Parkplace Final EIS 10/16/08 - AppendicesPDFs/...importance of considering connections and...
Transcript of Parkplace Final EIS 10/16/08 - AppendicesPDFs/...importance of considering connections and...
Appendix A Draft City of Kirkland Comprehensive Plan Amendments
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Draft Amendments to Introduction Chapter
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I. INTRODUCTION
There are approximately 7,000 gross acres or 10.9square miles of land in Kirkland. The developable land use base, which excludes all existing publicrights-of-way, totals 5,200 net acres of land in Kirk-land. The City maintains an inventory of the land usebase which classifies the land according to the usesand the zones that occur on the various parcels.
Table I-6 below describes the type of land uses inKirkland. Sixty-two percent of the land contains ex-isting residential uses. Since 1991, lands containingresidential uses have increased 13 percent. As of2001, the Highlands neighborhood has the highestpercentage of residential uses and the Totem Lakeneighborhood has the lowest percentage of residentialuses.
Source: City of Kirkland – Land Use Inventory
Twenty-three percent of the developable land use base is developed with nonresidential uses (excludes residential, park/open space and utilities). Kirkland has approximately 11,145,000 square feet of existing floor area dedicated to nonresidential uses. Of that developed total, 4,500,000 (40 percent) are office uses, 3,445,000 (31 percent) are commercial uses, and 3,200,000 (29 percent) are industrial uses. The Totem
Lake neighborhood has the greatest percent of com-mercial and industrial uses and the Lakeview Neigh-borhood has the greatest percent of office uses.
TARGETS AND CAPACITY ANALYSIS
Counties and cities must plan for household and em-ployment growth targets as determined by the State. In the case of Kirkland, the King County Growth Management Council works with the local cities to agree on each city’s share of the growth targets. The term “household” refers to an occupied unit, whereas the term “housing units” includes occupied house-holds and vacant units.
Each year, the City of Kirkland forecasts capacity forresidential and nonresidential development. Capacity is, simply, an estimate of possible future develop-ment. To calculate capacity, the City takes into ac-count a number of factors. Vacant properties, and those properties considered more likely to redevelop, are built to the maximum allowed by the current zon-ing. The totals are reduced to take into accountcurrent market factors, environmentally sensitive areas, right-of-way needs and public developments, such as parks and schools. The results are summarized as capacity housing units for residential development and capacity square footage fornonresidential development. Residential capacity as of July 2003, for total housing units in Kirkland under the current zoning and Com-prehensive Plan, has been calculated at approximately 28,000 units. Forty-five percent of these units would be multi-family and (55 percent) would be single-family units. Kirkland currently has approximately 11,900 multifamily and 10,200 single-family units, based on January 2003 King County Assessor’s data.
As of July 2003, Kirkland has the capacity for an additional 19,760 employees and an additional 5,500,000 square feet of nonresidential floor area. The Moss Bay, Totem Lake, Lakeview, and South Rose Hill neighborhoods have the greatest capacity for additional employees and new commercial floor area. In 2003, Kirkland had approximately 11,700,000 square feet of floorarea and 34,800 employees. Amendments to the Comprehensive Plan in 2008 created capacity foran additional 3,685 employees in the Downtown.
EXISTING LAND USE
Table I-6: Kirkland Land Use – 2000
Land Use/Zoning Land use as % of Category Total Acres
Single-Family 49%
Multifamily 13%
Institutions 9%
Park/Open Space 8%
Commercial 6%
Vacant 6%
Office 4%
Industrial 4%
Utilities 1%
Total 100%
Ci ty o f K i rk land Comprehens ive P lan I-9(December 2004 Revision)
I. INTRODUCTION
Table I-7 below shows the 2000 existing householdunits and jobs, the total number of household unitsand jobs by 2022 based on the assigned growth targetsand the 2000 available capacity for household units
and jobs. Based on certain assumptions for the 2000available capacity, Kirkland will be able to accommo-date its assigned 2022 growth targets.
In 1977, Kirkland adopted a new Comprehensive Planestablishing broad goals and policies for communitygrowth and very specific plans for each neighborhoodin the City. That plan, originally called the Land UsePolicy Plan, has served Kirkland well. Since its adop-tion, the plan has been actively used and updated toreflect changing circumstances. The previous Com-prehensive Plan has contributed to a pattern and char-acter of development that makes Kirkland a verydesirable place to work, live, and play.
Kirkland and the Puget Sound region, however, havechanged significantly since 1977. Since the originalplan was adopted, the City has not had the opportunityto reexamine the entire plan in a thorough, systematicmanner. Passage of the 1990/1991 Growth Manage-ment Act (GMA) provided such an opportunity. TheGMA requires jurisdictions, including Kirkland, to
adopt plans that provide for growth and developmentin a manner that is internally and regionally consis-tent, achievable, and affordable. The 1995 and 2004updates of the Comprehensive Plan and annualamendments reflect Kirkland’s intention to both meetthe requirements of GMA as well as create a plan thatreflects our best understanding of the many issues andopportunities currently facing the City.
The Comprehensive Plan establishes a vision, goalsand policies, and implementation strategies for man-aging growth within the City’s Planning Area over thenext 20 years (see Figure I-2). The Vision Statementin the plan is a reflection of the values of the commu-nity – how Kirkland should evolve with changingtimes. The goals identify more specifically the end re-sult Kirkland is aiming for; policies address how toget there. All regulations pertaining to development(such as the Zoning Code, Subdivision Ordinance,and Shoreline Master Program) must be consistentwith the Comprehensive Plan. The end result will bea community that has grown along the lines antici-pated by the Comprehensive Plan.
Table I-7: Comparison of Growth Targets and Available Capacity
2000 Existing1 2022 Growth Targets2 Available Capacity3
Housing Units 21,83127,311
(at 5,480 new households)28,751
Employment 32,38441,184
(at 8,800 new jobs)54,565 58,250
Sources:1. 2000 housing units: Office of Financial Management (OFM). “Households” are occupied units, whereas “housing units” include house-
holds (occupied) and vacant units.2000 employment: City estimate based on existing nonresidential floor area and information about the typical number of employees/amount of floor area for different types of nonresidential uses. By comparison, the PSRC estimated 2000 employment was 38,828. Examination of PSRC records found errors suggesting this was a significant overestimate.
2. Targets for household and employment growth between 2000 and 2022 were assigned by the King Countywide Planning Policies. Tar-geted growth was added to the 2000 totals to establish the 2022 totals.
3. City estimates as of June 2004 for housing, and as of October 2008 for employment.
B. ABOUT THE
COMPREHENSIVE PLAN
Why are we planning?
What is a Comprehensive Plan?
Draft Amendments to Land Use Chapter
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VI. LAND USE
Table LU-4 Comparison of Growth Targets and
Available Capacity
Sources:1. 2000 housing units: Office of Financial Management (OFM)
2000 employment: City estimate based on existing nonresidential floor area and information about the typical number of employees/ amount of floor area for different types of nonresidential uses. By comparison, the PSRC estimated 2000 employment was 38,828. Examination of PSRC records found errors suggesting this was a significant overestimate.
2. Targets for household and employment growth between 2000 and 2022 were assigned by the King County Countywide Planning Policies. Targeted growth was added to the 2000 totals to establish the 2022 totals.
3. City estimates.
Policy LU-3.1: Provide employment opportuni
ties and shops and services within walking or bicy
cing distance of home.
City’s residential neighborhoods can easily access a
Kirkland presently has a fairly complete network of commercial and employment centers, and many of the
Site design standards also impact the ability ofdrivers, transit riders, pedestrians, and bicycliststo get around. Policies in this section discuss theimportance of considering connections andalternative transportation modes when planningnew development. The special needs of industrialdevelopment are also addressed.
LAND USE/TRANSPORTATION LINKAGES Goal LU-3: Provide a land use pattern that
promotes mobility and access to goods and ser-Land use/transportation linkage policies address the
vices.relationship between the land use pattern and a multi-modal transportation system. Separation of jobs andhousing means longer commute trips – generally ac- commodated on the City’s roadways either by private automobile or transit. When shops and services are long distances from residential areas, this also trans- lates into additional vehicle or transit trips. Allowing residential and nonresidential uses to locate in closer proximity provide transportation options making
shopping area. This policy attempts to further walking or bicycling more feasible. strengthen the relationship between urban neighbor-hoods and commercial development areas.
2000 Existing1 2022 Growth Targets2 Available Capacity3
Housing Units 21,831 27,311 (at 5,480 new households) 28,900
Employment 32,384 41,184 (at 8,800 new jobs) 54,600 58,250
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Draft Amendments to Moss Bay Neighborhood Plan Text
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The following text is excerpted from the Downtown Plan section of the Moss Bay Neighborhood Plan to illustrate potential changes related to the Parkplace PAR within the context of the Plan. For complete text and graphics, review the online version of the Plan from the City’s webpage. Edited paragraphs are indicated in shaded text. Graphics showing modifications to neighborhood maps are included as Attachment 2.
A. VISION STATEMENT
Downtown Kirkland provides a strong sense of community identity for all of Kirkland. This identity is derived from Downtown’s physical setting along the lakefront, its distinctive topography, and the human scale of existing development. This identity is reinforced in the minds of Kirklanders by Downtown’s historic role as the cultural and civic heart of the community.
Future growth and development of the Downtown must recognize its unique identity, complement ongoing civic activities, clarify Downtown’s natural physical setting, enhance the open space network, and add pedestrian amenities. These qualities will be encouraged by attracting economic development that emphasizes diversity and quality within a hometown setting of human scale.
B. LAND USE
A critical mass of retail uses and services is
essential to the economic vitality of the
Downtown area.
The Downtown area is appropriate for a wide variety of permitted uses. The area’s economic vitality and identity as a commercial center will depend upon its ability to establish and retain a critical mass of retail uses and services, primarily located west of 3rd Street. If this objective is not reached, it relegates the Downtown to a weaker and narrower commercial focus (i.e., restaurant and offices only) and lessens the opportunities and reasons for Kirklanders to frequent the Downtown.
The enhancement of the area for retail and service businesses will best be served by concentrating such uses in the pedestrian core and shoreline districts and by encouraging a substantial increase in the amount of housing and office floor area either within or adjacent to the core. In implementing this land use concept as a part of Downtown’s vision, care must be taken to respect and enhance the existing features, patterns, and opportunities discussed in the following plan sections on urban design, public facilities, and circulation.
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Land use districts in the Downtown area are
identified in Figure C-3.
Figure C3 identifies five land use districts within the Downtown area. The districts are structured according to natural constraints such as topographical change, the appropriateness of pedestrian and/or automobile-oriented uses within the district, and linkages with nearby residential neighborhoods and other commercial activity centers.
CORE AREA
Pedestrian activity in the core area is to be
enhanced.
The core area should be enhanced as the pedestrian heart of Downtown Kirkland. Land uses should be oriented to the pedestrian, both in terms of design and activity type. Appropriate uses include retail, restaurant, office, residential, cultural, and recreational.
Restaurants, delicatessens, and specialty retail shops, including fine apparel, gift shops, art galleries, import shops, and the like constitute the use mix and image contemplated in the Vision for Downtown. These uses provide visual interest and stimulate foot traffic and thereby provide opportunities for leisure time strolling along Downtown walkways for Kirklanders and visitors alike.
Drive-through facilities and ground-floor
offices are prohibited.
The desired pedestrian character and vitality of the core area requires the relatively intensive use of land and continuous compact retail frontage. Therefore, automobile drive-through facilities should be prohibited. Similarly, office uses should not be allowed to locate on the ground level. These uses generally lack visual interest, generate little foot traffic, and diminish prime ground floor opportunities for the retail uses that are crucial to the ambiance and economic success of the core area.
The attractiveness of the core area for pedestrian activity should be maintained and enhanced. Public and private efforts toward beautification of the area should be promoted. Mitigation measures should be undertaken where land uses may threaten the quality of the pedestrian environment. For example, in areas where take-out eating facilities are permitted, a litter surcharge on business licenses should be considered as a means to pay for additional trash receptacles or cleaning crews.
The creation and enhancement of public open
spaces is discussed.
Public open spaces are an important component of the pedestrian environment. They provide focal points for outdoor activity, provide refuge from automobiles, and stimulate foot traffic which in turn helps the retail trade. The establishment and use of public spaces should be promoted. Surface parking lots should be
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eliminated in favor of structured parking. In the interim, their role as one form of open area in the Downtown should be improved with landscaped buffers adjacent to rights-of-way and between properties. Landscaping should also be installed where rear sides of buildings and service areas are exposed to pedestrians.
A high-priority policy objective should be for developers to include only enough parking stalls in their projects within the core area to meet the immediate need and to locate the majority of their parking in the core frame. This approach would reserve the majority of core land area for pedestrian movement and uses and yet recognize that the adjacent core frame is within a very short walk.
The City should generally avoid vacating alleys and streets in the core area. The existing network of street and alleys provides a fine-grained texture to the blocks which allows service access and pedestrian shortcuts. The small blocks also preclude consolidation of properties which might allow larger developments with less pedestrian scale. Vacations may be considered when they will not result in increased building mass and there is a substantial public benefit. Examples of public benefit might include superior pedestrian or vehicular linkages, or superior public open space.
NORTHWEST CORE FRAME
Office and office/multifamily mixed-use
projects are appropriate in the Northwest
Core Frame.
The Northwest Core Frame includes the area south of City Hall and north of the core area. This area should develop with office, or office/multifamily mixed-use projects, whose occupants will help to support the commercial establishments contained in the core. Retail and restaurant uses are desirable provided that they have primary access from Central Way.
This area presents an excellent opportunity for the development of perimeter parking for the core area and is so shown in the Downtown Master Plan (Figure C4). Developers should be encouraged to include surplus public parking in their projects, or to incorporate private parking “transferred” from projects in the core or funded by the fee-in-lieu or other municipal source. While pedestrian pathways are not as critical in this area as they are in the core, drive-through facilities should nevertheless be encouraged to locate elsewhere, to the east of 3rd Street.
Northeast Core Frame
A broad range of commercial uses should be
encouraged in the Northeast Core Frame.
The Northeast Core Frame currently contains the bulk of the Downtown area’s automobile-oriented uses. Redevelopment or new development in this area should be encouraged to represent a broader range of commercial uses.
Future development should set the bulk of structures back from the street while providing low, one-story retail shops at the edge of the sidewalk. Development should also underground utilities, and incorporate parking lot landscaping and a reduction in lot coverage in site design. This will present an open, green face to Central
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Way and, in conjunction with Peter Kirk Park on the south side of the street, create a tree-lined boulevard effect as one approaches the core area from the east.
EAST CORE FRAME
Development in the East Core Frame should
be in large, intensively developed mixed-use
projects.
The East Core Frame is located east of Peter Kirk Park, extending from Kirkland Way northerly to 7th Avenue. The area includes the area where the Kirkland Parkplace shopping center as well as several large office buildings and large residential complexes. South of Central way, the area is largely commercial and provides significant opportunities for redevelopment.is located, and extends northerly to 7th Avenue. Developments in this area should continue to represent a wide range of uses, in several large, mixed-use projects. However, bBecause theis area between Central Way and Kirkland Way provides the best opportunities in the Downtown for creating a strong vital employment base, redevelopment for this area should continue to emphasize office use should be emphasized redevelopment over residential. Within the Parkplace center site, however, retail uses should be a significant component of a mixed use complex.
Limited residential use should be allowed as a complementary use.adjoining the eastern edge of Peter Kirk Park as a complementary use. These residential uses should be designed to accommodate the active nature of the park (e.g., noise, lighting, etc.) to avoid potential conflicts between future residents and park uses.
The north side of Central Way, within the East Core Frame, has been redeveloped to nearly its full potential with high density residential uses.
SOUTH CORE FRAME
Retail, office, and office/multifamily mixed-
use projects are suitable for the South Core
Frame.
The South Core Frame immediately abuts the southern boundary of the core area. This area is suitable for retail, office, and office/multifamily mixed-use projects.
Public parking may be provided in the South
Core Frame.
The South Core Frame, like the Northwest Core Frame, presents an excellent opportunity for the development of close-in public parking. Developers should be allowed to include surplus public parking in their projects in this area or to accommodate private parking “transferred” from the core or funded by “fee-in-lieu” or other municipal source.
The western half of the South Core Frame should develop more intensively than the eastern half of this area, due to its proximity to the Downtown core. The vacation of 1st Avenue South, west of 2nd Street South, and 1st Street South should be considered as a means of concentrating more intensive development to the west.
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Mitigation measures to reduce impacts on
single-family residences may be required.
As this area lies just north of an established single-family neighborhood, mitigation measures may be required to minimize the impacts of any new nonresidential development on these single-family homes. These measures may include the restriction of vehicle access to projects within the South Core Frame to nonresidential streets. Public improvements, such as physical barriers to restrict traffic flow in these areas, may be considered. The architectural massing of projects in this area should be modulated both horizontally and vertically to reduce their visual bulk and to reflect the topography which presently exists.
C. URBAN DESIGN
The urban design of Downtown Kirkland consists of many disparate elements which, together, define its identity and “sense of place.” This document provides policy guidelines for the design of private development and a master plan for the development of the public framework of streets, pedestrian pathways, public facilities, parks, public buildings, and other public improvements (see Figure C4).
The following discussion is organized into three sections:
A. Downtown Design Guidelines and Design Review;
B. Building Height and Design Districts; and
C. The Image of the City: Urban Design Assets.
DOWNTOWN DESIGN GUIDELINESAND DESIGN REVIEW
Mechanics of Design Review are described.
The booklet entitled “Design Guidelines for Pedestrian-Oriented Business Districts,” which is adopted in Chapter 3.30 of the Kirkland Municipal Code, contains policy guidelines and concepts for private development in Downtown Kirkland. The booklet includes an explanation of the mechanics of the Design Review process to be used for all new development and major renovations in the Downtown area. The booklet entitled “Master Plan and Design Guidelines for Kirkland Parkplace” contains guidelines for the master planned development of the Kirkland Parkplace site (Design District 5A). Discretion to deny or condition a design proposal is based on specific Design Guidelines or a master plan adopted by the City Council and administered by the Design Review Board and Planning Department. Design Review enables the City to apply the Guidelines in a consistent, predictable, and effective manner.
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The Guidelines are intended to balance the desired diversity of project architecture with the equally desired overall coherence of the Downtown’s visual and historic character. This is to be achieved by injecting into each project’s creative design process a recognition and respect of design principles and methods which incorporate new development into Downtown’s overall pattern. The Guidelines would be applied to any specific site in conjunction with the policy guidance provided by the Downtown Master Plan and the following text regarding Design Districts.
The Design Review Process enables the City to require new development to implement the policy guidance contained in the Guidelines, the Master Plan for Downtown, and to protect and enhance the area’s urban design assets. A more complete description of how Design Review should operate is found in the Zoning Code.
BUILDING HEIGHT ANDDESIGN DISTRICTS
Figure C5 identifies eight height and design districts within Downtown Kirkland. The boundaries of these districts are determined primarily by the topographical characteristics of the land and the area’s proximity to other noncommercial uses.
Design District 1
Maximum building height in Design District
1 is between two and five stories, depending
on location and use.
This district is bordered by Lake Street, Central Way, 3rd Street, and generally 1st Avenue South. When combined with District 2, this area corresponds to the core area as shown in Figure C3.
The maximum building height in this area should be between two and five stories with no minimum setback from property lines. Stories above the second story should be set back from the street. To preserve the existing human scale of this area, development over two stories requires review and approval by the Design Review Board based on the priorities set forth in this plan.
Buildings should be limited to two stories along all of Lake Street South to reflect the scale of development in Design District 2. Along Park Lane west of Main Street, Third Street, and along Kirkland Avenue, a maximum height of two stories along street frontages will protect the existing human scale and pedestrian orientation. Buildings up to three stories in height may be appropriate along Central Way to reflect the scale of development in Design District 8 and as an intermediate height where adequately set back from the street. A continuous three-story street wall should be avoided by incorporating vertical and horizontal modulations into the design of buildings.
The portions of Design District 1 designated as 1A in Figure C-5 should be limited to a maximum height of three stories. As an incentive to encourage residential use of upper floors and to strengthen the retail fabric of the Core Area, a fourth story of height may be allowed. This additional story may be considered by the Design Review Board for projects where at least two of the upper stories are residential, the total height is not more than four feet taller than the height that would result from an office project with two stories of office over ground floor retail, stories above the second story are set back significantly from the street and the building form is stepped back at the third and fourth stories to mitigate the additional building mass, and the project
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provides superior retail space at the street level. Rooftop appurtenances and related screening should not exceed the total allowed height, and should be integrated into the height and design of any peaked roofs or parapets.
The portions of Design District 1 designated as 1B in Figure C-5 provide the best opportunities for new development that could contribute to the pedestrian fabric of the Downtown. Much of the existing development in these areas consists of older auto-oriented uses defined by surface parking lots and poor pedestrian orientation. To provide incentive for redevelopment and because these larger sites have more flexibility to accommodate additional height, a mix of two to four stories in height is appropriate. East of Main Street, development should combine modulations in building heights with modulations of facade widths to break large buildings into the appearance of multiple smaller buildings. South of Kirkland Avenue, building forms should step up from the north and west with the tallest portions at the base of the hillside to help moderate the mass of large buildings on top of the bluff. Buildings over two stories in height should generally reduce the building mass above the second story.
As with Design District 1A, an additional story of height may be appropriate in 1B to encourage residential use of the upper floors and to strengthen the retail fabric in the Core Area. This additional story may be considered by the Design Review Board for projects where at least three of the upper stories are residential, the total height is not more than one foot taller than the height that would result from an office project with three stories of office over ground floor retail, stories above the second story are set back significantly from the street and the building form is stepped back at the at the third, fourth, and fifth stories to mitigate the additional building mass, and the project provides superior retail space at the street level. Rooftop appurtenances and related screening should not exceed the total allowed height, and should be integrated into the height and design of any peaked roofs or parapets.
Design considerations of particular importance in this area are those related to pedestrian scale and orientation. Building design at the street wall should contribute to a lively, attractive, and safe pedestrian streetscape. This should be achieved by the judicious placement of windows, multiple entrances, canopies, awnings, courtyards, arcades, and other pedestrian amenities. Service areas, surface parking, and blank facades should be located away from the street frontage.
Design District 2
One to three stories in building height above
Central Way or Lake Street are appropriate in
Design District 2, depending on location.
This area is bordered by the shoreline, Central Way, Lake Street, and 3rd Avenue South. This area serves as the link between Downtown and the Lake and helps define the traditional pedestrian-oriented retail environment. In addition, the existing low development allows public views of the Lake from many vantages around the Downtown and allows evening sun into the Downtown core. To emphasize this link and the traditional role, building heights in this area should remain low. Two stories above the street are appropriate along Central Way and south of Kirkland Avenue. Along Lake Street South between Kirkland Avenue and Central Way, buildings should be limited to one story above the street. Two stories in height may be allowed in this area where the impacts of the additional height are offset by substantial public benefits, such as through-block public pedestrian access or view corridors. Buildings over one story in this area should be reviewed by the Design Review Board for both design and public benefit considerations. These benefits could also be provided with the development of the Lakeshore Plaza project identified in the Downtown Master Plan (see
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Figure C-4). Building occurring in conjunction with that project or thereafter should be reviewed in relation to the new context to determine whether two stories are appropriate. South of Second Avenue South, buildings up to three stories above Lake Street South are appropriate. Buildings over two stories should be reviewed by the Design Review Board to ensure an effective transition along the street and properties to the south.
As in District 1, pedestrian orientation is an equally important design consideration in District 2. In addition, improvements related to the visual or physical linkage between building in this area and the lake to the west should be incorporated in building design.
The public parking lot located near Marina Park at the base of Market Street is well suited for a parking structure of several levels, due to its topography. Incentives should be developed to encourage the use of this site for additional public parking.
Design Districts 3 and 7
Maximum building height is three stories in
Design Districts 3 and 7.
