Document Kennewick_doc_5760f1244e

Draft Planned Action Environmental Impact Statement Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations Kennewick, Washington 20 October 2010 This document serves as the Draft Planned Action Environmental Impact Statement (DEIS) for the Bridge-to-Bridge/River-to-Rail Revitalization (Subarea) Plan & Implementing Regulations for Kennewick, Washington and includes descriptions of the existing environment, alternative plan impacts, and mitigation. The Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan including plan objectives, action plan elements, and implementation program is described in a separate document. Reference copies of the proposed Kennewick Bridge-to-Bridge/River- to-Rail (BB/RR) Revitalization Plan are available for review at the Kennewick Library and City Hall. Prepared in compliance with: The Washington State Environmental Policy Act (SEPA) of 1971 Chapter 43.21C of Revised Code of Washington (RCW) revised 1983 SEPA Guidelines, Effective 16 January 1976 as revised 4 April 1984 Chapter 197-10, Washington Administrative Code (WAC) Kennewick SEPA Ordinance Number KMC Date issue Draft Environmental Impact Statement: 20 October 2010 Date issue Final Environmental Impact Statement: 2010 ---PAGE BREAK--- ---PAGE BREAK--- i Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Contents of the Draft Planned Action Environmental Impact Statement (DEIS) Fact sheet i Summary of the proposal 1.1 Alternatives 1 1.2 The proposed action 1 1.2.1 Organization 1 1.2.2 Economics 1 1.2.3 Promotion 2 1.2.4 Design standards 2 1.2.5 Design/development – infrastructure 2 1.2.6 Design/development - catalytic projects 3 1.3 Elements of the environment 4 1.3.1 Physical elements 4 1.3.2 Built elements 5 Alternatives to the proposal 2.1 Overview 9 2.2 Alternative 1: No-Action/current plan 9 2.3 Alternative 2: BB/RR Revitalization Plan 12 The proposed action 3.1 BB/RR revitalization area 17 3.2 BB/RR objective 17 3.3 Actions completed to date 17 3.4 BB/RR planning process 18 3.5 BB/RR proposed actions 18 3.5.1 Organization 18 3.5.2 Economics 20 3.5.3 Promotion 22 3.5.4 Design standards 23 3.5.5 Design/development – infrastructure 23 3.5.6 Design/development – catalytic projects 26 3.6 Planned action ordinance 28 Existing conditions, impacts, and mitigation measures 4.1 Scope of environmental analysis 31 4.1.1 Impacts 31 4.1.2 BB/RR Revitalization Plan – Alternative 2 31 4.1.3 Draft Environmental Impact Statement (DEIS) 31 4.1.4 Mitigation measures 32 Elements of the physical environment 4.2 Earth 33 4.3 Air 43 4.4 Water 53 4.5 Plants and animals 71 Elements of the human environment 4.6 Relationship to existing plans and policies 81 4.7 Land use 91 4.8 Population and housing 107 4.9 Transportation 139 4.10 Noise 171 4.11 Public services 177 4.11.1 Police 177 4.11.2 Fire 181 4.11.3 Schools 186 4.11.4 Water services 190 4.11.5 Sewer services 196 4.11.7 Stormwater drainage 201 4.11.8 Solid waste 205 4.11.9 Library 209 4.11.10 Other city services 213 4.11.11 Natural gas 227 4.11.12 Electric power 230 4.11.13 Telecommunications 235 4.11.14 Irrigation water 239 4.12 Parks and recreation 243 4.13 Archaeological and historical 251 4.14 Aesthetics 267 Mailing lists 5.1 Mailing lists 285 Appendices A Draft Planned Action Ordinance A-1 B Determination of Significance and Scoping Notice B-1 C SEPA Environmental Checklist C-1 D Population projections D-1 E American Community Survey (ACS) Data E-1 F WA Center for Real Estate Research (WCRER) F-1 G Comprehensive Housing Affordability Strategy (CHAS) G-1 ---PAGE BREAK--- ii Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan H Economic sustenance requirements - Census H-1 I Critical skills housing purchase capability I-1 J Prototype housing cost analysis J-1 Tables 1 BB/RR alternative comparisons 9 2 Kennewick soil capabilities 38 3 Kennewick CAO exemptions 40 4 Geologically hazardous areas 41 5 National and state ambient air quality standards 43 6 Washington State clean air laws 44 7 Air Quality Index (PM2.5 ratings) 44 8 Ecology’s Greenhouse Gas reduction measures 50 9 Kennewick water supply 53 10 Kennewick soil capabilities 56 11 Ecology’s wetland classifications 56 12 Kennewick soil flooding and ponding characteristics 58 13 Kennewick Shoreline Management Program (SMP) 63 14 Columbia Basin wildlife 72 15 PHS List in Benton County 77 16 Level-of-service (LOS) standards 85 17 Land use allocations - citywide 93 18 Residential zoning districts 95 19 Residential land allocations - citywide 95 20 Commercial zoning regulations 96 21 Commercial land allocations - citywide 96 22 Industrial zoning regulations 97 23 Industrial land requirements - citywide 97 24 Existing BB/RR land use development 98 25 Proposed BB/RR land allocations 102 26 Population/residential acreage requirements - citywide 107 27 Existing BB/RR population/housing 133 28 Existing BB/RR employment 133 29 BB/RR population/housing capacities 134 30 BB/RR employment capacities 133 31 Kennewick Median Family Income (MFI) levels 136 32 Cumulative savings in housing costs from off- set measures 138 33 Vista Field aircraft 139 34 BB/RR transit ridership in 2005 142 35 Federal roadway classification system 142 36 Kennewick functional roadway classification 142 37 WSDOT functional roadway classification 143 38 Kennewick freeways and highways 144 39 Kennewick major arterial roads 144 40 BB/RR minor arterial roads 145 41 BB/RR collector roads 145 42 Kennewick/BB/RR local access roads 149 43 BB/RR 2005/2008 Average Daily Traffic (ADT) counts 149 44 Intersection level-of-service (LOS) and volume- to-capacity ratio definitions 150 45 Roadway level-of-service (LOS) and volume-to- capacity ratio definitions 150 46 Kennewick 2005 land use 151 47 BB/RR typical land use trip generation rates 151 48 Non-motorized transportation benefits and impediments 152 49 Major BB/RR non-motorized travel destinations 152 50 On and off-road walking and hiking standards 153 51 On and off-road bicycle route standards 156 52 Standards – Multipurpose (bike/hike/horse) trails by class 158 53 Benton Countywide Planning Policies (CWPP) 160 54 LOS for transportation concurrency 162 55 Arterial & Urban Arterial Street Funds 163 56 Capital Improvement Fund (CIF) 163 57 BB/RR TSP long-term improvement projects 166 58 Typical A-weighted sound levels 171 59 BB/RR build-out population projections 173 60 FHWA noise abatement criteria and WSDOT impact criteria 174 61 Maximum permissible noise leves in dBA EDNA 175 62 Adjustment to maximum permissible noise levels at receiving property line 175 63 BB/RR police requirements 177 64 Kennewick concurrency requirements 179 65 Kennewick Fire & EMS facilities 181 66 BB/RR fire requirements 183 ---PAGE BREAK--- iii Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 67 Kennewick School District facilities 186 68 School enrollment trends 186 69 BB/RR education requirements 187 70 Washington State Office of State Superintendent of Instruction (OSPI) school guidelines 188 71 Booster stations 190 72 Reservoirs 191 73 Projected water demand 191 74 BB/RR water requirements 193 75 Proposed storage and distribution system improvements 194 76 Wastewater treatment facilities 196 77 Comparison of water versus wastewater flow 198 78 BB/RR wastewater treatment requirements 198 79 Sewer system population projections 199 80 Mid-Columbia Library District branches 209 81 BB/RR library requirements 210 82 Operating indicators by function/program 214 83 Full-time equivalent employees (FTE) by function/operation 215 84 Capital assets by function/program 215 85 BB/RR city service requirements 216 86 Kennewick revenue sources 218 87 2009/2010 Kennewick budget allocations 218 88 CFP fund allocations 218 89 CFP fund allocations – general facilities 220 90 BB/RR natural gas requirements 227 91 Customer and medium case energy sales for Kennewick service area 231 92 BB/RR electricity requirements 232 93 BB/RR telecommunication requirements 236 94 Kennewick Irrigation District (KID) Canals 239 95 BB/RR irrigation requirements 241 96 Kennewick parks 243 97 Kennewick recreational facilities 246 98 BB/RR park land requirements 246 99 Kennewick parks LOS 248 100 Kennewick parks and recreational facility requirements 248 101 Proposed park improvement projects 249 102 BB/RR historic property inventory 260 103 Potential downtown Kennewick historical listings 263 Graphics 1 Alternative 1: No-action 10 2 Alternative 2: BB/RR Revitalization Plan 13 3 BB/RR Revitalization Plan Implementation Matrix 19 4 Planned Action Ordinance Flowchart 29 5 Climate graphics 34 6 BB/RR topography 35 7 BB/RR soils 36 8 Critical Aquifer Recharge Area 54 9 Kennewick Water Supply System 55 10 Existing Drainage Features 61 11 Kennewick 2008 Comprehensive Plan Land Use 82 12 Kennewick 2010 Zoning Map 92 13 2010 Zoning Map – BB/RR & Downtown Vicinity 94 14 BB/RR Existing Land Use 99 15 Benton-Franklin, Kennewick population projections 108 16 ACS MSA household characteristics 109 17 ACS MSA labor force characteristics 112 18 ACS MSA housing characteristics 115 19 WCRER HAI 118 20 WCRER building permit statistics 121 21 CHAS statistics 123 22 Economic statistics 126 23 Critical skills housing affordability 131 24 Transit routes and facilities 141 25 2008 Average Daily Traffic (ADT) counts 146 26 2025 ADT and PM peak hour projections 147 27 2025 baseline and with improvements LOS 148 28 Existing (2005) bicycle facilities 154 29 Proposed bicycle facility improvements 155 30 Sacajawea Heritage Trail 157 31 Fire and EMS response zones 182 32 BB/RR water distribution mainlines 192 33 BB/RR sewer collection mainlines 197 34 CID BB/RR Service Areas 240 35 Kennewick recreation areas-neighborhood units 244 ---PAGE BREAK--- iv Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 36 Kennewick Historical Resources Map 265 37 BB/RR visual resources 268 38 BB/RR viewscape photos 269 39 Alternative 2: BB/RR Revitalization Plan illustrative sketches 280 40 Platform building examples 281 ---PAGE BREAK--- i Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Fact Sheet Proposed action Adopt and implement the Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations for Kennewick, Washington in accordance with Chapter 35.63 of the Revised Code of Washington (RCW) and the provisions of the Growth Management Act (GMA), Chapter 36.70A of the Revised Code of Washington (RCW). The proposed plan will amend current Kennewick policies governing the environment, land use, economics, transportation, design resources, parks and recreation, public services, and utilities to implement the BB/RR Revitalization Plan and to conform to GMA requirements. Implementation program particulars will revise zoning, design standards, capital improvement program, and other Kennewick ordinances and regulations to comply with the BB/RR Revitalization Plan’s policies and implementing regulations. Location of the proposal The BB/RR revitalization area is located between US-395/Blue Bridge on the west and SR-397/Cable Bridge on the east and the Columbia River on the north and the BNSF and UP Railroads on the south. The BB/RR area includes approximately 400 acres and acts as a major gateway into Kennewick and its historic downtown district. The BB/RR revitalization area is composed of 7 distinct neighborhoods including Columbia Drive and the auto dealers and commercial services along it, Duffy's Pond and the approach to Clover Island, the mobile home parks and residential developments along the levee leading to Columbia Park and south of Columbia Drive, and the numerous salvage, warehouse, and trucking businesses along the railroad tracks. Purpose of BB/RR Revitalization Plan The purpose of the BB/RR Revitalization Plan is to anticipate and guide the long-term redevelopment of the BB/RR and its distinct and integral neighborhoods. The plan will serve as a statement of the city’s commitment and direction for these areas and as a resource for potential investors, property owners, the community, and other public agencies. BB/RR plan contents and implementing regulations retain some existing land use activities as well as recruit new and intensified commercial and industrial developments, higher density residential projects, and mixed-use developments along with trail and park expansions, roadway reconfigurations, and other infrastructure improvements. Key objectives include establishing new gateway entries to the BB/RR district as well as between the district, downtown, and city, by refurbishing signage, streetscapes, and other amenities. Action sponsor Economic Development & Community Planning Departments Kennewick City Hall 210 West Sixth Avenue, PO Box 6108, Kennewick, Washington 99336 Lead agency Economic Development & Community Planning Departments Kennewick City Hall 210 West Sixth Avenue, PO Box 6108, Kennewick, Washington 99336 Proposed date of implementation The BB/RR Revitalization Plan’s planning period extends 15 years or from 2010 to the year 2025. Implementing actions include revisions to zoning, urban design guidelines, incentive (housing) zoning provisions, and other Kennewick ordinances and regulations. Implementation will commence beginning with the adoption of the BB/RR Revitalization Plan & Implementing Regulations by the Kennewick City Council. Responsible official Greg McCormick, Director Community Planning Department Kennewick City Hall ---PAGE BREAK--- ii Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan 210 West Sixth Avenue, PO Box 6108, Kennewick, Washington 99336 Contact person Anthony Muai, Planner Community Planning Department Kennewick City Hall 210 West Sixth Avenue, PO Box 6108, Kennewick, Washington 99336 Phone: [PHONE REDACTED], Fax: [PHONE REDACTED] E-mail: [EMAIL REDACTED] Principal contributors/location of background data This document has been prepared under the direction of the Kennewick Economic Development & Community Planning Departments. Research and analysis was provided by: Tom Beckwith FAICP Beckwith Consulting Group PO Box 704, LaConner, Washington 98257 Phone: [PHONE REDACTED] e-mail: [EMAIL REDACTED] Required approvals The following actions must be approved by Kennewick City Council in order to implement Alternative 2: Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan & Implementing Regulations:  The proposed BB/RR Revitalization Plan and all implementing measures including amendments to the 2008 Zoning Map and Ordinance, and Planned Action Ordinance must be reviewed at public hearings to be conducted by the Kennewick Planning Commission, and thereafter by City Council in accordance with the provisions of Chapter 35.63 and the Washington State Growth Management Act (GMA) Chapter 36.70A of the Revised Code of Washington (RCW).  Kennewick City Council must complete public hearings, consider the recommendations of the Planning Commission and public, and adopt a final BB/RR Revitalization Plan, Implementing Regulations (including zoning map and ordinance amendments, and Planned Action Ordinance. Commencing with the City Council's adoption of a final BB/RR Revitalization Plan, Implementing Regulations (including zoning map and ordinance amendments), and Planned Action Ordinance, various Kennewick agencies will initiate the specific actions consistent with the provisions of Chapter 35.63 and 36.70A of the RCW.  Prior to Kennewick action, the Washington State Department of Commerce (DOC) will coordinate state agency review of legislature proposals. Following City Council action, the likely permits to be acquired by individual development proposals include but are not limited to:  Land use permits  Construction permits  Building permits  Street use permits 3.6: Planned Action EIS & Ordinance Washington State Environmental Policy Act (SEPA) provides for a Planned Action process to allow quality environmental review early in the planning process and with public input to shape decisions. The intent is to provide more detailed environmental analysis during the formulation of planning proposals, rather than at the project permit stage. The basic steps in designating planned action projects are to:  Prepare an environmental impact statement (EIS),  Designate the planned action projects by ordinance, and  Review permit applications for consistency with the designated planned action. The Planned Action designation indicates that adequate environmental review has been completed and further environmental review under SEPA, for each specific development proposal or phase, will not be necessary if it is determined that each proposal or phase is consistent with the development levels specified in a Planned Action Ordinance. Although future proposals ---PAGE BREAK--- iii Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan that qualify as Planned Actions are not subject to additional SEPA review, they are subject to application notification and permit process requirements. The Planned Action Ordinance is expected to encourage redevelopment and revitalization within the BB/RR area. Property owners and potential developers will be encouraged to redevelop in the BB/RR area as a result of the streamlined development process that takes place under a planned action process. This DEIS will help Kennewick identify impacts of development and specific mitigation measures that developers will have to meet to qualify for a Planned Action project. Cost and availability of the Draft Planned Action Environmental Impact Statement (DEIS) Copies of the BB/RR Revitalization Plan & Implementing Regulations, Planned Action Ordinance, and Draft Planned Action Environmental Impact Statement (DEIS) are available for public review at:  Kennewick City Hall located at 210 West Sixth Avenue and  Kennewick Library located at 405 South Dayton Street Date of issue of Draft Planned Action Environmental Impact Statement (DEIS) 20 October 2010 Comments due on Draft Planned Action Environmental Impact Statement (DEIS) 19 November 2010 Date of issue of Final Planned Action Environmental Impact Statement (FEIS) 2010 Cost of DEIS document The complete BB/RR Revitalization Plan and Appendices (with Implementing Regulations), Draft Planned Action Environmental Impact Statement (DEIS) and Appendices (with Planned Action Ordinance) can be downloaded from the Kennewick website at www.ci.kennewick.wa.us. The document may also be acquired on CD for a cost of $1.00 a copy at Kennewick city hall, or for the cost of reproduction from FedEx Office or any reproduction or copy business by downloading from the city website. ---PAGE BREAK--- iv Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Acronyms ACS American Community Survey ADA Americans with Disabilities Act ADD average daily demand ADF average daily flow ADT average daily traffic AIP Airport Improvement Program AMHI Average Median Household Income BACT Best Available Control Technology BB/RR Bridge-to-Bridge/River-to-Rail Revitalization Area BCAA Benton Clean Air Agency BFCOG Benton-Franklin Council of Governments BMPs best municipal practices BNSF Burlington Northern Santa Fe Railroad Btu British thermal unit CAFÉ Corporate Automobile Fuel Economy CAFR Comprehensive Annual Financial Report CAO Critical Areas Ordinance CDBG Community Development Block Grant Program Census US Bureau of the Census CFP Capital Facilities Plan CHAS Comprehensive Housing Affordability Strategy CHDO Community Housing Development Organizations CHP 2005-2209 Tri-Cities Consolidated Housing Plan CID Columbia Irrigation District CIF Capital Improvement Fund CIP Capital Improvement Program CLG Certified Local Government CO carbon monoxide Corps US Army Corps of Engineers CREHST Columbia River Exhibition of History, Science & Technology CTR Commute Trip Reduction CWPP (Benton) County-Wide Planning Policies DAHP WA Department of Archaeology & Historic Preservation dB decibel dBA A-weighted decibel DNR WA Department of Natural Resources DOC WA Department of Commerce (formerly CTED) DOE US Department of Ecology Ecology WA Department of Ecology EDNA environmental designation for noise abatement EIS environmental impact statement EMS Emergency Medical Services EPA US Environmental Protection Agency ERA equivalent residential unit ESA Endangered Species Act FAA Federal Aviation Authority FCC Federal Communications Commission FEMA Federal Emergency Management Agency FHWA Federal Highway Administration FTA Federal Transit Administration FTE Full-time Equivalent Employee GHG greenhouse gas GMA WA Growth Management Act gpcd gallons per capita per day gpm gallons per minute HAI Housing Affordability Index HDKP Historic Downtown Kennewick Partnership HAI Housing Affordability Index HES Hazard Elimination Safety Program HOV high-occupancy vehicle HSS Highways of Statewide Significance HUD US Department of Housing & Urban Development ICC Interstate Commerce Commission IPCC Intergovernmental Panel on Climate Change ISO Insurance Services Office KAC Kennewick Administrative Code KID Kennewick Irrigation District KSD Kennewick School District kV kilovolt – 1000 volts kW kilowatt – 1000 watts L&I WA Department of Labor & Industries LDN Day-Night Level of sound LEED Leadership in Energy & Environmental Design ---PAGE BREAK--- v Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Leq equivalent sound level LID Local Improvement District LOS level of service MCI Mass Causality Incident MFI Median Family Income mg million gallons mgd million gallons per day mph miles per hour MSA Metropolitan Statistical Area MSATs Mobile Source Air Toxics MTCA Model Toxics Control Act of Washington MTSO Mobile Telephone Switching Office MVFT Motor Vehicle Fuel Tax NAAQS National Ambient Air Quality Standards NAC Noise Abatement Criteria NEPA National Environmental Policy Act NFIP National Flood Insurance Program NO2 nitrogen dioxide NOx nitrogen oxides NPDES National Pollutant Discharge Elimination System NPIAS National Plan of Integrated Airport Systems NRHP National Register of Historic Places NRPA National Park & Recreation Association OFM WA Office of Financial Management OSPI Office of Superintendent of Public Instruction PDD peak daily demand PM10 fine particulate matter 10 microns or less PM2.5 fine particulate matter 2.5 microns or less POK Port of Kennewick PROS Parks, Recreation & Open Space Plan PVC polyvinyl chloride PWTF Public Works Trust Fund RCO WA Recreation & Conservation Office RCW Revised Code of Washington RTIP Regional Transportation Improvement Program REET Real Estate Excise Tax RTP Regional Transportation Plan RTPO Regional Transportation Planning Organization SAFETEA- LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: Legacy for Users SEPA State Environmental Policy Act SMP Shoreline Master Program SO2 sulfur dioxide SOx sulfur oxides SOV single-occupancy vehicle SR state route SWAC Solid Waste Advisory Committee TAZ traffic analysis zone TCAC Tri-City Area Chamber of Commerce TDM Transportation Demand Management TEA Tri-City Enterprise Association therm British thermal unit = 100,000 btu of energy TIA Transportation Improvement Account TIP Transportation Improvement Program TMDL total maximum daily demand TNM traffic noise model TOD transit-oriented development Tri-Cities Kennewick, Richland, & Pasco TRIDEC Tri-Cities Industrial Development Council TSP total suspended particulars TSP Transportation Systems Plan UAP Urban Arterial Program UATA Urban Arterial Trust Account UCP Urban Corridor Program UGA Urban Growth Area UP Union Pacific Railroad USFWS US Fish & Wildlife Service VCB Tri-Cities Visitor & Convention Bureau V/m Volts per meter VMT vehicle miles traveled VOC volatile organic compound WAC Washington Administrative Code WASIST WA intersection screening tool WCRER WA Center for Real Estate Research WDFW WA Department of Fish & Wildlife WMK Waste Management of Kennewick Washington Public Power Supply System WSDOT WA Department of Transportation WTP Water Treatment Plant WUTC Washington Utilities & Transportation Commission WWTP Wastewater Treatment Plant ---PAGE BREAK--- vi Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan ---PAGE BREAK--- 1 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan 1 Summary of the proposal Adopt and implement the Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations for Kennewick, Washington in accordance with Chapter 35.63 of the Revised Code of Washington (RCW) and the provisions of the Washington State Growth Management Act (GMA) Chapter 36.70A of the Revised Code of Washington (RCW). 1.1 Alternatives The following alternatives have been considered on a neighborhood and BB/RR area-wide basis:  Alternative 1: No-action – where the goals, objectives, concepts, policies, and regulations in the existing 2008 Comprehensive Plan and March 2010 Zoning Map and Ordinance are not changed.  Alternative 2: BB/RR Revitalization Plan & Implementing Regulations – the Proposed Action – where environmental, parks and open spaces, land use and zoning, population and housing, road network, railroad, non-motorized transportation or trail system, on-road bike lanes, pedestrian walkways and sidewalks, streetscapes, gateways and wayfinding, transit routes, catalytic public, catalytic private development projects, and a variety of partnership or joint ventures are potentially entered into with nonprofit and other public agencies to implement the plan under new low, moderate, and high density mixed use zoning districts (MU-L, M,H) allow building heights up to 5, 8, and 12 stories over parking and ground floor retail platforms when affordable or workforce housing is included under an incentive provision. 1.2 The proposed action Implementation of Alternative 2: BB/RR Revitalization Plan & Implementing Regulations – the Proposed Action will comply with GMA requirements for comprehensive plan amendments, zoning map and ordinance revisions, and a capital facilities program. In addition, the program will also develop and implement the following major BB/RR Action Plan strategies determined to be important in effectively implementing the Kennewick Bridge-to- Bridge/River-to-Rail (BB/RR) Revitalization Plan. The 19 strategies are grouped according to subject matter and not necessarily priority and are listed in an analytical sequence beginning with: 1) Organization, 2) Economics, 3) Promotion, 4) Design Standards, 5) Design/Development – Infrastructure, and 6) Design/Development – Catalytic Projects. 1.2.1: Organization 1: Assign action program and project implementation responsibilities  Continue City Council’s charter,  Appoint key point persons or project facilitator,  Coordinate action plan implementation programs and projects,  Engage the public  Resolve funding strategies  Monitor implementation 2: Resolve agreements with HDKP, Port, and other participants  Resolve HDKP development/operation of the Public Market  Resolve Port of Kennewick’s Master Plan for Duffy’s Pond  Resolve RFPs for design/develop competitions 1.2.2: Economics 3: Recruit/retain target markets  Identify key entrepreneurial prospects  Multi-modal transportation dealers  Mixed-use project developers  Mixed income mixed-use housing occupants  Retail tenants ---PAGE BREAK--- 2 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan  Artists and art galleries  Incubator and start-up businesses  Public market vendors  Excursion train operator  Compile supporting market information  Provide business planning and start-up capital assistance  Create a capital investment fund  Conduct cold call contacts  Follow-up  Debrief 4: Expand the “Main Street” program  Expand the Main Street program model and HDKP activities  Expand downtown activities and special events program  Initiate additional special events that are keyed to unique Kennewick historical occurrences  Expand the façade improvement program  Expand the source of low cost building improvement and development funds  Award capital investment funds on a competitive basis or in response to a request system 1.2.3: Promotion 5: Update and expand city/HDKP websites  Refine the brand, tagline, and logo  Expand city/HDKP marketing/tourism websites  Homepage  Attractions pages  Events pages  Visitor services pages  Business investment pages  Resident services pages  Transportation pages  Gallery pages  Design and publish coordinated print collateral materials  Correspondence  Brochures  Flyers  Advertising templates  Billboards  Trailers and information stands 6: Install historic district, gateways, and wayfinding signage  Have WSDOT install historic district signage  Install historic district directional signage  Design and install gateway or entry improvements  Install way-finder signage 1.2.4: Design standards 7: Update/refine zoning designations  Amend the Zoning Map of the City of Kennewick  Amend Chapter 18.03 of the Municipal Code to create a Mixed Use (MU) zoning district  Incorporate Incentive Zoning provisions 8: Adopt design standards for BB/RR mixed use  Adopt historical building design guidelines  Adopt new building design guidelines  Adopt signage design guidelines  Adopt landscape design guidelines 1.2.5: Design/development - infrastructure 9: Fill/soft armor select river shoreline areas for fish habitat  Inventory, design, submit, and accomplish project applications 10: Install stormwater swale/river levy enhancements  Install a vegetation mat on the inside face of the river flood levy  Install “grasscrete” or similar structural underground material that allows grass to grow through the grid  Install native plant materials and rockery within the swale  Install grass, street trees, and furnishings on the inside swale buffer  Construct bridges and stairways across the swale and up the inside levy face  Install wayfinding and directory signs, interpretive exhibits, picnic tables, and shelters  Install an artworks gallery ---PAGE BREAK--- 3 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan 11: Acquire/develop BB/RR parks  Designate a publicly accessible but potentially privately owned or dedicated park improvement on frontage property between John Day and Jean Streets  Acquire a public park property between the swale/levy and Columbia Drive at Fruitland Street  Designate a publicly accessible but potentially privately owned or dedicated park improvement on frontage property between Benton and Washington Streets  Acquire a public park property between Duffy’s Pond and Columbia Drive. 12: Reconfigure road network  Reduce and control median lane traffic turning movements on Columbia Drive  Realign Columbia Park Trail  Open, realign, and extend Bruneau/Railroad Avenues  Designate on the streets and roads map 13: Construct streetscape enhancements  Expand sidewalks  Upgrade transit furnishings  Improve pedestrian-friendly furnishings  Install landscaping  Install artworks  Where appropriate relocate and/or underground overhead power and telecommunication lines, and relocate light and signage standards 14: Construct sidewalks, curbs, and gutters  Improve existing and future roadways with basic infrastructure  Reconfigure existing roadway infrastructure to accommodate pedestrian and bikeways  Install transit improvements 15: Reconfigure transit routes  Reconfigure route 55, 120, and/or 160 to create a loop shuttle  Install transit improvements 1.2.6: Design/development – catalytic projects 16: Acquire/develop Public Market and Excursion Train  Acquire the BNSF property  Improve the site  Develop a Public Market  Recruit market tenants and activities  Artists and art galleries  Incubator and start-up businesses  Public market vendors  Public market concessions or tenants  Program continuous activities  Program special events that are keyed to unique Kennewick historical occurrences  Recruit an excursion train operator  Install angled parking on West Canal Drive 17: Acquire/issue RFP for incubator developments  Lease then acquire the property from BNSF  Brainstorm redevelopment solutions for the property  Assess the economic feasibility of the preferred concepts  Assess and mitigate environmental impacts  Conduct public hearings and approve a pre-packaged plan solution  Develop a competitive request-for-proposal (RFP) process  Conduct a town hall with potential developers  Issue the RFP and judge proposals  Award project following City Council public hearings and review procedures. 18: Issue RFP for private property packages  Package potential development parcels  Brainstorm redevelopment solutions for the property  Assess the economic feasibility of the preferred concepts  Assess and mitigate environmental impacts  Conduct public hearings and approve a pre-packaged plan solution  Develop a competitive design/develop request-for-proposal (RFP) process  Conduct a town hall with potential developers ---PAGE BREAK--- 4 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan  Issue the RFP and judge proposals  Award project following City Council public hearings and review procedures 19: Review/resolve master plan for Port of Kennewick’s Duffy’s Pond properties  Resolve environmental issues and impacts  Resolve park and trail improvements  Resolve mixed use zoning allowances  Conduct hearings and resolve master plan approval particulars by the Planning Commission and City Council 1.3: Elements of the environment - Impacts and mitigating measures In accordance with WAC 197-11-44, the Kennewick Community Planning Department has determined this proposal may have a significant adverse impact on the following topics if not properly planned and mitigated as described in the following pages. 1.3.1: Physical environment Earth Environmental impacts - all alternatives will clear and grade vacant and underdeveloped land in BB/RR especially lands located north of Columbia Drive to the Columbia River levee. Higher intensity urban development could erode soils and enter surface water runoff degrading the quality of surface water bodies if not properly managed. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking and ground floor retail platforms when affordable or workforce housing is included under incentive zoning provisions. Alternative 2 will encourage the development of recessed parking decks which will potentially excavate and remove more soil than would occur under Alternative 1: No-Action which would involve more surface parking solutions. Mitigating measures - the amount of clearing and grading of soils and earth will not be different than what is currently allowed under Alternative 1: No-Action Alternative with the Residential High Density (RH) district which is designated for most of the BB/RR revitalization area. Kennewick development codes and regulations mandate measures that will control and reduce erosion and runoff during construction. Air Environmental impacts - all alternatives will develop the vacant and underdeveloped lands within BB/RR increasing associated automobile traffic and construction activities. Additional urban activities and accompanying automobile traffic will produce and increase suspended particulate (PM10), ozone (o3), and carbon monoxide (CO) content within the local area. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking and ground floor retail platforms when affordable or workforce housing is included increasing the total population and associated automobile ownership and use. Mitigation measures – Alternative 2: BB/RR Revitalization Plan will create a mixed use community with more local retail, service, office, and other employment and recreation activities within the BB/RR reducing the amount of automobile traffic that would be associated under Alternative 1: No-Action. Alternative 2: BB/RR Revitalization Plan will also develop more multipurpose trails, bike lanes, pedestrian sidewalks and streetscapes, and a shuttle transit loop with the historic downtown and Civic Center providing more alternative and less air impacting transportation options than under Alternative 1: No-Action. Water Environmental impacts – all alternatives will develop additional structures within the 100 year or 350 foot elevation flood zone currently protected by the Corps of Engineer’s Columbia River levee. ---PAGE BREAK--- 5 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan All alternatives will replace existing vacant and underdeveloped land with structures, roadways, and other hard surfaces thereby increasing the quantity of surface water runoff within the stormwater swale and underground pipe collection system that ultimately discharges into Duffy’s Pond and the Columbia River. The amount of new hard surfaces under Alternative 2: BB/RR Revitalization Plan will not be different than what is currently allowed under Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will elevate upper residential and office floors over parking platforms and ground floor retail uses above the 100 year flood zone elevation in accordance with HUD and US Corp of Engineer flood zone construction standards. In addition, ground floor retail and other pedestrian-oriented uses will utilize flood gates or barriers that will reduce damage prospects during a possible high water or flooding event. Alternative 2: BB/RR Revitalization Plan will utilize pervious surfaces in parking and trail surfaces, green roofs on new building developments, and increased stormwater bio-filtration systems adjacent to the stormwater swale which will not increase the amount of stormwater runoff over what the current swale collection system has been designed to collect and discharge. Kennewick development codes and regulations mandate measures during construction that will control and reduce erosion and runoff during construction. Plants and animals Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with structures, roadways, and other hard surfaces thereby reducing the amount of existing natural vegetation and open ground for wildlife habitat. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will install occasional “soft armoring” beach infill along the river shoreline of the levee to improve fish habitat, install vegetation mats on the inside of the levee and “grasscrete” on the levee emergency vehicle access road to “green” the levee, and install native plant materials in the stormwater swale and buffer to provide bio-filtration of stormwater, improve habitat, and enhance visual impacts. Alternative 2 will install native plant materials to restore vegetation of habitat significance in streetscapes, buffers to the stormwater swale and levee vegetation, rain gardens, and other landscaping. 1.3.2: Built environment Land and shoreline use Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with residential, retail, and recreational structures and activities increasing the scale and intensity of building developments and the impact on ground level pedestrian views and potential activities. Alternative 1: No-Action designates most of the BB/RR for residential high density (RH) without requirements for ground floor or street level retail or other pedestrian-oriented activities. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors in conjunction with incentive zoning provisions for affordable housing over parking platforms that provide ground floor retail and other pedestrian oriented activities at the street level not possible under Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will develop more bicycle lanes, pedestrian walkways and sidewalks, trails and boardwalks around the stormwater swale and levee that provide a pedestrian scale and amenity than Alternative 1. Alternative 2 will also increase on-street parking and streetscape improvements that will appeal to increased pedestrian access and opportunities to a greater extent than Alternative 1: No-Action. Population and housing Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential structures ---PAGE BREAK--- 6 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan increasing population and the demand and need for more employment opportunities and housing options. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking and ground floor retail platforms when affordable or workforce housing is included increasing the total population and associated employment requirements and service demands and impacts. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will develop housing options including affordable and workforce units for single adults, adult couples, family starter, and empty nester households who are predominantly employed in the service industries that Kennewick depends on for future economic development. Alternative 2 will create more local employment opportunities implementing a sustainable community where residents may live, work, shop, and play to a greater extent in BB/RR, the historic downtown, or Civic Center than Alternative 1: No-Action. Alternative 2 will also develop an incubator small business start-up complex on vacant land along the railroad corridor that will provide for and generate new small business enterprises with new employment opportunities. Transportation Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential, retail, and recreational activities that will generate more automobile traffic if the resulting population continues to commute in private vehicles to places of employment, commerce, and recreation. Increased automobile traffic generates more pollution making transit, bicycle, and pedestrian alternatives less attainable and safe. Increased automobile traffic also increases the number of potential traffic accidents, particularly along corridors that are shared with pedestrians and bicycles. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking and ground floor retail platforms when affordable or workforce housing is provided generating more population and more vehicles than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will expand and enhance other transportation modes including more multipurpose trails, on-road bicycle lanes, pedestrian walkways and sidewalks, and a reconfiguration of transit routes to create a shuttle loop with the historic downtown and Civic Center. Alternative 2 will create more local employment opportunities implementing a sustainable community where residents may live, work, shop, and play to a greater extent in BB/RR, the historic downtown, or Civic Center than Alternative 1: No-Action reducing the potential demand for and reliance on private vehicles. Noise Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with urban structures and activities, roadways and cars, and other uses that will generate noise sources and levels. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will mandate green roofs and walls, and green building energy and sound absorption materials that will absorb and reduce noise levels. Alternative 2 will also locate medium and high density mixed use structures adjacent to US-395/Blue Bridge which will provide a noise wall for residents and outdoor activities within the BB/RR area. Public services – fire, police, and utilities Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential, retail, and recreational activities increasing the demand and need for more fire, police, waste disposal, sewer, water, and stormwater public services and facilities. ---PAGE BREAK--- 7 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking and ground floor retail platforms when affordable or workforce housing is provided generating more population and more demand for public services and facilities than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will collect a greater volume of property taxes and utility fees and service charges with which to finance the proportionally greater share of public facilities and services that will be required of a larger population. Public services - schools Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential structures and populations increasing the demand and need for more school services and facilities. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking platforms and ground floor retail when affordable or workforce housing is provided generating more population and more demand for public school services and facilities than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will collect a greater volume of school impact fees with which to finance the share of school facilities and services that will be required of a larger population. However, Alternative 2: BB/RR Revitalization Plan will develop more housing options including affordable and workforce units for single adults, adult couples, family starter, and empty nester households who will generate less school children per household than would be typical of other residential developments in the city. Public services – city hall Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential structures and populations increasing the demand and need for more city administrative services and facilities. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking platforms and ground floor retail when affordable or workforce housing is provided generating more population and more employees and more demand for public services and facilities than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will collect a greater volume of property taxes with which to finance the share of city facilities and services that will be required of a larger population and employee workforce. However, Alternative 2: BB/RR Revitalization Plan will develop more housing options including affordable and workforce units for single adults, adult couples, family starter, and empty nester households who will house and provide employment opportunities for the service workers who generate economic development activities within the city than would be typical of the residential only developments provided in Alternative 1: No-action. Public services – natural gas, power, telecommunications, and irrigation water Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with residential, commercial, and other urban uses that will require energy to operate and maintain thereby increasing demands on local electrical, natural gas, telecommunications, irrigation water, and other community services. Alternative 2: BB/RR Revitalization Plan will develop more residential, retail, recreation, and other urban uses than Alternative 1: No-Action Alternative proportionately increasing the demand for community services and facilities. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will mandate green and smart building technologies that will utilize recycled building materials, stormwater recycling, green roofs and walls, and energy and sound absorbing insulation building practices ---PAGE BREAK--- 8 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan that will require less energy to operate than existing practices allowed under Alternative 1: No-action. Alternative 2 will mandate the use of solar roofs on new mixed use structures that will increase the production of electricity and reduce operating and maintenance costs. Parks and recreation Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential structures and populations increasing the demand and need for more park and recreation services and facilities. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking platforms and ground floor retail when affordable or workforce housing is provided generating more population and more demand for park and recreation services and facilities than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will directly and indirectly through impact requirements of private developers, increase the supply of public and publicly-accessible trails, parks, open spaces, streetscapes, and other amenities and services more than Alternative 1: No-Action. Alternative 2 will also collect a greater volume of park impact fees with which to finance the proportionally greater share of park and recreation facilities and services that will be required of a larger population. Archaeological and historical resources Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential, retail, and recreational structures requiring building demolitions, earth excavation and regarding, and other construction activities increasing the impact on historical and any archaeological resources. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking platforms and ground floor retail when affordable or workforce housing is provided generating more mixed use structures but with the same construction and earth grading impacts as Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will require developers to excavate and evaluate any archaeological resources that may be impacted by construction, particularly along the original river shoreline where such resources are likely to be. In addition, Alternative 2 may require developers to relocate older viable single family structures with any architectural or historical (old) value to the community to other places within or adjacent to the BB/RR revitalization area to salvage community value. Aesthetics Environmental impacts – all alternatives will replace existing vacant and underdeveloped land with more residential, retail, and recreational structures increasing the impact on aesthetic resources. Redevelopment could also obscure aesthetic resources and potential visual imagery if not planned and constructed in accordance with design guidelines. Alternative 2: BB/RR Revitalization Plan will increase development density in mixed use structures up to 5, 8, and 12 floors over parking platforms and ground floor retail when affordable or workforce housing is provided generating more mixed use structures with ground floor or street level improvements and amenities than Alternative 1: No-Action. Mitigation measures - Alternative 2: BB/RR Revitalization Plan will directly and indirectly through impact requirements of private developers, increase the supply of public and publicly-accessible trails, parks, open spaces, streetscapes, and other amenities and services more than Alternative 1: No-Action. In addition, Alternative 2 will adopt new mixed use (MU) zoning district and mixed use design guidelines specifying performance characteristics required of streetscapes, buildings, view corridors, on-site publicly-accessible pedestrian amenities, and other aesthetic features. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 9 2 Alternatives 2.1: Overview Kennewick entered into this Bridge-to-Bridge/River-to-Rail (BB/RR) revitalization planning process to more directly address future environmental, economics, land use, transportation, public facilities, parks and recreation, and aesthetics of the BB/RR area. In addition, as part of the BB/RR planning process, and consistent with State Environmental Policy Act (SEPA) rules, Kennewick will adopt a Planned Action Ordinance, which will streamline environmental review for development consistent with the proposed BB/RR Revitalization Plan and regulations. The basic steps in designating planned action projects are:  Prepare an environmental impact statement (EIS),  Designate the planned action projects by ordinance,  Review permit applications for proposed projects as consistent with the designated planned action. The intent is to provide more detailed environmental analysis during formulation of planning proposals, rather than at the project permit review stage. This Draft Planned Action Environmental Impact Statement (DEIS), addresses the first step identified above, analyzes the environmental impact of two primary alternatives – Alternative 1: the No-action alternative or a continuation of existing plans and policies, and Alternative 2: the BB/RR Revitalization (Subarea) Plan & Implementing Regulations. Kennewick City Council will select one of the alternatives to be the Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations in accordance with Chapter 35.63 of the Revised Code of Washington (RCW) and the provisions of the Washington State Growth Management Act (GMA) Chapter 36.70A of the Revised Code of Washington (RCW). Table 1: BB/RR alternative comparisons Projections Alt 1: No-action Alt 2: BB/RR Plan Dwelling units existing 395 395 Dwelling unit holding capacity 5,599 6,869 Additional dwelling units 5,204 6,474 Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Employee existing 3,604 3,604 Employee holding capacity 4,047 4,768 Additional employment 443 1,164 Note - assumes each alternative would build-out properties within the BB/RR revitalization area to maximum allowable capacities. 2.2: Alternative 1: No-Action The Washington Administrative Code (WAC) requires a No-Action alternative be considered within the environmental review process. Under a No-Action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, Kennewick Municipal Code (KMC) Title specifying zoning districts, development and parking regulations, and commercial design standards would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following: Waterfront environment  Columbia River shoreline - would remain as currently protected with the recently lowered Columbia River levee remaining in place along the entire shoreline of the BB/RR area.  Stormwater swale - would also remain as recently improved with the underground pipe and overflow swale collecting runoff for ---PAGE BREAK--- 10 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 1: No-action Commercial General - CG Residential Low - RL Industrial Low - IL Commercial Community - CC Columbia Drive Columbia Drive Fruitland St Washington St Gum St Bruneau Ave Benton St Residential High - RH Residential High - RH Industrial Low - IL Commercial General - CG Open Space - OS ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 11 discharge into Duffy’s Pond, and ultimately into the Columbia River. Parks and open spaces  Parks - would remain as currently developed with Fruitland Park being the sole public park within the BB/RR area unless or until the Port improves the shoreline around Duffy’s Pond for public access and activities.  Stormwater swale - existing occasional picnic tables and vegetation would be maintained along the portions of the swale between Columbia Park and Fruitland Street. Land use and zoning  Residential zoning - would remain as designated in March 2010 zoning map including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street as Residential High Density (RH) subject to a 45 foot height limit and 27 dwelling unit per acre maximum density (and excluding mixed use structures) potentially resulting in the demolition, disruption, and fragmentation of a stable single family neighborhood.  Commercial/mixed use developments - would evolve as designated in the March 2010 zoning map for the Commercial Community and General (CC, CG) zones subject to the provisions in KMC 18.78 mixed use design standards with possible redevelopment of the lands along and north of Columbia Drive for a mixture of auto sales and services, construction and storage yards, apartment and condominium buildings.  Industrial land use and zoning - would remain Industrial Light (IL) including most of the frontage along West Railroad and East Bruneau Avenues and fronting on the railroad spurs and mainlines. Population and housing  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the lands along and north of Columbia Drive for possible mixed use buildings up to 27 dwelling units per acre should developers be able to organize and market existing undeveloped and underdeveloped lands.  Scattered portions of the existing single family neighborhood - located south of Columbia Drive and west of Fruitland Street could be redeveloped for apartments or other higher density products of dissimilar occupants and impacts on the area.  Columbia Drive frontage uses and interior properties – north to the levee would likely continue to house and develop a large variety of non-residential commercial, warehousing and storage, construction yards and distribution facilities, and auto-related dealerships and services limiting the area’s appeal for high quality mixed use, mixed income developments. Road network  Columbia Park Trail - would continue to be improved and operate under current conditions including the location of Columbia Park Trail on top of the levee between US-395/Blue Bridge and Fruitland Street.  Columbia Drive - would continue to operate as a 4 lane plus median roadway from US-395 to Washington Street, and a 4 lane roadway from Washington Street to SR-397/Gum Street.  The existing street grid - would not be connected or extended into Duffy’s Pond or the undeveloped properties located north of Columbia Drive. Railroad  UP and Port rail spurs – would remain along the north side of Railroad and Bruneau Avenues creating a vacant and unimproved roadway and street frontage. Non-motorized transportation or trail systems  Sacajawea Heritage Trail - would remain as is including the continued operation and maintenance on top of the levee from Columbia Park east to under the SR-397/Cable Bridge.  Bike connections between BB/RR and the downtown - would continue to be in-lane and on-road on Fruitland and Washington Streets. Pedestrian walkways and sidewalks  Sidewalks - would remain located on both sides of Columbia Drive, Washington, Benton, and Fruitland Streets.  Pedestrians would continue to share access - with parked and moving cars on unimproved roadways in the single family developed areas south of Columbia Drive and west of Fruitland Street, and the industrial district along Railroad and Bruneau Avenues. ---PAGE BREAK--- 12 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Streetscapes  Streetscapes – would remain as is on Columbia Drive, Fruitland, Benton, and Washington Streets and the other defining local collector streets in the BB/RR area.  Enhancements and gteways - would be limited to occasional street trees, narrow walkways, and the existing historic downtown gateway sign at Benton and the Port gateway arch and lighthouse on Washington Street onto Clover Island. Transit routes  Routes - would remain as is including a continued focus on the Dayton Street Transfer Station and the lack of a transit loop or shuttle between BB/RR and the downtown using Columbia Drive and Columbia Park Trail. Public facilities  New public or publicly accessible facilities – would not be developed within the BB/RR area unless or until the Port were to complete and City Council to approve their proposals for a performing arts theater, IMAX, mini-golf, gondola rides, and other amusement park activities around Duffy’s Pond.  The lands between the Port, UP, and BNSF Railroad tracks - would remain vacant and unused. 2.3: Alternative 2: BB/RR Revitalization Plan The proposed BB/RR Revitalization Action Plan & Implementing Regulations would amend the 2008 Comprehensive Plan, 2010 Zoning Map, Kennewick Municipal Code (KMC) Title dealing with zoning districts, development and parking regulations, and commercial design standards, and 6-year Capital Facilities Program (CFP) to accomplish the following: Waterfront environment  Columbia River levee – will be “green” installing vegetation mats on the inside of the levee for visual enhancement and slope stability, “grasscreting” the levee access road for multipurpose use and visual enhancement, and planting native materials in the stormwater swale to improve bio-filtration and visual enhancement.  Occasional river fill – will be installed along the river shoreline of the levee to create “soft armoring” beach for fish habitat enhancement.  Stormwater swale - depending on private development plans and requirements, the stormwater swale could be reconfigured or supplemented in places to create a larger stormwater collection and bio-filtration capacity and/or provide visual accents. Parks and open spaces  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings and activities.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscreted” access road will be completely devoted to a linear park and trail.  A new public access park and river overlook landing - will be developed at the end of Fruitland Street possibly providing an overlook and landing of the river, public restrooms, and vendor concessions.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street. Land use and zoning  The single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 ---PAGE BREAK--- 13 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan – the proposed action MXD – High Residential Low - RL Industrial - IL MXD – Low MXD – Low MXD – Medium MXD – Medium Commercial - CC Commercial - CC MXD – Medium Columbia Drive Columbia Drive Fruitland St Washington St Gum St Bruneau Ave Benton St Industrial - IL ---PAGE BREAK--- 14 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Mixed use upper floor parking requirements – will be reduced to match the number of bedrooms provided within mixed use structures. All occupant residential or upper floor office uses will be provided within the platform parking decks.  Mixed use ground floor and pedestrian-oriented parking - will be provided in on-street angle parking in front of the building including provisions for expanded road right-of-way donations, if necessary.  Mixed use design district overlay guidelines – will be adopted as an overlay district governing the design and development of new mixed use structures within the BB/RR MU zones including particulars specifying building mass and articulations, materials and colors, ground floor retail facades, entries, awnings, window displays, streetscape paving, furnishing, street trees, and landscaping – as well as solar applications, green roofs and walls, rain gardens, and other low impact and energy saving technologies. Population and housing  Housing choices and population – will increase within the mixed use low, medium, and high (MU-L, M, H) zones and house a wider variety of household types including single adults, adult couples, family starters (with young children), and empty nesters of all ages and incomes.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. Road network  Columbia Park Trail – will be relocated off of the levee using West Klamath Avenue, North Kent Place, and a new roadway to be developed and dedicated by private development between Klamath and the Columbia Park Trail underpass of US-395/Blue Bridge.  Columbia Drive access points - will be reconfigured to simplify and reduce the number of cross traffic movements along the corridor, particularly where new mixed use developments occur between Fruitland and Washington Streets.  Columbia Drive median - will be reduced to allow turning lanes at Kent Place, Fruitland Street, Entiat Avenue, Benton, Washington, Cedar, and Elm Streets and the median remainder improved with street trees and native plant landscaping.  Railroad Avenue – will be extended west to provide access to a proposed incubator small business complex and east to provide a continuous roadway connection through the former cannery plant with Bruneau Avenue.  Street grid - will be connected and extended into Duffy’s Pond and the undeveloped properties located north of Columbia Drive. Railroad  UP and Port rail spurs - along the north side of Railroad and Bruneau Avenues will be discontinued and removed when current businesses no longer require active rail service and the roadways will be improved with traffic lanes, on-street parking, curbs, and sidewalks. Non-motorized transportation or trail systems  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge.  Benton Street on/off road trail – will be developed between Sacajawea Heritage Trail and the historic downtown to provide recreational as well as commuter access.  Canal Dike Trail – will be developed on the south side of the Columbia Irrigation District (CID) canal dike from the Civic Center west and up the hillside adjacent to Canal Drive to link the uplands residential areas with the historic downtown and BB/RR and Sacajawea Heritage Trail. On-road bicycle lanes  An extensive system of on-road bike lanes – will be installed on all collector and arterial streets within the BB/RR area except for Columbia Drive which carries too much traffic and is not wide enough to accommodate bike lanes and a widened sidewalk and streetscape improvement.  On-road bicycle lanes – will connect with the existing bike lanes and designated roadways on Columbia Park Trail, Clover ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 15 Island, SR-397/Cable Bridge, and around the Civic Center to establish linkages with regional commuting and recreational bikeway travel and destinations. Pedestrian walkways and sidewalks  Sidewalks – will be installed as public works projects on both sides of the railroad corridor and crossings on Fruitland, Benton, and Washington Street to match the scale and intensity of walkways on both sides of the corridor.  Curbs, gutters, and sidewalks – will be installed as public works projects on all existing local public roadways within the BB/RR area including the single family neighborhood south of Columbia Drive and west of Fruitland Street.  Curbs, gutters, and sidewalks – will be installed by developers to public work standards on all new roadway improvements within the BB/RR area including the vacant and underdeveloped lands north of Columbia Drive to the levee. Streetscapes  Columbia Drive streetscape – will be increased in width and intensity within the existing right-of-way with paving, street trees, furnishings, bus shelters, and other amenities the complete length of the BB/RR area from US-395/Blue Bridge to SR-397/Cable Bridge.  BB/RR-Civic Center streetscape enhancements – will be installed on Fruitland, Dayton, Benton, Auburn, and Washington Street to match and connect with the existing streetscape improvements within and around the historic downtown and Civic Center.  BB/RR streetscape enhancements – will be installed as public work projects and by developers on the remaining collector streets between Fruitland and Washington Streets, Bruneau Avenue, and all streets north of Columbia Drive to the levee. Gateways and wayfinding  Gateways – will be installed on Columbia Park Trail at the US- 395/Blue Bridge undercrossing, Columbia Drive at the US-395/Blue Bridge roundabout, Fruitland Street at the BNSF railroad crossing, and Columbia Drive at the SR-397/Gum Street intersection to signify entry into BB/RR and the historic downtown district.  Wayfinding signs – incorporating elements from the city’s current logo will be installed on Columbia Drive, Fruitland, Benton, Washington, and Gum Streets, and throughout the historic downtown district to identify routes to major destinations and activities. Transit routes  BB/RR-Downtown-Civic Center shuttle loop – will be created by reconfiguring existing routes between BB/RR and the historic downtown using Fruitland, Washington and Gum Streets, and Columbia Drive, East 1st Avenue, and West 6th Avenue. Catalytic projects - public/publicly accessible facilities  Public Market – will be developed on the BNSF railroad property being acquired east of Benton and the BNSF property under city lease west of Benton to include farmers’ market and other indoor and outdoor vendors, artist galleries and workshops, fine and performing art classrooms, multipurpose meeting and special exhibition or event spaces operating on a 7 day a week basis to link BB/RR and historic downtown activities and promotional opportunities.  Excursion Train – will be recruited to operate dinner, mystery, and winery tours from the BNSF and UP tracks adjacent to the Public Market like the Spirit of Washington Dinner Train did previously.  Incubator Business Complex – will be developed on BNSF property to be leased then acquired that is located between the BNSF tracks and UP rail spur west of Fruitland on the extension of Railroad Avenue. The complex will provide for a variety of low rent industrial, retail, and office use business start-ups with rental spaces, common business and conference spaces, and other supporting services.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with shoreline management program buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use design guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly. Catalytic projects – private developments  Design/Develop RFP Competitions – will be conducted where the city options private property from owners who wish to ---PAGE BREAK--- 16 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan participate then conducts a competitive process whereby developer teams compete on economic and design criteria for the right to purchase, including reimbursement of city costs, and develop the property in accordance with pre-approved project criteria and the winning project solution. Organization  Partnerships or joint ventures – for the implementation of portions or all of a number of the BB/RR Revitalization Action Plan projects may be considered with a variety organizations and entities including the Historic Downtown Kennewick Partnership (HDKP - a nonprofit), Port of Kennewick, Umatilla Tribe, Housing Authority of Kennewick, and Auto Dealers Association, among others. ---PAGE BREAK--- 17 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 3 The proposed action The proposed action is to adopt and implement the Bridge-to- Bridge/River-to-Railroad (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations for Kennewick, Washington. The proposed action is in accordance with Chapter 35.63 of the Revised Code of Washington (RCW) and the provisions of the adopted Growth Management Act (GMA) Chapter 36.70A of the Revised Code of Washington (RCW). The proposed Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan will amend current Kennewick policies governing the environment, land use, economics, transportation, design resources, parks and recreation, public services, and utilities conforming to GMA provisions. Implementation actions will land use, transportation, housing, zoning, capital improvement program, and other Kennewick ordinances and regulations to comply with the Bridge-to- Bridge/River-to-Railroad (BB/RR) Revitalization Plan’s policies. 3.1: Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Area The BB/RR is the area between US-395/Blue Bridge and SR- 397/Cable Bridge and the Columbia River to the BNSF and UP Railroad mainline tracks. The BB/RR has been identified in Kennewick's comprehensive plan as a subarea or distinct district worthy of special planning attention. The BB/RR area is composed of 7 distinct neighborhoods including Columbia Drive and the auto dealers and commercial services along it, Duffy's Pond and the approach to Clover Island, the mobile home parks and residential developments along the Corps of Engineers Columbia River flood control levee leading to Columbia Park and south of Columbia Drive, and the numerous salvage, warehouse, and trucking businesses along the railroad tracks. 3.2: BB/RR objective The purpose of the Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations is to create a short and long-term strategy for the BB/RR area and its 7 distinct neighborhoods for the next 1-20 years. The plan will serve as a statement of the city's commitment and direction for these areas and as a resource for property owners, businesses, and residents. 3.3: Actions completed to date Recent development within the BB/RR area include the:  Completion of the series of roundabouts – by WSDOT between SR-240 and SR-395 that define a new western gateway to Columbia Drive, BB/RR, and city; ---PAGE BREAK--- 18 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  The Port of Kennewick's acquisition of some properties adjacent to Duffy's Pond - and the potential this provides for the Port to develop a new gateway to Duffy’s Pond, Clover Island, BB/RR, and the city; and  The Port's acquisition of some frontage commercial properties between Duffy's Pond and Columbia Drive - and the potential this provides for the development of new mixed uses that will connect Duffy’s Pond, BB/RR, and the riverfront with the downtown. These developments provide the momentum and opportunity to create and implement a revitalization strategy for the BB/RR area. 3.4: BB/RR planning process  Stakeholder interviews - were conducted with 37 representatives of regional and city organizations during November 2009. The comments and suggestions provided from the interviews are provided in Appendix A of the BB/RR Revitalization Plan.  Internet Survey - was conducted on the city website from October through December 2009 and was completed by 188 persons - the results of the survey are provided in Appendix B of the BB/RR Revitalization Plan.  Public workshops - were conducted with property and business owners and residents of each of the 7 BB/RR neighborhoods and for interested persons from the city-at-large during November- December 2009 and were attended by over 80 persons - the results are provided in Appendix C and D of the BB/RR Revitalization Plan.  Mail-out/phone-back survey – will be conducted with a representative sample of Kennewick registered voter households to determine their preferences and priorities concerning specific proposals and financing implications of the BB/RR plan during the DEIS review process. The results of the survey will be incorporated into the FEIS comments. 3.5: BB/RR proposed actions Following is a summary description of the major BB/RR Revitalization Plan strategies outlined in the matrix and determined to be important in effectively implementing the Kennewick Bridge- to-Bridge/River-to-Rail (BB/RR) Revitalization Plan & Implementing Regulations. The action strategies represent the consensus opinions of the BB/RR Task Force as well as the results of the stakeholder interviews, public workshops, internet, and mail-out/phone-back surveys. The consensus opinion is that these actions are critical to the effective realization of the BB/RR Revitalization Plan’s goals. The strategies are grouped according to subject matter and not necessarily priority and are listed in an analytical sequence beginning with: 1) Organization, 2) Economics, 3) Promotion, 4) Design Standards, 5) Design/Development – Infrastructure, and 6) Design/Development – Catalytic Projects. 3.5.1: Organization 1: Assign action program and project implementation responsibilities  Continue City Council’s charter – whereby the Community Planning Department and the Historic Downtown Kennewick Partnership (HDKP) act as the BB/RR’s principal economic and urban development advocate and coordinator of the actions item involved in the implementation of the BB/RR Revitalization.  Appoint key point persons or project facilitators – from within HDKP to focus on the specific actions involved in each action subject, and to allow participation by other public, nonprofit, and private community organizations, interested groups, and individuals in specific projects unique to each group.  