City actions .............................38
1.7. Appendix A: existing conditions 52
1.1. ORIENTATION
This Subarea Plan is both an implementation and a policy document, in that it is intended as a
strategy for change and as regulatory policy to guide and govern future development within
Tukwila's urban center, Southcenter. This Subarea Plan establishes a planning and design
framework to further the vitality, functionality, and sustainability of the Southcenter area in
accordance with market forces and the community's vision for its primary commercial district.
Sections 1.2 through 1.4 of the Plan describe the community's aspirations for Southcenter and the
physical outcomes that the Plan is intended to orchestrate as new investment creates change.
Section 1.5 outlines the strategies by which the community intends to support and promote the
realization of the vision of the future Southcenter. Section 1.6 identifies a preliminary set of
recommended actions and investments that the City can take to accelerate the redevelopment
strategies. Appendix A contains a detailed snapshot of existing conditions in the urban center at the
time the Plan was drafted. Finally, The Southcenter Subarea Plan is intended to provide guidance
for actions not specifically covered by the development regulations contained in TMC Chapter
18.28 Tukwila Urban Center District.
Planning Principles for Great ties; Building l c for Redeveloping Southcenter
This plan recognizes a set of integrated principles that have produced the best places and cities
throughout the world. As part of this Plan, these principles are translated into objectives and short
term strategies directing reinvestment and new development that successfully transition
Southcenter from a suburban to a more urban center. The planning principles for great cities are as
follows:
Make great streets. Street design dictates the form of individual blocks and buildings that
enclose each streetscape. "Complete streets" provide for pedestrian comfort, bicycle safety and
automobile movement according to their location and necessary function in the overall area.
1 Adapted from the Santa Ana Renaissance Specific Plan, 2007
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Southcenter Subarea Plan
Streets of various types are designed to further improve pedestrian crossing safety and balance
automotive speed with the needs of non motorized transportation. Where appropriate, streets
have on- street parking in order to provide a buffer between the moving traffic and the
pedestrian, thus diminishing perceived and actual danger. Further, in key commercial
environments, on- street parking plays a critical role in the daily and long -term viability of
businesses.
Break up the super blocks. The most effective redevelopments will be those that retrofit the
streets, blocks and lots to provide a compact, connected, walkable mix of uses and housing
types. Retrofitting the underlying layout of the streets and blocks transitions auto oriented
suburban patterns and behaviors into more sustainable ones. A fine network of interconnected
streets, rather than super blocks and limited number of roadways, encourages pedestrian
movement. Such a network also provides multiple routes that diffuse traffic, increasing the
options for travel to various destinations, improving safety response time and creating
alternatives for emergency access.
Create a memorable built environment. The buildings, blocks and streets of an area are
interdependent and contribute to an overall pattern of unique and related places. Each one
contains in part the ingredients of all the others. Buildings of a particular quality can define the
block that contains them and the street that surrounds them. Design is the matrix that helps
either to create or destroy the quality and character of a place. Buildings are the smallest
increment of growth. A variety of architectural types, and their relationship to each other,
largely determines the character of a place as they define the streets and open spaces they
face.
Make great public spaces. Urban areas can be much more than a place to eat, work and spend.
Part of what makes a place more valuable and beloved are the public spaces. Well designed
public spaces enhance community identity and foster civic pride. Public spaces are the visual
punctuations along the greater public realm of streets that give identity to the various districts
in the area. This will contribute to a unique character, and distinguish it from other regional
centers and commercial areas.
Live near transit and where you work, shop play. Adding more residential density in an
urban center is a way to support goods and services and a means to enhance a sense of
community. The opportunity to live above stores and businesses and in close proximity to
transit access points encourages residents, shoppers and employees to drive their cars less and
increases their ability to take advantage of the proximity of uses, services, transportation
options, parks and public places provided in such an environment. This increases an area's
appeal while providing for a 24/7 rhythm of uses.
Get the mix of uses right. A compact mix of transit supportive land uses such as offices and
housing within walking distance of transit will help generate ridership, reduce the need for
parking, and help reduce the number of automobile trips.
Get the retail right. Retailers are encouraged to facilitate pedestrian storefront shopping. A
successful pedestrian oriented retail core is typically located around a more urban pattern of
streets accommodating cars and on- street parking. Off street parking is ideally located in a
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combination of shared and park -once lots and structures with buildings to the back of
sidewalks.
Get the parking right. The compactness, mixed use nature and walkability of an urban area
entices customers to park just once and complete tasks on foot. This reduces the average trips
and parking in a traditional setting by half over strip retail. The transformation of drivers into
walkers is the immediate generator of pedestrian life: crowds of people that animate public life
in the streets and generate the patrons of street friendly retail businesses. It is this scene that
provides energy and attraction to sustain a thriving environment.
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Southcenter Subarea Plan
1.2. COMMUNITY INTENT
The Southcenter area serves many functions for the citizens of Tukwila. It is the city's primary
commercial hub, drawing customers from within the community and all over the Puget Sound
region. It is a workplace center, providing jobs to residents and nearby communities. It is a major
contributor, through property and sales tax, to local government and the services it provides to all
citizens.
It is the intention of the Tukwila community and the purpose of this Plan to bolster, extend and
build upon these valuable functions and to realign the Plan Area as needed with new forces of
change and market demand. More specifically, it is the community's intention to:
1. Bolster the Southcenter area's market position as the primary regional shopping and
entertainment center for South King County.
2. Establish a planning framework that insures that each increment of new investment adds to the
long term sustainability of Southcenter as a part of the city and region.
3. Encourage the eventual redevelopment of underutilized properties and oversized parking lots
into a pattern that connects the project areas' key anchors (such as Westfield Mall) and
overlooked amenities (such as Tukwila Pond and the Green River) to each other and to new
infill commercial, residential and public spaces.
4. Substantially enhance the walkability of the northern portion of the Southcenter area,
augmenting the exclusively auto oriented environment with pedestrian amenities, transit, and
bicycle facilities.
S. Stimulate pioneering residential and office development in walking distance of the Southcenter
(bus) Transit Center and the Tukwila Longacres Sounder commuter rail /Amtrak station, and
ensure it is configured to provide safe and comfortable pedestrian routes to and from the
stations and other Southcenter destinations.
6. Enhance the convenience, visibility, accessibility, and visual character of the transit
infrastructure in Southcenter, and integrate it with the pattern of development in the urban
center.
7. Realign policies conditioning development in Southcenter with contemporary consumer and
investor preferences, resulting in buildings and spaces that contribute to an identifiable sense
of place and attract new types and forms of development envisioned by the community.
8. "Unearth" Tukwila Pond and the portion of the Green River that passes through Southcenter,
restoring their natural health and beauty, and featuring them prominently as amenities that
enhance the identity and drawing power of Southcenter.
9. Enhance the visual character of Southcenter to reflect the special landscape and architectural
heritage of the Pacific Northwest region.
10. Manage expected growth in a sustainable way, ensuring that the regional benefits of growth
management do not come at the expense of livability, by focusing growth and density in
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Southcenter Subarea Plan
environmentally suitable areas and adequately servicing it with improved infrastructure,
including non motorized facilities, transit and enhanced access to parks and natural features.
1.3. STARTING POINT: EXISTING CONDITIONS SUMMARY
The condition of the Plan Area at the time of the Southcenter Plan's drafting is detailed in Appendix
A, documenting and describing the physical and structural conditions of the area that have
informed the recommendations of the Plan. As change occurs, the community intends to measure
those changes to monitor the Plan's success and the degree to which it remains sufficiently current.
A summary of conditions, challenges and opportunities is provided below:
Land Use
An economically successful regional
commercial, shopping and employment
center
Major contributor to City revenues local
services through sales property taxes
Suburban pattern of development
Very little vacant developable land
Low density development surrounded by
parking points towards redevelopment
opportunities
No residential or mixed use development
need more amenities to attract
Predominantly single -story buildings
New investment will increasingly entail
redevelopment of buildings and site
North
Auto oriented commercial, with retail, office,
and lodging
Large regional shopping Mall surrounded by
parking and rings of associated smaller scale,
low -rise, surface parked commercial
buildings.
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Regional shopping employment center
Southcenter Subarea Plan
Low density development surrounded by parking
provides opportunities for redevelopment
South West
Primarily warehouse and distribution center
serving the mall region
Some outlets (especially furniture), along with
some low -rise office.
Some "big box' retail super centers along
Southcenter Parkway.
Zoning
Current zoning is the same for the entire
planning area TUC.
Nearly every kind of retail, entertainment and
restaurant use permitted
Commercial services, warehouse light
industrial uses permitted.
Residential uses permitted within 500' of a
water body.
building pattern
Supercenter retail along Southcenter Pkwy
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Primarily warehouse, industrial big box retail
uses in the southern part of urban center
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Supercenter retail along Southcenter Pkwy
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Primarily warehouse, industrial big box retail
uses in the southern part of urban center
Southcenter Subarea Plan
Transportation Circulation
Located at the intersection of 2 major
freeways (1 -5 1 -405)
Few access points into Southcenter area
Limited street network, especially east /west
routes
L�
a
r
f
r
Par.
Non motorized Circulation
The regional Interurban Green River Trails
serve as a pedestrian /bicycle spine through
Southcenter
Block size too large to walk
Lacking bicycle infrastructure /routes on
streets
Long distances between destinations
Narrow, unprotected sidewalks along highly
trafficked higher speed corridors
Inconvenient pedestrian access to Sounder
commuter rail station from Southcenter area
Street network designed solely for
automobile traffic
Oversized blocks limit internal circulation
Inadequate facilities for large ridership at bus
transit station on Andover Park West
Difficult to find and access parks, trails open
spaces
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Inadequate transit facilities
Southcenter Subarea Plan
Little effort made to create site layouts
oriented to pedestrians
Access (driveways) management needed in
key pedestrian oriented areas
Lacking sidewalks pedestrian amenities
Streetscape
Site layouts and streetscapes primarily
oriented to needs of motorists
Overall impression is of large, simple buildings
fronted by asphalt
Lacking individual street identity easy to get
lost
All streets look the some are oriented to needs
of motorists
Architectural Landscape Character
Buildings separated from street by large
parking lots, with entrances difficult to find
Buildings generally reflective of auto oriented
development
Construction before design review
implemented (1982):
Unarticulated buildings with little
ornamentation or design
Simply massed buildings with a box-
like appearance
Buildings don't reflect any design
character indigenous to City or region
Since 1982:
Well designed buildings are lost in the
overall mix
Too few well designed buildings to
create a visible theme or provide
district identity
No landmarks
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Examples of Desired Urban Form
Westfield Mall Redevelopment
405 Baker Blvd. redevelopment of warehouse Fatigue Technology —redevelopment of warehouse
with public frontage improvements
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New parking structure Mall
Claim Jumper new construction built to the Acme Bowl redevelopment of warehouse
Corner of Southcenter Pkwy and 1Bo Street
Southcenter Subarea Plan
sidewalk on Strander
Southcenter Square Shopping Center— built to the back of sidewalk with
plaza spaces and clearly delineated pedestrian paths, constructed two new
half streets
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Warehouse redevelopment on S. Both St Pad building on Westfield Site built to the back of
Southcenter Subarea Plan
1.4. THE VISION FOR SOUTHCENTER
The Southcenter area comprises of approximately 250 individual privately held properties, and over
8 miles of public rights -of -way that are under the ownership and control of the City. The
overarching purpose of the Subarea Plan is to orchestrate individual public and private investments
to produce greater value than any separate project could practically achieve by providing a
common vision that all investors can rely upon, contribute to, and derive value from. This section
describes the common purpose to which all actions and investments shall be directed: the
realization of a vision of the future that is sufficiently specific to provide a common purpose, yet
loose enough to respond to opportunities and changes in the marketplace that will inevitably arise.