These districts are east of 3rd Street, north of Central Way, and south of Peter Kirk Park. Maximum building height should be three stories, with a minimum front yard setback of 20 feet and maximum lot coverage of 80 percent. Lower portions of projects with a pedestrian orientation should be allowed to encroach into the setbacks to stimulate pedestrian activity and links to eastern portions of the Downtown. Street trees and ground cover are appropriate along Kirkland Avenue and Central Way. By keeping structures in this area relatively low-rise and set back from the street, views from upland residences can be preserved and the openness around Peter Kirk Park enhanced.
In Design District 3, the restriction of access points to nonresidential streets may be necessary in order to prevent a negative impact of development in this area on the single-family enclave which exists to the south.
Design District 4
Maximum building height to be four stories.
This district is located south of 1st Avenue South, east of 1st Street South. Land in this area is appropriate for developments of four stories in height.
The method for calculating building height should be modified for this area as described in the discussion of height calculation for structures in District 8. The opportunity to take advantage of substantial grade changes with terraced building forms also exists in the western half of District 4.
Vehicular circulation will be an important consideration in project design in this area. The restriction of access points to nonresidential streets in order to prevent a negative impact of development in this area on the single-family enclave which exists to the south may be necessary.
Design District 5
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Building heights of two to five stories are
appropriate in Design District 5.
This district lies at the east side of Downtown between Central WayDesign District 5A and Kirkland Way. Maximum building height should be between three and five stories. The existing mix of building heights and arrangement of structures within the district preserves a sense of openness within the district and around the perimeter. Placement, size, and orientation of new structures in this district should be carefully considered to preserve this sense of openness. Buildings over two stories in height should be reviewed by the Design Review Board for consistency with applicable policies and criteria. Within the district, massing should generally be lower toward the perimeter and step up toward the center. Facades Portions of buildings facing Central Way,Kirkland Way, and Peter Kirk Park should be limited to between two and three stories, with taller portions of the building stepped back significantly. Buildings over three stories in height should generally reduce building mass above the third story.
Buildings fronting Peter Kirk Park and the Performance Center should be well modulated, both vertically and horizontally, to ease the transition to this important public space. Buildings should not turn their backs onto the park with service access or, blank walls, etc. Landscaping and pedestrian linkages should be used to create an effective transition. Residential development should be designed to integrate into both the office/retailcharacter of the zone and the active urban nature of Peter Kirk Park. Residential development should also be limited to those portions of the property fronting on park green space, rather than those portions fronting the Teen Center and Performance Center.
Design considerations related to vehicular and pedestrian access, landscaping, and open space are particularly important in this area. The intersection of 6th Street and Central Way is a prominent gateway to the Downtown. New development in this area should have a positive impact on the image of Kirkland and should be designed to enhance this entry. Within the district, a north-south vehicular access between Central Way and Kirkland Way should be preserved and enhanced with pedestrian improvements.
Design Districts 5A
Building heights of 3 to 8 stories are
appropriate in Design District 5A.
This district lies at the east side of Downtown between Central Way and Design District 5 and is commonly known as Parkplace. Design considerations related to vehicular and pedestrian access, landscaping, and open space are particularly important in this area. Within the district a north-south vehicular access between Central Way and Kirkland Way should be preserved and enhanced with pedestrian improvements.
Redevelopment of this area should be governed by the Kirkland Parkplace Master Plan and Design Guidelinesas set forth in the Kirkland Municipal Code. Heights of up to eight stories are appropriate as an incentive to create a network of public open spaces around which is organized a dynamic retail destination. Development under the Master Plan and Design Guidelines should guide the transformation of this district from an auto-oriented center surrounded by surface parking into a pedestrian-oriented center integrated into the community by placing parking underground; activating the streets with retail uses; and creating generous pedestrian paths, public spaces and gathering places. Pedestrian connections to adjoining streets, Peter Kirk Park, and adjoining developments should be incorporated to facilitate the integration of the district into the neighborhood.
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Residential development could be designed to integrate into both the office/retail character of the zone and the active urban nature of Peter Kirk Park. Special attention to building design, size, and location should be provided at three key locations: at the intersection of Central Way and Sixth Street to define and enhance thisimportant downtown gateway; along Central Way to respond to the context along the north side of street; and facing Peter Kirk Park to provide a transition in scale to downtown’s central greenspace.
Because of the intensity of land use in 5A, the design of the buildings and site should incorporate aggressive sustainability measures, including low impact development measures, deconstruction, green buildings, and transportation demand management.
Design District 6
Maximum building heights of two to four
stories are appropriate for Design District 6.
This large block of land located between 5th Street and 6th Street, north of Central Way, and south of 7th Avenue, is identified as a major opportunity site for redevelopment elsewhere in this document. Figure C6 contains a schematic diagram of design and circulation considerations that should be incorporated in the redevelopment of this district. Development of this district should be relatively intensive and should be physically integrated through pedestrian access routes, design considerations, and intensive landscaping.
Safe, convenient, and attractive pedestrian connections across the district should be provided. This path should be designed under a covered enclosure or arcade along the storefronts in this area. Visual interest and pedestrian scale of these storefronts will contribute to the appeal of this walkway to the pedestrian. A connection of this pathway to Central Way should be made, with a continuation of the overhead enclosure to unify this pedestrian route.
Design considerations related to vehicular and pedestrian access, landscaping, and open space are particularly important in this area. The intersection of 6th Street and Central Way is a prominent gateway to the Downtown. New development in this area should have a positive impact on the image of Kirkland and should be designed to enhance this entry.
A substantial building setback or mitigating design such as the site configuration on the south side of Central Way is necessary in order to preserve openness at this important gateway site. The northeast and southeast corners of this block should be set aside and landscaped to provide public open spaces or miniparks at these gateways. Side-yard setbacks, however, should be minimal to reduce the appearance of a building surrounded by a parking area.
The northern portion of this district should be developed in uses that are residential both in function and scale. Access to this portion of the site may be either from 7th Avenue or from one of the adjacent side streets. Some of the significant trees along 7th Avenue should be incorporated into the site design as a means of softening the apparent mass of any new structures and to provide additional elements of continuity facing the single-family residences along 7th Avenue. In addition, building mass should step down toward 7th Avenue and design consideration should be given to the massing and form of single-family homes to the north.
Design District 8
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2008 Private amendment requests draft
Building heights of two to four stories are
appropriate, depending on location.
This district is located north of Central Way and south of 4th Avenue, between Market Street and 3rd Street. Maximum building height should be three stories abutting Central Way and two stories at 3rd and 4th Avenues. Structures which do not abut either of these streets should be allowed to rise up to four stories.
Building height calculation should require
terracing of building forms on sloped sites.
Where dramatic elevation changes exist in this district, an innovative method of calculating height is appropriate. In order to encourage the terracing of building forms on the hillside, building height should be calculated relative to the ground elevation above which the individual planes of the structure lie. Additional bulk controls should apply to restrict the height within 100 feet of noncommercial neighborhoods to the same height allowed in the adjacent zone. Heights on the north side should step down to ease the transition to the core area and moderate the mass on top of the hillside.
Vehicular circulation to nonresidential portions of projects within this area should not occur on primarily residential streets. In addition, design elements should be incorporated into developments in this area which provide a transition to the residential area to the north.
THE IMAGE OF THE CITY:URBAN DESIGN ASSETS
Many of Downtown’s urban design assets are mapped on the Master Plan (Figure C4) or are discussed explicitly in the text of the Height and Design Districts or the Downtown Design Guidelines. The following text should read as an explanation and amplification of references made in those two parts of the Downtown Plan.
Visual Landmarks
Lake Washington is a major landmark in
Downtown Kirkland.
The most vivid landmark in Downtown Kirkland is Lake Washington. The lake provides a sense of openness and orientation and is a prominent feature from two of the three main approaches to the Downtown. Many residents and visitors to Kirkland form their impressions of the community from these important vantage points. The preservation and enhancement of views from the eastern (NE 85th StreetCentral Way) and northern (Market Street) approachesgateways is a high-priority policy objective.
Despite the prominence from these vantage points, the core area is not well oriented to capitalize on its waterfront setting. The existing activity centers of the retail core and the lake are separated by large surface parking lots. The City and property owners around Marina Park should aggressively pursue opportunities to correct this deficiency by structuring the existing surface parking below a public plaza. This open space amenity could redefine the Downtown and become the focal point of the community.
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2008 Private amendment requests draft
Other outstanding visual landmarks include the large green expanse of Peter Kirk Park, which provides an open space relief to the densely developed Downtown core to the west. The Peter Kirk Park civic and cultural facilities (Library, Municipal Garage, Peter Kirk Pool, Kirkland Performance Center, Peter Kirk Community Center, Teen Union Building)library and Senior Center building located at the southeast edge of Peter Kirk Park, as well as the METRO transit center at the western boundary of the park, are also well-known local landmarks.
The City Hall facility provides an important visual and civic landmark on the northern slope above the Downtown. Marina Park and the pavilion structure situated there are also symbolic reference points of community, recreational, and cultural activities.
There are a number of features in and nearby the Downtown area with historic significance which add to its visual character and historic flavor. These landmarks include the historic buildings on Market Street and the old ferry clock on Lake Street at Kirkland Avenue. These structures should be recognized for their community and historic value, and their preservation and enhancement should have a high priority. In contrast to the bland architecture of many of the buildings in the Downtown constructed since the 1940’s, some of the older structures help define the character of the Downtown. The City will consider preserving this character through a process of inventorying these structures and adopting historic protection regulations. New regulations could range from protecting the character of designated historic buildings to protecting the actual structure. Some form of preservation would provide continuity between the Downtown vision and its unique past.
Public Views
Important Downtown views are from the
northern, southern, and eastern gateways.
A number of dramatic views exist in the Downtown and its immediate vicinity due to the hills, the valley, and the sloping land areas which form the bowl-like topography which characterizinges the City’s center. One of the views most often associated with Downtown Kirkland is from NE 85th Street just west of Interstate 405theeastern gateway, where Central Way meets 6th Street. From this vantage point, the hills north and south of the core area form a frame for a sweeping view of Lake Washington in the distance and the Olympic mountain range beyond.
Another striking view, identified in Figure C4, is from the Market Street entry into Downtown. This approach is met with a view of the lake, Marina Park and its pavilion, and the City’s shoreline. This view could be enhanced with redevelopment of the GTE site, where the existing massive building substantially diminishes this broad territorial view.
Where the Kirkland Avenue and 2nd Avenue South rights-of-way cross Lake Street and continue to Lake Washington, an unobstructed view of open water is visible to pedestrians and people traveling in vehicles. These views are very valuable in maintaining the visual connection and perception of public accessibility to the lake. These views should be kept free of obstruction.
Gateways
Topographic changes define gateways into the
Downtown area.
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2008 Private amendment requests draft
The gateways into Downtown Kirkland are very clear and convey a distinct sense of entry. Two of the Downtown’s three major gateways make use of a change in topography to provide a visual entry into the area.
At the eastern boundary of the Downtown area, Central Way drops toward the lake, and the core area comes clearly into view. This gateway could be enhanced by an entry sign, similar to one located farther up the hill to the east, or some other distinctive structure or landscaping feature.
A second major gateway is the Downtown’s northern entrance where Market Street slopes gradually down toward Marina Park. The historic buildings at 7th Avenue begin to form the visual impression of Downtown’s character and identity, and the landscaped median adds to the boulevard feeling of this entryway. Some type of sign or other feature could be incorporated into the improvements to the Waverly site.
At the Downtown’s southern border, the curve of Lake Street at about 3rd Avenue South provides a very clear gateway into the commercial core. It is at this point that the transition from residential to retail uses is distinctly felt. Here, also, is an opportunity to enhance this sense of entry by creation of literal gateposts, signs, or landscape materials.
Pathways
An extensive network of pedestrian pathways
covers the Downtown area.
The size and scale of Downtown Kirkland make walking a convenient and attractive activity. An extensive network of pedestrian pathways covers the Downtown area, linking residential, recreational, and commercial areas. Downtown Kirkland is a pedestrian precinct unlike virtually any other in the region. It is almost European in its scale and quality.
The core of the shopping district, with its compact land uses, is particularly conducive to pedestrian traffic. Both sides of Lake Street, Park Lane, and Kirkland Avenue are major pedestrian routes. Many residents and visitors also traverse the land west of Lake Street to view and participate in water-oriented activities available there.
The Downtown area’s major east/west pedestrian route links the lake with Peter Kirk Park, the Kirkland Parkplace shopping center, and areas to the east. For the most part, this route is a visually clear pathway, with diversity and nearby destinations contributing to its appeal to the pedestrian. Enhancement and improved definition of this important east-west pedestrian corridor would help link Parkplace Place with the rest of the shopping district.
Minor pedestrian routes link the residential areas north of Central Way and south of Kirkland Avenue. These linkages need to be strengthened in order to accommodate the residential and office populations walking from the Norkirk Neighborhood and core frames, respectively. Additional improvements, such as brick paver crosswalks, pedestrian safety islands, and signalization, are methods to strengthen these north-south linkages.
Enhancement of Downtown pedestrian routes
should be a high-priority objective.
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2008 Private amendment requests draft
Enhancement of the Downtown area’s pedestrian routes should be a high-priority policy and design objective. For example, minor architectural features and attractive and informative signs should be used to identify public pathways. Public and private efforts to make pedestrian walkways more interesting, functional, convenient, and safe, should be strongly supported. Figure C4 highlights a number of projects proposed for this purpose. These projects are discussed in detail elsewhere in this text.
D. PUBLIC FACILITIES
OPEN SPACE/PARKS
Four major park sites are critical to the Downtown’s feeling of openness and greenery. These parks weave a noncommercial leisure-time thread into the fabric of the area and provide a valuable amenity, enhancing Downtown’s appeal as a destination. Each of the major approaches to the Downtown is met with a park, with the Waverly site and Marina Park enhancing the northern entry, and Peter Kirk Park and Dave Brink Park augmenting the eastern and southern approaches. Physical improvements in and near these parks should strengthen their visual prominence and prevent view obstruction.
Marina Park and Peter Kirk Park in particular are well-used by families and recreational groups. Public facilities at these parks should continue to expand opportunities for residents, such as the installation of permanent street furniture and play equipment for children at Marina Park.
Pedestrian improvements should be made to
improve connections between parks and
nearby facilities.
Downtown projects which are not directly related to the parks should continue to locate adjacent to the parks, and in some cases, should share access or parking. Impacts from projects, such as the tour boat dock at Marina Park and the METRO transit center at Peter Kirk Park, should be minimized. Efforts to provide continuity between these facilities and the parks through the use of consistent walkway materials, landscaping, and other pedestrian amenities, will help to reduce the appearance of a separation of uses at these locations.
The boat launch ramp which exists at Marina Park is an important amenity in the community. It should be retained until another more suitable location is found.
OTHER PUBLIC FACILITIES
City Hall and the Peter Kirk Park civic and cultural center Library/Senior Center facility add to the community atmosphere and civic presence in the Downtown area. The plan for Downtown developed in 1977 recommended that the City Hall facility be moved from its previous location in the core area to its present site overlooking the Downtown from the northern slope. In its new location, City Hall is close enough to Downtown to contribute workers to the retail and restaurant trade, as well as to provide a visually prominent and symbolic landmark when viewed from the Downtown.
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2008 Private amendment requests draft
Public efforts to assist the Downtown business
district should be continued.
The City should help to foster economic vitality in the Downtown by working with the private sector and by encouraging independent efforts toward economic development by the private sector. Such assistance to the business community might include supporting efforts to establish local improvement or business improvement districts. This could take the form of seed money for preliminary studies and the dissemination of information.
Other public efforts to strengthen the Downtown business climate should include the continued promotion of public projects such as the tour boat dock, in addition to continued support for private projects such as the Lakeshore Plaza Boardwalk, which would help to implement public policy goals.
E. CIRCULATION
PEDESTRIAN
Pedestrian routes should have equal priority to vehicular routes in Downtown circulation.
Pedestrian amenities and routes should continue to be improved, and should be given equal priority with that of vehicular routes for circulation within the Downtown. Modifications to the street network and traffic patterns should not be allowed to disrupt Downtown pedestrian activity and circulation.
To be a truly successful walking environment, the core area of the Downtown must be safe, convenient, and pleasant for the pedestrian. Pedestrian safety would be increased greatly by reducing opportunities for conflicts with cars. The reprogramming of crosswalk signals to favor the pedestrian would discourage jaywalking and allow sufficient time for slower walkers to cross the street.
Convenience to the pedestrian will be enhanced by improving the directness and ease of pedestrian routes. “Shortcuts” between streets, or even between buildings, can link pedestrian routes over large distances where vehicles cannot circulate. Coordinated public directory signs and maps of walkways should be developed to clearly identify public pathways for the pedestrian.
A system of overhead coverings should be
considered to improve the quality of
pedestrian walkways year-round.
The pleasures of walking in the Downtown area would be enhanced by the installation of minor public improvements, such as street furniture (benches, planters, fountains, sculptures, special paving treatments), flower baskets, and coordinated banners and public art. The creation of a system of overhead coverings such as awnings, arcades, and marquees would provide protection to the pedestrian during inclement weather, allowing for pedestrian activity year-round. All of these features would add visual interest and vitality to the pedestrian environment.
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2008 Private amendment requests draft
Brick crosswalks have been installed at 3rd Street and Park Lane in conjunction with the METRO transit center facility. The expansion of the use of brick for crosswalks throughout the Downtown should be considered. In any case, additional restriping of crosswalks in the Downtown area should be actively pursued.
The establishment and improvement of pedestrian pathways between activity centers should be a high-priority policy objective. Major pedestrian routes within the Downtown area are identified in Figure C4. Major pathways include the extensive east-west “spine” or “Park Walk Promenade,” which links the lake with points east of 6th Street and the shoreline public access trail.
The Downtown Master Plan also identifies other important pedestrian routes which provide north-south pedestrian access. Improvements to these pathways should be promoted, particularly at the intersection of 6th Street and Central Way. Elevated crosswalks should be considered among the alternatives reviewed for pedestrian access across Central Way. Disadvantages to elevated crosswalks which should be considered are potential view blockage and the loss of on-street pedestrian traffic.
The portion of the Park Walk Promenade spanning Peter Kirk Park was installed by the City during renovation of the park facilities. The walk serves the Senior CenterPeter Kirk Park civic and cultural center and library, as well as commercial areas to the east and west. This walkway should be expanded upon when the remaining land south of Kirkland Parkplace develops.
Figure C4 illustrates pedestrian system improvements for the two major routes which are intended to serve several purposes. These projects would improve the safety, convenience, and attractiveness of foot traffic in the Downtown, provide shelter from the weather, and create a unifying element highlighting the presence of a pedestrian linkage.
A large public plaza should be constructed
west of buildings on Lake Street to enhance
the Downtown’s lake front setting (See Figure
C-4).
The Lakeshore Plaza shown on the Downtown Master Plan envisions a large public plaza constructed over structured parking. Ideally, the plaza would be developed through public/private partnerships to provide a seamless connection between the Downtown and the lake. The plaza would be at the same grade as Lake Street and would provide visual and pedestrian access from a series of at-grade pedestrian connections from Central Way and Lake Street.
The Park Walk Promenade identified on the Downtown Master Plan should consist of a series of minor structures placed at prominent locations along the walkway in order to clearly identify the pathway throughout its length, as well as to provide some protection during wet weather. The plexiglas and metal “space frames” used at Mercer Island’s Luther Burbank Park and at the Seattle Center are possible design options for protective structures. The concrete and metal gateway feature where Parkplace abuts Peter Kirk Park is a good model for visual markers along the east-west pedestrian spine.
VEHICULAR
Automobiles and public transit are the modes of transportation which move people in and out of the Downtown, and often between the core area and the frame. Within the Downtown, pedestrian circulation
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2008 Private amendment requests draft
should be given equal priority with vehicular circulation. A primary circulation goal should be to emphasize pedestrian circulation within the Downtown, while facilitating vehicle access into and out of the Downtown.
Alternate traffic routes should be considered.
Lake Street should be designated to function as a major pedestrian pathway. The objectives for land use and pedestrian circulation should be seriously considered during any plans for traffic and roadway improvements on Lake Washington Boulevard. The goal to discourage commuter traffic on the boulevard should not be viewed independently from the need to retain vehicle access for tourists, shoppers, and employees to the Downtown.
State Street should continue to serve as a major vehicular route, bringing shoppers and workers into the Downtown area. Sixth Street should be developed to accommodate additional vehicles. Future plans for Lake Street and Lake Washington Boulevard may include the diversion of cars from the Downtown area, and 6th Street would provide the most appropriate north/south alternative route. The existence of commercial development on this street renders it more appropriate than State Street to handle substantial commuter traffic.
The use of public transportation to the
Downtown should be encouraged.
Third Street has been designed for the pedestrian and public transit user, with the METRO transit center located on this street. The use of public transportation as an alternative for people who work or shop in the Downtown should be encouraged. Increased use of this mode of transportation would help to reduce traffic congestion and parking problems in the core area.
The number of vehicular curb cuts in the Downtown area should be limited. Both traffic flow in the streets and pedestrian flow on the sidewalks are disrupted where driveways occur. In the core frame in particular, the placement of driveways should not encourage vehicles moving to and from commercial areas to travel through residential districts.
PARKING
The core area is a pedestrian-oriented district, and the maintenance and enhancement of this quality should be a high priority. Nevertheless, it should be recognized that pedestrians most often arrive in the core via an automobile which must be parked within easy walking distance of shops and services. To this end, as discussed elsewhere in this chapter, private projects which include a substantial amount of surplus parking stalls in their projects should be encouraged to locate these parking stalls in the core frame.
The Downtown area contains a variety of parking opportunities. Four public parking lots exist in the Downtown area: at the west side of Peter Kirk Park, the street-end of Market Street at Marina Park, in Lakeshore Plaza, and at the intersection of Central Way and Lake Street. These lots are shown on the Downtown Master Plan (Figure C4).
Public parking to be a permitted use on
private properties north and south of the core
area.
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2008 Private amendment requests draft
Other sites that would be appropriate for public parking include the north and south slope of the Downtown as shown in Figure C4. Public parking in these areas would help to serve core-area businesses, while not detracting from the dense pattern of development critical to the pedestrian environment there.
More intensive development of existing parking areas should be considered as a way to provide more close-in public parking. Certain sites, such as the Market Street-End lot and the Peter Kirk lot would adapt well to structured parking due to the topography in the immediate vicinity of these lots. Structuring parking below Lakeshore Plaza could make more efficient use of the available space and result in a dramatic increase in the number of stalls available.
The fee-in-lieu of parking alternative allows developers in the core area to contribute to a fund instead of providing required parking on site. The City’s authority to spend the monies in this fund should be expanded to include the use of the funds on private property in conjunction with parking facilities being provided by private developers.
Another option for off-site parking should be considered which would allow developers to provide the parking required for their projects elsewhere in the core area or core frame. This alternative should include the construction of parking stalls in conjunction with another developer, if it can be shown that the alternative parking location will be clearly available to the public and is easily accessible to the core area.
The City’s parking management and enforcement program should be maintained. The program should be evaluated periodically to assess its effectiveness, with revisions made when necessary.
C. PLANNED AREA 5
The following text is excerpted from the Perimeter Areas section of the Moss Bay Neighborhood Plan to illustrate potential changes related to the Orni and Altom PARs within the context of the Plan. For complete text and graphics, review the online version of the Plan from the City’s webpage. Edited paragraphs are indicated in shaded text.
High-density residential and office uses
permitted in Planned Area 5.
The eastern portion of the Central Neighborhood has been designated as Planned Area 5. Due to topographic conditions and circulation patterns, land in Planned Area 5 is relatively secluded. The area has been designated for high-density residential and office uses because of the ability to buffer such high-density development from other uses in the area. The area is developed primarily in high-density residential development while limited office uses exist in the northeasternwestern portion of the area. In addition, a number of single-family homes as well as several parcels of vacant land remain in the area. This planned area is divided into five subareas, based on the unique conditions for development within each area.
Central A Subarea
The Central A subarea of PLA 5 should be permitted to develop with high-density residential uses (up to 24 dwellings/acre). Several If single-family homes remain in the area, however, andthey should be protected from incompatible high-density development. Adjacent to single-family residential development, high-density structures should be set back and limited in height and horizontal dimension.