Coordinate action plan implementation programs and projects - to be accomplished by the city, HDKP, and other facilitating/catalyst agents to include the Port of Kennewick, US ---PAGE BREAK--- Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations 13 April 2010 Participants 1. Kennewick City Council A=approval role I 2. Economic/Community Development & Parks & Public Works Departments L=lead management role I I 3. Historic Downtown Kennewick Partnership (HDKP) P=participant role I I 4. Port of Kennewick I I I I I I I I 5. US Corps of Engineers I I I I I 6. Umatilla Tribe I I I I I I 7. WA Dept Fish & Wildlife & Ecology I I I I I I I I I I I I I I 8. Ben Franklin Transit I I I I I I I I 9. Housing Authority City of Kennewick I I I I I I I I I 10. Benton County Historical Museum I I I I I I I I I I 11. Council of Governments (COG) Economic Development Council (EDC) I I I I I I I I I I I 12. TRIDEC - Economic Development Council I I I I I I I I I I I I 13. Tri-Cities/Hispanic Chamber of Commerce I I I I I I I I I I I I I 14. Auto Dealers Association I I I I I I I I I I I I I I I I I I I I I I I I I I I I 15. BB/RR property owners I I I I I I I I I I I I I I I 16. Lenders/realtors/developers I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 17. Public - city residents l l l l l l l I I I I l I I I I I l l l l l l l I I I I l I I I I I Implement l l l l l l l l l l l l l l l l l in year Objectives - not necessarily in rank order l l l l l l l l l l l l l l l l l 0-1 2-6 Cost (000) Funding sources Organization 1 Assign action plan responsibilities A L P P P P P P P P P P P P P P P X Ptax, 2 Resolve joint ventures w/HDKP/Port/Private A L P P P X Ptax Economics 3 Recruit/retain target markets A L L P P P P P P P X X Ptax, HDKP, Port, TRIDEC, Chambers,COG 4 Expand Main Street program to BB/RR A L L P P P P P P P X X MainSt, DRP, TMP, PBIA, CDBG, 108, Promotion 5 Expand city/HDKP website outreach A L L P P P P P P P P X Ptax, HMTax, TMP, HDKP, TRIDEC, Chamber 6 Install gateways/wayfinding signage A L P P P X Ptax, HMTax, REET, TMP, HDKP, CRF Design Standards 7 Update/refine zoning designations A L P P P P P P P X CTED-GMP, Ptax 8 Adopt design standards for BB/RR mixed use A L P P P P P P P X CTED-GMP, Ptax Design/Development - Infrastructure 9 Fill/soft armor river shoreline for fish habitat A L P A A L P X X Centennial, ALEA, RCO, Ptax, Umatilla, CRA 10 Install swale/levee enhancements A L P A P A P P X X SDUFee, Ptax, DOE, RCO, TIF/LCF, Prvt, CRA 11 Acquire/develop parks A L P L A P A P P X X Ptax, REET, HMTax, ALEA, RCO, Parkfee, Prvt, CDBG,108, CRA 12 Reconfigure road network A L P P P P P P X X FAUS, UATA, Ptax, MVFTax, Trafficfee, Late-comer, CRA 13 Construct streetscape enhancements A L P P P P P X X REET, Ptax, MVFTax, LID, TBD, PBIA, Late-comer, CRA 14 Construct sidewalks, curbs, gutters A L P P X X Ptax, MVFTax, TIB, CDBG, LID, STUfees, 108, CRA 15 Reconfigure transit routes A P P P L P X Ben Franklin Design/Development - Catalytic Projects 16 Acquire/construct public market/train A L L P P P P X X HMTax, REET, Ptax, CDBG, 63:20, HDKP 17 Acquire/issue RFP incubator development A L P P P P P P P X X Ptax, CDBG, HAEIF, Prvt, COG, EDA, SBA 18 Issue design/develop RFP competitions A L P P P P P P P X Ptax, CDBG, HOME, TIF/LRF,Prvt, LITHC 19 Review/resolve Port's Duffy's Pond Plan A L L A A A P P P P P P P X Ptax 108 CDBG Section 108 Loan Funds LID Local Improvement District 63:20 Lease-to-Own using 63:20 nonprofit financing LIHTC Low Income Housing Tax Credits ALEA ROC Aquatic Lands Enhancement Act MVFTAX Motor Vehicle Fuel Tax CDBG Community Development Block Grant ParkFee GMA Park Impact Fee CDBG Community Development Block Grants PBIA Parking & Business Improvement Area COG Small Business Assistance Port Port of Kennewick funds CRA Community Renewal Act Prvt Private developer contribution or other funds CRF Community Revitalization Finance Ptax General Fund Property Tax DOE Department of Ecology Centennial Fund RCO Wa State Recreation and Conservation Office (ROC) grants DRP Washington State DofC Downtown Renewal Program REET Real Estate Excise Tax EDA Economic Development Administration SBA Small Business Administration GMP Washington State DofC Growth Management Planning grant SDUFee Stormwater Management Utility fee HDKP Historic Downtown Kennewick Partnership funds TBD Transportation Benefit District HMTaxTourism Hotel/Motel Tax TIB Transportation Improvement Board grants HOME CDBG Program TIF/LRF Tax Increment Finance/Local Community Finance Late-coLate-comer improvements charge Trafficfee GMA Traffic Impact Fee ---PAGE BREAK--- 20 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Corps of Engineers, Umatilla Tribe, Washington State Department of Fish & Wildlife, Ben Franklin Transit, Housing Authority of the City of Kennewick, Benton County Historical Museum, Council of Governments (COG) Economic Development Council (EDC), TRIDEC – Economic Development Council, Tri-Cities and Hispanic Chambers of Commerce, Auto Dealers Association, and other public, non- profit, and private participants interested and appropriate.  Engage the public – on the economic, promotion, design, design/development – infrastructure, and design/development – catalytic projects and the impact implementation of the BB/RR Revitalization Plan will have on the economic well being and development of the city-at-large.  Resolve funding strategies – using public, nonprofit, and private monies necessary to effectively finance each and all of the action items listed herein.  Monitor implementation – to ensure the actions proposed in the BB/RR Revitalization Plan are effectively realized by the all the public, nonprofit, and private parties participating in the BB/RR revitalization strategies. 2: Resolve agreements with HDKP, Port, and other participants  Resolve HDKP development/operation of the Public Market – including land lease particulars of the city’s purchase of BNSF parcels fronting on Benton Street, method of design/delivery and financing of Public Market building and site improvements, tenant and promotional activities programs, and all other particulars.  Resolve Port of Kennewick’s Master Plan for Duffy’s Pond – including proposed particulars concerning pond buffer width and placement, surface street access from Columbia Drive and Washington Street, new building placement and streetscape elements on Columbia Drive, trail location and development around Duffy’s Pond, Catfish Island, Sacagawea Heritage Trail, Columbia Drive and Washington Street, and publicly-accessible park location, improvements, and financing.  Resolve RFPs for design/develop competitions – including property sales prices and option agreements, mandatory and optional design criteria, jury process and particulars, developer team honorariums, and all other particulars with participating property owners. 3.5.2: Economics 3: Recruit/retain target markets  Identify key entrepreneurial prospects - for the BB/RR and downtown district including profiles, contact information, promotional materials, and recruitment strategies for:  Multi-modal transportation dealers – including sales and service of electric cars, motor bikes, scooters, mopeds, bicycles, kayaks, and other forms of transportation to transform auto row into a multi-modal transportation hub for the region.  Mixed-use project developers – of mixed-use projects for the BB/RR sites of opportunity.  Mixed income mixed-use housing occupants – including urban households (single adults, family starters, empty nesters, and seniors) migrating into or within the region for mixed-use projects on BB/RR sites of opportunity.  Retail tenants – including retail businesses and activities of interest to Columbia Drive and the downtown district storefronts and proposed BB/RR mixed-use projects.  Artists and art galleries – including working artists, instructors, galleries, and related entrepreneurs to the proposed live/work and mixed-use projects on BB/RR sites of opportunity.  Incubator and start-up businesses – including start-up businesses and entrepreneurs from surrounding city and region for the proposed incubator buildings to be developed on Railroad Avenue including provisions for start-up grants and SBA loans.  Public market vendors – including farmers’ market vendors, wine and food vendors, artist workshops and galleries, performance artists and instructors, and other activities to be housed in the Public Market to be developed on the BNSF property being acquired and leased on Benton Street.  Excursion train operator – including excursion train operators as well as destination facilities, programs, and operators for a series of dinner, mystery, sightseeing, winery, ---PAGE BREAK--- 21 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and other train tours of the region from the BNSF property being acquired and leased on Benton Street.  Compile supporting market information – including listings of available properties and building spaces along with terms, contacts, descriptions, and other referral information for integration into marketing websites.  Provide business planning and start-up capital assistance – to support small business planning, capital and investment planning, workforce training, and other small business development services.  Create a capital investment fund – to include a large portfolio of no and low interest loans available from local lending institutions and organizations devoted specifically to small business retention, start-up, and recruitment outreach efforts.  Conduct cold call contacts – for the above using combinations of e-mail and e-newsletter, mail, telephone, and in-person interviews to determine information needs, reactions, interests, and competitive assessments.  Follow-up – interested recruits by providing tours, promotional events, analysis, and other finalizing coordination with property or business owners, financial sources, and networking with other entrepreneurial individuals and enterprises in Kennewick.  Debrief – cold call contacts and recruits to assess marketing materials, marketing positioning, property and business rates, and other information with which to refine the BB/RR and downtown brand, promotional materials and activities, and market offerings. 4: Expand the “Main Street” program  Expand the Main Street program model and HDKP activities – to include promotion, business development, advertising, parking, design, economic restructuring, and other related activities and interests to the larger BB/RR area including Columbia Drive and auto row, and the industrial startup potentials along Railroad Avenue. HDKP will sponsor and coordinate permanent committees dedicated to business recruitment efforts, promotions, and design improvements within the larger BB/RR/Downtown/Civic Center area on a full-time basis.  Expand downtown activities and special events program – to include coordination with farmers’ market vendors, key seasonal community and tourist events, and special sales activities of interest to merchants, community organizers, residents, and tourists of the larger BB/RR area including Columbia Drive’s auto row.  Initiate additional special events that are keyed to unique Kennewick historical occurrences – like Native American settlements, early agriculture developments, river steamboat landings, railroad development and services, winery establishments, and like events of historical importance to community residents and of interest to tourists.  Expand the façade improvement program – to upgrade appearances, visual quality, and streetscape interest on Columbia Drive and the on Fruitland, Benton, and Washington Streets between BB/RR and the downtown district. Implement building design standards that define a palette for streetscape furniture, landscaping, lighting, and paving improvements. Develop prototypical designs to improve awnings, signage, window displays, color, materials, and other building features for interim and long- term upgrades to existing businesses along Columbia Drive, and the Fruitland, Benton, and Washington Street  Expand the source of low cost building improvement and development funds - to rehabilitate, retrofit, and build onto or on top of existing older commercial buildings, and improve facades, signage, and other design improvements by increasing city and HDKP-financed grants with matching lender low interest funds.  Award capital investment funds on a competitive basis or in response to a request system - where the applicant demonstrates the rehab, retrofit, infill or add onto, façade, and signage project is viable, will improve conditions within the BB/RR and downtown district, and cannot be financed with traditional market sources. ---PAGE BREAK--- 22 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 3.5.3: Promotion 5: Update and expand city/HDKP websites  Refine the brand, tagline, and logo – and other promotional materials for the city and HDKP to include the BB/RR area and proposed Public Market activities and developments. Create an updated city and HDKP style guide to coordinate and manage the websites and collateral materials.  Expand city/HDKP marketing/tourism websites - using Google’s CommunityWalk, YouTube videos, Yahoo!’s Calendar event scheduling and promotions, Flickr photo management and sharing, Twitter micro-blogging, and other interactive tools to create the following:  Homepage - with copyrighted name, brand, and logo and registered URL, embedded search engines, streaming pictures, city maps, and external linkages,  Attractions pages – with pop-up maps and sidebars on area climate and geography, demographic and economic statistics, city and area history, and recreation facilities sitemaps and photos,  Events pages – with calendar schedule and event planning information on facilities, florists, food catering, musicians, party rentals and supplies, and photographers,  Visitor services pages – with pop-up maps and sidebars on dining, lodging, and shopping businesses including direct linkages to each business website, e-mail, streaming videos, and other proprietor promotional materials,  Business investment pages – including linkages with pop-up maps and sidebar info to area multi-list realtors with information on available business properties of interest to merchants and businesses interested in locating or investing in Kennewick,  Resident services pages – including linkages with pop-up maps and sidebars on schools, churches, and realtors with information on available housing properties of interest to existing residents and households interested in living in Kennewick,  Transportation pages – including pop-up maps and sidebar info on automobile routes, transit, taxi, and limousine services, Amtrak railroad, and airplane and airport schedules,  Gallery pages – including factoid sheets, downloadable photo galleries, e-postcards, e-newsletter sign-ups, and requests for brochures or other promotional materials.  Design and publish coordinated print collateral materials - including typography, color, placement, and other preliminary style guide contents for the following:  Correspondence – including letterhead, business cards, envelopes, labels, and other correspondence materials,  Brochures – including transmittal folders with insert pockets and templates for insert or hand-out sheets, CDs, and DVDs with detailed information on trade area demographics, finance, property listings, and other marketing materials,  Flyers – including single, double, and tri-fold handouts and inserts for ferry, motel, convention center, and other promotional stands and exhibits,  Advertising templates – including single and multiple page banners and inserts for merchant group advertisements in newspapers and magazines,  Billboards – including background imagery and message themes for hardcopy billboards and electronic messaging reader-boards,  Trailers and information stands – including wrapping schemes for mobile trailer information stands, vehicles, and buildings to operate in Columbia Park during seasonal events. 6: Install historic district, gateways, and wayfinding signage  Have WSDOT install – historic district signage for the downtown on US-395, SR-240, and SR-397 exit ramps to the newly constructed roundabouts.  Install historic district directional signage - on other local roadways leading into the BB/RR and downtown including Kennewick Avenue, First Avenue, and Gum Street.  Design and install gateway or entry improvements – including the graphic concepts, sign standards, and other particulars that ---PAGE BREAK--- 23 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan identify entry into the BB/RR and downtown based on variations of the city’s established sun and river logo elements on SR-240 and SR- 397, US-395, Columbia Park Trail, Columbia Drive, Fruitland, Benton, and Washington Streets.  Install way-finder signage – including graphic concepts, sign standards, and placement strategies identifying routes to and locations of Columbia Park, Duffy’s Pond, Clover Island, the downtown, and Civic Center with city hall, police station, library, schools, parks and trails, and other key sites that define the BB/RR and downtown. 3.5.4: Design standards 7: Update/refine zoning designations  Amend the 2010 Zoning Map of the City of Kennewick – to retain Industrial Light (IL) zoning along the railroad corridor, retain Commercial General (CG) zoning of Auto Row on Columbia Drive, and re-designate the single family neighborhood on Grand Ronde and Entiat Avenues for Residential Low or Medium Density (RL or RM).  Amend Chapter 18.03 of the Municipal Code to create a Mixed Use (MU) zoning district - using the footnotes in Table 18.12.010: Use and Standards Table, the designations in Table 18.12.010 A.2: Table of Residential Site Development Standards, the designations in Table 18.12.010 B.1: Table of Non-Residential Uses, designations in Table 18.12.010 B.2: Table of Non-Residential Site Development Standards, and other provisions of KMC Title 18 to implement appropriate mixed use developments in the BB/RR area.  Incorporate Incentive Zoning provisions – in the Mixed Use (MU) zone providing non-cash incentives including added building height and reduced parking requirements and cash incentives including deferred building review and permit fees, utility connection fees, and growth impact fees for affordable and workforce units of housing for households making 80% or less of Average Median Household Income (AMHI) in the Tri-City area. 8: Adopt design standards for BB/RR mixed use  Adopt historical building design guidelines – specifying the characteristics to be retained, reconstructed, and enhanced in contributing and non-contributing buildings and infill developments in the historic downtown.  Adopt new mixed use building design guidelines (KMC 18.79) – specifying building articulations, placement, size and mass, frontages, entries, parking, solar applications, LEED performance measures, and other characteristics of new mixed-use developments on Columbia Drive, around Duffy’s Pond, and elsewhere in the mixed-use districts in the BB/RR area.  Adopt signage design guidelines – specifying the purpose, type, number, size, graphic content, lighting, and other characteristics of property and building signage, including the historic downtown district and BB/RR to improve the impact of business, promotional, and other advertising signage on the property, downtown district, and from the roadway and pedestrian areas elsewhere in the city.  Adopt landscape design guidelines – specifying low maintenance, native drought-resistant materials that provide ground cover, seasonal color, and visual interest for low upkeep but maximum visibility, street trees for accent and canopy, and other landscape improvements for existing and new developments throughout the BB/RR area including the use of green roofs and walls, rain gardens, pervious paving materials, and other green considerations. 3.5.5: Design/development - infrastructure 9: Fill/soft armor select river shoreline areas for fish habitat  Inventory, design, submit, and accomplish project applications – to the Corps, DOE, WDFW, and Umatilla Tribe for the installation of sandy, soft armoring shoreline enhancements at select and appropriate locations along the river levee shoreline between the Blue and Cable Bridges. ---PAGE BREAK--- 24 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 10: Install stormwater swale/river levee enhancements  Install a vegetation mat on the inside face of the river flood levee - to soften the view and provide aesthetic interest. The mat will provide a surface upon which native, drought tolerant native ground cover plants can grow that will not root into and lessen the integrity of the levee – and block views from fronting property developments.  Install “grasscrete” or similar structural underground material that allows grass to grow through the grid - removing Columbia Park Trail roadway (see task 12) and the asphalt and gravel surface of the emergency access roadway that extends from the Blue Bridge to the Cable Bridge. Grasscrete will support emergency vehicles and access but provide a grassy surface that can be walked on and used as a linear park.  Install native plant materials and rockery within the swale – to slow and bio-filtrate stormwater runoff and provide aesthetic interest. Native plantings can withstand periods of rain and sun, minimize maintenance requirements, and soften the stormwater swale edges. In some instances, the swale may be reconfigured or supplemented to provide the same collection capacity but lessen the linear geometrical appearance.  Install grass, street trees, and furnishings on the inside swale buffer – to provide a visual accent, active park space, and support the construction of pedestrian trails and boardwalks on frontage property developments.  Construct bridges and stairways across the swale and up the inside levee face - to connect the BB/RR neighborhood, frontage properties, and boardwalk/trails on the inside of the swale with Sacagawea Heritage Trail on the top of the levee. The bridges and stairways will create a series of trail loops increasing access between these enhancements and the riverfront.  Install wayfinding and directory signs, interpretive exhibits, picnic tables, and shelters – on the Sacagawea Heritage Trail on top of the levee, along the edge of the emergency access grasscrete linear park, and along the buffer on the inside of the swale to increase amenities, interest, and the visual appeal of the swale/levee corridor.  Install an artworks gallery – along the trail and swale corridor and viewing areas that features the work of local artists that are displayed on a consignment basis for public appreciation and sale. 11: Acquire/develop BB/RR parks  Designate a publicly accessible but potentially privately owned or dedicated park improvement on frontage property between John Day and Jean Streets – to be enhanced with a visual accent and/or park activity with a stormwater collection or bio- filtration pond, a pedestrian boardwalk, street trees, benches, picnic tables, artworks, and other amenities. The park improvement will be constructed and maintained or donated to the city by the frontage property developer in lieu of a park impact fee or late- comer charge.  Acquire a public park property between the swale/levee and Columbia Drive at Fruitland Street – and construct an over-water landing and viewpoint – possibly with water edge access, interpretive exhibit and artworks, picnic shelter and kitchen – possibly with vendor concessions, comfort station, parking, and transit stop.  Designate a publicly accessible but potentially privately owned or dedicated park improvement on frontage property between Benton and Washington Streets – to be enhanced with a visual accent and/or park activity with a stormwater collection or bio-filtration pond, a pedestrian boardwalk, street trees, benches, picnic tables, artworks, and other amenities. The park improvement will be constructed and maintained or donated to the city by the frontage property developer in lieu of a park impact fee or late- comer charge.  Acquire a public park property between Duffy’s Pond and Columbia Drive – and construct a major into the site with hardscape plazas with interpretive exhibits and artworks, spray water features or fountains, amphitheater, playground, picnic shelter and kitchen – possibly with vendor concessions, comfort station, parking, and transit stop. Depending on the resolution of ---PAGE BREAK--- 25 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan the Port of Kennewick’s Master Plan for Duffy’s Pond, extend the around Duffy’s Pond furnishing the wetland buffer area with perimeter access trails, benches, and other amenities. 12: Reconfigure road network  Reduce and control median lane traffic turning movements on Columbia Drive – to control right and left turn lanes at major street and traffic signal intersections to increase capacity and reduce traffic congestion with adjacent land uses.  Realign Columbia Park Trail - from the flood levee emergency access road bench south into the BB/RR neighborhood possibly aligning on John Day Avenue or Kent Place south to Klamath Avenue then east to Fruitland Street.  Open, realign, and extend Bruneau/Railroad Avenues – west through the former food processing plant reclaiming the roadway when the UP and Port spur tracks are removed, and extending the road west of Hartford Street to allow industrial development of the surplus BNSF property.  Designate on the streets and roads map – the potential extensions of Grande Ronde, Entiat, and Deschutes Avenues, and the closure or channelization of Garfield, Dayton, Cascade, and Auburn Streets to manage access to future developments along the swale/levee and control traffic movements and capacity on Columbia Drive. 13: Construct streetscape enhancements  Expand sidewalks - to the edge of the right-of-way and abutting adjacent storefronts (from 8-12 or 14 feet in width) on Columbia Drive and the other defining east-west and north-south streetscape corridors between the BB/RR, downtown, and Civic Center.  Upgrade transit furnishings – including route signage, directories, transit stops, shelters, and service schedules and routings on Columbia Drive and the other routes within the proposed BB/RR, downtown, and Civic Center couplets (see task 15).  Improve pedestrian-friendly furnishings – installing a coordinated system of benches, waste receptacles, newspaper stands, bike racks, directory and wayfinding signage, and other people-oriented furniture.  Install landscaping – including street trees, ground cover, and seasonal flowers in rain gardens, green strips, and planter boxes with cisterns and other stormwater collection and watering systems under a “green street” planting concept.  Install artworks – using a competitive design jury process to select local artist works to display sale consignments at select places along the major pedestrian corridors for 1-2 year intervals.  Where appropriate – relocate and/or underground overhead power and telecommunication lines, and relocate light and signage standards in order to remove visual blight and to plant street trees in a dense walkway-covering sequence, especially along Columbia Drive and around Duffy’s Pond. 14: Construct sidewalks, curbs, and gutters  Improve existing and future roadways with basic infrastructure – to include sidewalks, curbs, gutters, bike lanes or designated shared roadways, and other improvements throughout the BB/RR area and within the single family neighborhood located south of Columbia Drive and west of Fruitland Street in particular.  Reconfigure existing roadway infrastructure to accommodate pedestrians and bikeways – using curb extensions, wider crosswalks, pedestrian signals, bike lanes and designated shared roadway lanes, and other enhancements.  Install transit improvements – including route signage, directories, transit stops, shelters, and service schedules and routings in the extended curb areas on Fruitland, Dayton, Auburn, and Washington Streets, and other collection points on the transit shuttle corridors and at the Dayton Transit Center. 15: Reconfigure transit routes  Reconfigure route 55, 120, and/or 160 – to create a loop shuttle service between Columbia Park, BB/RR, downtown, and Civic Center using the relocated Columbia Park Trail on Klamath Avenue, ---PAGE BREAK--- 26 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Columbia Drive, Fruitland Street, East 1st Avenue, and SR-397/Gum Street.  Install transit improvements – including route signage, directories, transit stops, shelters, and service schedules and routings along the reconfigured BB/RR, downtown, Civic Center shuttle corridors. 3.5.6: Design/development – catalytic projects 16: Acquire/develop Public Market and Excursion Train  Acquire the BNSF property – that the city originally leased from BNSF on both sides of Benton Street and seek to lease then acquire the depot and adjacent property as well if and when BNSF operations can be accommodated with other on-site facilities.  Improve the site – with security perimeter fencing adjacent the railroad tracks adorned with artworks, public parking lots with flat curbs that allow conversion into outdoor exhibit and festival spaces during special events, flexible outdoor plazas and gathering spaces that front public market and other indoor spaces, and street trees, light standards, artworks, and landscaping that provide aesthetic accents. Extend special pedestrian paving materials along Benton and between the 2 purchased parcels to calm traffic, provide pedestrian crossing safety, and define a gateway to the site and activities.  Develop a Public Market – with buildings with flexible ground floor space that can be subdivided for food, crafts, and art vendors during market events or left open for public presentations and other activities; and flexible upper floor space that can be used for classroom and instructions, galleries and exhibits, incubator workspaces and offices, and other multipurpose activities.  Recruit market tenants and activities – to include the following:  Artists and art galleries – including working artists, instructors, galleries, and related entrepreneurs.  Incubator and start-up businesses – including start-up businesses and entrepreneurs from the surrounding city and region that will create, fabricate, or retail items of interest to market customers.  Public market vendors – including farmers’ market, wine and food, fine art workshops and galleries, performance artists and instructors, and other continuous and special event activities.  Public market concessions or tenants – including restaurants and cafes, coffee houses and wine bars, and other day/night activities of interest to residents and tourists.  Program continuous activities – to include coordination with farmers’ market vendors, key seasonal community and tourist events, and special sales activities of interest to merchants, community organizers, residents, and tourists of the city and surrounding region.  Program special events that are keyed to unique Kennewick historical occurrences – like Native American settlements, early agriculture developments, river steamboat landings, railroad development and services, winery establishments, and like events of historical importance to community residents and of interest to tourists.  Recruit an excursion train operator – to operate dinner, mystery, sightseeing, winery tours, and other train tours of the region using the UP track spur adjacent to West Canal Drive and the public parking lot improvement on the west side of Benton Street. Eventually, lease and acquire the BNSF depot and adjacent property to provide a ticket and passenger staging area with comfort and convenience facilities, historical exhibits of early railroad developments, an outdoor artwork gallery and platform loading area, and expanded parking area.  Install angled parking on West Canal Drive – on the north side to provide overflow parking for major events at the Public Market and downtown parking on a continuous basis. Install a security perimeter fence along the UP tracks the continuous length of West Canal Drive to prevent Public Market customers from walking across the tracks. ---PAGE BREAK--- 27 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 17: Acquire/issue RFP for incubator developments  Lease then acquire the property from BNSF – to allow the development of a complex of incubator buildings providing flexible shop, office, storage, retail and wholesale sales and exhibit space, conference and meeting spaces, shared or common business equipment and services, daycare and childcare, and possibly even some live/work spaces for start-up businesses and entrepreneurs.  Brainstorm redevelopment solutions for the property – accounting for concepts that may redevelop the property under alternative scenarios with or without rail service, in or outdoor shop and storage areas, public retail operations, day and childcare, and live/work spaces under different densities and designs.  Assess the economic feasibility of the preferred concepts – including land values, construction costs, indirect development costs – and the impact of direct and indirect incentives including variable term or rate lease arrangements, low interest development loans, development density, parking requirements, and land use or zoning bonuses.  Assess and mitigate environmental impacts – including on and off-site stormwater run-off, parking and loading area requirements, height and lot coverage allowances, design aesthetics, and public amenities.  Conduct public hearings and approve a pre-packaged plan solution – including appropriate property-specific development agreements, design guidelines, and SEPA MDNS or EIS mitigation documents.  Develop a competitive request-for-proposal (RFP) process - governing the sale or long term lease and redevelopment of the property for the preferred and pre-approved design/develop solution.  Conduct a town hall – with potential developers to tour the site, review the design concepts and project pro-forma, evaluate the RFP process, and incorporate their suggestions and comments in order to ensure an effective market response.  Issue the RFP and judge proposals – by fixing the asking price or leasing agreement for the property and ranking proposals on use, design, operational merits, and beneficial impacts on the property and the BB/RR’s development opportunities.  Award project – following City Council public hearings and review procedures, to the proposal ranked to have the most use, design, and operational merits, and beneficial development impacts on the neighborhood, industrial district, BB/RR, and downtown. 18: Issue RFP for private property packages  Package potential development parcels – working with private property owners who are interested and willing to participate by establishing appraisal certified sales prices and option agreements allowing design/develop RFP competitions.  Brainstorm redevelopment solutions for the property – accounting for concepts that may redevelop the property under alternative scenarios as single or multiple phased projects, with mixed income housing, and under different densities and designs.  Assess the economic feasibility of the preferred concepts – including land values, construction costs, indirect development costs – and the impact of direct and indirect incentives including property acquisition write-downs, low interest development loans, development density or parking waivers, land use or zoning bonuses. In the case of affordable or work force housing, the incentives may also include deferral of some or all permit, building, connection, and impact fees.  Assess and mitigate environmental impacts – including on and off-site stormwater run-off, parking and loading area requirements, height and lot coverage allowances, design aesthetics, and urban amenities.  Conduct public hearings and approve a pre-packaged plan solution – including appropriate property-specific development agreements, design guidelines, and SEPA MDNS or EIS mitigation documents. ---PAGE BREAK--- 28 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Develop a competitive design/develop request-for-proposal (RFP) process - governing the sale and redevelopment of the property for the preferred and pre-approved solution.  Conduct a town hall – with potential developers to tour the site, review the design concepts and project pro-forma, evaluate the RFP process, and incorporate their suggestions and comments in order to ensure an effective market response.  Issue the RFP and judge proposals – by fixing the asking price for the property and ranking proposals on use and design merits, and beneficial impacts on the property, BB/RR, downtown, and city at large development opportunities.  Award project – following City Council public hearings and review procedures, to the proposal ranked to have the most use and design merit, and beneficial development impacts on the property, BB/RR, downtown, and city-at-large. 19: Review/resolve master plan for Port of Kennewick’s Duffy’s Pond properties  Resolve environmental issues and impacts – of the Port’s proposed master plan for its properties including water quality, width and location of buffer areas, roadway access and parking, gondola lines over Columbia Drive and Duffy’s Pond, and other SEPA issues.  Resolve park and trail improvements – including design, construction, and financing particulars for public access, activities, and relationships with Sacagawea Heritage Trail and the other public and privately-owned park enhancements proposed in this BB/RR Revitalization.  Resolve mixed use zoning allowances – including relationship to the proposed new mixed use zoning district proposed in this BB/RR Revitalization including setbacks, coverage, height, parking, and inclusionary zoning provisions for affordable housing.  Conduct hearings and resolve master plan approval particulars – by the Planning Commission and City Council allowing for adjacent property owner and public input concerning the Port’s proposals, site, and building improvements, and methods of implementation for Port properties and adjacent privately-owned parcels. 3.6: Planned Action Ordinance Alternative 2: BB/RR Revitalization Plan includes adoption of a Planned Action Ordinance, which will encourage redevelopment and revitalization of the BB/RR area, by streamlining the project review process. This DEIS identifies impacts of development and specific mitigation measures that developers will have to meet to qualify as a Planned Action project. According to WAC 197-11-164, a Planned Action is defined as a project that:  Is designated a Planned Action by ordinance.  Had the significant environmental impacts addressed in an EIS,  Has been prepared in conjunction with a comprehensive plan, subarea plan, master planned development, phased project, or with subsequent or implementing projects of any of these categories,  Is located within an urban growth area (UGA),  Is not an essential public facility, and  Is consistent with an adopted comprehensive plan. Alternative 2: BB/RR Revitalization Plan includes a Planned Action Ordinance in Appendix A of this document. This DEIS analyzes the BB/RR Revitalization Plan and proposed mitigations included within the Mixed Use (MU) Zone and performance-oriented Mixed Use Design Standards (KMC 18.79) that will amend current Kennewick plans and regulations and be consistent with the 2008 Kennewick Comprehensive Plan. Planned Action projects will include new mixed use developments including ground floor retail and pedestrian-oriented activities, platform building parking decks, and upper floor office and residential uses, as well as local streets, pedestrian walkways and trails, on and off-road bicycle routes, transit configurations, parks and open spaces, and shoreline enhancements outlined in the preceding pages. ---PAGE BREAK--- 29 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 30 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Essential public facilities - the Planned Action Ordinance excludes essential public facilities consistent with SEPA rules. Essential public facilities are defined under GMA as including “…those facilities that are typically difficult to site, such as airports, state education facilities, and state or regional transportation facilities as defined in RCW 47.06.140, state and local correctional facilities, solid waste handling facilities, and in- patient facilities including substance abuse facilities, mental health facilities, group homes, and secure community transition facilities as defined in RCW 71.09.020.” WAC 197-11-168 requires that a Planned Action Ordinance include:  A description of the components of the Planned Action,  A finding that the probable significant environmental impacts of the Planned Action have been identified and adequately addressed in an EIS, and  The identification of mitigation measures that must be applied to a project for it to qualify as a Planned Action project. Following completion of this EIS process, Kennewick will designate the Planned Action by ordinance – a draft of which is included as Appendix A to this document. Kennewick will designate as a Planned Action the BB/RR Revitalization (Subarea) Plan & Implementing Regulations, 2010 Zoning Map amendments, KMC Title 18.12 Zoning Districts, and Title 18.79 Mixed Use Design Standards pursuant to SEPA and implementing rules. Planned Action projects will include those identified in this DEIS, excluding essential public facilities. The draft Planned Action Ordinance identifies mitigations, as described in this DEIS, that will be applicable to future Planned Action projects. Some of the mitigation measures will apply to all BB/RR area projects, while others will be applied on a case-by-case basis. ---PAGE BREAK--- 31 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.1 Scope of environmental analysis 4.1.1 Impacts The following environmental analysis was accomplished for a non- project action or programmatic environmental impact statement under the guidelines set forth by the Washington State Environmental Policy Act (SEPA) of 1971 as amended and to identify Planned Action projects in accordance with WAC 197-11-164. The analysis of environmental impacts was intended to identify those aspects of the natural and human environment that could potentially be impacted by the overall policies and implementation tasks outlined in the proposed Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations by Planned Action projects. In-depth quantifiable environmental analysis was not conducted of site-specific project impacts because many of the proposed individual implementation tasks have not yet been designed and/or may not involve project type actions. Environmental threshold determinations will be made by implementing departments or agencies on individual implementation tasks and projects to determine whether projects quality as Planned Action projects and/or whether additional project-specific environmental impact statements will be required at the time publicly sponsored projects are to be accomplished and/or designed and funded for construction. Privately sponsored projects will be reviewed for environmental threshold determinations by the lead agency when the properties are to be developed. 4.1.2 BB/RR Revitalization Action Plan – Alternative 2 Potential implementation tasks that may result from the proposed Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations are described in the accompanying BB/RR Revitalization Plan document (Alternative Implementation of Alternative 2: BB/RR Revitalization (Subarea) Plan & Implementing Regulations – the Proposed Action will comply with GMA requirements for comprehensive plan amendments, zoning map and ordinance revisions, and a capital facilities program. In addition, the program will also develop and implement 19 major BB/RR Revitalization Plan strategies outlined in the matrix in Section 3: The Proposed Action, and determined to be important in effectively implementing the BB/RR revitalization as well as qualifying projects as Planned Actions. The 19 strategies are grouped according to subject matter and not necessarily priority and are listed in an analytical sequence beginning with: 1) Organization, 2) Economics, 3) Promotion, 4) Design Standards, 5) Design/Development – Infrastructure, and 6) Design/Development – Catalytic Projects. 4.1.3 Draft Environmental Impact Statement (DEIS) This document describes actions, ordinances, measures, and projects that will be initiated to implement the policies, goals, and objectives described in the elements to the BB/RR Revitalization (Subarea) Plan & Implementing Regulations, and the Planned Action Ordinance. The possible mitigation measures include specific tasks dealing with environmental protections, land use ordinances, economic strategies, transportation improvements, park and recreation projects, urban design ordinances, and public facility programs and projects. The proposed implementation and mitigation measures could require lead agency involvement by Kennewick and the active ---PAGE BREAK--- 32 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan participation of numerous other local, state, federal, and private agencies and organizations. This environmental analysis includes the beneficial and adverse impacts on the environment assuming that all of the proposed policies, physical improvements, and implementation measures will be accomplished. 4.1.4 Mitigation measures The techniques to be used to mitigate the possible environmental impacts of implementing actions depend on the location, type, and size of specific implementation task measures and projects. For example, two identical implementation projects on different sites could result in a different set of impacts requiring different mitigation techniques because existing environmental conditions vary considerably among different sites. For these reasons and because specific project designs and locations have not yet been developed, specific mitigating measures were not developed for the proposed implementation program's project related environmental impacts. When individual projects are scheduled for implementation, the implementing agency or SEPA official - which may be the Kennewick Community Planning Department - will determine whether the specific project will qualify as a Planned Action project and/or require an environmental checklist, environmental impact statement, or other threshold determination or declaration of non- significance. As part of that process, the implementing agency will determine whether the project’s impacts and mitigations have been identified herein as Planned Action projects, or whether the types and level of significance of impacts require additional appropriate mitigating measures in accordance with local, state or federal regulations, building, and development guidelines. If impacts are judged to be especially significant, the implementing agency could decide to forego or revise an implementing measure or project. ---PAGE BREAK--- 33 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Elements of the natural environment 4.2 Earth 4.2.1: Affected environment Climate Washington State's climate is strongly influenced by the moisture- laden air masses created in the Pacific Ocean. The air masses may move into the region any time of the year, but particularly during fall, winter, and spring seasons. The flow of air from the Pacific Ocean is interrupted first by the Olympic Mountains and then significantly by the Cascade Mountains. As a result of the mountain ranges, the west or windward side of the Cascade Mountains receives moderate to heavy precipitation, while the east or leeward side of the state in the "rain shadow" of the Cascades receives a light to moderate amount of precipitation. The Cascades also affect the temperature ranges in the state. The west or windward side is influenced by maritime air masses that are generally milder than those that may sweep down from the Canadian Rocky Mountains on the east or leeward side of the state. Consequently, eastern Washington usually has colder winters and hotter summers, while western Washington is milder and more frost-free. According to the Western Regional Climate Center (www.wrcc.dir.edu/cliRECM.pl?wa4154), mean temperatures in Kennewick vary from a high of 75 degrees in July to a low of 35 degrees Fahrenheit in January with extreme variations that have been recorded at 25.9 to a high of 91.4 degrees Fahrenheit. Average annual precipitation is about 7.45 inches or less than 1 inch per month during the winter wet season from November to January with a mean growing season where temperatures are above 32 degrees Fahrenheit 9 to 12 months per year. Approximately 80% of the precipitation occurs from October through May with less than 6% falling during June to September. Topography Kennewick is located at the confluence of the Yakima, Snake, and Columbia Rivers within the Tri-Cities area established by Kennewick, Richland, and Pasco. The Columbia River elevation is maintained at about 340-345 feet above sea level by the series of hydroelectric dams located on the Columbia and Snake Rivers. The 100-year flood level is 350 feet in elevation along Kennewick’s Columbia River edge. Kennewick ranges in elevation from 340 at the Columbia River’s edge to 1,135 feet to the ridge on the south boundary. The Bridge- to-Bridge/River-to-Rail (BB/RR) revitalization area is located between the US-395/Blue Bridge and SR-397/Cable Bridge, and the Columbia River and the BNSF and UP Railroad tracks at an elevation of 340 feet at the Columbia River edge (340 feet at the edge of Duffy’s Pond which is below river level) or 350 feet to the top of the levee to 380 feet at the southwest edge of the railroad tracks. ---PAGE BREAK--- 34 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to- Rail (BB/RR) Revitalization Plan http://www.city-data.com/city/Kennewick-Washington.html#ixzz0xdxxuVmQ ---PAGE BREAK--- 35 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Topography 100-year floodplain – 350 foot 350 350 360 360 370 380 390 400 410 370 350 350 350 410 390 360 380 460 400 420 430 380 370 350 350 340 360 340 340 350 ---PAGE BREAK--- 36 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Soils map BbA – Burbank loamy fine sand, 0 to 2% slopes KeA – Kennewick silt loam, 0 to 2% slopes SdA – Scooteney silt loam, 0 to 2% slopes BbD – Burbank loamy fine sand, 2 to 15% slopes KeB – Kennewick silt loam, 2 to 5% slopes SdD – Scooteney silt loam, gravelly subsoil, 5 to 15% FeA – Finley fine sandy loam, 0 to 2% slopes PcA – Pasco fine sandy loam, 0 to 2% slopes W - Water FeB – Finely fine sandy loam, 0 to 5% slopes PoA – Prosser silt loam, 0 to 2% slopes FeD – Finely fine sandy loam, 5 to 15% slopes QuD- Quincy sand, 2 to 15% slopes PcA FeA FeB BbD FeB SdD FeA BbA QuD KeA PoA WdA KeA BbA PcA W W W FeA WdB PcA PcA PcA ---PAGE BREAK--- 37 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The Northern Pacific (NP) (the Burlington Northern - now Burlington Northern Santa Fe - BNSF) Railroad tracks are located above the 100- year river flood stage or at 350 feet. The frontage lands between the tracks and the river are subject to river flooding – particularly the BB/RR district up to the 350 foot elevation, and were initially not intensively developed as a result. Physiographic characteristic Washington is divided into three principal physiographic divisions - the Pacific Mountain System, the Rocky Mountain System, and the Intermontane Plateaus.  Pacific Mountain System - is defined by the Olympic peninsula (the Pacific Border province) and the Cascade Mountain range and includes all counties that contain portions of the Cascade Mountains (the Cascade Mountain province).  Northern Rocky Mountain System - is defined by the foothills of the Rocky Mountain ranges and includes all counties that are located north of the Columbia River and west of the Cascade Mountain system.  Intermontane Plateau - is defined by the high plateaus created by the uplift between the Cascade and Rocky Mountain ranges and includes all counties that are located along the southern drainage basins of the Columbia River. Kennewick is located within the northern edge of the Intermontane Plateau or the Columbia Basin created by continuous volcanic activity along the border of the underlying continental plates. The mountains were in turn, subject to the action of periodic glacial intrusions, the most recent being the Pleistocene glacial period more than 15,000 years ago. The Pleistocene glacial intrusion created a sequence of glacial lakes covering the Montana territory that periodically broke the glacial dams and carved the Columbia River valley, coulee systems, and gorge that stretch westward from Spokane as the flood waters rushed towards the Pacific Ocean. Soil orders and suborders Soil differences result from the interaction of several major soil- forming factors:  geology – the parent material from which the soil developed,  climate during the soils development, especially soil temperature and moisture regimes,  nature of the organic materials in the soil, reflecting the influence of the biota, particularly vegetation,  relief, reflecting local physiography, and  time over which the soil developed. The US Department of Agriculture (USDA) Soil Conservation Service (SCS) has classified the soil orders based on soil properties observed in the field from soil mapping and classification. Of the 10 soil orders that have worldwide distribution, 7 are located within the Pacific Northwest.  Soil orders - are the highest taxonomic category generalized by common properties including horizon development and pattern, color, soil moisture, and degree of oxidation.  Suborders – divide the soil orders into based on characteristics which produce classes with the greatest genetic homogeneity including moisture regime, temperature, mineralogy, color, texture, and horizon properties. In total, 47 suborders have been identified worldwide off which 12 are located within the Pacific Northwest.  Great groups – are based on the soil assemblage along with similarity of soil moisture and temperature regimes. USDA SCS recognizes 203 great groups named for the soil compositions.  Families and series – are differentiated on the basis of properties important for utilization, especially plant growth. Soil series comprise a collection of soil individuals with essentially uniform differentiating characteristics. Soil series are given place names suggesting the fusion of the hierarchical soil taxonomy with real soils mapped and observed in the field. Kennewick soils Kennewick is located within the Aridisols soil order which occurs in dry areas where the soils are never moist for periods of more than 3 consecutive months. The soils are low in organic content and the horizons are light in color and have a soft consistency when dry. These soils are found in the rainshadow of the Cascades. Kennewick is further defined within the Orthids suborder of the Aridisol order which displays accumulations of calcium carbonate ---PAGE BREAK--- 38 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and other salts but that does not have clay accumulations in horizons. Such soils are found in scattered localities in the drier areas of the Pacific Northwest. Kennewick is also further defined within the Camborthids suborder of the Orthids suborder which has horizons from which some materials have been removed or altered, but still contain calcium carbonate or gypsum. The Kennewick riverfront is influenced by 7 soils 2 of which are concentrated within the BB/RR revitalization area – the Finley (Fe) – a fine sandy loam of 0 to 5% slopes and the Pasco (Pc) – a fine sandy loam of 0 to 2% slope. Table 2: Kennewick soil capabilities Land capability FeA FeB PcA Subclass – non-irrigated 6e 6e 6e Subclass – irrigated 3e 3e 3w Road excavations FeA FeB PcA Roads – rating class limits somewhat - frost somewhat - frost very – flooding Roads – value 0.50 0.50 1.00 Shallow excavations – class very – cutbanks cave very – cutbanks cave somewhat – depth to water, flooding, cutbanks cave Shallow excavations - ratings 1.00 1.00 0.60 Source: US Department of Agriculture (USDFA) Soil Conservation Service (SCS), http://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx Land capability  Class 3 - soils have severe limitations that restrict the choice of plants or that require special conservation practices, or both. The subclass designation indicates the main hazard is the risk of erosion unless close-growing plant cover is maintained. The subclass indicates that water in or on the soil interferes with plant growth or cultivation though in some soils the wetness can be partly corrected by artificial drainage.  Class 6 - soils have severe limitations that make them generally unsuitable for cultivation and that restrict their use mainly to pasture, rangeland, forestland, or wildlife habitat. The subclass designation indicates the main hazard is the risk of erosion unless close-growing plant cover is maintained. Roads, streets, and shallow excavations  Local roads and streets – have an all-weather surface and carry automobile and light truck traffic all year with a subgrade of cut or fill soil material; a base of gravel, crushed rock, or soil material stabilized by lime or cement; and a surface of flexible material (asphalt), rigid material (concrete), or gravel with a binder. The ratings are based on the soil properties that affect the ease of excavation and grading and the traffic-supporting capacity. The properties that affect the ease of excavation and grading are depth to bedrock or a cemented pan, hardness of bedrock or a cemented pan, depth to a water table, ponding, flooding, amount of large stones, and slope.  Shallow excavations – are trenches or holes dug to a maximum depth of 5 or 6 feet for graves, utility lines open ditches, or other purposes. The ratings are based on the soil properties that influence the ease of digging and the resistance to sloughing.  Numerical ratings – indicate the severity of individual limitations and indicate gradations between the point at which a soil feature has the greatest negative impact on the use (1.00) and the point at which the soil feature is not a limitation (0.00). 4.2.2: Impacts All alternatives All alternatives will continue development of the lands within the BB/RR area for urban uses and activities to various intensities. Additional urban development of previously undeveloped lands or of a higher intensity of previously committed lands could erode soils and enter surface water runoff degrading the quality of surface water bodies if not properly managed. Inadequate on-site treatment could create pollutants that enter surface water runoff and degrade the quality of surface water bodies and/or be absorbed into the seasonal high water table and thereby the underground water supply system. ---PAGE BREAK--- 39 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan If intensive urban uses are not allocated to capable soils and effective grading and landscaping measures are not provided, additional or more intensive urban developments could cause severe erosion risks with irreversible damage to sensitive wetlands and anadromous fish-bearing waters. Inadequately located or designed urban infrastructure including roads, parking lots, and other improvements that are not sited on level lands and/or that are not planted with adequate ground covering materials could cause silting conditions to fill and pollute plant and fish-bearing waters. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and KMC Title 18 zoning regulations would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  River shoreline - would remain as currently protected with the recently lowered Columbia River levee remaining in place along the entire shoreline of the BB/RR area to prevent flooding of PcA soils or to the 350 foot elevation from a 100-year flood.  Stormwater swale - would also remain as recently improved with the underground pipe and overflow swale collecting runoff from the BB/RR area for discharge into Duffy’s Pond, and ultimately into the Columbia River.  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street as Residential High Density (RH) as well as two other single family housing enclaves.  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehousing, apartments and condominium buildings with surface parking lots creating additional hardscape stormwater runoff.  Columbia Park Trail - would continue to be improved and operate under current conditions including the location of Columbia Park Trail on top of the levee between US-395/Blue Bridge and Fruitland Street.  Street grid - would not be connected or extended into Duffy’s Pond or the undeveloped properties located north of Columbia Drive potentially creating more disconnected or segmented street improvements. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  The single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. ---PAGE BREAK--- 40 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.2.3: Mitigation measures Alternative 1: No-action Kennewick’s existing Critical Area Ordinance (CAO) and Shoreline Management Program (SMP) underwent major updates concurrently with the 2008 Kennewick Comprehensive Plan update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) Title 18. Critical areas – include wetlands, areas of critical recharging effect on aquifers used for potable water (aquifer recharge areas), fish and wildlife habitat conservation areas, frequently flooded areas, and geologically hazardous areas representing a variety of ecosystems providing necessary biological and physical functions. Critical areas can also present threats to human safety and to public and private property if not protected and monitored. Some beneficial functions and values provided by critical areas include protection of water quality, protection of fish and wildlife habitat; ground water recharge, erosion control, support of nutritional relationships for fish and wildlife, flood management, protection from landslide hazards, aesthetic opportunities, and recreation. Under GMA (RCW 36-70A-170) - each city preparing a comprehensive land use plan is required to identify critical areas and adopt regulations for protection while accommodating reasonable use of private property. Kennewick’s Critical Areas Ordinance (CAO) was designed to implement the goals, policies, guidelines, and requirements of the 2008 Kennewick Comprehensive Plan and GMA “to designate and classify ecologically sensitive and hazardous areas and to protect these areas and their functions and values, while also allowing for reasonable use of private property”. Best Available Science (BAS) – was used to develop Kennewick’s policies and development regulations to protect the functions and values of critical areas (WAC 365-195-900 through 365-195920). References for BAS are included in Appendix A of the Critical Areas Ordinance (CAO). BAS involved:  adopting information from local, state, or federal natural resource agencies that are appropriate for local circumstances;  consulting with a qualified scientific expert or team to assess applicability to the local critical area; and  determining if a person is a qualified scientific expert - has professional credentials or certifications, advanced degrees, years of experience in the specific field, and/or peer-reviewed publications or other professional publications. Reasonable use of land to avoid takings - if application of the CAO will deny all reasonable use of property, the owner may apply for an exception pursuant to KMC 18.63.10.120 of the CAO based on the following criteria:  Application of this CAO would deny all reasonable use of the property;  No other reasonable use of the property would have less impact on the identified Critical Area;  Any alteration is the minimum necessary to allow for reasonable use of the property;  The inability of the applicant to derive reasonable use of the property is not the result of actions by the applicant after the effective date of the CAO; and  The proposal meets the review criteria set forth in the CAO. The applicant has the responsibility to submit evidence in support of their application and to provide sufficient information to aid in decision-making by the Kennewick Planning Director. Eleven exemptions to the CAO - are allowed if they are otherwise consistent with local, state, and federal laws. Table 3: Kennewick CAO exemptions Uses Definitions Emergencies Activities necessary to prevent immediate threat to public health, safety, or welfare, or pose immediate damage to private property ---PAGE BREAK--- 41 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Operation, maintenance or repair For existing structures, infrastructure improvements, utilities, public or private roads, dikes, levees, or drainage systems Passive outdoor activities Recreation, education, scientific research such as fishing, hiking, and viewing wildlife that does not degrade critical area Permit requests with prior critical area review Critical areas have been addressed in another approval, no changes in potential impact, no new information available, permit has not expired, & compliance with conditions on prior permit have been met Modification to existing legal structures Due to fire, flood, or act of nature within 6 months of such damage & issue of a building permit and do not extend further into critical area or buffer Activities within improved right-of-way Utility facilities, lines, piper, mains, equipment, etc. located within improved portion of public right-of-way or city authorized private roadway except those altering a wetland or watercourse such as culvert or bridge Public & private pedestrian trails Unless located in wetlands or fish & wildlife habitat conservation areas Vegetation removal activities Removing & controlling invasive plants or noxious weeds, removal of hazardous trees, or measures to control fire, halt disease or damaging insects Chemical applications Herbicides, pesticides, organic or mineral- derived fertilizers, or other hazardous substances in accordance with state & federal laws Minor site investigative work Necessary for land use submittals such as topographic surveys, soil work, percolation tests, etc. Navigational aids and boundary markers Construction or modification of navigational aids & boundary markers Source: 2008 Kennewick Comprehensive Plan  Geologically hazardous areas - are susceptible to erosion, sliding, earthquakes, or other geological events and pose a threat to the health and safety of citizens, and possibly to adjacent lands. There are five specific types of geologically hazardous areas. Table 4: Geologically hazardous areas Hazardous areas Mapped by agency: Definition Erosion hazards US Department of Agriculture-Natural Resources Conservation Service (USDA - NRCS) Moderate to very severe rill and inter-rill erosion, Slopes greater than 15% Landslide hazards US Department of Agriculture Natural Resources Conservation Service (USDA – NRCS) Department of Ecology Department of Natural Resources US Geological Survey Subject to landslides due to a combination of geologic, topographic, and hydrologic factors such as bedrock, soil, slopes, structures, or hydrology Seismic hazards Subject to severe risk of damage from ground shaking, slope failure, settlement, soil liquefaction, lateral spreading, or surface faulting Extreme slope hazards Southridge Master Plan -JUB Severe erosion potential and high probability of slope failure & landslide occurrence, Slopes greater than 25% Other geological events Mass wasting, debris flows, rock falls, differential settlement. Source: 2008 Kennewick Comprehensive Plan Mitigation sequencing - identifies preferred options to use when the proposed activity cannot be avoided or minimized to cause the least amount of impact. Mitigation sequencing is listed in the order of preference. Avoiding the impact by not taking a certain action;  Minimizing the impact by limiting the degree of the action, by using appropriate technology, or by taking affirmative steps to ---PAGE BREAK--- 42 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan avoid or reduce impacts;  Rectifying the impact by repairing, rehabilitating, or restoring the affected environment;  Minimizing or eliminating the hazard by restoring or stabilizing using approved engineering or other methods;  Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the proposed action;  Compensating for the impact by replacing, enhancing, or providing substitute resources or environments; or  Monitoring the impact and taking appropriate corrective measures. Specific mitigation measures for wetlands and geologically hazardous areas are included in the CAO. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee – will be “green” installing vegetation mats on the inside of the levee for visual enhancement and slope stability, “grasscreting” the levee access road for multipurpose use and visual enhancement, and planting native materials in the stormwater swale to improve bio-filtration and visual enhancement.  Stormwater swale - depending on private development plans and requirements, the stormwater swale could be reconfigured or supplemented in places to create a larger stormwater collection and bio-filtration capacity and/or provide visual accents.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a pervious surfaced boardwalk or trail fronted by mixed use buildings and activities that will capture and filter stormwater runoff.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscreted” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street that will increase stormwater capture and filtering.  Mixed use performance-based district overlay standards - will also specify low-impact and smart development characteristics managing stormwater runoff and recycling including use of green roofs and walls, permeable street, parking, and trail pavements, and green gardens and cisterns.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with Shoreline Management Program (SMP) buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use performance guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly. 4.2.4: Unavoidable adverse impacts Under all alternatives, the Kennewick Critical Area Ordinance (CAO) will protect sensitive environmental lands, particularly lands that could be subject to erosion, siltation, and flooding risk in the PcA soils below the 350-foot 100-year flood elevation. Under Alternative 2: BB/RR Revitalization Plan, the performance guidelines within the Mixed Use (MU) design overlay will provide additional mitigations to control, conserve, and reuse stormwater runoff; plant native vegetation; and place building structures and residential uses above the 100-year flood level. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 43 4.3 Air 4.3.1: Affected environment Air quality standards Three agencies have air quality jurisdiction in the BB/RR area – the US Environmental Protection Agency (EPA), Washington State Department of Ecology (Ecology), and the Benton County Air Agency (BCAA). Air quality regulations are designed to limit emissions from air pollution sources and to minimize concentrations of pollutants in the outdoor air. The National Ambient Air Quality Standards (NAAQS) consist of primary standards designed to protect public health, and secondary standards designed to protect public welfare (eg., preventing air pollution damage to vegetation.) Washington State has established additional ambient standards for total suspended particulars (TSP) and sulfur dioxide (SO2), which are more stringent than the federal standards. Table 5: National and state ambient air quality standards Pollutant US primary US secondary WA Carbon monoxide 8-hour average1 9 ppm no standard 9 ppm 1-hour average1 35 ppm no standard 35 ppm Ozone 8-hour average3 0.075 ppm 0.075 ppm 0.075 ppm Total suspended particles5 Annual average no standard no standard 60 ug/m3 24-hour average1 no standard no standard 150 ug/m3 Particulate matter – PM10 24-hour average1 150 ug/m 150 ug/m 150 ug/m Particulate matter – PM2.5 Annual average 15 ug/m5 15 ug/m5 15 ug/m5 24-hour average1 35 ug/m5 35 ug/m5 35 ug/m5 Lead Quarterly average 1.5 ug/m5 1.5 ug/m5 1.5 ug/m5 Sulfur dioxide Annual average 0.03 ppm no standard 0.02 ppm 24-hour average1 0.14 ppm no standard 0.10 ppm 3-hour average1 no standard 0.50 ppm no standard 1-hour average5 no standard no standard 0.40 ppm Sulfur dioxide annual average 0.05 ppm 0.05 ppm 0.05 ppm Annual standards are never to be exceeded. Short-term standards are not to be exceeded more than once per year unless noted. ppm = parts per million PM10 = particles 10 microns or less in size PM2.5 = particles 2.5 microns or less in size ug/m3 = micrograms per cubic meter 1 – Not to be exceeded on more than 1 day per calendar year as determined under the conditions indicated in Chapter 173-475 WAC 2 – In March 2008, EPA lowered the federal standard for 8-hour ozone from 0.08 parts per million (ppm) to 0.075 ppm to better protect public health. 3 – To attain this standard, the 3-year average of the fourth-highest daily maximum 8-hour average ozone concentrations measured at each monitor within an area over each year must not exceed 0.075 ppm. 4 – Until 1987, there were federal standards for TSP. In 1987, these were replaced with standards for PM10. In the 1990s, EPA also adopted standards for PM2.5. 5 – 0.25 ppm is not to be exceeded more than 2 times in 7 consecutive days. Source: Chapter 173, Sections 470-475 Washington Administrative Code (WAC). Benton Clean Air Agency (BCAA) The Benton Clean Air Agency (BCAA) is a municipal corporation that has the ability to enact its own local regulation. This regulation exists in conjunction with, but cannot be less stringent than, state and federal air quality rules. The local Regulation is called Regulation 1, and consists of the locally applicable rules that apply throughout Benton County. Regulation 1 is subject to public comment prior to any changes being made.  Fugitive Dust Policy - in 1995, the BCAA established a committee to determine a policy for the enforcement of dust regulations in the Tri-Cities urban areas. Dust that moves off of ---PAGE BREAK--- 44 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan property and impacts others is called "fugitive dust" and is regulated by state law. The Fugitive Dust Committee was composed of community members including health officials, agriculture, construction industry, government officials, and other community members. The final draft of the policy was put into effect in June 1996 along with guidelines and forms for submitting a dust control plan.  