1) District Structure From Suburban Commercial Area to Urban Center
The forces of market demand and land availability that produced the current characteristics of
Southcenter's built environment have evolved significantly in new directions. The primary driving
forces conditioning the form of new investment in the Plan Area will be:
1) The shopping industry's shift away from internally focused shopping centers in favor of
more open air and amenity- driven formats;
2) Rising gas prices and increasing regional commitment to transit;
3) A rapidly growing demand for walkable urban environments for living, working and
shopping; and
4) The rising economic importance and value of property in the Southcenter area as a result of
the expansion of the regional mall and the disappearance of easily developed property in
the area.
The implementation of this Plan is intended to enable Southcenter to benefit from these primary
conditioning forces. Responding to these forces of change, the community envisions guiding
development and change to create differentiated areas where the character, forms, types of uses
and activities benefit, complement and support each other (See Figure 1.1. Evolution of Envisioned
District Structure and Figure 1.2. Envisioned District Structure).
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To
Air
Figure 1.1.
Evolution of
Envisioned District
Structure
Southcenter encompasses
a relatively large area
containing a wide variety
of uses. To create a more
coherent urban form and
enhance the Center's
long -term competitive
edge within the region,
the City intends to guide
development and change
to create distinct areas
where the character,
forms, types of uses and
activities benefit,
complement, and support
each other. (City of
Tukwila Comprehensive
Plan)
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To Seattle To Seattle..,
Southcenter Subarea Plan
Regional Center
The area in the vicinity of Westfield Southcenter Mall, with easy access to the new bus Transit Center, will continue to
infill and intensify to a more walkable and compact form of development extending southward toward Strander
Boulevard, ultimately extending to the edge of Tukwila Pond and eastward across Andover Park West.
Transit Oriented Development (TOD
Neighborhood
In response to the region's enhanced
commitment to transit service, a new
Transit Oriented Development
Neighborhood will extend from the
upgraded bus transit center on Andover
Park West, eastward towards the
Sounder commuter rail station. Public
investments that will serve as catalysts
for the redevelopment of this area
include a new pedestrian bridge over the
Green River and frontage improvements
along Baker Boulevard.
Pond District
City improvements to public frontage,
water quality and pond amenities will
help instigate the "unearthing" of
Tukwila Pond Park not only as a public
amenity, but as an "amenity anchor" for
the southern edge of the Regional
Center and as the center of a new mixed
use Pond District.
Workplace
The large southern portion of the Plan
Area will continue to provide a wide
range of distribution, warehousing, light
industrial, "big box" retail, and furniture
outlets, with incremental infill by office
and other complementary commercial
uses.
Commercial Corridor
Southcenter Parkway will continue to feature auto oriented retail and services in a manner similar to the existing
patterns of development in that area.
Figure 1.2. Envisioned District Structure
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Transit Oriented Development (TOD
Neighborhood
In response to the region's enhanced
commitment to transit service, a new
Transit Oriented Development
Neighborhood will extend from the
upgraded bus transit center on Andover
Park West, eastward towards the
Sounder commuter rail station. Public
investments that will serve as catalysts
for the redevelopment of this area
include a new pedestrian bridge over the
Green River and frontage improvements
along Baker Boulevard.
Pond District
City improvements to public frontage,
water quality and pond amenities will
help instigate the "unearthing" of
Tukwila Pond Park not only as a public
amenity, but as an "amenity anchor" for
the southern edge of the Regional
Center and as the center of a new mixed
use Pond District.
Workplace
The large southern portion of the Plan
Area will continue to provide a wide
range of distribution, warehousing, light
industrial, "big box" retail, and furniture
outlets, with incremental infill by office
and other complementary commercial
uses.
Commercial Corridor
Southcenter Parkway will continue to feature auto oriented retail and services in a manner similar to the existing
patterns of development in that area.
Figure 1.2. Envisioned District Structure
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Southcenter Subarea Plan
The particular characteristics envisioned for each of these districts are provided below:
The Regional Center
The Regional Center portion of this Plan is the primary shopping and entertainment destination for
South King County, and the centerpiece of the Southcenter area. It occupies the highly visible and
accessible northwestern quadrant of Southcenter, which is nestled snugly up against the
intersection of Interstate 405 and Interstate 5. The Regional Center owes its success to and is
anchored by the recently expanded and refurbished Westfield Southcenter Mall. The drawing
power of this retail powerhouse will continue to bring investment in retail and services oriented to
an expanding regional trade. Just to the east, Acme Bowl, LA Fitness and I -Fly will serve as
complements to the Mall and strong attractors for new entertainment venues in the area. The new
Transit Center with service to the Sounder commuter rail and LINK light rail stations, local and
regional bus routes, and bus rapid transit (BRT) is prominently located between the Mall and
existing entertainment venues.
As new investment continues to flow into the Plan Area, the community envisions the emergence
of an increasingly urban district that uses its progressively more valuable land with greater
efficiency, which can be comfortably explored not only by automobile but also on foot or bicycle.
The District will likely begin changing from the exclusively parking -lot- surrounded, auto dominated
development to an increasingly walkable and amenity driven pattern reflecting contemporary
consumer and investor preferences. However, ensuring excellent access for all modes of
transportation into the Regional Center will be key to its continued success.
Over time, public investments, when combined with market driven infill, are intended to instigate
new development increasingly characterized by a pattern of walkable scaled city blocks with key
street frontages lined with visible storefronts and active sidewalks (Photos 1, 2). Buildings may be
oriented to public spaces and sidewalk areas with higher levels of amenity (Photo 3). Abundant
and convenient parking will be provided, but will no longer dominate the view from the road or the
sidewalk.
sidewalks
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1. Smaller retail with visible storefronts and active sidewalks
2. Anchor retail with visible storefronts and active
Southcenter Subarea Plan
As the Regional Center continues to grow in response to the growth of the region, the market,
public investment, and escalating property values, the District may continue to intensify with upper
stories containing offices (Photo 4), homes (Photos 5) or hotel rooms. Over the long term, infill
development on the high -value property of the Mall will likely continue the transition from surface
parking to structured parking, and may be increasingly characterized by mid -rise or high -rise
building components built over the retail base. This process of increasing land use efficiency,
development intensity, synergy and mix, will be combined with public and private investments
increasing walkability and accessibility befitting a true regional center. The increased intensity and
vitality can continue the process of broadening the Mall's draw, expanding its "captive audience,"
adding customers, residents, employees and safety to the dynamic center of the region.
5. Example of mixed use residential development
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3. Example of buildings oriented to amenities
4. Envisioned mixed use retail /office development
Southcenter Subarea Plan
Tukwila Pond
In the long term, the Mall, the entertainment area, and the Southcenter Transit Center will
continue to be the armature for the ongoing escalation of value, activity and investment. The
access points and internal streets of the regional shopping mall will likely be extended, developing
into bustling, high amenity spines that connect shopping anchors and shopfronts southward to the
north shore of Tukwila Pond (ultimately an "amenity anchor Photo 6) and eastward toward
additional shops in the direction of Southcenter Transit Center (Photo 7).
The Pond District
Southcenter's greatest amenity, Tukwila Pond, which prior development has rendered virtually
invisible, will become the prized center of an entirely new part of Southcenter. Rather than turning
its back on the Pond in the manner of development that has occurred in the past, new
development will ultimately orient toward the pond with active doors, windows, and public
walkways facing the water. Surrounding streets and development will provide not only views to the
water, but clear, legible and frequent connections to enhance public access to Tukwila Pond and its
surrounding park.
Degradation of water quality and natural environment that has occurred will be carefully reversed.
The natural setting and wildlife amenities will be protected, and proximity to and views of the Pond
will add substantial value and character to nearby real estate development.
The Urban Waterfront
Along the northern edge of Tukwila Pond, development will take cues from its location adjacent to
the Mall and to the retail corridor of Strander Boulevard, resulting in a more urban environment
focused toward a paved waterfront esplanade Over the long -term, the Mall may grow toward the
Pond (Photo 8), making the northern shore function in part as an "amenity anchor
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6. Mall's internal streets connecting towards
7. Mall's internal streets connecting to Transit Center
Southcenter Subarea Plan
The waterfront esplanade will ultimately run along the northern Pond shore, featuring restaurants
and entertainment, with storefronts spilling out onto the active pedestrian promenade along the
waterfront (Photos 9, 10). The upper stories of the Pond's north shore development will likely
feature homes, offices and /or hotel rooms (Photo 11) that benefit from the activities below, as well
as from enviable views and access to a loop trail around the Pond, making it one of Southcenter's
most coveted places to live, work, or visit.
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8. Envisioned Mall to Tukwila Pond Connection
9. Envisioned waterfront esplanade (Carillon Point, WA)
10. Esplanade character elements
11. Envisioned mixed use on Pond's north edge
Southcenter Subarea Plan
The Natural Waterfront
The eastern, western, and southern edges of the pond will be characterized by a more natural park
environment, preserving habitat for pond wildlife. A "necklace" of pedestrian paths, floating
boardwalks and sidewalks will connect the edges of the pond. Tukwila Pond Park will provide
benches, overlooks, shade trees and informal landscaping. Buildings will be separated from the
pond by streets along the eastern and southern edges. Building heights will be lower along the
southern edge to insure plenty of sunlight for the Pond itself; buildings will also step down toward
the water to preserve views as well as a park -like character. Ground floors will range from office to
support services, retail, and lunch options for workers, to newer housing types like live -work on the
ground floor, with more private uses like office and residential above (Photos 12, 13, 14).
Envisioned mixed -use development facing south end of Tukwila Pond
12.
14.
13.
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Southcenter Subarea Plan
The Transit Oriented Development (TOD) Neighborhood
Southcenter will continue to evolve as the region continues to embrace smart growth and liveable
communities strategies, and deepens its commitment to transit. The northeastern quadrant of
Southcenter will benefit from its enviable location between the Regional Center, Southcenter
Transit Center and the Tukwila Longacres Station, and from the potential amenity value of the
segment of the Green River that runs through the district.
The community will leverage the rail station and bus transit center to bring new investment to the
previously underutilized properties within walking distance of these facilities. The emerging new
TOD neighborhood district will eventually be increasingly characterized by a compact and vibrant
mix of housing, office, lodging and supportive retail and service uses. Local workers, commuters,
shoppers, and residents will benefit from the easy access and convenience and to an increasingly
wide variety of transit offerings accessible in the urban center.
Parking will be accommodated by a combination of off- and on- street parking spaces /lots. Compact
and coordinated mixed -use development will provide opportunities for shared parking facilities.
Such facilities can be shared between public and private uses and between different private uses.
As the area redevelops and intensifies, and as the value of land increases, off street parking may
begin to transition into well- designed parking structures, such as those constructed by the Mall.
A growing network of streets, public spaces and pedestrian connections will provide a fine grained
scale to the district, and connect it more readily to adjacent areas. A new pedestrian bridge across
the Green River will provide a more direct connection between the Tukwila Longacres station and
the rest of Southcenter, and a new east -west pedestrian- oriented corridor along the Baker
Boulevard alignment will complete the connection between the Regional Center and the Tukwila
Longacres Station.
The overall structure of the TOD Neighborhood will be characterized by higher development
intensities and building heights close to the Tukwila Longacres Station, lower -rise buildings along
the river, increasing again to higher development intensities and heights where the district overlaps
with the edges of the Regional Center.