West B Subarea
The southern portion of Subarea B is aAdjacent to 6th Street and the entire subarea is south of 4th Avenue., Subarea B is heavily impacted by traffic, as well as existing and future commercial uses and offices to the west. The noise and traffic make this area inappropriate for single-family use, while its ease of access and proximity to the Downtown makes it appropriate for both offices and multifamily uses at a density of up to 24 dwelling units per acre. New development in this subarea should minimize access points directly onto 6th Street. Access for offices, however, should be provided exclusively from 6th Street or 4th Avenue and precluded
from Kirkland Way. Structures should be limited to three stories in height. Greater height limitation, large setbacks, and limitation on horizontal dimensions should be required adjacent to single-family dwellings in Subarea A.
North C Subarea
Subarea C, located north of Subareas B and A, contains office development and the U.S. Post Office facility serving Greater Kirkland. Remaining land should develop as professional office or multifamily residential at a density of up to 24 dwelling units per acre. Structures up to five or six stories in height are appropriate here for developments containing at least one acre.as tTheadjacent steep hillside limits potential view obstruction from tall buildings. At the same time, taller than normal structures could themselves take advantage of views to the west while maintaining greater open area on site and enhancing the greenbelt spine. Greater height limitation, large setbacks, and limitation of horizontal dimensions should be required adjacent to single-family dwellings in Subarea A.
East D Subarea
The easternmost third of PLA 5 is identified as Subarea D. This area has developed in high-density multifamily uses in recent years. There is also an existing office complex in the northwest portion of the Subarea. The future redevelopment of this site could include either high density residential or mixed use office and residential. Remaining developable land is limited to one parcel in the southeast portion of the subarea. Any other fFuturedevelopment should be multifamily residential at a density of up to 24 dwelling units per acre. However, to minimize impacts of future development or redevelopment on remaining single-family dwellings in Subarea A, height limitations, large setbacks, and limitation of horizontal dimensions should be required where this development is adjacent to single-family homes.
South E Subarea
The most southerly subarea is the smallest and is somewhat isolated from the other subareas. Lying between 2nd Avenue and Kirkland Way, this area could develop with high-density multifamily residential (up to 24 units per acre). Due to sight distance problems on Kirkland Way, access to and from this area should be restricted to 2nd Avenue.
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A
t gra
de d
rive
-thr
ough
fac
ilitie
s.
c.
T
he o
utdo
or s
tora
ge, s
ale,
ser
vice
and
/or
rent
al o
f m
otor
veh
icle
s, s
ailb
oats
, mot
or b
oats
, and
rec
reat
iona
l tra
ilers
. 5.
R
ooft
op a
ppur
tena
nces
may
exc
eed
the
appl
icab
le h
eigh
t lim
itatio
n by
a m
axim
um o
f 16
fee
t if
the
area
of
all a
ppur
tena
nces
and
scr
eeni
ng
does
not
exc
eed
25 p
erce
nt o
f th
e to
tal a
rea
of th
e bu
ildin
g ro
ofto
p. A
ll ot
her
regu
latio
ns f
or r
ooft
op a
ppur
tena
nces
in C
hapt
er 1
15 s
hall
appl
y.
6.
Prio
r to
inst
alla
tion
of p
erm
anen
t sig
ns, t
he d
evel
opm
ent m
ust s
ubm
it an
d re
ceiv
e ap
prov
al o
f a
Mas
ter
Sign
Pla
n pu
rsua
nt to
Cha
pter
100
. 7.
T
he f
ollo
win
g es
tabl
ishe
s th
e nu
mbe
r of
par
king
spa
ces
requ
ired
: a.
Res
iden
tial u
ses
mus
t pro
vide
1.7
par
king
spa
ces
for
each
dw
ellin
g un
it an
d on
e pa
rkin
g sp
ace
for
each
ass
iste
d liv
ing
unit.
b. R
esta
uran
ts a
nd ta
vern
s m
ust p
rovi
de o
ne p
arki
ng s
pace
for
eac
h 12
5 sq
uare
fee
t of
gros
s fl
oor
area
c.
All
othe
r us
es m
ust p
rovi
de o
ne p
arki
ng s
pace
for
eac
h 35
0 sq
uare
fee
t of
gros
s fl
oor
area
.
A
mix
of
uses
with
dif
fere
nt p
eak
park
ing
times
mak
es a
pro
ject
elig
ible
for
app
lyin
g a
shar
ed p
arki
ng m
etho
dolo
gy to
par
king
ca
lcul
atio
ns.
Furt
her
park
ing
redu
ctio
ns m
ay b
e ap
prop
riat
e th
roug
h a
tran
spor
tatio
n m
anag
emen
t pla
n (T
MP)
and
par
king
man
agem
ent
mea
sure
s. T
he d
evel
opm
ent m
ay p
ropo
se a
nd th
e Pl
anni
ng O
ffic
ial m
ay p
erm
it a
redu
ctio
n in
the
requ
ired
num
ber
of p
arki
ng s
pace
dba
sed
on a
dem
and
and
utili
zatio
n st
udy
prep
ared
by
a lic
ense
d tr
ansp
orta
tion
engi
neer
. T
he s
tudy
sha
ll in
clud
e an
ana
lysi
s of
sha
red
park
ing
dem
onst
ratin
g th
at th
e pr
opos
ed p
arki
ng s
uppl
y is
ade
quat
e to
mee
t the
pea
k pa
rkin
g de
man
d of
all
uses
ope
ratin
g at
the
sam
e tim
e. A
TM
P an
d pa
rkin
g m
anag
emen
t mea
sure
s sh
all b
e in
corp
orat
ed in
to th
e an
alys
is. A
n an
alys
is o
f th
e ef
fect
iven
ess
of th
e T
MP
and
park
ing
man
agem
ent m
easu
res
shal
l be
prov
ided
for
City
rev
iew
. T
he C
ity’s
tran
spor
tatio
n en
gine
er s
hall
appr
ove
the
scop
e an
d m
etho
dolo
gy o
f th
e st
udy
as w
ell a
s th
e ef
fect
iven
ess
of th
e T
MP
and
park
ing
man
agem
ent m
easu
res.
Dra
ft jm
cmah
an
Pag
e 3
10/9
/200
8
Pla
te X
-1
CB
D 5
A R
equi
red
Yar
ds
Dra
ft jm
cmah
an
Pag
e 4
10/9
/200
8
Pla
te X
-2A
CB
D 5
A M
axim
um B
uild
ing
Hei
ghts
S
ee P
late
X-2
B f
or
mea
sure
men
t p
oin
ts
Dra
ft jm
cmah
an
Pag
e 5
10/9
/200
8
Pla
te X
-2B
CB
D 5
A M
axim
um B
uild
ing
Hei
ght
Mea
sure
men
t P
oint
s
�
Draft Amendments to PLA 5C Zone
�
Dra
ft P
age
1 10
/15/
2008
DR
AF
T P
LA
5C U
SE Z
ON
E C
HA
RT
The
follo
win
g is
exc
erpt
ed fr
om th
e P
LA5C
zon
e of
the
Zoni
ng C
ode
to il
lust
rate
pot
entia
l cha
nges
rel
ated
to th
e A
ltom
PA
R.
For
the
com
plet
e te
xt o
f the
PLA
5C z
one,
rev
iew
the
onlin
e ve
rsio
n of
the
Cod
e fr
om th
e C
ity’s
web
page
. E
dite
d po
rtio
ns a
re in
dica
ted
insh
aded
text
.
KZ
C 6
0. 3
9 U
ser
Gui
de.
The
cha
rts
in K
ZC
60.
42 c
onta
in th
e ba
sic
zoni
ng r
egul
atio
ns th
at a
pply
in P
lann
ed A
rea
5C, i
nclu
ding
su
bzon
es.
Use
thes
e ch
arts
by
read
ing
dow
n th
e le
ft h
and
colu
mn
entit
led
Use
. O
nce
you
loca
te th
e us
e in
whi
ch y
ou a
re in
tere
sted
,re
ad a
cros
s to
fin
d th
e re
gula
tions
that
app
ly to
that
use
.
Sect
ion
60.4
0 -
GE
NE
RA
L R
EG
UL
AT
ION
S T
he f
ollo
win
g re
gula
tions
app
ly to
all
uses
in th
is z
one
unle
ss o
ther
wis
e no
ted:
1.R
efer
to C
hapt
er 1
KZ
C to
det
erm
ine
wha
t oth
er p
rovi
sion
s of
this
cod
e m
ay a
pply
to th
e su
bjec
t pro
pert
y.
2.If
any
por
tion
of a
str
uctu
re is
adj
oini
ng a
low
den
sity
use
with
in P
LA
5A
, the
n ei
ther
: a.
The
hei
ght o
f th
at p
ortio
n of
the
stru
ctur
e sh
all n
ot e
xcee
d 15
fee
t abo
ve a
vera
ge b
uild
ing
elev
atio
n, o
r b.
The
hor
izon
tal l
engt
h of
any
faç
ade
of th
at p
ortio
n of
the
stru
ctur
e w
hich
is w
ithin
100
fee
t of
the
lot c
onta
inin
g a
low
de
nsity
use
with
in P
LA
5A
sha
ll no
t exc
eed
75 f
eet.
See
KZ
C 1
15.3
0, D
ista
nce
Bet
wee
n St
ruct
ures
/Adj
acen
cy to
Ins
titut
iona
l Use
, for
fur
ther
det
ails
. (D
oes
not a
pply
to D
etac
hed
Dw
ellin
g U
nit u
ses)
. 3.
Any
por
tion
of a
str
uctu
re th
at e
xcee
ds 3
0 fe
et a
bove
ave
rage
bui
ldin
g el
evat
ion
mus
t be
setb
ack
from
the
fron
t pro
pert
y lin
e on
e fo
ot f
or e
ach
one
foot
that
the
port
ion
of th
e st
ruct
ure
exce
eds
30 f
eet a
bove
ave
rage
bui
ldin
g el
evat
ion
(doe
s no
t app
ly
to D
etac
hed
Dw
ellin
g an
d Pu
blic
Par
k us
es).
4.
The
min
imum
set
back
fro
m a
lot c
onta
inin
g a
low
den
sity
use
with
in P
LA
5A
of
any
stru
ctur
e th
at e
xcee
ds 3
0 fe
et a
bove
av
erag
e bu
ildin
g el
evat
ion
is tw
ice
the
heig
ht o
f th
at s
truc
ture
as
mea
sure
d on
the
side
of
the
stru
ctur
e cl
oses
t to
the
lot
cont
aini
ng a
low
den
sity
use
with
in P
LA
5A
(do
es n
ot a
pply
to D
etac
hed
Dw
ellin
g an
d Pa
rk u
ses)
.5.
If th
e su
bjec
t pro
pert
y ab
uts
the
4th A
venu
e ri
ght-
of-w
ay o
r th
e ea
ster
ly e
xten
sion
of
the
alig
nmen
t of
that
rig
ht-o
f-w
ay to
10th
Stre
et, t
he f
ollo
win
g re
gula
tions
app
ly:
a.T
he C
ity m
ay r
equi
re th
e ap
plic
ant t
o de
dica
te a
nd im
prov
e la
nd a
s sh
own
in th
e Pu
blic
Im
prov
emen
ts M
aste
r Pl
an
adop
ted
by th
e C
ity f
or th
is a
rea.
Dra
ft P
age
2 10
/15/
2008
b.A
ny r
equi
red
yard
of
the
subj
ect p
rope
rty
abut
ting
the
4th
Ave
nue
righ
t-of
-way
or
the
east
erly
ext
ensi
on o
f th
at r
ight
-of
-way
will
be
regu
late
d as
a f
ront
yar
d.
c.A
ny r
equi
red
yard
of
the
subj
ect p
rope
rty
abut
ting
5th A
venu
e w
ill b
e re
gula
ted
as a
rea
r ya
rd.
d.Se
rvic
e an
d pa
rkin
g ar
eas
mus
t, to
the
max
imum
ext
ent p
ossi
ble,
be
loca
ted
and
orie
nted
aw
ay f
rom
the
4th A
venu
e ri
ght-
of-w
ay u
nles
s pr
imar
y ve
hicu
lar
acce
ss to
the
subj
ect p
rope
rty
is d
irec
tly f
rom
that
rig
ht-o
f-w
ay.
(Doe
s no
t app
ly
to P
ublic
Par
k us
es).
USE
ZO
NE
CH
AR
T
Sect
ion
60.4
2.03
0
Use
: O
ffic
e U
se
Req
uire
d R
evie
w P
roce
ss:
If th
e de
velo
pmen
t is
on o
ne o
f th
e th
ree
prop
ertie
s lo
cate
d at
the
sout
heas
t cor
ner
of 4
th A
venu
e an
d 6th
Stre
et th
en A
dmin
istr
ativ
e D
esig
n R
evie
w f
or b
uild
ings
ove
r 30
’ ab
ove
aver
age
build
ing
elev
atio
n, C
hapt
er 1
42 K
ZC
; Oth
erw
ise,
no
ne.
Min
imum
s:
Lot
Siz
e: N
one
Req
uire
d Y
ards
: Fr
ont:
20’;
Sid
e: 5
’, b
ut 2
sid
e ya
rds
mus
t equ
al a
t lea
st 1
5’; a
nd R
ear:
10’
Max
imum
s :
Lot
Cov
erag
e: 7
0%.
Hei
ght o
f St
ruct
ures
:�
If th
e de
velo
pmen
t con
tain
s at
leas
t 1 a
cre,
then
the
low
er o
f 6
stor
ies
or 6
0 fe
et a
bove
ave
rage
bui
ldin
g el
evat
ion.
�
If th
e de
velo
pmen
t is
on o
ne o
f th
e th
ree
prop
ertie
s lo
cate
d at
the
sout
heas
t cor
ner
of 4
th A
venu
e an
d 6th
Str
eet a
nd
cont
ains
at l
east
.8 a
cres
, the
n th
e lo
wer
of
4 st
orie
s or
52’
fee
t abo
ve a
vera
ge b
uild
ing
elev
atio
n.�
If th
e de
velo
pmen
t is
on o
ne o
f th
e th
ree
prop
ertie
s lo
cate
d at
the
sout
heas
t cor
ner
of 4
th A
venu
e an
d 6th
Str
eet a
nd
cont
ains
at l
east
.4 a
cres
, the
n th
e lo
wer
of
3 st
orie
s or
40
feet
abo
ve a
vera
ge b
uild
ing
elev
atio
n.
Dra
ft P
age
3 10
/15/
2008
�O
ther
wis
e, 3
0 fe
et a
bove
ave
rage
bui
ldin
g el
evat
ion.
Lan
dsca
pe C
ateg
ory:
C
Sign
Cat
egor
y : D
Req
uire
d Pa
rkin
g: I
f a
Med
ical
, Den
tal,
or V
eter
inar
y of
fice
, the
n 1
per
each
200
squ
are
feet
of
gros
s fl
oor
area
. O
ther
wis
e, 1
per
ea
ch 3
00 s
quar
e fe
et o
f gr
oss
floo
r ar
ea.
Spec
ial R
egul
atio
ns:
1.
The
City
may
lim
it ac
cess
poi
nts
onto
6th
Str
eet a
nd r
equi
re tr
affi
c co
ntro
l dev
ices
and
rig
ht-o
f-w
ay r
ealig
nmen
t. 2.
T
he f
ollo
win
g re
gula
tions
app
ly to
vet
erin
ary
offi
ces
only
:
a.
May
onl
y tr
eat s
mal
l ani
mal
s on
the
subj
ect p
rope
rty.
b.
Out
side
run
s an
d ot
her
outs
ide
faci
litie
s fo
r th
e an
imal
s ar
e no
t per
mitt
ed.
c.
Si
te m
ust b
e de
sign
ed s
o th
at n
oise
fro
m th
is u
se w
ill n
ot b
e au
dibl
e of
f th
e su
bjec
t pro
pert
y. A
cer
tific
atio
n to
this
eff
ect,
sign
ed b
y an
Aco
ustic
al E
ngin
eer,
mus
t be
subm
itted
with
the
deve
lopm
ent p
erm
it ap
plic
atio
n.
3.
Anc
illar
y as
sem
bly
and
man
ufac
ture
of
good
s on
the
prem
ises
of
this
use
are
per
mitt
ed o
nly
if:
a.
T
he a
ncill
ary
asse
mbl
ed o
r m
anuf
actu
red
good
s ar
e su
bord
inat
e to
and
dep
ende
nt o
n th
is u
se.
b.
T
he o
utw
ard
appe
aran
ce a
nd im
pact
s of
this
use
with
anc
illar
y as
sem
bly
or m
anuf
actu
ring
act
iviti
es m
ust b
e no
di
ffer
ent f
rom
oth
er o
ffic
e us
es.
�
Draft Amendments to PLA 5D Zone
�
Dra
ft P
age
1 10
/15/
2008
DR
AF
T P
LA
5D U
SE Z
ON
E C
HA
RT
The
follo
win
g is
exc
erpt
ed fr
om th
e P
LA5D
zon
e of
the
Zoni
ng C
ode
to il
lust
rate
pot
entia
l cha
nges
rel
ated
to th
e O
rni P
AR
. F
or th
e co
mpl
ete
text
of t
he P
LA 5
D z
one,
rev
iew
the
onlin
e ve
rsio
n of
the
Cod
e fr
om th
e C
ity’s
web
page
. E
dite
d po
rtio
ns a
re in
dica
ted
in
shad
ed te
xt.
KZ
C 6
0.44
Use
r G
uide
. T
he c
hart
s in
KZ
C 6
0.47
con
tain
the
basi
c zo
ning
reg
ulat
ions
that
app
ly in
the
Plan
ned
Are
a 5D
, inc
ludi
ng
sub-
zone
s. U
se th
ese
char
ts b
y re
adin
g do
wn
the
left
han
d co
lum
n en
title
d U
se.
Onc
e yo
u lo
cate
the
use
in w
hich
you
are
inte
rest
ed,
read
acr
oss
to f
ind
the
regu
latio
ns th
at a
pply
to th
at u
se.
Sect
ion
60.4
5 -
GE
NE
RA
L R
EG
UL
AT
ION
S T
he f
ollo
win
g re
gula
tions
app
ly to
all
uses
in th
is z
one
unle
ss o
ther
wis
e no
ted:
1.R
efer
to C
hapt
er 1
KZ
C to
det
erm
ine
wha
t oth
er p
rovi
sion
s of
this
cod
e m
ay a
pply
to th
e su
bjec
t pro
pert
y.
2.If
any
por
tion
of a
str
uctu
re is
adj
oini
ng a
low
den
sity
use
with
in P
LA
5A
, the
n ei
ther
: a.
The
hei
ght o
f th
at p
ortio
n of
the
stru
ctur
e sh
all n
ot e
xcee
d 15
fee
t abo
ve a
vera
ge b
uild
ing
elev
atio
n, o
r b.
The
hor
izon
tal l
engt
h of
any
faç
ade
of th
at p
ortio
n of
the
stru
ctur
e w
hich
is w
ithin
100
fee
t of
the
lot c
onta
inin
g a
low
de
nsity
use
with
in P
LA
5A
sha
ll no
t exc
eed
75 f
eet.
See
KA
C 1
15.3
0, D
ista
nce
Bet
wee
n St
ruct
ures
/Adj
acen
cy to
Ins
titut
iona
l Use
, for
fur
ther
det
ails
. (D
oes
not a
pply
to D
etac
hed
Dw
ellin
g U
nit u
ses)
. 3.
Any
por
tion
of a
str
uctu
re th
at e
xcee
ds 3
0 fe
et a
bove
ave
rage
bui
ldin
g el
evat
ion
mus
t be
setb
ack
from
the
fron
t pro
pert
y lin
e on
e fo
ot f
or e
ach
one
foot
that
the
port
ion
of th
e st
ruct
ure
exce
eds
30 f
eet a
bove
ave
rage
bui
ldin
g el
evat
ion
(doe
s no
t app
ly
to D
etac
hed
Dw
ellin
g an
d Pu
blic
Par
k us
es).
4.
The
min
imum
set
back
fro
m a
lot c
onta
inin
g a
low
den
sity
use
with
in P
LA
5A
of
any
stru
ctur
e th
at e
xcee
ds 3
0 fe
et a
bove
av
erag
e bu
ildin
g el
evat
ion
is tw
ice
the
heig
ht o
f th
at s
truc
ture
as
mea
sure
d on
the
side
of
the
stru
ctur
e cl
oses
t to
the
lot
cont
aini
ng a
low
den
sity
use
with
in P
LA
5A
(do
es n
ot a
pply
to D
etac
hed
Dw
ellin
g an
d Pa
rk u
ses)
.5.
If th
e su
bjec
t pro
pert
y ab
uts
the
4th A
venu
e ri
ght-
of-w
ay o
r th
e ea
ster
ly e
xten
sion
of
the
alig
nmen
t of
that
rig
ht-o
f-w
ay to
10th
Stre
et, t
he f
ollo
win
g re
gula
tions
app
ly:
a.T
he C
ity m
ay r
equi
re th
e ap
plic
ant t
o de
dica
te a
nd im
prov
e la
nd a
s sh
own
in th
e Pu
blic
Im
prov
emen
ts M
aste
r Pl
an
adop
ted
by th
e C
ity f
or th
is a
rea.
Dra
ft P
age
2 10
/15/
2008
b.A
ny r
equi
red
yard
of
the
subj
ect p
rope
rty
abut
ting
the
4th
Ave
nue
righ
t-of
-way
or
the
east
erly
ext
ensi
on o
f th
at r
ight
-of
-way
will
be
regu
late
d as
a f
ront
yar
d.
c.A
ny r
equi
red
yard
of
the
subj
ect p
rope
rty
abut
ting
5th A
venu
e w
ill b
e re
gula
ted
as a
rea
r ya
rd.
d.Se
rvic
e an
d pa
rkin
g ar
eas
mus
t, to
the
max
imum
ext
ent p
ossi
ble,
be
loca
ted
and
orie
nted
aw
ay f
rom
the
4th A
venu
e ri
ght-
of-w
ay u
nles
s pr
imar
y ve
hicu
lar
acce
ss to
the
subj
ect p
rope
rty
is d
irec
tly f
rom
that
rig
ht-o
f-w
ay.
(Doe
s no
t app
ly
to P
ublic
Par
k us
es).
USE
ZO
NE
CH
AR
T
Sect
ion
60.4
7.X
XX
(ne
w li
stin
g)
Use
: D
evel
opm
ent c
onta
inin
g ov
er 5
0% o
f its
squ
are
foot
age
of f
loor
are
a in
Sta
cked
or
Atta
ched
Dw
ellin
g U
nits
and
the
rem
aind
erin
Off
ice
Use
s (V
eter
inar
y of
fice
is n
ot p
erm
itted
). S
ee S
peci
al R
egul
atio
n #1
and
2.
Req
uire
d R
evie
w P
roce
ss:
Adm
inis
trat
ive
Des
ign
Rev
iew
, Cha
pter
142
KZ
C.
Min
imum
s:
Lot
Siz
e: 3
600
squa
re f
eet w
ith a
t lea
st 1
,800
squ
are
feet
per
uni
t. R
equi
red
Yar
ds:
Fron
t: 20
’; S
ide:
5’,
but
2 s
ide
yard
s m
ust e
qual
at l
east
15’
; and
Rea
r: 1
0’ S
ee S
peci
al R
egul
atio
ns #
3, #
4 an
d #6
.
Max
imum
s:
Lot
Cov
erag
e: 7
0%.
Hei
ght o
f St
ruct
ures
:�
If th
e de
velo
pmen
t con
tain
s at
leas
t 1 a
cre,
then
the
low
er o
f 4
stor
ies
or 4
0 fe
et a
bove
ave
rage
bui
ldin
g el
evat
ion,
O
ther
wis
e, 3
0’ a
bove
ave
rage
bui
ldin
g el
evat
ion.
Lan
dsca
pe C
ateg
ory:
C
Dra
ft P
age
3 10
/15/
2008
Sign
Cat
egor
y: D
Req
uire
d Pa
rkin
g: 1
.7 p
er r
esid
entia
l uni
t. I
f a
Med
ical
or
Den
tal o
ffic
e, th
en 1
per
eac
h 20
0 sq
uare
fee
t of
gros
s fl
oor
area
. O
ther
wis
e, 1
per
eac
h 30
0 sq
uare
fee
t of
gros
s fl
oor
area
.