Applicable state laws - in addition to local regulations and policies, the BCAA is also responsible for enforcing several Washington State laws, both from the Washington Administrative Code (WAC) and the Revised Code of Washington (RCW) including those dealing with: Table 6: Washington State clean air laws WAC 173-400-040 WAC 173-400-110 General Regulation for Air Pollution Sources General Standards for Maximum Emissions New Source Review WAC 173-425 Open (Outdoor) Burning WAC 173-430 Agricultural Burning WAC 173-433 Solid Fuel Burning (woodstoves, etc) WAC 173-460 Controls for New Sources of Toxic Air Pollutants RCW 70-94 Washington State Clean Air Act Source: Washington Administrative Code (WAC) and Revised Code of Washington (RCW) Air quality BCAA currently measures air pollution to establish the Air Quality Index, or AQI. The pollutant with the highest AQI is the pollutant that is most responsible for health impacts. Since PM10 is a larger particle, it is more often associated with dust and has a higher AQI during windstorms and during the summer and fall. PM10 can trigger asthma and allergy PM2.5 is a much smaller particle and is associated with smoke and vehicle exhaust. It usually has a higher AQI due to smoke from wildfires, stagnant air, and the winter when woodstoves are in use. Table 7: Air Quality Index (PM2.5 ratings) Good Air quality is good for everyone. Moderate Air is generally ok but persons who are very sensitive may want to reduce outdoor activities. Unhealthy for Sensitive Groups Persons with respiratory or heart disease, the elderly, and children should limit prolonged exertion. Unhealthy People with respiratory or heart disease, the elderly, and children should avoid prolong exertion; everyone else should limit prolonged exertion. Very Unhealthy People with respiratory or heart disease, the elderly, and children should avoid any outdoor activity; everyone else should avoid prolonged exertion. Note – the AQI index is not used for determining “burn day” status. Source: Benton Clean Air Agency Tri-Cities air quality Compared to other urban areas in Washington State, the Tri-Cities have some of the cleanest air over the majority of the year. The average pollution levels are well below the national average. However, on occasion, the Tri-Cities do have problems with a pollutant called "particulate matter". Particulate matter is a federally regulated pollutant that in high concentrations poses a health risk to both sensitive populations and to healthy, active people as well.  Particulate matter or "PM" - is a form of pollution composed of very small particles of dust, smoke, soot, and other materials. PM comes in many shapes, sizes, and compositions. However, the EPA has identified two sizes of PM that have identifiable health risks - PM10 and PM2.5. PM10 is composed of particles that are 10 microns or smaller in diameter – or about 1/ 7th the diameter of a human hair. PM2.5 is even smaller being only 2.5 microns across or 1/28th the diameter of a human hair. The severity of the health effects from breathing these particles depends upon the concentration, or "how much" of the PM is in the air. EPA’s National Ambient Air Quality Standards (NAAQS) calls these "criteria pollutants" that are considered to have the greatest ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 45 adverse effect on the people and which have an associated concentration and duration that areas cannot exceed.  PM10 and PM2.5 are among the most harmful of all air pollutants – that when inhaled they evade the respiratory system's natural defenses and lodge deep in the lungs. PM can increase the number and severity of asthma attacks, cause or aggravate bronchitis and other lung diseases, and reduce the body's ability to fight infections. Although particulate matter can cause health problems for everyone, certain people are especially vulnerable to the adverse health effects of PM. These "sensitive populations" include children, the elderly, exercising adults, and those suffering from asthma or bronchitis. Recent studies link PM exposure to the premature death of people who already have heart and lung disease, especially the elderly. Healthily, active people are also at risk if they are often outside and breathing more air during exercise thereby increasing exposure. Major sources of PM in urban and rural areas include:  Activity-related and wind-blown dust from construction and agriculture  Wind-blown dust from open lands  Outdoor and agricultural burning  Wood burning stoves and fireplaces  Wildfires  Industrial sources  Motor vehicles PM is a mixture of materials that can include smoke, soot, dust, salt, acids, and metals. Particulate matter also forms when gases emitted from motor vehicles and industrial activities undergo chemical reactions in the atmosphere. BCAA monitors and reports PM10 and PM2.5 levels to the EPA by:  Daily monitors – that obtain a 24-hour sample of PM10 and PM2.5 that is weighed and analyzed. The daily monitors produce "official" data that is reported to Ecology and EPA. PM10 measurements have been taken from 1985 to the present; PM2.5 measurements from 1997 to the present.  Continuous monitors - producing information about the levels of both PM10 and PM2.5 every 15-minutes. Data from the continuous monitors is useful to both the BCAA and the public for real-time analyses. The continuous monitors are "unofficial" data and are only used by the BCAA. Transportation conformity  Carbon monoxide (CO) - is created primarily by automobile exhaust, particularly in locations with heavy or congested traffic conditions. High carbon monoxide pollution (CO) is primarily concentrated within the high traffic corridors and congestion areas within developed urban areas.  Ozone (O3) - is a form of oxygen created by the action of the sun on hydrocarbons and nitrous oxides like those found in automobile exhaust and emissions from coal-fired power plants, garbage incinerators, and oil refineries. These photochemical reactions take several hours to occur and typically create the highest ozone levels within developed urban areas. Cars and trucks on public roads are the largest single source of carbon monoxide (CO) emissions in urban areas. However, until the early 1990s there were no air quality regulations that applied to public roadway projects. In 1990, EPA and the state legislature enacted new regulations requiring federally or state-funded highway projects to evaluate their local and regional air quality impacts. Greenhouse gas and climate change issues The impact emissions from human activities has on the global climate has been the subject of extensive international research during the past several decades. There is now a broad consensus among atmospheric scientists that emissions caused by humans have already caused measurable increases in global temperature and are expected to result in significantly greater increases in temperature in the future. However, there is still considerable uncertainty about the exact ---PAGE BREAK--- 46 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan magnitude of future global impacts and the best approach to mitigate the impacts. The United Nations’ Intergovernmental Panel on Climate Change (IPCC) published the most recent sets of 5-year progress reports summarizing worldwide research on global climate change in 2001 and 2007. The reports indicated that some level of global climate change is likely to occur and that there is a significant possibility of adverse environmental effects. Several alternative mitigation measures were evaluated by the worldwide scientific community to reduce global emissions, including the first round of worldwide reductions in greenhouse gases (GHGs), as prescribed in the Kyoto Protocol. Global climate change is a cumulative issue related to worldwide GHG emissions rather than emissions from any individual facility. No single project emits enough GHG to influence global climate change by itself. GHG emitted anywhere on the planet remains active for roughly 100 years, and eventually disperses through the world. Therefore, future climate change in Washington State would be influenced as much by new industrial activity in China as it would be by BB/RR developments. Washington State’s Governor issued Executive Order 07-02 – committing the state to reducing its GHG emissions under a staged schedule including:  Reducing emissions to 1990 levels by 2020  Reducing emissions to 50% below 1990 levels by 2050. 4.3.2: Impacts All alternatives All alternatives will continue development of the lands within the BB/RR area for urban uses and activities to various intensities including the generation of localized air pollutant emissions associated automobile traffic, industrial manufacturing, and construction activities. Additional urban activities and accompanying automobile traffic will produce and increase suspended particulate (PM10), ozone (O3), and carbon monoxide (CO) content within the local area, particularly along the US-395 and SR-397 corridors. However, considering the relative magnitude of proposed development activities, it is unlikely that the volume of urban activity within the BB/RR area will create air pollutant conditions to a point where EPA, Ecology, or BCAA standards will be at risk. Any additional urban development whether of previously undeveloped lands or of a higher intensity of previously committed lands will involve minor to extensive amounts of grading and filling activity and the use of diesel-powered trucks and equipment. While these emissions would be temporary and localized, all construction activities can cause dust and other particulate pollution (PM10) if not contained or managed. Any additional urban development will create particulate pollution from the burning of wood stoves and fireplaces in direct proportion to the amount of population to be provided for - if proper wood burning management controls are not instituted. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and KMC Title 18 regulations would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family housing enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 47 warehousing, apartments and condominium buildings with surface parking lots creating additional hardscape stormwater runoff.  Columbia Park Trail - would continue to be improved and operate under current conditions including the location of Columbia Park Trail on top of the levee between US-395/Blue Bridge and Fruitland Street.  Street grid - would not be connected or extended into Duffy’s Pond or the undeveloped properties located north of Columbia Drive potentially creating more disconnected or segmented street improvements and constructions.  Sacajawea Heritage Trail - would remain as is including the continued operation and maintenance on top of the levee from Columbia Park east to under the SR-397/Cable Bridge.  Bike connections between BB/RR and the downtown - would continue to be in-lane and on-road on Fruitland and Washington Streets only.  Sidewalks - would remain located on both sides of Columbia Drive, Washington, Benton, and Fruitland Streets only.  Pedestrians would continue to share access - with parked and moving cars on unimproved roadways in the single family developed areas south of Columbia Drive and west of Fruitland Street, and the industrial district along Railroad and Bruneau Avenues.  Transit routes - would remain as is including a continued focus on the Dayton Street Transfer Station and the lack of a transit loop or shuttle between BB/RR and the downtown using Columbia Drive and Columbia Park Trail. Alternative 1: No-action will not create a sustainable community where residents have the opportunity of living, working, shopping, and playing within the BB/RR area, historic downtown, and close-by employment areas. Alternative 1: No-action will continue to rely on private vehicle commuting to areas outside of the BB/RR for work, shopping, and play thereby increasing the extent of automobile traffic and carbon dioxide (CO) and ozone (O3) emissions generated by BB/RR development activities. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  The single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. Overall, Alternative 2: BB/RR Revitalization Plan will incorporate higher density mixed use development resulting in a larger urban population and employment with associated increases in traffic and air pollution potentials but subject to the same stringent and consistent development standards that presently prevails under the Kennewick 2008 Comprehensive Plan and KMC Title 18 development standards. 4.3.3: Mitigating conditions/policies Alternative 1: No-action Under Alternative 1: No-action, EPA, Ecology, and BCAA would maintain air quality and greenhouse gas emissions using the following policies and programs. ---PAGE BREAK--- 48 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Air quality attainment status - Ecology maintains a network of air quality monitoring stations throughout the state placed in or near urban areas where there may be air quality problems. Ecology also maintains a limited number of stations in remote areas to provide an indication of regional background air pollution levels. Based on measured ambient air quality data from the agencies’ network of air quality monitors, EPA and Ecology designate all portions of the state as either attainment or nonattainment with respect to the federal standards – the National Ambient Air Quality Standards (NAAQS). Areas designated as nonattainment have exceeded federal standards for those pollutants. If the measured concentrations in a nonattainment area improve so they are consistently below the federal standards, as is the case in most of the state, Ecology and EPA can reclassify the nonattainment area to a maintenance status. In that case, Ecology and the regional planning agencies are required to implement a maintenance plan to ensure ongoing emission reductions and continuous compliance with federal standards. Typical emission reduction requirements specified in maintenance plans include continuation of motor vehicle inspection and maintenance programs that were originally established while the area was designated as nonattainment. PM2.5 and PM10 levels can be reduced - by individuals, business, and other organizations by:  Reducing travel on days with poor air quality.  Avoiding vigorous physical activity on days that have poor air quality.  Avoiding using wood stoves and fireplaces on days that have poor air quality.  Driving slowly on unpaved roads and other dirt surfaces.  Getting involved with air quality improvement programs in the community.  Complying with local rules that apply to industrial operation and working with local agencies to develop strategies that will further reduce PM emissions. Transportation conformity - transportation projects proposed for construction within nonattainment areas or maintenance areas, and which use either state or federal funding, are subject to the Transportation Conformity regulations specified under federal regulations (40 CFR Part 93) and state regulations (Chapter 173-420 WAC). The permitting agency must demonstrate conformity through the following steps:  Confirm that the proposed projects are included in the Regional Transportation Plan (RTP) or Transportation Improvement Program (TIP).  Confirm that the regional emissions (including the proposed projects in the study area) described in the TIP are within the allowable emission budget specified by Ecology.  Use an EPA-approved air quality dispersion model to conduct a project-level carbon monoxide (CO) hot spot analysis at the most heavily congested intersections in the study area; and confirm that the modeled CO concentrations are below the NAAQS. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee – will be “green” installing vegetation mats on the inside of the levee for visual enhancement and slope stability, “grasscreting” the levee access road for multipurpose use and visual enhancement, and planting native materials in the stormwater swale to improve bio-filtration and visual enhancement as well as capture air pollutants.  Stormwater swale - depending on private development plans and requirements, the stormwater swale could be reconfigured or supplemented in places to create a larger stormwater collection and bio-filtration capacity and/or provide visual accents as well as capture air pollutants.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 49 and activities that will increase pedestrian activities and reduce vehicle traffic.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscreted” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street that will increase pedestrian activity and landscaping able to capture air pollutants.  Columbia Drive access points - will be reconfigured to simplify and reduce the number of cross traffic movements along the corridor, particularly where new mixed use developments occur between Fruitland and Washington Streets to reduce traffic congestion and air pollution created by idling traffic.  Columbia Drive median - will be reduced to allow turning lanes at Kent Place, Fruitland Street, Entiat Avenue, Benton, Washington, Cedar, and Elm Streets and the median remainder improved with street trees and native plant landscaping to capture air pollutants.  Street grid - will be connected and extended into Duffy’s Pond and the undeveloped properties located north of Columbia Drive to improve traffic flow and prevent idling traffic congestion and air pollution.  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge to provide commuter and recreational options other than private vehicle traffic.  Benton Street on/off road trail – will be developed between Sacajawea Heritage Trail and the historic downtown to provide recreational as well as commuter access.  An extensive system of on-road bike lanes – will be installed on all collector and arterial streets within the BB/RR area except for Columbia Drive which carries too much traffic and is not wide enough to accommodate bike lanes and a widened sidewalk and streetscape improvement – that will provide commuting and recreational options other than private vehicle traffic.  On-road bicycle lanes – will connect with the existing bike lanes and designated roadways on Columbia Park Trail, Clover Island, SR-397/Cable Bridge, and around the Civic Center to establish linkages with regional commuting and recreational bikeway travel and destinations.  Sidewalks – will be installed as public works projects on both sides of the railroad corridor and crossings on Fruitland, Benton, and Washington Street to match the scale and intensity of walkways on both sides of the corridor and increase pedestrian use rather than private vehicle traffic.  Columbia Drive streetscape – will be increased in width and intensity within the existing right-of-way with paving, street trees, furnishings, bus shelters, and other amenities the complete length of the BB/RR area from US-395/Blue Bridge to SR-397/Cable Bridge.  BB/RR-Civic Center streetscape enhancements – will be installed on Fruitland, Dayton, Benton, Auburn, and Washington Street to match and connect with the existing streetscape improvements within and around the historic downtown and Civic Center.  BB/RR streetscape enhancements – will be installed as public work projects and by developers on the remaining collector streets between Fruitland and Washington Streets, Bruneau Avenue, and all streets north of Columbia Drive to the levee to increase pedestrian use.  BB/RR-Downtown-Civic Center shuttle loop – will be created by reconfiguring existing routes between BB/RR and the historic downtown using Fruitland, Washington and Gum Streets, and Columbia Drive, East 1st Avenue, and West 6th Avenue to improve transit access and attractiveness. In addition to the measures listed above, Alternative 2: BB/RR Revitalization Plan will also incorporate the following actions to mitigate possible adverse impacts: Development-related GHG reduction measures The BB/RR Planned Action associated with Alternative 2: BB/RR Revitalization Plan will require development permit applicants (including Kennewick and other public and nonprofit agencies) to identify GHG reduction measures included in their projects and explain why other measures are not included or are not applicable in accordance with the following Ecology GHG reduction measures: ---PAGE BREAK--- 50 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 8: Ecology’s Greenhouse Gas reduction measures Site design Comments Emissions Plant trees and vegetation near structures to shade buildings. Reduces onsite fuel combustion emissions and purchased electricity plus enhances carbon sinks. D I Minimize building footprint. Reduces onsite fuel combustion emissions and purchased electricity consumption, materials used, maintenance, land disturbance, and direct construction emissions. D I Design water efficient landscaping. Minimizes water consumption, purchased energy, and upstream emissions from water management. I Minimize energy use through building circulation. Reduces onsite fuel combustion emissions and purchased electricity consumption. D I Building design/operations Apply LEED standards (or equivalent) for design and operations. Reduces onsite fuel combustion emissions and off-site/indirect purchased electricity, water use, and waste disposal. D I Purchase Energy Star equipment and appliances for public agency use. Reduces onsite fuel combustions emissions and purchased electricity consumption. D I Incorporate on-site renewable energy production, including installation of photovoltaic cells or other solar options. Reduces onsite fuel consumption emissions and purchased electricity consumption. D I Design street lights to use energy efficient bulbs and fixtures. Reduces purchased electricity. I Construct “green roofs” and use high-albedo roofing materials. Reduces onsite fuel consumption emissions and purchased electricity D I consumption. Install high-efficiency HVAC systems. Minimizes fuel combustion and purchased electricity consumption. D I Eliminate or reduce use of refrigerants in HVAC systems. Reduces fugitive emissions. D Maximize interior day lighting through floor plates, increased building perimeter, and use of skylights, celestories, and lightwells. Increases natural/day lighting initiatives and reduces electrical energy consumption. I Incorporate energy efficiency technology such as:  super insulation  motion sensors for lighting and climate control  efficient, directed exterior lighting Reduces fuel combustion and purchased electricity consumption. D I Use water conserving fixtures that surpass building code requirements. Reduces water consumption. I Re-use gray water and/or collect and re-use rainwater. Reduces water consumption with its indirect upstream electricity requirements. I Use recycled building materials and products. Reduces extraction of purchased materials, possibly reduces transportation of materials, encourages recycling and reduction of solid waste disposal. I T Use building materials that are extracted and/or manufactured within the region. Reduces transportation of purchased materials. T Use rapidly renewable building materials. Reduces emissions from extraction of purchased materials. I Conduct 3rd party Reduces fuel consumption D I ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 51 building commissioning to ensure energy performance. and purchased electricity consumption. Track energy performance of building and develop strategy to maintain efficiency. Reduces fuel consumption and purchased electricity consumption. D I Transportation Size parking capacity to not exceed local parking requirements and, where possible, seek reductions in parking supply through special permits or waivers. Reduced parking discourages auto dependent travel, encouraging alternative modes such as transit, walking, biking, etc. Reduces direct and indirect vehicle miles travelled (VMT). T Develop and implement a marketing/information program that includes posting and distribution of ridesharing/transit information. Reduces direct and indirect VMT. T Subsidize transit passes. Reduce employee trips during peak periods through alternative work schedules, telecommute, and/or flex-time. Provide a guaranteed ride home program. Reduces employee VMT. T Provide bicycle storage and showers/changing rooms. Reduces employee VMT. T Utilize traffic signalization and coordination to improve traffic flow and support pedestrian and bicycle safety. Reduces transportation emissions and VMT. D T Apply advanced technology systems and management strategies to improve operational efficiency of local Reduces emissions from transportation by minimizing idling and maximizing transportation routes/systems for fuel efficiency. T streets. Develop shuttle systems around business district parking garages to reduce congestion and create shorter commutes. Reduces idling fuel emissions and direct and indirect VMT. T D = direct emissions including emissions generated onsite that the proponent of the action has direct control over. I = indirect emissions including those generated offsite and for which the proponent does not have direct control over such as emissions associated with purchased or acquired electricity. T = transportation emissions that are either direct (within control of the proponent) or indirect (outside of the proponent’s direct control). Source: Washington State Department of Ecology Construction emission controls Kennewick will require all construction contractors to implement air quality control plans for construction activities in the BB/RR area to include best management practices (BMP) to control fugitive dust and odors emitted by diesel construction equipment including the following:  using water sprays or other non-toxic dust control methods on unpaved roadways,  minimizing vehicle speeds while traveling on unpaved surfaces,  preventing the track out of mud onto public streets,  covering soil piles when practical,  minimizing work during periods of high winds when practical,  maintaining construction equipment engines according to manufacturers’ specifications, and  minimizing idling of equipment while not in use. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts: Enact Kennewick Greenhouse Gas (GHG) reduction program Kennewick could work with the Benton Clean Air Agency (BCAA) or enact its own GHG reduction program by: ---PAGE BREAK--- 52 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  incorporating energy-efficient designs and materials in city- owned facilities according to the Leadership in Energy and Environmental Design (LEED) certification program,  developing a city fleet program to foster purchase of fuel efficient and low carbon emitting vehicles,  join the US Mayor’s Climate Protection Agreement to commit to emission reductions by city-owned operations and the general community,  support Tree City USA,  work with BCAA to collect data on all emission sources within the city for both city-owned and community operations,  establish a community outreach program to educate the community on how to reduce emissions, and  develop targets, benchmarks, and plans for the reduction of GHG emissions by city operations and the community. 4.3.4: Unavoidable adverse impacts All alternatives will increase urban development, motor vehicle traffic, and resulting air pollution but not of any significant unavoidable adverse impacts on regional or local air quality. Temporary, localized dust and odor impacts could occur during construction activities. Policies within Alternative 2: BB/RR Revitalization Plan are adequate to mitigate any adverse impacts anticipated to occur as a result of BB/RR population increases. ---PAGE BREAK--- 53 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.4 Water 4.4.1: Affected environment Groundwater The natural groundwater cycle is composed of the following four aspects:  Interception – is the portion of rainfall that never reaches the ground surface or that evaporates off vegetation and forest cover back into the atmosphere.  Evapotranspiration – is the process where living plants absorb water from the roots and transport water up through their leaves and is a seasonal effect that peaks during the spring and summer growing season.  Runoff – is the portion of precipitation that flows off the land as surface water flow and generally occurs as sheet flow during periods of sustained precipitation.  Recharge – is the portion of precipitation that infiltrates the soil and passes into deeper groundwater bodies and aquifers. Critical aquifer recharge areas Aquifer recharge from rainfall is an important aspect of water in the natural system and as a utility for domestic consumption. Elements of the natural system that add to the scenic and rural qualities of the area are intrinsically linked to aspects of the consumptive water supply. The aquifer underlying the Tri-Cities are composed of volcanic rocks and extends west through the Yakima River valley and north intermittently up the Columbia River. The larger surrounding extents of eastern Washington and Oregon include larger aquifers composed of alluvial, sedimentary, and volcanic rock deposits. Kennewick’s water supply Kennewick’s water supply is provided by two Ranney Collectors (Number 4 and 5) and the Water Treatment Plant which treats water from the Columbia River. The total capacity is currently 30,500,000 gallons per day (mgd). Ranney collectors 1, 2, and 3 were located in Clover Island but the infrastructure has been removed and they are no longer in service. Kennewick also acquired three low capacity wells that provide intermittent supply to small isolated water systems. These include Soccer Association Well (10 gallons per minute), Kiwanis Well (25 gallons per minute), and the Columbia Park Campgrounds Well (70 gallons per minute), all located in Columbia Park. The wellheads are protected to prevent potential contamination of ground water. In Kennewick, the wellhead protection area is the 10-year time of ground water travel to the wellheads. Table 9: Kennewick water supply Name Location Gallons/day Condition Layton Park Well 6th and Date Streets N/A Used for irrigation Ranney Collectors 1-3 Clover Island N/a Not in use 4 Columbia Park 1,500,000 5 Columbia Park 14,000,000 Rehab scheduled 2009 Water treatment plant 615 East Columbia Drive 15,000,000 Plant expansion completed 2007 Total 30,500,000 Source: 2008 Kennewick Comprehensive Plan The location and extent of critical aquifer recharge areas are shown on the Critical Aquifer Recharge Areas Map on file in the Kennewick Community Planning Department used as reference for the city, project applicants, and property owners. Groundwater features The Kennewick riverfront is influenced by 7 soils 2 of which are concentrated within the BB/RR revitalization area – the Finley (Fe) – a fine sandy loam of 0 to 5% slopes and the Pasco (Pc) – a fine sandy loam of 0 to 2% slope. ---PAGE BREAK--- 54 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 55 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 56 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Group B - soils have a moderate infiltration rate when thoroughly wet consisting chiefly of moderately deep or deep, moderately well drained or well drained soils that have fine texture to moderately coarse texture with a moderate rate of water transmission.  Group C – soils have a slow infiltration rate when thoroughly wet consisting chiefly of soils having a layer that impedes the downward movement of water or soils of moderately fine texture or fine texture with a slow rate of water transmission.  Flooding duration – is the temporary inundation of an area caused by overflowing streams, by runoff from adjacent slopes, or by tides. Water standing for short periods after rainfall or snowmelt is not considered flooding, and water standing in swamps and marshes is considered ponding rather than flooding. Brief flooding is 2 to 7 days, while occasional indicates flooding occurs infrequently under normal weather conditions. Table 10: Kennewick soil capabilities Groundwater FeA FeB PcA Hydrologic group B B C Surface runoff months Jan-Dec Jan-Dec Jan-Mar /Nov-Dec Water table – upper limit feet 2.0-3.0 Water table – lower limit feet >6.0 Ponding duration none none none Flooding duration brief Flooding frequency occasional Frost and corrosion FeA FeB PcA Potential for frost action moderate moderate Risk of corrosion – uncoated steel high high high Risk of corrosion - concrete low low low Source: US Department of Agriculture (USDA) Soil Conservation Service (SCS) http://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx Groundwater within the BB/RR area is generally found at depths beginning at 2.0-3.0 feet and no more than 6.0 feet below the surface in the PcA soils below the 350-foot or 100-year flood elevation. Groundwater is below 6.0 feet or more in the Fe soils above the 350-foot elevation of 100-year flood level. Generally, Kennewick groundwater is of good quality. However, depending on location, thickness and intensity of adjacent urban uses – groundwater deposits can be contaminated by unfiltered septic or by stormwater runoff containing surface fertilizers, oil and grease pollutants and on occasion, by animal wastes. The deposits may be tapped for agricultural or commercial purposes, but can be limited for public consumption in some areas. Kennewick streams, wetlands, and small lakes – and groundwater/aquifer recharges areas have been identified and mapped that are important resources both for consumptive purposes and as wildlife habitat. Frost and corrosion  Potential for frost action – is the likelihood of upward or lateral expansion of the soil caused by the formation of segregated ice lenses (frost heave) and the subsequent collapse of the soil and loss of strength on thawing assuming the soil is not insulated by vegetation or snow and is not artificially drained.  Risk of corrosion – pertains to potential soil-induced electrochemical or chemical action that corrodes or weakens uncoated steel or concrete. Wetlands Wetlands are land areas inundated or saturated with surface water or ground water at a frequency and duration to support vegetation adapted to life in saturated soil conditions. Wetlands in Kennewick are designated in accord with the Washington State Wetland Identification and Delineation Manual and evaluated using the Washington State Department of Ecology (Ecology) 5 class rating system. Table 11: Ecology’s wetland classifications Definition Criteria I Wetlands that meet one or more of the following criteria:  Documented habitat for federal or state endangered or threatened fish, animal, or plant species ---PAGE BREAK--- 57 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  High quality native wetland communities  Wetlands of exceptional local significance II Wetlands not defined as Category I and meet one or more of the following criteria:  Documented habitats for state sensitive plant, fish or animal species,  Wetlands containing plant, fish or animal species listed as priority species by Dept. of Fish and Wildlife,  Wetland types with significant functions that may not be replicated through creation or restoration,  Wetlands with significant habitat value of 22+ points on the habitat rating system,  Documented wetland of local significance. III Wetlands that do not satisfy Category I, II, or IV and show a moderate level of functions  Vernal pools that are isolated, and wetlands with a moderate level of functions IV Wetlands with the lowest level of functions, are often heavily disturbed, and meet the following criteria:  Hydrologically isolated wetlands less or equal to 1 acre in size, have only 1 wetland class, and are dominated (80% or more) by a single-non-native plant species,  Hydrologically isolated wetlands less or equal to 2 acres in size, have only 1 wetland class, and are covered (90% or more) by non-native plant species. V Wetlands found in ditches, ponds, canals, etc. intentionally constructed for agricultural uses; or wetlands accidentally created from irrigation water and meet all the following criteria:  Located above the floodplain,  No primary association with rare, threatened, or endangered species,  Water only from irrigation runoff or leakage. Source: Washington State Department of Ecology (Ecology) Kennewick contains a few Category III wetlands: around Elliot Lake  in Zintel Canyon drainage way  on West 36th Avenue, west of South Olympia Street  at West 27th Avenue and South Washington Street  within Columbia Park and Columbia River shoreline area Additional wetlands that may occur in Kennewick will likely be ranked as Category III or Category IV wetlands. Maps showing wetlands that have been field verified are on file in the Kennewick Community Planning Division. Frequently flooded areas  Floodways - are defined as the channel of a stream and adjacent land areas which carry and discharge the floodwater or flood flows of any river or stream associated with a regulatory flood.  Flood fringes - are land outside the stream’s floodway but subject to periodic inundation associated with a regulatory flood. Regulatory floods have a peak discharge with a 1% probability of being equaled or exceeded in any given year and are calculated by the Washington State Department of Natural Resources (DNR) and the Federal Emergency Management Agency (FEMA). The regulatory flood includes the “100-year flood” shown on the flood insurance rate map prepared by FEMA. The approximate locations of frequently flooded areas are shown on the CAO map on file in the Kennewick Community Planning Department and prepared using the Flood Insurance Rate Maps (FIRM) prepared by FEMA. Additional information regarding frequently flooded areas is found on community panel maps prepared by FEMA for the National Flood Insurance Program that are available in the Kennewick Community Planning Department and used to identify flood zones.  Zone A - is an area of 100-year flood with base flood elevations and flood hazard factors undetermined.  Zone B - are areas between the 100-year flood and 500-year ---PAGE BREAK--- 58 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan flood, or certain areas subject to 100-year flooding with average depths less than one foot, or where the contributing drainage area is less than one square mile, or areas protected by levees from the base flood. Flooding frequency  Flooding frequency rating – indicates temporary inundation of an area caused by overflowing streams, by runoff from adjacent slopes, or by tides. Water standing for short periods after rainfall or snowmelt is not considered flooding, and water standing in swamps and marshes is considered ponding rather than flooding.  None - means that flooding is not probable and the chance is nearly 0% in any year occurring less than once in 500 years.  Occasional – means that flooding occurs infrequently under normal weather conditions and the chance of flooding is 5 to 50% in any year. Table 12: Kennewick soil flooding and ponding characteristics Flooding FeA FeB PcA Flooding frequency rating none none occasional Ponding FeA FeB PcA Ponding frequency rating none none none Source: US Department of Agriculture (USDA) Soil Conservation Service (SCS) http://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx As shown, the PcA soils located below 350-foot elevation in the BB/RR area are subject to the 100-year flood and are protected by the Corps of Engineers flood control levee located at the 350-foot elevation between the Blue Bridge/US-395 and the Cable Bridge/SR- 397. Ponding  Ponding – is standing water in a closed depression removed only by deep percolation, transpiration, or evaporation or by a combination of these processes. Ponding frequency classes are based on the number of times that ponding occurs over a given period,  None – means that ponding is not probable and the chance of ponding is 0% in any year. As shown, the BB/RR area soils are well percolated and surfaced drained by the stormwater swale located inside the Corps of Engineers flood control levee. Stormwater Surface water drainage (stormwater) is generated when rain fall encounters hard or impervious surfaces. Most stormwater is intercepted and evapotranspirated by vegetation in a natural state. Plant root systems hold the soil in place and absorb most excess moisture. The amount of stormwater runoff generated from road, roof, parking lot, and other impervious surfaces created by urban development can be of a higher volume than what existed in the natural state. Storms can generate peak flows that are much greater than existed when the land was in a natural state with vegetative cover. Stormwater runoff from driveways and parking lots also transports pollutants such as gas and oil as well as residues from pesticides, fertilizers, and other chemicals used in lawn care, as well as animal waste in agricultural areas. Non-point source pollution accumulates as water runs over hard surfaces and is carried to the nearest body of water. Surface runoff The Pacific Northwest is divided into two sub-regions based on stormwater runoff characteristics.  West of the Cascade Mountains - runoff is generally high, reflecting relatively heavy precipitation and moderate levels of evapotranspiration. In fact, the runoff yield west of the Cascades is unrivaled in the conterminous US. Yields of more than 80 inches are common in the Coast and Cascade ranges, while some of the windward slopes of the Olympia Mountains contribute 160 inches. Streams west of the Cascades produce about two-thirds of the total runoff from the Pacific Northwest although they drain less than one-fourth of the region.  East of the Cascade Mountains – generates markedly lower levels of stormwater runoff, contributing less than 10 inches per ---PAGE BREAK--- 59 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan square mile, and most of the surface waters originate in relatively small mountainous areas. The runoff value for the Kennewick area is approximately 0.5 mean annual inches. The western portions of Kennewick are located in the Yakima River drainage basis and drain northwest into the Yakima and then into the Columbia River. The northern portions, including the BB/RR area, are located in the Upper Columbia drainage basin and drain directly north directly into the Columbia River. Until recent decades the temporal patterns of runoff largely reflected natural phenomena within a river basin including:  the mean elevation of the drainage basin;  its location in either marine or continental subregions of the Pacific Northwest;  the type and extent of natural vegetation within the drainage basin; and  the structure of aquifer units underlying the basin. Although the combined effects of natural phenomena remain dominant in most river basins within the region, anthropogenic influences have become more important in some basins during recent decades of increasingly intensive water use. Principal anthropogenic influences include:  stream flow depletions from extensive irrigation withdrawals, and the  construction and operation of large dams and storage reservoirs. Columbia River The Columbia River discharges 180,100,000 acre-feet of water a year into the Pacific Ocean, the Snake River another 36,800,000 acre-feet of water. Historically a disproportionately high percentage of stormwater runoff discharge into the Columbia River took place during the late spring and early summer resulting from precipitation on the various ranges of the Rocky Mountains stretching from northwestern Wyoming through Idaho and western Montana and far into British Columbia. Although most of the precipitation takes place in the late autumn and winter, water is retained in the mountainous headwater areas of the Columbia in the form of snow and ice, being released months later as melt water. Since the late 1960s, however, this pattern was somewhat modified by the provision of large volumes of upstream storage. The mean river flows of May, June, and July, although still noticeably higher than those of other months, are reduced, while, conversely, the mean discharge levels in the late fall and winter are increased by the release of stored water. Water use  uses – include rural domestic use, stock watering, irrigation, public water supply (municipal, commercial, and light industrial), self-supplied industrial, and thermoelectric cooling. Irrigation is the dominant use in the Pacific Northwest, and clearly within the Columbia Basin, accounting for about 10 times the combined volumes of water withdrawn by public supply, industry, and thermoelectric power plants. Irrigation withdrawals are even significant in some of the relatively humid sub-basins west of the Cascades where population and water-using industries are concentrated, like Kennewick, where dry summers require irrigation for many types of crops.  Instream uses – include generation of hydroelectric energy, navigation, fish and wildlife habitat, waste carriage and assimilation, recreation, preservation of wild and scenic rivers, and aesthetic appreciation. Unlike other regions of the western United States, water utilization in the Pacific Northwest is characterized by heavy dependence on instream uses, especially for the generation of hydroelectric energy. The Pacific Northwest is the nation’s leading producer of hydropower utilizing an average 1,250,000,000 gallons per day in the early 1990s for that purpose. The volume is several times larger than the total runoff of the region because the same water is used repeatedly at successive ---PAGE BREAK--- 60 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan dams and powerhouses along several large rivers. In the US, for example, there are 11 large dams with hydroelectric generating facilities. Navigation is another major instream use and have included large federal expenditures to enhance inland water navigation on the Columbia River system. From the Bonneville Locks at river mile 145 to the Port of Lewiston in Idaho, a chain of 8 reservoirs stretches 320 miles, which not only allows slack water navigation conditions for inland water carriers but also guarantees a navigation channel of 15 foot depth. Navigation locks at the 8 dams lift barge tows from 8 feet above mean sea level at Bonneville lock to 738 feet on the reservoir reaching Lewiston, Idaho. Were congressional action to extend commercial navigation up the Columbia to Wenatchee, the existing Public Utility District (PUD) dams would have to be retrofitted with navigation locks matching those on the Columbia-Snake system. Fish and wildlife habitat maintenance is another significant instream use. Although enhancement of habitat sometimes results, the consequences have more often been negative. Inadequate consideration of biological factors during project design and/or operation resulted in severe losses particularly of water-oriented mammals like beavers, and of valuable anadromous fisheries (salmon and steelhead) particularly on the Columbia-Snake system. Hatchery programs have mitigated some of the losses, and hatchery fish now far outnumber wild stock. Hatchery programs are less successful above the confluence of the Columbia and Snake Rivers, however, because of the cumulative effects of losses at dams below the hatcheries. As a result, in recent years some runs of andaromous salmonids have been listed under the Endangered Species Act (ESA) and approximately 40,000 miles of streams and rivers reserved for anadromous fish habitat. Another instream use of water is for recreation since the region has a disproportionately larger per capita supply of surface waters suitable for outdoor recreation. All types of outdoor recreational uses of water in the Pacific Northwest have grown rapidly over the last 40 years. Storm drainage conditions - city Kennewick’s storm water and drainage system is comprised of 6,138 catch basins in a network of 83 miles of piped storm sewers and open ditches, and three regional outfalls to the Columbia River. In addition, Kennewick owns and operates an additional 2,000 public infiltration facilities (drywells), and associated inter- conveyance pipes that accept 75% of the area’s surface water discharges. (Source: Kennewick Comprehensive Storm Water Plan). The drainage system also contains one local detention pond, three local retention facilities, and four regional storm water detention/water quality treatment facilities. Kennewick-owned surface water facilities are complemented by numerous on-site infiltration facilities constructed by the landowners of commercial and residential developments, and private streets. In addition to Kennewick-owned facilities, several major drainage facilities are owned and operated by the Army Corps of Engineers including:  About six-miles of levees along the south shore of Columbia River (Lake Wallula) including the stretch in the BB/RR area between the Blue Bridge/US-395 and the Cable Bridge/SR-397,  Stabilization of the level of Wallula Lake through operation of McNary Dam,  The Zintel Dam, and  A regional pump station at Duffy’s Pond. Benton County also operates the Elliot Lake detention facility that is within Kennewick’s UGA. Kennewick’s drainage system is integrated with three or four tiers of irrigation canals, owned and operated by Kennewick and Columbia Irrigation Districts. These canals provide regional detention during the high rainfall events, by collecting the excess surface water runoff when the capacity of local drywell is exceeded. This integrated operation helps prevent localized flooding throughout the city. ---PAGE BREAK--- 61 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 62 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan In Kennewick, surface water mostly infiltrates into the ground via drywells. During the peak rainfalls, rainfall exceeding the capacity of the infiltration capabilities of the ground results in surface water runoff based on the topographic condition. Due to the hot-arid climate, the region is less likely to experience flooding from heavy rainfall. However, seasonal flooding can be experienced due to a combination of rain, snow, frozen ground and warm Chinook winds. Seasonal flooding associated with Columbia River was curtailed with the construction of McNary Dam (Wallula Lake) on the Columbia River in 1952. Since the construction of the dam, additional levees and pump stations have been constructed along the south shore of the Columbia River to provide further flood protection. The levees and pump stations also collect local storm water runoff within the city and discharge into the Columbia River. At present, the system is running at a satisfactory level with some regular operation maintenance. A few drywells have been identified in the city’s Storm Water Master Plan that drain slowly causing backup and local ponds during the larger storm events. Storm drainage – BB/RR The BB/RR area is drained by piped collectors located in street rights-of-way south of and along Columbia Drive and by the stormwater swale built and owned by the Corps of Engineers adjoining the Columbia River (Lake Wallula) flood control levee. The swale was originally a deep surface ditch that collected stormwater runoff from the lands located north of Columbia Drive for discharge into Duffy’s Pond, then eventually pumped from the pond into the Columbia River. Kennewick leased the swale from the Corps of Engineers then installed an underground pipe and replaced the ditch with a gradual swale with above ground collection drains for storm overflow events. The city’s original plan was to replace the ditch and swale completely, but settled on the partial undergrounding solution due to construction costs. The swale was partially landscaped with evergreen trees following construction but the vegetation has largely died leaving barren ground or bark cover materials. The existing underground pipe and surface swale system removes stormwater but can be subject to erosion, siltation, and water quality degradation problems particularly where ground cover has not been established. Storm drainage requirements Storm water runoff and flows are calculated as a function of the watershed area, the amount of impervious surface, the type of collection system in place, soils types, topography, and storm intensity and duration. Normally, as development occurs, the amount of impervious surface area increases and the collection of runoff can be more efficient. Runoff rates, if not controlled, will rise dramatically, and can be 10 times more than that of a natural, undeveloped site. Rainfall events, detention and piping design criteria, and pollutant controls determine storm drainage protection capacity requirements. Storm drainage capacity estimates must account for the use of natural systems versus piping alternatives, the sensitivity of natural systems, desired levels of protection against flood damage, and protection of the receiving waters quality. Shorelines GMA (RCW 36.70A.480) - requires SMP goals and policies be included in the 2008 Kennewick Comprehensive Plan and that they are consistent with each other. Unlike the Critical Areas Ordinance (CAO), there are separate purpose statements for each of the Aquatic, High-Intensity, and Urban Conservancy environmental designations in the SMP.  Aquatic environment - is to protect, restore, and manage the unique characteristics and resources of the areas waterward of the ordinary high water mark.  High-Intensity environment, only applicable to Clover Island - is to provide for high-intensity water-oriented commercial, ---PAGE BREAK--- 63 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan industrial, and transportation uses while at the same time, protecting and restoring existing ecological functions in degraded areas.  Urban Conservancy environment - is to protect and restore ecological functions of open space, flood plains and other sensitive lands when they exist in urban and developed settings, while allowing numerous compatible uses. Other than Clover Island, the entire BB/RR riverfront is classified as Urban Conservancy including Duffy’s Pond. Special policy goals for all Shorelines of Statewide Significance – been established by Washington State and are applicable to Kennewick shorelines include in the order of preference for implementing Kennewick’s shoreline regulations:  Recognize and protect state-wide interest over local interest;  Preserve the natural character of the shoreline;  Result in long-term over short-term benefit;  Protect the resources and ecology of the shorelines;  Increase public access to publicly-owned areas of the shorelines;  Increase recreational opportunities for the public on the shorelines;  Promote and enhance public interest;  Protect public rights of navigation;  Preserve and protect culturally significant features; and  Provide, when feasible, all necessary accommodations to enhance the participation and enjoyment of persons with special needs. Policies for aquatic, urban conservancy, and high-intensity environmental designations - divide the shorelines into different sections generally running parallel to the shoreline as follows: Table 13: Kennewick Shoreline Management Program (SMP) policies Designation Management Policies Aquatic 1. New over-water structures are allowed only for water-dependent uses, public access, or ecological restoration. 2. The size of the new over-water structures should be limited to the minimum necessary to support the structure’s intended use. 3. In order to reduce the impacts of shoreline development and increase effective use of water resources, multiple uses of over-water facilities are encouraged. 4. All developments & uses on navigable waters or their beds shall be located & designed to minimize interference with surface navigation, to consider impacts to public views, and to allow for the safe, unobstructed passage of fish and wildlife, particularly those species dependent on migration. 5. Shoreline uses shall be designed & managed to prevent degradation of water quality & alteration of natural hydrographic conditions. Urban Conservancy 1. First priority in shorelines uses will be given to those uses that preserve the natural character of the area or promote preservation of open space, flood plain or sensitive lands either directly or over the long term. Uses that provide long-term benefit will be preferred over uses that provide short-term benefit. Uses that result in restoration of ecological functions will be allowed if the use is otherwise compatible with the purpose of the environment and the setting. 2. No net loss of shoreline ecological functions as a result of new development shall be allowed. All new development shall comply with standards pertaining to shoreline modifications [KMC 18.60.120(3)], vegetation conservation [18.60.110(2)(e)(iii)] and water quality [18.60.110(2)(f)(iii)]. 3. All new development shall comply with all applicable standards set forth in KMC Chapters 15 (Buildings & Construction), Chapter 17 (Subdivisions) and Chapter 18 (Zoning) and all state and federal requirements. 4. The location & design of new development should provide for public access and public recreation opportunities whenever feasible & when significant ecological impacts can be mitigated. 5. Water-oriented uses shall be given priority over non water-oriented uses. For shoreline areas adjacent to commercially navigable waters, water-dependent ---PAGE BREAK--- 64 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan uses shall be given highest priority. High Intensity 1. First priority in shoreline uses shall be given to water-dependent uses. Second priority shall be given to water-related and water-enjoyment uses. Non water-oriented uses should not be allowed except as part of mixed-use developments. Non water-oriented uses may also be allowed in limited situations where they do not conflict with or limit opportunities for water-oriented uses or on sites where there is no direct access to the shoreline. 2. Full utilization of existing urban areas should, whenever feasible, be achieved before further expansion of intensive development is allowed. 3. Multi-family & multi-lot residential & recreational developments shall provide public access & joint use for community recreational facilities. 4. Access, utilities, & public services shall be made available & adequate to serve existing needs &/or future residential development. 5. No net loss of shoreline ecological functions as a result of new development shall be allowed. Where applicable, new development shall include environmental cleanup & restoration of the shoreline to comply in accordance with any relevant state & federal law. 6. Whenever feasible, visual & physical public access to shorelines shall be required as provided for in WAC 17326-221(4)(d). Wherever feasible, the location, design & construction of development impacting the shorelines will take into consideration aesthetic objectives such as location & size of signage, appropriate development siting, screening & architectural standards, & maintenance of natural vegetative buffers. 7. All new development shall comply with all applicable standards set forth in KMC Chapters 15 (Buildings & Construction), Chapter 17 (Subdivisions) and Chapter 18 (Zoning) and all state and federal requirements. Source: 2008 Kennewick Comprehensive Plan 4.4.2: Impacts All alternatives All alternatives will continue development of the lands within the BB/RR area for urban uses and activities to various intensities. Additional urban development of previously undeveloped lands or of a higher intensity of previously committed lands could erode soils and enter surface water runoff degrading the quality of Duffy’s Pond and the Columbia River if not properly managed. Inadequate on-site treatment could create pollutants that enter surface water runoff and degrade the quality of Duffy’s Pond and the Columbia River and/or be absorbed into the seasonal high water table and thereby the underground water supply system. If intensive urban uses are not allocated to capable soils and effective grading and landscaping measures are not provided, additional or more intensive urban developments could cause severe erosion risks with irreversible damage to sensitive wetlands and anadromous fish-bearing waters including the Columbia River. Inadequately located or designed urban infrastructure including roads, parking lots, and other improvements that are not sited on level lands and/or that are not planted with adequate ground covering materials could cause silting conditions to fill and pollute plant and fish-bearing waters including Duffy’s Pond and the Columbia River. The development of more intense urban activities will create more impervious surfaces thereby increasing the quantity of surface water runoff that if not properly managed may:  discharge pollutants into Duffy’s Pond and Columbia River surface waters,  automobile oils and greases onto parking lots and roads,  fertilizers, pesticides, and other chemicals into lawns and landscaped areas, and  effluent from failed septic systems and industrial discharge sources. ---PAGE BREAK--- 65 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan In addition, urban construction activities may also increase the erosion of soils during or following poorly maintained or designed site improvements or constructions. All construction activities can cause the erosion of site soils that enter and pollute surface water bodies if not properly contained or managed. The degree of erosion and sedimentation may be affected by the:  timing of construction,  degree of vegetation removed,  amount of un-vegetated soil or fill material to be exposed to the forces of rainfall and runoff, and  effectiveness of on-site erosion control measures. Added together, these pollutants may eliminate fish habitat and threaten the use of surface and groundwater for domestic water supplies and fish rearing. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan and 2010 Zoning Ordinance and Map would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  River shoreline - would remain as currently protected with the recently lowered Columbia River flood control levee remaining in place along the entire shoreline of the BB/RR area to prevent flooding of PcA soils or to the 350 foot elevation from a 100-year flood.  Stormwater swale - would also remain as recently improved with the underground pipe and overflow swale collecting stormwater runoff from the BB/RR area for discharge into Duffy’s Pond, and ultimately into the Columbia River.  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehousing, apartments, and condominium buildings with surface parking lots creating additional hardscape stormwater runoff.  Columbia Park Trail - would continue to be improved and operate under current conditions including the location of Columbia Park Trail on top of the levee between US-395/Blue Bridge and Fruitland Street.  Street grid - would not be connected or extended into Duffy’s Pond or the undeveloped properties located north of Columbia Drive potentially creating more disconnected or segmented street improvements and constructions. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  The single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking ---PAGE BREAK--- 66 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. 4.4.3: Mitigating conditions/policies Alternative 1: No-action Kennewick’s existing Critical Area Ordinance (CAO) and Shoreline Master Plan (SMP) underwent major updates concurrently with the 2008 Kennewick Comprehensive Plan update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) title 18. Critical areas – include wetlands, areas of critical recharging effect on aquifers used for potable water (aquifer recharge areas), fish and wildlife habitat conservation areas, frequently flooded areas, and geologically hazardous areas representing a variety of ecosystems providing necessary biological and physical functions. Critical areas can also present threats to human safety and to public and private property if not protected and monitored. Under GMA (RCW 36-70A-170) - each city preparing a comprehensive land use plan is required to identify critical areas and adopt regulations for protection while accommodating reasonable use of private property. Kennewick’s Critical Areas Ordinance (CAO) was designed to implement the goals, policies, guidelines, and requirements of the 2008 Kennewick Comprehensive Plan and GMA “to designate and classify ecologically sensitive and hazardous areas and to protect these areas and their functions and values, while also allowing for reasonable use of private property”. Best Available Science (BAS) – was used to develop Kennewick’s policies and development regulations to protect the functions and values of critical areas (WAC 365-195-900 through 365-195920). References for BAS are included in Appendix A of the Critical Areas Ordinance (CAO). BAS involved:  adopting information from local, state, or federal natural resource agencies that are appropriate for local circumstances;  consulting with a qualified scientific expert or team to assess applicability to the local critical area; and  determining if a person is a qualified scientific expert - has professional credentials or certifications, advanced degrees, years of experience in the specific field, and/or peer-reviewed publications or other professional publications. Critical area buffer review process - KMC 18.63.10.080 of the Critical Areas Ordinance (CAO) establishes 200 feet from a critical area as the trip point for review by the city. This width is the maximum buffer size recommended for wetlands and shorelines by the Washington State Department of Ecology (DOE). Specific buffer widths are established for other critical areas based on their characteristics and level of sensitiveness. Recommended buffers for wetlands are based on the wetland category, the intensity of impacts, and the wetland functions. The process for critical areas review is established in KMC 18.63.10.130.A. After permit application, there are five steps that must be followed:  Verify the information submitted by the applicant;  Evaluate the project area & vicinity for critical areas;  Verification of non-certified boundaries for wetlands, geologically hazardous areas, or fish & wildlife habitat conservation areas may be required to be mapped by a qualified professional and submitted to the city if the project is within 200 feet of a non-certified boundary;  Determine if the proposed project will impact the functions or values of critical areas; and  Determine if the proposed project adequately addresses and avoids the impacts to the critical area. Kennewick’s Planning Director has the authority to waive the requirement for a report or other information when there are critical areas within or adjacent to the project area but will not be negatively affected by the project meaning the functions or values of the critical area will not be disturbed. All of the following requirements must be met as established in KMC 18.63.10.130.B. of the CAO: ---PAGE BREAK--- 67 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  There will be no alteration of the critical area or buffer;  The proposed project will not impact the critical area based on the purpose, intent, and requirements of the Ordinance; and  The proposal is consistent with other applicable regulations and standards. A summary of the decision by the Planning Director is included in any staff report or decision made on the underlying permit for the proposed project. Mitigation sequencing - identifies preferred options to use when the proposed activity cannot be avoided or minimized to cause the least amount of impact. Mitigation sequencing is listed in the order of preference.  Avoiding the impact by not taking a certain action;  Minimizing the impact by limiting the degree of the action, by using appropriate technology, or by taking affirmative steps to avoid or reduce impacts;  Rectifying the impact by repairing, rehabilitating, or restoring the affected environment;  Minimizing or eliminating the hazard by restoring or stabilizing using approved engineering or other methods;  Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the proposed action;  Compensating for the impact by replacing, enhancing, or providing substitute resources or environments; or  Monitoring the impact and taking appropriate corrective measures. Specific mitigation measures for wetlands and geologically hazardous areas are included in the CAO. Aquifer recharge area - performance standards are included in the Critical Area Ordinance (CAO) and limit activities to those that will not adversely affect recharging of the aquifer and will not contain contaminants. All Kennewick water systems are subject to regulations and procedures of the Washington State Department of Health, the Benton County Health Department, and federal water quality standards. Proposed activities must comply with all water protection requirements and recommendations of federal, state, and local agencies. Proposals must be designed and constructed for erosion control and surface and stormwater management requirements in current city regulations. Additional regulations for critical aquifer recharge areas are Kennewick’s Construction Standards (KMC 5.56) and the Kennewick Wellhead Protection Plan. Specific Performance Standards for critical aquifer recharge areas are also provided in the CAO. Storage tanks, vehicle repair and servicing, and water reuse projects must all conform to local building codes and specific requirements included in KMC Section 18.63.30.050. Prohibited uses in the critical aquifer recharge areas are landfills and underground injection wells. Landfills include hazardous or dangerous waste, municipal solid waste, special waste, wood waste, and inert and demolition waste landfills. Regulatory floods - have a peak discharge with a 1% probability of being equaled or exceeded in any given year and are calculated by the Washington State Department of Natural Resources (DNR) and the Federal Emergency Management Agency (FEMA). The regulatory flood includes the “100-year flood” shown on the flood insurance rate map prepared by FEMA. The approximate locations of frequently flooded areas are shown on the CAO map on file in the Kennewick Community Planning Department and prepared using the Flood Insurance Rate Maps (FIRM) prepared by FEMA. Additional information regarding frequently flooded areas is found on community panel maps prepared by FEMA for the National Flood Insurance Program that are available in the Kennewick Community Planning Department and used to identify flood zones. ---PAGE BREAK--- 68 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Zone A - is an area of 100-year flood with base flood elevations and flood hazard factors undetermined.  Zone B - are areas between the 100-year flood and 500-year flood, or certain areas subject to 100-year flooding with average depths less than one foot, or where the contributing drainage area is less than one square mile, or areas protected by levees from the base flood. KMC Chapter 18.66 Flood Damage Prevention is intended to prevent flood damage and maintain community eligibility in the National Flood Insurance Program. It is reviewed periodically by FEMA through the Washington State Department of Ecology (DOE). Washington State Department of Fish & Wildlife (DFW) - specifies guidelines for water quality (and sometimes quantity) impacts on fish and shellfish resources that apply to projects of more than 5,000 square feet of impervious surface. DFW also requires pre- and post-development runoff rates be analyzed using a continuous simulation model (such as the US EPA HSPF computer program) or a rainfall event simulation model. According to computer simulation model results and DFW guidelines, project detention ponds must meet the following performance criteria:  50% of the pre-development, 2-year, peak-release rate for the 2- year developed storm design, and the  Pre-developed, 25-year, peak-release rate for the 25-year, developed design storm. DFW guidelines also specify water quality best management practice guidelines for the development of bio-filtration channels for sedimentation and erosion control practices, and channel maintenance. DFW guidelines require cities bordering natural drainage features, including the Columbia River, to develop stormwater runoff, operation, and maintenance ordinances that:  Control off-site water quality and quantity (as related to quality) impacts,  Use source control and treatment best management practices,  Use best management practices of the 6-month design storm for all proposed new developments,  Use infiltration with appropriate precautions as the first consideration in stormwater management,  Protect stream channels and wetlands, and  Use erosion and sedimentation controls for new construction and re-development projects. The Washington State Department of Ecology (DOE) published a technical guidance manual for meeting the above requirements as well as for providing education programs, growth management planning coordination, watershed planning, and enforcement. Kennewick’s Comprehensive Stormwater Plan - identified in two area of concern - system deficiencies in capacity and water quality related to aquifer recharge. System deficiencies have been identified based on hydrologic and hydraulic modeling to identify areas where existing system may be undersized for future flow conditions. Areas of water quality concern identified high risk areas and methods for retrofitting and decommissioning existing drywells. Recommendations for Best Management Practice (BMP) included: source control, infiltration facilities, retention facilities, filtration, catch basins, detention facilities, and oil/water separator. Source control includes policies in the Comprehensive Stormwater Plan to raise awareness, public involvement, and public education. Industrial and commercial property owners are required to protect potential pollutant sources from rainfall and stormwater runoff. Other recommended updates include overall management, cleaning frequency of the infiltration facilities in the aquifer zone and street cleaning program. Retention facilities have been and will continue to be the preferred form of treatment for the city with a requirement for developers to retain entire 10 year post-developed storm event for the project area. The Shoreline Master Plan (SMP) - in KMC 18.60 Shoreline Management protects shorelines of “state-wide significance” with ---PAGE BREAK--- 69 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan two guiding premises - no net loss of ecological function of the shoreline and restoration of the shoreline functions over time. GMA (RCW 36.70A.480) - requires SMP goals and policies be included in the 2008 Kennewick Comprehensive Plan and that they are consistent with each other. Unlike the Critical Areas Ordinance (CAO), there are separate purpose statements for each of the Aquatic, High-Intensity, and Urban Conservancy environmental designations in the SMP. Goals specific to Kennewick’s SMP - are in addition to the special policy goals for all Shorelines of Statewide Significance and are used to guide implementation of KMC 18.60 Shoreline Management as follows:  Economic development - will be encouraged in the shoreline. There will be an emphasis on water-oriented commercial and recreational uses that provide orderly development on Clover Island and adjacent areas that will accentuate and enhance the Columbia River.  