Between the Mall and the River, changes will include a more urban mix of compatible uses
spanning retail, high density residential, live -work, office and lodging (Photos 15, 16, 17, 18, 19).
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Southcenter Subarea Plan
Examples of TOD Neighborhood Development
16. Live /work
18.Office
Examples of active building frontages on pedestrian scaled blocks
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15. Retail /residential uses
19. Mixed use retail /office
17. Residential
Southcenter Subarea Plan
20.
21.
22.
The neighborhood's small, pedestrian scaled blocks will eventually be lined with a mix of uses along
active building frontages (Photos 20, 21, 22) to provide a pleasant pedestrian realm throughout the
district, particularly along primary streets leading to the Tukwila Longacres Station. New
development will also contribute to the construction of new public open spaces within the district.
(Photo 23).
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23. New public spaces within the TOD Neighborhood
Southcenter Subarea Plan
Properties lining the segment of the Green River that cuts through the TOD Neighborhood will
want to take full advantage of their unique setting. New uses, including townhomes (Photo 24),
mid -rise housing, offices, and hotels may be oriented toward the river.
East of the river, between West Valley Highway and the railroad tracks, many redevelopment
obstacles are present at the time of Plan adoption. An existing rail spur from the Union Pacific
Railroad renders much of the land in this neighborhood un- developable. An overhead high tension
power line crosses the area. Several underground and above ground utilities present severe
constraints to subterranean construction, which impacts the amount and intensity of possible
development. Finally, the BNSF and UP rail lines limit access to a significant portion of the land in
the developable area between the tracks. However, a commitment by Sound Transit to support
transit oriented development on the existing station site could kick off a renaissance in the
surrounding area with high- density lofts (Photo 25, 26), mid -rise residential (Photo 27), and offices
oriented towards the station (Photo 28).
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24. Envisioned townhomes oriented towards the Green River
25. Envisioned high- density lofts near Sounder /Amtrak Station
Southcenter Subarea Plan
26. Envisioned high- density lofts 27. Envisioned mid -rise residential near Sounder /Amtak Station
near Sounder /Amtrak Station
Commercial Corridor
To insure that Southcenter provides opportunities for the full range of shopping industry
development types, Southcenter Parkway will continue to serve as Southcenter's commercial strip,
providing sites for auto oriented retail and services, including large -scale "power centers" and "big
box" retail, single tenant uses, and uses requiring drive -up and drive -in facilities (Photo 29). As new
development occurs, new improvements will provide modest pedestrian amenities, as well as
beautification with indigenous landscaping.
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28. Envisioned TOD Office Development
29. Commercial Corridor retail "power centers"
Southcenter Subarea Plan
The Workplace
Much of the southern portion of the Plan Area has been and will continue to be devoted to light
industrial, warehousing and distribution uses (Photo 30), many having located there for proximity
to the state's largest super regional shopping mall, easy access to highways, its central location in
Puget Sound, low rent, and available space The Workplace District will also continue to grow its
retail niche of larger -scale goods and to deepen its wide range of furniture outlets (Photo 31).
Higher intensity workplaces like low -rise office will bring new workers to the area.
Underutilized properties along the Green River may take advantage of their unique location along
the water and Green River Trail, and redevelop with mid -rise housing adjacent to this amenity.
2) Street Network From Superblocks to A Fine Grained Pattern of Streets and
Blocks
The evolution of the suburban commercial center into an urban center will be facilitated by the
maturation of its street and block structure. As development proceeds, policies for new
investment will insure the emergence of an increasingly fine grained network of new
interconnected streets and smaller blocks to accommodate by the intensification of the
Southcenter area (See Figures 1.3). New development may need to provide new street connections
to add the capacity that will accommodate the increase in internal district trips, in lieu of widening
the larger through- district arterials. New streets will relieve the pressure on limited arterial
network now handling all the vehicular circulation, by increasing access to development while
distributing the traffic in Southcenter across a number of routes.
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31. Existing furniture outlet
30. Existing light industrial /warehouse
Southcenter Subarea Plan
In the northern Southcenter area the Regional Center, TOD Neighborhood and Pond District
smaller block sizes with compact, mixed use development will make walking and bicycling a much
more viable alternative. Primary corridors, such as Andover Park West, will emerge as the "front
door" areas of the districts. The northern stretches of Andover Park East and Baker Boulevard,
serving more mixed use types of development, including housing, will undergo a "road diet" to
provide on- street parking and bike lanes, as well as auto travel lanes. A traffic impact analysis
would be required to determine if the "road diet" would create (or exacerbate) roadway
congestion or level of service problems elsewhere in the roadway system prior to making changes.
In the Workplace District, new east /west streets perpendicular to the major arterials will
accommodate truck bay access and service functions.
Figure 1.3 Southcenter Block Patterns
Strander Boulevard will continue to be the most well traveled east -west thoroughfare and the
gateway for many visitors to the Regional Center, Pond District and TOD Neighborhood.
Ultimately, Strander Boulevard will be extended eastward to provide a new through street to
Renton. This extension will pass underneath the railroad lines and provide direct access to the
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Ftc; 17 7.1 -ivscg t N.- Avow,.
Southcenter Subarea Plan
Tukwila Longacres /Amtrak station from both Tukwila and Renton. Of the several north -south
arterials, Andover Park West provides the most direct connection to and through the Regional
Center, the new Pond District, and the new Tukwila Transit Center.
3) Transit: Integrated with Urban Center Development
As the region continues to grow, gas prices increase, and the demand surges for increasingly
compact, walkable and mixed use formats, a wide range of mobility options, especially rail transit,
will become critical components for economic success, livability and sustainability. These trends
will favor the areas of Southcenter within walking distance of the Tukwila Longacres /Amtrak
station and Southcenter Transit Center, which can be expected to capture an increasing share of
regional demand for housing and office development.
In order to realize the full potential of these transit facilities, existing barriers to visibility, access
and convenience will be removed. Development within walking distance of transit stations will
provide much enhanced connectivity to and from transit facilities as they contribute to
improvements that incrementally add to the network of walkable, safe, and complete street
environments and in turn, the new transit oriented development will promote system ridership.
Transit will serve as a backbone for new development throughout Southcenter, and make the most
of its potential to instigate surrounding redevelopment. The most visible, usable example of this
will be a new "pedestrian spine" connecting Southcenter's transit centers. The Southcenter Transit
Center located at the edge of the Mall property will be seamlessly connected to the Tukwila
Longacres commuter rail station along a street designed for walking and biking, making the stations
the focal points of the area's circulation network (Figure 1.4). These two transit anchors will also be
linked via bus routes and ultimately will decrease the need for a private vehicle in the District.
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Southcenter Subarea Plan
der
it
Pn
Figure 1.4 Strengthen pedestrian connections between activity centers and transit
The Tukwila Longacres /Amtrak Station will be designed to be attractive, accessible and
interconnected to the workings of the Southcenter as a whole. The station will ultimately include a
new plaza, with adjacent multi -modal facilities such as a bus terminal, "kiss- ride" drop off, and a
park- and -ride lot or garage. In addition, the overall network of transit in Southcenter will be
improved, including more frequent bus service and better links between bus, light rail and train
service.
Finally, the bus transit center will be improved to provide a transit interchange that is well- served
by and integrated with its surroundings. New pedestrian paths and public sidewalks will lead
pedestrians from surrounding areas to the Southcenter Transit Center. The most heavily used
route, from the Transit Center to the Mall, has already been improved with a covered walkway
leading directly to a Mall entrance (Photo 32).
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Southcenter Subarea Plan
4) Natural and Recreational Amenities Integrated with the Emerging Urban Center
The emerging "public realm" of Southcenter will be increasingly distinguished by not only new
active urban streets and sidewalks, but by open spaces, plazas, and parks that will be connected to
the Interurban and Green River trails, and Tukwila Pond and Christensen Parks. This system of
interconnected spaces will provide access to a range of recreational experiences, provide gathering
places, serve as amenities to attract the types of development envisioned by the community,
especially housing, provide locations for public art, and enhance Southcenter's liveability.
Rather than turning its back on the natural assets of the Plan Area, new public and private
investment will "unearth" Tukwila Pond, Minkler Pond and the Green River and feature them as
precious amenities to be integrated with the development of the emerging urban center (Photos
33, 34 and Figure 1.5). New development adjacent to the ponds and river will likely feature
buildings oriented toward the water, and contribute frontage improvements that add to the appeal
and public accessibility of the waterfronts. Key city investments in Tukwila Pond will focus on
improving water quality, preserving its natural habitat for wildlife and plants, and creating a "loop"
route around the Pond for people to stroll and jog.
Southcenter's hidden amenities
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32. Mall to bus transit center pedestrian connection
Southcenter Subarea Plan
'N'W"
Figure 1.5 Integrate Tukwila Pond into emerging urban center development
5) Building, Site and Infrastructure Design Create a great space.
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33. Tukwila Pond Park
34. The Green River
Southcenter Subarea Plan
The design quality of buildings, sites, streets and utilities contributes greatly to a community's
identity and sense of place. These elements will be designed to support the overall vision for a
high quality civic identity.
New and renovated buildings will be embody architectural characteristics that maintain the desired
human scale, rhythm and urban character appropriate for Southcenter, with the goal of building on
the best efforts of previous development and allowing for and encouraging creativity on the part of
developers and designers. No specific architectural or landscape style is mandated. However, a
characteristic style that features a mix of contemporary and Northwest inspired elements will be
recognizable. This includes the use of exposed natural materials and building elements that
respond to the area's climate (Photo 35).
from street to front door through parking areas
There will be a good deal of flexibility regarding how individual property owners develop their
properties. The City's development regulations and design guidelines will ensure that a site's
layout, including buildings, parking, landscaping and other features, achieves the City's vision, while
allowing the freedom for innovative thinking and adaptation to emerging opportunities.
Redevelopment of the large "mega blocks" will result in internal streets that simulate an urban
street grid and add to the overall street grid network, useable pedestrian spaces, and appropriately
sized, located and designed parking areas. Additionally, within a mega block site where commercial
buildings may be separated from the public right -of -way, redevelopment will achieve an improved
pedestrian friendly environment with links to the street and surrounding uses (Photo 36).
Streets will be designed to support the uses they serve. Along shopping streets, on- street parking,
widened sidewalks and pedestrian amenities like streetlights, benches and seating, and special
paving will support street fronting retail (Photos 37, 38). In neighborhood areas, narrower streets
with pleasant, tree -lined sidewalks will provide the right environment for residences. In addition,
the private development that lines these streets will feature building frontages that match the
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36. Pedestrian facilities designed to provide a safe path
35. Northwest inspired architectural elements
Southcenter Subarea Plan
street type, with appropriate orientation, setbacks and entrances, and ensure that non active
frontages, like parking lots, are located in the right places.
Examples of streets designed to support walking, shopping and autos
1.5. REDEVELOPMENT STRATEGY
38.
To orchestrate growth and change in Southcenter that is in keeping with the community's vision
and redevelopment objectives, the City intends to promote and guide new investment by
intertwining regulatory control with the strategic investment of limited public resources
The complexity of transforming a suburban pattern of development to a more urban one is such
that change cannot be expected or required to happen all at once. More likely, the majority of the
development within Southcenter over the next 20 years will be as a result of market driven
renovations and expansions rather than entirely new construction. It is not the intent of the City to
discourage such redevelopment, as new investment should enhance the image and appeal of the
area. Instead, the City's strategy is to move forward in phases, leading with public investments and
implementing a set of regulations that condition redevelopment and result in incremental changes
to the urban form that are in alignment with the community's long term vision. Over time, these
changes will serve as a framework, catalyst, and attractor for the types of development envisioned
for the urban center.