Spec
ial R
egul
atio
ns:
1.
Thi
s us
e lis
ting
only
app
lies
to d
evel
opm
ent o
f th
e 3
prop
ertie
s lo
cate
d in
the
wes
tern
mos
t por
tion
of th
e Pl
anne
d A
rea
5D
zone
, sou
th o
f 5th
Ave
nue.
2.
C
hapt
er 1
15 K
ZC
con
tain
s re
gula
tions
reg
ardi
ng h
ome
occu
patio
ns a
nd o
ther
acc
esso
ry u
ses,
fac
ilitie
s an
d ac
tiviti
es a
ssoc
iate
dw
ith th
is u
se. (
Thi
s is
an
exis
ting
spec
ial r
egul
atio
n fo
r m
ulti
fam
ily u
ses
in th
is z
one.
) 3.
O
ffic
e us
e ha
s a
min
imum
set
back
of
15’
from
the
prop
erty
line
of
a lo
t con
tain
ing
a re
side
ntia
l use
; any
por
tion
of th
e of
fice
bu
ildin
g hi
gher
than
30’
abo
ve a
vera
ge b
uild
ing
elev
atio
n m
ust b
e se
tbac
k an
add
ition
al 1
0 fe
et.
4.
Cha
pter
115
KZ
C c
onta
ins
regu
latio
ns r
egar
ding
com
mon
rec
reat
iona
l spa
ce r
equi
rem
ents
for
this
use
. (T
his
is a
n ex
istin
g sp
ecia
l reg
ulat
ion
for
mul
ti fa
mily
use
s in
this
zon
e.)
5.
The
sid
e ya
rd m
ay b
e re
duce
d to
zer
o fe
et if
the
side
of
the
dwel
ling
unit
is a
ttach
ed to
a d
wel
ling
unit
on a
n ad
join
ing
lot.
If
one
side
of
a dw
ellin
g un
it is
so
atta
ched
and
the
oppo
site
sid
e is
not
, the
sid
e th
at is
not
atta
ched
mus
t pro
vide
a m
inim
um s
ide
yard
of
five
fee
t. (T
his
is a
n ex
istin
g sp
ecia
l reg
ulat
ion
for
mul
ti fa
mily
use
s in
this
zon
e.)
6.
The
rea
r ya
rd m
ay b
e re
duce
d to
zer
o fe
et if
the
rear
of
the
dwel
ling
unit
is a
ttach
ed to
a d
wel
ling
unit
on a
n ad
join
ing
lot.
(Thi
s is
an
exis
ting
spec
ial r
egul
atio
n fo
r m
ulti
fam
ily u
ses
in th
is z
one.
) 7.
A
ncill
ary
asse
mbl
y an
d m
anuf
actu
re o
f go
ods
on th
e pr
emis
es o
f th
is u
se a
re p
erm
itted
onl
y if
:
a.
The
anc
illar
y as
sem
bled
or
man
ufac
ture
d go
ods
are
subo
rdin
ate
to a
nd d
epen
dent
on
this
use
.
b.
Out
war
d ap
pear
ance
and
impa
cts
of th
is u
se w
ith a
ncill
ary
asse
mbl
y or
man
ufac
turi
ng a
ctiv
ities
mus
t be
no d
iffe
rent
fr
om o
ther
off
ice
uses
.
�
Draft Amendments to Chapter 142
�
KZC 142.35 Design Board Review (D.B.R.) Process
1. Timing of D.B.R. – For any development activity that requires D.B.R. approval, the applicant must comply with the provisions of this chapter before a building permit can be approved; provided, that an applicant may submit a building permit application at any time during the design review process. An applicant may request early design review, but such review shall not be considered a development permit or to in any way authorize a use or development activity. An application for D.R. approval may be considered withdrawn for all purposes if the applicant has not submitted information requested by the City within 60 calendar days after the request and the applicant does not demonstrate reasonable progress toward submitting the requested information.
2. Public Meetings – All meetings of the Design Review Board shall be public meetings and open to the public.
3. Authority – The Design Review Board shall review projects for consistency with the following:
a. Design guidelines for pedestrian-oriented business districts, as adopted in Chapter 3.30 KMC.
b. Design Guidelines for the Rose Hill Business District (RHBD) and the Totem Lake Neighborhood (TLN) as adopted in Chapter 3.30 KMC.
c. The applicable neighborhood plans contained in the Comprehensive Plan for areas where Design Review is required.
d. The Design Principles for Residential Development contained in Appendix C of the Comprehensive Plan for review of attached and stacked dwelling units located within the NE 85th Street Subarea and the Market Street Corridor.
e. The Parkplace Master Plan and Design Guidelines for CBD 5A as adopted in Chapter 3.30 KMC.
4. The Design Review Board is authorized to approve minor variations in development standards within certain Design Districts described in KZC 142.25(6)(a) provided the variation complies with the criteria of KZC 142.25(6)(b).
�
Appendix C Draft Amendments to Kirkland Municipal Code
�
Draft Amendments to Kirkland Municipal Code Chapter 3.30
�
Chapter 3.30
DESIGN REVIEW BOARD
Sections:
3.30.010 Membership—Appointment—Compensation—Removal.
3.30.020 Qualifications.
3.30.030 Powers and duties.
3.30.040 Design guidelines adopted by reference.
3.30.050 Conflict of interest.
3.30.010 Membership—Appointment—Compensation—Removal.
The design review board shall be composed of seven appointed members. In addition, the director of planning and community development shall sit on the design review board (“DRB”) as a nonvoting member for purposes of advising the board on regulatory and urban design issues. Members shall be appointed by a majority vote of the city council, without regard to political affiliation. The members of the DRB shall serve without compensation. Each member shall be appointed to a four-year term; provided, that as to the two positions added in 2003, one new member’s initial term shall expire March 31, 2005, and the other new member’s initial term shall expire March 31, 2007. Any vacancy shall be filled for the remainder of the unexpired term of the vacant position. When a member misses three or more consecutive meetings not excused by a majority vote of the DRB, the DRB will consider recommending removal of that member. The board shall recommend removal if the absences have negatively affected the board’s abilities to perform its duties. The recommendation will be forwarded to city council. Members finding themselves unable to attend regular meetings are expected to tender their resignations. A member may be removed by a majority vote of the city council. (Ord. 3901 § 1, 2003: Ord. 3683A § 1 (part), 1999)
3.30.020 Qualifications.
Members of the design review board shall include design professionals and building/construction experts, and residents of Kirkland capable of reading and understanding architectural plans and knowledgeable in matters of building and design. The board shall at all times have a majority composition of professionals from architecture, landscape architecture, urban design/planning, or similar disciplines. In selecting members, professionals who are residents and/or whose place of business is within Kirkland will be preferred. (Ord. 3683A § 1 (part), 1999)
3.30.030 Powers and duties.
The design review board shall have the responsibilities designated in the zoning code. In addition, the design review board shall perform such advisory functions related to design issues as designated by the city council. (Ord. 3683A § 1 (part), 1999)
3.30.040 Design guidelines adopted by reference.
The design review board in combination with the authority set forth in Chapter 142 of the zoning code shall use the following design guidelines documents to review development permits:
(1) The document entitled “Design Guidelines for Pedestrian Oriented Business Districts” bearing the signature of the mayor and the director of the department of planning and community development dated August 3, 2004, is adopted by reference as though fully set forth herein. The city council shall consult with the planning commission prior to amending this document.
(2) The document entitled “Design Guidelines for the Rose Hill Business District” bearing the signature of the mayor and the director of the department of planning and community development dated January 3, 2006, is adopted by reference as though fully set forth herein. The city council shall consult with the planning commission prior to amending this document.
(3) The document entitled “Design Guidelines for the Totem Lake Neighborhood” bearing the signature of the mayor and the director of the department of planning and community development dated June 6, 2006, is adopted by reference as though fully set forth herein. The city council shall consult with the planning commission prior to amending this document.
(4) The document entitled “Kirkland Parkplace Mixed Use Development Master Plan and Design Guidelines” bearing the signature of the mayor and the director of the department of planning and community development dated ___________, is adopted by reference as though fully set forth herein. The city council shall consult with the planning commission prior to amending this document.
(4)(5) Text Amended. The following specific portions of the text of the design guidelines are amended as set forth in Attachment A attached to Ordinance 4106 and incorporated by reference. (Ord. 4106 § 1, 2007; Ord. 4052 § 1, 2006: Ord. 4038 § 1, 2006: Ord. 4031 § 1, 2006)
3.30.050 Conflict of interest.
If a member of the design review board is an applicant or a paid or unpaid advocate, agent, or representative for an applicant on a design review application, the member shall not participate in a decision on that design review application. (Ord. 3683A § 1 (part), 1999)
Draft Kirkland Parkplace Master Plan and Design Guidelines
�
KIRK
LAN
D PA
RK P
LACE
Mas
ter P
lan
and
Desi
gn G
uide
lines
DRAF
T Oc
tobe
r 3, 2
008
MIX
ED U
SE D
EVEL
OPM
ENT
aste
r lan
Or
ania
tion
This
docu
ment
is co
mpris
ed of
the f
ollow
ing se
ction
s:
12. A
ll Dist
rict
13. D
istric
t Spe
cific
atew
aya.
Cent
ral
ayb.
ark I
nter
face
c.Ce
ntra
l Ret
ail
ubd.
1. In
trodu
ctio
n2.
ision
3. Ap
plica
tion
4. De
term
inin
Com
plian
ce5.
Modi
ficat
ions
6.
hasin
. Com
preh
ensiv
e lan
Des
in
Dire
ctio
n8.
Desi
n In
tent
. ro
ram
Re
uire
men
ts10
. ub
lic A
cces
s and
Am
eniti
esa.
edes
trian
Acc
ess
b. R
etail
Fro
nta
esc.
Activ
ated
Ope
n Sp
ace
11. S
treet
Clas
sifica
tions
POLICY OVERVIEW DEVELOPMENT
STANDARDS
DESIGN
GUIDELINES
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esPO
-3OC
TOBE
R 3,
200
8 DR
AFT
POLICY OVERVIEW
1. I
ROD
CIO
Loca
ted al
ong C
entra
l Way
and 6
th St
reet,
Kirk
land P
arkp
lace h
as
the po
tentia
l to of
fer m
any g
reat
amen
ities t
o Kirk
land’s
down
town.
The p
ropo
sed m
ixed-
use c
enter
inclu
des a
ppro
ximate
ly 1.7
5 milli
on
squa
re fe
et of
deve
lopme
nt co
nsist
ing of
retai
l, offic
e, ho
tel an
d sp
orts
club t
hat a
re, in
effec
t, an e
xtens
ion of
the e
xistin
g dow
ntown
. Pa
rkplac
e pro
vides
comp
onen
ts tha
t mee
t the C
ity’s
Comp
rehe
nsive
Pl
an, E
ast C
ore F
rame
(200
4, 20
08) a
s des
cribe
d belo
w:
CP P
olicy
:Heig
hts o
f up
to ei
ght s
torie
s are
appr
opria
te as
an
ince
ntive
to cr
eate
a ne
twor
k of p
ublic
ope
n sp
aces
arou
nd
which
is o
rgan
ized
a dyn
amic
reta
il des
tinat
ion.
Resp
onse
Parkp
lace i
s an u
rban
, ope
n-air
retai
l, res
taura
nt,
enter
tainm
ent, o
ffice,
hotel
and s
ports
club
comp
lex. (
See p
age
7 for
netw
orks
of op
en sp
ace,
retai
l fron
tage a
nd pe
destr
ian
conn
ectio
ns.)
CP P
olicy
:Spe
cial a
ttent
ion
to b
uild
ing
desig
n, si
ze, a
nd
loca
tion
shou
ld b
e pro
vided
at th
ree k
ey lo
catio
ns: a
t the
in
ters
ectio
n of
Cen
tral W
ay an
d Si
xth
Stre
et to
defi
ne an
d en
hanc
e thi
s im
porta
nt d
ownt
own
gate
way;
alon
g Ce
ntra
l W
ay to
resp
ond
to th
e con
text
alon
g th
e nor
th si
de o
f stre
et;
and
facin
g Pe
ter K
irk P
ark t
o pr
ovid
e a tr
ansit
ion
in sc
ale to
do
wnto
wn’s
cent
ral g
reen
spac
e. Pe
dest
rian
conn
ectio
ns to
ad
join
ing
stre
ets,
Pete
r Kirk
Par
k, an
d ad
join
ing
deve
lopm
ents
sh
ould
be i
ncor
pora
ted
to fa
cilita
te th
e int
egra
tion
of th
e dist
rict
into
the n
eighb
orho
od.
Resp
onse
Spec
ific de
sign g
uideli
nes h
ave b
een d
efine
d to
enco
urag
e uniq
ue en
viron
ments
and e
xper
ience
s in e
ach o
f thes
e thr
ee lo
catio
ns.
CP P
olicy
: Bec
ause
of t
he in
tens
ity o
f lan
d us
e in
5A, t
he
desig
n of
the b
uild
ings
and
site s
houl
d in
corp
orat
e agg
ress
ive
sust
ainab
ility m
easu
res,
inclu
ding
low
impa
ct d
evelo
pmen
t m
easu
res,
deco
nstru
ctio
n, g
reen
bui
ldin
gs, a
nd tr
ansp
orta
tion
dem
and
man
agem
ent.
Resp
onse
The
comp
act d
evelo
pmen
t, ped
estria
n-frie
ndly,
mixe
d-us
e natu
re of
the
land
use i
n 5A
is fun
dame
ntally
susta
inable
. It pr
ovide
s a liv
e-wo
rk ba
lance
in
down
town K
irklan
d and
prov
ides a
cces
s to g
oods
and s
ervic
es pe
ople
need
in
prox
imity
to w
here
they
live.
Comb
ined w
ith a
comm
itmen
t to su
staina
ble st
rateg
ies
in the
desig
n of th
e dev
elopm
ent, K
irklan
d Par
kplac
e will
signifi
cantl
y con
tribute
to
lower
ing ca
rbon
emiss
ions a
nd en
ergy
use r
elativ
e to a
subu
rban
mod
el of
deve
lopme
nt.
2. IS
IOPa
rkplac
e cre
ates a
new
desti
natio
n in K
irklan
d fea
turing
tree
lined
stre
ets, la
ndsc
aped
op
en sp
aces
, offic
es ov
erloo
king p
ublic
plaz
as, a
nd a
wide
varie
ty of
shop
ping,
dining
, en
tertai
nmen
t and
recre
ation
expe
rienc
es. P
arkp
lace’s
conte
mpor
ary N
orthw
est
arch
itectu
re ev
okes
Kirk
land a
nd its
envir
ons w
ith gr
een d
esign
, app
ropr
iate m
assin
g, an
d orie
ntatio
n. Ap
prop
riate
place
ment
of tre
es, fo
untai
ns, b
ench
es, s
treet
lamps
, and
de
cora
tive s
idewa
lk tre
atmen
ts ad
d a ric
h tex
ture t
o Par
kplac
e’s pl
azas
and s
treets
.
The c
ombin
ation
of pe
destr
ian or
iented
stre
ets, d
istinc
tive a
rchite
cture
, uniq
ue ur
ban
char
acter
, sen
sitive
integ
ratio
n and
prog
ress
ive su
staina
ble de
sign s
trateg
ies w
ill ma
ke
Kirkl
and P
arkp
lace a
n attr
activ
e and
value
d gath
ering
plac
e for
Kirk
land’s
citiz
ens f
or
year
s to c
ome.
PO- 4
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esOC
TOBE
R 3,
200
8 DR
AFT
POLICY OVERVIEW3. A
LICA
IOTh
e Mas
ter P
lan an
d Des
ign G
uideli
nes s
et for
th in
this d
ocum
ent h
ave b
een
create
d to g
uide t
he de
velop
ment
of Ki
rklan
d Par
kplac
e to m
eet th
e inte
nt of
the vi
sion f
or C
BD-5
A of
the C
ity of
Kirk
land.
Comp
lianc
e with
this
Maste
r Plan
an
d Des
ign G
uideli
nes d
ocum
ent s
hall b
e req
uired
to al
low in
creas
ed he
ight
and r
educ
ed se
tback
s in e
xcha
nge f
or pr
ovidi
ng a
mixe
d-us
e cen
ter an
d pub
lic
amen
ities.
Thes
e Stan
dard
s and
Guid
eline
s are
to be
used
in ad
dition
to th
e sta
ndar
d zon
ing re
gulat
ions f
or C
BD-5
A. T
hese
Stan
dard
s and
Guid
eline
s are
su
pplem
ental
, not
a sub
stitut
ion, to
the C
ity of
Kirk
land M
unici
pal C
ode a
nd its
su
ppor
ting d
ocum
ents.
4. RE
IE
ROCE
SS D
EER
II
CO
LIA
CETh
is do
cume
nt es
tablis
hes p
erfor
manc
e crite
ria an
d pro
vides
reco
mmen
datio
ns
for ac
hievin
g spe
cific d
esign
objec
tives
. Com
plian
ce w
ith th
e Mas
ter P
lan
includ
ing: g
ener
al sta
ndar
ds, g
ener
al pu
blic a
menit
y and
acce
ss lo
catio
ns an
d str
eet d
imen
siona
l requ
ireme
nts sh
all be
deter
mine
d by a
dmini
strati
ve re
view.
Co
mplia
nce a
nd co
nsist
ency
with
the D
esign
Guid
eline
s sha
ll be d
eterm
ined
by th
e De
sign R
eview
Boa
rd in
a De
sign R
espo
nse c
onfer
ence
, (re
fer to
DRB
pr
oces
s KMC
142.3
5.9).
5. OD
IFIC
AIO
SA
major
mod
ificati
on to
the M
aster
Plan
is an
y pro
posa
l that
would
resu
lt in
a cha
nge t
hat w
ould
subs
tantia
lly al
ter th
e Plan
’s pr
opos
ed de
velop
ment
such
as: d
ecre
ase i
n ope
n spa
ce qu
antity
, cha
nges
to lo
catio
ns of
prim
ary
acce
ss/pe
destr
ian st
reets
, or c
hang
es in
allow
ed us
e. Ma
jor m
odific
ation
s to
the M
aster
Plan
shall
requ
ire a
staff r
eview
for c
onsis
tency
with
the
Comp
rehe
nsive
Plan
and C
ity C
ounc
il App
rova
l, (re
fer to
KMC
3.30
.040)
.
A mi
nor m
odific
ation
to th
e Mas
ter P
lan is
any p
ropo
sal th
at wo
uld
resu
lt in a
chan
ge th
at wo
uld no
t sub
stanti
ally a
lter t
he P
lan’s
prop
osed
de
velop
ment
such
as: fa
çade
trea
tmen
ts, st
reet
desig
n var
iation
, ch
arac
ter/de
sign d
etail o
f pub
lic sp
aces
, or m
inor v
ariat
ions i
n des
ign of
sid
ewalk
s, pa
thway
s, lig
hting
and l
ands
capin
g. Th
e Des
ign R
eview
Boa
rd
may g
rant
a des
ign de
partu
re or
mino
r var
iation
only
if it fi
nds t
hat b
oth of
the
follo
wing
requ
ireme
nts ar
e met:
a.
the va
riatio
n is c
onsis
tent w
ith th
e inte
nt of
the gu
idelin
e and
resu
lts in
su
perio
r des
ign.
b. the
depa
rture
will
not r
esult
in an
y sub
stanti
al de
trimen
tal ef
fect o
n ne
arby
prop
ertie
s or t
he ne
ighbo
rhoo
d.
6. AS
ITh
is de
velop
ment
shall
be st
aged
in tw
o majo
r pha
ses (
1 and
2) w
ith tw
o mi
nor s
tages
in ph
ase o
ne (1
A an
d 1B)
. Se
ctio
n Re
view
Pro
cess
Deve
lopm
ent S
tand
ards
Plan
ning
Offi
cial
Prog
ram
Req
uire
men
ts (I
tem
9)
Publ
ic A
men
ities
and
Acc
ess
(Item
10)
Stre
et C
lass
ifica
tions
(Ite
m 1
1)
Desi
gn G
uide
lines
All D
istri
cts
(Item
12)
Dist
rict S
peci
fic (I
tem
13)
Desi
gn R
evie
w B
oard
ASE
1A
ASE
1
ASE
2
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esPO
-5OC
TOBE
R 3,
200
8 DR
AFT
POLICY OVERVIEW
1. Em
otion
al Ow
nersh
ip by
the C
ommu
nity
• Inc
orpo
rate
the pr
oject
into t
he st
ory o
f Kirk
land
• Ena
ble m
eanin
gful c
ommu
nity e
xcha
nges
• Ins
pire u
nique
expe
rienc
es an
d disc
over
ies
• Pro
mote
the co
alesc
ence
of C
ommu
nity,
Cultu
re an
d Com
merce
• P
rovid
e a ‘tr
ansfo
rming
expe
rienc
e’ vs
. a ‘tr
ansa
ction
expe
rienc
e’• I
nclud
e neig
hbor
hood
retai
l
2. Si
te Pl
annin
g “Co
nnec
tions
”• I
nclud
e pub
lic sp
aces
such
as pl
azas
• Cre
ate cl
ear v
ehicu
lar ac
cess
and p
arkin
g • C
reate
stro
ng em
phas
is on
the s
treets
cape
• Sup
port
activ
e pub
lic sp
aces
• Pro
vide c
lear a
nd in
viting
publi
c acc
ess
3. Pl
aces
for P
eople
• Cre
ate ea
sily a
cces
sible
publi
c spa
ces
• Dev
elop s
pace
s tha
t var
y in s
ize an
d offe
r cho
ices f
or al
l age
s• P
rovid
e safe
ty an
d com
fort
• Inte
grate
into
the so
cial li
fe of
down
town K
irklan
d
4. En
hanc
e the
Ped
estria
n Env
ironm
ent
• Pro
mote
Walk
abilit
y: ne
twor
k of in
terna
l and
exter
nal p
edes
trian
conn
ectio
ns• C
reate
visu
al int
eres
t for a
long t
he st
reet
• Inc
orpo
rate
rich v
ariet
y of m
ateria
ls• P
rovid
e and
enha
nce p
edes
trian c
ircula
tion a
nd re
tail c
ontin
uity
8. DE
SI I
E
This
Maste
r Plan
and D
esign
Guid
eline
s doc
umen
t was
crea
ted
using
the i
denti
fied 8
Guid
ing P
rincip
les fo
r the
proje
ct wh
ich w
ere
deriv
ed fr
om in
put fr
om th
e City
staff
, the D
esign
Rev
iew B
oard
, Pl
annin
g Com
miss
ion, v
ariou
s com
munit
y gro
ups a
nd th
e res
idents
of
Kirkl
and.
GUID
ING
PRIN
CIPL
ES O
F IN
TENT
5. Int
egra
te Ve
hicula
r Acc
ess a
nd P
arkin
g• M
inimi
ze th
e visu
al pr
esen
ce of
parke
d car
s• A
llow
parki
ng to
be ut
ilized
durin
g nigh
ts/we
eken
ds fo
r be
nefit
of co
mmun
ity an
d dow
ntown
6. A
Mix o
f Use
s = A
mix o
f Buil
ding T
ypes
• Cre
ate a
varie
ty of
build
ing ty
pes,
scale
s, an
d mate
rials
• Exp
ress
a thr
ee-d
imen
siona
l qua
lity to
the p
ublic
spac
es
7. Ap
prop
riate
Mass
ing an
d Sca
le• C
reate
pede
strian
spac
es w
ith ac
cess
to su
n• A
ddre
ss su
rroun
ding e
dges
• Con
sider
scale
, mas
sing,
and d
etail o
f indiv
idual
build
ings
• Exp
ress
huma
n-sc
ale, d
etaile
d stre
et lev
el bu
ilding
faça
des
8. Su
staina
bility
• Esta
blish
mac
ro-sc
ale/si
te su
staina
ble st
rateg
ies• P
ursu
e buil
ding s
pecifi
c sus
taina
ble st
rateg
ies• E
ncou
rage
tena
nt-sp
ecific
susta
inable
stra
tegies
MP-
6Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DEVELOPMENT STANDARDS. ro
ram
Re
uire
men
ts
A. P
edes
trian S
pace
: Th
e dev
elopm
ent w
ill inc
lude a
varie
ty of
publi
c ope
n spa
ces
that v
ary i
n size
and c
hara
cter.