Public access - will be improved on Clover Island to designated areas of the Columbia River for recreational purposes. New areas along the dike and Duffy’s Pond will be provided to the public for fishing and viewing purposes. Whenever feasible, new development should provide access to the dike with pedestrian and bicycle bridges across the drainage canal.  Recreational facilities of the shorelines - will be enhanced. Recreational uses on Clover Island should be planned to complement existing and proposed developments. Develop recreational facilities along the dike areas to enhance the dike and provide recreational diversification.  Circulation - to the dike areas, Duffy’s Pond, and to the Clover Island causeway should be improved for ease of access and should include adequate off-street parking facilities to serve the people who will be using these areas for recreational and commercial purposes.  Shoreline uses - will be compatible and aimed toward maximum utilization of the shoreline without diminishing the quality of the environment. Shorelines abutting the dike area should take advantage of the Columbia River and should be oriented in a manner to coordinate waterfront uses.  Conservation – will enhance the aesthetic characteristics of the dike, Duffy’s Pond, and Clover Island areas and take necessary steps to conserve the natural setting of these shoreline areas.  History, scientific, and cultural areas - on Clover Island and dike of a cultural, educational, historical or scientific value will be protected in a proactive and substantive way.  Flood prevention – will be assured that, whenever feasible, steps are taken to prevent and/or minimize the risk of flood and associated flood damages to property and land uses. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee – will be “green” installing vegetation mats on the inside of the levee for visual enhancement and slope stability, “grasscreting” the levee access road for multipurpose use and visual enhancement, and planting native materials in the stormwater swale to improve bio-filtration and visual enhancement.  Occasional river fill – will be installed along the river shoreline of the levee to create “soft armoring” beach for fish habitat enhancement.  Stormwater swale - depending on private development plans and requirements, the stormwater swale could be reconfigured or supplemented in places to create a larger stormwater collection and bio-filtration capacity and/or provide visual accents.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a pervious surface boardwalk or trail fronted by mixed use buildings and activities able to collect and filter stormwater runoff.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street possibly including stormwater retention and bio- filtration.  Mixed use design district overlay guidelines – will be adopted as an overlay district governing the design and development of new mixed use structures within the BB/RR MU zones including ---PAGE BREAK--- 70 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan particulars specifying solar applications, green roofs and walls, rain gardens, and other low impact and energy saving technologies.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with shoreline management program buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use design guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly. 4.4.4: Unavoidable adverse impacts Under all alternatives, the Kennewick Critical Area Ordinance (CAO) will protect sensitive environmental lands, particularly lands that could be subject to erosion, siltation, and flooding risk in the PcA soils below the 350-foot 100-year flood elevation. However, under Alternative 2: BB/RR Revitalization Plan, the performance guidelines within the Mixed Use (MU) design guidelines will incorporate low-impact and smart development procedures to provide additional mitigations to control, conserve, and reuse stormwater runoff; plant native vegetation; and place building structures and residential uses above the 100-year flood level. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 71 4.4 Plants & animals 4.4.1: Affected environment Vegetation provinces The vegetation of the Pacific Northwest is composed of a complex pattern reflecting diversity in climate, soils, relief, the incidence of fire, biotic interaction, and history. Logging, agriculture, grazing, industrial development, and urbanization have greatly altered the natural pattern. Major vegetation differences, especially those determined by regional climate, are reflected by three vegetation provinces:  Forest Province,  Shrub-Steppe Province, and  Alpine Province. The provinces are composed of 15 vegetation zones or zone complexes within which maturely developed soils support a specific climatic climax vegetation. A zone is a broad area of relatively uniform regional climate and typical regional topography within which one plant association is capable of becoming dominant under prevalent climatic conditions over a long period of time. In practice, however, the plant cover has been profoundly altered in most zones to where the dominant species characteristic of the zone may no longer prevail. Numerous plant communities exist within a given vegetation zone and are called plant associations. Plant species often consist of a series of races, genetically adapted to localized ecological conditions, called ecotypes. Shrub-Steppe Province The Columbia Basin Ecoregion is located within the Shrub-Steppe Province – a grassland without shrubs mantles areas of north- central Oregon and the Palouse of southeastern Washington and adjacent Idaho. Kennewick is located within Big Sagebrush Zone of the Shrub-Steppe Province which is the most widespread vegetation zone in the Pacific Northwest extending from Canada to Nevada and from the Cascades to the Rockies. The zone is dominated by big sagebrush, intermingled with juniper woodland in central Oregon an supporting non-intensive grazing. Plant communities have been identified based on understory grasses, shrub cover, soils, and slope. Two prominent communities are Artemisia tridentate/Festuca idahoensis – which requires greater moisture, and Arteisia tridentate/Agropyron spicatum associations. Other prominent shrubs include several species of sagebrush and rabbit brush (Chrsothamnus spp). Commonly referred to as “high desert”, the shrub-steppe in this zone consists of non-desert species and exhibits a shrub-grass structure which is distinct from true desert. Columbia Plateau Columbia Basin vegetation The Columbia Plateau Columbia Basin is dominated by shrub- steppe, a once expansive habitat of shrubs, forbs and Aromatic shrubs such as sagebrush and bitterbrush offer good browsing to a wide range of wildlife, from sage grouse and rabbits to mule deer and Rocky Mountain elk. Other plant communities found in this semi-arid region include salt desert scrub and native grasslands. Native grasslands remain in scattered pockets of the Palouse and in some canyons. In other areas, grasslands have been created by fire and agricultural operations. Throughout the ecoregion, cheatgrass and other invasive species have displaced native forbs and Forests of ponderosa pine and Douglas-fir grow where the foothills of the Columbia Plateau meet the surrounding mountain ranges. In much of the Columbia Plateau, a living crust of blue green algae, lichens, and mosses protects and enriches the soil shielding it from erosion and fixing nitrogen. crusts face threats from livestock trampling, off-road vehicle traffic, and invasive weeds. ---PAGE BREAK--- 72 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Herbaceous wetlands, such as potholes, marshes, and wet meadows, are found throughout the Columbia Plateau. Their aquatic plants, rushes, and thickets of shrubs constitute a conservation priority. The plateau’s riparian areas and wetlands are also high habitat conservation priorities. Floodplain cottonwood groves; shrubby stream banks of willow, red-osier dogwood, and mock orange; potholes; marshes; and gravelly river channels offer habitat to a great range of fish and wildlife while occupying only a small area. Invasive species such as Russian olive and purple loosestrife alter their function and habitat value. Overall, the ecoregion is richly endowed with flora, hosting 46 plant community alliances and roughly 450 plant community associations. The Washington Natural Heritage Program regards more than 20% of these associations as vulnerable. Shrub-steppe and the interior grasslands are considered by many to be among the highest conservation priorities in the ecoregion. According to NatureServe, eighteen endemic plant species occur with the Columbia Plateau ecoregion and the floristic richness of the Columbia Plateau is still being discovered. Species new to science, like Umtanum desert buckwheat and White Bluffs bladderpod, were found as recently as the mid-1990s. Columbia Plateau Columbia Basin wildlife Roughly 45% of Washington’s 829 species of vertebrates are found in the Columbia Plateau ecoregion ranging from short-horned lizards to sharp-tailed grouse. The Columbia Plateau affords significant habitat for migratory waterfowl and wetlands-dependent birds. While dams of the Columbia Basin Project inundated many wetlands, new ones were created from irrigation runoff. These wetlands, combined with the region’s grain fields and reservoirs, provide food and shelter for birds such as sandhill cranes, wigeons, and buffleheads. Table 14: Columbia Basin wildlife Animal group Approximate number of species Mammals 82 Reptiles and amphibians 27 Birds 192 Fish 73 Butterflies 113 Dragonflies and damselflies 59 Other insects yet to be determined Other invertebrates yet to be determined Source: Washington Biodiversity Project – www.biodiversity.wa.gov Raptors nest in high densities. Introduced game birds, such as chukars and ring-necked pheasants, make use of the varied terrain. At-risk bird species in the ecoregion include the upland sandpiper and the sage grouse. Salmon make spawning runs up rivers in the inland Northwest, though in far fewer numbers than they once did. Fish species of conservation concern include the bull trout and the mid-Columbia coho. Invasive animals such as bullfrogs and brook trout jeopardize the Columbia’s Plateau’s natural aquatic heritage. The region has dozens of wildlife species considered of greatest conservation concern by the Washington Department of Fish and Wildlife. Mammals like the rabbit and American badger; reptiles and amphibians like the striped whipsnake and the tiger salamander; and invertebrates like the Juniper hairstreak butterfly and Mann’s mollusk-eating ground beetle are vulnerable to the ongoing changes in the Columbia Plateau’s environment. Human impact Agriculture is a vital component of Washington’s economy but has had considerable impact on the biodiversity of the Columbia Plateau. More than half the region’s land base has been converted to dryland or irrigated agriculture and urban development. Despite the numerous changes in the landscape, sizable pieces of the Columbia Plateau’s natural heritage remain including the US Department of Energy’s Hanford Site that retains some of the most intact examples of the region’s shrub-steppe. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 73 The Columbia Plateau faces a complex set of challenging conservation issues including:  Agricultural conversion - more than half of the shrub-steppe and 70% of the grasslands have been converted to agriculture, from dryland wheat fields to vineyards. This has reduced or fragmented riparian forests, shrub-steppe, and grasslands, resulting in habitat loss for imperiled species such as sage and sharp-tailed grouse, American badgers, and rabbits.  Housing developments. - conversion of agricultural or undeveloped lands to residential use is another pressing issue. Subdivisions and ranchettes, particularly near riparian areas, threaten critical habitat by dislocating wildlife and blocking migration corridors.  Hydropower impacts- dams on the Columbia and Snake Rivers submerged floodplain and riparian habitats. Dams also pose significant difficulties to fish such as salmon, sturgeon, and lampreys. Sedimentation, pesticides, and dewatering further complicate fish passage and riverine processes.  Changes in fire regimes - changes in the natural fire regime have degraded plant communities in the Columbia Plateau ecoregion. More frequent fires, often fueled by cheatgrass and other alterations to shrub-steppe ecology, have eliminated some sagebrush communities. Fire suppression has encouraged encroachment of shrubs and trees on native Palouse grasslands.  Environmental pollutants - the Columbia Plateau faces contamination from pesticides, herbicides, and other agricultural chemicals; industrial effluents from pulp mills and aluminum plants; and radioactive wastes from the Hanford Reserve.  Non-native and invasive species - brook trout and bullfrogs are among the invasive animal species jeopardizing the Columbia’s Plateau’s biological heritage. Noxious weeds, from cheatgrass to knapweed to Russian olive, displace or alter the functioning of native plant communities.  Energy development - transmission lines and wind turbines can threaten bird habitats and flyways in the region, home to a great number of raptors. Oil and gas development pose additional concerns. The Columbia Plateau’s biological richness makes it one of the state’s highest conservation priorities. In recent years, a wide range of partnerships among state and federal agencies, universities, and nonprofit organizations have emerged to tackle the ecoregion’s challenges. Ongoing programs work to inventory and monitor priority species; enlarge natural areas; and implement weed control and conservation planning. BB/RR revitalization area vegetation The BB/RR area is largely urbanized and the predominant land cover type is un-vegetated urban surfaces composed of pavement and roofs, and in the northwest section of undeveloped barren ground. Existing plant communities are predominantly young, but include a variety of habitat types including ornamental landscaping and terrestrial. The landscaped areas are predominantly terrestrial, although they include landscaped areas along the stormwater swale, on top of portions of the Columbia River levee, and around the shoreline of Duffy’s Pond. Species in these areas are predominantly nonnative trees and shrubs, ornamental herbs, and grass lawns. These landscaped areas are important as pervious surfaces where stormwater can infiltrate. However, they represent nonpoint pollutant sources because of the chemicals commonly applied during landscape management and because of the present of pet feces. Landscaped areas may support a variety of wildlife species, some of which may be socially undesirable – such as rats and feral cats and dogs. Terrestrial-ruderal areas are very similar to landscaped areas, except that they are not actively managed. There is very little such land in the BB/RR area other than in outdoor storage areas, vacant lots, unused portions of commercial lots, and other exposed lands and grounds. Terrestrial-ruderal areas tend to be dominated by nonnative herbs and shrubs such as cat’s-ear (Hypochaeris radicata) ---PAGE BREAK--- 74 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and Himalayan blackberry, sometimes with fast-growing native trees such as red alder (Alnus rubra). The environmental significance of such areas is similar to that of landscaped areas. BB/RR revitalization area wildlife BB/RR vegetation supports a variety of wildlife species including many birds, mammals, amphibian, and fish species common of the Columbia Basin. Due to the highly urbanized nature of the BB/RR area, mammal species are likely to primarily include species tolerant of human activity such as opossums, Pacific moles, big brown bats, beavers, Norway rats, eastern gray squirrels, deer mice, eastern cottontail rabbits, feral cats, river otters, muskrats, raccoons, striped skunks, and perhaps coyotes. However, the BB/RR area and the adjacent Columbia Park have a sufficient abundance of forest, riparian, and wetland habitat that the bird, reptile, amphibian, fish, and insect communities are likely dominated by native species. Common birds are likely to include Canada geese, mallards, California gulls, red-tailed hawks, northern flickers, American robins, and song sparrows. Common reptiles are likely to include northwestern salamanders, long-toed salamanders, Pacific tree frogs, and bullfrogs. Some species likely to occur in the BB/RR area have special status designations as protected species or species of concern under state and/or federal regulations. Among special status wildlife, none are currently know to breed in the BB/RR area. Suitable habitat for all species occurs near the BB/RR area particularly in Columbia Park, and could forage in the BB/RR area. Fish Chinook, coho, and chum salmon species spawn and rear in a number of freshwater bodies within the Tri-Cities region. Anadromous game fish that have been identified in the area include rainbow trout, cutthroat, dolly varden, eastern brook trout, whitefish, largemouth bass, perch, crappie, and catfish. A number of fish runs are considered endangered or threatened in Benton County including the Chinook, chum, coho, and sockeye salmon that spawn and rear in the reaches of the Yakima, Snake, and Columbia Rivers. These fish runs developed genetic traits over the centuries that are best adapted to the environmental conditions of these waterways. Consequently, diminishing runs threatened the continued survival of the fish within these water bodies. Factors that have caused the diminishment of the wild runs include:  forest clear-cutting and land development - that create sediment loads increasing water turbidity and silting in gravel spawning beds;  clear-cutting tree stands in riparian areas - that remove natural shading increasing water temperatures; and  water diversions including dams - that restrict access from the upper reaches and spawning areas of river runs. 4.4.2: Impacts All alternatives All alternatives will continue development or redevelopment of the lands within the BB/RR area for urban uses and activities to various intensities. Additional urban development of previously undeveloped lands or of a higher intensity of previously committed lands reduces woodland and cropland cover, increases impervious surfaces, and removes and displaces wildlife habitat. Urban development removes and displaces some wildlife habitats and causes some wildlife species to migrate into remaining undeveloped areas. Since most habitats are assumed to be at or near carrying capacity, displaced animals may perish or displace other animals. Urban development or redevelopment, if not properly controlled, can fill, modify or otherwise alter wetlands and riparian areas affecting the overall numbers and variety of wildlife and waterfowl. The removal or destruction of riparian vegetation can disrupt important wildlife migration routes for some species with adverse impacts on wildlife populations. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 75 Urban development, redevelopment, and associated construction activities, if not properly controlled, can increase peak stormwater runoff, earth erosion, and surface water siltation with adverse impacts on fish populations. Fish breeding and rearing areas are especially sensitive to siltation, particularly areas that support the hatching and rearing of fry populations. The removal of riparian vegetation that provide cover, shade, and other supporting functions can significantly reduce the survival of young salmonid life adversely affecting the numbers that mature, migrate, and survive. All construction activities can cause the erosion of soils that enter and pollute surface water bodies if not properly contained or managed. The degree of erosion and sedimentation will be affected by the:  timing of construction, the degree of vegetation removed,  amount of un-vegetated soil or fill material to be exposed to the forces of rainfall and runoff, and the  effectiveness of on-site erosion control measures. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing the prevailing 2008 Kennewick Comprehensive Plan and 2010 Zoning Ordinance and Map would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  River shoreline - would remain as currently protected with the recently lowered Columbia River levee remaining in place along the entire shoreline of the BB/RR area to prevent flooding.  Stormwater swale - would also remain as recently improved with the underground pipe and overflow swale collecting runoff from the BB/RR area for discharge into Duffy’s Pond, and ultimately into the Columbia River.  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible mixed use redevelopment of the CC and CG lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments and condominium buildings with surface parking lots creating additional hardscape. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. ---PAGE BREAK--- 76 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.4.3: Mitigation measures Alternative 1: No-action Kennewick’s existing Critical Area Ordinance (CAO) and Shoreline Master Plan (SMP) underwent major updates concurrently with the 2008 Kennewick Comprehensive Plan update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) title 18. State Environmental Protection Act (SEPA) - Kennewick ordinances, including the building code, subdivision, and shoreline management regulations, were developed to comply with the provisions of the State Environmental Policy Act (SEPA), Chapter 43.21C of the Revised Code of Washington (RCW) of 1971. The intent of the SEPA adopted in 1971, and amended in 1983 and 1984, was to ensure that environmental values are considered, in addition to technical and economic considerations, when local governmental decisions are made or interpreted in regards to environmental impacts. Accordingly, the 2008 Kennewick Comprehensive Plan Update defined critical environmental characteristics given special protection within the Kennewick urban growth area. The plan allocated land uses accounting for the physical characteristics of the land and the land's ability to support, without harm to the environment, suggested land use developments. Growth Management Act (GMA) - in 1990, the Washington State legislature adopted the Growth Management Act (GMA - Chapter 36.70A of the Revised Code of Washington (RCW)). The GMA identified critical areas and resources lands and required local jurisdictions to identify and adopted regulations to protect such areas by 1 September 1991, later extended to 1 March 1992. The GMA, and subsequent minimum guidelines published by the Washington State Department of Community, Trade & Economic Development (CTED – now Department of Commerce - DOC), defined critical areas to include fish and wildlife habitat conservation areas. Critical Areas Ordinance (CAO) - Kennewick also adopted a Critical Areas Ordinance that complied with the GMA/CTED guideline requirements. Consequently, a no-action alternative will invoke the ordinance as a means of protecting the critical environmental attributes and thereby the associated wildlife habitat of lands that are presently within corporate boundaries and the BB/RR area. The ordinance defines critical areas to include wetlands and anadromous fish-bearing waters in accordance with the guidelines defined by the Washington State Department of Community, Trade & Economic Development (CTED) under the environmental protection provisions of the Growth Management Act (GMA). Under the provisions of the CAO, sites may be developed that contain sensitive areas like wetlands, drainage corridors, and riparian wildlife habitat only when Kennewick officials determine that all significant environmental concerns and hazards have been eliminated or ameliorated. Such sites can only be developed with no more impact than a similarly unaffected site. Kennewick may impose mitigation measures restricting or eliminating development in areas outside of the sensitive area portion of the site if necessary in order to protect the sensitive portion of the site. The ordinance defines procedural measures safeguarding sensitive areas, including the authority to require special studies and assurances should Kennewick officials deem appropriate. Shoreline Management Program (SMP) - GMA (RCW 36.70A.480) requires SMP goals and policies be included in the 2008 Kennewick Comprehensive Plan and that they are consistent with each other. Unlike the Critical Areas Ordinance (CAO), there are separate purpose statements for each of the Aquatic, High-Intensity, and Urban Conservancy environmental designations in the SMP. In accordance with SMP, Clover Island has been designated a High- intensity environment and the remaining Columbia River and Duffy’s Pond shoreline have been designated Urban Conservancy with the protections associated with each. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 77 Endangered Species Act (ESA) – federal review applies to any projects performing in the waters of the US and thus requiring a permit from the US Army Corps of Engineers. Permit requirements for projects include, among other things, a detailed review of potential effects on plants and animals protected under the federal ESA. Impacts must be avoided and minimized to the maximum extent practicable and in some instances mitigation is required. Washington State critical or priority habitat and species (PHS) - in accordance with the provisions of ESA and GMA, the Washington State Department of Fish & Wildlife (WDFW) has developed minimum guidelines (WAC 365-190-080(5)(c)(ii) for classifying and designating critical or priority habitat and species (PHS). Priority species require protective measures for their survival due to their population status, sensitivity to habitat alteration, and/or recreational, commercial, or tribal importance. Priority species include State Endangered, Threatened, Sensitive, and Candidate species; animal aggregations heron colonies, bat colonies) considered vulnerable; and species of recreation, commercial, or tribal importance that are vulnerable. Priority habitats are habitat types or elements with unique or significant value to a diverse assemblage of species. A priority habitat may consist of a unique vegetation type shrub-steppe) or dominant plant species juniper savannah), a described successional stage old-growth forest), or a specific habitat feature cliffs). In general, areas of priority habitats of greater importance to fish or wildlife tend to have one or more of the following characteristics:  Habitat areas that are larger are generally better than areas that are smaller,  Habitat areas that are more structurally complex multiple canopy layers, snags, geologically diverse) are generally better than areas that are simple,  Habitat areas that contain native habitat types adjacent to one another are better than isolated habitats (especially aquatic associated with terrestrial habitat),  Habitat areas that are connected are generally better than areas that are isolated,  Habitat areas that have maintained their historical processes historical fire regimes) are generally better than areas lacking such processes. There are 20 habitat types, 152 vertebrate species, 41 invertebrate species, and 10 species groups currently in the PHS List constituting 17% of Washington’s approximately 1,000 vertebrate species and a fraction of the state’s invertebrate fauna. WDFW has identified a list of most important habitats and species and management recommendations that may be employed to protect and preserve critical habitat areas, along with maps that identify the location of critical habitats within Benton County. The species and habitats for Benton County were developed using the distribution maps found in the Priority Habitat & Species (PHS) List (http://WDFW.wa.gov/hab/phslist.htm). Species distribution maps depict counties where each priority species is known to occur as well as other counties where habitat primarily associated with the species exists. Two assumptions affect the distribution maps:  There is a high likelihood a species is present in the county, even if it has not been directly observed, if the habitat with which it is primarily associated exists.  Over time, species can naturally change their distribution and move to new counties where usable habitat exists. Distribution maps in the PHS List were developed using the best information available. As new information becomes available, known distribution for some species may expand or contract. WDFW periodically reviews and updates the distribution maps in the PHS List. Table 15: PHS List in Benton County Habitats Aspen stands Pure or mixed stands of aspen greater than 1 acre Biodiversity areas and corridors ---PAGE BREAK--- 78 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Juniper Savannah All juniper woodlands Shrub-Steppe All concentrations Raparian All riparian corridors and areas Freshwater wetlands and fresh deepwater All areas Instream Caves All naturally occurring Cliffs Greater than 25 feet high and occurring below 5,000 feet Snags and logs All naturally occurring Talus Homogeneous areas composed of basalt, andesite, and/or sedimentary rock including riprap slides and mile tailings common name scientific name status Fishes Pacific Lamprey Lampetra tridentata FCo River Lamprey Kanoetra ayresu FCo, SC White Sturgeon Acipenser transmontanus Leopard Dace falcatus SC Umatilla Dace umatilla SC Mountain Sucker Catostomus SC Bull Trout/Dolly Varden Salvelinus confluentus – S malma FT, SC Chinook Salmon FT, SC Chum Salmon keta FT, SC Coho kisutch FT, SC Pink Salmon gorbuscha Rainbow Trout/Steelhead/Inland Redband Trout mykiss FT, SC Sockeye Salmon Oncorhynus nerka FT, SC Reptiles Sagebrush Lizard Sceloporus graciosus FCo, SC Striped Whipsnake Masticphis taeniatus SC Birds American White Pelican Pelecanus SE Western grebe Aechmophorus occidentalis SC Breeding concentrations of Grebes, Cormorants Podicipedidae, Phalacrocoracidae Breeding Terns Laridae Black-crowned Night-heron Nycticorax nycticorax Great Blue Heron Ardea Herodias Breeding areas of Cavity- nesting ducks, Wood Duck, Barrow’s Goldeneye, Common Goldeneye, Bufflehead, Hooded Merganser Axix sponsa, Bucephala islandica, Bucephala clangula, Bucephala albeola, Lophodytes cucullatus Tundra Swan Cygnus columbianus Waterfowl concentrations Anatidae Bald Eagle Haliaeetus leucocephalus FCo, SS Ferruginous Hawk Buteo regalis FCo, ST Golden Eagle Aquila SC Peregrine Falcon Falco peregrines FCo, SS Prairie Falcon Falco mexicanus Chukar Centrocercus urophasianus, Alectoris chukar Ring-necked Pheasant Phasianus colchicus Sage Grouse Centrocercus urophasianus ST Breeding Phalaropes, Stilts, and Avocets Scolopacidae, Recurvirostridae, Recurvirostridae Yellow-billed Cuckoo Coccyzus americanus FCo, SC Burrowing Owl Athene cunicularia FCo, SC Vaux’s Swift Chaetura vauxi SC Lewis’ Woodpeceker Melanerpes lewis SC Loggerhead Shrike Lanius ludovicianus FCo, SC Sage Sparrow Amphispiza belli SC Sage Thrasher Oreoscoptes montanus SC Mammals Merriam’s Shrew Sorex merriami SC Preble’s Shrew Sorex preblei FCo, SC Roosting Big-brown Bat, Myotis bats, Pallid Bat Eptesicus fuscus, Myotis, Antrozous pallidus Townsend’s Big-eared Bat Corynorhinus townsendii FSo, SC ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 79 Black-tailed Jackrabbit Lepus californicus SC White-tailed Jackrabbit Lepus townsendii SC Townsend’s Ground Squirrel Urocitellus townsendii FCo, SC Elk Cervus elaphus Rocky Mountain Mule Deer Odocoileus hemionus hemionus Invertebrates California Floater Anodonta californiensis FCo, SC Columbia Clubtail Gomphus lynnae FCo, SC Source: Washington Department of Fish & Wildlife (WDFW) Priority Habitats & Species List http://wdfw.wa.gov/publications/00165/wdfw00165.pdf FT = federal threatened, FCo = federal species of concern, ST = state threatened, SC = state candidate, SS = state sensitive, SM = state monitor Stormwater regulations – Kennewick requires that all development complies with stormwater standards through the Comprehensive Stormwater Plan. Kennewick is operating under a stormwater permit issued by Ecology that authorizes the discharge of stormwater to surface waters and groundwater from municipal separate storm sewer systems owned or operated by Kennewick. Under Ecology permit procedures, Kennewick will be required to adopt Ecology’s Stormwater Management Manual which will regulate projects and programs for stormwater impacts and mitigations. Environmental Health Regulations – the Model Toxics Control Act of the State of Washington (MTCA) defines limits of contamination that must be addressed by and project or construction disturbance, based on the type of activity and the proposed use of the property. Standards for voluntary cleanup for lower levels of contaminants are incorporated into new development or redevelopment properties that have been noted to have contamination potential. 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee – will be “green” installing vegetation mats on the inside of the levee for visual enhancement and slope stability, “grasscreting” the levee access road for multipurpose use and visual enhancement, and planting native materials in the stormwater swale to improve bio-filtration, wildlife habitat, and visual enhancement.  Occasional river fill – will be installed along the river shoreline of the levee to create “soft armoring” beach for fish habitat enhancement.  Stormwater swale - depending on private development plans and requirements, the stormwater swale could be reconfigured or supplemented in places to create a larger stormwater collection and bio-filtration capacity, improve wildlife habitat, and/or provide visual accents.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings and activities with added vegetation.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscreted” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street with stormwater and habitat enhancement opportunities.  Mixed use design district overlay guidelines – will be adopted as an overlay district governing the design and development of new mixed use structures within the BB/RR MU zones including particulars specifying green roofs and walls, rain gardens, and other low impact technologies that have habitat potentials.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with shoreline management program buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use design guidelines. Planning Commission and City Council will ---PAGE BREAK--- 80 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly. Overall, Alternative 2: BB/RR Revitalization Plan will incorporate higher density mixed use development resulting in a larger urban population and employment but within the same land area and subject to the same stringent and consistent development standards that presently prevails under SEPA, GMA, CAO, SMP, ESA, PHS, stormwater, and environmental health regulations. 4.4.4: Unavoidable adverse impacts Under all alternatives, SEPA, GMA, CAO, MSP, ESA, PHP, stormwater and environmental health regulations will protect sensitive vegetation and wildlife habitat within the BB/RR area. Under these mitigating measures, no significant unavoidable adverse impacts are anticipated. However, under Alternative 2: BB/RR Revitalization Plan, the performance guidelines within the Mixed Use (MU) performance overlay will provide additional mitigations to control, conserve, and reuse stormwater runoff; plant native drought-resistant vegetation; and increase linear parks, open spaces, and other natural enhancements along the Columbia River flood control levee, stormwater swale, and around Duffy’s Pond. ---PAGE BREAK--- 81 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Elements of the human environment 4.6 Relationship to existing plans and policies The following plans are related to the proposals involved within the Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan & Implementing Regulations. 4.6.1: State policies Washington State Growth Management Act (GMA - RCW 36.70A) In March 1990, the Washington State Legislature adopted the Growth Management Act (GMA) (ESHB 2929, codified as Chapter 36.70A of the Revised Code of Washington (RCW) in accordance with 1992 and 1993 amendments). The GMA required 11 counties (including Benton County) that had a population of at least 50,000 persons and experienced a growth rate of at least 10% since 1980 to develop comprehensive plans by July 1993. The act also required all cities within these affected counties (including Kennewick) to adopt a plan that conformed with the provisions of the GMA and with the affecting county jurisdiction's plans by the 1993 deadline and revise or update development regulations to implement the comprehensive plan accordingly.  Comprehensive plans – identify compatible land uses, a range of housing and employment choices, an efficient and functional transportation network, adequate public facilities, and environmental and historic resource protections.  Development regulations – implement aspects of comprehensive plans including allowable uses, size and location of buildings and improvements, and standards for environmental protection. Washington State’s Growth Management Act (GMA) identifies a comprehensive framework for managing growth and development within local jurisdictions. Kennewick is required to plan in accordance with GMA and must include the following elements in its comprehensive plan:  Land use (including a future land use map),  Housing,  Transportation,  Public facilities,  Parks and recreation,  Economic development, and  Utilities. Additional elements such as subarea plans and urban design plans are optional and may be added by the local jurisdiction. GMA comprehensive plans must provide for adequate capacity to accommodate the city’s share of projected regional growth, and ensure that planned and financed infrastructure can support planned growth at a locally accepted level of service (LOS). Development regulations are required to be consistent with the comprehensive plan. Kennewick’s Comprehensive Plan Kennewick updated its comprehensive plan in 2008 to comply with GMA requirements and is organized into the following chapters:  Land use element – containing urban (growth) area, critical areas and shoreline, residential, housing, commercial, industrial, and property rights,  Infrastructure element – containing transportation, capital facilities, utilities, and essential public facilities,  Economic development element, and  Urban design element. The Comprehensive Plan addresses the BB/RR area in the Urban Design element in the following policies: 1) Provide a strong role for good design in new and redeveloped projects. ---PAGE BREAK--- 82 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan ---PAGE BREAK--- 83 Draft Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan 2) Promote strong and diverse neighborhoods that offer a mix of various uses, and linkages with other neighborhoods, shopping areas, and public facilities. 3) Improve streetscape and corridor design for safe and pedestrian-friendly environments. 4) Develop a multimodal network of bike, pedestrian, and vehicular system. 5) Promote, improve, and preserve public places in the form of urban plazas, parks, and open spaces. 6) Improve pedestrian and vehicular accessibility to Kennewick’s waterfront and recreational areas. 7) Promote public arts programs. 8) Use public projects as demonstrations of good design and for development. 9) Encourage green building design, energy efficient construction, xeriscape landscaping, utility conservation, and other sustainable development measures. 10) Enhance the appearance, image, and design character of the downtown. Apply Main Street and historic preservation principles for downtown improvements. 11) Establish and enhance the positive attributes of residential, commercial, and other districts with appropriate transition between them; encourage distinctive architectural features in the districts and gateways. 12) Support subarea plans to achieve planned and quality development. 13) (Not applicable.) 14) Undertake a subarea planning process for the Bridge-to- Bridge/River-to-Rail (BB/RR) area. 15) Partner with both public and private stakeholders in the subarea planning process. Kennewick Development Regulations Kennewick manages development throughout the city including the BB/RR area under the following regulations: Title 4: Administrative Procedures Title 13: Streets and Sidewalks Title 14: Water and Sewer Title 15: Buildings and Construction Title 17: Subdivisions Title 18: Zoning The regulations guide land use, building location and height, parking, landscaping, urban design, environmental protection, infrastructure, and historic preservation, as well as other topics of importance to the BB/RR Revitalization Plan. Critical area designations In accordance with the act's provisions, the Washington State Department of Community, Trade & Economic Development (CTED – now Department of Commerce - DOC) adopted minimum guidelines used by local governmental jurisdictions to classify agricultural, forest, and mineral resource lands. The guidelines defined "critical areas" to include wetlands, areas with a critical recharging effect on aquifers, fish and wildlife habitat conservation areas, frequently flooded areas, and geologically hazardous areas. The act required the affected counties and cities designate the natural resource lands and critical areas in accordance with CTED (now DOC) guidelines and adopt appropriate protective regulations to ensure their conservation. Accordingly, Kennewick adopted Critical Areas Ordinance (CAO) regulating land development in sensitive areas involving sensitive wetlands, streams, geologically hazardous areas, erosion, sensitive water bodies, and flood hazard areas. The ordinance's definition of sensitive areas correlated with the definitions used by the Benton County Planning & Development Service's Critical Areas Maps and with the definitions used in DOC’s Minimum Guidelines. Kennewick's CAO provides a means of protecting sensitive lands, particularly those lands and soils that possess severe risk. The prevailing 2008 Kennewick Comprehensive Plan also designates sensitive area lands that are not capable of being developed for urban or other high intensity uses. In addition, the Shoreline Master Program (SMP) separately regulates the shorelines within Kennewick. The performance guidelines between the CAO and the SMP are generally compatible. ---PAGE BREAK--- 84 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Statutory requirements under GMA Amendments to the comprehensive plan are legislative actions requiring City Council approval and must be approved as prescribed by GMA. With a few exceptions, amendments cannot be considered more often than once per year and in accordance with specific procedures. Major updates occur by legislative action on a 7-year cycle as established by RCW 36.70A.130(4)(c). For Benton County, Kennewick, and the other cities within the county this 7-year cycle means on or before December 1, 2006 and every 7 years after that – though the current Kennewick Comprehensive Plan was approved by Council in 2008.  Amendments to the comprehensive land use plan or map – which may be requested by the city or private individuals, are generally not to be considered more often than once per year, although there are exceptions. Multiple applications for amendments are considered in a single legislative review process in order to evaluate the potential cumulative effect of the requests.  All amendment requests require a public hearing - with the Planning Commission who makes a recommendation to the City Council concerning whether to approve or deny and/or subject to modifications of the proposals. City Council approves or denies amendments in a public hearing. Public involvement with the process is required and encouraged through direction of the Kennewick Public Participation Plan, adopted in 2005.  Annual amendments - address issues of major or minor land use classification changes; changes to the goals, policies and text of the comprehensive plan; changes to supporting data and implementation; changes to the land use maps; and changes to the inventories and technical documents.  Every 10 years - the annual amendment review may be combined with the required review of the urban growth area to determine the next 20-year anticipated growth. The 10-year review uses the comprehensive plans of each county and city and the permitted densities of the incorporated and un-incorporated areas pursuant to RCW 36.70A.130(3). Exceptions to yearly amendments There are 5 exceptions to the rule of considering comprehensive plan amendments only once per year and are described in the process for adoption in KMC 18.51.100 Comprehensive Plan Amendment and KAC 10-40-060 Comprehensive Plan Amendments:  For the initial adoption of a subarea plan that does not change the policies of the comprehensive plan and does not change the land use designation or designations applicable to the subarea, or  For amendment of a Shoreline Master Program (SMP), or  For the amendment of the Capital Facilities Program (CFP) element of the comprehensive plan occurring concurrently with the adoption or amendment of the city’s budget, or  For an amendment to resolve a hearings board appeal, or  For an emergency as defined in KAC 10-40-060. Emergency amendments Emergency Comprehensive Plan Amendments are those immediately necessary to preserve public peace, health, or safety or to support city government and its existing institutions such as:  Provision of an essential public facility that is needed, such as waste disposal sites, sewer treatment plants, port facilities, or  Significant state or local government facilities that cannot be reviewed through another process in a timely manner,  To correct technical errors in mapping or other obvious errors in applying the comprehensive plan map or zoning map. The applicant, which can be the city or a private individual, needs to demonstrate that an obvious error has occurred and that the proposed amendment affects a neighborhood, community, or the city as a whole and is not the personal emergency of a particular applicant. The process for adopting emergency amendments is the same as stated in KMC 18.51.075 and KAC 10-40-060. Local implementation Procedures for the review and processing of amendments to the ---PAGE BREAK--- 85 Draft Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan Comprehensive Plan are established in the Kennewick Administrative Code (KAC) and the Kennewick Municipal Code (KMC):  KAC 10-08-030:  Planning Commission KAC 10-40-060:  Comprehensive Plan Amendments KAC 10-12-010:  Procedure Charts (Amendments are Type 3 permits) KAC 10-80- 010:  Public Notification KMC Chapter 18.51: Amendment and Appeal Coordination with Benton County In all instances, comprehensive plan amendments must be analyzed in relation to the overall coordination with other applicable city programs and efforts, and overall benefits to the city and/or region at large. To this end, all amendments are sent for a 60-day review to the Benton County Planning Department at the same time as the review is conducted by the Washington State Department of Commerce (DOC). Concurrency GMA (WAC 365-195-510) defines concurrency to mean needed improvements for water, sewer, and transportation are in place at the time of development; or in the case of transportation, that a financial commitment exists to complete the improvements within 6 years. Standards for concurrency A baseline standard (level of service – LOS) must be established to evaluate the anticipated impacts of new development to determine if concurrency can be met. New development cannot decrease established LOS below the minimum standards and be permitted to develop. Kennewick reviews projects for transportation concurrency if the project will:  Increase demand by 50 or more peak hour trips per day,  Decrease the existing LOS shown,  If the proposal is a preliminary plat of 9 or more residential lots, or  If the proposal is for Tier II or Tier III site plans (projects exceeding 1,500 square feet in area or multi-family dwellings of 3 or more units). Kennewick reviews projects for water and sewer concurrency if the project would increase the demand for potable water and/or sewer requirements above the LOS. Table 16: Level-of-service (LOS) standards Transportation LOS Local streets level of service C Signalized intersections – existing level of service D Un-signalized intersections or driveways (minor street approach) level of service E Signalized or un-signalized intersection with second site access point with 0.25 miles have a LOS D or better level of service F Utilities LOS Domestic water 170 gallons/capita/day Domestic sewer 120 gallons/capita/day Commercial or industrial water or sewer per Water/Sewer System Plans Stormwater detention 25-year storm Public services LOS Fire response 5 minutes for 80% of events Emergency medical response 4 minutes for 80% of events Law enforcement 1.52 officers/1,000 persons Parks and recreation – park lands 3 acres/1,000 population Source: 2008 Kennewick Comprehensive Plan Option for transportation concurrency Under GMA a proposal must be denied if a project does not meet transportation concurrency. Beyond having a financial commitment to complete the required improvements within 6 years, the applicant does have two additional options to avoid having a proposal denied: ---PAGE BREAK--- 86 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan  Amend the submitted application to reduce the capacity improvements that would be needed to maintain the adopted LOS; or  Provide additional capacity for transportation facilities. The process for reviewing project concurrency is established in the Kennewick Administrative Code (KAC) and the Kennewick Municipal Code (KMC):  KAC 13-08-030(5): Design Level-of-Service KMC Section 4.12.055:  Project Concurrency KMC Chapter 18.51: Amendment and Appeal SEPA and mitigation A land use application that triggers a concurrency review is not exempt from SEPA (State Environmental Policy Act) if it would normally be required for the application. The concurrency review, however, is an administrative action of the city and it is categorically exempt from SEPA review. During the land use approval process, additional mitigation may be required even though the project does not trigger a concurrency review. Consistency GMA (RCW 36.70A.070; RCW 36.70A.120; RCW 36.70A.100; WAC 365-195-500; WAC 365195-530) requires the Comprehensive Plan must be internally consistent for objectives, goals, policies, text, and maps. At the same time, the comprehensive plans of adjacent jurisdictions must also be consistent and capital budget decisions must be made in conformance with each jurisdiction’s adopted Comprehensive Plan. The Comprehensive Plan must be horizontally (externally) and vertically (internally) consistent.  Horizontal consistency - applies to adjacent jurisdictions such as Benton County, through the County-wide Planning Policies (CWPP), and the cities of Richland and Pasco.  Vertical consistency - requires that all development regulations within Kennewick match with each other including the Comprehensive Plan, Zoning (Title 18), Subdivisions (Title 17), the Critical Areas Ordinance, the Shoreline Master Plan, and any other city regulations as contained in the Kennewick Municipal Code and other adopted plans such as the Park & Recreation Plan and the Wellhead Protection Plan. Comprehensive plan and budget decisions The Capital Facilities Program (CFP) correlates funding sources to pay for needed improvements while identifying projects for specific revenues such as the optional 0.5% sales tax, 0.5% real estate excise tax, and the 5% admissions tax. The budgeting process is guided by the following specific policies adopted by City Council to ensure consistency between the CFP, the Comprehensive Plan, and the biennial budget process:  Ensure Kennewick’s land use and infrastructure elements are internally consistent.  Reassess Kennewick’s land use plan periodically to ensure consistency between capital facility needs and financing.  Use adopted level of service (LOS) standards, operating criteria and/or performance standards to evaluate capital facility needs.  Base capital facility needs on employment and population projections developed by the city in conjunction with county and state estimates.  Update the CFP in conjunction with the annual Comprehensive Plan process.  Ensure that necessary capital facilities are provided as required by the city’s concurrency ordinance. The CFP is reviewed for consistency with Kennewick’s Comprehensive Plan. All projects within the CFP are located within the adopted Urban Growth Area (UGA) boundary and all projects are in conformance with land uses shown on the Comprehensive Plan Land Use Map. 4.6.2: Kennewick’s growth impact fees Under current law (RCW 82.02.020) impact fees are prohibited as a condition of development except for payments made on a "voluntary" basis to mitigate an impact of a new project that is "reasonably necessary as a direct result of the proposed ---PAGE BREAK--- 87 Draft Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan development or plat". Under GMA, the following conditions must be met before a new development can be assessed an impact fee:  Off-site system improvements - for which the fee will be used must be "reasonably related" to the new development. A new development may be assessed for a system improvement that services the community-at-large, and not just the project. System improvement assessments may include streets and roads, publicly owned parks, open space and recreation facilities, school facilities, and fire protection facilities which are not part of a fire district.  Fee cannot exceed - a proportionate share of the cost of a particular system improvement.  Improvement will reasonably benefit - the new development.  Public facility must be one that is addressed in the capital facilities element (CFP) - of the comprehensive plan and the facilities plan must meet certain GMA defined requirements.  Fee assessment ordinance must include a schedule - specifying the amount of the fee to be imposed for each type of improvement and a formula or other method of calculation.  Formula must incorporate the cost of public facilities - that are necessary due to the new development adjusting for:  past or future payments from the property,  the availability of other funding means,  the cost of existing improvements and the methods by which the existing improvements were financed,  a credit for any dedication of land,  a provision for adjustment in the event of unusual circumstances and accounting for any special justification which may be submitted by the developer,  an appropriate geographic service area for calculating the fee,  a provision for latecomers' charges, and  an exemption for low income housing and other development activity which should be paid from public funds.  Significantly, the impact fee "shall constitute full and complete compliance - with Kennewick's requirements for the provision for the particular public facility. No other payments may be required for the same system improvements by any county, city or town by any other means". Consequently, SEPA may not be used to impose an additional fee for the same type of facility for which the impact fee assessment was levied.  Impact fees may be collected - when final development approval is provided or when a building permit is issued. The fee must be paid but may be appealed by the developer concurrent with the awarding of development approval or a building permit. Under GMA provisions, Kennewick must provide an arbitration system for resolving impact fee disputes. Impact fees may only be used for the type of public improvement for which the fee was collected, and must be spent within 6 years of imposition unless extraordinary and compelling reasons dictate otherwise. Kennewick currently charges a traffic impact fee of $1,325 per pm peak trip and a park impact fee of $850 per dwelling unit. Kennewick does not currently collect a school impact fee on behalf of the Kennewick School District. 4.6.3: Other BB/RR planning proposals UDAT Vision The Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan process was preceded by a 2003 Urban Design Assistance Team (UDAT) by the American Institute of Architects (AIA). The UDAT vision was accomplished by a team of architecture, landscape architecture, city and regional planning, civil engineering, and related social and economic disciplines as well as local resident volunteers. The UDAT purpose was to create a vision to link the historic downtown and Clover Island with the waterfront. The UDAT team spent a week during which a series of public workshops developed a vision for the BB/RR area that was published in a public document at the conclusion of the visit. The UDAT vision created a series of recommendations proposing to ---PAGE BREAK--- 88 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan create or re-establish physical and visual access to the Columbia River including the following list of principal proposals in the (not priority) sequence presented in the publication document:  Create nodes of activity along the riverfront including a proposal to infill a portion of the Clover Island causeway for Kennewick Beach.  Develop authentic places along the shoreline and around Duffy’s Pond based on natural features.  Restore and enhance habitat on both sides of the levee.  Ultimately move the levee inward with private development.  Breach the levee to incorporate Duffy’s Pond and Catfish Island in the Columbia River.  Coordinate development opportunities with private property owners.  Create an internal access road loop connecting Duffy’s Pond with the grid across Washington Street and Columbia Drive.  Extend Benton Street to the levee to provide traffic, pedestrian, and visual connection to the river.  Relocate Columbia Park Trail off the levee and create a meandering path along the levee and stormwater swale.  Construct a skywalk over Columbia Drive at Benton Street.  Construct a public plaza at the terminus of Benton Street at the river to focus on a performing arts center.  Develop condominium, hotel, and other mixed use structures up to 4 stories over parking decks.  Develop high density housing condominiums and apartments on both sides of Washington Street from Columbia Drive onto Clover Island.  Develop mixed use buildings with retail, office, and housing in place of industrial activities and the cannery plant along the east side of Washington Street.  Develop mini-storage facilities on the vacant land between the BNSF and UP railroad tracks on Benton Street.  Continue the Main Street program with Historic Downtown Kennewick Partnership as the 501©3 organization.  Create a Community Development Corporation (CDC) to coordinate development activities.  Refine the vision along with strategies and implementation measures.  Develop affordable housing program and projects as a joint venture between Kennewick and the Housing Authority of Kennewick.  Adopt an inclusionary zoning (IZ) ordinance requiring new development provided 10-20% affordable units.  Create a Community Housing Development Organization (CHDO) to expand housing rehabilitation programs in the single family neighborhood south of Columbia Drive.  Re-establish an Industrial Development District (IDD) Port levy special assessment for improvements a use a portion of it to relocate the levee.  Consider the market overview and feasibility assessments provided in Appendix A to the vision document for retail and housing markets. Generally, the UDAT vision proposed to create a mixed use, sustainable village with smart and green community development features focused on Columbia Drive, the lands north of Columbia Drive to the levee, and the greening, breaching, and relocation of the levee to reconnect the waterfront with BB/RR and downtown. The UDAT vision envisioned the implementation process to involve further testing and refinement and the interplay of public and private property interests and resources, even though the document did not draft or specify detailed implementation measures. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan was developed by the city after an extensive public participation effort that included a series of stakeholder interviews, internet surveys, and public workshops. The UDAT served as one of the foundational elements of the development of the BB/RR Revitalization Plan and incorporates most of the UDAT proposals with the exception of the following:  Does not breach or relocate the levee - as there is no economic return to justify or support the cost of relocating the shoreline and it would prove impractical to get the Corps of Engineers to approve a privately developed levee that would be abutted by and dependent upon the structural integrity of privately developed, owned, and maintained structures.  Does not extend Benton Street to the levee with a performing ---PAGE BREAK--- 89 Draft Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan arts center as the axial terminus - as this would require another traffic signal at the Columbia Drive intersection; Benton Street is too close to and would duplicate access provided by Washington Street; and pedestrian access can be better provided by a levee/stormwater swale loop trail and boardwalk. The BB/RR plan does not include the proposal for a performing arts center along the waterfront as such a facility would require more parking and public access than this area can practically absorb and still provide a mixed use residential community along the waterfront. There are better locations for this kind of indoor use traffic generating facility than adjacent to the levee and stormwater swale.  Does not construct a skywalk over Columbia Drive – as there are other street-level access points along Columbia Drive that would more readily be used by pedestrians and bicyclists than an overhead structure; and that more directly link up to the proposed area-wide on and off-street trail and bike networks.  Does not retain Columbia Park Trail on top of the emergency access bench adjacent to and below the elevation of the levee – rather the BB/RR plan relocates Columbia Park Trail onto Klamath Drive to provide access for new mixed use development and return the levee, emergency access bench, and stormwater swale to trail and open space uses.  Does not develop mini-storage units in the vacant land between BNSF and UP railroad track and spur lines – but rather proposes to develop a Public Market to create a full-time activity linking downtown and waterfront, and provide pedestrian scale corridor in accordance with Downtown Plan. The BB/RR plan also proposes to recruit an excursion railroad train similar to the “Spirit of Washington” dinner train that used to operate from the area to provide an additional activity and tourist destination. As noted above, the findings of the UDAT were carefully considered and served as one of the foundational pieces during the development of the BB/RR plan. The BB/RR Revitalization Plan is a logical extension and refinement of the UDAT effort that formalizes actions that allow the city to move forward with implementation. ---PAGE BREAK--- 90 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan ---PAGE BREAK--- 91 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.7 Land use 4.7.1: Affected environment Urban growth area Kennewick’s adopted urban growth area (UGA) includes the lands that Kennewick may feasibly provide future urban services and those surrounding areas that directly impact potential development conditions within Kennewick’s corporate limits. The adopted Kennewick UGA is generally described as the lands located on the:  north - by the Columbia River,  east – by Yew Street,  south – by Interstate 82, and  west – Leslie Road/the future Steptoe Street. The urban growth area may also be described as the lands located within portions of:  Sections 28-36 - of Range 29 East, Township 9 North,  Sections 1-18 - of Range 29 East, Township 8 North,  Section 31 – of Range 30 East, Township 9 North, and  Sections 5-8, 17-20 – of Range 30 East, Township 8 North. Physical setting Kennewick is located at the confluence of the Yakima, Columbia, and Snake Rivers on the Columbia River Plateau at an elevation of 320 feet at the Columbia River edge to 1,135 feet to the ridge on the south boundary. The Bridge-to-Bridge/River-to-Rail (BB/RR) revitalization area is located between the US-395/Blue Bridge and SR-397/Cable Bridge, and the Columbia River and the BNSF and UP Railroad tracks at an elevation of 320 feet at the Columbia River edge, or 350 feet to the top of the levy to 400 feet at the southwest edge of the railroad tracks. Development grid The Northern Pacific constructed a temporary bridge over the Columbia River in 1888 – the first to span the river - east of SR- 397/Cable Bridge from Pasco and the earlier railroad track and bridge it had constructed over the Snake River from Bismark, North Dakota. The Northern Pacific (NP) and later the Burlington Northern (now Burlington Northern Santa Fe (BNSF) Railroads located the tracks above the river flood stage or at 350 feet elevation along Kennewick’s boundary with the south bank of the Columbia River. The frontage lands between the tracks and the river are subject to river flooding – particularly the BB/RR district up to the 350 foot elevation, and were initially not developed as a result. The frontage lands between the tracks and the river are devoted to Kennewick’s Columbia Park west of US-395 and the mixed use Bridge-to-Bridge/River-to-Rail (BB/RR) district between US-395/Blue Bridge and SR-397/Cable Bridge – which is currently protected by a Corps of Engineers flood levy. Downtown Kennewick, the older residential neighborhoods, and the BB/RR district were developed in a north-south/east-west grid typical of town development of the period. The grid is bisected by the railroad tracks, the Columbia Irrigation District Canal, and the s- curve alignment of Columbia Drive. Industrial uses located along spur tracks on the north side of the mainlines along Railroad and Bruneau Avenues, retail and office uses in the downtown district south of West Canal Drive and the tracks, and highway commercial uses, particularly new and used car dealerships, along Columbia Drive between the bridges. Few permanent residential structures were built north of Columbia Drive or the below 350-foot elevation due to flood risks. Instead, the lands were devoted to a mixture of small and large recreational vehicle and mobile home parks that gradually became long stay residential uses due to the eventual protection of the Corps of Engineers flood levy improvement. ---PAGE BREAK--- 92 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 93 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Urban form Kennewick’s current developing urban form is somewhat multinucleated as major retail, institutional, and residential uses decentralized away from the historic downtown and riverfront up onto the hillsides overlooking the Columbia River. Recent developments include the Columbia Mall and Staples Convention Center & Stadium located in west Kennewick off Columbia Mall Drive, Vista Airfield and Industrial Park located behind the Convention Center, Civic Center – including the High School, Library, City Hall, Police Station, and Hospital located south of the Canal and downtown. Newer residential developments are located adjacent to the ridges and hillsides in south Kennewick and are expected to absorb most of the expected housing construction and population increases to the year 2025. 2008 Comprehensive Plan The 2008 Comprehensive Plan designates 3 residential (low, medium, and high), a commercial, industrial, open space, and public facility land use districts. Table 17: Land use allocations - citywide Land use acres percent Open space 1,754 11% Residential - low 8,222 52% Residential – medium 1,600 10% Residential – high 576 4% Commercial 2,061 13% Industrial 1,035 6% Public facility 618 4% Total 15,866 100% Source: 2008 Kennewick Community Planning Department The BB/RR area is designated with 4 of the districts including high density residential, commercial, industrial, and open space including:  High density residential land use district - of the properties within the single family neighborhood located south of Columbia Drive and the railroad tracks west of Fruitland Street, the single family houses on West Entiat Avenue east of Fruitland, and the single family houses on Grand Ronde and Entiat Avenue north of Columbia Drive.  Commercial land use district - of all of the remaining lands including the complete frontage of Columbia Drive and all parcels north of Columbia Drive to the levee except for the single family houses located on West Grand Ronde and Entiat Avenues.  Industrial land use district - of the properties located south of Deschutes Avenue and along West Railroad and East Bruneau Avenues that borders the railroad spur and mainline tracks.  Open space land use district - of Fruitland Park located between Fruitland and Garfield, and Entiat and Deschutes Avenues bordering the single family neighborhood and of Catfish Island and the shoreline around Duffy’s Pond. 2010 Zoning Map The March 2010 Zoning Map designates 17 residential zones, 10 commercial, 3 industrial, a mixed use historic, 2 open space, 2 public facility, and 7 other districts including agriculture, railroad, canal, county, and joint use. The 2010 BB/RR area zoning districts are more use specific than the 2008 Comprehensive Plan land use districts and somewhat contradictory. The BB/RR area is designated by 5 zones including high and low density residential, industrial, commercial, and open space zones. Generally, the existing BB/RR zoning designations reflect the land use element of the city’s comprehensive plan and past ambitions for the BB/RR area. However, in some instances, the zoning is not entirely appropriate or refined enough to reflect the potentials that have emerged from the BB/RR planning effort. Residential zoning and requirements - citywide Residentially zoned areas in Kennewick comprise approximately 66% of the total land use and include low density single-family ---PAGE BREAK--- 94 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 95 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan residential zoning of 1 to 4 units per acre, medium density multi- family residential zones of 4 to 13 units per acre, high density multi-family residential zones of 13 to 27 units per acre, and manufactured homes on individual lots or in manufactured home parks. Table 18: Residential zoning districts density Zone max min setback height RS Suburban 3 3 15 30 RL Low 4 3 15 30 RM Medium 13 4 15 30 RH High 27 13 15 45 RTP Trailer Park 13 7 15 n/a RMH Manufactured 4 3 20 30 Maximum density for commercial districts is 27 units per acre as part of mixed use developments. Source: 2008 Kennewick Comprehensive Plan Kennewick is planning for a population of 91,106 by 2027 or by 25,246 or 38% more population than in 2008. This does not include another 3,445 people residing in the unincorporated county islands and southeast area that are not yet annexed, but are expected to be by 2025. Many of these areas are already receiving city utilities. The amount of land that will be needed to accommodate Kennewick’s 2027 population growth is calculated by multiplying the amount of developed land per person within city limits for each residential density land use designation – assuming the future market will require the same ratio of low to high density as the market has developed to house the current population. The amount of land needed for the projected growth is derived by multiplying the per capita ratio by the increase in population. Table 19: Residential land allocations - citywide Residential density Acres needed 2027 Undeveloped acres Surplus after 2027 Low density 1,958 2,264 306 Medium density 421 488 67 High density 178 112 0(-66) Total 2,557 2,864 307 Source: 2008 Kennewick Comprehensive Plan Based on this approach, Kennewick will need to develop another 2,557 acres of residential land or 307 acres less than is currently zoned for this purpose. According to this approach, there is more than enough land in the low and medium-density land use categories for the anticipated growth but not enough in the higher density districts. Under the formula, Kennewick will need to designate 66 additional acres in the high density categories to meet residential needs if the housing market in Kennewick continues to develop low/high density product in the same ratios as in the past. One way to meet the demand for high-density land would be to change the zoning of some of the surplus low and medium density to high density – including within the BB/RR area.  