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Appendix A Draft City of Kirkland Comprehensive Plan Amendments

Draft Amendments to Introduction Chapter

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

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

Draft Amendments to Moss Bay Neighborhood Plan Text

2008 Private amendment requests draft

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.


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


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


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.


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.


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


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


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


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.


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


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.


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.


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.


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.


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.


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


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.


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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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


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


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


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


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

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at or

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phys

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n mind

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s sho

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in the

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page

11 an

d diag

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to the

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).

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also

cons

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small

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• ch

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terac

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10 ft

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line

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land

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kpla

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r Pla

n an

d De

sign

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esDG

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3, 2

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s with

pred

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ses

shou

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tranc

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the s

idewa

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edge

of

publi

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fram

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n key

loc

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s.

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here

feas

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prov

ide ro

oftop

terra

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n low

er

roof

levels

as ga

therin

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hat in

clude

such

am

enitie

s as:

seati

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lands

capin

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cano

pies o

r cov

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s for

wea

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• pu

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cces

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open

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ours.

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orde

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unt o

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in the

ce

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, buil

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as de

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below

shou

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a lin

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41

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the ce

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per d

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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

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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.

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