A mi
nimum
of 10
%, o
r 50,0
00
of the
site
shall
be ac
tivate
d ped
estria
n-or
iented
spac
e, in
the fo
rm of
cour
tyard
s, pla
zas,
winte
r atriu
m, et
c. Se
edia
gram
(pg 7
) for
appr
oxim
ate lo
catio
ns an
d dim
ensio
nal
requ
ireme
nts of
spec
ific sp
aces
. Defi
nition
of ap
prop
riate
desig
n tre
atmen
ts ar
e fou
nd in
the d
istric
t spe
cific d
esign
gu
idelin
es.
B. A
rts C
ommi
tmen
t: In a
n effo
rt to
enco
urag
e inte
grate
d ar
t into
the pr
oject,
Par
kplac
e is w
orkin
g in c
ollab
orati
on
with
repr
esen
tative
s fro
m the
cultu
ral c
ounc
il and
loca
l art
comm
unity
and w
ill ide
ntify
and c
reate
oppo
rtunit
ies to
int
egra
te ar
t into
the pr
oject.
C. G
reen
Buil
ding C
ommi
tmen
t: To c
reate
a sig
natur
e pro
ject
resp
onsib
le to
the co
mmun
ity an
d the
envir
onme
nt, P
arkp
lace
will e
mploy
a va
riety
of su
staina
ble de
velop
ment
meas
ures
int
o the
proje
ct. T
he de
velop
er an
d des
ign te
am w
ill co
ordin
ate
with
the C
ity of
Kirk
land t
o ide
ntify
appr
opria
te su
staina
ble
strate
gies a
nd ap
proa
ches
that
are w
ell su
ited t
o the
proje
ct an
d its
surro
undin
gs.
Th
e offic
e buil
dings
with
in th
e pro
ject w
ill be
desig
ned t
o a
LEED
-Cor
e and
She
ll (CS
) Silv
er ra
ting.
Othe
r LEE
D pr
oduc
ts su
ch as
: LEE
D-Ne
w Co
nstru
ction
(NC)
, LEE
D-Co
mmer
cial
Inter
iors (
CI),
LEED
-Exis
ting B
uildin
gs O
pera
tions
and
Maint
enan
ce (E
BOM)
, and
LEED
Reta
il (R-
curre
ntly i
n pilo
t to
be re
lease
d in 2
009)
may
also
be ap
prop
riate
for th
is pr
oject
and w
ill be
evalu
ated b
y the
desig
n tea
m wi
th Ci
ty re
view.
D. C
ommu
nity S
ervin
g Reta
il and
Ser
vices
: Inclu
de
neigh
borh
ood s
ervin
g reta
il and
servi
ces s
uch a
s: gr
ocer
y, ch
ildca
re, b
ooks
tore,
drug
store
, dry
clean
er, m
ovie
theatr
e, ba
rber
shop
, sho
e rep
air, e
tc.
SIE
AREA
SI
TE A
REA
BREA
KDOW
N
OPEN
SPA
CE B
REAK
DOW
N
BUILD
ING
GROS
S SQ
UARE
FOO
TAGE
BRE
AKDO
WN
5010
00 S
F 1
00
BUILD
ING
FOOT
PRI
NT24
5 K (4
9%)
OFFI
CE S
PACE
1.2 M
IL SQ
FT68
%MI
X US
E 55
0K S
QFT
32%
OPEN
SPA
CE16
0 K (3
2%)
EIC
LAR
AREA
S96
K (1
9%)
SIDE
WAL
KS10
9 K (2
2% O
F TO
TAL S
ITE
AREA
)PL
AZAS
27 K
(5%
)24
K (5
%)
COUR
TYAR
D
OEL
REAI
LOF
FICE
PED
ESTR
IAN
SPA
CE
10 K
LIC R
OOF
ERRA
CE
10 K
RIA
E R
OOF
ERRA
CE
Kirk
land
Par
kpla
ce M
aste
r Pla
n a
nd D
esig
n Gu
idel
ines
MP-
7OC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDS
centr
alpla
za
gatew
ayga
rden
cour
tyard
plaza
cour
tyard
prim
ary p
edes
trian c
onne
ction
s
seco
ndar
y ped
estria
n con
necti
ons
10.
LIC
AE
IIE
S A
D AC
CESS
retai
l/resta
uran
t fron
tage
PEDE
STRI
AN C
ONNE
CTIO
NS
Inte
nt: T
o cr
eate
a ne
twor
k of i
dent
ifiab
le lin
kage
s int
o an
d th
roug
h th
e pro
ject s
ite fo
r pe
dest
rians
.
The d
iagra
m be
low sh
ows a
ppro
ximate
pe
destr
ian co
nnec
tions
. Dar
ker li
nes
indica
te pr
imar
y con
necti
ons r
equir
ed by
the
Com
preh
ensiv
e Plan
. Ligh
ter lin
es sh
ow
seco
ndar
y ped
estria
n con
necti
ons l
inking
to
exist
ing an
d pro
pose
d stre
ets as
well
as P
eter
Kirk
Park.
RETA
IL/RE
STAU
RANT
FRO
NTAG
E
Inte
nt: T
o en
cour
age a
nd co
ntrib
ute t
o th
e liv
eline
ss an
d ac
tivat
ion
of p
edes
trian
-or
iente
d st
reet
s and
spac
es b
y pro
vidin
g re
tail a
nd ac
tivat
ing
uses
at th
e gro
und
level.
Pred
omina
nt re
tail u
ses i
nclud
ing sh
ops,
resta
uran
ts, gr
ocer
y, an
d a m
ovie
theatr
e are
re
quire
d alon
g ped
estria
n-or
iented
stre
ets an
d pu
blic s
pace
s. Ad
dition
al ac
tivati
ng us
es ar
e en
cour
aged
on th
e gro
und l
evel
throu
ghou
t the
deve
lopme
nt wh
ere f
easib
le.
PEDE
STRI
AN S
PACE
Inte
nt: T
o pr
ovid
e a fu
nctio
nal a
nd d
ivers
e pe
dest
rian
envir
onm
ent b
y cre
atin
g a v
ariet
y of
usab
le pe
dest
rian
open
spac
es.
The f
ollow
ing ty
pes o
f pub
lic/ p
edes
trian s
pace
are t
o be
prov
ided a
t a m
inimu
m of
10%
of th
e tota
l lot a
rea,
or 50
,000 s
f*. Lo
catio
ns ar
e app
roxim
ate an
d not
limite
d to
those
show
n on t
he di
agra
m be
low.*
cent
ral p
laa:
shall
have
a mi
nimum
area
of 15
,000
squa
re fe
et wi
th a m
inimu
m av
erag
e widt
h of 7
0 fee
tco
urty
ard
pla
a: sh
all ha
ve a
minim
um ar
ea of
2,50
0 sq
uare
feet
each
atriu
mbr
eeew
ay: s
hall h
ave a
mini
mum
35 fo
ot wi
de se
para
tion b
etwee
n offic
e floo
r plat
esro
of to
p te
rrace
s sh
all pr
ovide
a mi
nimum
of 10
,000
sf tot
al of
publi
cly ac
cess
ible r
oofto
p ter
race
s in o
ne
or m
ore l
ocati
ons
*See
distr
ict sp
ecific
guide
lines
for d
esign
para
meter
s of
publi
c spa
ce (e
x. ce
ntral
plaza
, pg 2
7).
activ
ated o
pen s
pace
atrium
/bree
zewa
y
CENT
RAL W
AY
6th STREET
5th ST
4th ST
4th AV
E
KIRK
LAND
WAY
MP-
8Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DEVELOPMENT STANDARDSST
REET
CLA
SSIF
ICAT
ION
DIAG
RAM
A.1
A.2
C.4
CERA
L A
6 S REE
11. S
REE
CLA
SSIF
ICA
IO
.15th Street
4th Street
C.2
C.3
C.1
A.4
.2
A.3
The f
ollow
ing st
reet
class
ificati
ons a
nd di
agra
ms
repr
esen
t the v
ariou
s typ
es of
stre
ets an
ticipa
ted in
the
proje
ct. F
inal lo
catio
n and
clas
sifica
tion o
f stre
ets
may b
e adju
sted i
n the
final
desig
n to i
nclud
e suc
h de
sign t
echn
iques
as: ti
ght tu
rning
radii
to ca
lm tr
affic,
curb
bulb
outs,
textu
red c
ross
ings,
etc. A
cces
s sha
ll be
in co
mplia
nce w
ith ci
ty co
des a
nd po
licies
for p
ublic
im
prov
emen
ts an
d eme
rgen
cy ac
cess
.
Adac
ent S
treet
Impr
ovem
ents
Centr
al W
ay
6th S
treet
Acce
ss S
treet
sA.
1Ce
ntral
and 5
th St
reet
Conn
ectio
nA.
26th
Stre
et an
d 4th
Aven
ue C
onne
ction
A.3
6th S
treet
acce
ss to
servi
ce al
ley (m
inor)
A.4
Centr
al W
ay an
d 4th
Stre
et Co
nnec
tion
edes
trian
Stre
ets
P.1Ma
in St
reet
P.2Pa
rk Pr
omen
ade
Seco
ndar
y Con
nect
ions
C.1
Servi
ce A
lley/P
ark P
rome
nade
C.2
Servi
ce A
lley /
Main
Stre
et Co
nnec
tion
C.3
Main
Stre
et/C.
1 Con
necti
on (p
ed on
ly)C.
4Ce
ntral
Way
Mid-
Bloc
k Con
necti
on (r
ight in
, righ
t out)
4th A
venu
e
Inte
nt: T
o cr
eate
a st
reet
and
sidew
alk n
etwo
rk
that
resp
onds
to th
e exis
ting
Kirk
land
grid
pat
tern
, cr
eate
s a p
edes
trian
orie
nted
envir
onm
ent a
nd
allow
s dire
ct in
tera
ctio
n wi
th P
eter
Kirk
Par
k.
KIRKL
AD
A
easement
Kirk
land
Par
kpla
ce M
aste
r Pla
n a
nd D
esig
n Gu
idel
ines
MP-
9OC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDS
CENT
RAL W
AY F
RONT
AGE
TYPI
CAL S
ECTI
ON
6TH
STRE
ET T
YPIC
AL S
ECTI
ON
11. S
REE
CLA
SSIF
ICA
IO
4’ mi
npla
nting
10’ m
insid
ewalk
8’ mi
npa
rking
11’ m
indr
ive la
ne
4’ mi
npla
nting
8’ mi
nsid
ewalk
City
deter
mine
d wi
dth11
’ min
drive
lane
exist
ingpr
oper
tylin
e
exist
ingpr
oper
tylin
e
exist
ing cu
rb
locati
on
exist
ing cu
rb
locati
onSt
reet
class
ificati
ons a
re m
eant
to be
typic
al se
ction
s of th
e roa
dway
. Sl
ight v
ariat
ions m
ay be
nece
ssar
y to
acco
mmod
ate dr
ivewa
ys, v
aried
lan
dsca
ping t
echn
iques
, stre
et fur
nitur
e, str
uctur
al co
nstra
ints,
etc.
5’ mi
nbik
e lan
e
5’ mi
nbik
e lan
e
Adac
ent S
treet
Impr
ovem
ents
Centr
al W
ay
6th S
treet
City
deter
mine
d widt
h
11’ m
indr
ive la
ne
CENT
RAL W
AY
6TH STREET
secti
on
section
MP-
10
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esOC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDS
A.1 C
ENTR
AL A
ND 5T
H ST
REET
CON
NECT
ION
TYPI
CAL S
ECTI
ON
4’ mi
npla
nting
11’ m
inra
mp ex
it11
’ min
drive
lane
10’ m
insid
ewalk
66’ m
inimu
m str
eet w
idth 11
’ min
ramp
entra
nce
11’ m
indr
ive la
ne
11. S
REE
CLA
SSIF
ICA
IO
A.1
A.2
A.2 6
TH S
TREE
T AND
4TH
AVEN
UE C
ONNE
CTIO
N TY
PICA
L SEC
TION
8’ mi
nsid
ewalk
4’ mi
npla
nting
11’ m
indr
ive la
ne10
’ min
sidew
alk11
’ min
drive
lane
4’ mi
npla
nting
7’ mi
npa
rking
7’ mi
npa
rking
10’ m
insid
ewalk
64’ m
inimu
m str
eet w
idth
Acce
ss S
treet
sA.
1Ce
ntral
and 5
th St
reet
Conn
ectio
nA.
26th
Stre
et an
d 4th
Aven
ue C
onne
ction
Stre
et cla
ssific
ation
s are
mea
nt to
be ty
pical
secti
ons o
f the r
oadw
ay. S
light
varia
tions
may
be
nece
ssar
y to a
ccom
moda
te dr
ivewa
ys,
varie
d lan
dsca
ping t
echn
iques
, stre
et fur
nitur
e, str
uctur
al co
nstra
ints,
etc.
section
secti
on
Kirk
land
Par
kpla
ce M
aste
r Pla
n a
nd D
esig
n Gu
idel
ines
MP-
11OC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDS
A.4 C
ENTR
AL W
AY A
ND 4T
H ST
REET
CON
NECT
ION
TYPI
CAL S
ECTI
ON
4’ min *
pla
nting
where
fea
sible
5’ mi
nsid
ewalk
20’ m
inse
rvice
lane
11. S
REE
CLA
SSIF
ICA
IO
A.3
A.4
25’ m
inimu
m all
ey w
idth
62’ m
inimu
m str
eet w
idth
4’ mi
npla
nting
11’ m
indr
ive la
ne8’
min
sidew
alk7’
min
parki
ng4’
min
planti
ng11
’ min
drive
lane
10’ m
insid
ewalk
7’ mi
npa
rking
A.3 6
TH S
TREE
T ACC
ESS
TO S
ERVI
CE
ALLE
Y (M
INOR
) TYP
ICAL
SEC
TION
Acce
ss S
treet
sA.
36th
Stre
et ac
cess
to se
rvice
alley
(mino
r)A.
4Ce
ntral
Way
and 4
th St
reet
Conn
ectio
n
Stre
et cla
ssific
ation
s are
mea
nt to
be ty
pical
secti
ons o
f the r
oadw
ay. S
light
varia
tions
may
be
nece
ssar
y to a
ccom
moda
te dr
ivewa
ys, v
aried
lan
dsca
ping t
echn
iques
, stre
et fur
nitur
e, str
uctur
al co
nstra
ints,
etc.
exist
ingpr
oper
tylin
e
exist
ingpr
oper
tylin
e
* a la
ndsc
ape o
r arch
itectu
ral s
creen
shou
ld be
inc
orpo
rated
alon
g sou
th ea
st pr
oper
ty lin
e to
buffe
r pro
perty
from
the a
djace
nt the
resid
entia
l us
e, (se
e des
ign gu
idelin
e on p
age 2
7 for
exac
t loc
ation
).
** an
8’ pe
destr
ian pa
th is
requ
ired a
long t
he
estab
lishe
d ped
estria
n con
necti
ons o
n the
so
uthea
st po
rtion o
f the s
treet.
varie
d wi
dthpla
za
section
secti
on
MP-
12
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esOC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDSede
stria
n St
reet
sP.1
Main
Stre
etP.2
Park
Prom
enad
e
11. S
REE
CLA
SSIF
ICA
IO
.2
P.2 P
ARK
PROM
ENAD
E TY
PICA
L SEC
TION
*
P.1 M
AIN
STRE
ET T
YPIC
AL S
ECTI
ON
70’+
plaza
62’ m
inimu
m str
eet w
idth
4’ min
plantin
g4’
min
plantin
g11
’ min
drive
lane
11’ m
indr
ive la
ne7’
min
parki
nglan
e
10’ m
insid
ewalk
7’ mi
npa
rking
lane
8’ min
sidew
alk
55’ m
inimu
m str
eet w
idth
.1
Stre
et cla
ssific
ation
s are
mea
nt to
be ty
pical
secti
ons o
f the r
oadw
ay.
Sligh
t var
iation
s may
be ne
cess
ary
to ac
comm
odate
drive
ways
, var
ied
lands
capin
g tec
hniqu
es, s
treet
furnit
ure,
struc
tural
cons
traint
s, etc
.
section
secti
on
exist
ingpr
oper
tylin
e
8’ min
pathw
ay
along
park
4’ min
plantin
g7’
min
parki
ng10
’ min
sidew
alk11
’ min
drive
lane
11’ m
indr
ive la
ne4’ m
inpla
nting
easement
* The
exist
ing ea
seme
nt to
the so
uth sh
all in
clude
a pe
destr
ian si
dewa
lk co
nnec
ting t
he P
ark P
rome
nade
with
Kirk
land W
ay.
Kirk
land
Par
kpla
ce M
aste
r Pla
n a
nd D
esig
n Gu
idel
ines
MP-
13OC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDS
Seco
ndar
y Con
nect
ions
C.1
Servi
ce A
lley/P
ark P
rome
nade
C.2
Servi
ce A
lley /
Main
Stre
et Co
nnec
tion
C.1 S
ERVI
CE A
LLEY
/PAR
K PR
OMEN
ADE
TYPI
CAL S
ECTI
ON
11. S
REE
CLA
SSIF
ICA
IO
C.2
4’ min
plantin
g10
’ min
drive
lane
10’ m
indr
ive la
ne6’ m
insid
ewalk
43’ m
inimu
m str
eet w
idth
7’ mi
npa
rking
6’ min
sidew
alk
C.2 S
ERVI
CE A
LLEY
/MAI
N ST
REET
CON
NECT
ION
TYPI
CAL S
ECTI
ON
4’ min
plantin
g4’
min
plantin
g11
’ min
drive
lane
11’ m
indr
ive la
ne8’
min
sidew
alk8’ m
insid
ewalk
53’ m
inimu
m str
eet w
idth
C.1
Stre
et cla
ssific
ation
s are
mea
nt to
be ty
pical
secti
ons o
f the r
oadw
ay. S
light
varia
tions
may
be
nece
ssar
y to a
ccom
moda
te dr
ivewa
ys,
varie
d lan
dsca
ping t
echn
iques
, stre
et fur
nitur
e, str
uctur
al co
nstra
ints,
etc.
7’ mi
npa
rking
secti
on
section
MP-
14
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esOC
TOBE
R 3,
200
8 DR
AFT
DEVELOPMENT STANDARDSSecon
dary
Con
nect
ions
C.3
Main
Stre
et/C.
2 Con
necti
on (p
ed on
ly)C.
4Ce
ntral
Way
Mid-
Bloc
k Con
necti
on
11. S
REE
CLA
SSIF
ICA
IO
C.4
4’ min
plantin
g14
’ min
pede
strian
path
6’ min
storef
ront
area
C.3 M
AIN
STRE
ET/C
.2 CO
NNEC
TION
(P
ED O
NLY)
TYP
ICAL
SEC
TION
C.4 C
ENTR
AL W
AY M
ID-B
LOCK
CON
NECT
ION
TYPI
CAL
SECT
ION*
8’ mi
nsid
ewalk
8’ mi
ndr
op of
f11
’ min
drive
lane
11’ m
indr
ive la
ne8’
min
drop
off
8’ mi
nsid
ewalk
54’ m
inimu
m mi
d-blo
ck ac
cess
widt
hC.
3
Stre
et cla
ssific
ation
s are
mea
nt to
be ty
pical
secti
ons o
f the r
oadw
ay. S
light
varia
tions
may
be
nece
ssar
y to a
ccom
moda
te dr
ivewa
ys,
varie
d lan
dsca
ping t
echn
iques
, stre
et fur
nitur
e, str
uctur
al co
nstra
ints,
etc.
* The
conn
ectio
n to C
entra
l Way
will
be a
right
in, rig
ht ou
t per
City
of
Kirkl
and s
treet
stand
ards
CK-
R.22
)
drive lane
drive lane
drop off
drop off
sidewalk
sidewalk
24’ m
inimu
m
8’ min
8’ min
11’ min11’ min
8’ min
8’ min
secti
onsecti
on
C.4 C
ENTR
AL W
AY M
ID-B
LOCK
CO
NNEC
TION
SCH
EMAT
IC P
LAN
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-15
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
SIE
LAI
Ov
erall
Inte
nt:
To cr
eate
a rich
pede
strian
-or
iented
envir
onme
nt an
d su
cces
sful m
ixed-
use
cente
r.
1.St
reet
scap
e.
Inte
nt: T
o m
ainta
in a
cont
inuo
us an
d sa
fe st
reet
scap
e wi
th a
pede
stria
n-fri
endl
y cha
ract
er.
a. Si
dewa
lks sh
ould
maint
ain at
leas
t a 6-
8ft cl
ear z
one f
or
pede
strian
trav
el.b.
All s
treets
shou
ld co
ntribu
te to
the ph
ysica
l safe
ty an
d co
mfor
t of p
edes
trians
. Pro
vide b
oth of
the f
ollow
ing w
here
fea
sible
to he
lp de
fine t
he si
dewa
lk sp
ace:
On-st
reet
parki
ng, (
see s
treet
class
ificati
ons,
pgs 8
-14)
• A
well-d
efine
d ame
nity z
one s
et to
the cu
rb fo
r •
unde
rstor
y plan
ting,
stree
t tree
s*, a
nd ot
her s
treet
furnit
ure s
uch a
s ben
ches
, tras
h rec
eptac
les, s
igns
wher
e res
taura
nts ar
e anti
cipate
d the
side
walk
shou
ld be
•
wide
enou
gh to
acco
mmod
ate ou
tdoor
seati
ng.
c.Us
e des
ign el
emen
ts su
ch as
sepa
rate
store
fronts
, pe
destr
ian-o
riente
d sign
s, ex
terior
light
fixtur
es, a
wning
s an
d ove
rhan
gs to
add i
ntere
st an
d give
a hu
man d
imen
sion
to str
eet-le
vel b
uildin
g fac
ades
.d.
In ge
nera
l, buil
dings
shou
ld be
set a
s clos
e as p
ossib
le to
sidew
alk to
estab
lish a
ctive
, live
ly us
es. M
aintai
n a
conti
nuou
s stre
et wa
ll, lim
iting g
aps t
o tho
se ne
cess
ary t
o ac
comm
odate
vehic
ular a
nd pe
destr
ian ac
cess
.e.
Enco
urag
e rec
esse
d main
build
ing an
d/or s
hop e
ntran
ces
cons
isten
t with
a tra
dition
al “m
ain st
reet”
desig
n tha
t is
invitin
g and
prom
otess
treets
cape
conti
nuity
.f.
The c
orne
rs of
build
ings l
ocate
d at s
treet
inter
secti
ons m
ay
rece
ss to
prom
ote vi
sibilit
y and
allow
for a
colle
ction
of
peop
le.g.
Allow
larg
er bu
ilding
s to r
eces
s fro
m the
side
walk
edge
to
allow
for
entry
fore
-cour
ts, pr
ovide
d stre
et co
ntinu
ity is
not
inter
rupte
d alon
g the
majo
rity of
the b
lock.
spec
ialpa
ving
retai
l entr
ance
s op
ening
to pl
aza/
stree
t
gene
rous
grou
nd
level
facad
e tra
nspa
renc
y
distin
ctive
lighti
ng
main
stree
t
stree
t leve
l face
d with
rece
ssed
entra
nces
, ped
estria
n or
iented
sign
s, an
d stre
et tre
es
unde
rstor
ypla
nting
on-st
reet
parki
ng
6-8’
sidew
alk
clear
zone
4-
6’
amen
ity zo
ne
sidew
alk zo
nes
2-4’
store
front
zone
12. A
LL D
ISRI
CS
RETA
IL/OF
FICE
HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
*Mino
r dev
iation
s for
stre
et tre
es an
d majo
r plan
ting
spac
es m
ay be
nece
ssar
y in s
ome s
pace
s due
to
struc
tural
cons
traint
s. co
rner
trea
tmen
ts
DG- 1
6Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES12. A
LL D
ISRI
CS
SIE
LAI
2.
ublic
Spa
ces
la
as C
ourty
ards
and
Seat
in A
reas
Inte
nt: T
o pr
ovid
e a fr
iendl
y ped
estri
an en
viron
men
t by
crea
ting
a var
iety o
f usa
ble a
nd in
tere
stin
g pu
blic
and
sem
i-pub
lic o
pen
spac
es w
ithin
priv
ate d
evelo
pmen
t
a. Ma
ke pl
azas
and c
ourty
ards
comf
ortab
le for
huma
n acti
vity
and s
ocial
inter
actio
n – st
andin
g, sit
ting,
talkin
g, ea
ting.
b. De
fine a
nd co
ntain
outdo
or sp
aces
thro
ugh a
comb
inatio
n of
build
ing an
d lan
dsca
pe; o
versi
zed s
pace
s tha
t lack
co
ntainm
ent a
re di
scou
rage
d.c.