Residential zoning in the BB/RR district – includes low and high density (RL and RH) zones. Low density residential (RL) is designated for a single property located at the end of Entiat and Grand Ronde adjoining US-395 right-of-way. High density residential (RH) is designated for all other existing single family development parcels (other than mobile home parks) in the BB/RR area including the single family neighborhood located south of Columbia Drive and west of Fruitland Street, a cluster of single family located on Entiat Avenue between Fruitland and Everett Streets, and another cluster of single family houses located north of Columbia Drive between Everett and Auburn Streets. The RH zone permits accessory apartments, animal keeping, bed and breakfast inns, day care centers, ministorage, multifamily residences, single family residences, and recreational vehicles under the residential use tables. The RH zone conditionally allows churches, group homes, motels, nursing homes and congregate care facilities, and rooming houses under the residential use tables, and schools under the non-residential use tables. The RH zone, however, does not allow mixed use structures or retail, entertainment, or other pedestrian-oriented activities in ground floor developments. ---PAGE BREAK--- 96 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The RH zoning allows a dwelling unit density of between 13-27 units per acre on minimum lot sizes of 4,000 square feet with a maximum height limit of 45 feet, minimum street setback of 15 feet, minimum side yard setback of 5 feet, minimum rear yard setback of 15 feet, but no maximum site coverage. Commercial zoning and requirements - citywide There are 7 commercial zoning designations available to implement the commercial land use category. Each parcel of commercial land has both a land use category as shown on the Comprehensive Plan land use map and a specific zoning designation for implementation. Table 20: Commercial zoning regulations Zone setback height coverage CN Neighborhood 20 45 none CO Office 0* none none CC Community 0* none none CR Regional 0* none none CG General 0* none none CM Marina 0* none none HMU Historic, Mixed Use 0* 35 none * Only that necessary to comply with line of sight requirements at corner intersections. Source: 2008 Kennewick Comprehensive Plan Kennewick’s goal is to have 12 to 15 acres of commercial land for every 1,000 people. Based on this goal, Kennewick will need to develop another 377 acres of undeveloped commercial land or 112 acres less than is currently zoned for this purpose to provide for a population increase of 25,131 persons by the year 2025. According to this approach, there is more than enough undeveloped commercial land to meet the requirement. Table 21: Commercial land allocations - citywide Developed acres Undeveloped acres Total acres 1,136 (66%) 589 (34%) 1,725 (100%) Source: 2008 Kennewick Comprehensive Plan  Commercial zoning in BB/RR – includes Commercial Community (CC) and Commercial General (CG) zones. The Commercial Community (CC) zone includes 4 parcels located on the south side of Columbia Drive between Kent Place and Jean Streets. The CC zone permits day care centers, mini-storage, motels, mixed use, nursing homes and congregate care facilities, multifamily and single family residences, and conditionally allows churches and group homes in the residential table. The CC zone permits or conditionally allows almost every non- residential use except adult entertainment, agricultural processing, auto wrecking yard, boat building and repair, construction yards, hazardous waste storage, light and heavy industrial uses, lumber yards, parking garages, pawnshops, plumbing shops and yards, public parks, recreational vehicle parks, low and high intensity recycling, sign manufacture, sign manufacture and painting, skating rinks stables and riding academies, storage of commercial vehicles, temporary parking lots, transportation units, truck stops, vehicle repair and body shops, vocational schools, toxic and flammable storage, warehousing, wholesaling, and wineries type c in the non- residential table. The CC zone has no minimum or maximum dimensional requirements. The Commercial General (CG) zone includes all remaining frontage properties on Columbia Drive, parcels south of Columbia Drive to Deschutes and Railroad Avenue, and all remaining properties north of Columbia Drive to the Columbia River flood control levee. The CG zone permits or conditionally allows everything in a CC zone and other sales and construction activities including wholesale bakeries, boat building and repair, construction yards, lumber yards, pawn shops, plumbing yards, sign manufacture, commercial vehicle storage, truck stops, vehicle repair, and service shops, vocational schools, warehousing, and wholesaling. Like the CC zone, the CG zone has no minimum or maximum dimensional requirements.  Mixed use in BB/RR – Kennewick zoning classifications include the Historic Mixed Use (HMU) district which is intended to provide a “stable living environment for residents and proprietors choosing ---PAGE BREAK--- 97 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan to locate in a historic setting, which includes limited small-scale commercial retail and non-retail uses within walking distance of those residents.” However, the HMU district does not allow residential or mixed use structures and is limited to the boundaries of the historic downtown with additional restrictions intended to retain structures and uses which are compatible with historic buildings and designs. Kennewick’s Residential High Density (RH) district allows urban density residential uses but not mixed use, is restricted to a 45 foot height limit, and a maximum density of 27 units per acre. The CC and CG zones both allow mixed use structures subject to approval of planning staff and the requirements outlined in KMC 18.42 that requires master site plans and agreements, and 18.78 that specifies design standards for mixed use developments in commercial zoning districts. Mixed use development standards are provided at the end of KMC 18.78 Commercial Design Standards and are intended to guide horizontal and vertical mixed use developments in all commercial zones except Marina (CM) subject to the following:  Maximum density of 27 dwelling units per acre,  No height limits other than if the building is built for residential uses only that the minimum height shall be 25 feet and the ground floor shall be designed to allow conversion to non- residential uses at a future time.  Maximum of 80% lot coverage for single and multiple building/multiple site mixed use projects,  50% of lineal street frontage of the ground floor must be devoted to commercial uses that are pedestrian-oriented if located on highest and medium designated pedestrian emphasis streets (includes Washington Street from 1st Avenue north to Clover Island),  Parking garages can be included in the retail frontage requirement so long as the garages don’t consist of more than 25% of the site or street frontage,  At least 20% of the combined gross floor area of buildings proposed on the site shall be devoted to residential uses and at least 20% to non-residential uses,  Parking garages can be counted towards the above requirement but surface parking lots may not,  Land uses shall be selected that interact with other site tenants, such as office workers or residents. Industrial zoning and requirements - citywide There are 4 industrial zoning designations available to implement the industrial land use category. Each parcel of industrial land has both a land use category as shown on the Comprehensive Plan land use map and a specific zoning designation for implementation. Table 22: Industrial zoning regulations Zone setback* height coverage BP Business park 35 50% IP Industrial park none none IL Light none none IH Heavy none none * Setback is from non-residential uses, buffer setbacks are required from residential land uses Only that necessary to comply with line of sight requirements at corner intersections. Source: 2008 Kennewick Comprehensive Plan Kennewick’s goal is to have a ratio of 4.8 acres of industrial land per person land for every 1,000 people. Based on this goal, Kennewick will need to develop another 121 acres of undeveloped industrial land or 318 acres less than is currently zoned for this purpose to provide for the increase in population of 25,131 persons by the year 2025. According to this approach, there is more than enough undeveloped industrial land to meet the requirement. Table 23: Industrial land requirements - citywide Developed acres Undeveloped acres Total acres 289 (40%) 439 (60%) 728 (100%) Source: 2008 Kennewick Comprehensive Plan  Industrial zoning in BB/RR – is Light Industrial (IL) located south of Deschutes and Bruneau Avenues to the Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) railroad spurs and mainline tracks. ---PAGE BREAK--- 98 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan IL zone permits mini-storage under the residential use tables, and light agricultural processing, wholesale bakeries, boat building and repair, construction yards, equipment rental, gas stations, light industrial uses (not defined), kennels, research laboratories, lumber yards, manufactured housing display, professional offices, low intensity recycling, restaurants, fast food restaurants, schools, sign manufacture and painting, storage of commercial vehicles, truck stops, vehicle repair and service including body work, veterinary clinics, vocational schools, warehousing, wholesaling, and wineries under the non-residential table. The IL zone conditionally allows adult retail, energy facilities, hazardous waste storage, public/quasi-public facilities, and wineries type b, under the non-residential table. The IL zone has no minimum lot sizes, maximum building heights, maximum lot coverage, or other dimensional requirements.  Environmental regulations - industrial uses can generate manufacturing, rendering, or chemical processes in the creation of final products. These processes can create undesirable by-products or have adverse affects on the environmental quality of the city – though none of the current uses in the BB/RR district appear to have any such negative consequences at the present time. The Kennewick Municipal Code provides the legal and regulatory guidelines for protection using locally developed standards concerning noise, odor, and lighting in industrial zoning districts including the IL district in the BB/RR area. Open space (OS) zone - citywide There is an open space zoning designation available to implement the city’s environmental conservation and park land objectives. Generally, the open space designation has been applied to all park lands and protected critical areas within the city including Columbia Park, Duffy’s Pond, and Fruitland Park.  Open space (OS) zoning in BB/RR – includes Duffy’s Pond and Fruitland Park located between Fruitland and Garfield, and Entiat and Deschutes Avenues bordering the single family neighborhood. The OS zone permits day care centers, recreational vehicle parks, and swimming pools in the residential table, and permits golf courses, and recreational vehicle parks, and conditionally allows public/quasi-public facilities in the non-residential table. The OS zone has no minimum or maximum dimensional requirements. Existing land use in BB/RR Properties within the BB/RR revitalization area include a wide range of low intensity activities and developments. Table 24: Existing BB/RR land use development Land use Acres Percent Auto oriented 35.9 11.3% Contracting/equipment rental 39.0 12.3% Manufacturing/warehousing 25.7 8.1% Miscellaneous services 8.7 2.7% Parks and recreation 28.8 9.1% Residential 108.0 34.1% Restaurant 5.2 1.6% Retail 12.1 3.8% Vacant 53.0 16.6% Total 316.4 100.0% Source: Kennewick Community Planning Department  Open spaces – include the buffer area around Duffy’s Pond and Fruitland Park which is located between Fruitland Street, Deschutes Avenue, Garfield Street, and Entiat Avenue at the edge of the single family neighborhood that is located west of Fruitland Street and south of Columbia Drive. Fruitland Park is a neighborhood facility with grassy lawns, mature trees, and furnished with picnic tables and shelter, playground equipment, and basketball court. Duffy’s Pond has been improved with Sacajawea Heritage Trail on top of the Columbia River flood control levy on the north, and an asphalt multipurpose trail on portions of the south shoreline extending east from Washington Street. ---PAGE BREAK--- 99 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 100 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The Port of Kennewick’s proposed Duffy’s Pond Master Plan will extend the south trail completely around the pond within or adjacent to the shoreline buffer zone to complete a trail loop.  Mobile home parks –located on the south boundary of Duffy’s Pond were a source of past police activity due to nuisance activities and drug sales. The parks were acquired by the Port of Kennewick and the occupants relocated to other suitable facilities by the Port’s relocation program. The parks are currently empty though the Port’s Duffy’s Pond Master Plan proposes to redevelop portions of the Port and remaining privately-owned parcels to provide a park space with amphitheater, mini-golf, gondola, IMAX, performing arts, artist live/work housing, and multifamily condominiums or apartments. Other mobile home parks include the parks located between:  Washington Street/Clover Island Drive, Columbia Drive, Auburn Street, and the stormwater swale containing about 41 mobile homes, trailers, and RVs;  Hartford Street, Klamath Avenue, Jean Street, and the stormwater swale containing about 23 mobile homes, trailers, and RVs; and  Metaline Avenue, west of Kent Place, and Blue Bridge/US-395 containing about 51 mobile homes, trailers, and RVs. Mobile home park occupants are generally semi-permanent residents renting their spaces on a continuous basis for years as a form of low-income housing. Some of the units are of new manufacture but most are older trailers and modified RVs that have been placed on foundations as semi-permanent housing. Mobile home park occupants would need to be relocated to similar suitable parks elsewhere within the Tri-Cities or provided other comparable low-income housing choices if the parks were to be displaced by redevelopment projects – much as the Port of Kennewick did for the Duffy’s Pond mobile home park occupants.  Single family residential – are concentrated within the neighborhood located between Columbia Drive and Railroad Avenue and the tracks, and west of Fruitland including single family, some duplex, and a few townhouse structures. Neighborhood structures are in good condition including some new infill houses. The neighborhood is stable, and except for the houses that are located north of Grand Ronde Avenue that abut the commercial uses on Columbia Drive, the boundaries are well defined. This neighborhood is currently zoned Residential High Density (RH) which could destabilize the area were multifamily projects to convert scattered sites within the area. This neighborhood should be rezoned to Residential Low Density (RL) or Residential Medium Density (RM) to reflect existing conditions and provide the stability and suitable environment appropriate to promote family households in an urban setting. Another single family residential neighborhood is located north of Columbia Drive on Everett, Dayton, Cascade Streets, and Entiat Avenue. The houses are located behind the commercial uses on Columbia Drive on the south and the stormwater swale on the north. While portions of this neighborhood are relatively stable, warehouse, storage, and other commercial developments have eroded the boundaries and will destabilize the area if continued. Another single family residential enclave is located amongst commercial and industrial uses on Entiat Avenue between Fruitland and Columbia Drive. The 11 single family houses are currently sound as a neighborhood since they are clustered together though surrounded by non-residential activities and structures that dwarf and diminish their viability. Both neighborhoods are also currently zoned Residential High Density (RH) which will encourage redevelopment and gradually destabilize the neighborhoods over time. These neighborhoods could be rezoned as single family in the interim until or unless enough property owners package their properties to allow redevelopment projects to transition the area into higher density mixed use in a manner that does not overtly disrupt existing residential viability. Other single family uses, including some mobile and manufactured houses on single family lots as well as some very old large single family structures, are scattered along the fringes of mobile home ---PAGE BREAK--- 101 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan parks, storage yards and facilities, and vacant or undeveloped lands north of Columbia Drive and west of Fruitland Street. These scattered site single family uses are not sustainable in the interim or long range and should expect to be absorbed into higher density mixed use redevelopment projects.  Commercial – uses include the auto dealerships, auto parts, and auto repair services located along Columbia Drive, The dealers located west of Fruitland, including the Audi/VW dealer, have invested considerable funds in showroom, service, and other structures on site. Most dealerships, however, particularly those located east of Fruitland, are largely paved parking lots with minimal other improvements. The portion of Columbia Drive located west of Fruitland Street should remain zoned Commercial General (CG) reflecting current use and the capital investment that has been made for new facilities and site improvements by auto dealers as well as the construction companies and operators within the area. The remainder of Columbia Drive frontage east of Fruitland are occupied by low intensity commercial and related business uses fronting on Columbia Drive including used car, recreational vehicle, and trailer sales lots, fast food restaurants, specialty markets, furniture and appliance sales, insurance and real estate offices, and a variety of other businesses. These low capital intensive businesses, the used car, recreational vehicle, and trailer sales lots in particularly, will remain viable in auto row unless or until land values increase to the point where such low capital intensive activities will seek to locate to other accessible but lower cost properties in the region. Likewise, some of the older business uses that are low capital intensive activities will likely relocate as well if and when land values increase rents. However, some of these uses, particularly the newer office buildings, restaurants, markets, and class A and B office buildings can be upgraded and built up and over should the property owners and/or business occupants be viable and profitable enough to continue to operate on Columbia Drive during and after revitalization. The underinvested and under-developed segments of Columbia Drive and the BB/RR area provide the most opportunity for new urban neighborhoods combining ground floor retail, entertainment, personal services, and other pedestrian-related activities with upper floor office and residential uses. The area is centrally located to regionally accessible arterial roadways (Columbia Drive, US-395, and SR-397), on major transit routes, within walking and biking distance of the river levee, stormwater swale and trails, downtown, and civic center parks and public facilities. In effect, the area has potential for being developed into a fully sustainable neighborhood providing opportunities to live, work, and play within the immediate area.  Industrial – uses located along the BNSF and UP rail lines evolved from railroad oriented or serviced industrial manufacturing and food processing activities including scrap yards, tank fuel processing and storage, food processing plants, millhouses, and warehouses. At the present time, very few of these businesses are dependent on rail service and most move products in and out of the area on trucks and trailers. A variety of other non-rail oriented industrial, manufacturing, construction, and warehousing activities have located in the industrial area due to its ready transportation connections to the Tri-Cities and surrounding region. These business enterprises will likely remain viable uses in the industrial district unless or until land values increase to the point where such low capital intensive activities will seek to locate to other accessible but lower cost properties in the region. The industrial district should remain zoned Industrial Light (IL) though the boundaries should be refined to reflect current usage and allow commercial or mixed use activities to develop north of Bruneau Avenue and east of Elm Street. ---PAGE BREAK--- 102 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.7.2: Impacts All alternatives All alternatives will continue development of the lands within the BB/RR area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will in turn require and allow more intensified commercial, business, and other public facilities than would be possible under current development and population conditions. An intensification of urban uses and densities will in turn, increase traffic congestion, park requirements, police and fire requirements, and other public service demands and fiscal impacts. If not properly managed and compensated, additional urban developments could further tax Kennewick's fiscal and public service resources potentially leading to a dilution of the service levels or capabilities provided current residents. Inadequately located or designed urban infrastructure including roads, parking lots, and other improvements that are not sited on capable lands could create stormwater runoff, erosion, landslide, and other environment hazards affecting neighboring properties and public services. Table 25: BB/RR land use zoning allocations Alt 1: No-action* Alt 2: BB/RR Land use activity acres % acres % Open space – OS* 2.6 0.9% 40.9 13.7% Residential low – RL 1.1 0.4% 43.5 14.6% Residential high - RH 59.0 21.1% 0.0 0.0% Mixed use low – MU-L 0.0 0.0% 47.9 16.1% Mixed use medium – MU-M 0.0 0.0% 67.9 22.8% Mixed use high – MU-H 0.0 0.0% 17.8 6.0% Commercial community – CC** 2.5 0.9% 31.9 10.7% Commercial general – CG** 145.7 52.1% 0.0 10.7% Industrial light – IL 69.0 24.7% 48.3 16.2% Total 280.0 100.0% 298.2 100.0% * Alternative 1 does not include Duffy’s Pond Mixed use is allowed in CC and CG zones of approximately the same density as the MU-L zone will allow under Alternative 2. Source: Kennewick Community Planning Department Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing the prevailing 2008 Kennewick Comprehensive Plan and 2010 Zoning Ordinance and Map would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March 2010 zoning map including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street as Residential High Density (RH) potentially resulting in the demolition, disruption, and fragmentation of a stable single family neighborhood.  Commercial/mixed use developments - would evolve as designated in the March 2010 zoning map for the Commercial Community and General (CC and CG) zones subject to the provisions in KMC 18.78 mixed use design standards with possible redevelopment of the lands along and north of Columbia Drive for a mixture of auto sales and services, construction and storage yards, apartments, and condominium buildings with surface parking lots creating additional hardscape stormwater runoff. Alternative 1: No-action plan and policies or no-action would fail to accomplish the following:  Sustainable community – while Alternative 1: No-action will allow development of mixed use structures in the CC and CG zones, the zones are so inclusive of non-residential, open yard and lot land uses that it is problematic that underdeveloped and vacant lands will be effectively developed to build-out capacity for high quality, mixed use developments that incorporate retail pedestrian-oriented activities on ground or office uses on upper floors and, therefore, will not increase base and service employment activities with which to support projected residents of the BB/RR area.  Mixed use, mixed-income housing – while Alternative 1: No- action will allow development of mixed use structures in the CC and ---PAGE BREAK--- 103 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan CG zones, the prevailing plan does not provide a method of ensuring a sufficient quantity of higher density, more innovative housing products that are less expensive to build and buy, and which will be needed to provide housing for younger, service industry-employed households. The no-action or do-nothing alternative does not include any incentives or requirements to proportionately provide or increase housing products to match housing requirements, particularly for affordable and first time housing buyers, or middle aged to retiring households. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect and protect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. 4.7.3: Mitigation measures Alternative 1: No-action Kennewick’s Zoning Map was updated in 2010 to reflect and implement the major policies outlined in the 2008 Kennewick Comprehensive Plan Update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) Title 18. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan Update to mitigate possible adverse impacts of all of the alternative growth scenarios: Declining commercial areas - such as Columbia Drive, often exhibit a cycle of prosperity and then decline as new competitive developments locate in outlying areas due to larger and cheaper land availability, roadway improvements and less traffic congestion, and suburban housing development. Merchant associations can be vital in revising commercial areas, as evidenced by the Historic Downtown Kennewick’s inclusion in the Main Street program to enhance the prosperity of the downtown and preserve its history. The Main Street program, sponsored by the National Trust for Historic Preservation, has four major components of design, economic restructuring, organization, and promotion. Historic Downtown Kennewick Partnership (HDKP) was formed as a 501©3 organization to implement the Main Street Program within the historic downtown district. However, HDKP’s boundaries also include the entire BB/RR revitalization area and allow HDKP to operate the same component programs for the BB/RR area as it has for the historic downtown district. Kennewick also has access to HUD financial assistance, administered through the Community Development Block Grant Fund (CDBG) which can be used to leverage additional private investments for the re-development area. Strip commercial developments - have developed in haphazard linear patterns along major roads as a result of a dependence on ---PAGE BREAK--- 104 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan vehicles creating large numbers of curb cuts. Numerous curb cuts cause conflicts between vehicles exiting and accessing from businesses and vehicles operating within major collector and arterial roadways creating vehicle conflicts and a higher risk of pedestrian or bicycle accidents at curb cuts or intersections. Kennewick’s commercial land use policies are intended to promote good business environment by clustering businesses into commercial centers and reducing automobile dependence. Appropriate zoning, shared access and parking, effective landscaping, and strategic location of buildings can all be techniques for developing clustered commercial centers rather than linear strip development. Kennewick’s Administrative Code traffic guidelines restrict curb cuts to one per site in most cases. Shared access and shared parking reduce costs to the developer while reducing potential accidents. KMC 18.78 Commercial Design Standards - provide design regulations for commercial areas to establish a quality environment for businesses by promoting quality and creativity in design, economic vitality with a good business environment, simplicity and clarity of the regulations, and flexibility and options for the business community. The design principles focus on the safety and vitality of the community in order to create a livable pedestrian friendly environment. The design standards also recognize that compatibility with the surrounding area, environmental sustainability, efficiency in the delivery of public infrastructure, and variety and creativity in design are important. KMC 18.75 Multifamily Residential Design Standards - provide design regulations for multifamily developments to establish a quality environment for higher density neighborhoods by promoting quality, park and pedestrian amenities, and flexible site and building developments. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings and activities.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscreted” access road will be completely devoted to a linear park and trail.  A new public access park and river overlook landing - will be developed at the end of Fruitland Street possibly providing an overlook and landing of the river, public restrooms, and vendor concessions.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street.  Mixed use upper floor parking requirements – will be reduced to match the number of bedrooms provided within mixed use structures. All occupant residential or upper floor office uses will be provided within the platform parking decks.  Mixed use ground floor and pedestrian-oriented parking - will be provided in on-street angle parking in front of the building including provisions for expanded road right-of-way donations, if necessary.  Mixed use design district overlay guidelines – will be adopted as an overlay district governing the design and development of new mixed use structures within the BB/RR MU zones including particulars specifying building mass and articulations, materials and colors, ground floor retail facades, entries, awnings, window displays, streetscape paving, furnishing, street trees, and landscaping – as well as solar applications, green roofs and walls, rain gardens, and other low impact and energy saving technologies.  Housing choices and population – will increase within the mixed use low, medium, and high (MU-L, M, H) zones and house a wider variety of household types including single adults, adult couples, family starters (with young children), and empty nesters of all ages and incomes.  Public Market – will be developed on the BNSF railroad property being acquired east of Benton and the BNSF property under city ---PAGE BREAK--- 105 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan lease west of Benton to include farmers’ market and other indoor and outdoor vendors, artist galleries and workshops, fine and performing art classrooms, multipurpose meeting and special exhibition or event spaces operating on a 7 day a week basis to link BB/RR and historic downtown activities and promotional opportunities.  Excursion Train – will be recruited to operate dinner, mystery, and winery tours from the BNSF and UP tracks adjacent to the Public Market like the Spirit of Washington Dinner Train did previously.  Incubator Business Complex – will be developed on BNSF property to be leased then acquired that is located between the BNSF tracks and UP rail spur west of Fruitland on the extension of Railroad Avenue. The complex will provide for a variety of low rent industrial, retail, and office use business start-ups with rental spaces, common business and conference spaces, and other supporting services.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with shoreline management program buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use design guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly.  Design/Develop RFP Competitions – will be conducted where the city options private property from owners who wish to participate then conducts a competitive process whereby developer teams compete on economic and design criteria for the right to purchase, including reimbursement of city costs, and develop the property in accordance with pre-approved project criteria and the winning project solution.  Partnerships or joint ventures – for the implementation of portions or all of a number of the BB/RR Revitalization Action Plan projects may be considered with a variety organizations and entities including the Historic Downtown Kennewick Partnership (HDKP - a nonprofit), Port of Kennewick, Umatilla Tribe, Housing Authority of Kennewick, and Auto Dealers Association, among others. In addition to the measures listed above, Alternative 2: BB/RR Revitalization Plan will also accomplish the following to mitigate possible adverse impacts:  Assign action program and project implementation responsibilities - continuing City Council’s charter whereby the Community Planning Department and the Historic Downtown Kennewick Partnership (HDKP) act as the BB/RR’s principal economic and urban development advocate and coordinator of the actions item involved in the implementation of the BB/RR Revitalization Plan.  Recruit/retain target markets - identifying key entrepreneurial prospects for the BB/RR and downtown district including profiles, contact information, promotional materials, and recruitment strategies for multi-modal transportation dealers, mixed-use project developers, mixed-income housing occupants, retail tenants, artists and art galleries, incubator and start-up businesses, public market vendors, and excursion train operators.  Expand the “Main Street” program - and HDKP activities to include promotion, business development, advertising, parking, design, economic restructuring, and other related activities and interests to the larger BB/RR area including Columbia Drive and auto row, and the industrial startup potentials along Railroad Avenue. HDKP will sponsor and coordinate permanent committees dedicated to business recruitment efforts, promotions, and design improvements within the larger BB/RR/Downtown/Civic Center area on a full-time basis. 4.7.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase population and employment levels, with associated traffic, noise, air pollution, public service demands, and other issues related to urban environments. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 106 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan However, Alternative 1: No-action, by continuing existing plans and policies will not create a sustainable community within the BB/RR area or include any measures to incentivize or promote the development of mixed use, mixed-income and affordable housing. Alternative 2: BB/RR Revitalization Plan will manage the same amount of land as Alternative 1: No-action but subject to higher overall densities within mixed use, low-impact, green, and smart development patterns able to create a sustainable community. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 107 4.8 Population and housing 4.8.1: Affected environment Population projections According to the Washington State Office of Financial Management (OFM), the Benton/Franklin or Tri-Cities MSA (Richland, Pasco, and Kennewick Metropolitan Statistical Area) will increase from 235,700 persons in the year 2008 to 253,815 persons by the year 2025 or by 18,115 persons equal to an increase of 7.7%. However, the forecast was made in the year 2002 and assumed the Tri-Cities MSA would only be 217,628 persons by the year 2010, or 18,072 less persons than were actually counted in the year 2008. Consequently, the Tri-Cities, especially Franklin County and Pasco are increasing in population much faster than OFM expected based on past trends. According to Kennewick’s 2008 Comprehensive Plan, Kennewick’s Urban Growth Area (UGA) is expected to reach 91,106 persons by the year 2027 increasing by 25,246 persons equal to an increase of 38% over the city’s year 2008 population of 65,860. Kennewick represented 28% of the Tri-City population in the year 2008 and would represent 35% of the Tri-City population by the year 2025 were OFM projections accurate. Were Kennewick to build out residential lands based on existing density projections, the 2027 additional population growth would require an additional 2,557acres of residential land. The UGA has a current undeveloped capacity of 2,863 acres or 306 more acres than necessary to meet year 2027 requirements. Table 26: Population/residential acreage requirements - citywide Population Increase 2005-2025 Additional Residential Acres needed Undeveloped Acreage 2008 Surplus Acres 2027 +25,246 +2,557 2,864 +307 Source: 2008 Kennewick Comprehensive Plan Growth distribution The Southridge Subarea to the southwest of the city is anticipated to accommodate approximately 17,300 people or 69% of the projected additional 25,246 people to be added to the city in the next 25 years. The remaining population growth or 7,946 people are expected to be accommodated in the vacant and undeveloped lands throughout the city. According to the estimates in the Comprehensive Plan, the areas that are most likely to accommodate future growth are Hansen Park, Creekstone, Inspiration Estate, Orchard Park Estate – and the redevelopment of vacant and underutilized lands within the BB/RR district. Socioeconomic characteristics – age and household status The US Department of Census compiles demographic statistics on a jurisdictional basis for the entire United States including the United States, Washington State, the Kennewick-Pasco-Richland Metropolitan Statistical Area (MSA), Benton and Franklin Counties, and the Kennewick incorporated area every 10 years or in the year 2000 and currently for 2010. In addition, the Department also compiles statistical sampled projections of demographic characteristics for the same areas on a mid-decadal basis or for the years 2006-2008 in the American Community Surveys (ACS). According to the 2006-2008 ACS statistical findings, the population within the Kennewick incorporated area had age and household characteristics that were different than the averages typical of the surrounding county, region, and state. For example:  Average household size - was 2.69 persons per household in Kennewick compared with 2.73 in Benton County, 2.89 in the MSA, 2.51 in Washington State, and 2.61 in the United States. Kennewick households average more members than is common of the nation or state but less than the MSA.  Percent households in families – was 66% in Kennewick compared with 70% in Benton County, 72% in the MSA, 64% in ---PAGE BREAK--- 108 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 109 ---PAGE BREAK--- 110 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 111 Washington State, and 67% in the United States. Kennewick households are composed proportionately of households consisting of family members more like the state and nation than the surrounding county or MSA.  Median age - was 32.7 in Kennewick compared with 35.6 in Benton County, 32.8 in the MSA, 37.1 in Washington State and 36.7 in the United States. Kennewick attracts a population with a larger proportion of younger age members than is common of the state or nation, but typical of the MSA.  Population over age 65 – was 10% in Kennewick compared with 11% in Benton County, 10% in the MSA, 12% in Washington State, and 13% in the United States. Kennewick has retained a representative proportion of older age adults comparable to the region and county but less than the state or nation.  Resided in same house 1 year ago – was 74% in Kennewick compared with 80% in Benton County, 81% in the MSA, 81% in Washington State, and 84% in the United States. Kennewick persons are considerably more mobile than the county, MSA, state, or nation.  Hispanic or Latino of any race – was 22% in Kennewick compared with 16% in Benton County, 26% in the MSA, 10% in Washington State, and 15% in the United States. Kennewick attracts percentage of Hispanic or Latino persons of a rate less than the MSA but more than the county, state, or nation.  Language other than English – was spoken by 22% of all persons in Kennewick compared with 17% in Benton County, 26% n the MSA, 17% in Washington State, and 20% in the United States. Kennewick houses a population that is more likely to speak a language other than English of a rate less than the MSA but more than the county, state, or nation. In summary, the statistics indicate Kennewick has attracted larger households in typical families with younger average members who are more migrant and more likely to be Hispanic or Latino speaking languages other than English than is typical of the county, state, or nation – but less than is common of the MSA. Education, occupation, and income  The percent of persons over the age 16 employed in the civilian labor force – was 63% in Kennewick compared with 62% in Benton County, 62% in the MSA, 62% in Washington State, and 61% in the United States. Kennewick contains a population with a marginally higher ratio of and requirement for employment than typical of the surrounding region.  The percent of employed persons in managerial and professional occupations – was 31% in Kennewick compared with 37% in Benton County, 33% in the MSA, 37% in Washington State, and 35% in the United States. Persons with these skills may not be able to find employment in Kennewick or not attracted to live in the area compared with the rest of the region.  The percent of employed persons in base or resource and product oriented industries – was 21% in Kennewick compared with 22% in Benton County, 24% in the MSA, 21% in Washington State, and 21% in the United States – reflecting the skill levels and possibly the type of employment locally available.  The percent of employed persons in service oriented industries – was 79% in Kennewick compared with 78% in Benton County, 76% in the MSA, 79% in Washington State, and 79% in the United States – indicating Kennewick has concentrated residents with skills in these supporting industries of a rate comparable to the state and nation.  The percent of employed persons who worked in government related industries – was 14% in Kennewick compared with 15% in Benton County, 14% in the MSA, 16% in Washington State, and 14% in the United States – reflecting the impact of the Hanford facilities on the region and city.  The percent of employed persons who worked as private wage and salary – was 82% in Kennewick compared with 80% in Benton County, 80% in the MSA, 77% in Washington State, and 79% in the United States – indicting Kennewick residents are more likely to be ---PAGE BREAK--- 112 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 113  ---PAGE BREAK--- 114 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan employed by private companies than is common of the region, state, or nation.  Median family income – was $57,715 in Kennewick compared with $68,014 in Benton County, $62,728 in the MSA, $69,162 in Washington State, and $63,211 in the United States. Kennewick households, with less working members per family (or larger families), and more likely to be employed in service industries, accumulate less income than typical of the region, state, and nation.  Median per capita income – was $22,690 in Kennewick compared with $26,542 in Benton County, $24,024 in the MSA, $29,927 in Washington State, and $27,466 in the United States. Kennewick households, with more family members, average less income per person than typical of county, region, state, and nation.  Percent of population in poverty – was 14.9% in Kennewick compared with 12.7% in Benton County, 15.1% in the MSA, 11.6% in Washington State, and 13.2% in the United States. Kennewick poverty statistics were comparable to the region, but higher than the county, state, or nation.  Percent of families in poverty – was 12.3% in Kennewick compared with 9.9% in Benton County, 11.9% in the MSA, 7.9% in Washington State, and 9.6% in the United States. Kennewick has concentrated families in poverty from the region in greater proportions than the county, and of a higher concentration than the state and nation. The statistics indicate Kennewick has attracted a population proportionately more composed of high school graduates with service industry skills and less working members per family employed than is typical of the surrounding region. As a result, Kennewick per capita incomes are and will remain lower than is typical of all comparable areas if this trend continues. Transportation characteristics  Percent that commute to work as single occupants in car, truck, or van – was 76% in Kennewick compared with 78% in Benton County, 76% in the MSA, 72% in Washington State, and 76% in the United States – indicating Kennewick residents are as dependent on single occupant travel as the rest of the region, state, and nation. Approximately 15% in Kennewick, however, commuted in carpools compared with 13% in Benton County, 15% in the MSA, 12% in Washington State, and 11% in the United States.  The mean travel time to work in minutes – was 21.4 minutes in Kennewick compared with 21.0 minutes in Benton County, 20.8 minutes in the MSA, 25.5 minutes in Washington State, and 25.3 minutes in the United States.  The percent of households with no vehicles available – was 8% in Kennewick compared with 6% in Benton County, 5% in the MSA, and 6% in Washington State. The statistics indicate Kennewick’s working population is predominantly commuting to work in single mode vehicles and will continue to depend upon and commute to places of employment if this trend continues. Housing characteristics  The percent of owner occupied housing units – was 62% in Kennewick compared with 70% in Benton County, 70% in the MSA, 66% in Washington State, and 67% in the United States. Kennewick owner occupied statistics may be lower than the region because Kennewick homeowners may not be able to afford newer housing products being produced in the market and the city has acquired a high proportion of rental stock.  The percent of renter occupied housing units – was 38% in Kennewick compared with 30% in Benton County, 30% in the MSA, 34% in Washington State, and 33% in the United States.  The percent single family detached units are of all structures – was 57% in Kennewick compared with 64% in Benton County, 64% in the MSA, 63% in Washington State, and 62% in the United States. Single family units may be the preferred choice of Kennewick house households and/or the past predominant market offering.  The percent multifamily of 20+ units or more are of all structures – was 7% in Kennewick compared with 6% in Benton ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 115  ---PAGE BREAK--- 116 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 117 County, 6% in the MSA, 9% in Washington State, and 8% in the United States. Housing market trends - sales The Washington Center for Real Estate Research at Washington State University (WCRER/WSU) maintains annual statistics on building permits, housing starts and sales, prices, apartment rentals, and other market data based on the information reported by county assessors. WCRER’s most current information available is for the years up to 2007 and 2009 depending on the source of the information.  The cumulative rise in the median sales price of homes sold – increased from $119,400 in the year 2000 to $166,800 in the year 2009 for Benton/Franklin Counties compared with $219,344 in the year 2001 to $312,705 in 2009 for the Puget Sound region, and $179,900 to $244,000 in Washington State. Home sales prices in the MSA remain considerably below Puget Sound and Washington State and were less affected by the housing bubble.  The percent of all existing housing stock available for sale – was 5.6.5% in Benton/Franklin Counties in 2007 compared with 7.2% in 2008, and 3.5% in 2009. By comparison, the percent of all housing stock available for sale in Washington State was 7.2% in 2007, 9.6% in s008, and 5.8% in 2009. There is less stock being made available for sale turnover in the MSA compared with the state, and less currently than in the immediate years.  The percent of all housing available for sale in the year 2009 by price or value range – in Benton/Franklin Counties was 2.8% of all units of value below $80,000, 2.4% of all units between $80,000- 159,555, 3.5% of all units between $160,000-249,999, 5.0% of all units between $250,000-499,999, and 21.4% of all units of value above $500,000. By comparison, the percent of all housing stock available for sale in Washington State by these ranges was 4.4%, 5.0%, 6.0%, and 10.1% respectively. Except for the highest value or price ranges, housing stock within the MSA is considerably tighter at the present time than is common of the state.  The Housing Affordability Index (HAI) - maintained by WCRER measures the ability of a middle income family to carry the mortgage payments on a median price home assuming all loans are 30 year, with 20% down payment, and 25% of the household’s income for principal and interest. When the index is 100 there is a balance between the family’s ability to pay and the cost. Higher indexes indicate housing is more affordable.  The Housing Affordability Index (HAI) in Washington State - fell on a statewide basis from 114.8 in 2000 to 87.0 in 2006 and 90.5 in 2007 during the peak of the over-heated housing market than increased to 135.7 in 2009 reflecting the impact of falling housing prices, the availability of houses for sale, and lower interest rates resulting from the federal stimulus programs.  The Housing Affordability Index (HAI) in Benton County – was lowest at 119.1 in the year 2007 then increased to 151.6 in 2009 indicating prices are very affordable for the average family in the county under current market conditions. By comparison, the HAI in Franklin County was lowest at 159.4 in the year 2007 than increased to 185.7 in the year 2009 indicating the market is considerably more affordable in Pasco than in Kennewick.  The HAI also measures First-Time Buyers purchasing ability - assuming a first-time buyer has an income 70% of the median household income, buying a house that is 85% of the area’s median price, with a 30 year loan, 10% down payment, with principal and interest payments of up to 25% of household income.  The First-Time Buyer HAI in Washington State – was 68.3 in the year 2000 than declined to 50.9 in 2006 at the peak of the over- heated housing market than improved to 79.6 in 2009 as a result of lower interest rates and the federal stimulus tax credit for first-time buyers. Even so, the ability of first-time buyers to afford a house in the current market is still very difficult.  The First-Time Buyer HAI in Benton County – fell to 95.7 in 2007 then improved to 111.3 in 2009. By comparison, the First- Time HAI in Franklin County fell to 79.1 in 2007 then improved to 99.4 in 2009. First-time buyers are much more able to afford current available housing stock for sale in the MSA, particularly Benton County, compared with the state, though Franklin County is somewhat less affordable than Benton County. ---PAGE BREAK--- 118 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 119 ---PAGE BREAK--- 120 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  The House Price Index (HPI) - is calculated by the Office of Federal Housing Enterprise Oversight (OFHEO) in order to illustrate changes in value of single family homes across the US. The index is based on the change in price of individual homes over time rather than on median home sales prices and is therefore unaffected by the addition of new houses into the marketplace.  The HPI has doubled across the US - and nearly tripled in the West since 1997. The change in HPI in the Seattle area and in the Seattle Metropolitan Statistical Area (MSA) was modest in comparison – the only areas for which data is available in Washington State. However, the decline in the HAI demonstrates that incomes have not kept pace with housing prices. Housing market trends - rentals  Average rental apartment rents from 2005-2009 – increased from $551 to $690 in Benton/Franklin Counties compared with $798 to $996 in Puget Sound, and $757 to $930 in Washington State. Rental units are considerably more affordable in the MSA than in Puget Sound or Washington State.  The total inventory of rental apartments from 2005-2009 – increased in Washington State by 13.4% from 2005-2006, then declined 1.7% between 2006-2007, then increased 1.8% between 2007-2008, then increased 1.6% between 2008-2009. The inventory of rental apartments in Puget Sound was similar though more pronounced increasing 15.3% in 2005-2006 then decreasing 8.9% in 2006-2007 due either to condo conversions or demolitions of older units to allow redevelopment or both.  The total inventory of rental apartments in Benton/Franklin Counties from 2005-2009 – was similar to the state and Puget Sound though considerably more restrained increasing 4.9% between 2005-2006, then decreasing 3.4% between 2006-2007, then increasing 0.8% between 2007-2008 and 0.3% between 2008-2009.  The rental apartment vacancy rate from 2005-2009 – was 5.4% in 2005 in Washington State declining to 3.6% in 2008 during the housing bubble then increasing to 5.9% in 2009. By comparison, the vacancy rate in Benton/Franklin Counties was 9.5% in 2005 declining to 2.2% in 2008 during the housing bubble then increasing to 2.3% in 2009. These vacancy rates are very low, particularly in the MSA, indicating there is very high demand for rental units in the current market. Housing market trends - construction  The number of residential building permits issued as a percent of the total existing housing stock – was 1.4% in the year 2000 for Benton/Franklin Counties compared to 1.8% in Puget Sound and 1.6% in Washington State. The percent increased in Benton/Franklin Counties to 4.0% in the year 2004 though the percent never increased above 2.0% in Puget Sound or Washington State during the same period of time.  The percent of all building permits that were single family – was 94.9% in Benton/Franklin Counties in the year 2000 compared with 55.7% in Puget Sound and 65.1% in Washington State. The percent single family declined to 67.9% in Benton/Franklin Counties in the year 2005 then increased to 99.4% in 2006 compared with 61.1% in Puget Sound and 71.3% in Washington State in 2006. The predominant housing stock being built in the MSA remains single family.  The multifamily housing inventory – increased by 1.2% from 2002-2003, peaked at 3.7% increase from 2003-2004 then decline to 1.0% from 2004-2005 and remained relatively constant in 2005- 2006. By comparison, the multifamily inventory increased by 2.0% in Puget Sound and 1.6% in Washington State from 2005-2006. For whatever reason, higher density sales housing is not being built in the MSA in the recent market. CHAS assessments  CHAS tables - the US Census Bureau compiled special tabulations of the 2000 Census information concerning housing needs for the Department of Housing & Urban Development (HUD) called Comprehensive Housing Affordability Strategy (CHAS) data. CHAS data are different from the standard 2000 Census data and include special tabulations showing housing problems and the availability of affordable housing. CHAS files are comprised of a variety of housing need variables split by HUD-defined income ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 121 Note – final construction statistics for Benton/Franklin Counties are not available yet for years 2008-2009 resulting in the charts 0.0% projections. ---PAGE BREAK--- 122 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan limits, 30%, 50%, and 80% of median income and HUD-specified household types.  HUD defined acceptable housing costs - which includes mortgage or rent payments, utilities, insurance, taxes, maintenance and repair, and all other housing or shelter costs, should be no more than 30% of a household’s income, which includes wages, dividends, and income transfers, if a household is to have enough left to pay for food, clothes, transportation, health care, and other basic necessities.  In the year 2000, the percent of all Kennewick households of all income levels with any housing problems - including paying over 30% of household income for housing costs as well as lack of plumbing and overcrowding was 30% or 6,253 households compared with Benton County with 27%, and Washington State with 33%. Kennewick has a relatively higher percentage of households with any housing problems than Benton County primarily because of the city’s large concentration of larger families of lower income ranges.  The percent of all Kennewick households paying more than 30% for housing costs – was 25% or 5,211 households in the year 2000 compared to 22% in Benton County and 30% in Washington State. Kennewick has a larger concentration of older, less expensive housing units than is typical of the state.  The percent of all Kennewick households paying more than 50% for housing costs – was 10% or 2,084 households in the year 2000 compared with 9% in Benton County and 12% in Washington State.  Of the 6,260 Kennewick households with any housing problems – 41% or 2,585 were small related family households, 21% or 1,308 households were individuals, 20% or 1,255 households were elderly, and 18% or 1,110 households were large families.  Of the 5,136 Kennewick households paying more than 30% of income for housing – 41% or 2,101 were small related family households, 24% or 1,235 households were elderly, 24% or 1,229 households were individuals, and 11% or 576 households were large families.  Of the 2,062 Kennewick households paying more than 50% of income for housing – 34% or 702 were small related family households, 32% or 653 households were elderly, 24% or 488 households were individuals, and 11% or 217 households were large families.  Kennewick household types with any housing problems - were proportionately renters with large related families (74% of all large renting families), followed by elderly renters followed by small related household renters followed by large related family owners Proportionately, the household types with the least housing problems were small related household owners (18%) followed by elderly owners  Kennewick household types paying more than 30% of income for housing - were proportionately elderly renters (56% of all elderly renters), followed by large family renters followed by small related household renters followed by single individuals Proportionately, the household types least proportionately paying more than 30% for housing were Large related family owners followed by small related family owners  Kennewick household types paying more than 50% of income for housing - were proportionately elderly renters (34% of all elderly renters), followed by large family renters followed by small related household renters followed by single individuals Proportionately, the household types least proportionately paying more than 50% for housing were SMALL related family owners followed by large related family owners Generally, the CHAS results indicate Kennewick households most impacted by high housing costs are renters – primarily elderly renters, large and small family household renters, and single individuals. The least impacted Kennewick households are small and large family owners. However, the scope of Kennewick households with housing problems is significant with over 30% or ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 123 ---PAGE BREAK--- 124 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 125 6,253 households in units that are not adequate or are paying more than 30-50% of income. Employment ratios  The number of employed persons has steadily increased in the United States in recent decades - particularly the percent of the total population that is employed in the civilian labor force. For example, in 1970 approximately 41% of the national population was employed in the civilian work force (excludes the armed forces and the unemployed) or the ratio of employed persons per total residents was approximately 1 worker per 2.5 residents. By the 2006-2008 ACS survey, approximately 48% of the national population was employed in the civilian work force or the ratio of employed persons per total residents was approximately 1 worker per 2.1 residents.  The percent of the total population employed in the civilian labor force in 2006-2008 –was 46% or a ratio of 1 employed worker per 2.2 residents in the MSA, 47% or a ratio of 1 employed worker per 2.1 residents in Benton County, and 47% or a ratio of 1 employed worker per 2.1 residents in Kennewick.  Factors that account for the increasing employment participation rates include:  a larger and increasing proportion of the population in adult, working age - meaning there are fewer children in the population;  where adults are living and working into older ages;  where more women are entering the workforce on a permanent basis;  including periods before, after, and during prime child- bearing years than ever before. The employment participation rate is highest in the older, more urbanized areas where most job opportunities and most working adults are located. The participation rate is lowest in the rural or suburban areas where there are fewer job opportunities and more non-working members (children) in the population (or more armed forces members). The Kennewick ratios reflect the relatively higher number of working family members and more elderly, childless, and potentially retired age groups than is common of the population profiles within the state. Sustenance factors  Base industries - create products in agriculture, forestry, fisheries, mining, construction or manufacturing concerns, that are sold to the larger region and that generally produce the local business and personal incomes necessary to sustain urban area growth.  The percent of employment in base industries - has declined in the US from 39% in 1970 to 23% in 2000 as base industries automated, increased productivity, and procured more finished products from overseas market sources. By comparison, the percent of employment in base industries in 2006-2008 was 22% in Washington State, 24% in the MSA, and 21% in Kennewick.  Service industries - produce the communication, wholesale and retail trade, finance, professional, and governmental services necessary to sustain urban areas, or the resident population created by base industrial growth. Unlike base industries, service industrial employment is always located within the local urban area for which services must be provided. Consequently, the percent of the workforce that is employed in service industries increases the more urbanized the area becomes.  The percent of employment in service industries - has increased in the US from 63% in 1970 to 77% in 2000 as income increased as the population could afford more education, health, entertainment, and governmental services. By comparison, the percent of employment in service industries in 2006-2008 was 78% in Washington State, 76% in the MSA, and 79% in Kennewick.  The relationship of service industrial employment to local population needs can be expressed as a sustenance factor - the number of employees that are required within a specific service industry in order to support a person within the general population within a different sized urban area. A populated area requires a minimum sustenance employment in order to provide the basic ---PAGE BREAK--- 126 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 127 ---PAGE BREAK--- 128 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 129 utility, trade, finance, service and governmental activities necessary to survive. The sustenance factors increase the more urban the area becomes.  For example, the overall sustenance employment factor required per 1,000 persons in the national population - increased from 0.2686 employees per person in 1970 to 0.3572 employee per person in 1995. Likewise, the number of required service industry employees per person was 0.3325 per person in the central cities of Washington State in 1980 compared with 0.2536 employees per person in the most rural areas.  By comparison in 2000 - the ratio of service sustenance employees to a person in the population was 0.3701 in Washington State compared with 0.3478 in the MSA and 0.3239 in Kennewick. The statistics are based on reported occupations, however, and not necessarily on place of work. Consequently, the place of work may be located outside of Kennewick even though the resident population has the skills necessary to sustain the population were the jobs to be physically located within the area.  Base/service/population multiplier - base and service industrial employment and local population growth are integrally related. Total base employment is a reflection of the area's ability to sell goods and products outside the area and to import the income necessary for the area to survive. Consequently, any change in base employment prospects directly affects the number of workers and dependents that the area can support. In turn, the local area population directly determines the requirements for service industrial employment. The larger the area grows, the greater the number of service jobs that are necessary to sustain the area. In turn, service workers bring dependents that must also be provided services necessary for sustenance. Consequently, any increase in growth creates an increase in service employment that creates more population and more service employment requirements that creates more population...and so on until the area achieves equilibrium. The growth affect 'ripples' or 'multiplies' through the local economy until a relative balance is achieved between base and service employment totals and the resulting population size. The relationship can be expressed as a multiplier between the number of persons who will be employed by base industries and the number of persons who will eventually be added to the population as a result of the generated increases in service industrial employment, and resident households. For example, an urban area in Washington State of about 10,000 will require about 236 base employed persons, who will generate an additional service industry employment of 825 persons and an ultimate resident population of about 2,418 persons by the 10th multiplier impact. Consequently, the ratio of population per every base industrial worker is about 10.2, meaning every additional base employment job opportunity will generate an ultimate increase of about 10.2 persons to the total population.  In 2006-2008 Kennewick’s total sustenance factors were 0.3239 employees in service industries per every person in the population – including 0.0243 in transportation, communications and utilities, 0.0312 in wholesale trade, 0.0518 in retail trade, 0.0518 in retail trade, 0.0161 in finance, insurance, and real estate, 0.1814 in services including education, and 0.0191 in government.  By comparison with other places by size in Washington State and with Washington State and the MSA in the year 2000 – Kennewick’s sustenance factors were proportionately:  lower in transportation than all areas including the MSA,  higher in wholesale trade than all areas including the MSA,  lower in retail trade but comparable to the MSA,  lower in finance than all areas including the MSA,  higher in business and professional services but below the MSA and Washington State in 2000, and  lower in government than all areas.  Local areas can control overall population size by controlling the amount of land made available for industrial and/or residential development. Controls on industrial land development will usually control the number of base jobs that can be generated locally, and therefore, the ultimate size of the local population. ---PAGE BREAK--- 130 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Controls on residential land development, however, may control the number of service workers who may reside within the area, and therefore, the availability and quality of urban services.  Employment trends in the MSA may determine base industrial prospects in Kennewick more than any local action - especially if local residents commute to outside job locations. Kennewick may decide whether base industry locates within the urban growth area and within the BB/RR revitalization area, but generally cannot forestall the affects of larger area economic trends and impacts. Purchasing capability – critical skills  Household home purchasing capability progressively increases with increases in household income - assuming 25% of a household’s gross income is used to purchase a house (excluding 5% allocated for utilities, taxes, insurance, and maintenance) on a 30 year, 6.25% interest mortgage with 10% down. The median value house in Kennewick in 2006-2008 was $150,000 requiring a minimum income of over $40,000 in order to be able to afford to purchase. The median house resale value in 2009 (the price of the median house being sold on the market) was $166,800 requiring a minimum income of over $45,000 to be able to afford to purchase.  The median hourly wage of Kennewick workers in 2010, however, was $10.39 per hour or $21,611 of annual income which would be able to purchase a house for up to $80,436 in value – or less than 48% of the value of the houses being sold on the market in 2009. An average household would need at least 2 working members earning at least the median hourly wage in order to be able to afford a median house for sale in the market in the MSA in 2010.  By comparison, the median hourly wages of critical skills (restaurant waiter, retail cashier, retail clerk, teacher, firefighter, and police officer) in the MSA in 2009 – ranged from $20,238 to $50,918 for entry level positions. Of the example critical skills, teachers, firefighters, and police officers would be able to afford houses of a value of $156,000 upwards on the basis of a single household breadwinner – while retail clerks, retail cashiers, and restaurant workers could not.  Household renting capability progressively increases with increases in household income - assuming 30% of a household’s gross income is used to rent a house or apartment (excluding utilities). The median rental unit in Kennewick in 2006-2008 was $709 requiring a minimum income of over $30,000 in order to be able to afford to rent. The median value in rental units on the market in 2009 (the price of the median unit being rented on the market) was $690 requiring a minimum income of over $25,000 to be able to afford to rent. The median hourly wage of Kennewick workers in 2010, however, was $10.39 per hour or $21,611 of annual income which would be able to rent an apartment for up to $540 in value – or less than 76% of the value of the apartments being rented on the market in 2009. An average household would need at least 1.3 working members earning at least the median hourly wage in order to be able to afford a median apartment for rent in the market in the MSA in 2010.  By comparison, the median hourly wages of critical skills (restaurant waiter, retail cashier, retail clerk, teacher, firefighter, and police officer) in the MSA in 2009 – ranged from $20,238 to $50,918 for entry level positions. Of the example critical skills, teachers, firefighters, and police officers would be able to afford apartments of rent value of $1,052 upwards on the basis of a single household breadwinner – while retail clerks, retail cashiers, and restaurant workers could not. Generally, the results indicate Kennewick’s housing inventory and market, though less expensive than some areas in the surrounding MSA, may be more expensive than the incomes to be generated by some critical and supportive service worker occupations. Existing BB/RR housing/population The BB/RR revitalization area is currently developed with a mixture of mobile home parks, single family residences, and a few townhouse developments – but no multifamily or mixed use structures. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 131 ---PAGE BREAK--- 132 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 133 Table 27: Existing BB/RR population/housing Dwelling unit (du) Persons/du* #dus Persons Recreational vehicle 1.84 18 33 Mobile home 2.30 111 255 Single family - detached 3.00 248 744 Single family - attached 2.35 0 0 Duplex 2.33 0 0 3-9 units 2.30 18 41 10-19 units 1.94 0 0 20-49 units 2.01 0 0 50+ units 1.76 0 0 Total 395 1,073 * Census 2000, Summary File 3 Housing Profile 1, Kennewick city Source: Aerial and field counts by Beckwith Consulting Group Existing BB/RR employment The BB/RR revitalization area is currently developed with a mixture of restaurant and retail outlets, auto sales and service facilities, construction yards and offices, warehouse and storage facilities, salvage yards, propane sales, and some office buildings. Table 28: Existing BB/RR employment Land use activity Employ/ac* #acres Employees Auto oriented 21.7 35.9 779 Contracting/equipment rental 25.0 39.0 975 Manufacturing/warehousing 12.0 25.7 308 Miscellaneous services-offices 69.3 8.7 603 Parks and recreation n/a 28.8 0 Residential n/a 108.0 0 Restaurant 54.3 5.2 282 Retail 54.3 12.1 657 Vacant n/a 53.0 0 Total 316.4 3,604 * Institute of Traffic Engineers (ITE) Source: Kennewick Community Planning Department 4.8.2: Impacts All alternatives All alternatives will continue development of the lands within the BB/RR revitalization area to various intensities. An increase in urban development and thereby the overall population will in turn intensify commercial, business, and other public facilities more than would be possible under existing development conditions. An intensification of urban uses and densities will in turn, increase traffic congestion, park requirements, police and fire requirements, and other public service demands and fiscal impacts. If not properly managed and compensated, additional urban developments could further tax Kennewick's fiscal and public service resources potentially leading to a dilution of the service levels or capabilities provided current residents. The cost of providing streets, sidewalks, and other urban improvements will be cheaper within the BB/RR revitalization area than will be typical of other areas of Kennewick, as will the costs for providing fire, police, garbage, school, and other urban services since the BB/RR area is developed with infrastructure and services. The cost and variety of housing to be provided within the BB/RR revitalization area should be more economical and useful to a broader range of types of households than would be otherwise typical of other areas of Kennewick since the BB/RR revitalization area can be developed and redeveloped to a higher density with more low-impact, green, and smart development features within a sustainable community. Table 29: BB/RR population/housing capacities Alt 1: No-action acres du/ ac** #dus pop/ du* #pop Residential low – RL 1.1 4.0 4 3.00 13 Residential high – RH 59.0 27.0 1,593 1.94 3,090 Commercial community – CC 2.5 27.0 68 1.94 131 Commercial general - CG 145.7 27.0 3,934 1.94 7,632 Total 208.3 5,599 10,866 Alt 2: BB/RR Plan acres du/ ac*** #dus pop/ du* #pop Residential low – RL 43.5 4.0 174 3.00 522 Mixed use low – MU-L 47.9 32.0 1,533 1.94 2,974 Mixed use medium – MU-M 67.9 54.0 3,667 2.01 7,371 Mixed use high – MU-H 17.8 84.0 1,495 1.76 2,631 Total 177.1 6,869 13,498 ---PAGE BREAK--- 134 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan * Census 2000, Summary File 3 Housing Profile 1, Kennewick city Assumes all CC and CG lands will be redeveloped with the maximum allowable upper floor residential density of 27 dwelling units per acre. Assumes proportional dwelling unit capacity based on number of floors (building heights) allowed with incentive zoning additional floor offsets minus the first 16 feet of the structure to be devoted to platform parking decks and frontage retail MU-L=72ft- 16ft=56ft=1.2xRH=45ft, MU-M=108ft-16ft=92ft=2.0xRH=45ft, MU- H=156ft-16ft=140ft=3.1xRH=45ft). Source: Beckwith Consulting Group Table 30: BB/RR employment capacities Alt 1: No-action g-ac %use n-ac emp/ ac* #emp Commercial community - CC 2.5 40% 1.0 54.3 54 Commercial community – CG 145.7 40% 58.3 54.3 3,165 Industrial light – IL 69.0 100% 69.0 12.0 828 Total 128.3 4,047 Alt 2: BB/RR Plan g-ac %use n-ac emp/ ac* #emp Mixed use low – MU-L 47.9 40% 19.2 54.3 1,040 Mixed use medium – MU-M 67.9 40% 27.2 54.3 1,475 Mixed use high – MU-H 17.8 40% 7.1 54.3 387 Mixed use medium – MU-M 67.9 10% 6.8 69.3 471 Mixed use high – MU-H 17.8 10% 1.8 69.3 123 Commercial community – CC 31.9 100% 31.9 21.7 692 Industrial light – IL 48.3 100% 48.3 12.0 580 Total 142.3 4,768 gac=gross acres in zoning district nac=net acres used for retail or office uses * Institute of Traffic Engineers (ITE) Assumes 80% lot coverage and 50% of ground floor of the frontage of all CC and CG zones or 40% could be used for retail and related employment activities. Assumes 40% of ground floor of both sides of all MU platform mixed use structure will be devoted to frontage retail or other pedestrian-oriented activities with remaining 60% to parking. Assumes 10% of upper floors of MU-M and H could be devoted to office uses. Source: Beckwith Consulting Group Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and KMC 18.78 would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March 2010 zoning map including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street as Residential High Density (RH) potentially resulting in the demolition, disruption, and fragmentation of a stable single family neighborhood.  Commercial/mixed use developments - would evolve as designated in the March 2010 zoning map for the Commercial Community and General (CC, CG) zones subject to the provisions in KMC 18.78 mixed use design standards with possible redevelopment of the lands along and north of Columbia Drive for a mixture of auto sales and services, construction and storage yards, apartment and condominium buildings with surface parking lots creating additional hardscape stormwater runoff. Alternative 1: No-action plan and policies or no-action would fail to accomplish the following:  Sustainable community – while Alternative 1: No-action will allow development of mixed use structures in the CC and CG zones, the zones are so inclusive of non-residential, open yard and lot land uses that it is problematic that underdeveloped and vacant lands will be effectively developed to build-out capacity for high quality, mixed use developments that incorporate retail pedestrian-oriented activities on ground or office uses on upper floors and, therefore, will not increase base and service employment activities with which to support projected residents of the BB/RR area.  Mixed use, mixed-income housing – while Alternative 1: No- action will allow development of mixed use structures in the CC and ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 135 CG zones, the prevailing plan does not provide a method of ensuring a sufficient quantity of higher density, more innovative housing products that are less expensive to build and buy, and which will be needed to provide housing for younger, service industry-employed households. The no-action or do-nothing alternative does not include any incentives or requirements to proportionately provide or increase housing products to match housing requirements, particularly for affordable and first time housing buyers, or middle aged to retiring households. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – located south of Columbia Drive and west of Fruitland Street will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. 4.8.3: Mitigation measures Alternative 1: No-action Kennewick’s Zoning Map was updated in 2010 to reflect and implement the major policies outlined in the 2008 Kennewick Comprehensive Plan Update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) Title 18. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan Update to mitigate possible adverse impacts of all of the alternative growth scenarios: Preservation, improvement, and development - Kennewick supports preservation of existing housing stock whenever possible in order to avoid disinvestment and protect the viability of neighborhoods. The city supports the Historic Preservation Commission and private efforts to preserve local historic residential properties; and the city pursues the abatement of dilapidated residential structures that cannot be preserved and rehabilitates those that can with HUD funds. The 2005-2009 Tri-Cities Consolidated Housing Plan encourages businesses that provide assistance to at-risk residential areas or to areas with existing conditions of degradation and/or blight that would help local economic development efforts. Community Development Block Grants (CDBG) are designed to provide decent housing, provide suitable living environments, and expand economic opportunities, primarily for low-and moderate-income people under the following programs:  Owner/occupant housing rehabilitation – rehabilitation and emergency repairs to homes owned and occupied by households with less than 80% of median income. Priority is given to units in revitalization areas, but services may be provided on a fund- available basis to eligible applicants in adjacent geographic areas.  Housing in neighborhood revitalization areas – as funds are available, renter or owner-occupied units with tenant/owner ---PAGE BREAK--- 136 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan incomes at less than 80% of median family income may be rehabilitated to improve a sub-standards structure in revitalization areas. If a targeted unit cannot be practicably rehabilitated, the project may involve demolition and replacement of condemned structures or conversion of business “lofts” into housing units.  Community Housing Development Organizations (CHDO) – (HUD) Kennewick will provide required HOME CHDO Project funds to target projects that develop or improve rental or ownership units of households with 80% or less of area median family income.  Affordability preservation – payment of LID special assessments for owner-occupants with 80% or less of area median family income in targeted neighborhoods based on fund availability.  In-fill homeownership program – gap/down payment loans for lower-income buyers with less than 80% of median income for use in revitalization and targeted neighborhoods.  Housing for all economic segments - low income is defined as any household that has a total income of less than 50%, moderate income as 50%-80% of the local area median family income (MFI) as established annually by HUD. Table 31: Kennewick Median Family Income (MFI) levels Household type Income Families $50,011 Families with children < 18 years $45,149 Families headed by female, no husband $22,817 Families headed by female, no husband, with children <18 years $18,877 Non-related households $26,219 Female living alone $20,545 Male living alone $30,136 Male 65+ living alone $24,688 Female 65+ living alone $16,286 Source: US Bureaus of the Census, Department of Housing & Urban Development (HUD) Source: 2008 Kennewick Comprehensive Plan Kennewick receives grants from the US Department of Housing and Urban Development (HUD) to help meet identified community development and housing needs. Specific needs for families and individuals with low or moderate incomes, at less than 80% of the median income of the area, are a priority concern. To qualify for grant money, Kennewick must prepare a 5 Year Consolidated Housing Plan (CHP) – which is jointly developed with Richland and Pasco and identifies local needs, resources, priorities and strategies. The 2005-2009 Tri-Cities Consolidated Housing Plan serves the following functions:  Serves as planning document built on public participation;  Serves as the application for HUD funds (CDBG and HOME);  Identifies local priorities; and  Describes 5-year strategy to implement HUD programs. Annual Action Plan - In addition to the 2005-2009 Tri-Cities Consolidated Housing Plan, the Annual Action Plan serves as the application for funding for CDBG and HOME programs from HUD. The Annual Action Plan identifies activities and programs that will occur each program year including the amount of grant funding each city anticipates for the year, describes the priority programs and activities established in the Consolidated Housing Plan, and provides benchmarks and goals to measure. HOME (Investment Partnerships Programs) - are designed to strengthen public-private partnerships, expand decent, safe, and affordable housing, and focus on rental housing for low and very- low income families. Non-discrimination of manufactured housing - under state legislation (SB 6593) passed in 2004 jurisdictions are not allowed to discriminate against the provision or placement of manufactured housing. The bill prevents cities and counties from regulating manufactured homes any differently than other site-built homes. Specific standards that only apply to manufactured homes can be adopted by local jurisdictions but they must also apply to site-built homes. Manufactured homes are allowed in all residential zones where single-family homes are allowed. A specific housing policy states that manufactured housing is recognized as an important component of the single-family market and will be regulated the same way as site-built homes. ---PAGE BREAK--- Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 137 Accessory dwelling units - any Washington city over 20,000 in population is required to allow accessory dwelling units in single- family residential zones. Locally determined regulations may be adopted by local legislative action – and are codified in Kennewick in KMC 18.12.020 Accessory Units. Kennewick requirements state accessory apartment may not be detached from the main living unit, one unit must be owner- occupied, and an additional off-street parking space for the accessory apartment must be provided. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Mixed use ground floor and pedestrian-oriented parking - will be provided in on-street angle parking in front of the building including provisions for expanded road right-of-way donations, if necessary increasing BB/RR resident work, shop, and play options.  Housing choices and population – will increase within the mixed use low, medium, and high (MU-L, M, H) zones and house a wider variety of household types including single adults, adult couples, family starters (with young children), and empty nesters of all ages and incomes.  Public Market – will be developed on the BNSF railroad property being acquired east of Benton and the BNSF property under city lease west of Benton to include farmers’ market and other indoor and outdoor vendors, artist galleries and workshops, fine and performing art classrooms, multipurpose meeting and special exhibition or event spaces operating on a 7 day a week basis to link BB/RR and historic downtown activities and promotional opportunities.  Incubator Business Complex – will be developed on BNSF property to be leased then acquired that is located between the BNSF tracks and UP rail spur west of Fruitland on the extension of Railroad Avenue. The complex will provide for a variety of low rent industrial, retail, and office use business start-ups with rental spaces, common business and conference spaces, and other supporting services.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with shoreline management program buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use design guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly.  Design/Develop RFP Competitions – will be conducted where the city options private property from owners who wish to participate then conducts a competitive process whereby developer teams compete on economic and design criteria for the right to purchase, including reimbursement of city costs, and develop the property in accordance with pre-approved project criteria and the winning project solution.  Partnerships or joint ventures – for the implementation of portions or all of a number of the BB/RR Revitalization Action Plan projects may be considered with a variety organizations and entities including the Historic Downtown Kennewick Partnership (HDKP - a nonprofit), Port of Kennewick, Umatilla Tribe, Housing Authority of Kennewick, and Auto Dealers Association, among others. In addition to the measures listed above, Alternative 2: BB/RR Revitalization Plan will also accomplish the following to mitigate possible adverse impacts:  Assign action program and project implementation responsibilities - continuing City Council’s charter whereby the Community Planning Department and the Historic Downtown Kennewick Partnership (HDKP) act as the BB/RR’s principal economic and urban development advocate and coordinator of the actions item involved in the implementation of the BB/RR Revitalization Plan.  Recruit/retain target markets - identifying key entrepreneurial prospects for the BB/RR and downtown district including profiles, contact information, promotional materials, and recruitment strategies for multi-modal transportation dealers, mixed-use project developers, mixed-income housing occupants, retail tenants, artists and art galleries, incubator and start-up businesses, public market vendors, and excursion train operators. ---PAGE BREAK--- 138 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Expand the “Main Street” program - and HDKP activities to include promotion, business development, advertising, parking, design, economic restructuring, and other related activities and interests to the larger BB/RR area including Columbia Drive and auto row, and the industrial startup potentials along Railroad Avenue. HDKP will sponsor and coordinate permanent committees dedicated to business recruitment efforts, promotions, and design improvements within the larger BB/RR/Downtown/Civic Center area on a full-time basis. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  Incorporate cash and noncash offsets in incentive zoning provisions – using the assumptions and potential cost reductions indicated from an analysis of a prototype 5-floor over platform parking and ground floor retail (see Appendix K) allowing:  Land trusts to be utilized as a cash off-set – to reduce dwelling unit development costs and control potential land speculation or inflation costs as a factor in total development costs.  Additional floors or building heights (added density) under an incentive zoning or noncash off-set – where the building could be increased in height to allow additional floors and the amount of parking is held constant (ratio reduced) accordingly.  Manufactured housing units are installed in lieu of on-site stick built housing as a cash off-set – where construction times and construction financing costs can be reduced from a typical 6 month to a 1 month construction period, the number of units can be increased due to smaller manufactured sizes based on a 15 foot x 45 foot module, and the amount of parking can be held constant (ratio reduced) accordingly.  Building permit fees, plan check fees, utility connections, and potential park and traffic impact fees can be deferred at time of construction under a cash off-set – to be recovered for the city’s General Fund or a Housing Fund Account if and when the affordable unit is ever sold as a market rate unit to a household that does not qualify for affordable rate subsidy. Based on the results indicated in the analysis of the prototype platform development project, the overall cumulative savings for the affordable units could be up to 21.9% over market rate costs. Table 32: Cumulative percentage savings from off-set measures MU-1 1) lease land 0.8% 2) add density and reduce parking 4.8% 3) use manufactured units 19.8% 4) defer fees and charges 21.9%  Kennewick Housing Authority and other nonprofit groups – are encouraged to buy and/or lease affordable units created with off-sets in order to achieve even greater cost reduction through additional public subsidies, and therefore, housing for very low income households. 4.8.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase population and employment levels, with associated traffic, noise, air pollution, public service demands, and other issues related to urban environments. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. However, Alternative 1: No-action, by continuing existing plans and policies will not create a sustainable community within the BB/RR area or include any measures to incentivize or promote the development of mixed use, mixed-income, and affordable housing. Alternative 2: BB/RR Revitalization Plan will manage the same amount of land as Alternative 1: No-action but subject to higher overall densities within mixed use, low-impact, green, and smart development patterns with incentive affordable housing measures able to create a sustainable community with BB/RR resident work, shop, and play options. ---PAGE BREAK--- 139 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.9 Transportation 4.9.1: Existing conditions Air transportation The Port of Kennewick owns and operates Vista Field Airport located east of Columbia Center Boulevard between Grandridge Boulevard and Deschutes Avenue in an area increasingly surrounded by commercial and industrial development. Vista Field Airport was built in 1943 for naval operations and served during World War II as a training facility for the Pasco Naval base. At the end of the war the airport was deeded to the Kennewick Irrigation District (KID) and opened to the public for general use. In the mid 1970s ownership of the land was split between the City of Kennewick and the KID and was annexed to the City of Kennewick. The current airport contract with the Port will expire in 2021, but can be withdrawn, repealed or revised with joint consents by the City and the Port. There are four public-use airport facilities in the area including Vista Field, the Prosser Airport, the Richland Airport, and the Tri- Cities Airport in Pasco. The Prosser, Richland, and Pasco airports are included in the Federal Aviation Authority (FAA) National Plan of Integrated Airport Systems (NPIAS) and are eligible to receive funds from the federal Airport Improvement Program (AIP). Vista Field is not included in the NPIAS since it is within 30 minutes of the Richland and Tri-Cities airports. Vista Field Airport does not have an air traffic control tower and therefore does not have an accurate way to document the number of flights taking place yearly. Airport management estimates an average of 20,000 aircraft operations per year, including takeoffs, landings, and touchdowns. Of the total operations, 64% are transient general aviation and 36% are local general aviation while 34% aircraft are based at Vista Field. Frequent local users of Vista Field Airport are UPS, Pacific Cataract & Laser Institute, and Cadwell Laboratories Table 33: Vista Field aircraft Type Number Single engine 30 Multi engine 3 Helicopters 1 Total 34 Source: 2008 Kennewick Comprehensive Plan Vista Field Airport is located in an Industrial Light (IL) zone regulated by KMC 18.12.010 B.2 Table of Non-Residential Site Development Standards. KMC 18.33 Airport Hazard Zoning is an overlay zoning that regulates specific development features in the Vista Field area such as building height, trees, and lighting. These regulations establish permit requirements while variances require approval from the Kennewick Board of Adjustment. FAA, WSDOT, and the Vista Field Airport manager are required to review applications for structures within various airport zones as established in KMC 18.33.080. Water transportation Kennewick urban growth area (UGA) boundaries contain 8 miles of Columbia River shoreline on the northern side of the city. There is no public transportation on the Columbia River owned or operating from Kennewick. Private barge services have Interstate Commerce Commission (ICC) authority to serve the area and are available for shipping bulk agricultural products, containerized storage, and liquid fuels and fertilizers from the area to the lower Columbia River. Shavers Transportation is the only barge company serving the region at this time and owns no facilities in Kennewick. Rail Burlington Northern Santa Fe (BNSF) and the Union Pacific (UP) Railroads offer mainline rail service in Kennewick.  BNSF - maintains approximately 8 miles of mainline track and a ---PAGE BREAK--- 140 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan complex of sidetracks within Kennewick. Roadway intersections of mainline track with a city streets are signalized, sidetracks are not signalized. The opening of the Stampede Pass corridor is expected to increase daily traffic through Kennewick from 6 to as many as 20 trains per day impacting 6 at-grade crossings including Fruitland, Benton, and Washington within the BB/RR revitalization area. SR-397/Gum Street is the only grade (underpass) separated crossing in the east section of the city. BNSF owns two buildings in Kennewick - the old depot located between the BNSF and UP tracks north of the historic downtown area, which is used by railroad train crews; and another building that is leased to a private business. BNSF also owns and maintains the Columbia River Railroad Bridge between Pasco and Kennewick.  UP - owns approximately 8 miles of mainline track in Kennewick with 7 signalized crossings including Fruitland, Benton, and Washington Streets within the BB/RR area. UP owns no additional property within the city.  Port of Kennewick - owns one track section within the city and maintains track lines, ties, switches and crossings adjacent to Railroad and Bruneau Avenues within the BB/RR revitalization area.  Port of Benton - owns approximately 1.5 miles of industrial lead and siding within the eastern Kennewick city limits.  Amtrak - provides intercity passenger rail service from a station located in Pasco and shares tracks with BNSF. The route between Pasco and Portland goes through the northeast portion of Kennewick on the Columbia River Railroad Bridge and then through the mainline tracks within the BB/RR revitalization area. Public transit Benton Franklin Transit is a municipal corporation providing public transit service on 23 routes to Kennewick, Pasco, Richland, West Richland, Prosser, Finley, and Benton of which 8 routes serve Kennewick, with an additional route connecting Kennewick, Richland, Pasco, and West Richland. The Benton Franklin fleet includes 62 buses, 72 Dial-A-Ride vans and 400 Vanpools. Ben Franklin Transit is funded with 0.6% of all sales tax dollars generated within the service boundary supplemented with fare box revenues and other, unidentified sources. The 2008 total operating budget was $28,185,003 while the 2007 ridership total for all modes was 4,728,167. Fixed-route buses operate Monday through Friday from 6:00 am to 7:00 pm and Saturday from 8:00 am to 7:00 pm. Dial-A-Ride is demand activated for the elderly and handicapped. Vanpool service is available with vehicles serving 6, 12 and 15 commuters, who share the van payment, fuel, maintenance, and insurance through a fare. Kennewick transit centers are located at Huntington Street Center, the Dayton Street Transit Center south of the BB/RR area in the Civic Campus, and the Three Rivers Transit Center on Okanogan Place. Kennewick “park and ride” facilities are located at the Huntington Transit Center and at 27th Avenue & South Union Street outside of the BB/RR and historic downtown district areas. BB/RR transit service Ben Franklin Transit routes currently converge from cross-city routes to the Dayton Transit Center located on Dayton Street across from Kennewick High School and next to the Library using a couplet created by East 1st Avenue, Garfield and Dayton Streets, West 6th Avenue, and Auburn and Washington Streets. Four routes in particular also provide stops on roads within the BB/RR, downtown, and Civic Center:  Route 46 - services the downtown and Civic Center from south Kennewick on Olympia, West Canal Drive, Fruitland Street, and East 1st Avenue. Route 46 provides 2 bus stops on Canal Drive, 2 on Fruitland Street, and 5 on Kennewick Avenue furnished with signage only with no benches or shelters.  Route 55 - services Columbia Park, BB/RR, the downtown, and Civic Center on Columbia Park Trail, Fruitland Street, and East 1st Avenue. Route 55 provides 5 stops on Fruitland Street furnished with signage only with no benches or shelters.  ---PAGE BREAK--- 141 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 142 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Route 120 - connects Kennewick with Pasco via US-395/Blue Bridge on West Canal Drive, Fruitland Street, and Columbia Drive but does not access the downtown or Dayton Transit Center. Route 120 provides 5 bus stops on Fruitland Street furnished with signage only and no benches or shelters.  Route 160 - connects Kennewick with Pasco via SR-397/Cable Bridge on Kennewick Avenue, Washington Street, and Columbia Drive. Route 160 provides bus stops in the BB/RR area on Columbia Drive at Elm and Beech Streets, and Washington Street at Canal Drive and Kennewick Avenue furnished with signage only and an occasional bench but no shelters. None of the 4 routes, however, service the entire BB/RR area or provide a shuttle or looping service between the BB/RR, downtown, and Civic Center that would facilitate resident, employee, customer, and tourist access. Table 34: BB/RR transit ridership in 2005 Nmbr Description Boardings 46 Dayton Transfer Point to Huntington Transfer Center via Kennewick Avenue, Olympia, Fruitland 57,421 55 Columbia Park 4,885 120 West Richland-Richland-Kennewick-Pasco 500,417 160 Pasco-Kennewick 364,820 Boardings = number of passenger boardings Source: 2009 Kennewick Transportation Systems Plan (TSP) Trucks Trucks weighting over 14,000 pounds of gross weight are restricted to:  Columbia Drive from US 395 interchange to SR 397 directly through the center of the BB/RR revitalization area rated for 4,000,000-10,000,000 tonnage annually;  SR 397/Gum Street from northern city limits to southern city limits on the eastern edge of the BB/RR revitalization area rated for 4,000,000-10,000,000 tonnage annually;  US 395 from northern city limits to southern city limits rated for over 10,000,000 tonnage annually, and  Washington Street from 10th Avenue to Columbia Drive rated for 300,000-4,000,000 tonnage annually. West 27th Avenue between South Washington Street and South Olympia Street is the only truck-restricted street in Kennewick specifically signed to prohibit all traffic of trucks over 10,000 pounds gross weight except for pickup and delivery. Streets  Federal requirements - determine that all public roads in the United States be uniformly classified by function and identifies the percentage of roads to be classified in each level. Table 35: Federal roadway classification system content Kennewick Class Federal Miles Percent Principal arterials 5-10% 8.79 3.6% Minor arterials 10-15% 43.06 17.6% Collectors 5-10% 17.59 7.2% Local access 65-85% 175.01 71.6% Total 100% 244.45 100.0% Source: 2008 Kennewick Comprehensive Plan  Kennewick roadways - are functionally classified within a hierarchy that reflects access priorities, traffic volumes, roadway widths and improvements, traffic controls, and other operating characteristics. Roadway designations are an integral method of managing street use and associated land use developments. Kennewick classifies city roadways into 4 functional categories based on the purpose each roadway provides to city transportation: Table 36: Kennewick functional roadway classification Class Definition Principal arterial Intercommunity and intra-metro area streets that are primarily used for traffic movement at moderate to high speeds of 35-55 miles per hour (mph), of high traffic generators, and no on-street parking. Principal arterials carry the highest levels of traffic in the system at the greatest speed for the longest uninterrupted distance, often with some degree of access control that is used for through trips and connections within the system. ---PAGE BREAK--- 143 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Minor arterial Intercommunity and intra-metro area streets that provide primarily for traffic movement and secondarily for land access with moderate speeds of 30-40 mph and moderate to high traffic volumes of 1,500 to 16,000 vehicles per day with some restrictions on traffic movements, controlled driveway spacing, and no on-street parking. Minor arterials provide access to high- intensity land uses such as major employers or large commercial centers and connections within the system. Collector Streets with primary function to collect and distribute traffic between the local street system and the arterial street system with low speeds of 25-30 mph, low to moderate traffic volumes of 500 to 5,000 vehicles per day, limited regulation of access control, and limited on-street parking. Collectors serve neighborhood centers. Local access Streets that primarily serve direct land access with the secondary function of traffic movement at low speeds of 25 mph, low traffic volumes of less than 1,500 vehicles per day, few access controls, and permitted on-street parking. Source: 2008 Kennewick Comprehensive Plan, KMC 13.04: Classification of Public Streets  In Washington State - a roadway classification system is a requirement for receiving state and federal highway funds (RCW 35.78.10). State law requires that cities and counties adopt a street classification system that is consistent with state and federal guidelines. Washington State Department of Transportation (WSDOT) adopted the following standards accordingly.  Table 37: WSDOT functional roadway classification Class Arterial Collector Local Function Intra-community connections with activity centers. Inter- neighborhood connections with local arterial s. Individual house and site connections with collector system. Access Partially controlled. Limited to abutting lots not fronting onto local street. Limited to abutting properties. Daily volume 25-40,000 ADT 500-20,000 ADT >1,500 ADT Number lanes 4-6 lanes 2-4 lanes 2 lanes Design speed 30-55 mph 25-35 mph 25 mph Minimum right- of-way 52-74 feet 44-48 feet 40 feet Minimum pavement width 48-70 feet 40-44 feet 36 feet Truck use Yes Yes Limited Type curb Type A Type A Rolled curb Minimum sight distance 310 feet 250 feet 160 feet Minimum radius 560 feet 140 feet 150 feet Maximum grade 12% 11% 15% Maximum super elevation 0.06 feet/foot 0.06 feet/foot 0.02 feet/foot Sidewalks Required required One side The geometric design of arterial roads is case specific and therefore, right-of-way and widths may vary. * Design speed is used to determine geometric elements, and does not imply posted or legally permissible speeds. Source: WA Department of Transportation (WSDOT), 2209 Kennewick Transportation Systems Plan (TSP)  Freeways and highways - are multilane, high speed, high capacity roadways intended exclusively for motorized traffic. Freeways and highways are designed and located to provide regional access to major employment centers, regional shopping centers, principal population areas, and other destinations. Freeways are limited access motorized roadways that may partially or entirely restrict local access and may prohibit all non-motorized transportation methods including bicycles and pedestrians. Increasingly, principal regional highways and freeways have been retrofitted with special and separate high-occupancy vehicle (HOV) commuting lanes to increase capacity during peak commuting periods. ---PAGE BREAK--- 144 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 38: Kennewick freeways and highways Route Purpose I-82 Interstate 82 is the linking connection between I-90 – a primary east-west national limited access freeway extending from Seattle to points east and I-84 – a secondary east-west national highway extending from Portland to points east. I- 82, however, circumvents Kennewick on the southern border and does not provide direct access to the city. I-182 Interstate 182 is a local limited access freeway connection between I-82 and SR-240 serving Richland and Kennewick on the south side of the Columbia River and Pasco on the north side of the Columbia River. I-182 becomes US-12 and US-395 as it transitions into Pasco. US-12 US-12 is an unlimited access national highway extending from I-5 east over the Cascades into Yakima to merge with I- 82, and extending east from I-182 in Pasco to Walla Walla and points east into Idaho. US-395 US-395 is an unlimited access national highway extending north from eastern Oregon to merge with I-82 then through Kennewick and across the river on the Blue Bridge into Pasco then continuing north to merge with I-90 at Ritzville connecting to Spokane. SR-240 State Route 240 is a local limited and unlimited access highway extending from US-395 at the west end of Columbia Drive at the Blue Bridge west into as a limited access highway Richland then north as an unlimited access highway to connect with SR-24 and cross the Columbia River. SR-397 State Route 397 is a local unlimited access highway that provides connections between I-82 and US-395 south of Kennewick then extends through Kennewick and across the Columbia River on the Cable Bridge into Pasco.  Major arterial roads - are the primary roadways for vehicle trips between communities or urban areas and the regional freeway and highway network. Major arterial roads also collect and distribute vehicle travel to other arterial roads, major employment centers, commercial areas, and other jurisdictions within the urban areas. Major arterial roads also serve as the designated through routes for truck traffic and are the principal distribution routes for transit buses. Table 39: Kennewick major arterial roads Route Purpose Columbia Drive – BB/RR Linking east-west connection between the Blue Bridge/SR- 240 and Cable Bridge/SR-397 Columbia River crossings to Pasco, and to points south to connect with I-82 and eastern Oregon. Also provides local access to the riverfront, rail-oriented industrial uses along the BNSF and UP tracks, and historic downtown Kennewick. SR- 397Gum Street Linking north-south connection between the Cable Bridge/SR-397 Columbia River crossing and southeast Kennewick including the only railroad undercrossing connection to the historic downtown Kennewick. Kennewick Avenue Linking east-west connection between SR-397 and historic downtown Kennewick on the east and US-395 to the west. Clearwater Avenue Linking east-west connection between US-395 on the east and Columbia Mall Boulevard to the west and eventually southwest to I-82 to Yakima and Seattle. Columbia Mall Blvd Linking north-south connection between SR-240 on the north and Columbia Mall, Tri-Cities Arena and Convention Center, and Clearwater Avenue. Total major arterial miles - citywide 8.79 miles Source: 2008 Kennewick Comprehensive Plan Columbia Drive is the major arterial connection between the BB/RR revitalization area and the rest of the city, region, and state. The roadway is improved with 2 moving lanes in each direction and a center turn lane or 5 lanes overall between the Blue Bridge/US-395 and the Cable Bridge/SR-397. A double roundabout was recently constructed by WSDOT on each side of US-395 and Columbia Drive’s connection with SR-240 to reduce traffic congestion and facilitate through traffic. Traffic signals are operated at SR-397/Gum, Washington, and Fruitland Streets. The roadway does not provide on-street parking nor limit curb cuts into adjacent business properties. Columbia Drive had an average daily traffic volume (ADT) of 17,845 vehicles in 2008 counts for the Public Works Department up 8.0%% over an ADT of 16,517 vehicles in 2005. A 4-lane roadway should be able to accommodate upwards of 24,000 vehicles per day depending on signalization, turn lane provisions, and management ---PAGE BREAK--- 145 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan of curb cuts – meaning Columbia Drive is likely being used at about 74% of capacity in 2008 if these measures are effective. SR-397/Gum Street is a principal north-south minor arterial improved with 4-lanes with no on-street parking and no curb cut restrictions from Columbia Drive south to 10th Avenue. Traffic signals control the intersections at Columbia Drive, Kennewick, 1st, and 10th Avenues.  Minor arterial roads - are the primary through routes between neighborhoods and other distinct areas defined by geographical features, activity centers or land uses within the local areas. Minor arterial roads are generally routed through and around neighborhoods to provide access to neighborhood service centers. Minor arterial roads may be used for local truck access traffic, and are the principal collection and distribution routes for transit bus routes. Table 40: BB/RR minor arterial roads Route Purpose Columbia Park Trail Linking east-west connection between Fruitland Street and the BB/RR district on the east and through Columbia Park to Columbia Mall Blvd and eventually an intersection connection with SR-240 on the west. Canal Drive Linking east-west connection south of the BNSF and UP railroad tracks between Washington Street and the historic downtown district on the east and Columbia Mall Blvd on the east. Total miles of minor arterial roadway - citywide 43.06 miles Source: 2008 Kennewick Comprehensive Plan Columbia Park Trail is a secondary east-west minor arterial roadway improved with 2-lanes from Fruitland west through Columbia Park with controlled curb cuts, no on-street parking; and 4-lanes with no curb cut restrictions and no on-street parking from east of Columbia Mall Blvd west to the intersection with SR-240. Stop signs are provided on Columbia Park Trail at Columbia Drive, on Edison Street at Columbia Park Trail, while signals control the intersection with Columbia Mall Blvd. Canal Drive is a principal east-west minor arterial roadway improved with 2-lanes with on-street parking in and adjacent to the historic downtown district and 4-lanes with controlled turn lanes, restricted curb-cuts, and no on-street parking west of Edison Street. Stop signs are provided on Canal Drive at Washington, Benton, and Fruitland Streets while signals control intersections at Volland, Edison, Kellogg, and Columbia Mall Blvd.  Collector roads - connect neighborhoods and other small, distinct areas with major and minor arterial roads. Collector roads may provide local access to schools, parks, community facilities, neighborhood or convenience stores or commercial areas, and residential neighborhoods. Collector roads may also be used for local transit bus collection and distribution routes. Table 41: BB/RR collector roads Route Purpose Washington Street/Clover Island Drive Linking north-south connection between Clover Island (as Clover Island Drive) on the north across the BNSF and UP railroad tracks at-grade and through historic downtown Kennewick and the southeast neighborhoods. Fruitland Street Linking north-south connection between Columbia Park Trail on the north across the BNSF and UP railroad tracks at-grade and past historic downtown Kennewick to Kennewick Avenue. Total miles of collector roadway - citywide 17.59 miles Source: 2008 Kennewick Comprehensive Plan Washington Street/Clover Island Drive is a north-south collector improved with 2 lanes (3 with turning lanes at intersections), no on- street parking and no curb cut restrictions from Columbia Drive to Kennewick Avenue. Washington Street/Clover Island Drive is a 2- lane roadway with no on-street parking and very few curb cuts from Columbia Drive north onto Clover Island. Traffic signals control the intersections at Columbia Drive and Kennewick Avenue. Fruitland Street is a north-south collector improved with 2-lanes (3 with turning lanes at intersections), no on-street parking, and no curb cut restrictions from Columbia Park Trail south to Kennewick ---PAGE BREAK--- 146 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 147 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 148 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 149 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Avenue. Traffic signals control the intersections at Columbia Drive, Canal Drive, and Kennewick Avenue.  Local access roads - provide direct access to individual residential or commercial properties. Local access streets are linked with the local urban area and other outside destinations by way of collector and arterial roadways. Local roads are superseded by the higher order roads, however, and may be designed and located to avoid connections where local street traffic could congest or otherwise impede operation of the higher order roadways. Table 42: Kennewick/BB/RR local access roads Route Purpose east-west Metaline, Klamath, John Day, Grand Ronde, Falls, Entiat, Deschutes, Railroad, and Bruneau Avenues north-south Mayfield and Lyle Streets, Kent Place, Kent, Jean, Iona, Hartford, Garfield, Dayton, Cascade, Benton, Auburn, Beach, Cedar, Dale, and Elm Streets Total miles of local access roadway - citywide 175.01 miles Source: 2008 Kennewick Comprehensive Plan Traffic volumes Kennewick Public Works Department conducts citywide average daily traffic (ADT) counts every 3 years or so for major and minor arterial roadways. Traffic volumes are highest in and around the business activities that generate through travel and local resident access volumes, and enter and exit US-395, SR240- and SR-397 at peak hours. Table 43: BB/RR 2005/2008 Average Daily Traffic (ADT) counts Road 2008 Capacity Percent Columbia Drive–US395/Fruitland St 23,630 @24,000 98% Columbia Drive–Fruitland/Washington St 20,140 @24,000 84% Columbia Drive–Washington/Gum Street 17,849 @24,000 74% SR-397/Gum Street-Cable Bridge 23,775 SR-397/Gum Street-Columbia Drive/1st Avenue 18,928 @24,000 79% Canal Drive-Ely/Fruitland 5,564 @12,000 46% Canal Drive-Fruitland/Benton 4,664 @12,000 39% Canal Drive-Benton/Washington 3,807 @12,000 32% Fruitland Street-Columbia Drive/Canal Drive 8,467 @12,000 71% Fruitland Street-Canal Drive/Kennewick 8,228 @12,000 69% Benton Street-Columbia Drive/Kennewick Avenue 2,824 @12,000 24% Washington Street-Columbia Drive/1st Avenue 9,233 @12,000- 18,000 77%- 51% Capacity – assumes maximum effective through control of curb cuts, on-street parking, and signal phasing. Source: Kennewick Public Works Department, 2008 Kennewick Comprehensive Plan A roadway’s capacity is affected by the number of lanes and whether:  separate lane turning pockets are provided at key intersections,  key intersections are provided roundabouts or signals,  signals are phased to allow continuous travel,  median lanes are provided to allow cross traffic turns into businesses or  medians are channelized to prevent cross traffic or roadway turns into businesses,  curb cuts or restricted or consolidated to frontage businesses,  parking is provided or restricted on-street, and  the extent of truck route traffic and in-roadway loading or unloading. Under ideal operating conditions and management controls, a 2- lane road can accommodate upwards of 12,000 vehicles, a 3-lane (2 lanes with turning pockets) upwards of 18,000 vehicles, and a 4- lane upwards of 24,000 vehicles. Under less than ideal operating conditions and management controls, all roads can deteriorate to the point where they can handle less than 50 or even 25% of design capacity. Generally, all BB/RR roadways were used at less than capacity in 2008 except for Columbia Drive west of Fruitland Street which was close to 98%. ---PAGE BREAK--- 150 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Level-of-service (LOS) - intersections The quality and performance of transportation facilities is evaluated with a level-of-service (LOS) definition that measures the degree of congestion and conflict created under different traffic volume-to-capacity ratios at key intersections. Table 44: Intersection level-of-service (LOS) and volume-to- capacity ratio definition level of service volume/ capacity condition LOS A 0.30 v/c Free-flow condition with travel speeds at or near the speed limit and little to no delay of 0-10 seconds at signalized and un-signalized intersections. LOS B 0.50 v/c Stable flow where drivers still have reasonable freedom to select travel speeds and minor delays of 10-20 seconds at signalized and 10-15 seconds at un-signalized intersections. LOS C 0.75 v/c Stable flows but under controlled travel speeds and maneuvers with delays from 20-35 seconds at signalized and 15-25 seconds at un-signalized intersections. LOS D 0.90 v/c Approaching unstable flows with restricted speed and maneuvering and delays from 35-55 seconds at signalized and 25-35 seconds at un- signalized intersections. LOS E 1.00 v/c Operating conditions at or near roadway capacity with speeds 50% of normal and delays of 55- 80 seconds at signalized and 35-50 seconds at un- signalized intersections. LOS F 1.00 v/c Forced flow operation at very low speeds with stop-and-go traffic and long average delays of more than 80 seconds per vehicle at signalized and more than 50 seconds at un-signalized intersections. Source: 2008 Kennewick Comprehensive Plan Level-of-service (LOS) – roadway corridors The quality and performance of transportation facilities is also evaluated with a level-of-service (LOS) definition that measures the carrying capacity of the roadway compared with average daily traffic volumes. The analysis projects the amount of time that all vehicles are delayed while traveling in platoons due to the inability to pass. The methodology accounts for urban versus rural setting, number and width of lanes, pavement types, traffic controls, percentage of truck traffic, peak hour factors, directional distribution, shoulder and lane widths, design speeds, and other operating characteristics. Table 45: Roadway level-of-service (LOS) and volume-to-capacity ratio definitions level of service volume/ capacity condition LOS A 0.60 v/c Free-flow condition with average speed 60 mph, no platoons or 3 or more vehicles, delays occur nor more than 30% of the time due to slow moving vehicles. LOS B 0.61 v/c Stable flow with average speed 55 mph, passing demands become significant, delays occur up to 45% of the time. LOS C 0.71 v/c Stable flows with average speed 52 mph, noticeable increase in platoon formation, platoon size, and frequency of passing impediments. LOS D 0.81 v/c Approaching unstable flows with speed 50 mph, passing demand high and extremely difficult with mean platoon sizes of 5-10 vehicles common. LOS E 0.91 v/c Operating conditions at or near roadway capacity with speed below 50 mph, sometimes below 25 mph on sustained upgrades, passing virtually impossible, and platoons become intense when encountering with slower vehicles or other interruptions. LOS F 1.00 v/c Forced flow operation at very low speeds with stop-and-go traffic. Source: 2008 Kennewick Comprehensive Plan Kennewick LOS standards are C for local streets, D for all collectors and arterials, and E for Columbia Center Boulevard. Generally, LOS conditions are C, D, or better on all BB/RR roads except Columbia Drive where LOS can decline from D to E at SR-397/Gum Street at ---PAGE BREAK--- 151 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan peak commuting hours. LOS conditions on Columbia Drive were D-F at US-395 before the double roundabouts were constructed in 2009. Traffic projections Kennewick uses a household size of 3.0 persons per unit for low- density residential development by unit, 2.2 persons per unit for medium-density residential development, and 1.8 persons per unit for high-density residential development. Additional land use assumptions used in Kennewick to determine transportation impacts are contained in the three-document “Trip Generation”, 7th Edition, Institute of Transportation Engineers, 2003 that is available in Kennewick’s Municipal Services Division. The Regional Transportation Plan for the Tri-Cities Metropolitan Area, 2001-2020 was prepared by the Benton-Franklin Council of Governments (BFCOG) using modeling based on Traffic Analysis Zones (TAZ). Each city and county and the Tri-Cities provided 10- and 20-year growth projections for specific land uses in each TAZ. The forecasts were based on assumptions unique to each jurisdiction but were consistent with each jurisdiction’s comprehensive plan. The projections assumed future land use in the urban areas will continue as it was in 2005, with single-family and multi-family residential, commercial, and industrial as the primary land uses. Table 46: Kennewick 2005 land use Land use Acres* Percent Open space 2,035 10.7% Residential – low density 11,627 61.2% Residential – medium density 1,717 9.0% Residential – high density 604 3.2% Commercial 1,725 9.1% Industrial 728 3.8% Public facility 561 3.0% Total 18,997 100.0% * Does not include roads Source: 2008 Kennewick Comprehensive Plan The 2009 Kennewick Transportation System Plan (TSP) projected future traffic volumes citywide by 2025 using a detailed trip generation rate for specific types of land use itemized from city GIS data for the 2010 zoning maps, the Institute of Traffic Engineers (ITE) Trip Generation Manual, and assumptions about future street improvement projects. Table 47: BB/RR typical land use trip generation rates Land use Unit ITE use code Net trip rate General light industrial 1,000 gfa* 110 0.98 General heavy industrial 1,000 gfa* 120 0.88 Warehousing 1,000 gfa* 150 0.47 Mini-warehouse 1,000 gfa* 151 0.26 Single family dwelling unit 210 1.01 Apartment - midrise dwelling unit 223 0.39 Condo/townhouse dwelling unit 230 0.52 Congregate care dwelling unit 253 0.16 Assisted living bed 254 0.22 Hotel room 310 0.59 Regional park acre 417 0.20 Multipurpose recreation facility 1,000 gfa* 435 3.35 Health/fitness club 1,000 gfa* 492 4.05 Daycare center 1,000 gfa* 565 13.18 General office building 1,000 gfa* 710 1.49 Single tenant office bldg 1,000 gfa* 715 1.73 New car sales 1,000 gfa* 841 1.98 Auto parts sales 1,000 gfa* 843 3.41 Convenience mkt- 24 hrs 1,000 gfa* 851 20.44 Convenience mkt- 16 hrs 1,000 gfa* 852 13.48 Convenience mkt- gas gas pump 853 6.53 Apparel store 1,000 gfa* 870 2.53 Art and craft store 1,000 gfa* 879 4.78 Pharmacy w/o drive-thru 1,000 gfa* 880 3.96 Pharmacy w/drive-thru 1,000 gfa* 881 4.40 Furniture store 1,000 gfa* 890 0.22 Drive-in bank 1,000 gfa* 912 24.24 Quality restaurant 1,000 gfa* 931 4.19 High turn-over restaurant 1,000 gfa* 932 6.22 Fast food w/o drive-thru 1,000 gfa* 933 13.08 Fast food w/drive-thru 1,000 gfa* 934 17.32 ---PAGE BREAK--- 152 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Auto parts and service 1,000 gfa* 943 2.54 Gas/service station gas pump 944 8.04 Gas station w/market gas pump 945 5.89 Net trip generation rate reduces the average trip rate based on pass- by trip percentages published in the ITE Trip Generation Handbook (2nd Edition, 2004). * gfa = per 1,000 square feet of gross floor area Source: Institute of Traffic Engineers (ITE), 2009 Kennewick Transportation Systems Plan (TSP) The projections indicate:  Columbia Drive - between Fruitland and Benton will reach 24,000 ADT vehicles with a west-bound peak hour volume of 1,000 and east-bound peak hour volume of 960 vehicles,  SR-397/Gum Street – between Columbia Drive and 10th Avenue will reach 30,000 ADT vehicles with a north-bound peak hour volume of 970 and a south-bound peak hour volume of 1,630 vehicles,  Kennewick Avenue – between Garfield and SR-397/Gum Street will reach 13,000 ADT vehicles with a west-bound peak hour of 8445 and an east-bound peak hour of 515 vehicles,  Columbia Drive intersections – at Washington Street would be LOS E without improvements and C with, at SR-397/Gum Street would be LOS E without improvements and D with. Non-motorized transportation Non-motorized transportation systems include parallel and on and off-road bicycling routes, sidewalks, pedestrian trails, and other walkway improvements. Some portions of non-motorized routes can be used for commuting purposes to reduce potential vehicular traffic volumes. Federal and state legislation now requires that bicycling and pedestrian planning to be included in a complete transportation- planning package. Kennewick has adopted goals and policies supporting pedestrian and bicycle travel as essential alternative modes of transportation and is committed to providing pedestrian and bicycle systems that are safe, functional, and coordinate with the roadway system, open space corridors, and existing park and recreational systems. The Benton-Franklin Council of Governments (BFCOG) has identified benefits and impediments to bicycle and pedestrian transportation in the 2001-2020 Regional Transportation Plan. Table 48: Non-motorized transportation benefits and impediments Bicycles Pedestrians Benefits Efficient, uses no fossil fuels, uses little physical space, good exercise, equipment relatively inexpensive. Efficient, uses no fossil fuels, requires little physical space, good exercise, inexpensive. Trip barriers Distance, safety, inadequate facilities, weather, time, and aesthetics. Distance (generally not more than 0.5 miles), safety, lack of sidewalks, lack of connectivity of sidewalks, weather, time, and aesthetics. Destination barriers Security, facilities, lack of employer support, status. Coordinate with public transportation, security, and status. Source: 2008 Kennewick Comprehensive Plan Properly located, designed and maintained – non-motorized trails can accommodate a significant portion of local resident travel between residential areas and shopping centers, schools, and places of employment. Separated or off-road commuting and recreational hike and bike trails can also satisfy local access needs between residential areas and parks, schools, commercial and employment areas, and the ferry terminal depending on the trail locations. Table 49: Major BB/RR non-motorized travel destinations Trails Sacajawea Heritage Trail Parks Columbia Park, Duffy’s Pond, Fruitland Park, Hatfield Park, Keewaydin Park, Layton Park, and Kennewick Memorial Swimming Pool Public schools Amistad Elementary School, Kennewick High School, and St Joseph’s Catholic School Civic facilities City Hall, Post Office, Public Library, Senior ---PAGE BREAK--- 153 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Center, Benton County Historical Museum, Police Department, and Kennewick Memorial Hospital Source: 2008 Kennewick Comprehensive Plan On and off-road walking and hiking trail standards Washington State Department of Transportation (WSDOT), the US Forest Service (USFS), and the American Association of State Highway & Transportation Officials (AASHTO) have developed standards for on and off-road walking routes including grade, shoulder clearing, width, path tread, and surface depending on the walking volume, skill, location, and other characteristics. Table 50: On and off-road walking and hiking standards Board/sidewalk Barrier-free Hiking Grade 1 2 3 4 5 6 7 8 9 Slope– sustain 5% 5% 8.3% 5% 8.3% 12.5% 10% 10% 10% Length- ft 80 80 160 80 160 160 100 300 500 Slope– max 8.3% 8.3% 8.3% 8.3% 14% 20% 20% 30% 30%+ Length- ft 30 30 30 30 50 50 Cross slope 2% 2% 2% 2% 3% 5% 5% 10% 10% Board/sidewalk Barrier-free Hiking Clearing 1 2 3 4 5 6 7 8 9 Shoulder width 0-2’ 0’ 0’ 2’ 2’ 1’ 1’ 0.5- 1’ 0.5- 1’ Road separation -10’ 0- 5’ 0- 5’ Height-ft 8’ 8’ 8’ 8’ 8’ 8’ 8’ 8’ 8’ Path read Width 2-way 10- 15’ 6’ 5’ 8’ 8’ 4’ 2’ 1.5’ 1’ Width 1-way 4’ 4’ 3’ Surface Concrete Yes Yes Yes Yes Yes Yes Asphalt Yes Yes Yes Yes Yes Yes Wood planking Yes Yes Yes Crushed rock Yes Yes Pea gravel Yes Bound wood chips Yes Coarse gravel Yes Yes Yes Yes Sand Yes Yes Yes Compact dirt Yes Yes Yes Yes Sources: Pedestrian Facilities Guidebook WSDOT/PSRC 1997, WSDOT Design Manual, Chapter 1020 – Bicycle Facilities May 2001, US Forest Service Handbook, Washington 1987, and American Association of State Highway & Transportation Officials (AASHTO) Guide for Development of Bicycle Facilities 1999. BB/RR sidewalk conditions Large segments of existing public roadways within the BB/RR area, and especially within the single family neighborhood between Columbia Drive and the railroad tracks west of Fruitland Street, lack basic sidewalk, curb, and gutter improvements. The lack of basic roadway infrastructure does not manage stormwater runoff, does not define pedestrian from vehicle areas, and creates an underdeveloped appearance that does not invite private future investments or confidence. Where roadway infrastructure has been provided, the vehicle allocation is often over-configured providing more width for vehicle traffic lanes and parking and less accommodation for pedestrian crossings, especially at all major street intersections. Curbs and gutters have been extended around corners in line with on-street parking aisles creating extended crosswalks requiring longer walking distances and times. This leaves pedestrians relatively invisible until they are in the middle of the street. Pedestrian crashes have been recorded on Columbia Drive at Garfield, Date, and Elm Streets and on Fruitland Street at Grand Ronde and Entiat Avenues, and Canal Drive. ---PAGE BREAK--- 154 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 155 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 156 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan On and off-road bicycle user definitions The 2009 Kennewick TSP defined the following types of bicycle facility users:  Children – riding on their own or with parents, may not travel as fast as the adult counterparts but still require access to key destinations in the community including schools, convenience stores, and recreational facilities. Residential streets with low motor vehicle speeds, linked with shared use paths, and busier streets with well-defined pavement markings between bicycles and vehicles can accommodate children without encouraging them to ride in the travel lane of major arterials.  Basic – or less confident adult riders may use bicycles for transportation purposes, e.g., to get to the store or to visit friends, but prefer to avoid roads with fast and busy motor vehicle traffic unless there is ample roadway with to allow easy overtaking by faster motor vehicles. Basic riders are comfortable riding on neighborhood streets and shared use paths and prefer designated facilities such as bike lanes or wide shoulder lanes on busier streets.  Advanced – or experienced riders are generally using bicycles as they would motor vehicles riding for convenience and speed with direct access to destinations with a minimum of detour or delay. Advanced riders are typically comfortable riding with motor vehicle traffic; however, they need sufficient operating space on the traveled way or shoulder to eliminate the need to shift position when passed by a motor vehicle. On and off-road bicycle route standards Washington State Department of Transportation (WSDOT), the US Forest Service (USFS), and the American Association of State Highway & Transportation Officials (AASHTO) have developed standards for on and off-road bicycle routes including grade, shoulder clearing, width, turning radius, and surface depending on the bicycle volume, skill, location, and other characteristics. Table 51: On and off-road bicycle route standards Bicycle routes by class On-road Off-road Grade 1 2 3 4 5 6 Slope – sustained 5% 10% 15% Length in feet 100’ 300’ 500’ Slope –maximum 11% 11% 11% 10% 30% 30%+ Cross slope 2% 2% 2% 5% 5% 5% Clearing – each shoulder Shoulder width 1’ 1’ 1’ Height in feet 8’ 8’ 8’ 8’ 8’ 8’ Path tread – width Width 2-way 5-6’ 4-5’ 2’ 1.5’ 1’ Turns Radius in feet 6’ 3’ 2’ Surface Asphalt Yes Yes Yes Coarse gravel Yes Yes Yes Sand Yes Yes Yes Compact dirt Yes Yes Yes * 14-foot minimum width vehicular travel lane Sources: Pedestrian Facilities Guidebook WSDOT/PSRC 1997, WSDOT Design Manual, Chapter 1020 – Bicycle Facilities May 2001, US Forest Service Handbook, Washington 1987, and American Association of State Highway & Transportation Officials (AASHTO) Guide for Development of Bicycle Facilities 1999. Existing BB/RR on-road bicycle route conditions Bicycle lanes or shy lanes are located on over 23 miles of roadways throughout the city mainly on arterials such as Canal Drive west of Edison Street and often near transit centers, shopping malls, and public facilities. Shared bicycle lanes are also designated on Columbia Park Trail, Washington Street between Columbia Drive and 10th Avenue with shy lanes north onto Clover Island, and SR- 397/Gum Street from Columbia Drive to 10th Avenue. Bicycle lanes also extend into other jurisdictions, particularly Richland. Bicycles are prohibited on the US-395/Blue Bridge but share lanes on the SR-397/Cable Bridge across the Columbia River. ---PAGE BREAK--- 157 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 158 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan There are, however, major gaps in the connectivity of the bicycle system, particularly in the older portions of the BB/RR revitalization area and historic downtown district. Multipurpose off-road trail standards Washington State Department of Transportation (WSDOT), the US Forest Service (USFS), and the American Association of State Highway & Transportation Officials (AASHTO) have also developed standards for multipurpose bike/hike/horse trails including grade, shoulder clearing, width, and surface depending on the user volume, skill, location, and other characteristics. Table 52: Standards – Multipurpose (bike/hike/horse) trails by class Grade 1 2 3 4 Slope – sustained 5% 5% 5% 5% Length in feet 80’ 80’ 80’ 80’ Slope –maximum 8.3% 8.3% 8.3% 11% Length in feet 30’ 30’ 30’ 50’ Cross slope 2% 2% 2% 2% Clearing – each shoulder Shoulder width 2’ 2’ 2’ 2’ Road separation 5’ 5’ 5’ 5’ Height in feet 10’ 10’ 10’ 10’ Path tread – width Width 2-way 14’ 12’ 10’ 8’ Surface Asphalt Yes Yes Yes Wood planking Yes Yes Yes Yes Crushed rock Yes Yes Yes Yes Compact dirt Yes Yes Sources: Pedestrian Facilities Guidebook WSDOT/PSRC 1997, WSDOT Design Manual, Chapter 1020 – Bicycle Facilities May 2001, US Forest Service Handbook, Washington 1987, and American Association of State Highway & Transportation Officials (AASHTO) Guide for Development of Bicycle Facilities 1999. Existing BB/RR multipurpose off-road trails The Sacagawea Heritage Trail is a 23-mile, paved pedestrian and non-motorized pathway located on top of the Columbia River flood control levee along the Columbia River sponsored by the Tri-Cities Rivershore Enhancement Council (TREC) and supported by the City of Kennewick, City of Pasco, City of Richland, Benton County, Franklin County, Port of Benton, Port of Kennewick, Port of Pasco, U.S. Army Corps of Engineers, Tri-Cities Visitor & Convention Bureau, and corporate partner Bechtel National, Inc. The trail was developed to identify the area's ties to the Lewis & Clark Expedition, which visited what is now known as the Tri-Cities area, in October 1805 and April 1806; to provide opportunities for heritage, cultural and environmental interpretation; to ensure the pursuit of safe and enjoyable shoreline recreation; and to diversify the local economy through tourism and rivershore enhancement. The trail is named in honor of Sacagawea, the Lemhi-Shoshone woman who accompanied Captains Meriwether Lewis and William Clark on their expedition, and served as an interpreter, guide and symbol of peace. Federal and local government agencies own the land though improvements to the Sacagawea Heritage Trail are made as funding and opportunities arise. Today the trail is open in Franklin County between the Sam Volpentest/Glen C. Lee (I-182) Bridges and Ed Hendler Memorial (Cable) Bridge, and from Sacajawea State Park through the Port of Pasco. The trail is also open from SR-397/Cable Bridge to Wye Park in Richland and from Wye Park to Richland's Columbia Point Marina. The final main trail section between the Cable Bridge and the Port of Pasco was completed in late 2007. Additional trail spurs and connections are being explored. 4.9.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase traffic volumes, particularly if local employees and residents continue to commute to places of employment outside of the BB/RR area in private vehicles. ---PAGE BREAK--- 159 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan An increase in urban development and thereby the overall population will also create traffic congestion, particularly on the city’s arterial roadway grid and at major intersections and connections on Columbia Drive with US-305, SR-240, and SR-397. Congestion will increase if Columbia Drive remains the only primary cross-city and regional vehicular travel corridor with the surrounding region, and to local community business and service activities. Increased urban development could also lead to a higher number of potential traffic accidents between vehicles, bicyclists, and pedestrians - if the local BB/RR and historic downtown road network is not improved to provide a grid system between the BB/RR and the historic downtown district. Congestion will increase if the road network is not balanced with other modal improvements including transit and non-motorized trail systems. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing the prevailing 2008 Kennewick Comprehensive Plan and 2010 Zoning Ordinance and Map would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. Alternative 1: No-action plan and policies or no-action would fail to accomplish the following:  Sustainable community – while Alternative 1: No-action will allow development of mixed use structures in the CC and CG zones, the zones are so inclusive of non-residential, open yard and lot land uses that it is problematic that underdeveloped and vacant lands will be effectively developed to build-out capacity for high quality, mixed use developments that incorporate retail pedestrian-oriented activities on ground or office uses on upper floors and, therefore, will not increase base and service employment activities with which to support projected residents of the BB/RR area. BB/RR residents will continue to commute out of the area for work, shopping, and play by private vehicle.  Multimodal transportation system – while Alternative 1: No- action will improve citywide non-motorized and transit systems it will not develop on and off-road walkways, trails, and bicycle lanes, or a looped transit service between the BB/RR and historic downtown district or rest of the city. The no-action or do-nothing alternative does not provide a balanced transportation system to serve potential residents and employees within the BB/RR revitalization area. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor. ---PAGE BREAK--- 160 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. 4.9.3: Mitigation measures Alternative 1: No-action Kennewick’s Zoning Map was updated in 2010 to reflect and implement the major policies outlined in the 2008 Kennewick Comprehensive Plan Update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) Title 18. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan Update to mitigate possible adverse impacts of all of the alternative growth scenarios: Benton Countywide Planning Policies (CWPP) - Kennewick transportation policies must be consistent with the Benton County- Wide Planning Policies as required in RCW 36.70A.210 of the Growth Management Act. The policies within the transportation section of the Comprehensive Plan are consistent with the applicable County- Wide Planning Policies as shown in the following table. Table 53: Benton Countywide Planning Policies (CWPP) Benton CWPP 2008 Kennewick Comprehensive Plan CWPP Encourage efficient multi-modal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans. Transportation Policy Support the Benton CWPP applicable to transportation. Transportation Policy Design multimodal transportation systems based on regional priorities. CWPP#1(10): Ensure that those public facilities and services necessary to support development shall be adequate to serve development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards…” Transportation Policy Deny land use proposals that would reduce the LOS of the adjacent streets and cannot meet concurrency or establish a strategy to follow in the absence of concurrency. Transportation Policy Maintain LOS standards and design that are regionally coordinated. CWPP#14: Maintain active county- city participation in the Regional Transportation Policy Organization in order to facilitate city, county, and state coordination in planning regional transportation facilities and infrastructure improvements to serve essential public facilities including Port District facilities and properties. Transportation Goal Coordinate transportation system improvement an dlevel of service standards with other jurisdictions and providers. Essential Public Facilities Policy Participate in the Benton- Franklin Council of Governments (BFCOG) to facilitate planning regional transportation facilities and infrastructure improvements that serve Essential Public Facilities. Source: 2008 Kennewick Comprehensive Plan Regional Transportation Planning Organization (RTPO) Levels of Service (LOS) - Kennewick’s roadways and facilities for alternative modes of traffic interconnect with those of Richland, Benton County, Franklin County, and Washington State. Traffic, including vehicles, pedestrian, bicyclists and trains, must be able to transition smoothly from one jurisdiction to another without undue congestion or hazards. The Regional Transportation Planning ---PAGE BREAK--- 161 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Organization (RTPO) has established the LOS for urban areas as and for rural areas as Coordination for levels of service is vital and is accomplished through cooperation with all of the affected jurisdictions, the RTPO, and the Benton-Franklin Council of Governments. The RTPO specific duties are for Benton, Franklin, and Walla Walla Counties and the cities within them and include:  Prepare and update a transportation plan for the region.  Prepare a Regional Transportation Plan (RTP) that is consistent with countywide planning policies, local comprehensive plans, and state transportation plans.  Certify that the transportation elements of local plans reflect the region’s guidelines and principles for transportation planning, are consistent with the RTP, and conform to GMA requirements.  Certify that countywide planning policies and the RTP are consistent.  Develop a six-year Regional Transportation Improvement Program (RTIP) with regionally significant transportation projects and programs and demand management strategies.  Designate a lead planning agency to coordinate preparation of the RTP and other responsibilities.  Review level of service methodologies to promote a consistent regional evaluation of transportation facilities and corridors.  Work with cities, counties, transit agencies, WSDOT, and others to develop level of service standards or alternative transportation performance measures. The transportation element of the 2008 Kennewick Comprehensive Plan are coordinated with the transportation plans of the RTPO, with the transportation plans of Richland and Pasco and the transportation plan of Benton County. Specific guidelines for meeting the requirements of regional consistency and certification process are contained in Appendix C of the 2001-2020 Regional Transportation Plan for the Tri-Cities Metropolitan Area and the Benton-Franklin-Walla Walla RTPO. Highways of Statewide Significance (HSS) - part of SHB 1487, passed in 1998 and known as the “level of service (LOS)” bill, requires the Washington State Department of Transportation (WSDOT) identify Highways of Statewide Significance (HSS). HSS routes include National Highway System designations, rural highways serving statewide travel, urban routes linking rural HSS, principle arterial ferry routes, long haul freight routes, and connections to ports. Improvements to HSS routes are to be considered priority for funding by the Washington State Transportation Commission. Designated HSS routes through the city of Kennewick are:  SR-240 from the northwest city limits to SR-395/Blue Bridge, and  SR-395/Blue Bridge from the southern city limits to the Franklin County line. WSDOT, in consultation with local agencies, is responsible for establishing LOS standards for HSS as these highways are not subject to local concurrency requirements. The LOS established for the Kennewick segments of SR-240 and SR- 395 is D as shown in the RTP. The RTP indicates multiple segments of SR-240 and SR-395 will reach LOS E and F by 2020 and have been identified as project priorities. Transportation concurrency - concurrency is defined by GMA to mean that needed improvements for water, sewer, and transportation for development proposals are in place at the time of development or that a financial commitment exists to complete the improvements within 6 years. Pursuant to WAC 365-195-510(1), land use proposals that would reduce service of the adjacent streets below adopted levels and cannot meet concurrency must be denied unless the applicant does one, or both, of the following:  Amend the application to reduce the need for capacity improvements of transportation facilities in order to maintain the adopted level of service; or  Arrange to provide capacity for transportation facilities that is not otherwise available. ---PAGE BREAK--- 162 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan If LOS standards are set too high they may stunt development prospects, if set too low they may avoid concurrency – both results are contrary to GMA. KMC Section 4.12.055 Project Concurrency is Kennewick’s response to the mandated requirement of WAC 365- 195-510 based on the following specific levels of service standards for transportation: Table 54: LOS for transportation concurrency Roadway LOS Signalized intersections – existing D Un-signalized intersections for driveways (minor street approach) E Signalized or un-signalized intersections with second site access point within 0.25 miles with a LOS D or better F Source: 2008 Kennewick Comprehensive Plan Concurrency compliance - state law requires development projects be denied in the absence of strategies to meet compliance with transportation concurrency. Specific actions and requirements for doing so must be identified pursuant to RCW 36.70A.070(6). Land use proposals that would reduce LOS of the adjacent streets and cannot meet concurrency requirements as established in KMC 4.12.055 Project Concurrency must be denied unless the applicant does one, or both, of the following:  Amend the application to reduce the need for capacity improvements of transportation facilities in order to maintain the adopted level of service; or  Arrange to provide capacity for transportation facilities that is not otherwise available. Concurrency can mean that improvements or plans for such improvements are in place at the time of development, or that a financial commitment is available to complete the improvements within 6 years. If a developer is unable or unwilling to amend the application in order to maintain the adopted transportation LOS, additional options may be available with approval of the City of Kennewick:  Demonstrate that the development will have a lower need for capacity than usual, or expected, and existing capacity is therefore adequate.  