The redevelopment objectives that the City intends to pursue are identified below, followed by the
corresponding Phase 1 implementation measures for redevelopment and public investment. These
measures are important because they form the basis for the standards and guidelines contained in
the TMC Chapter 18.28 and the Southcenter Design Manual. Keep in mind implementation must
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37. Baker Boulevard
Southcenter Subarea Plan
always remain sufficiently nimble to respond to unexpected opportunities and to make best use of
resources as they become available.
As the area evolves, the City will revisit the vision, objectives and redevelopment strategies for the
urban center, and may choose to expand the breadth and geographic application of TMC Chapter
18.28 regulations through future updates.
Putting the Plan into Action:
FUTURE INVESTMENT
Objective 1: Promote investment in the full range of retail and entertainment uses in Southcenter:
create a framework that accommodates the widest possible range of investment while avoiding the
potential loss of value from inappropriate juxtapositions of different shopping development types.
Identify appropriate areas for pedestrian- oriented, destination types of development, and for auto
oriented patterns of development.
Objective 2: Build on the presence of major retail anchor uses to encourage the augmentation of
existing shopping assets with the type of urban, amenity- driven, pedestrian- oriented shopping
increasingly favored by consumers and investors.
Objective 3: Provide incentives for higher intensity projects in the northern Southcenter area to
make the most of high development potential of the area.
Objective 4: Improve walkability and begin developing a framework for the longer term
transition to more urban forms of development by providing adequate public frontage space for
future pedestrians and street furniture, and separation of pedestrians from moving and parked
vehicles.
Phase I implementation measures:
o Restructure the SC area into five districts the Regional Center, TOD Neighborhood,
Pond District, Commercial Corridor, and the Workplace District. Place the highest
priority on actions that support and promote the continued success and enhancement
of the northern half of the Southcenter area (Regional Center, Pond TOD). As this area
evolves into a more urban pattern of development, the City may respond by further
refining these districts to differentiate between growing mixed use residential
neighborhoods and areas with more of a retail- entertainment focus.
Associated regulatory measures:
Districts use table
Height maximums
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o Remove warehouse, light industrial and auto oriented commercial entitlements from
properties in the northern portion of Southcenter. These uses are not supportive of an
evolving walkable community.
Associated regulatory measures:
Use tables
o Make funding projects that are economic development catalysts in the northern part of
Southcenter a high priority for city investments.
Associated measures or actions:
Development incentives
Southcenter Plan: City actions and investments
As redevelopment or new construction takes place on parcels without sidewalks in the
public frontage, require developer compliance with the new public frontage standards.
As redevelopment or new construction occurs on parcels where existing sidewalks and
perimeter landscaping do not meet the new public frontage standards, use incentives to
encourage developer compliance with the new standards.
Recognize that public investment in public frontage improvements may also be
necessary.
Where a more walkable, urban neighborhood is desired, encourage the placement of
buildings at the back of sidewalks by maximizing easily accessible curbside parking with
on- street parking spaces along new streets and key existing streets.
Associated regulatory measures:
Street master plan cross sections
Public frontage requirements design regulations
Parking design /layout regulations
Setback requirements
Landscaping regulations
Developer incentives for public frontage improvements
o Allow developers flexibility in meeting requirements for redevelopment or new
construction, particularly around Tukwila Pond, the Sounder commuter rail station, and
along Baker Boulevard and the Green River, provided that the resulting site plan and
building design supports the community's vision for these areas. Where appropriate,
provide incentives and look for opportunities for public /private partnerships.
Associated regulatory measures:
Site design regulations
Building orientation
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Setbacks
Architectural regulations
Qualitative criteria and /or performance standards and regulations
TRANSIT ORIENTED DEVELOPMENT
Objective 5: Leverage the new bus transit center and refurbished Sounder commuter rail station
to stimulate investor interest in developing a transit oriented, mixed -use housing, retail and office
neighborhood in Southcenter.
Phase I implementation measures:
o Expand land use policies to allow housing throughout the northern portion of
Southcenter within walking distance of the rail and bus stations, and in all districts along
the Green River. When appropriate, provide incentives and explore public /private
partnerships to encourage stand alone and mixed use residential development.
Associated regulatory measures:
Use tables
Site design regulations
Building orientation
Qualitative criteria and /or performance standards and regulations
Developer incentives for housing and structured parking
MALL TO STATION
Objective 6: Continue to enhance connections between the Mall, the commuter rail station and
the refurbished Tukwila Pond in order to reap synergies of destination retail, recreation amenities,
increasingly compact housing and office development, convenience and mobility.
Phase I implementation measures:
o Redevelopment consistent with the vision will require market driven infill development,
incentives, and City investment. Designate the Baker Boulevard corridor as the area that
will serve as the initial catalyst for future redevelopment of Southcenter, where future
City investments will be directed and which will also provide a highly visible
demonstration of the City's commitment to the vision. Require redevelopment and
reinvestment along this corridor to support the City's long -term vision for a well
designed pedestrian connection between the Mall, the bus transit center, and the
Sounder commuter rail /Amtrak station.
o Recognize that the City may need to participate in construction and funding of public
frontage improvements.
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o Identify developer incentives that encourage compliance with new public frontage
standards when existing conditions do not meet the new standards.
Associated regulatory measures:
Street master plan street cross sections and on street parking
Public frontage improvements
Maximum height requirements
Building orientation
Setbacks
Open space landscaping regulations
Parking regulations
Architectural regulations
Developer incentives for public frontage improvements
CIRCULATION
Objective 7: Coordinate private and public contributions to the block and street system
particularly for east -west streets, such that each new segment adds to the connectivity and
number of alternative routes through Southcenter. Transportation corridors should be planned
and reserved in coordination with land use.
Objective 8: Improve pedestrian movement throughout the Southcenter area by creating quality
spaces and pathways through and within development sites connecting to the street system and,
where appropriate, public open spaces and parks.
Phase I implementation measures:
Ensure that new public and private streets are located to break up the "mega blocks"
and provide a more finely grained street network that simulates an urban street grid.
Require compliance with new street and public frontage regulations where traffic
impacts generated by new development or a significant change in use triggers the need
for mitigation.
While in some cases the need for new streets may be capacity driven, a finer grid
system may also be needed to support mobility for pedestrians, bicycles and transit.
Design new street cross sections to support a full range of mobility needs and the
adjacent land uses.
Recognize that the City may need to participate in construction and funding of new
streets.
Associated regulatory measures:
New street regulations
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Developer incentives for constructing new streets
Access management regulations
Street master plan cross sections
o Redevelopment of existing structures should move towards a more walkable community
by providing well defined pedestrian connections between buildings and sidewalks.
Associated regulatory measures:
Site design regulations
OPEN SPACE
Objective 9: Use a combination of development regulations and capital improvements to unearth
the natural features of Southcenter Tukwila Pond, the Green River and Minkler Pond as public
amenities.
Objective 10: Create a hierarchy of interconnected public and private open spaces, ranging from
active plazas to less formal gathering spaces, quiet residential courts, and natural open spaces, that
are distributed within the Southcenter area.
Phase I implementation measures:
o Through a combination of development requirements, incentives, and public
investment, facilitate the addition of high quality public amenities, open spaces, and
recreation areas to attract housing development, stimulate new levels and quality of
development, and complement the retail and other mix of uses in the northern part of
Southcenter.
Associated regulatory measures:
Open space requirements, standards design guidelines
Design regulations for public and private open spaces
Housing incentives
Site design regulations
Public frontage regulations
DESIGN
OBJECTIVE 11: Continue to enhance Southcenter's "sense of place" reflected in building forms,
development patterns and the public realm.
Phase I implementation measures:
o Adopt new design standards and guidelines that promote high quality architecture, site
design and streetscapes, particularly for development in the northern part of the
Southcenter area, that is consistent with and supports the vision for the urban center.
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Associated regulatory measures:
Development standards, design guidelines
Design review process
Roadway standards with streetscape elements
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1.6. RECOMMENDED CITY ACTIONS
The success of the Tukwila Urban Center will be supported by the recommended city actions and
investments outlined in this chapter of the Southcenter Subarea Plan. Unlike private investment,
City actions and investments can be strategically timed, scheduled and directed to specific areas
and projects to further revitalization. The intertwining of regulatory control with the strategic
investment of limited public resources is intended to accelerate the redevelopment strategies and
add to the appeal and success of Southcenter as a great place.
City actions will be: 1) guided by the Goals and Principles described in the Subarea Plan; 2) flexible
enough to allow for opportunities that cannot be predicted; and 3) clear enough to prioritize
actions and investments on an ongoing basis. As vision becomes reality, new and different actions
may be required and implemented. Planned projects will be undertaken as opportunities and
resources permit.
Recommended Capital Improvement Projects Actions
The City will invest in capital improvements or will work jointly with the public sector and /or
private sector to create public spaces, new streets, and streetscape conditions that are supportive
of envisioned development, will enhance the pedestrian environment, and create an attractive
setting for the City's urban center.
The Public Space and Amenity projects are specifically intended to instigate the types of land
use changes in the northern part of the Southcenter area that are envisioned by the
community attracting housing, stimulating a new level and quality of development within
the area, creating more pedestrian friendly areas, and strengthening pedestrian connections
between activity areas.
The actions related to Streets, Circulation and Mass Transit are required to support the goals
of the Southcenter Plan for enhancing access for transit, automobiles, and trucks, breaking up
the mega blocks in the planned pedestrian- oriented areas, improving circulation within and
access to the urban center, improving transit service and facilities, and enhancing
streetscapes.
The Bicycle and Pedestrian Facility projects are intended to extend the network of existing
trails and paths within the Southcenter area, connect activity areas (including Tukwila Sounder
Station, the Green River and Tukwila Pond to neighborhoods and shopping areas), and provide
a viable transportation alternative to the car as the area becomes more pedestrian friendly.
These actions are prioritized in terms of level of need and timing. These actions should be viewed
as a flexible planning tool that allows re- prioritization of projects based available resources and
changing circumstances, needs and conditions. More detailed project descriptions of the identified
capital improvements are provided in the following sections.
1.6.1. Public Space and Amenity Projects
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A key element of the Southcenter Subarea Plan is the creation of a strong public realm with a
variety of public places that offer a wide range of experiences and settings to choose from. While
many of these places will be created as a part of new development over time, there are several
open spaces public parks, plazas, new streets and pedestrian ways— that are critical to the
creation of this public realm.
The Southcenter Plan implements the community's intention to place highest priority on actions
that support and promote the continued success and enhancement of the northern half of the Plan
area. A primary aspect of this is to facilitate the addition of high quality public amenity and
recreation space to attract housing development, stimulate new levels and quality of development,
and complement the retail and other mix of uses in the Southcenter area. As such, the northern
area is intended to be the most public part of the urban center, containing three key destinations
the existing Mall, Tukwila Pond, and the Sounder Commuter Rail /Amtrak station. Improvements
will be focused on enhancing and connecting these major destinations, so that they may be easily
accessed and enjoyed.
1) Pedestrian infrastructure /path between Baker Boulevard Tukwila Station
Short Term Actions
To insure that the neighborhoods and primary anchors of the urban center are well- connected to
transit, the City shall pursue the development of new access ways and pedestrian paths leading to
the Sounder Commuter rail /Amtrak service at Tukwila Station. These new public ways will link
with new and existing streets, to ensure a fine grained network resulting in improved public access
to the train station from all parts of the urban center.