Esta
blish
pede
strian
pathw
ays t
hat li
nk pu
blic s
pace
s to
other
publi
c spa
ces a
nd st
reets
. d.
Plaz
as an
d cou
rtyar
ds sh
ould
includ
e the
follo
wing
:Pl
anter
s and
tree
s to b
reak
up sp
ace.
• Se
ating
, suc
h as b
ench
es, ta
bles,
or lo
w se
ating
wall
s.•
Spec
ial pa
ving,
such
as in
tegra
l colo
red/s
taine
d •
conc
rete,
brick
, or o
ther u
nit pa
vers.
Spec
ialty
pede
strian
scale
bolla
rds o
r othe
r typ
es of
•
acce
nt lig
hting
.An
d at le
ast o
ne of
the f
ollow
ing:
Publi
c art.
• W
ater f
eatur
e.•
e. De
sign s
pace
s to a
llow
for va
riety
and i
ndivi
duali
zatio
n of
tempo
rary
instal
lation
s suc
h as:
lighti
ng, b
anne
rs, ar
twor
k, etc
.
3.En
viron
men
tal C
onsid
erat
ions
.
Cons
ider e
nviro
nmen
tal co
nditio
ns su
ch as
sun,
shad
e and
pr
evail
ing w
inds w
hen p
ositio
ning c
ourty
ards
and o
utdoo
r se
ating
area
s. Co
nside
r inclu
ding t
he fo
llowi
ng am
enitie
s:a.
Prov
ide fe
ature
s and
amen
ities t
o enc
oura
ge an
d en
hanc
e ped
estria
n and
bicy
cle ac
cess
thro
ugh o
ut the
pr
oject.
b.
Prov
ide Lo
w-Im
pact
Desig
n (LID
) stor
mwate
r tre
atmen
t tec
hniqu
es de
signe
d to r
educ
e or p
reve
nt sto
rmwa
ter
dispo
sal.
plaza
spac
e with
seati
ng
and l
ands
capin
gco
urtya
rd w
ith se
ating
and
water
featu
res
conta
ined o
utdoo
r spa
ce w
ith sp
ecial
pavin
g, lan
dsca
ping,
seati
ng an
d ped
estria
n link
ages
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
LID st
ormw
ater p
lantin
g tre
atmen
t
RETA
IL/OF
FICE
HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
centr
al pla
za
gatew
ayga
rden
atrium
/bree
zewa
y
plaza
cour
tyard
cour
tyard
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-17
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
12. A
LL D
ISRI
CS
SIE
LAI
4.
Pede
stria
n Co
nnec
tions
and
Way
findi
ng
Inte
nt: T
o cr
eate
a ne
twor
k of s
afe,
attra
ctive
, and
id
entifi
able
linka
ges f
or p
edes
trian
s.
a. Cl
early
defin
ed pe
destr
ian co
nnec
tions
shall
be pr
ovide
d at
locati
ons s
pecifi
ed in
the S
treet
Clas
sifica
tion s
ectio
ns (p
gs
8 -14
).
5.Li
htin
Inte
nt: T
o en
sure
that
light
ing
cont
ribut
es to
the c
hara
cter
of
the p
rojec
t, pr
ovid
es p
erso
nal s
afet
y, an
d do
es n
ot
dist
urb
adjac
ent d
evelo
pmen
ts an
d re
siden
ces
a. Us
e City
-app
rove
d fixtu
res f
or st
reet
lighti
ng al
ong t
he ci
ty str
eets.
b. Lig
hting
elem
ents
throu
ghou
t the p
rojec
t and
on ad
joinin
g rig
hts of
way
shou
ld be
coor
dinate
d, inc
luding
publi
c ope
n sp
aces
, acc
ent li
ghtin
g, an
d stre
ets.
c. A
ccen
t ligh
ting a
long p
ublic
right
of wa
y sho
uld be
soft i
n ch
arac
ter an
d enr
ich th
e ped
estria
n stre
et life
. d.
Acc
ent li
ghtin
g with
in the
centr
al pe
destr
ian sp
ace s
hould
be
cong
ruou
s with
the c
hara
cter o
f the p
rojec
t and
the a
rts an
d pe
destr
ian sp
ace c
ommi
tmen
ts (se
e pag
e 6) .
e. Lig
hting
shou
ld inc
lude n
on-g
laring
desig
n solu
tions
, suc
h as
cut o
ff fixtu
res t
hat a
void
light
spilli
ng ov
er on
to oth
er
prop
ertie
s.f.
Flood
lighti
ng of
entire
build
ing fa
cade
s is d
iscou
rage
d.g.
Lighti
ng on
uppe
r leve
ls sh
ould
be se
nsitiv
e to r
eside
nces
an
d driv
ers.
6.Sc
reen
in o
f ra
sh an
d Se
rvice
Are
as
Inte
nt: T
o sc
reen
tras
h an
d se
rvice
area
s fro
m p
ublic
view
.
a.Al
l ser
vice,
loadin
g and
tras
h coll
ectio
n are
as sh
all be
sc
reen
ed by
a co
mbina
tion o
f plan
ting a
nd ar
chite
ctura
l tre
atmen
t sim
ilar t
o the
desig
n of th
e adja
cent
build
ing.
b. A
void
wher
e eve
r pos
sible
locati
ng se
rvice
, load
ing an
d tra
sh co
llecti
on fa
cilitie
s in p
edes
trian-
orien
ted ar
eas.
pass
agew
ay w
ith re
tail a
nd pe
destr
ian-sc
ale lig
hting
clear
pede
strian
conn
ectio
n alle
y with
retai
l an
d lan
dsca
ping
pede
strian
-scale
d ligh
ting
servi
ce sc
reenin
g
artful
and e
xpres
sive l
ightin
g
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
CENT
RAL R
ETAI
L HUB
DG- 1
8Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES. S
ins
A
aste
r Si
n lan
will
be cr
eate
d wi
th th
e City
that
is
in ke
epin
with
the f
ollo
win
des
in
obec
tives
Inte
nt: T
o cr
eate
sign
s tha
t are
crea
tive,
enga
ging
and
effe
ctive
fo
r a va
riety
of u
ser g
roup
s and
resp
ond
to a
varie
ty o
f sp
aces
.
a. Si
gnag
e sho
uld be
comp
lemen
tary a
nd in
tegra
ted w
ith th
e un
ique c
hara
cter o
f the s
pecifi
c dist
ricts
and/o
r buil
dings
wh
ere t
hey a
re lo
cated
.
b. Si
gnag
e sho
uld be
high
quali
ty an
d con
sisten
t with
the
conte
mpor
ary u
rban
/down
town c
hara
cter o
f com
para
ble
deve
lopme
nts in
simi
lar re
gions
.
c. Th
e des
ign of
build
ings s
hould
iden
tify lo
catio
ns, s
izes a
nd
gene
ral d
esign
for f
uture
sign
age.
d. Th
e Mas
ter S
ign P
lan sh
ould
includ
e a hi
erar
chy o
f elem
ents
base
d on u
se an
d fun
ction
, suc
h as:
site s
ignag
e for
entrie
s, wa
yfind
ing, P
arkp
lace i
denti
ty•
build
ing si
gnag
e for
• ad
dres
sing a
nd la
ndma
rking
tenan
t sign
age t
o enc
oura
ge ex
pres
sive i
ndivi
duali
zatio
n.•
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
signa
ge in
tegra
ted w
ith th
e buil
ding d
esign
uniqu
e cha
racte
r of p
edes
trian-
orien
ted re
tail s
ignag
e
12. A
LL D
ISRI
CS
SIE
LAI
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-19
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
12. A
LL D
ISRI
CS
ILDI
DES
I1.
Orien
tatio
n to
the S
treet
Inte
nt: E
nsur
e tha
t bui
ldin
gs co
ntrib
ute t
o th
e live
lines
s of
Par
kplac
e’s p
ublic
spac
es, a
nd o
vera
ll com
mun
ity
char
acte
r.
The f
ollow
ing de
sign t
reatm
ents
shou
ld ap
ply to
area
s with
re
quire
d reta
il fro
ntage
s, (se
e diag
ram
on pa
ge 7)
:
a.St
reets
and p
ublic
spac
es sh
ould
be en
liven
ed by
sto
refro
nts, w
indow
s, me
rchan
dise a
nd ot
her a
ctivit
y. Bu
ilding
s sho
uld be
desig
ned w
ith fr
eque
nt en
tranc
es to
en
cour
age m
ulti-te
nant
occu
panc
y and
walk
-in tr
affic.
b. Gr
ound
leve
l retai
l heig
hts sh
ould
be be
twee
n 14-
18 fe
et in
heigh
t.c.
Entra
nces
: Prin
cipal
build
ing en
try sh
ould
be vi
sible
from
the st
reet
and p
ublic
spac
e and
mar
ked b
y lar
ge en
try
door
s, ca
nopy
/portic
o/ove
rhan
g.d.
Tran
spar
ency
: To p
rovid
e a vi
sual
conn
ectio
n betw
een
activ
ities,
grou
nd flo
or fa
çade
s sho
uld pr
ovide
the
follow
ing m
inimu
m sta
ndar
ds
wind
ows o
f clea
r visi
on gl
ass (
i.e. tr
ansp
aren
t) •
begin
ning n
o high
er th
at 2’
abov
e gra
de to
at le
ast 1
0‘ ab
ove g
rade
60%
mini
mum
of fac
ade l
ength
alon
g Cen
tral W
ay,
• P.1
, P.2
shou
ld pr
ovide
tran
spar
ency
50%
mini
mum
of fac
ade l
ength
alon
g A.1,
A.4
shou
ld •
prov
ide tr
ansp
aren
cy.
e. W
eathe
r Pro
tectio
n: To
prov
ide pe
destr
ians c
over
from
we
ather,
cano
pies o
r awn
ings s
hould
be:
a mini
mum
of 5 f
eet in
widt
h unle
ss in
confl
ict w
ith
• ve
hicles
at lea
st 75
% of
faca
des a
long r
equir
ed re
tail fr
ontag
es
• co
nstru
cted o
f per
mane
nt, du
rable
vario
us m
ateria
ls all
owed
to va
ry in
desig
n •
enco
urag
ed to
have
conti
nuity
, mini
mizin
g gap
s.•
stree
t leve
l emp
hasis
Build
ing lig
hting
prov
ides
safet
y and
visu
al int
eres
t
Tran
som
Larg
e clea
r wind
ows
allow
busin
esse
s to t
hrive
Kick
plate
Wea
ther p
rotec
tion a
long
stree
ts lev
el fac
ade
Multip
le sto
refro
nts, r
eces
sed
entry
bay a
nd va
ried r
etail
signa
ge
Faca
de tr
ansp
aren
cy
betw
een 2
’ and
10’
abov
e stre
et lev
el
Plint
hs/co
lumns
pede
strian
-orie
nted s
treet
level
facad
e
build
ing de
sign t
hat e
nhan
ces t
he ac
tivity
on th
e stre
et wi
th mu
ltiple
store
fronts
, and
a va
riety
of sig
nage
, awn
ings a
nd m
erch
andis
e dis
playe
d.
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
A .1
A .2
C
.4
Y A W
L A R T
N
E C
T E E R T S H T 6
P.1
4th A
venu
e
5 h t S t e e r t
4 h t S t e e r t
C .1
C . 3
C .2
A .4
P.2
A .3
14-1
8’ mi
n re
tail h
eight
DG- 2
0Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
A .1
A .2
C
.4
Y A W
L A R T
N
E C
T E E R T S H T 6
P.1
4th A
venu
e
5 h t S t e e r t
4 h t S t e e r t
C .1
C . 3
C .2
A .4
P.2
A .3
2.as
sinAr
ticul
atio
n
Inte
nt: T
o cr
eate
a va
riety
of f
orm
and
mas
sing
thro
ugh
artic
ulat
ion
and
use o
f mat
erial
s to
main
tain
a pe
dest
rian
scale
.
a.In
gene
ral, b
reak
down
the s
cale
and m
assin
g of b
uildin
gs
into s
malle
r and
varie
d volu
mes.
b.Bu
ilding
s sho
uld di
sting
uish a
“bas
e” us
ing ar
ticula
tion a
nd
mater
ials.
Includ
e reg
ulatin
g line
s and
rhyth
ms w
hich m
ay
includ
e cor
nice l
ines,
belt l
ines,
door
s and
wind
ows,
etc to
cre
ate a
pede
strian
-scale
d env
ironm
ent.
c.Pr
ovide
clea
r patt
ern o
f buil
ding o
penin
gs. W
indow
s, ba
lconie
s and
bays
shou
ld un
ify a
build
ing’s
stree
t wall
and
add c
onsid
erab
ly to
a faç
ade’s
thre
e-dim
ensio
nal q
uality
. d.
The u
se of
ribbo
n wind
ows a
nd m
irror
ed gl
ass i
s stro
ngly
disco
urag
ed.
e. Em
ploy m
ajor a
rchite
ctura
l exp
ress
ions i
nto th
e faç
ade,
roof
form,
mas
sing a
nd or
ientat
ion, s
uch a
s tow
er fo
rms,
over
-size
d wind
ows a
nd en
tranc
es to
dema
rcate
impo
rtant
gatew
ays a
nd in
terse
ction
s; str
ong c
orne
r mas
sing c
an
functi
on as
a vis
ual a
ncho
r at k
ey lo
catio
ns w
ithin
the pr
oject
area
. See
diag
ram
(left)
for e
ncou
rage
d key
loca
tions
.f.
Build
ing m
odula
tion s
hould
be em
ploye
d to b
reak
up lo
ng
facad
es an
d cre
ate a
visua
l inter
est u
nique
to ea
ch bu
ilding
in
the pr
oject.
The
type
of m
odula
tion s
hould
be de
termi
ned
by th
e ove
rall d
esign
conc
ept o
f eac
h buil
ding,
using
dim
ensio
ns fr
om w
indow
size
s, co
lumn s
pacin
g, ra
in sc
reen
pa
nelin
g, etc
to a
deter
mine
a dis
tinct
desig
n solu
tion.
g.Ro
of Si
lhoue
ttes:
Expr
ess r
oofs
in va
ried w
ays.
• Gi
ve co
nside
ratio
n to p
otenti
al vie
ws of
the r
oof to
p fro
m •
adjac
ent b
uildin
gs.
Avoid
mon
otono
us de
sign
• h.
Roo
ftop
Equip
ment.
Loca
te an
d/or s
creen
rooft
op
equip
ment
so th
at it i
s not
visibl
e fro
m str
eets
and o
ther
publi
c spa
ces.
Use m
ethod
s of r
oofto
p scre
ening
that
are
integ
ral to
the b
uildin
g’s fo
rm.
ILDI
DES
I
wind
ow pa
ttern
s, ar
ticula
tion
arch
itectu
ral e
xpre
ssion
wind
ow pa
ttern
s, ar
ticula
tion,
build
ing m
odula
tion
roof
forms
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
12. A
LL D
ISRI
CS
* * *
** *co
rner
trea
tmen
ts (se
e 2.e.
)
corn
er tr
eatm
ents
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-21
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
12. A
LL D
ISRI
CS
ILDI
DES
I3.
lank
all r
eatm
ents
Inte
nt: T
o re
duce
the v
isual
impa
ct o
f blan
k wall
s by
prov
idin
g vis
ual in
tere
st.
a.Al
thoug
h blan
k wall
s are
gene
rally
not e
ncou
rage
d alon
g pu
blic s
treets
and p
edes
trian s
pace
s, the
re m
ay be
a few
occa
sions
in w
hich t
hey a
re ne
cess
ary f
or fu
nctio
nal
purp
oses
. Any
blan
k wall
s in t
hese
loca
tions
that
are
longe
r tha
n20 f
eet s
hould
inco
rpor
ate tw
o or m
ore o
f the
follow
ing:
Vege
tation
, suc
h as t
rees
, shr
ubs,
grou
nd co
ver a
nd or
•
vines
adjac
ent to
the w
all su
rface
.Ar
twor
k, su
ch as
bas-r
elief
sculp
ture,
mura
ls, or
trell
is •
struc
tures
.Se
ating
area
with
spec
ial pa
ving a
nd pl
antin
g.•
Arch
itectu
ral d
etailin
g, re
veals
, con
trasti
ng m
ateria
ls or
•
other
spec
ial vi
sual
inter
est.
4.En
cour
ae
ih-
ualit
y Des
in
Inte
nt: T
o en
sure
that
all b
uild
ings
in th
e pro
ject a
rea
are c
onst
ruct
ed as
a qu
ality
addi
tion
to th
e Kirk
land
Com
mun
ity.
a.Ex
terior
arch
itectu
ral d
esign
and b
uildin
g mate
rials
shou
ld ex
hibit p
erma
nenc
e and
quali
ty ap
prop
riate
to an
urba
n se
tting.
5.ui
ldin
Dive
rsity
Inte
nt: T
o en
sure
that
bui
ldin
gs in
the p
rojec
t are
dist
inct
an
d re
spon
d to
the u
niqu
e cha
ract
er o
f the
ir sp
ecifi
c di
stric
t.
a. B
uildin
gs sh
ould
be de
signe
d to i
ntegr
ate w
ith ea
ch ot
her,
while
demo
nstra
ting a
rchite
ctura
l dive
rsity.
Buil
dings
shou
ld be
resp
onsiv
e to e
ach s
pecifi
c dist
rict a
nd its
site
cond
itions
.
b. Ma
terial
s sho
uld be
selec
ted to
integ
rate
with
each
othe
r, whil
e all
owing
a ric
hnes
s of a
rchite
ctura
l dive
rsity.
c. W
indow
s sho
uld in
corp
orate
varia
tion i
n patt
ernin
g betw
een
build
ings.
build
ings u
sing h
igh qu
ality
mater
ials a
t the s
treet
level
colum
ns, tr
ellis,
art a
nd va
ried m
ateria
ls off
er vi
sual
appe
al on
blan
k wall
s
a gre
en w
all ca
n soft
en an
othe
rwise
unwe
lcomi
ng
stree
t leve
l faca
de
Over
all In
tent
: To
crea
te a r
ich pe
destr
ian-
orien
ted en
viron
ment
and
succ
essfu
l mixe
d-us
e cen
ter.
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
DG- 2
2Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINESco
rner
diag
ram
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
SIE
LAI
1. In
corp
orat
ion
of r
ianul
ar L
ot
atew
ay
arde
nInc
orpo
rate
the no
rthea
st tria
ngula
r lot (
exce
ss rig
ht-of-
way)
into t
he pr
oject
desig
n to c
reate
a dis
tinct
gatew
ay en
tranc
e tha
t is in
tegra
ted w
ith th
e Par
kplac
e dev
elopm
ent. I
nclud
e:a.
ub
lic A
cces
s: Pu
blic a
cces
s into
the s
ite sh
ould
be
visibl
e and
acce
ssibl
e fro
m the
corn
er of
6th S
treet
and
Centr
al W
ay.
b.
ards
cape
e
etat
ion:
Pav
ing an
d lan
dsca
ping
mater
ials s
hould
iden
tify pe
destr
ian sp
aces
and a
cces
s.c.
ree
s and
Oth
er
lantin
: Lan
dsca
ping s
hould
be of
ap
prop
riate
scale
and s
pecie
s to m
ake a
sign
ifican
t ga
teway
gestu
re. T
rees
shou
ld be
selec
ted to
prov
ide
visibi
lity of
busin
esse
s, an
d main
taine
d to e
ncou
rage
pr
oper
grow
th an
d heig
ht.d.
Si
nae (
down
town e
ntry):
Inco
rpor
ate w
ayfin
ding
signa
ge di
recti
ng vi
sitor
s to:
Down
town,
Peter
Kirk
Par
k, W
aterfr
ont/M
arina
, City
Hall
, and
Civi
c Dist
rict.
2.
ublic
Spa
ce C
onne
ctin
to r
ianul
ar L
otDe
sign o
f add
itiona
l pub
lic sp
ace s
hould
be in
tegra
ted w
ith th
e tria
ngula
r lot to
prov
ide a
cong
ruou
s ped
estria
n env
ironm
ent.
a. ub
lic A
cces
s C
onne
ctpe
destr
ian ac
cess
to th
e ga
teway
gard
en, a
djace
nt str
eets
and p
ublic
open
spac
es.
b. ar
dsca
pe
eet
atio
n P
aving
and l
ands
capin
g ma
terial
s sho
uld id
entify
pede
strian
spac
es an
d acc
ess.
c. Se
atin
Inco
rpor
ate se
ating
alon
g ped
estria
n path
ways
an
d gath
ering
spac
es.
d. Ar
twor
k In
corp
orate
publi
c art
in an
appr
opria
te sc
ale to
dis
tingu
ish th
e sign
ifican
ce of
this
corn
er.
INTE
NT:
To cr
eate
a welc
oming
featu
re
to the
Par
kplac
e dev
elopm
ent
and d
ownto
wn K
irklan
d. Th
is ar
ea sh
ould
create
an in
viting
en
trywa
y tha
t is re
pres
entat
ive
of the
comm
unity
thro
ugh
the us
e of a
rt la
ndsc
ape a
nd
arch
itectu
re.
13a.
A
EA
DIS
RIC
gatew
ay fe
ature
s
uniqu
e lan
dsca
ping
publi
c art
lighti
ng
a gate
way b
uildin
g and
publi
c ope
n spa
ce ca
n tog
ether
shap
e a w
elcom
ing ga
therin
g spa
ce at
this
impo
rtant
corn
er
atriu
m/b
reez
eway
6TH STREET
CENT
RAL W
AY
pede
strian
acce
ss
pede
strian
acce
ss
gate
way
gard
en
gate
way
feat
ure
triang
ular lo
t
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-23
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
INTE
NT:
To cr
eate
a welc
oming
featu
re
to the
Par
kplac
e dev
elopm
ent
and t
he C
ity. T
his ar
ea sh
ould
create
an in
viting
entry
way
that is
repr
esen
tative
of
the co
mmun
ity th
roug
h the
us
e of a
rt la
ndsc
ape a
nd
arch
itectu
re.
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
galle
ria ac
cess
ing re
staur
ants
and l
ands
cape
d pub
lic
seati
ng ar
eas
open
air la
ttice c
over
ed at
rium
with
outdo
or ca
fe se
ating
13a.
AE
A D
ISRI
C
conc
eptua
l rend
ering
of co
rner
build
ings o
n 6th
and C
entra
l sh
owing
grou
nd le
vel s
etbac
ks an
d cha
nge o
f exp
ress
ion fo
r up
per le
vels
SIE
LAI
4. At
rium
ree
eway
Spa
ceCr
eate
a ped
estria
n con
necti
on, v
isuall
y ope
n, fro
m the
corn
er
of 6th
and C
entra
l into
the he
art o
f the p
rojec
t, (se
e stan
dard
s on
page
7). T
he at
rium/
bree
zewa
y spa
ce w
ill inc
lude t
he
follow
ing:
a. Co
vere
d walk
way
b. Pu
blic c
onne
ction
from
6th t
o cen
tral p
laza o
pen d
uring
re
gular
oper
ating
hour
sc.
Pede
strian
lighti
ngd.
Seati
ng
and m
ay co
nside
r inclu
ding:
e. En
close
d pub
lic sp
ace
f. Reta
il / re
staur
ant u
ses
g. Co
vere
d play
/acti
vity s
pace
.