Developer assumes financial responsibility for funding to meet LOS standards.  Lower LOS standard on an emergency basis by amending or revising the Comprehensive Plan. Multi-modal strategies that could be used to meet concurrency include increased public transportation, ride-sharing programs, transportation demand strategies, or establishing innovative ways to pay for the needed improvements. Financing transportation improvements - Kennewick’s Capital Improvement Program is updated biennially and is intended to be a flexible, dynamic tool for the city. There are 6 guiding policies to provide for consistency between the Kennewick Comprehensive Plan, the biennial budget, and the Capital Improvement Program:  Ensure Kennewick’s land use and infrastructure elements are internally consistent.  Reassess Kennewick’s land use plan periodically to ensure consistency between capital facility needs and financing.  Use adopted LOS standards, operating criteria and/or performance standards to evaluate capital facility needs.  Base capital facility needs on employment and population projections developed by the city in conjunction with county and state estimates.  Update the CIP in conjunction with the annual Comprehensive Plan process.  Ensure that necessary capital facilities are provided as required by Kennewick’s concurrency ordinance. New projects are evaluated in terms of total cost and what impact the project will have on current and future operating costs. Arterial and Urban Arterial Street Funds - the capital improvement funds used for transportation funding include the Arterial Street Fund, the Urban Arterial Street Fund, and the Capital Improvement Fund. In 2005 the Safe, Accountable, Flexible, & Efficient Transportation Equity Act: Legacy for Users (SAFETEA – LU) became ---PAGE BREAK--- 163 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan law. It is the largest surface transportation investment in United States history with guaranteed funding of $244 billion for highways, safety, and public transportation. A significant amount of grant funding for Kennewick comes through this Act. Table 55: Arterial & Urban Arterial Street Funds Fund Definition Motor Vehicle Fuel Tax (MVFT) Cities receive $0.0075 of the $0.23/gallon gas tax based on population that is reserved for street construction and cannot be used for maintenance but is designated for construction, improvement, and repair of arterial highways and streets. Approximately $400,000 per year was projected to be available for the 2008-2013 period. Hazard Elimination Safety Program (HES) Makes federal dollars available to WSDOT for projects on a competitive basis (priority and available funds) to eliminate hazards or safety programs. Will pay 90% of total cost to maximum amount of $300,000. STP Competitive Funded from 1993 ISTEA 1998 TEA 21 and 2005 SAFETEA-LU available on a competitive basis through the local MPO and various statewide competitive programs. Last used by Kennewick for the Gage Boulevard widening/center parkway extension projects. Urban Arterial Street Fund UAP (Urban Arterial Program) Funded from the Urban Arterial Trust Account (UATA) for projects that improve mobility and safety. Funds are distributed across 5 regions statewide based on arterial lane miles and population. UCP (Urban Corridor Program) Funded from the Transportation Improvement Account (TIA) for large multi- jurisdictional projects. Funds are distributed across 3 regions statewide based on arterial lane miles and population. STP Competitive Funded from the 1993 ISTEA, 1998 TEA 21, and 2005 SAFETEA-LU available on a competitive basis through the local MPO and various statewide competitive programs. SP (Sidewalk Program) Established by the legislature in 1995 to provide funding for pedestrian projects. Funds are distributed across 5 regions statewide based on arterial lane miles and population. Source: 2008 Kennewick Comprehensive Plan Capital Improvement Fund (CIF) - is used for the acquisition or construction of major capital assets not identified with other capital funds, including streets. Revenue sources include that portion of optional local taxes designed for capital improvements, state grants, Public Works Trust Fund loans, and allocations from other funds. Table 56: Capital Improvement Fund (CIF) Fund Definition Optional sales tax Locally levied and distributed by state to each city on basis of collections within the jurisdiction. State law authorizes up to 0.05%. If both county and city are levying local sales tax, the city must allocate 15% of the amount it receives to the county. Resolution Number 95-43 designates optional sales tax to fund a street improvement program. Approximately $4,500,000 was forecast to be available from the 2005-2013 time period. Public Works Trust Fund (PWTF) Established in 1985 for low interest loans to eligible local governments for public works projects. Kennewick has received 10 loans for street projects, water lines, and the comprehensive street systems improvements as of 2005. Source: 2008 Kennewick Comprehensive Plan If these sources of funding are not available for some reason, the City does have several options for making up the shortfalls:  Use funds from another project that could be delayed without detriment.  Enact impact fees, special taxes, tools, assessments, or other revenue sources available to the city.  Develop a concurrency agreement stating that the necessary improvements will be provided within 6 years.  Change the land use pattern to lower the number of trips to ---PAGE BREAK--- 164 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan meet the LOS standards.  Deny the land use proposal generating the need for the improvement. Kennewick’s priority would be to make up any shortfalls with funds from another source. If this could not be done and the concurrency ordinance applies to the project, the city could either deny the proposed development or reassess the land uses in the area. This would be done to determine if changes to the land uses could be made that would result in a reduced LOS for the proposed project. If a project affects a neighboring transportation system, the proposal could be referred to the Regional Transportation Planning Organization (RTPO) for intergovernmental consideration. The Transportation Improvement Program (TIP) is prepared by the Benton-Franklin Council of Governments (BFCOG) to meet state and federal guidelines. The TIP is required for applications for state and federal transportation funding. Proposed projects are prioritized based on available funding and the BFCOG must certify that the TIP is in conformance with the Regional Transportation Plan. Capital Improvement Program (CIP) - is updated biennially and long-range projects designed to meet both current and future needs may be altered during each review. Long-range decision-making and budgeting is coordinated through the CIP. Also included in the CIP 2009-2014 are future public works projects and funding sources for the years 2012 to 2037. The future projects and funding are constantly being reviewed and updated and are site specific and include:  Grade separations  Signals or roundabouts  Upgrading existing signals  New street construction  Street improvements  Overlays of streets  Widening of streets Identified funding sources for the Public Works Future Projects are from the Arterial Street Fund, the Urban Arterial Street Fund, and the Capital Improvement Fund. Transportation Demand Management (TDM) programs or Demand Management Strategies - look for methods that will reduce the number of vehicles on roads in order to reduce the demand on the current system as well as demand for road improvements and new roads. The intent is for demand management programs to offer alternative, and low, or no-cost, solutions for road capacity problems by:  Ride sharing,  Alternative work hours, or flextime to reduce peak hour congestion & auto trips,  Use of public transit,  Non-motorized modes of travel such as bicycles and walking. TDM programs are generally successful when strongly encouraged and supported by individual employers and have the greatest impact on traffic congestion when used by employers with large numbers of commuting employees. There are 8 TDM strategies identified by the Benton-Franklin Council of Governments in the 2001-2020 Regional Transportation Plan. Strategy 4 has been adopted by Kennewick and the city may adopt additional strategies if travel demands exceed LOS standards.  Develop programs to reduce single occupancy vehicle (SOV) use, vehicle miles traveled, and minimize trip during peak periods.  Encourage employers to develop and implement transportation demand management plans that reduce single occupancy vehicle (SOV) use and travel during peak periods.  Continue to work with decision-makers, jurisdictions, and other agencies to encourage the US Department of Energy (DOE) to implement the Federal Employee Commute Trip Subsidy Program.  Encourage employers to offer flexible work schedules (flex time), telecommuting, 4-day workweek, and other incentives that reduce peak period travel and lessen the need for roadway capacity. ---PAGE BREAK--- 165 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Encourage commercial drivers to make deliveries and the shipping of freight during off-peak hours.  Investigate ways in which parking can be managed to decrease drive-alone commuters.  Explore land use strategies that can reduce the use of single- occupancy vehicles (SOV).  Gather support from jurisdictions and decision-makers to promote the adoption of the Commute Trip Reduction (CTR) law. Action strategies for environmental awareness - the Regional Transportation Plan (RTP), prepared by the Benton-Franklin Council of Governments (BFCOG), suggests 7 action strategies to address environmental awareness in transportation planning. Numerous goals and policies currently included in the Kennewick Comprehensive Plan indicate that the City is aware of the potential for environmental deterioration with growth and the expansion of transportation systems. Action Strategy 1: Ensure all elements of the RTP support environmental responsibility in order to meet federal and state requirements in air, water, and noise standards. Neighborhood Traffic Calming, KAC 13.40, addressed noise and vibration as environmental issues within neighborhoods. KMC Section 9.52, Noise, specifically deals with noise as decibel levels (dBA). Roundabouts are an additional way to reduce noise levels by eliminating the stopping and speeding that traditionally occurs at intersections. Additional federal and state environmental requirements will be met through SEPA and project review.  Transportation Goal 4: Create and maintain a roadway system that promotes function, safety and aesthetics with minimum adverse environmental impacts.  Transportation Policy 10: Encourage traffic reduction plans such as “park and ride” facilities, use of public transit, ride- sharing and staggered work hours for employees.  Transportation Policy 7: Link pedestrian and bicycle paths to open space corridors, park and recreation facilities and to systems of adjacent jurisdictions.  Transportation Policy 13: Increase aesthetics of the street environment through landscaping and streetscaping design.  Transportation Policy 14: Encourage sidewalks, streets, and streetscapes to be pedestrian-friendly. Action Strategy 2: Promote environmentally efficient modes of transportation such as transit, HOVs, bicycling, and walking in order to minimize negative impacts on the environment.  Transportation Policy 7: Link pedestrian and bicycle paths to open space corridors, park and recreation facilities and to systems of adjacent jurisdictions.  Transportation Policy 8: Encourage Homeowners Associations, citizen, and civic groups to develop and maintain neighborhood and citywide pedestrian and bicycle facilities.  Transportation Policy 10: Encourage traffic reduction plans such as “park and ride” facilities, use of public transit, ride- sharing and staggered work hours for employees. Action Strategy 3: Evaluate and coordinate education and awareness programs that address transportation impacts upon the environment. At this time, Kennewick has no specific transportation environmental education or awareness programs. Action Strategy 4: Promote development of alternatives to actions that adversely impact the environment. LOS standards identified in KMC Chapter 4.12 Project Concurrency, establish the baseline for determining potential impacts. Two alternatives to meet transportation concurrency can be approved by the City Engineer:  amending the application to reduce the need for capacity improvements for transportation facilities to maintain the adopted LOS, or  arrange to provide capacity for transportation facilities that is not otherwise available. Action Strategy 5: Coordinate with local agencies in identifying ---PAGE BREAK--- 166 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and mitigating the effects of the transportation system on sensitive areas. Transportation proposals that are located in or adjacent to a critical area will be reviewed through KMC Chapter 18.63 Critical Areas. They will also be reviewed through SEPA, at the local level, and other state and federal environmental reviews. Within the shoreline area, environmental review will be coordinated through KMC Chapter 18.66 Shoreline Management. The Benton-Franklin Clean Air Authority (BCAA) reviews projects for air quality impacts.  Critical Areas & Shorelines, Goal 3: Regulate or mitigate activities in or adjacent to critical areas or the shoreline to avoid adverse environmental impacts. Action Strategy 6: Promote the preservation of agricultural lands and open spaces and the conservation of fish and wildlife habitat. Open space corridors have been identified and are addressed in the Comprehensive Plan, Land Use Element - Urban Area section of the Technical Document. Goal 3 of Urban Areas indicates the city is committed to increasing the amount of open space, parklands, green belts, and trails, as development occurs to increase natural lands within the City.  Urban Area Goal 3: Add parkland, open space, recreational trails, and green belts as the city develops. Regulation and mitigation of critical areas, including fish and wildlife habitat areas, is addressed in KMC Chapter 18.63 Critical Areas. Specific regulations for conservation of fish and wildlife habitat areas are contained in KMC Section 18.63.60 Fish and Wildlife Habitat Conservation Areas.  Critical Areas & Shorelines, Goal 3: Regulate or mitigate activities in or adjacent to critical areas or the shoreline to avoid adverse environmental impacts. Action Strategy 7: Promote consistency with environmental rules and regulations. State Environmental Policy Act (SEPA) regulations are contained in KMC Chapter 4.08. GMA environmental goals and policies are incorporated throughout the 2008 Kennewick Comprehensive Plan and are used when reviewing project applications for consistency with the plan. Kennewick 2009 Transportation Systems Plan (TSP) – was recently completed including an assimilation of individual plan sections dealing with the:  street,  pedestrian,  bicycle,  transit and TDM,  freight mobility, air, and water transportation, and  financial systems. The TSP projects the following long-term street, sidewalk, and bicycle improvement projects: Table 57: BB/RR TSP long-term improvement projects Streets and intersections Project Location Content Kennewick Avenue- Union/Morain Streets Union to Morain Streets Widen to 3 lanes and reconstruct including center left-turn lane, curb, gutter, sidewalk, and shy lanes. Canal Drive-US- 395/Washington Street US-395 to Washington Street Widen and reconstruct including curb, gutter, sidewalk, illumination, center left-turn lanes, and shy lanes. Add eastbound and westbound left-turn lanes at the intersection of Fruitland Street. Washington Street/Columbia Drive Add an eastbound right-turn lane at the intersection. Columbia Drive/SR- 397/Gum Street Add a northbound left-turn lane at the intersection. Columbia Drive/Fruitland Add an eastbound right-turn lane at the intersection. ---PAGE BREAK--- 167 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Street Downtown railroad grade separation Railway crossing grade separation. Citywide traffic signal upgrade/retiming New signal system software, communications equipment, and retiming. Citywide intersection and corridor safety program Citywide signal modifications and retiming for flashing yellow left-turns. Pedestrian system projects Columbia Drive US-395 to SR- 397/Cable Bridge Reconstruct roadway and widen sidewalks. Washington Street Columbia Drive to Clover Island Drive Construct missing sidewalks. Canal Drive Carmichael Drive to Union Street Reconstruct roadway and widen sidewalks from Fruitland Street to Carmichael Drive – and construct missing sidewalks. Fruitland Street Columbia Drive to Kennewick Avenue Construct sidewalks. SR-397/Gum Street Columbia Drive to 1st Avenue Reconstruct roadway and widen sidewalks. Everett, Dayton, Cascade, Benton, Auburn Kennewick to 1st Avenues Construct sidewalks. Bicycle system project list 4th /1st Avenue Olympia Street to SR- 397 Consider restriping to add shy lanes. Olympia Street Canal Drive to Kennewick Avenue Evaluate possible shared- use path connection (preserve ROW). Fruitland Street Kennewick Avenue to Columbia Park Trail Street improvement to include shy lanes, curb, and sidewalk Source: 2009 Kennewick Transportation Systems Plan (TSP) Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia Park Trail – will be relocated off of the levee using West Klamath Avenue, North Kent Place, and a new roadway to be developed and dedicated by private development between Klamath and the Columbia Park Trail underpass of US-395/Blue Bridge.  Columbia Drive access points - will be reconfigured to simplify and reduce the number of cross traffic movements along the corridor, particularly where new mixed use developments occur between Fruitland and Washington Streets.  Columbia Drive median - will be reduced to allow turning lanes at Kent Place, Fruitland Street, Entiat Avenue, Benton, Washington, Cedar, and Elm Streets and the median remainder improved with street trees and native plant landscaping.  Railroad Avenue – will be extended west to provide access to a proposed incubator small business complex and east to provide a continuous roadway connection through the former cannery plant with Bruneau Avenue.  Street grid - will be connected and extended into Duffy’s Pond and the undeveloped properties located north of Columbia Drive.  UP and Port rail spurs - along the north side of Railroad and Bruneau Avenues will be discontinued and removed when current businesses no longer require active rail service and the roadways will be improved with traffic lanes, on-street parking, curbs, and sidewalks.  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge.  Benton Street on/off road trail – will be developed between Sacajawea Heritage Trail and the historic downtown to provide recreational as well as commuter access.  Canal Dike Trail – will be developed on the south side of the Columbia Irrigation District (CID) canal dike from the Civic Center west and up the hillside adjacent to Canal Drive to link the uplands residential areas with the historic downtown and BB/RR and Sacajawea Heritage Trail.  An extensive system of on-road bike lanes – will be installed on all collector and arterial streets within the BB/RR area except for ---PAGE BREAK--- 168 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Columbia Drive which carries too much traffic and is not wide enough to accommodate bike lanes and a widened sidewalk and streetscape improvement.  On-road bicycle lanes – will connect with the existing bike lanes and designated roadways on Columbia Park Trail, Clover Island, SR-397/Cable Bridge, and around the Civic Center to establish linkages with regional commuting and recreational bikeway travel and destinations.  Sidewalks – will be installed as public works projects on both sides of the railroad corridor and crossings on Fruitland, Benton, and Washington Street to match the scale and intensity of walkways on both sides of the corridor.  Curbs, gutters, and sidewalks – will be installed as public works projects on all existing local public roadways within the BB/RR area including the single family neighborhood south of Columbia Drive and west of Fruitland Street.  Curbs, gutters, and sidewalks – will be installed by developers to public work standards on all new roadway improvements within the BB/RR area including the vacant and underdeveloped lands north of Columbia Drive to the levee.  Columbia Drive streetscape – will be increased in width and intensity within the existing right-of-way with paving, street trees, furnishings, bus shelters, and other amenities the complete length of the BB/RR area from US-395/Blue Bridge to SR-397/Cable Bridge.  BB/RR-Civic Center streetscape enhancements – will be installed on Fruitland, Dayton, Benton, Auburn, and Washington Street to match and connect with the existing streetscape improvements within and around the historic downtown and Civic Center.  BB/RR streetscape enhancements – will be installed as public work projects and by developers on the remaining collector streets between Fruitland and Washington Streets, Bruneau Avenue, and all streets north of Columbia Drive to the levee.  BB/RR-Downtown-Civic Center shuttle loop – will be created by reconfiguring existing routes between BB/RR and the historic downtown using Fruitland, Washington and Gum Streets, and Columbia Drive, East 1st Avenue, and West 6th Avenue. In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Connectivity - is the level of connections between roadways in a transportation system where connectivity describes the efficiency of travel between any two points.  High levels of connectivity – are characterized by well- developed street networks, available alternative routes, quick response times for emergency vehicles, good mobility for pedestrians and bicyclists resulting in an efficient use of roadway.  Low levels of connectivity – are characterized by numerous dead-end streets, cul-de-sacs, and roadways that do not connect, resulting in poor response times for emergency vehicles, circuitous routing of pedestrian and bicycle travel, and inefficiencies in traffic flow. Low connectivity levels result in interrupted access in the event of a road closure, in the loss of development opportunities for some properties not served by the public roadway system, and high levels of congestion and bypass traffic on available streets. Much of the BB/RR revitalization area has low connectivity with few alternative connections and extended street spacing requiring difficult routings between areas. Alternative 2: BB/RR Revitalization Plan will improve connectivity levels within the BB/RR area and between the BB/RR area and the downtown and citywide transportation system by completing the streets grid, expanding the on and off-road non-motorized transportation system, and creating a transit shuttle or loop system between BB/RR, the historic downtown district, and the rest of the city. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  TDM programs - Kennewick could expand Transportation Demand Management (TDM) programs to include increased parking fees, increased commercial parking taxes, increase carsharing, decreased business district parking time allowances, and the establishment of neighborhood parking zones and permits, among ---PAGE BREAK--- 169 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan others to further stimulate use of other than single-occupancy vehicles (SOVs) within the BB/RR revitalization area.  CTR program - Ben Franklin Transit could expand Commute Trip Reduction (CTR) program subsidies from employers of more than 100 employees to include employers of between 20 and 100 employees in order to increase program participation and trip reduction benefits.  Growth impact fee assessments - Kennewick could increase GMA authorized transportation growth impact fees to assess new development projects for the cost required to improve the local vehicular, transit, and non-motorized transportation systems to accommodate the project's associated requirements and impacts within the BB/RR revitalization area.  Access management - Alternative 2: BB/RR Revitalization Plan may eventually impose access management policies and improvements on Columbia Drive to improve roadway operations, safety, and access to properties and increase capacity and traffic speeds. Access management techniques that may be considered include the following categories: Roadway operational controls – including:  Constructing refuge lanes or 2-way continuous left turn lanes,  Limiting turning movements through signage or channelization,  Constructing deceleration lanes,  Raising medians that limit left turns and cross traffic, and  Phasing traffic signals to facilitate continuous travel along the Columbia Drive corridor between the US-395/Blue Bridge and SR-397/Cable Bridge. Driveway access controls – including:  Creating internal circulation between parcels,  Developing shared driveways,  Limiting the number, spacing, and size of driveways,  Consolidating access for adjacent parcels,  Using 1-way driveways, and  Developing access driveways from minor streets 4.9.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase population levels, with associated increases in traffic, noise, and air pollution generated by increased travel if residents commute out of the BB/RR area by private vehicle to work, shop, or play. All alternatives will increase associated requirements for vehicle, transit, and non-motorized transportation system development, maintenance, and service enhancements. All alternatives will require the funding of additional roadway, transit, and trail system capacities and projects. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. However, Alternative 1: No-action, by continuing existing plans and policies will not create a sustainable community within the BB/RR area or include any measures to incentivize or promote the development of mixed use developments with employment, retail, and other locally supportable activities. Alternative 1: No-action will not create the comprehensive and more systematic improvements necessary to effectively balance the road network or modal transportation system. Alternative 2: BB/RR Revitalization Plan will manage the same amount of land as Alternative 1: No-action but subject to higher overall densities within mixed use, low-impact, green, and smart development patterns that generate employment and support for BB/RR residents. ---PAGE BREAK--- 170 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 171 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.10: Noise 4.10.1: Existing conditions Traffic on roadways and commercial and industrial operations generate ambient noise levels within developed urban areas. Traffic noise, however, is most directly linked to changes in land use, population, and employment. Noise Terminology Noise is defined by the following terms:  Sound - a vibratory disturbance transmitted by pressure waves through a medium air, water, and solids) and capable of being detected by a receiving mechanism, such as the human ear or a microphone.  Noise - sound that is loud, unpleasant, unexpected, or otherwise undesirable. In general, sound waves travel away from a ground- level noise source in a hemispherical pattern. As a result, the energy contained in a sound wave is spread over an increasing area as it travels away from the source. This results in a decrease in loudness at greater distances from the noise source.  Decibel (dB) - a measure of sound intensity based on a logarithmic scale that indicates the squared ratio of actual sound pressure level to a reference sound pressure level (20 micropascals).  A-Weighted Decibel (dBA) - a measure of sound intensity that is weighted to take into account the varying sensitivity of the human ear to different frequencies of sound. Typical A-weighted noise levels for various types of sound sources are summarized in Table 3.6-1.  Equivalent Sound Level (Leq) - Leq represents an average of the sound energy occurring over a specified period. In effect, Leq is the steady-state sound level that would contain the same acoustical energy as the time-varying sound that actually occurs during the monitoring period. The 1-hour A-weighted equivalent sound level (Leq 1h) is the energy average of A-weighted sound levels occurring during a 1-hour period.  Day-Night Level (Ldn) - the energy average of the A-weighted sound levels occurring during a 24-hour period, with a 10-dB penalty added to sound levels between 10:00 p.m. and 7:00 a.m. Table 58: Typical A-weighted sound levels Source dBA* Typical response Carrier deck jet operation 140 Limit amplified speech Limit of amplified speech 130 Painfully loud Jet takeoff - 200 feet 120 Threshold of feeling and pain Auto horn – 3 feet 120 Threshold of feeling and pain Riveting machine 110 Threshold of feeling and pain Jet takeoff – 2,000 feet 110 Threshold of feeling and pain Shout – 0.5 feet 100 Very annoying New York subway station 100 Very annoying Heavy truck – 50 feet 90 Hearing damage if 8 hours Pneumatic drill – 50 feet 90 Hearing damage if 8 hours Passenger train – 100 feet 80 Annoying Helicopter in flight – 500 feet 80 Annoying Freight train – 50 feet 80 Annoying Freeway traffic – 50 feet 70 Intrusive Air conditioning unit – 20 feet 60 Intrusive Light auto traffic – 50 feet 60 Intrusive Normal speech – 15 feet 50 Quiet Living room, bedroom, library 40 Quiet Soft whisper – 15 feet 30 Very quiet Broadcasting studio 20 10 Just audible 0 Threshold of hearing * A-weighted decibel levels Source: Federal Transit Administration 2006 A doubling of acoustical energy from a noise source results in a 3- dB increase in sound. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different than what is measured. ---PAGE BREAK--- 172 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Under controlled conditions in an acoustical laboratory, the trained, healthy human ear is able to discern 1-dB changes in sound levels if exposed to steady, single-frequency (“pure-tone”) signals in the mid-frequency (1,000–8,000 hertz [Hz]) range. In typical noisy environments, most people are able to detect sound-level increases of 3 dB, and a 10-dB increase is generally perceived as a doubling of loudness. Therefore, doubling sound energy doubling the volume of traffic on a highway) is generally perceived as a detectable but not substantial increase in sound level.  Attenuation rate - is used to describe the rate at which the intensity of a sound signal declines as it travels outward from its source. When distance is the only factor considered, sound levels from isolated point sources of noise typically decrease by about 6 dBA for every doubling of distance from the noise source. When the noise source is a continuous line vehicle traffic on a highway), sound levels decrease by about 3 dBA for every doubling of distance. Noise levels can also be affected by several factors other than the distance from the noise source. Topographic features and structural barriers that absorb, reflect, or scatter sound waves can affect the reduction of noise levels. Atmospheric conditions wind speed and direction, humidity levels, and temperatures) also can affect the degree to which sound is attenuated over distance. BB/RR land uses and noise-sensitive receivers Noise-sensitive receivers generally include residences, schools, parks, and places of worship. Generally, outdoor areas of frequent human use are considered noise sensitive. Noise-sensitive land uses in the BB/RR revitalization area are primarily associated with single-family houses, residential condominiums, apartment buildings, office buildings, and commercial buildings. Existing background noise levels The BB/RR revitalization area is likely affected by the following existing noise sources:  vehicles on public roads within the study area consisting primarily of Columbia Drive, SR-397/Gum Street  traffic on US-395/Blue Bridge and SR-397/Cable Bridge  rooftop equipment ventilation systems) on buildings Although no sound-level measurements were taken as part of this evaluation, noise levels within the BB/RR revitalization area are expected to be relatively high adjacent to Columbia Drive and along riverfront properties where sound is bounced off the water where normal vehicle traffic is the most significant contributor to noise levels. Typical background outdoor, daytime noise levels are estimated to be between 55 and 65 dBA in the BB/RR revitalization area, depending on distance from Columbia Drive and US-395 and SR-397 bridge approaches and over the water. 4.10.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase traffic volumes and noise levels associated with traffic, particularly if local employees and residents continue to commute to places of employment outside of the BB/RR area in private vehicles on Columbia Drive, US-395, and SR-397. An increase in urban development and thereby the overall population will also create traffic congestion, particularly on the city’s arterial roadway grid and at major intersections and connections on Columbia Drive with US-305, SR-240, and SR-397. Congestion and background traffic noise will increase if Columbia Drive remains the only primary cross-city and regional vehicular travel corridor with the surrounding region, and to local community business and service activities. All alternatives will retain light industrial (LI) zoning along the BNSF and UP railroad tracks and the corresponding noise levels created ---PAGE BREAK--- 173 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan by industrial and manufacturing operations as well as from passing freight and passenger trains. All alternatives will also temporarily increase construction noise levels on project sites and from truck and other equipment traffic into and out of the BB/RR revitalization area. Table 59: BB/RR build-out population projections Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,717 13,498 Additional population 9,644 12,425 Alternative 1: No-Action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands north of Columbia for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. Alternative 1: No-action plan and policies or no-action would fail to accomplish the following:  Sustainable community – while Alternative 1: No-action will allow development of mixed use structures in the CC and CG zones, the zones are so inclusive of non-residential, open yard and lot land uses that it is problematic that underdeveloped and vacant lands will be effectively developed to build-out capacity for high quality, mixed use developments that incorporate retail pedestrian-oriented activities on ground or office uses on upper floors and, therefore, will not increase base and service employment activities with which to support projected residents of the BB/RR area. BB/RR residents will continue to commute out of the area for work, shopping, and play by private vehicle increasing traffic and corresponding noise levels on Columbia Drive, US-395, SR-397, and local BB/RR streets. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking ---PAGE BREAK--- 174 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. 4.10.3: Mitigation measures Alternative 1: No-action Kennewick’s Zoning Map was updated in 2010 to reflect and implement the major policies outlined in the 2008 Kennewick Comprehensive Plan Update and other development regulations as required by the State Growth Management Act (GMA) and were adopted as part of the Kennewick Municipal Code (KMC) Title 18. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan Update to mitigate possible adverse impacts of all of the alternative growth scenarios: Federal and state traffic noise impact criteria  Federal Highway Administration (FHWA) - adopted criteria for evaluating noise impacts associated with federally funded highway projects, and for determining whether such impacts are sufficient to justify funding of noise abatement. These criteria are specified in the Code of Federal Regulations (23 CFR 772), Procedures for Abatement of Highway Traffic Noise and Construction Noise.  WSDOT - adopted the FHWA Noise Abatement Criteria (NAC) for evaluating noise impacts and determining whether such impacts are sufficient to justify funding of noise abatement for roadway improvement projects with state funding. In cases where no state or federal funding is involved, the WSDOT protocols are not applicable, but the WSDOT standard is considered a relative indicator of impact for State Environmental Policy Act (SEPA) evaluations. For WSDOT roadway projects, a noise impact occurs when a predicted traffic noise level under the design year conditions exceeds the WSDOT impact criteria, or when the predicted traffic noise level substantially exceeds the existing noise level. A 10-dBA increase over existing noise levels is considered to be a substantial increase and therefore a traffic noise impact. Table 60: FHWA noise abatement criteria and WSDOT impact criteria FHWA NAC dBA Leq WSDOT dBA Leq Description A 57 exterior 56 exterior Lands where serenity and quiet are of extraordinary significance and that serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose. B 67 exterior 66 exterior Picnic areas, recreation areas, playgrounds, active sports areas, parks, residences, motels, hotels, schools, churches, libraries, and hospitals. C 72 exterior 71 exterior Developed land, properties or activities not included in A or B above. D 72 exterior 71 exterior Undeveloped lands E 52 interior 51 interior Residences, motels, hotels, public meeting rooms, schools, churches, libraries, hospitals, and auditoriums. Source: Federal Highway Administration (FHWA) and WSDOT Noise abatement criteria may be exceeded justifying noise barriers, landscaping, building soundproofing, and other mitigation efforts along the approaches to US-395/Blue Bridge and SR-397/Cable Bridge if traffic volumes and congestion eventually require it, regardless of BB/RR redevelopment activities - particularly when traffic noise is transmitted by the Columbia River into the BB/RR revitalization area and Clover Island. While traffic volumes will increase on Columbia Drive, the lower operating speed on the roadway will likely to maintain noise levels below levels requiring major noise abatement projects or regulations. Kennewick noise regulations - Chapter 9.52 of the Kennewick Municipal Code (KMC) establishes limits on the noise levels and durations of noise crossing property boundaries. Permissible noise levels at a receiving land use depend on its environmental ---PAGE BREAK--- 175 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan designation for noise abatement (EDNA). Kennewick EDNAs are classified as follows:  Class A - lands where human beings reside and sleep, including all properties in the city which are zoned in single-family or multiple-family residential (RS, RL, RM, RH, RMH, RTP), public facility (PF – schools or parks), and open space (OS) classifications.  Class B - lands involving uses requiring protection against noise interference with speech, including all properties in the city which are zoned in commercial (CN, CC, CR, CG, CM, CO) and public facility (PF – city hall) classifications.  Class C - lands involving economic activities of such a nature that higher noise levels than experienced in other areas is normally to be anticipated. Persons working in these areas are normally covered by noise control regulations of the Department of Labor and Industries Such areas shall include all properties in the city which are zoned in industrial (IP, IL, IH), agricultural and public facility (PF – sewer treatment plant) classifications. Permissible noise limits are shown in Table 3.6-2. Between the hours of 8:00 pm and 6:00 am (nighttime hours), the noise limits are reduced by 10 dBA for receiving property within Class A EDNAs Table 61: Maximum permissible noise levels in dBA EDNA EDNA of: noise receiving property Source Class A Class B Class C A 55 dBA 57 dBA 60 dBA B 57 dBA 60 dBA 65 dBA C 60 dBA 65 dBA 70 dBA EDNA = environmental designation for noise abatement Source: Kennewick Municipal Code, Chapter 9.52 Noise For noise levels that exceed the above levels for short durations, maximum permissible sound levels are regulated as shown: Table 62: Adjustment to maximum permissible noise levels at receiving property line Duration of sound level with a 1- hour interval Add amount of maximum permissible sound level 25 minutes +5 dB 5 minutes +10 dB 1.5 minutes +15 dB Source: Kennewick Municipal Code, Chapter 9.52 Noise Sounds that are exempt, at all times, from the maximum permissible noise levels adopted by the city include, but are not limited to, the following:  sounds created by motor vehicles when regulated by KMC 9.52.040,  sounds originating from aircraft in flight, and sounds that originate at airports which are directly related to flight operations,  sounds created by surface carriers in interstate commerce by railroad,  sounds created by warning devices not operating continuously for more than five minutes, or bells, chimes, and carillons,  sounds created by safety and protective devices, where noise suppression would defeat the intent of the device, or is not economically feasible,  sounds created by emergency equipment and work necessary in the interests of law enforcement, or for the health, safety, or welfare of the community,  sounds originating from parades, races, sporting activities and similar public events,  sounds from existing refrigeration equipment for the preservation of retail food goods,  sounds created by watercraft regulated by Section 9.52.070,  sounds caused by natural phenomena and unamplified human voices, and  sounds caused by motor vehicles, licensed or unlicensed, when operated off public highways, except when such sounds are received in class A EDNA's. KMC Section 9.52.070 also regulates noise levels created by watercraft operated on the waters of Washington State requiring mufflers and measuring sound at the shoreline or anywhere within a receiving property. Watercraft noise levels are defined based on the date of the engine’s manufacture as specified in WAC 173-58- 080 and 090. ---PAGE BREAK--- 176 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Mixed use ground floor and pedestrian-oriented parking - will be provided in on-street angle parking in front of the building including provisions for expanded road right-of-way donations, if necessary. On-street parking will calm traffic resulting in lower speeds, less congestion, and a more pedestrian-friendly environment.  Mixed use design district overlay guidelines – will be adopted as an overlay district governing the design and development of new mixed use structures within the BB/RR MU zone including particulars specifying streetscape paving, furnishing, street trees, landscaping, green roofs and walls, and green gardens that will provide noise absorbing vegetation.  Reduce and control median lane traffic turning movements on Columbia Drive – to control right and left turn lanes at major street and traffic signal intersections to increase capacity and reduce traffic congestion and idling traffic noise levels with adjacent land uses.  Upgrade transit furnishings – including route signage, directories, transit stops, shelters, and service schedules and routings on Columbia Drive and the other routes within the proposed BB/RR, downtown, and Civic Center couplets to increase the use of transit rather than private vehicles resulting in lower traffic volumes and associated noise levels.  Install landscaping – including street trees, ground cover, and seasonal flowers in swales, green strips, and planter boxes with cisterns and other stormwater collection and watering systems under a “green street” planting concept throughout the BB/RR revitalization area providing noise absorbing vegetation – particularly adjacent to US-395 and SR-397 rights-of-way and bridge approaches.  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge to increase commuting opportunities and reduce use of private vehicles and associated traffic and noise levels. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  Sound reduction building codes – could be adopted or incorporated into existing Kennewick building codes where buildings will front onto or back up to US-395/Blue Bridge and SR- 397/Cable Bridge approaches. Code particulars could require extra soundproofing, less window or other transparent surface areas, nonresidential uses, and other design, construction, and site particulars to control noise intrusions within the BB/RR revitalization area.  Noise abatement projects – could be requested of FHWA and WSDOT to reduce noise levels associated with traffic on US- 395/Blue Bridge and SR-397/Cable Bridge approaches by installing heavy vegetation on the approach slopes, sound barrier walls, or other means.  Construction noise abatement - to reduce the potential for temporary, adverse noise impacts associated with construction, where the city has determined a noise control plan is required, the contractor could be required to:  use enclosures or walls to surround noisy stationary equipment,  install mufflers on engines,  substitute quieter equipment or construction methods,  minimize time of operation, and  locate equipment as far as practical from sensitive receptors. 4.10.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase noise levels as a result of increase vehicle traffic on Columbia Drive, US-395, and SR-397, and temporary noise created by construction activities. The application of mitigation measures specified in KMC Chapter 9.52 will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 177 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11 Public services 4.11.1 Police and court services 4.11.1.1: Existing conditions Kennewick's Police Department is city-owned and operated with 92 commissioned officers and 21 support personnel. The Police Department provides policing services within the corporate city limits. The 7 county islands within Kennewick city limits and all areas outside of the city are served by the Benton County Sheriff's office. The Police Department is located south of City Hall at 741 South Dayton in a building that was remodeled for Police use in 1990. The building contains offices and meeting rooms only, with court services provided by a Benton County facility. Police calls during the 5 years from 1999-2003 increased an average of 6.8% per year compared to an average population increase during the same time period of 2.7%. 4.11.1.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for additional police and judicial equipment and facilities - if present facilities remain the primary security resources available to residents of the BB/RR revitalization area. Table 63: BB/RR police requirements Police requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Officer/population LOS ratio/1,000 pop* 1.52 1.52 LOS requirement at existing population 1.6 1.6 LOS requirement at build-out 16.5 20.5 Additional requirement at build-out 14.9 18.9 * Kennewick’s adopted level-of-service (LOS) standard citywide. Source: 2008 Kennewick Comprehensive Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more officers were the department to maintain the current level-of-service (LOS) of 1.52 officers per 1,000 persons. The department would probably not need to expand the existing police station to house larger rotating shifts of patrol and investigation officers, provide daytime information, and other ---PAGE BREAK--- 178 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan services. However, the department may require additional supporting administrative, communication, and other personnel space in addition to patrol cars and other equipment if BB/RR revitalization area crime and property response request rates approximate other similarly developed urban areas. The Kennewick Police Department is well located to provide an emergency operations center in the event of a 100-year flood, hazardous materials or other emergency occurrence on Columbia Drive or the BNSF and UP railroad tracks. The District Court may need to operate longer hours to accommodate an increased caseload. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population and employment increase over Alternative 1: No-action would require more officers were the department to maintain the current level-of-service (LOS) of 1.52 officers per 1,000 persons. Like the no-action or prevailing plan, the department would probably not need to expand the existing police station to house larger rotating shifts of patrol and investigation officers, provide daytime information, and other services. However, the department may require additional supporting administrative, communication, and other personnel space in addition to patrol cars and other equipment if BB/RR revitalization area crime and property response request rates approximate other similarly developed urban areas. Like the no-action or prevailing plan, the District Court may need to operate longer hours to accommodate an increased caseload. 4.11.1.3: Mitigation measures Alternative 1: No-action Police services and protection requirements increase with population growth and the intensity of development. Provisions for police protection to any urban area are dictated by established standards at the federal, state, and local levels. Kennewick’s Department Policies and Procedure Manual adhere to the established standard of the Washington State Sheriff's and Chief's association. Currently, the ratio of commissioned law personnel per 1,000 persons in Kennewick is 1.52. 29 additional officers have been hired since 1993 to improve public service levels. Generally, the goal is to achieve a ratio of approximately 2.00 commissioned personnel per 1,000 persons. There is a direct correlation between the number of patrol officers available and the percentage of time spent on "operational labor". The most recent evaluation of officers' time found that over 40% of ---PAGE BREAK--- 179 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan is spent on "operational labor." Each additional officer added to the force reduces this figure by about Time needed to conduct follow-up investigations and detective activity is not as clearly defined and measured, since jurisdictional priorities and individual agency practices impact these activities. Nevertheless, the number of open cases and the average age of such cases can be used to determine the adequacy of detective workloads. Unlike fire responses, there are no established guidelines for police response times. Actual response times range from a few minutes to hours. Equipment must also be purchased and maintained in order to be constantly operational. Normally, patrol cars are replaced every 3 years. The Kennewick Police Department facility located at the corner of 8th Avenue h and South Dayton Street includes approximately 17,000 square feet and very limited and unsecured parking for department vehicles and staff. Due to the space constraints, many services are limited in this location. Currently a new Public Safety Building is being planned to accommodate the police department’s future needs. Concurrency – RCW 36.70A.030 requires local governments provide public facilities based on concurrency requirements, which according to WAC 365-195-210 means that adequate public facilities are available without decreasing LOS when the impacts of development occur. Concurrency is mandated for transportation facilities while other public facilities may be considered for concurrency. The list of such additional facilities is locally defined (WAC 365-195-070 Two options are available to meet concurrency and LOS requirements:  Facilities must be in place at the time of development.  Facilities must be in place within 6-years of the development. Based on state mandates and guidelines, Kennewick has determined the following facilities be considered as Capital Facilities under the Capital Facilities Plan for concurrency and financing purposes. Table 64: Kennewick concurrency requirements Category 1 Category 2 Locally provided GMA concurrent facilities/LOS required concurrency at the time the impact occurs; 6-year plan for transportation:  streets  roads  water  sewer Locally provided, GMA concurrency not required/LOS or Planning Assumptions. General financing plan/commitment must be in place with city monitoring:  parks  stormwater facilities  solid waste management  police  fire Source: 2008 Kennewick Comprehensive Plan, Capital Facilities, Technical Document  Category 1 - a public facility or service owned and operated by Kennewick that is in place at the time when the impact occurs. For transportation, there is at least a financial commitment in place to provide the service within 6 years. All Category 1 capital facilities are subject to Kennewick GMA concurrency requirements. Public facilities other than transportation can be locally identified for concurrency purposes. After reviewing all of the capital facilities required for growth under City control, the City of Kennewick has determined that streets and roads, domestic water, and sanitary sewers are Category 1 capital facilities and will be subject to the concurrency requirements. Streets and roads are included under this category as a result of both the requirements of the Growth Management Act (RCW 36.70A.070(6)(b)) and because of concerns relating to traffic congestion and safety. Sewer and water are included because of both the requirements and recommendation of WAC 365.195.070(3) and because of their critical relationship to public health and safety, and environmental quality.  Category 2 - a public facility or service owned and operated by Kennewick which is not required to be either in place or have a financial commitment at the time of development, and for which goals and policies have been adopted, 6-year capital facilities have ---PAGE BREAK--- 180 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan been planned, and funding needs have been projected. Kennewick has determined that fire protection, law enforcement, parks and recreation, solid waste management and storm water facilities are all Category 2 capital facilities. For fire protection, this decision is based on the ability of current laws to assure that new growth will meet minimum fire protection standards. For the remaining facilities and services, it is based on the range of acceptability in service levels for these facilities, and the less quantifiable impacts these facilities have directly on public health and safety. It is the city’s intent that these capital facilities will be funded as part of the ongoing adopted capital facilities budget of the city. This budget process, upon approval of the City Council, will become the funding level for these facilities. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Bike and foot patrols – could be conducted within the mixed use zones where higher density developments create a more concentrated population and workforce within a pedestrian- oriented community. The development of more walkways, trails, and other bike and pedestrian networks under Alternative 2: BB/RR Revitalization Plan may make this more feasible than under Alternative 1: No-action’s emphasis on vehicular transportation and development patterns. 4.11.1.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase police, emergency management, and court requirements. All alternatives will increase associated requirements for personnel, vehicles, equipment, and facility development, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 181 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.2 Fire and emergency medical response 4.11.2.1: Existing conditions Kennewick’s Fire Department is city-owned and operated, and employs 81 personnel (57.5 funded by the general fund and 23.5 funded by the medical services fund). The Kennewick Fire Department, Benton County Fire District and other contracted Emergency Medical Services (EMS) agencies are responsible for delivering fire protection EMS for the city. Richland and Pasco provide mutual and automatic aid, as needed. In 2007, the Department responded to a total of 6,719 calls (5,112 EMS, 255 Fire, and 1352 other calls for service). Table 65: Kennewick Fire & EMS facilities Built Bays Equipment Station 61 1977 4 Engine, medic, grass, reserve engine Station 62 1994 4 Aerial, medic, reserve medic, B/C, brush engine Station 63 1979 3 Engine, medic, grass Station 64 1994 2 Engine, medic Fire Training Center 2004 N/A None Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Plan, Technical Document Kennewick’s Fire Department has 5 fire engines, 1 aerial, 2 reserve engines, 3 grass trucks, and 5 ambulances. The total replacement cost of the apparatus is $6,000,000. Kennewick currently owns 4 fire stations and a training facility located within the 27 square miles of the city service area. The 4 stations are strategically placed around the city at:  Station 61 - 600 South Auburn (serving the BB/RR area)  Station 62 - 414 North Morain  Station 63 - 7400 West Quinault  Station 64 - 2620 West 27th Avenue The station locations are predetermined by the response area and proximity to a major intersection or thoroughfare at predetermined placements to allow for a rapid response in all directions. For optimal coverage, fire stations should be located roughly 1.5 to 2.0 miles apart. Along with the 4 fire stations, Kennewick jointly owns and operates a central training facility with Benton County Fire District 1 located at 1811 South Ely Street. The facility was constructed in 2004 using a combination of agency personnel and contractors and consists of an administration building with a large classroom and offices, a 3- story fire training tower, and a 2-story support building. The Fire Department has several long running management programs and systems in place to help mitigate emergency incidents including the Mutual and Automatic Aid agreements between local jurisdictions and local communities, and the Pre- Hospital Mass Causality Incident (MCI) plan. Kennewick currently has agreements in place with Richland and Benton County Fire District 1. In 2008, the Department took part in a 3 year Master Inter-local Agreement to collaborate with the Richland Fire Department, Benton County Fire Districts 1, 2, and 4 in a Joint Fire Administration Center constructed at 8656 West Gage Boulevard which currently houses 21 administrative staff for all 5 agencies. 4.11.2.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the ---PAGE BREAK--- 182 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 183 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan demand for additional fire and EMS personnel, equipment, and facilities - if present facilities remain the primary security resources available to residents of the BB/RR revitalization area. Table 66: BB/RR fire requirements Police requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Fire staff/population LOS ratio/1,000 pop* 1.23 1.23 LOS requirement at existing population 1.3 1.3 LOS requirement at build-out 14.1 16.6 Additional requirement at build-out 12.8 15.3 * Kennewick’s 81 fire department personnel/65,860 population in 2008=adopted level-of-service (LOS) standard of 1.23 personnel per 1,000 persons citywide compared with a national average of 1.50 personnel per 1,000 persons. Kennewick’s LOS is based on response time – 5 minutes for fire response and 4 minutes for EMS response time for 80% of all events. Source: 2008 Kennewick Comprehensive Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more fire and EMS staff were the department to maintain the current level-of-service (LOS) of 1.23 fire and EMS staff per 1,000 persons. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. ---PAGE BREAK--- 184 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The additional population increase over Alternative 1: No-action would require more fire and EMS staff were the department to maintain the current level-of-service (LOS) of 1.23 fire and EMS staff per 1,000 persons. 4.11.2.3: Mitigation measures Alternative 1: No-action Demand for fire and EMS services increases as the population and land area increase resulting in more buildings, open undeveloped properties, and risks of all types. Other factors that also impact the supply and demand for quality services include legislative, personnel, water supplies, equipment, and insurance ratings. Kennewick’s fire response time - is based on 5 minutes for over 80% of all fire events and 4 minutes for over 80% of all EMS events. Under this standard, certain areas to the southeast and southwest of the city are not currently covered. Options for increasing the LOS response time in these areas include:  Improve the transportation system - especially in the least served areas. The transportation system has a direct effect on the LOS of fire and EMS, and in order to keep response times to a minimum, the department depends on an efficient and well- maintained transportation system.  Evaluate existing fire station locations and add new stations - to reduce and optimize the service distance between each station. Land has been acquired to develop a future fire station at Montana and 10th Avenue on the southwest end of the city by 2010 to accommodate build-out of the Hanson Park area and in response to the closing of several Benton County Fire District 1 fire stations due to the annexation of county lands within the UGA. Over the next 10 to 15 years, the city will be looking at 2 additional stations - one in the south central or Southridge area and one at the southeast end of the city. Fire and EMS staffing needs - are dictated by the tasks involved to safely fight fires, perform rescues, or run ambulances. The standard for the department is a 3-person firefighting team though it is less desirable than a 4-person crew. The same applies towards rescues requiring ambulance responses. Funding and training is typically the final determination of staffing requirements and resulting LOS standards. Changes in firefighting specialization will affect training and staffing requirements and LOS standards. As of 2008, Kennewick’s Fire Department staffing LOS was 1.23 fire personnel per 1,000 persons compared with a national average of 1.50 firefighters per 1,000 persons. As state and local legislation requires the installation of more fire detections systems, fire alarms, and fire extinguishing systems in new building developments, fire protection service delivery should remain relatively constant compared to growth. However, service demands will increase on department personnel, as fire detection and suppression systems must be inspected and regulated in accordance with city and state laws for the life of the building. Water supply capability - in addition to staffing levels and response times, the city’s water supply capability also affects the cost of annual insurance premiums for residential and business owners. The Washington State insurance grading system evaluates the municipal water system regarding sustained capacity and storage quantities available for suppressing fires or “fire-flow”. The availability of an adequate water system is critical in determining the capability of a community’s firefighting ability. Fire insurance ratings are determined by the Washington Surveying and Rating Bureau – a quasi-state agency. The Bureau evaluates the capacity to receive, control, and deal with fire emergencies and determines the insurance class and thereby fire insurance premiums for an area under a 10 class rating system where 1 is the best and 10 is no fire protection available. Kennewick currently has a class 4 insurance rating. The Bureau considers the water system’s style and type of hydrants, location of hydrants, water pressures, size and age of water mains, pumping capability, requirements for pumping versus gravity feed, water storage capability, and the overall reliability of the system. ---PAGE BREAK--- 185 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Concurrency – Kennewick has determined that fire protection, is a Category 2 capital facility based on the ability of current Fire Department services to meet current laws that assure that new growth will meet minimum fire protection standards. As a Category 2 capital facility, fire protection facilities are not required to be either in place or have a financial commitment at the time of development provided goals and policies have been adopted, 6-year capital facilities have been planned, and funding needs have been projected. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will employ the same mitigation measures identified under Alternative 1: No-action, though of a scale appropriate to a larger population and employment force to mitigate possible adverse impacts: 4.11.2.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase fire and EMS requirements. All alternatives will increase associated requirements for personnel, vehicles, equipment, and facility development, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 186 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.3 Schools 4.11.3.1: Existing conditions The Kennewick School District (KSD) has developed and operates 14 elementary, 4 middle, 3 high schools, and 1 skill center. Table 67: Kennewick School District (KSD) facilities Elementary Built Gross sf Site acres Amistad 1992 44,473 11.7 Canyon View 1978 43,087 13.0 Cascade 1982 42,854 11.1 Eastgate 1952/85/90 45,554 17.0 Edison 1960/77/01 46,806 14.5 Hawthrone 1956/95 44,965 15.0 Lincoln 1983 42,854 10.0 Ridge View 1993 44,473 11.0 Southgate 1978 42,854 10.0 Sunset View 1981 42,854 8.0 Vista 1961/66/98 44,894 11.6 Washington 1957/95 44,965 15.2 Westgate 1952/84 40,676 15.0 Subtotal 971,309 160.0 Middle Desert Hills 1977 88,362 20.0 Highlands 1959/66/94 92,290 20.5 Horse Heaven Hills 1993 88,500 30.0 Park 1963/99 96,837 30.0 Subtotal 365,989 100.5 High Kamiakin 1970 ('81, ‘04) 228,987 30.0 Kennewick 1951 ('81, '91) 221,653 27.0 Tri-Tech 1981 (‘07) 87,520 10.5 Southridge 1996 254,542 50.0 Subtotal 792,702 117.5 Total 2,130,000 378.0 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document BB/RR school students attend Amistad Elementary located at 930 West Fourth Avenue, Horse Heavens Hills Middle School located at 3500 West Vancouver Avenue for households residing west of Fruitland Street and Park Middle School located at 1011 West 10th Avenue for households residing east of Fruitland Street, and Kennewick High School located at 500 South Dayton Street. School demand is created by:  an increase in the total school-age population, and  state requirements regarding school size and capacity. Table 68: KSD school enrollment trends 2006/07 2007/08 2008/09 2009/10 Elementary 5,853 6,182 6,440 6,578 Middle 3,275 3,243 3,337 3,368 High 4,360 4,443 4,374 4,476 Parent 75 118 139 147 Tri Tech 456 465 487 490 Running Start 127 144 171 158 Total 14,146 14,595 14,948 15,217 Source: Kennewick School District 2010 Financial Statement KSD student enrollment projections are based on a cohort survival method utilized by the Washington State Office of the Superintendent of Public Instruction (OSPI). The methodology ages the existing population through the projection period accounting for average birth, death, and migration trends using average age specific survival rates. However, the methodology does not account for population increases that may result from the in-migration of households seeking employment within the local area or as a result of residential developments within a city. ---PAGE BREAK--- 187 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.3.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall resident population will in turn increase the demand for additional education personnel, equipment, and facilities - if present facilities remain the primary educational resources available to residents of the BB/RR revitalization area. According to a correlation of KSD enrollment and 2008 census household statistics, an average dwelling unit or household generates 0.2634 elementary school (kindergarten to 5th grade), 0.1382 middle school (grade 6th to 8th), 0.1893 high school (grades 9th to 12th), and 0.0309 Parent, Tri Tech, and Running Start enrollees or a total of 0.6218 students. Table 69: BB/RR education requirements Education requirements Alt 1: No-action Alt 2: BB/RR Plan Dwelling units existing 395 395 Dwelling unit holding capacity 5,599 6,869 Additional dwelling units 5,204 6,474 Level of service (LOS) Student ratio/household* 0.6218* 0.6218* LOS requirement at existing population 246 246 LOS requirement at build-out 3,481 4,271 Additional requirement at build-out 3,235 4,025 Student ratio/household* 0.2634** 0.2634** LOS requirement at existing population 104 104 LOS requirement at build-out 1,475 1,809 Additional requirement at build-out 1,371 1,705 * KSD’s student generation per dwelling unit for all grade levels citywide based on 2006/2008 ACS and KSD Financial Statement enrollment levels for 2007/2008. KSD’s more likely elementary student generation based on type of housing units to be developed in BB/RR’s high density, mixed use, sustainable community catering to individuals, couples, and family starters with younger age children. Under either alternative, the BB/RR revitalization area will be developed and redeveloped with higher density housing oriented to individuals, couples, and young family starters, as well as empty nesters and seniors that do not generate high ratios of school age children. In addition, fertility rates have been declining steadily over the years further reducing the number of children being produced for a typical household, let along household types that do not contain high ratios of dependent children. As a result, the BB/RR revitalization area, other than the existing single family housing located south of Columbia Drive and west of Fruitland Street, is not likely to produce school age children in the ranges typical of other areas of the city. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. ---PAGE BREAK--- 188 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 70: Washington State Office of State Superintendent of Instruction (OSPI) school guidelines School Number students Minimum acres* Sq ft/ student** Elementary 500 15 90 Middle 800 30 117 High 1,500 50 130 Elementary=grades K-6, middle=grades 7-8, and high=grades 9-12. * Minimum acreage for elementary is 5 acres plus 1 acre additional for every 100 students plus 5 additional acres if the school contains any grade above grade 6. Plus an additional allowance of 144 square feet per handicapped student. Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document In accordance with Washington State OSPI guidelines, Alternative 1: No-action could generate enough elementary age school students within the BB/RR revitalization area to require an expansion or addition of between 2-3 more elementary school facilities with a minimum site area between 30-45 acres somewhere within 1 mile of the BB/RR revitalization area unless school age children are bused to another existing facility within the existing KSD system. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. Like Alternative 1: No-action, Alternative 2: BB/RR Revitalization Plan could generate enough elementary age school students within the BB/RR revitalization area to require an expansion or addition of between 3-4 more elementary school facilities with a minimum site area between 30-45 acres somewhere within 1 mile of the BB/RR revitalization area unless school age children are bused to another existing facility within the existing KSD system. 