The City's pedestrian connection between the heart of the urban center and Tukwila Station
consists of three major components a pedestrian bridge over the Green River, a pedestrian
underpass through the Union Pacific Railroad right -of -way to access the station, and a pedestrian
path connecting the Mall, bridge, underpass, and the station.
The primary components of this network the City will pursue include:
a) Pedestrian Bridge over the Green River
i) Elements:
(1) Location: The bridge must provide a connection across the Green River to link Baker
Boulevard to the Sounder /Amtrak station. The bridge shall be directly accessible from the
Baker Boulevard /pedestrian path and the Green River Trail.
(2) Dimensions: The bridge shall be a minimum twenty (20) foot wide, providing
sufficient space to accommodate pedestrians and bicyclists.
(3) Lighting: Sufficient lighting will be provided to create a safe and pleasant night -time
environment along the bridge, with pedestrian scaled street lights
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(4) Design: Decorative bridge structure and integrated lighting will give the bridge a
distinctive character and will add an attractive local element to the Green River.
b) Pedestrian Walkway leading to Sounder's Tukwila Station
i) Elements:
(1) Location: The pedestrian walkway will link Baker Boulevard, the pedestrian bridge,
and Tukwila Station, terminating at the western entrance to the station. As it leaves
Christensen Road, the walkway should be generally aligned with the Bow Lake Pipeline right
of -way; however alignment is subject to change to ensure alignment with the pedestrian
bridge and pose the least impact on adjacent properties. The path shall also provide
connections to the Green River and Interurban Trails. See TMC 18.28.070 for Pedestrian
Walkway standards.
(2) The portion of the walkway from the western boundary of the Sound Transit
property to the pedestrian underpass will be constructed by Sound Transit. The City shall
coordinate with Sound Transit to ensure that the walkway is appropriately aligned and
configured to achieve the City's goals.
c) An at- grade, signalized pedestrian connector across West Valley Highway (City of Tukwila
WSDOT project)
West Valley Highway acts as a barrier to the pedestrian path linking the Mall to the Station. To
span this barrier and facilitate pedestrian and bicycle circulation, the City will coordinate with
WSDOT installing an at -grade connector on West Valley Highway.
i) Elements:
(1) Use jug handle turns on approach, with grade to slow and orient bicyclists toward
threat.
(2) In median, use 45 degree cut to orient trail users toward threat.
(3) Use medians on approach to fully separate directions of travel.
(4) Use lean rails to assist crossings.
(5) Colorize center lanes for 200 feet before and after median.
(6) Maintain current number of lanes.
Long Term Actions
a) Pedestrian Underpass beneath the Union Pacific Railroad Tracks (City of Renton Sound
Transit project)
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i) Elements:
The City will coordinate with the City of Renton and Sound Transit during the design and
construction of the Strander Boulevard Extension and the permanent commuter rail station to
ensure that the pedestrian underpass beneath the railroad berm achieves the following:
(1) Location: The UPRR underpass must connect the pedestrian walkway under the
railroad tracks, to the station platform access points.
(2) Dimensions: The underpass shall be a minimum twenty (20) foot wide. The length of
underpass below grade should be as short as possible to maximize visibility and safety.
(3) Lighting: Sufficient lighting will be provided to create a safe and pleasant night -time
environment. Along the underpass, ceiling or wall- mounted lights shall be provided.
(4) Design Amenities: The underpass shall be well- designed and a sufficient amount
of amenities provided to create an attractive, pleasant, and high quality environment for
pedestrians accessing the platforms.
2) Tukwila Pond Improvements
Tukwila Pond Park is a 25 -acre City -owned park in the middle of Southcenter's retail district. Nearly
23 acres of the park have been left in a natural state and serve as a passive recreation and wildlife
preservation area. The westernmost 2.3 acres have been developed and feature picnic tables,
trails, viewing platforms, green belt and restrooms. About 19 acres of the park are open water,
used by a variety of waterfowl and other birds and wildlife all year round.
In 2006, members of the Tukwila City Council, Planning Commission, Parks Commission, and City
staff participated in an intensive design workshop to generate ideas and a vision for the future of
Tukwila Pond, which were then incorporated into the Tukwila Pond Conceptual Design Report. The
conceptual design is based on the intersection of the urban environment with the natural
environment and the public's interaction with both. The intersection of these two environments
provides an opportunity to explore the edge of each and for people to weave in and out of this
edge. The design encourages pedestrians to walk "on the edge" along the eastern and southern
boundaries of the Park; to sit "at the edge" along the northern shore; and be "within the edge" in
the Tukwila Pond Park. Some of the key elements of the design include installation of a boardwalk
across the northern edge of the pond, walkways on the southern end of the pond property,
extension of viewing platforms, and additional viewpoints into the pond and adjacent wetlands.
Improvements to Tukwila Pond Park should be accomplished simultaneously with the pond water
quality improvements described in Section 1.6.1.3 Water Quality.
Mid Term Actions
The City will pursue the following projects in the first phase of Tukwila Pond improvements:
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a) A path /floating boardwalk connecting the east and west sides of Tukwila pond to
Andover Park West via the Pond's northern edge.
b) Tukwila Pond Park enhancements on the western edge of the Pond (additional pathways,
extension of viewing platforms, additional plantings, wetland restoration).
c) Explore the feasibility of and implementation steps for expanding the footprint of
Tukwila Pond Park when redevelopment of the property to the south of the Park occurs.
Long Term Actions
The City's final phase of Tukwila Pond related actions include designing and constructing the
enhancements on the northern edge of the Pond. The City will coordinate with developers as new
retail or mixed -use development occurs on parcels adjacent to the park.
a) Tukwila Pond Esplanade
An attractive public esplanade will be designed and funded (in part or in its entirety) by the City.
Once design, engineering and construction funding for the esplanade are in place, and when the
parcels at the northern pond edge choose to redevelop, new construction should be designed with
pond- fronting retail and restaurant activities, providing an active waterside promenade to augment
the shopping, eating and other uses in the urban center. A primary facet of its intended role is its
ultimate envisioned connection to the regional shopping area and the Mall to its north.
i) Elements:
(1) Location: This esplanade shall be located along the pond's northern shore, and
stretch from the park along the western side of the pond to the public sidewalk on Andover
Park West on its eastern end.
(2) Orientation: The esplanade shall be connected to Strander Boulevard and to the
Mall along a street designed with public amenities and preferably with a central median as a
linear open space connection.
(3) Dimensions: The esplanade shall be a minimum twenty -five (25) foot wide.
(4) Lighting: Sufficient lighting will be provided to create a safe and pleasant night -time
environment. Along the esplanade, pedestrian height double -head pendant street lights shall
be provided.
(5) Amenities: Street furnishings such as benches, trash receptacles, kiosks and stands
for vendors, banners, and flowering pots will be integrated into the design.
(6) Design: The northern esplanade is envisioned as an urban water edge, with
hardscape, street trees and lighting, and other street amenities. The creation of a grand
monument at the lynchpin of the Mall connection and the pond edge is recommended as a
focal point and central gathering place. The pond edge beyond the esplanade shall maintain
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the pond's riparian environment. The design and materials of the esplanade should reflect the
character of the Pacific Northwest, with wood deck and railings to reflecting Pacific Northwest
design character.
3) Tukwila Pond Water Quality
Tukwila Pond suffers from poor water quality, primarily due to elevated levels of phosphorus,
which cause algal blooms in the dry summer and early fall months. This is due to a combination of
factors that include: lack of freshwater input and air circulation through the pond in the dry
months of the year; inputs of phosphorus from seasonal stormwater run -off, and accumulation of
phosphorus in the sediments of the pond during the year, which serve as an ongoing "source" of
this nutrient to the pond water. In addition, the lack of shade and the shallowness of the pond
allow high water temperatures in the summer and light penetration through the whole water
column, both of which promote algal growth. These conditions also contribute to low levels of
dissolved oxygen in the water, a factor that limits fish and other aquatic organisms and can cause
fish kills. Algal blooms, in addition to being visually unattractive, can cause unpleasant odors and
can become toxic (to pets or humans, if ingested).
Short Term Actions
a) Water quality improvements.
Water quality improvements to be implemented by the City shall include the following
measures (this project is planned for construction in 2013):
(1) Alum treatment (a substance that is pumped into the pond, settles to the bottom
and prevents phosphorus from being released into the water column); and
(2) Air circulation using pumps to push air out into the pond along lines laid on the
bottom to improve the levels of dissolved oxygen in the water.
Mid Term Actions
a) Water quality improvements.
Aquatic vegetation plays a significant roll in the water quality of ponds. An increased variety
of aquatic vegetation to use excess nutrients, along with the installation of shading wetland
vegetation, would moderate algae blooms in the pond while also increasing diversity for
wildlife enhancement.
b) Improve stormwater treatment.
The City will work with property owners on the north side of the pond to improve the
functioning of the existing stormwater treatment system (bioswales) thus increasing the
retention of phosphorus and other pollutants.
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Long Term Actions
a) Water quality improvements.
(1) Once the alum injection and air circulation systems are installed, the City will
monitor water quality and will continue to operate the systems during the summer and fall
months to maintain the desired water quality in the pond.
(2) The City will monitor performance of the stormwater bioswales.
(3) Over the very long term, install alternative stormwater treatment as the area on the
north redevelops.
4) Public Parking Structure
Short Term Actions
a) Feasibility and Location Study
Currently an adequate supply of parking exists within the urban center. However, as the area
designated for a more urban mix of uses intensifies, and businesses are faced with the physical
limitations of surface lot and on- street parking, there will be a growing demand for an increase in
the supply of conveniently located parking. A public parking structure located on a site in the area
designated for pedestrian friendly, walkable development north of Strander Boulevard would allow
visitors and shoppers to park once and walk to their destinations, and provide additional needed
parking capacity for future growth. The City may prepare a study investigating the overall feasibility
of developing a public parking structure on a site located north of Strander Boulevard, and to
determine the most feasible and strategic site for the structure. The study should include the
following tasks:
An assessment of current and future parking demand in the area;
Parking structure site criteria and analysis;
Recommendation of preferred site(s) for a parking structure;
An assessment of the potential for integration of mixed uses into the site(s); and
Preliminary identification of costs and possible funding sources (e.g., public /private
partnership).
5) Multifamily Housing Incentives
Short Term Actions
a) Developer Incentives /Feasibility Analysis.
In addition to investing in amenities that are needed to attract housing (such as enhancing Tukwila
Pond), the City will research the feasibility of implementing financial incentives that would further
encourage multifamily housing development in the urban center. One example of this type of
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program is the multifamily tax abatement program, which forgives property tax payments for a
period of time. Other useful tools may include tax deferral and the use of tax credits.
1.6.2. Street Circulation Network and Facilities
This section describes recommended City actions to improve the capacity and efficiency of the
network of vehicular thoroughfares, in support of existing and new development. In addition to
projects that will improve capacity, this section also lists other projects needed to support adjacent
land uses, improve non motorized mobility, and act as catalysts for future development. Where a
regional transportation agency is responsible for an identified capital project or service
improvement, the City's role in ensuring that these projects are implemented is described.
1) Street and Circulation Network Facilities
Short Term Actions
a) Wayfinding Program
The City will pursue implementing a Wayfinding program to assist drivers in finding their way into
and around Southcenter. Signage unique to Tukwila will be placed at key entry points to direct
traffic to key destinations within the urban center. The wayfinding program will also be used to
redistribute traffic off the more congested main north -south corridors and on to alternative routes
within Southcenter.
b) Finely Grained Street Network
Arterials are currently spaced approximately 1,200 to 2,500 feet apart to form a grid pattern in the
Southcenter area. The blocks are very wide, with few collector streets serving the properties within
the blocks. Numerous access driveways and dead -end streets act as collector streets.