5. Bu
ilding
s sho
uld be
sepa
rated
from
or di
ffere
ntiate
d fro
m ea
ch
other
at th
is co
rner
so th
at the
y are
not p
erce
ived a
s one
bu
ilding
.
poss
ible a
trium/
bree
zewa
y tre
atmen
ts:
bree
zewa
y betw
een b
uildin
gs
DG- 2
4Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINESga
teway
corn
er ap
proa
ches
ILDI
DES
I
1.ro
und
Leve
l re
atm
ent
a. Se
tbac
ks fr
om S
treet
s - T
he gr
ound
floor
leve
ls of
the
corn
er bu
ilding
shou
ld be
perm
itted t
o set
back
to al
low
for cu
t awa
y view
and o
bviou
s ped
estria
n con
necti
on
into t
he si
te.b.
Reta
il R
esta
uran
t se
s - D
esign
for r
etail a
nd
resta
uran
t use
s alon
g gro
und fl
oor o
f the c
orne
r bu
ilding
.c.
Deta
ils
isibl
e at D
iffer
ent
ovem
ent S
peed
s -
Incor
pora
te de
tails
in the
build
ing al
ong t
he co
rner
that
bring
visu
al int
eres
t at th
e ped
estria
n lev
el, as
well
as
for ve
hicula
r tra
ffic en
tering
Kirk
land.
2.pp
er L
evels
a. Ch
ane o
f Exp
ress
ion
at
erial
Cho
ices A
clea
r vis
ual d
ivisio
n betw
een u
pper
and l
ower
floor
s sho
uld
be in
corp
orate
d thr
ough
a ch
ange
in m
ateria
ls, co
lors,
and f
orms
.b.
Step
bac
ks A
modu
lated
step
back
shou
ld be
inc
orpo
rated
afte
r the
third
leve
l (app
roxim
ately
50’) o
n bu
ilding
faca
de al
ong C
entra
l Way
. This
step
back
can
vary
in de
pths f
rom
0-10
feet,
so lo
ng th
e upp
er le
vels
of bu
ilding
appe
ar to
be re
cedin
g fro
m the
base
.c.
op F
loor
Roo
f Ed
e - S
hould
have
a dis
tinct
profi
le ag
ainst
the sk
y thr
ough
elem
ents
such
as pr
ojecti
ons,
over
hang
s, co
rnice
s, ste
p bac
ks, tr
ellise
s, ch
ange
s in
mater
ial or
othe
r elem
ents.
d. A
ccen
t Li
htin
The
inno
vativ
e use
of ac
cent
lighti
ng
incor
pora
ted in
to the
build
ing fa
cade
is en
cour
aged
.Lig
hting
shou
ld inc
lude n
on-g
laring
desig
n solu
tions
, •
such
as cu
t off fi
xture
s tha
t avo
id lig
ht sp
illing
over
onto
other
prop
ertie
s.Flo
od lig
hting
of en
tire bu
ilding
faca
des i
s disc
oura
ged.
•
conc
eptua
l rend
ering
of co
rner
build
ings o
n 6th
and C
entra
l sh
owing
grou
nd le
vel s
etbac
ks an
d cha
nge o
f exp
ress
ion fo
r up
per le
vels
INTE
NT:
To cr
eate
a welc
oming
featu
re
to the
Par
kplac
e dev
elopm
ent
and t
he C
ity. T
his ar
ea sh
ould
create
an in
viting
entry
way
that is
repr
esen
tative
of
the co
mmun
ity th
roug
h the
us
e of a
rt la
ndsc
ape a
nd
arch
itectu
re.
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
13a.
A
EA
DIS
RIC
acce
nt an
d ped
estria
n ligh
ting
appr
ox 50
ft
5 ft
appr
ox 50
ft
10ft
5 ft
poss
ible u
pper
leve
l step
back
s
exam
ple of
10’ s
tep ba
ck m
odula
tion
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-25
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
13b.
CERA
L A
DIS
RIC
SIE
LAI
1. En
cour
age a
nd ac
tivate
the s
treet
edge
by in
corp
orati
ng:
on-st
reet
parki
ng al
ong C
entra
l Way
• bu
ilding
s loc
ated u
p to t
he ed
ge of
the s
idewa
lk •
store
front
and h
otel e
ntran
ces
• ge
nero
us si
dewa
lk am
enity
zone
(tre
es, li
ghts,
benc
hes,
• se
e sec
tion o
n pg 9
)str
eet tr
ee se
lectio
n and
spac
ing th
at pr
ovide
visu
al •
conti
nuity
, buff
ers p
edes
trians
from
the b
usy s
treet,
and
allow
s visi
bility
of re
tail
pede
strian
• si
gnag
e.
2. Re
duce
the l
ength
of th
e stre
et wa
ll by p
ulling
back
po
rtions
of th
e buil
ding a
t the g
roun
d lev
el fro
m the
stre
et ed
ge in
key l
ocati
ons,
prov
ided s
treet
conti
nuity
is no
t int
erru
pted.
3. Th
e lim
ited v
ehicu
lar ac
cess
to m
id-blo
ck co
nnec
tion m
ay
be ac
cess
ed fr
om C
entra
l Way
and i
nto th
e inte
rior o
f the
proje
ct, (p
er C
.4 se
ction
on pg
14).
Pede
strian
acce
ss
along
this
route
shou
ld inc
lude p
edes
trian-
scale
d ligh
ting
and a
clea
r con
necti
on to
the s
treets
cape
/plaz
a spa
ce on
the
oppo
site s
ide.
INTE
NT:
To re
spon
d to C
entra
l ay
as
a ma
or ar
terial
that
links
do
wntow
n Kirk
land w
ith th
e ar
eas e
ast a
nd be
yond
Pa
rkplac
e mus
t take
adva
ntage
of
this
traffic
volum
e an
d ac
tivity
to he
lp cre
ate a
multi-
functi
oning
pede
strian
-scale
sh
oppin
g stre
et.
retai
l edg
e of C
entra
l Way
large
tree
sp
ecies
on-st
reet
parki
ngsm
allco
urtya
rd
ped-
scale
dlig
htve
hicula
r-sc
aled
light
build
ing se
t to si
dewa
lk wi
th on
-stre
et pa
rking
cour
tyard
and g
racio
us en
try al
ong C
entra
l Way
Gathe
ring Z
one
Centr
al W
ay
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
amen
ity zo
ne
DG- 2
6Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES13b.
CERA
L A
DIS
RIC
ILDI
DES
I
1. Re
duce
appa
rent
bulk
of bu
ilding
s alon
g Cen
tral W
ay by
inc
orpo
ratin
g a 20
foot
uppe
r leve
l step
back
after
the t
hird
(3rd
) stor
y alon
g the
majo
rity of
the f
acad
e. Ho
weve
r in pl
aces
, ste
p bac
ks ca
n var
y in d
epths
from
0-20
feet,
so lo
ng as
the
over
all up
per le
vels
of bu
ilding
appe
ar to
be re
cedin
g fro
m the
ba
se.
2. Fa
cade
s tha
t are
step
ped b
ack s
hould
be di
sting
uishe
d by a
ch
ange
in el
emen
ts su
ch as
wind
ow de
sign,
railin
gs, tr
ellise
s, de
tails,
mate
rials
and/o
r colo
r so t
hat th
e res
ult is
a ric
hly
orga
nized
comb
inatio
n of fe
ature
s tha
t face
the s
treet.
3. Ba
lconie
s, ter
race
s and
land
scap
ing fe
ature
s are
enco
urag
ed
in up
per le
vel s
tep ba
cks.
INTE
NT:
To re
spon
d to C
entra
l ay
as
a ma
or ar
terial
that
links
do
wntow
n Kirk
land w
ith th
e ar
eas e
ast a
nd be
yond
Pa
rkplac
e mus
t take
adva
ntage
of
this
traffic
volum
e an
d ac
tivity
to he
lp cre
ate a
multi-
functi
oning
pede
strian
-scale
sh
oppin
g stre
et.
exam
ples o
f var
ied st
ep ba
cks
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-27
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
SIE
LAI
INTE
NT:
To cr
eate
a stro
ng co
nnec
tion
from
the pa
rk an
d dow
ntown
co
re th
at all
ows f
or cl
ear
pede
strian
flow
to a
nd in
to th
e sit
e by i
ncor
pora
ting e
ngag
ing
build
ing fr
ontag
es an
d othe
r de
sign t
reatm
ents.
1. Inc
orpo
rate
ample
land
scap
ing an
d dist
inctiv
e ligh
ting.
2. Inc
orpo
rate
raise
d cro
sswa
lks 20
’ mini
mum
in wi
dth an
d sp
ecial
pavin
g to p
romo
te pe
destr
ian pr
iority
alon
g the
pr
omen
ade (
see s
treet
secti
on on
page
12)
3. En
cour
age r
etail s
pill o
ut sp
aces
and l
ands
cape
d co
urtya
rds a
long t
he bu
ilding
edge
. Brin
g the
“indo
or”
out a
nd th
e “ou
tdoor
” in by
spilli
ng re
tail s
pace
s onto
the
side
walk
and
creati
ng sm
all ga
therin
g spa
ces a
long
build
ing ed
ges.
4. Cr
eate
a visu
al ba
rrier
for d
river
s betw
een t
he dr
ive la
ne
and p
edes
trian w
alkwa
y alon
g the
Pete
r Kirk
Par
k edg
e us
ing on
e or m
ore e
lemen
ts su
ch as
: plan
tings
, boll
ards
, sm
all se
ating
wall
s, sto
ne ar
twor
k, etc
. (se
e sec
tion o
n pa
ge 12
).
1. Bu
ilding
s sha
ll add
ress
park
and p
rome
nade
stre
et by
inc
orpo
ratin
g:ter
race
s and
balco
nies
• en
tranc
es to
retai
l alon
g pro
mena
de•
grea
ter tr
ansp
aren
cy at
grou
nd flo
or•
stree
t fron
t cou
rtyar
ds•
retai
l spil
l-out
spac
es.
•
2. W
here
feas
ible,
prov
ide ro
oftop
terra
ces o
n low
er ro
of lev
els as
gathe
ring s
pace
s tha
t inclu
de su
ch am
enitie
s as
: seati
ng•
lands
capin
g•
cano
pies o
r cov
ering
s for
wea
ther p
rotec
tion
• pu
blic a
cces
s •
open
durin
g reg
ular o
pera
ting h
ours.
13c.
ARK
IER
FACE
DIS
RIC
park
inter
face
pede
strian
lighti
ngra
ised,
spec
ially
pave
d cro
sswa
lks
spec
ial pl
antin
gsp
ill ou
t cou
rtyar
ds
for re
staur
ants
lands
cape
dba
lconie
s
build
ings a
ddre
ssing
prom
enad
e and
prov
iding
stre
et fro
nting
cour
tyard
s
retai
l spil
l out
spac
es
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
ILDI
DES
I
DG- 2
8Ki
rkla
nd P
arkp
lace
Mas
ter P
lan
and
Desig
n Gu
idel
ines
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINESSI
E LA
I
1. Th
e cen
tral p
laza s
pace
(see
pede
strian
spac
e stan
dard
s, pg
7) sh
ould
be a
signifi
cant
gathe
ring a
nd ac
tivity
spac
e by
inco
rpor
ating
the f
ollow
ing:
spec
ial pa
ving
• wa
ter fe
ature
• sp
ecial
land
scap
ing•
seati
ng- c
over
ed an
d ope
n•
distin
ct lig
hting
• ac
cess
to su
nligh
t•
acco
mmod
ation
s for
conc
erts/
perfo
rman
ces
•
2. Th
e plaz
a spa
ce sh
ould
be su
ppor
ted as
an im
porta
nt ac
tivity
spac
e by b
eing s
urro
unde
d by a
ctive
publi
c-or
iented
amen
ities s
uch a
s gro
und fl
oor r
etail,
resta
uran
ts an
d cafe
s.
3. Lo
cate
plaza
at or
near
stre
et gr
ade t
o pro
mote
phys
ical
and v
isual
conn
ectio
n to t
he st
reet
and a
djace
nt bu
ilding
s an
d the
ir entr
ance
s.
4. De
sign o
utdoo
r spa
ce w
ith sa
fety i
n mind
; pub
lic pl
azas
sh
ould
prom
ote vi
sibilit
y fro
m the
stre
et an
d pro
vide
arch
itectu
rally
comp
atible
lighti
ng to
enha
nce n
ight ti
me
secu
rity.
5. A
10 fo
ot pe
rman
ent la
ndsc
aped
edge
alon
g the
south
east
prop
erty
line a
djace
nt to
resid
entia
l use
s sho
uld be
inc
orpo
rated
with
in the
stre
et de
sign,
(see s
ectio
n on
page
11 an
d diag
ram
to the
left a
s sho
wn:
).
6. Th
is dis
trict s
hould
also
cons
ider p
rovid
ing:
small
retai
l pav
ilion
• ch
ildre
n’s in
terac
tive f
eatur
e.•
INTE
NT:
To es
tablis
h a vi
bran
t Cen
tral
etail
ub w
ith ac
tivate
d pu
blic s
pace
and r
etailw
indow
sh
oppin
g exp
erien
ce w
ith m
ix of
uses
over
lookin
g a co
mmon
ce
ntral
plaa.
centr
al pla
za
water
featur
esp
ecial
typa
ving
spec
iallan
dsca
ping
open
seati
ng
retai
l use
s fra
ming
the
plaz
a/stre
et
large
plaz
a spa
ce w
ith di
stinc
tive
lighti
ng an
d inte
racti
ve w
ater
featur
e
plaza
spac
e with
spec
ial pa
ving
and s
eatin
g and
small
retai
l pa
vilion
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
13.d
CERA
L RE
AIL
lands
cape
d edg
e alon
g adja
cent
resid
entia
l use
resid
entia
lde
velop
ment
10 ft
lands
cape
buffe
r
prop
erty
line
Kirk
land
Par
kpla
ce M
aste
r Pla
n an
d De
sign
Guid
elin
esDG
-29
OCTO
BER
3, 2
008
DRAF
T
DESIGN GUIDELINES
ILDI
DES
I
1. Lo
wer le
vel fa
cade
s with
pred
omina
ntly r
etail u
ses
shou
ld loc
ate en
tranc
es at
the s
idewa
lk or
edge
of
publi
c spa
ce to
fram
e ped
estria
n spa
ces i
n key
loc
ation
s.
2. W
here
feas
ible,
prov
ide ro
oftop
terra
ces o
n low
er
roof
levels
as ga
therin
g spa
ces t
hat in
clude
such
am
enitie
s as:
seati
ng•
lands
capin
g•
cano
pies o
r cov
ering
s for
wea
ther p
rotec
tion
• pu
blic a
cces
s •
open
durin
g reg
ular o
pera
ting h
ours.
3. In
orde
r to m
axim
ize th
e amo
unt o
f sun
light
in the
ce
ntral
plaza
, buil
ding B
as de
picted
in th
e diag
ram
below
shou
ld be
conta
ined u
nder
a lin
e at a
41
degr
ee an
gle m
easu
red f
rom
the ce
nter o
f the p
laza,
per d
iagra
ms be
low.
INTE
NT:
To es
tablis
h a vi
bran
t Cen
tral
etail
ub w
ith ac
tivate
d pu
blic s
pace
and r
etailw
indow
sh
oppin
g exp
erien
ce w
ith a
mix
of us
es ov
erloo
king a
comm
on
centr
al pla
a.
CENT
RAL R
ETAI
L HUB
GATE
WAY
PARK INTERFACE
CENT
RAL W
AY
13.d
CERA
L RE
AIL
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s fra
ming
pe
destr
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�
Appendix D Draft Planned Action Ordinance
�
1
DRAFT ORDINANCE _________
AN ORDINANCE OF THE CITY OF KIRKLAND RELATING TO LAND USE AND PLANNING; ESTABLISHING A PLANNED ACTION FOR THREE AREAS IN THE MOSS BAY NEIGHBORHOOD GENERALLY LOCATED EAST OF PETER KIRK PARK, SOUTH OF CENTRAL WAY/NE 85TH STREET, WEST OF 10TH STREET, AND NORTH OF KIRKLAND WAY PURSUANT TO THE STATE ENVIRONMENTAL POLICY ACT, RCW 43.21C.031.
WHEREAS, the State Environmental Policy Act (“SEPA”, 43.21C)) and implementing rules (WAC 197-11) provide for the integration of environmental review with land use planning and project review through designation of “Planned Actions” by jurisdictions planning under the Growth Management Act (“GMA”); and
WHEREAS, designation of a Planned Action expedites the permitting process for subsequent, implementing projects whose impacts have been previously addressed in a Planned Action environmental impact statement (“EIS”), and thereby encourages desired growth and economic development; and
WHEREAS, the Planned Action EIS identifies impacts and mitigation measures associated with planned development in the Planned Action Area.
NOW, THEREFORE, the City Council of the City of Kirkland do ordain as follows:
Section 1. Purpose. The purpose of this ordinance is to:
A. Combine environmental analysis with land use planning;
B. Streamline and expedite the development permit review process by relying on the EIS completed for the Planned Action;
C. Establish criteria and procedures, consistent with state law, that will determine whether subsequent projects qualify as Planned Actions;
D. Provide the public with an understanding of Planned Actions and how the City will process Planned Actions;
E. Apply the City’s development regulations together with the mitigation measures described in the EIS and this Ordinance to address the impacts of future development contemplated by the Planned Action.
Section 2. Findings. The City Council finds as follows:
2
A. The City is subject to the requirements of the Growth Management Act, RCW 36.70A, and is located within an Urban Growth Area;
B. The City has adopted a Comprehensive Plan complying with the GMA;
C. The City is adopting development regulations applicable to the proposed development concurrent with adoption of this Planned Action Ordinance to address many of the impacts of future development;
D. The City has prepared an EIS complying with SEPA for the area designated as a Planned Action (“Planned Action EIS”) and finds that it adequately addresses the probable significant environmental impacts associated with the type and amount of development planned to occur in the designated Planned Action area;
E. The mitigation measures identified in the Planned Action EIS are attached to this Ordinance as Exhibit B. These mitigation measures, together with City development regulations, will adequately mitigate significant impacts from development within the Planned Action area;
F. The Planned Action EIS and this Ordinance identify the location, type and amount of development that is contemplated by the Planned Action;
G. Future projects that are consistent with the Planned Action will protect the environment, benefit the public and enhance economic development;
H. The City has provided numerous opportunities for meaningful public involvement in the proposed Planned Action; has considered all comments received; and, as appropriate, has modified the proposal or mitigation measures in response to comments;
I. The proposal is not an essential public facility as defined by RCW 36.70A.200(1);
J. The Planned Action area applies to a defined area that is smaller than the overall City boundaries; and
K. Public services and facilities are adequate to serve the proposed Planned Action.
Section 3. Procedures and criteria for evaluating and determining projects as Planned Actions:
A. Planned Action Area. The Planned Action designation shall apply to the three areas in the Moss Bay Neighborhood as are specifically shown in Exhibit A, “Planned Action Area”: the 11.5 acres of property at 457 Central Way known as the Parkplace Mall and generally located east of Peter Kirk Park (Area A on Exhibit A); the
3
three parcels located at 825, 903, and 911 Fifth Avenue totaling approximately 2.0 acres of land (Area B on Exhibit A); and the parcel at 220 6th Street and the parcel at 603 4th
Avenue to the north on 0.9 acres of land (Area C on Exhibit A). Additionally, the Planned Action designation shall apply to any off-site improvements necessitated by proposed development on the subject sites, where the off-site improvements have been analyzed in the Planned Action EIS.
B. Environmental Document. A Planned Action determination for a site-specific permit application shall be based on the environmental analysis contained in the Draft Planned Action EIS issued by the City on April 4, 2008, and the Final Planned Action EIS published on October 14, 2008. The mitigation measures contained in Exhibit B, which is attached hereto and adopted by reference as though fully set forth herein, are based upon the findings of the Draft and Final EISs and shall, along with existing City codes, ordinances, and standards, provide the framework that the City will use to impose appropriate conditions on qualifying Planned Action projects. The Draft and Final EISs shall comprise the Planned Action EIS.
C. Planned Action Designated. Land uses described in the Planned Action EIS, subject to the thresholds described in Subsection D of this Section and the mitigation measures contained in Exhibit B, are designated Planned Actions pursuant to RCW 43.21C.031. A development application for a site-specific Planned Action project located within the Planned Action Area shall be designated a Planned Action if it meets the criteria set forth in Subsection D of this Section and applicable laws, codes, development regulations and standards of the City.
D. Planned Action Thresholds. The following thresholds shall be used to determine if a site-specific development proposed within the Planned Action area is contemplated by the Planned Action and has had its environmental impacts evaluated in the Planned Action EIS. Thresholds and required mitigation measures are based on the FEIS Review Alternative contained in the Planned Action Final EIS:
(1) Land Uses. Subject to the mitigation measures described in Exhibit B, the following land uses, together with the customary accessory uses and amenities described in the Planned Action EIS, are Planned Actions pursuant to RCW 43.21C. 031.
(a) The following uses are the primary uses analyzed in the Planned Action EIS for Area A:
(i) Office; (ii) Retail and Other Commercial, including a hotel,
restaurants, supermarket, mixed retail, athletic/health club and theater.
(b) The following uses are the primary uses analyzed in the Planned Action EIS for Areas B and C:
(i) Office; and (ii) Residential.
4
(2) Land Use Review Threshold.
(a) The Planned Action designation applies to future development proposals that are comparable or within the ranges established by Planned Action FEIS Review Alternative, as shown below:
Land Use Area A (Parkplace)
Area B (Orni) Area C (Altom)
Office 1,200,000 sq. ft.
124,825 sq.ft. 101,234 sq.ft. 3
Residential Not Analyzed 49 dwelling units 2
20 units
Retail/Commercial 1
592,700 sq.ft. 4 Not Analyzed Not Analyzed
Total 1,792,700
sq.ft.124,825 sq.ft 49 dwelling units
101,234 sq.ft. 20 dwelling units
1. All uses listed in the “Retail and Other Commercial” category in Subsection D(1)(a) are included in the 592,700 s.f. total.
2. The residential square footage must be more than 50% of the total square footage as a precondition for constructing 124,825 s.f. of office use.
3. If residential uses are included, the amount of permitted office use square footage would be reduced proportionately to meet zoning standards.
4. The Retail/Commercial must include a minimum of 300,000 square feet of retail development or at least 25% of the office square footage must be retail.
(b) If future development proposals in the Planned Action Area exceed the maximum development parameters reviewed in the Planned Action EIS, further environmental review may be required under SEPA, as provided in WAC 197-11-172. If proposed plans significantly change the location of development or uses in a manner that would alter the environmental determinations in the Planned Action EIS, additional SEPA review would also be required. Shifting development proposals between categories of land uses may be permitted so long as the resulting development does not exceed the trip generation thresholds (see sub-section 6(a) below) reviewed in the Planned Action EIS and does not exceed the proportions or minimums noted in sub-section 2(a) above.
(3) Building Heights, Bulk, and Scale. Building heights, bulk, and scale shall not exceed the maximums reviewed in the Planned Action EIS.
5
(6) Transportation.
(a) Trip Ranges: The range of trips reviewed in the Planned Action EIS are as follows:
Trip Generation – Net New Trips Reviewed in Planned Action EIS Time Area A
(Parkplace)Range- Net New
Trips
Area B (Orni) Range – Net New
Trips
Area C (Altom) Range – Net New
Trips
PM Peak Hour
3,531 210 174
(b) Trip Threshold. Development proposals that would exceed the maximum trips levels shown above will require additional SEPA review.
(c) Public Works Discretion. The City Public Works Director shall have discretion to determine incremental and total trip generation, consistent with the Institute of Traffic Engineers (ITE) Trip Generation Manual (latest edition) or an alternative manual accepted at the City Public Works Director’s sole discretion, for each Planned Action Project permit application proposed under this Planned Action. It is understood that development of the Planned Action may occur in parts and over a period of years. The City shall require that off-site mitigation and transportation improvements identified in the Planned Action EIS be implemented in conjunction with development to maintain adopted levels of service standards.
(d) Transportation improvements.(i) Intersection Improvements. The Planned Action will require off-site transportation improvements identified in Exhibit B to mitigate significant impacts. These transportation improvements have been analyzed in the Planned Action EIS. Significant changes to the City’s transportation improvement plan proposed as part of any Planned Action Project that have the potential to significantly increase impacts to air quality, water quality, fisheries resources, noise levels or other factors beyond the levels analyzed in the Planned Action EIS may require additional SEPA review.
(ii) Transportation Management Program. The owners or operators of development projects within Areas A, B and C shall prepare and implement Transportation Management Programs (TMP) as a means to encourage alternatives to single-occupant vehicles including transit and to thereby reduce traffic generation and parking demand. The TMP for Area A shall include the TMP elements identified in the transportation
6
mitigation measures in the Planned Action EIS, attached as Exhibit B to this ordinance. The City Public Works Director shall have the discretion to modify the individual elements of a TMP as a means to accomplish its objectives and to enhance its effectiveness.
(iii) Parking Management. Parking to support development within Areas A, B and C shall be provided as required by Kirkland Zoning Code Chapter 105., Consistent with the incentive provision of 105.103.3c of the aforementioned zoning code, a developer may choose to reduce the number of parking spaces based on a demand and utilization study prepared by a licensed transportation engineer. The City’s transportation engineer must approve the scope and methodology of the study as well as the effectiveness of the TMP and parking management measures.
(e) All Planned Action Projects shall pay, as a condition of approval, the applicable transportation impacts fees according to the methodology contained in the ordinance adopting such impact fees. The City may adjust such fees from time to time.
(7) Changed Conditions. Should environmental conditions or assumptions change significantly from those analyzed in the Planned Action EIS, the City’s SEPA Responsible Official may determine that the Planned Action designation is no longer applicable until supplemental environmental review is conducted.
(9) Additional Mitigation Fees. The City may adopt and apply such other fees as may be deemed necessary and appropriate to mitigate impacts to other capital facilities in the City and to accommodate planned growth. Such fees, if adopted, shall be in addition to the fee required in item (6)(e) of this subsection, and shall apply only to required improvements that are not addressed in this subsection.
E. Planned Action Review Criteria.
(1) The City’s Planning and Community Development Director or designee is authorized to designate a project application as a Planned Action pursuant to RCW 43.21C.031(2)(a), applications that meet all of the following conditions:
(a) The project is located within the Planned Action Area identified in Exhibit A, pursuant to Section 3(A) of this ordinance or is an off-site improvement directly related to a proposed development within the Planned Action Area;
(b) The project is consistent with the City of Kirkland Comprehensive Plan and the Comprehensive Plan policies for the Downtown Plan;
7
(c) The project’s significant adverse environmental impacts have been adequately addressed in the Planned Action EIS;
(d) The proposed uses are consistent with those described in the Planned Action EIS and Section 3(D) of this ordinance;
(e) The project is within the Planned Action thresholds of Section 3(D) and other criteria of this section of this Ordinance;
(f) The project’s significant impacts have been mitigated by application of the measures identified in Exhibit B, as well as other City, county, state and federal requirements and conditions, including compliance with any conditions agreed to pursuant to a development agreement between the City and applicant if executed, which together constitute sufficient mitigation for the significant environmental impacts associated with the proposed project;
(g) The proposed project complies with all applicable local, state and/or federal laws and regulations, and where appropriate, the proposed project complies with needed variances or modifications or other special permits which have been identified; and
(h) The proposed project is not an essential public facility.
F. Effect of Planned Action.
(1) Upon designation by the City’s Planning and Community Development Director that the project qualifies as a Planned Action pursuant to this Ordinance and WAC 197-11-172, the project shall not require a SEPA threshold determination, preparation of an EIS, or be subject to further review under SEPA.
(2) Being designated as a Planned Action means that a proposed project has been reviewed in accordance with this Ordinance and found to be consistent with the development parameters and environmental analysis contained in the Planned Action EIS.
(3) Planned Actions that meet all criteria established in this ordinance will not be subject to further procedural review under SEPA. However, projects will be subject to conditions as outlined in this document and the attached Exhibit B which are designed to mitigate any environmental impacts which may result from the project proposal. Additionally, projects will be subject to applicable City, state, and federal regulatory requirements. The Planned Action designation shall not excuse a project from meeting the City’s code and ordinance requirements apart from the SEPA process.
8
G. Planned Action Permit Process. The City’s Planning and Community Development Director or designee shall review projects and determine whether they meet the criteria as Planned Actions under applicable state, federal, local laws, regulations, codes and ordinances. The procedures shall consist, at a minimum of the following:
(1) Development applications shall meet the applicable requirements of the Kirkland Municipal Code (KMC). Applications shall be made on forms provided by the City and shall include a SEPA checklist, revised SEPA checklist or such other environmental review forms provided by the City.
(2) The City’s Planning and Community Development Director shall determine whether the application is complete.
(3) If the application is for a project within the Planned Action Area shown on Exhibit A, the application will be reviewed to determine if it is consistent with and meets all of the qualifications of Section 3 of this Ordinance.
(4) After the City receives and reviews a complete application, the City’s Planning and Community Development Director shall determine whether the project qualifies as a Planned Action. If the project does qualify, the Director shall notify the applicant and the project shall proceed in accordance with the applicable permit review procedure, except that no SEPA threshold determination, EIS, or additional SEPA review shall be required. The decision of the Director regarding qualification as a Planned Action shall be final.
(5) Public notice and review for projects that qualify as Planned Actions shall be tied to the underlying development permit and not to SEPA notice requirements. If notice is otherwise required for the underlying permit, the notice shall state that the project has qualified as a Planned Action. If notice is not otherwise required for the underlying permit, no special notice is required by this ordinance.
(7) If a project is determined to not qualify as a Planned Action, the City’s Planning and Community Development Director shall so notify the applicant and the SEPA Responsible Official shall prescribe a SEPA review procedure consistent with the City’s SEPA regulations and the requirements of state law. The notice shall describe the elements of the application that result in failure to qualify as a Planned Action. If deemed ineligible, the application may be amended to qualify.
(8) Projects that fail to qualify as Planned Actions may incorporate or otherwise use relevant elements of the Planned Action EIS, as well as other relevant SEPA documents, to assist in meeting SEPA requirements. The SEPA
9
Responsible Official may limit the scope of SEPA review for the non-qualifying project to those issues and environmental impacts not previously addressed in the Planned Action EIS.
H. Development Agreements. The City or an applicant may request consideration and execution of a development agreement for a Planned Action project. The development agreement may address the following: review procedures applicable to a planned action project; permitted uses; mitigation measures; construction, financing and implementation of improvements, including methods of financing and proportionate shares, and latecomers agreements; payment of impact fees; phasing; and any other topic that may properly be considered in a development agreement consistent with RCW 36.70B.170 et seq.
I. Monitoring and Review.
A. The City shall monitor the progress of development in the designated Planned Action area to ensure that it is consistent with the assumptions of this Ordinance and the Planned Action EIS regarding the type and amount of development and associated impacts, and with the mitigation measures and improvements planned for the Planned Action area.
B. This Planned Action Ordinance shall be reviewed by the SEPA Responsible Official as part of the City’s ongoing Comprehensive Plan update procedure to determine its continuing validity with respect to the environmental conditions of the Planned Action Area, the impacts of development, and the adequacy of required mitigation measures. Based upon this review, this Ordinance may be amended as needed, the City may supplement or revise the Planned Action EIS, and/or another review period may be specified. Subsequent reviews of the Planned Action Ordinance shall occur as part of the City’s Comprehensive Plan amendment process.
Section 4. Conflict. In the event of a conflict between this Ordinance or any mitigation measures imposed pursuant thereto and any ordinance or regulation of the City, the provisions of this Ordinance shall control, except that the provisions of the state building code shall supersede this Ordinance. In the event of a conflict between this Ordinance (or any mitigation measures imposed pursuant thereto) and any development agreement between the City and a Planned Action applicant(s), the provisions of the development agreement shall control.
Section 5. Severability. Should any section, subsection, paragraph, sentence, clause or phrase of this Ordinance or its application be declared unconstitutional or invalid or unconstitutional for any reason, such decision shall not affect the validity of the remaining portions of this Ordinance or its application to any other person or situation.
10
Section 6. Expiration. This Ordinance shall expire ten (10) years from the date of passage unless it is extended by the City Council following a report from the SEPA Responsible Official and a public hearing.
Section 7. This ordinance shall be in force and effect five days from and after its passage by the Kirkland City Council and publication pursuant to Section 1.08.017, Kirkland Municipal Code in the summary form attached to the original of this ordinance and by this reference approved by the City Council.
Passed by majority vote of the Kirkland City Council in open meeting this _____ day of ______________, 2008.
Signed in authentication thereof this _____ day of ________________, 2008.
____________________________ MAYOR
Attest:
____________________________City Clerk
Draft Mitigations for Exhibit B to the Planned Action Ordinance
�
Octo
ber 2
008
D-1
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modif
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/ bike
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X
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105
Centr
al W
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lan
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entra
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odify
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al to
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westb
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left/n
orthb
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right
over
lap ph
ase.
X
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109
NE 85
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114th
Av
enue
NE
Restr
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ual le
ft and
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X
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110
6th S
treet/
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Exhibit to Appendix D
October 2008 D-3
oliceProvision of on-site security services including video surveillance systems, to Area A in particular, may reduce the increased need for police response to that area. This reduction is largely dependent on the nature of the incident.
Security-sensitive design of buildings and the landscaping environment, such as installing only moderate height and density border shrubs, could reduce certain types of crimes, such as auto and store-front break-ins.
ater
No Action The following water mitigation measures are required under the No Action:
� Segment A. This segment includes improvements identified as part of improvement number CIP 144. Replace an existing 8-inch diameter water main in Area A with a new 12-inch diameter water main. Replace the existing connections on the north side of Area A, crossing Central Way west of 5th Street and on the east side of the Area, crossing 6th Street south of 4th Avenue with 12-inch diameter water mains. Construct a new 12-inch diameter connection at the south side of Area A so that a looped connection is created to connect the proposed on-site 12-inch main to the existing 8-inch and 12-inch diameter water mains under Kirkland Avenue.
� Segment B. Replace the existing 8-inch water main along 6th Street with a new 12-inch water main between the east side of the Parkplace water main loop to approximately the intersection of 6th Street and Kirkland Circle.
� Segment C. Replace the existing 8-inch water main along Kirkland Circle from 6th Street to 4th Avenue with a new 12-inch main.
� Segment D. Replace the existing 8-inch water main along 4th Avenue, 5th Avenue, and 10th Street from Kirkland Circle to 3rd Avenue with a new 12 inch main.
In addition to the above segments, one of the following segments must also be constructed in order to accommodate development under either the No Action or Proposed Action alternatives.
� Segment E. Install a new 12-inch water main along the unimproved right-of-way between 2nd Avenue and 5th Avenue from approximately 4th Avenue to 10th Street. This improvement is not identified in the City of Kirkland Comprehensive Water System Plan.
Final Environmental Impact Statement
City of Kirkland D-4
� Segment F. Replace the existing 8-inch water main along 2nd Avenue and 10th Street from 6th Street to 3rd Avenue with a new 12-inch main.
Proposed Action and FEIS Review Alternative In addition to the improvements required under No Action, the Proposed Action will require that the new 12-inch water main in Segment C (located at Kirkland Circle from 6th Street to 4th Avenue) be enlarged to a 16-inch main.
Appendix E Draft Transportation Management Plan and
Draft Parking Management Plan
�
- 1 - October 3, 2008
Transportation Management Plan and Parking Management Plan
Purpose The applicant shall be required to implement a Transportation Management Plan (TMP). The purpose of the TMP is to reduce drive alone1 (single-occupant) vehicle trips generated by the development and also to reduce the demand for parking. The provisions of the TMP will apply to the site as a whole unless individual provisions are clearly intended to apply to individual buildings or individual tenants within individual buildings.
Trip Reduction MeasuresAt a minimum, the TMP will include the following provisions unless alternate measures are approved by the Kirkland Public Works Director.
1. Site Transportation Coordinator (STC) - Prior to receiving the Certificate of Occupancy for the first building, the property manager shall appoint a Site Transportation Coordinator (STC). The STC will coordinate and administer the TMP responsibilities, and shall receive sufficient support and direction from management to carry out these responsibilities effectively for the life of the project. The name, phone number and fax number of the STC shall be forwarded to the City Public Works Department, and updated if and when the STC changes.
2. Employee Transportation Coordinators (ETC) - Each tenant shall assign a representative to act as Employee Transportation Coordinator (ETC) and liaison between the owner or property manager and the tenant employees. The ETC and STC will inform their employees regarding commuter-related information and assist with the annual employee survey.
3. Commuter Information Center (CIC) - The owner shall install at least one electronic kiosk in each building in a highly visible and accessible area of the lobby or other locations approved by the City. The kiosks will display real time transportation information including transit route maps and stop times, commuter congestion, parking rates, and information about alternative modes of travel. It will also display the STC name and phone number.
4. Commuter Information - The STC shall produce and distribute a commuter information packet to all site employees. In order to ensure that employees and tenants understand TMP requirements, the applicant shall:
a. Produce a commuter information packet (CIP), a commuter benefits brochure that contains complete information about the applicant’s TMP, including
1 1. “Drive alone” means a motor vehicle occupied by one (1) employee for commute purposes,
including a motorcycle and the commute trip occur between 7:00 A.M. and 9:00 A.M. Monday through
Friday.
- 2 - October 3, 2008
transportation benefits, transportation options, HOV programs and discounts, bicycling amenities, transportation subsidies, and other elements of the TMP.
b. Distribute the first CIP to tenants prior to or upon occupancy.
c. Redistribute the CIP and any updates to the program to tenants, employees, students, other building workers and occupants at least once each year.
d. Update the CIP and its contents as conditions change.
e. Include a copy of the CIP in the annual report to the City.
5. Promotions - The STC shall promote alternatives to drive alone commuting by implementing semi-annual promotional campaigns. Information in the commuter information packet or other information made available by the City and/or King County Metro shall be distributed to employees.
6. Ride matching - Ride-matching information for carpool and vanpool programs shall be regularly distributed by the STC. These programs can help match an employee with potential carpool mates who live in close proximity, if that person prefers carpool as a mode choice over other alternative modes.
7. Training/Network Group Meetings - The STC will attend appropriate training sessions and local network group meetings as made available by the City or through its agent.
8. Vanpool parking - Vanpools registered with a public transit agency will be provided free on-site parking. At least six of the riders in each of vanpool must be employed at the site to qualify for free parking. Reserved parking spaces for all registered vanpools will be provided in the below grade parking levels in preferential locations near the building elevators.
9. Carpool Parking – Carpool parking will be signed and located near the building elevators and main entrances. Carpool parking will be provided for each office tower prior to occupancy at a ratio of one space per 7,250 sf. This ratio would accommodate the goal of 12% of the employees carpooling to the site. These spaces will be reserved for carpools until 9:30 A.M. on weekdays; unused spaces can be used for visitor parking after 9:30 A.M. Additional carpool spaces shall be provided if the employee commute survey determines that more than 12% of the employees carpool to the site.
10. Bicycle Parking - Secured and covered employee bicycle parking shall be provided for 50 bikes in areas approved by the City. Bike rack design shall be approved by the City. Additional bicycle racks shall be provided as needed based on the employee commute trip survey.
- 3 - October 3, 2008
11. Showers and lockers – Initially, a total of 50 lockers and 16 showers (25 lockers and eight showers each for men and women) shall be provided at no cost to user for commuters using non-motorized transportation. Additional lockers and showers may be provided as needed based on the employee commute trip survey.
12. Transit passes – Initially, office tenants shall offer transit passes to all employees who do not have monthly parking permits. In addition, a free trial of transit will be offered to employees who have monthly parking permits at least once per year.
13. Guaranteed ride home - A guaranteed ride home shall be provided to all employees who commute by alternative modes (this service could be provided through another program such as Metro’s Flexpass). This allows employees a quick ride home in the event of an emergency by taxi, company-owned vehicle or car-sharing vehicle. The number of free emergency rides per employee shall be limited to three per year.
14. Part-time Parking Pass - A part-time parking pass option shall be offered to employees who desire to use alternative modes of transportation (or telecommute) one or more days per week. This type of pass works like a debit card, and the pass holder is only charged for parking on the days that they park.
15. Car-Sharing - Parking for a car-sharing program (e.g., Zipcar) shall be provided.Car-sharing programs support employees who commute by alternative modes of travel by providing vehicles that can be used for daytime errands or meetings. Employer subsidies of car-sharing fees may be required to be provided by tenants.
16. Transportation Management Association - The developer/owner must agree to become a member of any applicable transportation management association that is formed in the future. If a TMA provides management services equivalent to the STC, the TMA could supplant the STC requirement.
17. Modifications - The TMP may be subject to modifications based on progress towards goal as measured by regular surveys.
18. Recording - The TMP shall be recorded with King County Metro as part of the covenants, conditions and restrictions of the project to assure its implementation. The recording shall be completed prior to receiving the Certificate of Occupancy for the first building. The TMP shall run for the duration of the current use of the building, and shall be binding on the heirs, successors and assignees of the parties.
Parking Management Measures
Parking management measures shall be implemented along with the TMP to ensure that parking is shared among the various land uses, to reduce drive alone commute trips and to prevent parking from being used by commuters to other businesses or the transit center (also known as “hide and ride”). The following measures shall be implemented:
- 4 - October 3, 2008
1. Parking Manager – A Parking Manager will be appointed to manage all site parking.
2. Charge for all daytime parking - All employees (except those in registered vanpools), visitors, and customers shall be charged for parking except when validated (see following paragraph). The garage shall use technology such as a “pay-on-foot” system through which parking could be paid for before exiting the garage gates.Payment kiosks will be located at garage elevators. The cost for a monthly parking permit shall exceed the cost of a monthly transit pass by at least 25%.
3. Validate customer and visitor parking - All tenants may validate parking for their customers or visitors. Employee parking shall not be validated. The Parking Manager may allow each business to establish its own validation requirements (e.g., minimum purchase). Validation could be done electronically through the pay-on-foot technology.
4. Provide a segmented garage - Using internal controls, the garage shall be divided into sections that are reserved for specific uses at different times of the day. For example, areas reserved for hotel users could be controlled so that they are not used by office workers during daytime hours.
5. Reserve areas of the garage for short-term parking by customers and visitors - Designate 600 to 700 parking spaces for short-term parking only. This parking shall be for customers and visitors. The initial limit will be set to three hours, which is sufficient time for most daytime dining and entertainment users. The short-term parking restrictions could apply only during midday weekday hours when office users are on site.
6. Reserve parking for hotel - Reserve 0.56 parking spaces per room for the hotel for customer parking. During peak daytime events, consider using valet parking to increase the number of vehicles that can be parked in this space.
7. Share office parking on weeknights and weekends - All parking in the garage, except those reserved for the hotel, shall be available to customers on weeknights and weekends.
8. Do not reserve individual spaces for office parking - No parking space in the garage may be reserved, except for car-sharing programs, a hotel, vanpools or carpools. This allows all office parking to be shared by employees.
9. Monitor garage use - Monitor the allocation of the parking supply to various users during weekday hours. Adjust allocation or implement additional management measures, if needed.
10. Manage public parking outside of the parking garage - The City shall require a parking management program to prevent spillover parking in surrounding
- 5 - October 3, 2008
neighborhoods. The applicant shall monitor off-site parking as described in the Monitoring section below. If unacceptable off-site parking attributable to the project occurs, the site will be required to implement additional measures outlined in the Remedy section.
Monitoring
Reports - Prior to occupancy of the first building, the owner and City of Kirkland shall agree to the STC job description and an annual reporting form that will document the STC’s activities and TMP results. At a minimum, the report shall attach materials provided to employees related to transportation programs in that year, document the site’s AM peak hour trip generation, as well as the employee travel mode determined from an employee survey. The report should be compatible with the reporting requirements for Commute Trip Reduction (CTR) - affected firms to prevent duplication of effort. The first report shall be due within 12 months of initial occupancy and then repeated annually thereafter.
Parking Surveys - The applicant shall perform off-site parking studies for the potential impact area determined by the City, but no more than ½ mile from the site. Monitoring of off site impacts will be done at the following times:
� Before the project is built. � One year after Phase One of the project is completed. � At intervals after the first year required by the City.
Measurement of overflow parking in the neighborhoods will include the following steps:
1. Establish acceptable performance measures for the on street parking in the impact area.
2. Inventory the number and type of parking stalls on each block face within the impact area.
3. Survey the parking demand each hour between 10 AM and 7 PM on a weekday. The parking demand divided by the parking supply represents the parking occupancy rate.
4. If the acceptable occupancy rate is exceeded, the owner shall implement one or more measures, at the owner’s cost, to reduce spillover parking. Potential measures are listed below.
Remedy
If the monitoring determines that a remedy is needed, the owner will modify its transportation and parking management plan to reduce trips and parking spillover. The modified plan shall be approved by the City of Kirkland. The following are potential measures that could be included in the plan; additional or alternative measures will also be considered.
� Modify on-site parking management programs to eliminate spillover.
- 6 - October 3, 2008
� Increase distribution of transit passes. This may extend to all employees within the site.
� Increase incentives for employees who walk or bike to work.
� Increase incentives for carpools.
� Change the price of parking.
� Modify Phase Two construction to either limit the amount of building space constructed or increase parking for the site.
� Post parking time limits on affected streets.
� Provide off-site parking and shuttle services.
Failure to modify the plan to achieve desired goal could result in the owner being fined by the City of Kirkland. The fine shall be set to match the fine listed in Kirkland Municipal Code Section 7.06.120, Enforcement of the City of Kirkland CTR Ordinance, whichis currently $250 per day.
Appendix F Transportation Facility Improvements Assumed in the Traffic Forecasts
�
TRANSPORTATION FACILITY IMPROVEMENTS ASSUMED IN THE TRAFFIC
FORECASTS (DOCUMENTED IN THE KIRKLAND COMP PLAN)
The following roadway improvements are assumed to be completed by 2022 in the City of Kirkland and included in the 2022 BKR model.
� 2-lane to 3-lane widening on NE 132nd from 100th Avenue NE to the east city limit (132nd Ave NE).
� A new 2-lane connection on NE 130th Street between Totem Lake Boulevard and 120th Avenue NE.
� A new 2-lane connection on 119th Place NE between NE 128th Street to the new road above.
� 3-lane to 5-lane widening on 120th Avenue NE from NE 128th Street to NE 132nd Street.
� 3-lane to 5-lane widening on 124th Avenue NE from NE 116th Street to NE 124th Street.
� 2-lane to 3-lane widening on 124th Avenue NE from NE 85th Street to NE 116th Street
� A new 3-lane connection on NE 120th Street from Slater Avenue NE to 124th Avenue NE
� A new 2-lane road on 118th Avenue NE from NE 116th Street to NE 118th Street
� Widening of 132nd Avenue NE to three lanes from NE 85th Street to Slater Avenue NE
� New NE 120th Street from 124th Avenue NE heading west to connect with new 118th Avenue NE Street.
� New 118th Avenue NE street connection from NE 116th Street to new NE 120th Street east of 124th Avenue NE.
� New Traffic signal at the Kirkland Avenue/3rd Street intersection. One lane approach with left-turn lane on all four legs.
� New traffic signal at the Kirkland Avenue/6th Street intersection. One lane approach with left-turn lane on all four legs.
� Adding a second northbound left-turn lane at the 85th/120th Avenue NE intersection.
� Installing northbound and westbound right-turn lanes at the NE 70th Street/132nd Avenue NE intersection.
� Adding a northbound receiving lane at the 100th Avenue NE/NE 132nd Street intersection and re-striping the northbound right-turn lane to a shared through-right lane.
� Adding a northbound receiving lane at the 100th Avenue NE/NE 124th Street intersection and Re-stripe the northbound right-turn lane to a shared through-right lane.
� Adding a second southbound through lane, a second northbound left-turn lane and a northbound right-turn lane at the NE 124th Street/124th Avenue NE.