New public and private streets will begin to be implemented by the City and /or private developers
on an on -going basis as significant redevelopment occurs, based on the requirements set forth in
TMC Chapter 18.28.120 New Streets. The added streets will gradually make the urban center's
street grid pattern a more finely grained network, improving capacity and mobility for pedestrians
and autos, including emergency vehicles. New access streets will also reduce the number of curb
cuts needed on the major arterials, thereby reducing the number of traffic accidents. Traffic flows
on the arterials will be more orderly. See TMC Chapter 18.28 for new thoroughfare designs.
c) On- street Parking in the Pedestrian Oriented Areas
The City will reconfigure existing thoroughfares to provide two lanes of on- street parking, two
travel lanes, and one center -turn lane on Baker Boulevard and on Andover Park East north of
Strander Blvd. These projects will support the City's goals for serving pedestrian- oriented areas and
connections, and ensuring that these streets have the right combination of on- street parking, tree
lined sidewalks and public amenity to serve their neighborhood. Restriping of these streets to
accommodate bicycle lanes shall occur simultaneously. A traffic impact analysis would be required
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to determine if the "road diet" would create (or exacerbate) roadway congestion or level of service
problems elsewhere in the roadway system prior to making changes.
Long Term Actions
a) Extend Strander Boulevard (City of Renton project)
The City will work with the City of Renton to extend Strander Boulevard eastward, under the UP
railroad, to connect with the planned westward extension of SW 27 Street from Oaksdale Avenue.
Both Cities will continue to coordinate with Sound Transit, so that the eastward expansion of
Strander Blvd from West Valley Highway connects with the planned entry to the Tukwila
Sounder /Amtrak rail station. This extension will provide improved access to the rail station for auto
and transit traffic, and additional east -west access between Renton and the urban center. The
underpass should include sufficient sidewalk width to accommodate pedestrians and bicycles.
b) WSDOT 1 -405 Widening Projects
The WSDOT's 1 -405 corridor widening project proposes a number of changes to the local network in
the Southcenter area. The City will continue coordinating with WSDOT to ensure that the following
projects proposed by WSDOT are constructed as part of the 1 -405 project:
Reconstruct the 61st Avenue and 66th Avenue overpasses. These are two of the key entry
points into the urban center, but do not provide good visual aesthetics as gateways or
appropriate pedestrian facilities and amenities. The City will work with the WSDOT to ensure
that adequate sidewalk widths and bicycle lanes are provided as part of the project.
Extend Tukwila Parkway from 66th Ave S /Andover Park East to West Valley Highway. WSDOT
has proposed a five -lane road. The City will work with the WSDOT to ensure that bicycle lanes
and appropriate sidewalk widths are provided as part of the project.
Other Actions DRAFT
a) DRAFT: Roadway Capacity Improvements Needed to Accommodate Forecasted
Growth in Traffic
Based on the draft 2030 land use forecasts for the Southcenter area the City identified the
following street improvements as necessary to accommodate the 2030 traffic forecasts and
conditions. (Please note at this point the Transportation Analysis has not been finalized, so these
projects have not yet been prioritized as to timing or funding. This list will be updated when the
Background Report is finalized). These projects will also require additional design and engineering
prior to construction:
(1) Draft: Intersection Improvements
z See Background Report for the Transportation Element of the Comprehensive Plan Update, Transportation
Analysis and 2030 Improvement Recommendations, May 2012
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o S180 th and Southcenter Parkway
o S 180 and Andover Park West
o Minkler and Andover Park West
o Strander and West Valley Highway
(2) Draft: Extend Trek Drive westward to Andover Park West.
This will increase network connectivity and emergency response times.
(3) Draft: New South 168th Street
The City will pursue the construction of a new street on the south side of the Tukwila Pond
between Southcenter Parkway and Andover Park East. This new street should be designed to
accommodate on street parking on the south side of the roadway, as well as bicycle lanes.
This roadway should be constructed as the adjacent land areas to the south are redeveloped.
This roadway will reduce the projected traffic congestion on Strander Boulevard and provide
local access and appropriate streetscapes for the adjacent properties.
(4) Draft: Extend Minkler Boulevard Across the Green River
Extend Minkler Boulevard from Industry Drive to West Valley Highway. The Southcenter area
would benefit from additional connections to West Valley Highway over the Green River.
1.6.3. Mass transit network and facilities
Capital projects and service enhancements related to transit are intended to better meet the needs
of the communities, residents, employers, employees, and visitors to and within the Southcenter
area. Overall goals are to work closely with service providers to improve and maximize usage of all
transit service in the area, make service faster and more efficient, and assist the urban center in
meeting its development potential. Where a regional transportation agency is responsible for an
identified capital project or service improvement, the City's role in ensuring that these projects are
implemented is described.
1) Capital Improvements
Short Term Actions
a) Bus Shelters in Locations with High Ridership (King County Metro project)
The City will pursue having Metro Transit install bus shelters at stops with high ridership where
facilities do not currently exist. Per the City's Transit Network Plan for the Tukwila Urban Center
(Dec. 2004), within the urban center, there are two locations where shelters are warranted; on
both east- and westbound Strander Boulevard just west of Andover Park West.
Mid Term Actions
a) Southcenter Trolley
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The City shall pursue the development of a trolley route connecting Sounder Tukwila Station with
other activity areas (including shopping, hotels, parks and employment areas) in the Southcenter
area. A trolley that is frequent (every 10 minutes or better) plus fun (either a modern futuristic
design or a classic wooden trolley replica), will improve frequency of service between the Sounder
Tukwila Station and the Southcenter area, and attract people to park once in the urban center and
use the trolley to visit other destinations. This approach has been used successfully to carry
passengers and enhance the image of other lifestyle centers, downtowns, and suburban shopping
centers.
Because it is unlikely that a Southcenter Trolley will rank highly as part of King County Metro's
overall South King County transit priorities, the City shall pursue public /private partnerships with
local businesses in the urban center as a means of funding.
2) Service Improvements
Short Term Actions
a) Route span, frequency routing improvements for those routes serving the Urban Center
(King County Metro projects)
To improve mobility and better serve existing and projected travel patterns, the City shall continue
pursuing improvements in span, frequency, and routing for Routes 128, 140, 150, 155 and 156
with King County Metro.
b) Sounder Commuter Rail Service (Sound Transit project)
Sound Transit's Sounder commuter rail service currently serves the Tukwila Station with seven
northbound /two southbound trains in the morning and seven southbound /two northbound
trains in the afternoon. The service runs between Tacoma and Edmonds, and as far south as
Lakewood in the near future. The City will coordinate with Sound Transit on ensuring sufficient
parking is provided at the station, and with Metro on providing appropriate transit connections
and service, as ridership and commuter rail service levels increase.
Long Term Actions
a) Amtrak Service (Amtrak project)
Amtrak Cascades service, running between Eugene, Oregon and Vancouver, British Columbia,
currently serves the Tukwila Station with three trains in each direction daily. The City will support
better service at the Tukwila Station by supporting Amtrak's future plans to increase service to 13
trains per day between Portland and Seattle and 4 trains per day between Seattle and Vancouver,
BC by 2023.
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1.6.4. Bicycle and Pedestrian Facilities
The goal for the Southcenter area is for a livelier 24 -hour neighborhood with housing, shopping,
and more employment. With more people- intensive uses, the City will make the area more
walkable through a system of trails that will enhance the street network by connecting parks and
open space with employers, retail and new housing.
The City's Comprehensive Plan and Walk and Roll Plan call for identifying "bicycle friendly" streets
and creating improvements that will allow trips both in the community and outside the city to jobs
or other destinations. These documents expand the idea of transportation from simply keeping
cars and trucks moving to the idea that the urban center's streets should be for everyone, whether
motorist or bicyclist, walker or wheelchair user, bus rider or shopkeeper. This "complete streets"
perspective will ensure that Tukwila residents and visitors can get around as freely as possible with
a range of both motorized and non motorized choices. In addition, community goals call for
improving bicycle and pedestrian connections to the existing system of regional trails (e.g. the
Duwamish /Green River and Interurban Trails).
1) Bicycle and Pedestrian Facilities
Short Term Actions
a) Way finding program for pedestrians and bicyclists.
The City will provide clear pedestrian and bicycle route information by installing quality way
finding signs at all locations where choices in travel are made, and by publishing system maps.
Signage shall guide pedestrians and bicyclists to key locations, such as Tukwila Pond, Southcenter
Mall, and the Duwamish /Green River and Interurban Trails.
b) Bicycle lanes on existing streets
The City will pursue implementing a network of bicycle routes in the Southcenter area.
Preliminary studies have shown that there is sufficient width on some existing streets to allow for
re- striping to add bike lanes through a narrowing of turn and travel lanes. As a general principle,
there is less need for marked bike facilities when speeds are at 25 mph or below, and a significant
need for facilities if speeds are 30 mph or higher. The need for a facility increases with increased
traffic volume and traffic complexity. As the urban form is built, traffic speeds will decrease. This
will gradually eliminate the need for bike lanes along many streets and allow greater width for
walking and parking transitions. The Walk Roll Plan identifies future bike routes on Baker
Boulevard and Andover Park East between Tukwila Parkway and Minkler Boulevard. However
additional design and engineering is required before these are implemented.
Mid Term Actions
a) Bicycle lanes on existing streets
The City will continue pursue implementing a network of bicycle routes in the Southcenter area.
The Tukwila Walk Roll Plan identifies future facilities on Andover Park East or Andover Park
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West (between Minkler and S. 180 Street), portions of Minkler Boulevard, Tukwila Parkway and
Longacres Way. However, additional design and engineering for these routes is required before
these projects are implemented.
b) Pedestrian Signal Crossing Enhancements at Key Intersections
On wider streets and larger intersection crossings in the northern, more pedestrian friendly part
of the Southcenter area, sufficient time should exist for pedestrians of all abilities to cross. The
City should pursue installing countdown signals on intersection crossings greater than 40 feet, and
install signals that automatically activate for pedestrians on each cycle at these intersections.
Pedestrian signals should automatically activate on all legs. Push button controls should be used
primarily on streets anticipated to be used less frequently by pedestrians, such as in the
Workplace District.
c) Andover Park West /Tukwila Pond Park sidewalk improvements
Andover Park West sidewalk improvements adjacent to the wetland buffer on the east side of the
Pond should be designed and constructed concurrently with the S. 168th Street project. This
project supports the recommended Tukwila Pond conceptual design and planned improvements.
The sidewalk configuration shall be as follows:
An 8 foot sidewalk separated from the street by a 10 foot planting strip planted with native
vegetation and with trees 25 feet on center, on average.
d) Other Sidewalk improvements on existing streets (Mid -Long Term)
The City should identify locations within the districts planned for more walkable environment
where sidewalks are missing or not consistent with required standards, and future development
or redevelopment will not likely trigger sidewalk improvements. In these locations, the City will
construct the sidewalks in order to complete the urban center's pedestrian network. For example,
the City may construct a sidewalk along the south side of S 180 Street from Sperry Drive
eastward to the Green River Bridge to fill in a sidewalk gap.
Long Term Actions
a) Bicycle access to Green River and Interurban trails from West Valley Highway
High vehicle volumes and speeds along West Valley Highway, combined with narrow shoulders in
spots providing little separation from vehicles makes this stretch of roadway unsafe for bicyclists.
The Interurban Trail and Green River Trails provide cyclists with an off street north /south route
option. The City should pursue opportunities to access these trails from West Valley Highway.
Options include pursuing an extension of Minkler Boulevard across the Green River, improvements
to the Green River Trail south of S. 180 Street, and a rails -to- trails project if the existing rail bridge
south of Strander Blvd becomes an abandoned corridor. Additional design and engineering is
required.
b) Convert Railroad Corridors to Trails
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Track locations within the urban center have been identified previously as opportunity areas for
the construction of multi -use pedestrian and bicycle trails. While it is generally known that some of
these spurs have been abandoned, the City will pursue further research to determine the
ownership and disposition status of each specific spur. Once developed, these trails could extend
the Green River and Interurban Trail system throughout the urban center, and connect to City
neighborhoods. As redevelopment of the parcels of land containing railroad corridors occurs, the
City shall pursue conversion of these corridors to trails.
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1.7. APPENDIX A: EXISTING CONDITIONS
The condition of the Tukwila's urban center, "Southcenter at the inception of this Subarea Plan is
detailed in this section. Ultimately, the implementation of the Plan's Phase I strategies will result in
sufficient modification of these conditions as to make this Plan obsolete. At that point, a newly
updated Southcenter Plan will need to be prepared to engage the problems and opportunities
presented by the modified existing conditions. As change occurs, the community intends to
measure those changes against the conditions recorded herein to monitor the degree to which the
Plan remains sufficiently current.
Introduction
The City of Tukwila is located 12 miles south of downtown Seattle, 17 miles north of downtown
Tacoma, and two miles from the Sea -Tac International Airport.
The Plan Area is comprised of approximately 1,000 acres located in the immediate southeastern
quadrant formed by the crossing of Interstates 5 and 405. It contains the City's primary
commercial center— featuring by far the greatest proportion of the City's development and its
primary source of sales tax revenue. The Plan Area contains a sufficiently wide range of retail
offerings to make it the largest shopping destination serving the South King County region. Its
primary shopping anchor is Westfield Southcenter Mall, the largest mall in the state of Washington.
The Mall recently went through a substantial expansion and renovation.
In addition to the wide range of shopping venues, the Plan Area also contains a substantial amount
of other commercial uses, especially distribution, warehousing, office and lodging.
Context
1) History
The land area of Tukwila has historically been inhabited by the Duwamish, the Native Americans
who made their homes along the Duwamish River. They were followed by Euro- American settlers
in the 1850's who began the development of a small community based on farming and coal mining.
Tukwila was incorporated in 1908, and its development was spurred by accessibility from the
Duwamish, Green and Black Rivers; then by train lines that connected it to the major cities of
Seattle and Tacoma, and finally by the construction of a regional freeway system. Over time,
Tukwila has grown as a center of commerce due to its location at the crossroads of rivers, trails,
highways and railroads.
The majority of growth in the City, and especially in the Plan Area, has occurred over the last fifty
years. The area to be known as the Tukwila Urban Center was annexed to the City as an industrial
park in 1956. The construction of Interstate 5 and 405 in the mid 1960's opened the area up for
commercial development, and instigated a rapid transformation of what was largely undeveloped
open land and dairy farms (see Photo 1). The Southcenter Mall (currently the Westfield
Southcenter Mall) opened in 1968, becoming a commercial anchor for the area. Over the
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subsequent twenty years, more industry and commerce located in the area, providing space for
over 1,000 businesses.
Photo 1.
2) Community
Population in Tukwila has almost doubled in the last 20 years, due to new residential construction
and a land annexation in the early 1990's, to a current estimation of 19,107 (2010). While growth
has slowed since the 1990's, population is again expected to significantly increase over the next
twenty years. Many of Tukwila's newer residents are immigrants from outside the country, and
this is expected to continue. Black or African American and Asian are the fastest growing new
groups. Median family income for Tukwila was $44,530 in 2009, compared to $67,076 in King
County.
3) Regional Circulation
The City of Tukwila is well positioned in the regional transportation network: it is located
immediately along the two primary regional freeways; 1 -5 and 1 -405 (see Photo 2). It is highly
visible and accessible to motorists moving through on these major regional thoroughfares to and
from downtown Seattle, downtown Tacoma and SEATAC International Airport.
Two regional transit operators provide service within Tukwila. King County Metro provides both
local bus and paratransit services to Tukwila and the surrounding region. Sound Transit operates a
three county bus network, and a light rail and commuter rail system. The Sounder commuter rail
line serves the Southcenter area via the Tukwila Station. Sound Transit's 14 mile LINK light rail line
runs between Seattle and the Seattle- Tacoma International Airport, stopping at South 154 Street
and Tukwila International Boulevard, approximately two miles west of the urban center area. King
County Metro provides frequent bus service between the light rail station, the Southcenter Mall
area, and the Sounder Commuter Rail Station. Amtrak passenger train service is also available at
the Tukwila Longacres Station.
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LAND USE AND DEVELOPMENT
Southcenter has become a commercial center for the City and the region. Development in the
Southcenter area is exclusively commercial, with retail, office, lodging, warehouse and industrial
uses. There is minimal residential development. Existing development patterns are primarily
single- story, auto oriented, commercial development. The northern portion of Southcenter is
dominated by the super regional Westfield shopping mall (the largest covered mall in Washington
state See photo 3) surrounded by parking lots and rings of associated smaller scale, surface
parked commercial buildings. The southern portion is primarily a warehouse and distribution
center that takes advantage of the area's highway and railroad infrastructure, with some retail
outlets and office buildings.
Major destinations include the Mall, the retail "power" centers lining Southcenter Parkway (see
Photo 4) and portions of Strander Boulevard, and big -box retail along Andover Park East in the
southeastern portion of Southcenter (see Photo 5). In addition, many chains that draw on a
regional audience, such as Office Depot, Home Depot and Target, have located within
Southcenter's boundaries.
A large proportion of Tukwila's jobs are located in the Southcenter area. More than half of these
jobs are in retail, with the remainder primarily oriented towards manufacturing and industrial
work. Boeing's Longacres campus, located just outside of the Southcenter area and directly to the
east of Sounder's Tukwila Longacres station, is forecasted to provide over 10,000 jobs for the
region.
As a result of Southcenter's role as a popular commercial center, land values in Southcenter are
expected to rise overtime. The lower value office and warehouse uses (see Photo 6) that make up
a large part of Southcenter's land area are potential locations for higher -value uses, and various
sites have transitioned to retail use. As a testament to the rising land values, the owners of
Westfield Southcenter Mall intensified their property site with an expansion that increased its size
by another 500,000 square feet, including a cinema, an expanded food court, additional smaller
retail stores, new restaurants and the first structured parking garages serving retail to appear in the
Southcenter area.
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Photo 2. Location at freeway crossroads
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A market analysis conducted in 2002 showed that the development potential for the Southcenter
study area for the near future was projected to include demand for more retail, more restaurants,
and more industrial uses, with more office and lodging to follow in the long term. Market analysis
of land constraints and demand pressures in the area pointed to the possibility of denser
development and structured parking, justified by rising land values. Since that time, due to the
downturn in the economy, many of the stakeholders in the Southcenter area have expressed
concern that much of the draft Plan is based on a market analysis that is now outdated. The City's
consultants agreed that the 2002 analysis is not adequate now for use as a short -run analysis.
Instead, the consultant's conclusions are that the vision is achievable, but in phases and over a
period of time and only with significant, targeted public investments to catalyze and support
development of the type that the City would like to see. Also, given the uncertainty in the current
market, it is not effective use of City funds to do a new, detailed market analysis at this time.
EXISTING LAND USE POLICY
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Photo 4. Parkway Super Center
Photo 3. Westfield Southcenter Mall
Photo 6. Lower value office Warehouse
Photo 5. Big box warehouse retail
Southcenter Subarea Plan
The City's Zoning Code is set forth in Chapter 18 of Tukwila's Municipal Code. All of the land area
under study is contained within the area designated by the City's Comprehensive Plan and the
City's Zoning Map as the Tukwila Urban Center (TUC). The stated purpose for this zoning district is
"intended to provide an area of high- intensity regional uses that include commercial services,
offices, light industry, warehousing and retail uses. Development is intended to be pedestrian
friendly, with a strong emphasis on a safe and attractive streetscape." Uses permitted in the district
include an extremely wide range of retail, entertainment, commercial and industrial uses.
Residential uses are conditionally permitted on areas within 500 feet of the Green River, Tukwila
Pond, or Minkler Pond (a maximum density of 22 units per acre; 100 units per acre for senior
housing), and in mixed -use developments within one quarter mile of the Sounder Commuter
rail /Amtrak Station property (maximum density of 65 units per acre). Most of the uses that support
residential, like churches, schools and recreational facilities, are also conditionally permitted.
Buildings are allowed to a maximum height of 115 feet. There are few policies setting standards for
building design, orientation, massing, location of parking, block size, or the creation of new streets.
The Zoning Code requires design review for all commercial structures larger than 1,500 square feet
and for all structures containing multi family development, as well as for certain exterior repairs,
reconstructions, alterations or improvements to buildings over 10,000 square feet. Design review
for commercial structures between 1,500 and 5,000 square feet will be done administratively; for
larger structures, by the Board of Architectural Review.
DEVELOPMENT AND REDEVELOPMENT POSSIBILITIES
Southcenter is almost 100% developed, with very little vacant developable land. The few areas that
are untouched by development are either preserved as open space, environmentally sensitive
wetlands and river areas, or dedicated towards public uses, such as utility sites. The most
significant piece of vacant land that is available for new development lies on the eastern border of
Southcenter, north of and adjacent to the Sounder Tukwila Station. However, there are many
obstacles to redevelopment of this area, such as underground and above ground utilities and
limited access.
While there is very little undeveloped land in Southcenter available for new investment, the low
density nature of its development pattern points toward redevelopment opportunities. Its high
visibility location at the juncture of two freeways makes it a desirable location, especially since
there is little developable area elsewhere. The other quadrants bordering the freeway intersection
are filled with low- density residential neighborhoods, with little to no land open for development.
With heightened demand for retail space in Southcenter, and the rising land values that result from
this demand, much of Tukwila's industrial and warehouse space is vulnerable to conversion to
office (see Photo 7) or retail. Some of Tukwila's industrial uses have already shifted to retail uses,
(See Fig.A.1) as evidenced by Costco Wholesale, Lowe's Home Improvement, Home Depot and
Circuit City, all of which are located in former warehouse buildings.
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Photo 7. Fatigue Technology
Fig.A.1. Patterns of Development and Change
Southcenter Subarea Plan
LOCAL TRANSPORTATION AND CIRCULATION
1) Vehicular Circulation
Because Southcenter is geographically bounded by the two freeways and the Green River, primary
entrance points into the study area are limited. From the north, traffic can enter over 1 -405 at 61st
and 66th Avenues. From the south, access is limited to Southcenter Parkway, Andover Park West
and East, and West Valley Highway. Traffic from the west can enter from 1 -5 at Southcenter
Parkway, Klickitat Drive and South 178/180th Street, and traffic from the east is limited to Strander
Boulevard and South 178/180th Street. Because of this limited access to the area and the small
number of streets serving development, there can be delays at the entrance /exit ramps to the
freeway, and there are frequent bottlenecks at the Klickitat Drive and Southcenter Parkway
intersection and other intersections near Westfield Southcenter Mall. Traffic on the surrounding
interstates is expected to increase in the future. Proposed long -term improvements include the
relocation of the 1 -405 on -ramp from the Southcenter retail area to the east of 66th Avenue,
extending Tukwila Parkway to West Valley Highway, and at the 188th Street freeway interchange.
Also, with the Tukwila Urban Center access improvement project, bottlenecks in the Klickitat area
and near the mall are expected to improve.
Major north -south arterials through the study area are Southcenter Parkway and West Valley
Highway; east -west arterials are South 180th Street and Klickitat Drive/ Strander Boulevard.
However, arterial routes are treated no differently than other streets in the network. All of the
streets appear to be the same in width, design, and even in the types of buildings that line their
edges. No priority is given to entrance routes or to important thoroughfares; there are no custom
signs incorporated into the streetscape; and no landmarks or monuments mark special places along
the street lengths.
The street network in the Southcenter area is designed solely for the automobile, and follows an
oversized grid that limits internal circulation. Southcenter is divided into 38 blocks, with an average
block size of 22 acres. The area contains over 14 linear miles of roadways, with an intersection
density of one intersection for each 16 acres. The smallest blocks in the study are 1,000 feet in
length by 1,000 feet in depth, compared to downtown Seattle, with an average block size of 1.5
acres and average block length of 250 feet. East -west streets are particularly limited. With
increased success on this limited street network, congestion within Southcenter is becoming more
common peak times for congestion are the noon hour during the week, and Saturday's
congestion is even greater around the Mall.
4) Pedestrian Circulation
Pedestrian activity is almost nonexistent in Southcenter, limited to the brief walks taken by people
walking to their jobs or to shopping destinations from transit. There are several reasons for this a
street network scaled to the automobile creating block sizes that are too large to walk, long
distances between intersections and destinations, narrow unprotected sidewalks along wide highly
trafficked roads, large parking lots, and the fact that there are no residential uses in the area. In
some areas, sidewalks were created as a part of adjacent development and end at the parcel limits,
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creating a pedestrian network that is interrupted and sporadic. Pedestrian access to the Tukwila
Sounder /Amtrak station from the urban center is not clearly legible, but this should improve with
the installation of a permanent station and a future pedestrian bridge over the Green River. Access
to park and open spaces in the area can be difficult to find on foot, and are often hidden behind
buildings. While Southcenter does not have many pedestrian or bicycle facilities, it does connect to
the Green River and Interurban Trails, which connect to the regional trail system. However, these,
too, are difficult to find and access.
5) Transit
Transit is provided to the area through King County Metro bus service, and Sound Transit's
"Sounder" commuter rail service. King County Metro routes 110, 128, 140, 150, 154, 155 and 156
serve the Southcenter area. Routes 110, 126, 140, 154 and 156 all connect to the Tukwila Sounder
Station during Sounder regular operating hours. Route 110 connects the Tukwila Station area at
Longacres Drive with north Renton. Route 128 provides connections between Southcenter and
White Center and West Seattle. Route 140 is a major east -west bus route connecting the mall to
Burien, the LINK light rail station at South 154th Street, Southcenter, the Tukwila Station and the
Renton Park Ride. Route 150 is the major north -south route connecting Tukwila with Kent and
Seattle. Route 154 serves the Boeing Industrial site and connects to the Tukwila Longacres station.
Route 155 provides service between Tukwila and north Kent, and Route 156 connects SeaTac,
Southcenter and the Tukwila Longacres station. Bus rapid Transit connecting the Burien Park
Ride, Southcenter, the Tukwila Station and the Renton Park Ride is planned to commence in
2013.
Sounder offers commuter rail service between Tacoma and downtown Seattle with stops in
Puyallup, Sumner, Auburn, Kent, and Tukwila. The interim Tukwila Longacres station is located just
south of Longacres Way (see Photo 8); a permanent station is to be completed by 2013. The station
currently accommodates Amtrak service as well as the commuter trains.
A study by Mirai Associates in 2002 indicates that transit accounts for about 2% of all trips into and
out of the area. A great number of these trips are to and from the Westfield Southcenter Mall; the
stop at this mall is the most highly used, and accounts for more than half of the total riders in the
study area. However, existing facilities at this stop are inadequate for the large ridership at that
location (see Photo 9), and City plans include design and construction of a new transit center in the
vicinity of Andover Park West and Baker Boulevard. This, combined with a permanent Tukwila
Longacres station, should make transit a more appealing option for the area.
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OPEN SPACE AND RECREATION
There are many natural resources within the Tukwila Urban Center (see Fig.A.2.), the most noteworthy of
which is Tukwila Pond (see Photo 10), a body of water created by a high water table and the runoff
from all of the impervious surfaces of the area's rooftops and parking lots, that is now a significant
wildlife habitat and a stop -over point for migrating waterfowl. Access to the pond's edges is
restricted around most of its perimeter (see Photo 11), but a park has been preserved along the
Pond's western edge. Tukwila Pond Park is located behind the commercial development along
Southcenter Parkway and the Target store on Strander Boulevard, and accessed along foot trails
from these roadways. Viewpoints of the pond and wetland are accessible along the eastern edge of
the Pond, on Andover Park East.
Other amenities in the area include Minkler Pond and the Green River (see Photo 12). Minkler Pond
is a smaller water body at the eastern terminus of Minkler Boulevard that flows into the Green
River, but is inaccessible from the west because it is trapped behind several industrial buildings.
The Green River Trail, 2.6 -miles of which are within Tukwila, winds along the west bank of the
Green River, and the Interurban Trail located on the old Interurban right -of -way east of West Valley
Highway, provide recreational space for bike riding, jogging, walking and inline skating. Visual and
physical access to these trails is difficult. Much of the Green River Trail is hidden behind the
industrial development that lines the riverfront for most of its length through Southcenter.
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Photo 9. Transit stop on Andover Park W.
Photo 8. Temporary Tukwila Longacres Station
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Fig.A.2. Existing Open Space Network
ARCHITECTURAL AND LANDSCAPE CHARACTER
While a distinctive building and landscape design has evolved in the Pacific Northwest region, this
has had little influence on the design of buildings in Southcenter. Buildings are often separated
from the street by large parking lots, and their entrances are hard to find. The well- designed
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Photo 10. Tukwila Pond
Photo 11. Tukwila Pond north side
Photo 12. Green River
Southcenter Subarea Plan
buildings constructed after design review was implemented in 1982 are lost in the overall mix, and
there are too few of them to create a visible theme that could unify the district with any sort of
identity. The result is an unrelated hodge -podge of unarticulated buildings with little
ornamentation or design. The highly distinctive design context of the Pacific Northwest landscape
(see Fig.A.3. Design Context) stands in contrast to the existing character of the Plan Area's built
environment.
1) Buildings
Buildings within Southcenter are generally reflective of auto oriented development. Structures are
reduced to the simplest, most economical form: often tilt -up construction, simply massed buildings
with a box -like appearance. While buildings are allowed to a maximum height of 115 feet, few are
more than 50 feet tall. The number of stories on the taller buildings is indiscernible as their
architecture is not articulated by typical design cues like windows per floor or cornice lines.
Ornamentation across the facades is limited, except for signage.
2) Streetscape
The site layouts and streetscapes surrounding the area's development are primarily oriented
towards the needs of motorists (see Photos 13 -16). Primacy is placed on signage visibility and
availability of parking. Parking fronts or surrounds the building, distancing the building from the
street and the public realm. The overall impression of the area's development pattern is of large,
simple buildings fronted by asphalt, announcing convenience and ease of movement for
automobiles. Very little effort is made to create site layouts that are amenable to the pedestrian, or
to use pathways, trees or other site design elements that contribute to the pedestrian realm. While
there are a few individual projects that have successfully used landscaping, Streetscape and lighting
along their edges, these fragments do not add up to create any consistent feeling throughout the
district.
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Photo 13. Andover Park West
Photo 14. Minkler Boulevard
Southcenter Subarea Plan
Natural
Environment
Small
Scale
Engaging
Facade w
Buildings
integrated
o with nature
autiful
Backdrop
IIIIIIIIiiIIIIIIIIIIlLarge
Scale Signage
Fig.A.3. Design Context
SoAcwa, Mall
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Sca'Ie
139
Built
Environment
Urban Center Subarea Plan
City of Tukwilla, Washington
Southcenter Subarea Plan
CONCLUSION
The Tukwila community has seen its "Urban Center" transform from farms and undeveloped open
land to an industrial hub, and again to its current incarnation as an industrial and regional retail and
employment center. Southcenter is very successful as a commercial district it is "the place to
shop" for the City and a large portion of the region. Tukwila is the sixth largest city in the state for
sales tax collections, and most of those dollars come from the stores located in Southcenter, with
up to two billion dollars' worth of retail activity generated annually by retailers in the Southcenter
area. However, the success of the district has led to rapid growth that has sprawled in haphazard
fashion across the enormous land area of Southcenter, resulting in a diffuse and exclusively auto
oriented environment that is confusing to shoppers and features little connection to the rest of the
community.
Whereas Southcenter is the economic engine of the City, it does not function as any real center for
the community. It is active primarily in the daytime, and there are few nighttime uses.
Development within Southcenter is exclusively commercial and is characterized by low -rise
structures surrounded or edged by surface parking. There are very few places to gather or meet
other than in the interior pedestrian corridors of the Mall.
Southcenter is bounded by substantial natural and manmade features that separate the district
from the residential neighborhoods to its north and west, and from commercial development to
the east and south. Because of a lack of other connections to the district, most people get to
Southcenter by car. Its development pattern is entirely oriented to automobile, with very little
consideration given to the pedestrian or bicyclist. Wide streets lack distinctive treatments such as
landscaping themes, interesting signage or architecture. While the City's Zoning Code states that
the TUC is intended to be "pedestrian- friendly', the large scale of the district's blocks and the
speed of traffic on its streets create powerful disincentives to walking in the district. Sidewalks are
inconsistent and narrow. Street crossings are few and far between, and the streetlights are timed
for cars, not for pedestrians. This pattern of development is vulnerable to loss of value likely to
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Photo 15. Southcenter Parkway
Photo 16. Strander Boulevard
Southcenter Subarea Plan
stem from increasing gasoline prices and the popular embrace of sustainable patterns of
development.
The City of Tukwila has a memorable natural setting, and Southcenter has several notable, if
hidden, resources, including Tukwila Pond, Minkler Pond and the Green River. But these resources
have thus far been a missed opportunity for the district hidden from view, difficult to access, and
therefore rarely used by most of the City's population. Aside from these amenities, few natural site
features remain most have been developed and paved over with asphalt. Southcenter's visual
character stands in contrast to the context that surrounds it the incongruence between the green
residential fabric of the City and the hard asphalt of its Urban Center is heightened by the lack of
connections between them.
Tukwila's Urban Center does not reflect design character that is indigenous to the region or to the
City. Buildings are similar in height and massing, and no different than those that can be found at
any successful retail center in the country. The streets that make up the network of Southcenter
are indistinguishable from one another in both aesthetics and importance. There are no landmarks
to indicate important locations and anchors in the district, and no visual or physical connections to
link these places together. Unremarkable building design, spread -out development patterns, and
undefined streetscapes contribute to the character of a "placeless" setting.
But the opportunities inherent in Southcenter are strong. The area is easily reachable from
surrounding cities, with good access via the interstate freeways, and as result, the regional mall
remains successful. The recreational and natural amenities of the area make good incentives for
residential development throughout the district, providing potential anchors for new
neighborhoods. Transit options, including the King County Metro bus system, bus rapid transit, and
Sound Transit's commuter and light rail service, can be improved and built upon, and combined
with an improved pedestrian realm to provide an alternative to automobile travel. All of these
factors provide the framework for positive change and offer the opportunity to direct future
growth, to make Southcenter a true "Urban Center" for its community. The Southcenter Plan is
intended to build upon and extend these assets while improving the character, connectivity and
range of experiences offered in Southcenter for the community and the region.
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