4.11.3.3: Mitigation measures Alternative 1: No-action As populations and land area increase, demands for all governmental services, including police services and protection naturally increase. Provision of police protection to any urban area is dictated by established standards at the federal, state, and local levels. Concurrency – public schools, although an important factor for growth, have not been included in the Kennewick capital facilities list for concurrency. KSD operates under the district’s own specific state guidelines and develops a 5-year capital improvement plan in order to be eligible for state education funding. KSD completes a 5-year projection for school going age cohort based on the number of births and current enrollments within the district. KSD becomes eligible for state matching construction funds when the projection indicates an acceptable student population for a new school. KDS, therefore, offers services after the growth occurs, rather than prior to or concurrently with growth. Growth impact fees - Washington State provides local school districts with construction fund monies for building and modernization projects. The funds come partly from the sale of ---PAGE BREAK--- 189 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan timber from state lands and from the state legislature. However, the state also has limitations on the amount of state funds that can be provided to local school districts, particularly those impacted by rapid urban development. "Un-housed" students (those that exceed a school's physical capacity based on state established ratios of space per student) are accommodated in portable units until the district qualifies for state matching funds for the construction of new facilities. In accordance with the provisions of GMA, a school district may impose a growth impact fee to finance the “un-housed” space requirements that will be created by new residential development that cannot be met by existing school capacity. Kennewick currently collects a school impact fee of for every new house constructed within city limits. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will employ the same mitigation measures identified under Alternative 1: No-action, though of a scale appropriate to a larger population to mitigate possible adverse impacts: In addition to the measures listed under Alternative 1: No-action, the following measures could be incorporated into Alternative 2: BB/RR Revitalization Plan implementation ordinances and programs to mitigate possible adverse impacts:  Increase growth impact assessment fee - Kennewick, on behalf of KSD, could increase growth impact fee assessments to cover a greater proportion of the impact and demand generated for younger school age children within the BB/RR revitalization area.  Program additional facilities – working with KSD to expand existing elementary school facilities and/or acquire and develop new additional facilities within the service area of the BB/RR revitalization area.  Joint use facilities - consider joint venturing public and educational facilities including parks and recreation, maintenance yards, and other facilities to provide a greater response capability than would be accomplished by Kennewick or the KSD alone or otherwise in response to the BB/RR revitalization area redevelopment. 4.11.3.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase dwelling units and therefore school age children educational requirements. All alternatives will increase associated requirements for educational system personnel, vehicles, equipment, and facility development, maintenance, and service enhancements. All alternatives will create more students at BB/RR build-out than present KSD facilities may have the capacity to educate. All alternatives will require the funding of continued school expansion and growth related development projects to adequately provide educational services as a result of BB/RR redevelopment. However, the application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 190 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.4 Water supply services 4.11.4.1: Existing conditions Kennewick’s water supply Kennewick’s water is provided by 2 Ranney Collectors (Numbers 4 and 5) and the Water Treatment Plant which treats water from the Columbia River of a total capacity of 30,500,000 gallons per day (mgd). Ranney collectors 1, 2, and 3 are located on Clover Island but the infrastructure has been removed and they are no longer in service. Kennewick has also acquired 3 low capacity wells that provide intermittent supply to small isolated water systems including the Soccer Association Well (10 gallons per minute), Kiwanis Well (25 gpm), and the Columbia Park Campgrounds Well (70 gpm) which are all located in Columbia Park. Kennewick provides water and sewer services - to residents within the city limits unless a prior commitment for service has already been established. Annexation is required prior to the provision of water and sewer services to people beyond the existing city limits. The current service area includes the city limits and portions of the UGA which included approximately 67,871 city and non-city residents in 2007. Kennewick’s per capita water demand varies during the summer and winter days but averaged 152 gallons per capita per day (gpcd) based on both winter and summer trends in 2007. The 2007 average demand was 231 gpcd during the summer and 92 gpcd per the winter months and included domestic and non-domestic uses, such as commercial and industrial usage in addition to unaccounted water due to leaks in the system (Source: Kennewick Water System Plan 2009; pg.2-8). The average daily demand for 2007 was 10,340,000 gallons (10.34 mg) and the summer peak daily demand was nearly 19,280,000 gallons. The capacity of the present supply is 30,500,000 gallons meaning the system was running at 63% capacity during the peak summer day in 2007. The 2009 Kennewick Water System Plan includes source, storage, and distribution capital improvements projects in response to expected growth patterns within the established UGA. Distribution and storage - water is distributed throughout the city through 362 miles of water mains of various diameters with pump/booster stations and storage reservoirs. The ability of the existing water system to provide service varies with the topography. Service is presently provided from a minimum service elevation of 340 to a maximum service elevation of 940 feet in 5 pressure zones. Table 71: Booster stations Location Discharge pressure zone Capacity (gpm) Golf Course-Kennewick Avenue 2 6,600 19th/Olympia 2 8,000 47th/Olympia 3 4,300 45th/Olympia 4.5 350 18th/Kellogg 3 4,550 54th/Olympia 4 2,600 28th/Irving 4 2,050 46th/Olson 5 2,280 gpm = gallons per minute Source: 2009 Kennewick Water System Plan The city’s storage system includes 9 ground level storage reservoirs located throughout the service areas in addition to the 310,000 gallon clear well at the treatment plant. ---PAGE BREAK--- 191 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 72: Reservoirs Location Capacity Pressure zone Type 19th & Olympia 6,000,000 1 Ground level 47th & Olympia 5,000,000 2 Ground level 18th & Kellogg 10,500,000* 2 Ground level 54th & Olympia 1,000,000 3 Ground level 28th & Irving 1,000,000 3 Ground level South Kansas 4,000,000 3 Ground level 47th & Olson 1,000,000 4 Ground level 47th & Ledbetter 80,000 Ground level * 10,000,000 concrete reservoir and 500,000 gallon steel reservoir Service elevation limited to 876 foot Source: 2009 Kennewick Water System Plan Water rights and other sources Kennewick currently has a total water right for 16,200 acre-feet (14,460,000 gallons per day) of water in 5 separate certificates consisting of ground water and surface water. Of this total quantity, 520 acre-feet of groundwater (average of 460,000 gallons per day) is a backup supply. Kennewick, Richland, West Richland, and Pasco have engaged in efforts for a regional approach of water supply in the Quad-Cities area. The 4 cities have developed a Regional Water Supply Plan to supplement their planning efforts and have been successful in acquiring a regional water right permit. The cities have also entered into a Memorandum of Agreement that details how the Quad-Cities water right and related program will be managed and administered. The agreement evaluates water system improvements with regional solutions when appropriate, and considers additional water source capacity to serve the common service boundaries. Kennewick and Richland jointly developed and maintain a 16-inch metered water main intertie between their respective water systems located at the southwest intersection of Gage Boulevard and Steptoe Street. The purpose of the intertie is to assure availability of an emergency water supply from one system to the other should either system fail. Kennewick’s water demand requirement Water demand is based on a service population figure of 76,354 for the year 2015 in the 2009 Kennewick Water System Plan. Water needs vary based on the types of residential development, and are different for commercial and industrial areas, schools and public facilities. The water utility service area is composed 53% of residential development, 10% of commercial, 3% of industrial, and 34% of parks, schools, other public facilities, open space, agriculture, and right-of-ways. Projected water demand for each type of use are influenced by the seasons with summer water usage almost consistently double that of winter.  Residential demands - are based on the type of housing; single family or multi-family, with an important variable being if irrigation service is provided to the customer.  Commercial, industrial, schools, and other public facilities - are determined using a formula of gallons per day per 1,000 square feet of building size.  Park demands - are determined using the size of the park in acres. Table 73: Projected water demand Population Annual demand Acre-feet/yr 2007 67,871 10,340,000 11,587 2010 70,936 10,800,000 12,101 2015 76,354 13,630,000* 15,266* 2021 83,404 15,700,000* 17,589* 2025 88,463 17,470,000* 19,572* * Includes major industrial demands Source: 2009 Kennewick Water System Plan Kennewick has obtained water rights from the Washington State Department of Ecology (Ecology) in 5 separate certificates. The total annual water right currently is 16,200 acre-feet that convert to 14,460,000 gallons per day demand. Kennewick could reach the current water rights in the year 2035 given continued growth trends and if no additional major industrial demand increases. ---PAGE BREAK--- 192 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan BB/RR water lines ---PAGE BREAK--- 193 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan BB/RR water supply Water supply lines are located within most street rights-of-way within the BB/RR revitalization area along with fire hydrants. Water supply lines are also located:  along the perimeter of the east right-of-way of US-395 from Columbia Drive to Columbia Trail and under the Blue Bridge at the flood control levee into Columbia Park,  under US-395 to connect to the west end of Entiat Avenue,  across the BNSF and UP railroad tracks at Olympia, Hartford, Fruitland, Benton, Washington, and Gum Streets,  onto Clover Island on Washington Street/Clover Island Drive, and  by 2 water lines that parallel east of Washington Street/Clover Island Drive that are laid on the bottom of the river and under Duffy’s Pond from the Ranney Collectors on Clover Island which are no longer used to provide water supply. While some lines may be among some of the oldest in the water distribution system, the lines are in good, serviceable condition and able to provide water supply for the proposed redevelopment of the BB/RR revitalization area. Under some conditions, however, developers may replace existing lines in order to provide additional capacity to new developments. 4.11.4.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for additional water services personnel, equipment, and facilities - if present facilities remain the primary water resources available to residents of the BB/RR revitalization area. An increase in urban development and thereby the overall population will also increase use and demand for water storage requirements, particularly during peak use months, and for fire flow requirements. Additional storage requirements could require forced conservation measures or reduce fire protection or both during exceptionally dry periods or in the event of a major fire emergency if there is not sufficient storage capacity. Washington State Department of Health source production standards require a minimum 800 gallons per day (0.556 gallons per minute) per equivalent residential unit (ERU) connection for the areas to be provided with potable water and fire flow. Table 74: BB/RR water requirements Education requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Domestic LOS gallons/capita/day 170 170 LOS requirement at existing population 182,410 182,410 LOS requirement at build-out 1,847,220 2,294,660 Additional requirement at build-out 1,664,810 2,112,250 Source: 2008 Kennewick Comprehensive Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouse, ---PAGE BREAK--- 194 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population resulting from the residential high density (RH) zone will create an increased demand for daily water use involving personnel, equipment, and capacity within the existing water supply mains and services presently existing within the BB/RR revitalization area - though not of a requirement that exceeds what Kennewick has currently provided for in the 2009 Kennewick Water System Plan. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population and employment resulting from Alternative 2: BB/RR Revitalization Plan will create an increased demand for daily water use involving personnel, equipment, and capacity within the existing water supply mains and services presently existing within the BB/RR revitalization area - though not of a requirement that exceeds what Kennewick has currently provided for in the 2009 Kennewick Water System Plan. 4.11.4.3: Mitigation measures Alternative 1: No-action The demand for water use will increase in proportion to an increase in population and any associated commercial, industrial, and park development and use. The 2009 Kennewick Water System Plan includes the following mitigation measures: Proposed facilities - the city recently expanded water source capacity in order to respond to the expected growth projections. The capacity of the Water Filtration Plant was increased as part of a rehabilitation project that replaced the original filter basins with a membrane filtration system. The plant is now capable of producing 15,000,000 gallons per day. The city’s source capacity has been increased from 21,500,000 gallons per day to 30,500,000 gallons per day, which is approximately 63% of the 2007 peak water demand. The Quad-Cities water right permit will provide the region with the development of an ultimate water right of 178 cubic feet per second or 96,619 acre-feet per year through the year 2051. Table 75: Proposed storage and distribution system improvements Reservoir – new and upgrades Location Zone 4 – additional 1,000,000 gallons East of Thompson Hill Zone 5 – additional 1,000,000 gallons West of Thompson Hill Booster stations Location Zone 5 – new Thompson Hill Source: 2009 Kennewick Water System Plan ---PAGE BREAK--- 195 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Design standards - the Washington State Department of Health (DOH) "Sizing Guidelines for Public Water Supplies" recommends that the minimum production capability of the source and associated pumping equipment necessary to meet water demands for domestic, commercial, and industrial uses be 800 gallons per equivalent residential unit (ERU) per day. Maximum day demand is defined as the greatest volume of per-day flow into the system for any day of the year. The Insurance Services Office (ISO) of the Municipal Survey Service provides guidelines for the determination of required fire flows. The Washington Surveying & Rating Bureau uses these guidelines to establish minimum fire protection requirements for existing civilian residential, commercial, industrial and institutional facilities. Water requirements for firefighting purposes are specified in the rate of flow in gallons per minute for a minimum amount of time in minutes. Insurance Service Office (ISO) standards are determined on a building or area basis and account for the specific types of construction material, floor area, and other factors. Generally, peak fire flow requirements for buildings found within an urban area vary from 1,500 to 3,000 gallons per minute (gpm) for 2-3 hour duration. Kennewick’s water storage requirements account for Washington State Department of Health (DOH) connection standards, equalization storage requirements, and minimum fire flow needs.. Water conservation – the 2008 Kennewick Comprehensive Plan proposes best management practices be used for water use including water conservation measures than reduce overall water usage and peak production needs. Kennewick implemented a conservation program in 1994 that combines maintenance and awareness. The program includes leak detection, routine reservoir leak testing program, large meter testing program, unmetered water reporting, and a meter repair/ replacement program. The program has effectively reduced overall water use saving 51,600,000 cubic feet of water since 2007. Water use reductions can also be attributed to heightened water conservation awareness through local publicity of Endangered Species Act listings and related environmental efforts on the Columbia River. The 2001 and 2005 drought also forced local populations to become aware of how they use water and to use it more wisely. The city continues to raise awareness through outreach and education programs such as distributing brochures and using the web page. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Development requirements - under present Kennewick policies, the developers of land anywhere within the BB/RR revitalization area must construct and finance the full cost of providing water services including any associated system costs for collection and treatment. Consequently, present policies incorporate a pay-as-you- go philosophy that requires new developments to be self- supporting for water services.  Building performance - water supply services may be easier to provide in new developments with improved water conservation and collection technologies and equipment than has been common of high water consumption areas in the past. 4.11.4.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase water supply, storage, and distribution requirements. All alternatives will increase associated requirements for personnel, equipment, and facility development, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 196 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.5 Sanitary sewer services 4.11.5.1: Existing conditions Kennewick’s Wastewater Treatment Plant (WWTP) The WWTP is authorized by the Washington Department of Ecology (Ecology) to discharge treated wastewater into the Columbia River under the National Pollutant Discharge Elimination System (NPDES). The WWTP serviced a population of 57,371 in 2007 with the population of the entire service area estimated to be approximately 67,871 persons. An estimated 10,500 people within the service area are using on-site sanitary sewer systems (septic tanks). The average amount of wastewater generated per capita for residential use within the city service area in 2007 was 98 gallons per day while the average daily amount of wastewater generated by Kennewick is 5,630,000 gallons per day. The wastewater treatment plant has a design capacity for the maximum month average daily flow of 12,200,000 gallons per day and the process includes collection and treatment. There are 15 sewage lift stations within the collection system that collect sewage from low elevation sewer drainage areas and pump the sewage up to the main sewer collection system where the effluent flows by gravity into the WWTP. Table 76: Wastewater treatment facilities Facility Location Capacity Built Main plant 416 North Kingwood Street 12,200,000 gallons maximum/month 1952 Aerated Pond #1 East of BNSF Railroad north of East 3rd Avenue 38,000,000 gallons 1972 Aerated Pond #2 Same 38,000,000 gallons 1972 2 high rate treatment ponds Same 3,000,000 gallons each 1999 7 secondary Same 100’x28’8’ 2 in 1952, clarifters 2 in 1972, 3 in 1999 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document Water and sewer relationship The city’s sewer system generally serves the same area as the water system. The majority of the city’s wastewater is generated as the by-product of domestic water use from residential sewage uses, industrial discharges, and also as infiltration where domestic water is used for irrigation. Commercial and industrial water usage is approximately 28% of total water consumption. Wastewater flows follow domestic water demands in a cyclic pattern throughout the year, although not to the extremes of the water demand as some of the increase in wastewater flow is due to infiltration and inflow into the sewer system from domestic and irrigation water use. The overwatering of lawns and leakage from irrigation canals and water supply pipes increases groundwater levels during the summer months. This seasonal increase in groundwater levels increases sewage flows by an estimated 400,000 gallons per day. The Water Treatment Plant (WTP) has the potential to discharge high levels of solids directly into the Wastewater Treatment Plant (WWTP) from the WTP’s filter backwashing operations. This process is monitored closely to minimize the solids loading. The potential draining of pools and reservoirs into wastewater facilities can also increase chlorine and other potentially harmful chemical levels in the waste stream to the point of affecting biological activity in the sewer lagoons. Industrial water discharges also have the potential to increase solids, metals, BOD, and chemical concentrations in the waste stream to harmful levels. Domestic water can also have a positive influence on wastewater facilities and operations by diluting potentially high concentrations ---PAGE BREAK--- 197 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan BB/RR sewer lines ---PAGE BREAK--- 198 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan of wastewater contaminants to safe levels before the waste reaches the WWTP. Limiting direct water connections to the wastewater stream (cross connection control programs) has also improved water safety. Kennewick’s Wellhead Protection Plan protects water at its source by identifying potential impacts to water quality including the elimination of septic systems putting more wastewater discharge under city control. Projected wastewater treatment demand Wastewater flows follow domestic water demands in a cyclic pattern throughout the year, although not to the extremes of the water demand. Wastewater flow increases in the spring and peaks at the end of the irrigation season when groundwater levels are highest. They decline again in the fall as water demands decrease. Table 77: Comparison of water versus wastewater flow Year Domestic water* Wastewater flow** 2008 10,490,000 6,360,000 2015 13,630,000 7,300,000 2025 17,470,000 8,820,000 * average demand in gallons per day average demand in gallons per day with infiltration controls Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document BB/RR sewer collector lines Sewer collector lines are located within most street rights-of-way within the BB/RR revitalization area. Major collectors also:  extend under US-395 at the west end of Entiat Avenue,  across the BNSF and UP railroad tracks at Washington, Beech, and Gum Streets, and  onto Clover Island within the right-of-way of Washington Street/Clover Island Drive. While some lines may be among some of the oldest in the sewer collection system, the lines are in good, serviceable condition and able to collect effluent for the proposed redevelopment of the BB/RR revitalization area. Under some conditions, however, developers may replace existing lines in order to provide additional capacity to new developments. 4.11.5.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will in turn create more residential, commercial, business, and other public facilities that require sewer service than under existing development and population conditions. Table 78: BB/RR wastewater treatment requirements Education requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Domestic LOS gallons/capita/day 120 120 LOS requirement at existing population 128,760 128,760 LOS requirement at build-out 1,303,920 1,619,760 Additional requirement at build-out 1,175,160 1,491,000 Source: 2008 Kennewick Comprehensive Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood ---PAGE BREAK--- 199 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population resulting from the residential high density (RH) zone will create an increased demand for daily wastewater treatment involving personnel, equipment, and capacity within the existing wastewater collection mains, pump stations, and WWTP - though not of a requirement that exceeds what Kennewick has currently provided for in the 2009 Kennewick Sewer System Plan. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population and employment resulting Alternative 2: BB/RR Revitalization Plan will create an increased demand for daily wastewater treatment involving personnel, equipment, and capacity within the existing wastewater collection mains, pump stations, and WWTP - though not of a requirement that exceeds what Kennewick has currently provided for in the 2009 Kennewick Sewer System Plan. 4.11.5.3: Mitigation measures Alternative 1: No-action The demand for wastewater collection and treatment will increase in proportion to an increase in population and any associated commercial, industrial, and park development and use. The 2009 Kennewick Sewer System Plan includes the following mitigation measures: The sewer service area population is projected to grow at 1.01% per year for the period 2025 to 2055. The UGA is not expected to build- out until the year 2085 or later. Table 79: Sewer system population projections Year Population Population with sewer Percent with sewer 2007 67,681 57,371 85% 2017 78,635 70,760 90% 2027 91,106 85,856 94% 2057 130,305 130,305 100% Build-out* 213,300 213,300 100% * Build-out in 50 years or by 2085 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities ---PAGE BREAK--- 200 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Element, Technical Document The WWTP upgrade was initiated in 2009 to improve the plant’s influent screening system, waste pumping facilities, and construct an additional intermediate clarifier. Plant improvements will improve reliability and reduce ongoing maintenance for critical plant processes. The Arrowhead & Jefferson sewage pump station will be upgraded to a submersible pump station in the year 2011. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Development requirements - under present Kennewick policies, the developers of land anywhere within the BB/RR revitalization area must construct and finance the full cost of providing wastewater collection services including any associated system costs for collection and treatment. Consequently, present policies incorporate a pay-as-you-go philosophy that requires new developments to be self-supporting for sewer services.  Building performance – sewer treatment requirements may be lower in new developments with improved water conservation and collection technologies and equipment than has been common of high water consumption areas in the past. 4.11.5.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase wastewater collection and treatment requirements. All alternatives will increase associated requirements for personnel, equipment, and facility development, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 201 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.6 Stormwater drainage 4.11.6.1: Existing conditions Kennewick’s stormwater and drainage system is comprised of 6,138 catch basins in a network of 83 miles of piped storm sewers and open ditches, and 3 regional outfalls into the Columbia River. In addition, the city owns and operates an additional 2,000 public infiltration facilities (drywells), and associated inter-conveyance pipes that accept 75% of the areas surface water discharges. (Source: Kennewick Comprehensive Stormwater Master Plan). The stormwater drainage system also contains 1 local detention pond, 3 local retention facilities, and 4 regional stormwater detention/water quality treatment facilities. City-owned surface water facilities are complemented by numerous on-site infiltration facilities constructed by the landowners of commercial and residential developments, and private streets. In addition to the city-owned facilities, several major drainage facilities are owned and operated by the Army Corps of Engineers including:  About 6-miles of levees along the south shore of Columbia River (Lake Wallula),  Stabilization of the level of Wallula Lake through operation of McNary Dam,  Zintel Dam, and  A regional pump station at Duffy’s Pond Benton County also operates Elliot Lake detention facility that is currently within the city’s UGA. Kennewick’s drainage system is integrated with 3 or 4 tiers of irrigation canals, owned and operated by Kennewick and Columbia Irrigation Districts (KID and CID) that provide regional detention during high rainfall events by collecting the excess surface water runoff when the capacity of local drywell is exceeded. This integrated operation helps prevent localized flooding throughout the city. In Kennewick, surface water mostly infiltrates into the ground via drywells. During peak rainfalls, rainfall exceeding the capacity of the infiltration capabilities of the ground results in surface water runoff based on topographic conditions. Due to the hot-arid climate, the region is less likely to experience flooding from heavy rainfall. However, seasonal flooding can be experienced due to a combination of rain, snow, frozen ground and warm Chinook winds. Seasonal flooding associated with the Columbia River was curtailed with the construction of McNary Dam (Wallula Lake) on the Columbia River on 1952. Since the construction of the dam, additional levees and pump stations have been constructed along the south shore of the Columbia River to provide further flood protection. The levees and pump stations also collect local storm water runoff within the City and discharge into the river. At present, the system is running at a satisfactory level with some regular operation maintenance. A few drywells, however, have been identified in Kennewick’s Stormwater Master Plan that drain slowly causing backup and local ponds during larger storm events. BB/RR stormwater facilities The BB/RR area is drained by piped collectors located in street rights-of-way south of and along Columbia Drive for most segments of the revitalization area. However, the system lacks curbs and gutters, and some separated stormwater collectors in the single family neighborhood located south of Columbia Drive and west of Fruitland Street, and other single family clustered housing developments throughout the area. The lands located north of Columbia Drive drain north into the stormwater swale built and owned by the Corps of Engineers adjoining the Columbia River (Lake Wallula) flood control levee. ---PAGE BREAK--- 202 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The swale was originally a deep surface ditch that collected stormwater runoff from the lands located north of Columbia Drive for discharge into Duffy’s Pond, then eventually pumped from the pond into the Columbia River. Kennewick leased the swale from the Corps of Engineers then installed an underground pipe and replaced the ditch with a gradual swale with above ground collection drains for storm overflow events in 2008. The city’s original plan was to replace the ditch and swale completely, but settled on the partial undergrounding solution due to construction costs. The swale was partially landscaped with evergreen trees following construction but the vegetation has largely died leaving barren ground or bark cover materials. The existing underground pipe and surface swale system removes stormwater but can be subject to erosion, siltation, and water quality degradation problems particularly where ground cover has not been established within the swale and/or adjoining undeveloped private properties. 4.11.6.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will in turn create more residential, commercial, business, and other public facilities that create surface water runoff and require stormwater collection and treatment than under existing development conditions. Stormwater runoff and flows are calculated as a function of the watershed area, the amount of impervious surface, the type of collection system in place, soils types, topography, and storm intensity and duration. Normally, as development occurs, the amount of impervious surface area increases and the collection of runoff can be more efficient. Runoff rates, if not controlled, will rise dramatically, and can be 10 times more than that of a natural, undeveloped site. Rainfall events, detention and piping design criteria, and pollutant controls determine storm drainage protection capacity requirements. Storm drainage capacity estimates must account for the use of natural systems versus piping alternatives, the sensitivity of natural systems, desired levels of protection against flood damage, and protection of the receiving waters quality. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional development resulting from the residential high density (RH) zone will create increased stormwater runoff conditions particularly for the undeveloped and underdeveloped lands north of Columbia Drive that currently drain into the Corps of Engineers stormwater swale - though not of a requirement that exceeds what Kennewick has currently provided for in the Kennewick Stormwater Master Plan. ---PAGE BREAK--- 203 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional development resulting from Alternative 2: BB/RR Revitalization Plan will create increased stormwater runoff conditions particularly for the undeveloped and underdeveloped lands north of Columbia Drive that currently drain into the Corps of Engineers stormwater swale - though not of a requirement that exceeds what Kennewick has currently provided for in the Kennewick Stormwater Master Plan. 4.11.6.3: Mitigation measures Alternative 1: No-action Kennewick’s Stormwater Master Plan identified system deficiencies based on hydrologic and hydraulic modeling identifying areas where the existing stormwater collection and treatment system may be undersized for future flow conditions – particularly as a result of new or intensified development. The Stormwater Master Plan also identified water quality concerns associated with high risk areas and methods for retrofitting and decommissioning existing drywells. Best Management Practice (BMP) recommendations in the Stormwater Master Plan include:  source control,  infiltration facilities,  retention facilities,  filtration,  catch basins,  detention facilities, and  oil/water separator. The Stormwater Master Plan includes policies to raise awareness, public involvement and public education including requiring industrial and commercial property owners to protect potential pollutant sources from rainfall and stormwater runoff. Other recommended actions include overall management, cleaning frequency of the infiltration facilities in the aquifer zone, and street cleaning programs. Retention facilities have been and will continue to be the preferred form of treatment for the city with a requirement for developers to retain the entire 25 year post-developed storm event for a project area. Kennewick’s Stormwater Master Plan identifies the following required improvement projects a number of which are located within the BB/RR revitalization area: ---PAGE BREAK--- 204 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Conveyance improvements  North Edison storm drainage improvement  West Columbia Drive & North Garfield Street drainage improvement Water quality improvement s  Aquifer recharge zone drywell retrofit  West Columbia Drive drywell retrofit  West Kennewick Avenue drywell removal  South Vancouver Street and West 10th Avenue drywell removal  South Ely Street & West 10th Avenue drywell removal  Vista Way drywell removal  West 27th Avenue & US-395 drywell removal & facility Development requirements Under present Kennewick policies, the developers of land anywhere within the BB/RR revitalization area must construct and finance the full cost of providing stormwater collection services including any associated system costs for collection and treatment. Consequently, present policies incorporate a pay-as-you-go philosophy that requires new developments to be self-supporting for stormwater services. Site and building performance Stormwater collection and treatment requirements may be lower in new developments with improved water conservation and collection technologies and equipment including green roofs and walls, rain gardens, and other innovations than has been common of stormwater collection and retention practices in the past. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee –vegetation mats will be installed on the inside of the levee for slope stability and visual enhancement; “grasscrete” will be installed on the levee access road for soil stability, multipurpose use, and visual enhancement, and native materials will be planted in and adjacent the stormwater swale to retain soil, improve bio-filtration, and visual enhancement.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including planting of native materials and bio-filtration ponds, and development of a boardwalk or trail fronted by mixed use buildings and activities.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscrete” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street with native materials and natural stormwater collection and treatment methods.  Mixed use performance-based district overlay standards - will specify low-impact and smart development characteristics managing stormwater runoff and recycling including use of green roofs and walls, permeable street, parking, and trail pavements, and green gardens and cisterns. 4.11.6.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase stormwater runoff, collection, and treatment requirements. All alternatives will increase associated requirements for personnel, equipment, and facility development, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 205 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.7 Solid waste services 4.11.7.1: Existing conditions In accordance with the Revised Code of Washington (RCW) Chapter 70.95, all counties, cities, and towns must plan for and dispose of solid waste. Each county, in cooperation with the various cities located within the county, must prepare and implement a coordinated and comprehensive solid waste management plan. In July 1989, the Washington State legislature enacted the Waste Not Washington Act (ESHB 1671) requiring counties to prepare and implement waste reduction and recycling (WR/R) programs. ESHB 1671 also authorized counties to set minimum levels-of-service, to contract for the collection of recyclable materials, and to impose collection fees. In response to the Waste Not Washington Act, Benton County required cities (including Kennewick) to:  collect - or have a private contractor designated to collect, solid waste within the city's corporate limits,  dispose - of all collected waste at designated landfill sites,  implement programs to provide recycling services - in a) single family collection areas, b) multifamily collection areas, and c) for yard wastes, and  monitor and report - about recycling tonnage removed from the waste stream which are not otherwise reported through the county's established information gathering system. Kennewick worked jointly with Benton County, Richland, West Richland, Prosser, and Benton City to address solid waste issues in the 2006 Benton County Comprehensive Solid Waste Management Plan, which provides a long-term approach to solid waste management in the region. The plan update was prepared under the direction and guidance of the Benton County Solid Waste Advisory Committee (SWAC) which was formed in 1994 and includes membership from elected county and city officials, and other public and private entities within the Benton County area. Solid waste Waste Management of Kennewick (WMK) provides garbage collection services under a franchise agreement with the city with the following services:  Garbage pick-up is weekly from residential homes and businesses and curbside residential recycling is available at no extra cost to the subscriber.  There are 5 drop-box recycling centers located throughout the city for businesses and multi-family recycling.  Waste Management also operates a transfer station at 2627 South Ely Street that is open 6 days a week, Monday through Saturday.  A free dump coupon program replaced the spring and fall free dump weeks. Each residential customer in good standing may receive coupons for 12 free dumps valid any day throughout the year.  There is an additional post holiday free dump week immediately following Christmas.  There is solid waste disposal at the transfer station as well as a recycle buyback center.  Recyclables are also collected from residences and businesses, as well as debris from construction and demolition projects.  All recyclables are taken to Clayton Ward Recycling in Kennewick. All other waste is taken to Columbia Ridge Landfill in Arlington, Oregon. No sorting is done. WMK’s franchise agreement with Kennewick expires in 2014. Waste management facilities in Kennewick are considered Essential Public Facilities and are regulated according to the requirements in the Essential Public Facilities section in the Comprehensive Plan. Hazardous waste collection and disposal practices are regulated by Washington's Dangerous Waste Regulations that are administered by the Washington State Department of Ecology (Ecology). ---PAGE BREAK--- 206 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Kennewick’s household hazardous wastes are disposed of at the Richland Landfill Household Hazardous Waste Facility near Highway 240 (Vantage Highway) through an inter-local agreement signed in 1993 between Kennewick, Richland, and Benton County. This shared permanent facility stores, sorts and properly disposes of household hazardous wastes. Household hazardous wastes received in this facility include paints, polishes, cleaning products, thinners, solvents, pesticides, herbicides, fertilizers, household batteries, aerosols, used motor oil, antifreeze, drain openers, car batteries, brake fluid, gasoline, car wax, transmission fluids and any product with a caution and warning label. Non-households (businesses) can take general hazardous waste to this facility for a disposal fee. The WMK transfer station also has a satellite household hazardous waste collection site that takes waste to the Richland Landfill in Arlington, Oregon, although the satellite facility only accepts paint, used motor oil and antifreeze. Inert waste landfill Kennewick operates a street and storm waste decontamination facility at South Ely Street and West 19th Avenue and an inert landfill located at 1300 South Yew, immediately east of the Benton- Franklin Fairgrounds. Both the decontamination facility and the inert landfill are operated through permits issued by the Department of Ecology (Ecology) and the Benton-Franklin Health Department. The decontamination facility is where street sweepings and vactor wastes from storm drain cleaning are taken. After the waste has been decontaminated and tested, the then inert waste is taken to the city’s inert landfill. The waste is screened at that time to remove general litter, such as paper, plastic bags, etc., that would be collected during street sweeping and cleaning activities. The litter waste is taken to the Waste Management Transfer Station or the Richland Landfill for normal disposal. The remaining inert waste, which is mainly sand and gravel, is separated (with the screening process). Much of the sand material is recycled into road sanding product for the following winter weather. Excess materials are used to fill the inert landfill. Kennewick has an agreement with the Benton County Road Department and the Washington State Department of Transportation to use the facilities for street waste programs (WSDOT - local highways only). The city has chosen not to offer the use of these facilities and services to any private parties or other activities to keep the source of materials coming into the site controlled. This greatly reduces the possibility of serious contamination being introduced. 4.11.7.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will in turn create more solid waste and require collection, disposal, recycling, and monitoring services than under existing development conditions. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, ---PAGE BREAK--- 207 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional development resulting from the residential high density (RH) zone will create increased solid waste collection, disposal, recycling, and monitoring requirements - though not of a requirement that exceeds what Kennewick has currently anticipated in the 2006 Benton County Comprehensive Solid Waste Management Plan. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional development resulting from Alternative 2: BB/RR Revitalization Plan will create increased solid waste collection, disposal, recycling, and monitoring requirements - though not of a requirement that exceeds what Kennewick has currently anticipated in the 2006 Benton County Comprehensive Solid Waste Management Plan. 4.11.7.3: Mitigation measures Alternative 1: No-action Under present Kennewick policies, the developers of land anywhere within the BB/RR revitalization area must dispose of all construction and related solid waste and inert materials in accordance with the 2006 Benton County Comprehensive Solid Waste Management Plan and Kennewick’s policies that resulted from it. Solid and inert waste requirements may be lower in new developments with green and smart building methods, materials, and practices than has been common of solid and inert waste creation and disposal practices in the past. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Mixed use performance-based district overlay standards - will specify low-impact and smart development characteristics including green and smart building design and building code enforcement efforts with regard to encouraging developers to design and use building materials in accordance with the Leadership in Energy and Environmental Design (LEED) certification program., among other performance provisions. ---PAGE BREAK--- 208 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.7.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase solid and inert waste disposal requirements. All alternatives will increase associated requirements for personnel, equipment, and landfill designation, maintenance, and service enhancements. The application of mitigation measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 209 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.8 Library services 4.11.8.1: Existing conditions The Mid-Columbia Library District is a county rural library district organized under the provisions of the Revised Code of Washington (RCW) Chapter 27.12. A petition of the voters and a special election validated the creation of the district by majority vote. Mid-Columbia Libraries is governed by a 7 member Board of Trustees appointed jointly by the Benton and Franklin County Commissioners. Board members are volunteer citizens who represent different regions of the library service area and serve 7 year terms. Board members serve without salary, but are reimbursed for necessary travel expenses. The Board is the policy- making body for the library district with the authority to determine the rules and regulations governing library service and personnel, as mandated by the library laws of the State of Washington. Mid-Columbia Libraries' financial support comes from property taxes from unincorporated Benton and Franklin Counties, annexed cities of Benton City, Connell, Kennewick, and Mesa, and from service contracts with the cities of Kahlotus, Pasco, Othello and West Richland. The Mid-Columbia Library District serves 200,000 residents of Benton, Franklin, and parts of Adams Counties through a bookmobile and 11 branch libraries located in: Table 80: Mid-Columbia Library District branches Location hrs/wk Basin City 50A North Canal Boulevard 20 Benton City 810 Horne Drive 26 Connell 118 North Columbia 30 Kahlotus 225 East Weston 16 Keewaydin Park 405 South Dayton, Kennewick 57 Kennewick 1620 South Union 68 Merrill’s Corner 5240 Eltopia West 15 Othello 101 East Main 45 Pasco 1320 West Hopkins 68 Prosser 902 7th Street 43 West Richland 1803 West Van Giesen 45 Source: Mid-Columbia Library District Two of the 11 branches are located in Kennewick at Keewaydin Park and in the Civic Center Campus on South Dayton Street and are open 57 Monday-Saturday and 68 hours per week Monday-Sunday respectively. Strategic Plan for Success 2008-2010 The district developed a Strategic Plan for Success 2008-2010 to govern the development of library programs and support services for the library populations. The Community Planning Committee that crafted the plan recommended the Library Board adopt 6 service priorities for the planning period:  Create young readers: early literacy – children from birth to age 5 will have programs and services designed to ensure that they will enter school ready to learn to read, write, and listen.  Stimulate imagination: reading, viewing, and listening for pleasure – residents who want material to enhance their leisure time will find what they want when and where they want them and will have the help they need to make choices from among the options.  Satisfy curiosity: lifelong learning – residents will have the resources they need to explore topics of personal interest and continue to learn throughout their lives.  Connect to the online world: public internet access – residents will have high=speed access to the digital world with no unnecessary restrictions or fees to ensure that everyone can take advantage of the ever-growing resources and services available through the internet.  Succeed in school: homework help – students will have the resources they need to succeed in school.  Be an informed citizen: local, national, and world affairs – residents will have the information they need to support and promote democracy, to fulfill their civic responsibilities at the ---PAGE BREAK--- 210 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan local, state, and national levels, and to fully participate in community decision-making. The district measures progress on the priorities by:  number of users who participate in various services,  percent of users who indicated on a survey that the library met their needs including the quality of the service, value of the service, or the user’s satisfaction with the service,  number of units of service (items circulated, reference questions answered, etc. The library system provides free services to anyone living within the unincorporated counties, as well as residents of those communities that are annexed to the district or contract with the district for library services. The district’s mission is to provide open and equal access to an array of library services and cultural and educational resources. The district provides a full range of services including reference and children’s programming, books, audio and video cassettes, compact discs, and magazines. Library services are offered within a structured or layered service area concept providing:  basic services - at a community or branch facility,  more reference materials - at a regional branch which may include a number of community service areas, and ultimately the  most diverse or specialized materials - at system service branches which overlay the entire district. Branch or community facilities vary up to 10,000 square feet in the larger service areas, regional library facilities about 10,000 to 15,000 square feet in size, and system library facilities generally 20,000 square feet or more in size. Library district headquarters are located in the Keewaydin Park Branch library on Dayton Street in Kennewick. Kennewick libraries  The Keewaydin Park Branch - of Mid-Columbia Libraries opened to the public in 1964 and was remodeled in 2000. The library is located in downtown Kennewick on Dayton Street across from Kennewick High School and directly adjacent to Ben Franklin Transit’s Dayton Transfer Point with connections to bus Routes 42, 45, 46, 47, 48, and 160. The Keewaydin Park Branch provides free, high-speed wireless internet access as well as free public internet access computers.  The Kennewick Branch - of Mid-Columbia Libraries opened in 1999 and is the largest library in the system housing the system’s largest collection of materials. The library is located on Union Street between 10th Avenue and 19th Avenue west across US-395 from the BB/RR revitalization area. The Kennewick Branch provides free, high-speed wireless internet access as well as over 40 free public internet access computers. 4.11.8.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for library personnel, equipment, and facilities for all age groups. Table 81: BB/RR library requirements Education requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Square feet per person 0.60* 0.60* LOS requirement at existing population 644 644 LOS requirement at build-out 6,520 8,099 Additional requirement at build-out 5,876 7,455 ---PAGE BREAK--- 211 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan * American Library Association LOS standard Source: 2008 Kennewick Comprehensive Plan The American Library Association’s LOS standard is 0.60 square feet per person on an overall basis for all library facilities including branch, community, and regional. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more library personnel, equipment, and facilities be provided at the Keewaydin Branch Library or another facility within the BB/RR revitalization service area – if the Mid-Columbia Library District is to maintain the American Library Association’s LOS of 0.60 square feet of library space per person. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action would require more library personnel, equipment, and facilities be provided at the Keewaydin Branch Library or another facility within the BB/RR revitalization service area – if the Mid-Columbia Library District is to maintain the American Library Association’s LOS of 0.60 square feet of library space per person. 4.11.8.3: Mitigation measures Alternative 1: No-action Mid-Columbia Library District will have to provide additional personnel, materials, and equipment and possibly expand the Keewaydin Branch Library or another facility to provide for the additional population and user growth from the BB/RR revitalization area. The district will have to finance these additional facilities and services using increased fees or property tax levies as necessary to recover development and operating costs. ---PAGE BREAK--- 212 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan Like Alternative 1: No-action, Alternative 2: BB/RR Revitalization Plan will require the Mid-Columbia Library District to provide additional personnel, materials, equipment, and facility space to provide for additional population and user growth using increased fees or property tax levies as necessary. 4.11.8.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase library requirements and associated personnel, materials, equipment, and facilities. Under the terms of the Inter-local Cooperation Agreement with Kennewick, Mid-Columbia Library District will be responsible for expanding facilities and services to meet requirements associated with continued BB/RR population increases. The application of facility strategies outlined in Mid-Columbia’s strategic planning measures will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 213 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.9 Other city facilities 4.11.9.1: Existing conditions Kennewick is located in Benton County in the southeast part of Washington, near the Hanford nuclear site. It is the most populous of the three cities collectively referred to as the Tri-Cities. Kennewick is located along the southwest bank of the Columbia River, opposite Pasco and just south of the confluence of the Columbia and Yakima rivers. In 2008, the city had a population of 68,570 persons and included 24.3 square miles of territory of which 22.9 square miles consisted of land and 1.4 square miles of water. City government Kennewick incorporated in 1905 and has operated under the Council-Manager form of government since 1954 which separates policy-making functions from administrative functions to increase efficiency and effectiveness of local government operations.  Council - is elected by the citizens and accountable to them, responsible for establishing policies, approving the budget, setting goals, and selecting a City Manager. In turn, the City Manager serves at the direction of the Council, is accountable to them, and is responsible for accomplishing these goals within the established budget through the proper performance of management duties  City Manager - is appointed by and serves at the pleasure of the City Council. As chief executive officer of the city, the City Manager is directly responsible for the efficient administration of all city government departments. The duties and powers of the City Manager include enforcing all laws and ordinances; appointing and/or dismissing all department heads; recommending measures, ordinances and legislation necessary for efficient operation of the city; preparing the city’s preliminary budget; informing the Council of the city’s financial position; and other such duties as may be required by ordinance or resolution of the City Council. In turn, the City Manager has 8 senior management personnel report on city department services and responsibilities including:  Assistant City Manager - serves as CEO in the City Manager’s absence and assists the City Manager in all aspects of the City Manager’s daily activities as directed. Also responsible for overseeing the Community Block Grant Program, Collective Bargaining, coordinating the City Council workshop schedule, and represents the City on various boards and committees.  City Attorney - is the legal advisor to the City Manager, Administrative Staff, and City Council. The City Attorney’s Office prosecutes misdemeanor and gross misdemeanor cases for the City. The City Attorney and such Assistant City Attorneys as may be authorized, represent the City in all civil proceedings  Municipal Services Executive Director - is responsible for the Parks, Streets & Facilities Division, Public Works/Engineering Division, Utility Services Division, and Traffic Division. Responsibilities include: administration of the design, construction and maintenance of City facilities, grounds, parks, recreational facilities, streets, stormwater, water and sewer services, and traffic control.  Fire Chief - is responsible for providing the community with the highest level of life safety and property protection, which includes fire suppression, rescue, emergency medical services, public education programs, code enforcement, building permit plan reviews /inspections, fire origin and cause investigations, and Emergency Management Services.  Police Chief - provides oversight, as well as ensuring the day-to- day functioning of the organization. This includes administering and monitoring the budget, hiring appropriate personnel for the operation of the Police Department, ensuring compliance to contractual issues, and most importantly, ensuring public safety. ---PAGE BREAK--- 214 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Economic Development Executive Director - is responsible for cultivating regional partnerships, infrastructure funding and business recruitment and for the Community Planning Department which includes Long Range Planning, and Development Services.  Employee and Community Relations Executive Director - provides leadership in all areas of Human Resource Management, Labor Relations, Employee Safety, Recreational Services, Senior Services, Tourism and Special Events. City service demands Kennewick’s population increased from 60,410 to 67,180 persons or by 6,770 persons or 11.2% from 2005 to 2009 averaging between 1.2% and 5.3% per year. The demand for city services grew correspondingly and proportionately in services that are directly related to population including criminal cases, police service calls, fire call-outs, park and street facility developments, utility bills, and the like. Not all service demands, however, increased proportionately, particularly the number of traffic citations, SWAT call-outs, recreation and senior center user volumes, and building inspections. Some of these services are affected by behavioral changes, as in the number of traffic citations, some by economic conditions, as in the number of building inspections, and some by changes including possible cutbacks in the number and type of recreation and senior center programs offered. An increase in Kennewick resident populations will increase a demand and need for city services, though the increase may not be directly proportional to the amount or type of population that may reside within higher density residential and mixed use developments proposed in the BB/RR revitalization area, or even of resident city population characteristics from previous increases – particularly as the national and city population ages. Table 82: Operating indicators by function/program Population 2005 2006 2007 2008 2009 Population 60,410 61,770 62,520 65,860 67,180 Annual growth rate 2.3% 1.2% 5.3% 2.0% City Attorney 2005 2006 2007 2008 2009 # criminal cases 3,133 4,389 4,492 4,173 4,273 Police # service calls 99,924 98,643 112,859 109,555 110,620 #traffic citations 11,454 8,654 11,223 6,428 8,142 # SWAT call-outs 34 10 15 20 25 # detective cases 479 431 591 655 553 Fire # fires call-outs 47 45 59 88 94 Rctn/Cmty Svs # rctn participants n/a 91,350 86,118 86,033 84,022 # senior cntr users 60,008 57,143 54,328 54,434 51,918 Parks/Sts/Facilities # lane miles 589 600 672 683 693 # city facility sq ft 158,268 158,268 260,193 287,008 318,000 # park facility sq ft 66,808 67,808 68,808 68,808 69,130 # park acres 354 354 365 370 430 # greenway acres 18 18 21 21 23 Traffic # traffic signals 59 59 59 59 59 # traffic responses 100 125 125 200 200 Water/Sewer # utility bills 121,285 124,408 126,649 127,663 129,614 # mg produced 3,704 3,541 3,776 3,728 3,941 # mg treated 2,081 2,241 2,293 2,105 1,994 Building Safety # permits issued 1,773 1,851 1,963 1,649 1,868 # inspections 11,195 10,816 10,551 9,369 8,232 Medical Services # cardiac calls 16 8 8 15 11 Source: 2009 Kennewick Comprehensive Annual Financial Report (CAFR) City staffing trends Kennewick city and utility departments, and special enterprise operations are staffed based on city service demands or needs, and ---PAGE BREAK--- 215 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan the city’s financial resources as they are affected by economic conditions. Table 83: Full-time equivalent employees (FTE) by function/program Population 2005 2006 2007 2008 2009 Population 60,410 61,770 62,520 65,860 67,180 Annual growth rate 2.3% 1.2% 5.3% 2.0% Employees General Government 2005 2006 2007 2008 2009 City Manager 1.50 1.50 1.70 1.70 1.00 Support Services 35.50 38.00 37.65 38.15 34.25 City Attorney 5.00 5.00 5.00 5.00 5.00 Community Planning 4.00 5.00 5.00 5.00 2.65 Police 111.00 111.00 111.00 111.00 108.00 Fire 56.50 57.5 57.38 56.38 55.86 Engineering 14.50 14.50 14.50 15.50 14.67 Employee/Cmty Relatns 14.55 13.60 12.00 12.13 12.23 Economic Development - - 1.50 1.50 1.75 Grounds & Facilities 23.02 22.69 22.69 22.69 19.22 Admin Svs Support - - - - 5.60 Street 15.23 15.56 15.56 15.56 9.34 Subtotal 280.80 284.35 283.98 284.61 269.57 Community 1.50 1.10 1.35 1.38 1.38 Nuisance Abatement - - - - - Water/Sewer Utility 44.60 44.35 44.35 44.35 35.50 Stormwater - - - - 5.08 Equipment Rental Fund 3.00 4.00 5.00 5.00 4.00 Risk Management 1.00 1.00 1.00 1.00 1.00 EMS Operations 1.00 1.00 0.50 0.50 0.50 Building Safety 7.66 7.66 8.66 9.66 9.13 Medical Services 22.50 22.50 20.13 20.13 21.06 Bi-Pin Operations 2.00 1.50 1.50 1.50 1.50 Subtotal 65.26 83.11 82.49 83.52 79.15 Total 364.06 367.46 366.47 368.13 348.72 Annual growth rate 0.9% -0.3% 0.5% -5.3% Ratio employee/pop* 6.03 5.95 5.86 5.59 5.19 * Ratio of FTEs per 1,000 residents Source: 2009 Kennewick Comprehensive Annual Financial Report (CAFR) Staffing levels in some departments are directly related to population increases and the increase in service demands, as in the Police, Grounds & Facilities, and Streets Departments. Other departments, such as the City Manager, City Attorney, Economic Development, and others, are not as proportionately affected by increased population if the demand for their services can be met by slight increases in staff or consulting services or technological innovations or other means, Economic conditions, as well as economies of scale, may affect city staffing totals, trends, and compositions as much as simple population increases. While the city’s population increased by 6,770 persons or 11.2% from 2005 to 2009 averaging between 1.2% and 5.3% per year city staffing declined from 364.06 Full-time Equivalent Employees (FTEs) to 348.72 FTEs from 2005 to 2009 or by -15.34 FTEs or -4.2% averaging between -5.3% to 0.9% per year. Table 84: Capital assets by function/program Police 2005 2006 2007 2008 2009 # stations 1 1 1 1 1 # vehicles 59 61 63 64 65 Fire & Medial # stations 4 4 4 4 4 # vehicles 24 25 28 29 28 Parks, Sts, Fclties # streets in miles 253 260 281 284 283 # city facility sq ft 158,268 158,268 260,193 287,008 287,008 # park facility sq ft 66,808 67,808 68,808 68,808 68,808 # park acreage 353 354 365 370 377 # vehicles 102 104 104 107 107 Traffic # traffic signals 59 59 59 59 59 Water/Sewer Utility # water connection 19,855 20,257 21,203 21,486 21,748 # water lines-miles 362 366 367 373 377 # sewer connection 14,926 15,330 16,245 16,539 16,826 # sewer lines-miles 275 278 278 261 263 # vehicles 46 48 46 46 46 Source: 2009 Kennewick Comprehensive Annual Financial Report (CAFR) ---PAGE BREAK--- 216 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.9.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for city personnel, equipment, and facilities for all age groups. Table 85: BB/RR city service requirements Education requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) – city FTE City FTE/1,000 population 5.19* 5.19* LOS requirement at existing population 5.57 5.57 LOS requirement at build-out 56.39 70.05 Additional requirement at build-out 50.82 64.48 Level of service (LOS) – city facilities City facility sf/1,000 population 318* 318* LOS requirement at existing population 341 341 LOS requirement at build-out 3,455 4,292 Additional requirement at build-out 3,114 3,951 * LOS expressed as FTE and facility square footage per 1,000 population Source: 2009 Kennewick Comprehensive Annual Financial Report (CAFR) Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more city personnel, equipment, and facilities be provided to accommodate BB/RR revitalization growth – if current citywide LOS standards are to be maintained. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), ---PAGE BREAK--- 217 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action would require more city personnel, equipment, and facilities be provided– if current citywide LOS standards are to be maintained for BB/RR revitalization area developments and residents. 4.11.9.3: Mitigation measures Alternative 1: No-action Kennewick will have to provide additional city personnel, equipment, and facilities to provide for the additional population and user growth from the BB/RR revitalization area using city fees, property and sales taxes, bonds or levies, as necessary to recover development and operating costs. Capital Facilities or Improvement Program (CFP or CIP) RCW 36.70A.120 requires each jurisdiction planning under GMA to make capital budget decisions in conformity with its comprehensive plan. Specifically, GMA requires that Kennewick:  Goal 1. Urban growth - encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner.  Goal 12. Public facilities and services - ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards. Within the GMA framework (RCW 36.70A.070), Kennewick’s CFP must:  Inventory existing facilities  Forecast future needs for at least 20 year planning period  Propose the location and capacity of the future needs  Develop a 6-year financing plan, and  Reassess the land use (or BB/RR revitalization subarea) plan Financial planning Like many other cities in Washington State, Kennewick’s budget has been impacted by several property tax initiatives limiting the property tax levy and elimination of motor vehicle excise tax. These major revenue source reductions coupled with the national economic outlook resulted in a challenging 2009/2010 biennial budget process. Kennewick’s budgetary process shifted from a baseline approach to a program based system with a strong emphasis on economic development efforts and Council’s involvement in capital project prioritization in order to assure the resources are focused on achieving the Council’s and the community’s vision and goals. Budget revenue sources Kennewick’s total adopted budget for the 2009/2010 biennium is approximately $241,000,000 coming from various taxes, license and permit fees, intergovernmental revenues, charges for services, fines and forfeitures, miscellaneous revenues, and other financing sources (i.e. inter-fund transfers). Tax revenue includes sales and use tax, property tax, utility tax, gambling excise tax, gas tax, admission and leasehold tax, and real estate excise tax. Sales tax is the single largest revenue source for the city’s total and operating budgets. Most retail sales within the city are subject to an 8.3% sales tax. The majority of this tax goes to the state with the remainder being distributed to the city Benton County Ben Franklin Transit Authority and Criminal Justice The projected sales tax receipts for the city during the 2009/2010 biennium are $31,100,000 of which $21,500,000 or 69% is used to support operating fund services with the remainder being used to fund capital improvements. ---PAGE BREAK--- 218 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Property taxes levied on Kennewick residents are distributed between several governmental entities of which $0.21 or 21% of every $1.00 city residents pay in property taxes comes back to the city as revenue. The majority of the property taxes paid by residents go to support public schools In 2009, the general operating budget receives 91% of the property tax revenue with the remaining 9% being allocated to the Debt Service Fund to service the 1996 Library Construction Bonds, the Park Development Fund for capital purposes, and the Fire Pension Fund to support pre-LEOFF firefighter’s retirement. Table 86: Kennewick revenue sources Revenue source Amount Percent Property tax $20,971,000 8.7% Sales tax $31,089,000 12.9% Utility tax $22,650,000 9.4% Other taxes $9,510,880 3.9% Licenses and permits $3,306,000 1.4% Intergovernmental $12,688,744 5.3% Charges for services $67,434,682 28.0% Fines and forfeitures $3,059,000 1.3% Miscellaneous revenues $3,254,380 1.4% Inter-fund transfers $19,533,305 8.1% Other funding sources $10,236,541 4.2% Subtotal $203,734,212 84.6% Beginning fund balance $37,256,922 15.4% Total $240,991,134 100.0% Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document Budget allocations The 2009/2010 budget allocates $38,647,799 for capital projects, which is about 16% of the city’s total budget and includes the Arterial Street Fund, Urban Arterial Street Fund, Capital Improvement Fund, and the Park Development Construction Fund. Table 87: 2009/2010 Kennewick budget allocations Allocated area Amount Percent General government $87,395,175 36% Capital projects $38,647,799 16% Enterprise and internal service $95,057,941 40% Debt service $4,801,348 2% Special revenue $12,372,389 5% Fiduciary trust $2,716,482 1% Total $240,991,134 100% Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document CFP fund details The 2009/2010 budget summarizes the allocation and expenditure of the Capital Facilities Fund (CFP) in 5 major areas. Table 88: CFP fund allocations Fund area Allocation Percent Arterial streets $2,512,466 3.2% Urban arterial streets $3,648,430 4.7% Capital improvement $33,045,197 42.5% Park development $14,479,003 18.6% Water and sewer $24,146,832 31.0% Total $77,831,928 100.0% Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document Arterial Street Fund Arterial Street Fund accounts for continued development of the arterial street system within the city using revenue from the following state shared revenue (gas tax), along with federal and state grants.  Motor Vehicle Fuel Tax –has increased by $0.095 since July, 2005 to a total of $0.0375. Cities receive approximately 7.9% (or approximately $0.0296 cents per gallon), which is distributed based on population to all cities in the state. Although there is no longer a restricted portion of the gas tax, Kennewick continues to allocate a portion to the Arterial Street Fund, which is approximately $460,000 annually.  Hazard Elimination Safety Program (HES) - is a federal funding source through Department of Transportation for projects that eliminate hazards of safety problems. The program pays 90% of the cost to a maximum amount of $300,000.  STP competitive – funded from 1993 ISTEA and continued in ---PAGE BREAK--- 219 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 1998 by TEA 21, these funds are available on a competitive basis from the local Metropolitan Planning Organization (MPO and from a statewide competitive program. Urban Arterial Street Fund  Transportation Partnership Program (TPP) – 15% of this state fund is allocated to Eastern Washington Region with priority given to multi-agency, multi-modal and economic development projects.  STP competitive –same as Arterial Street Fund above and includes $3,238,320 for the Steptoe improvements scheduled to begin in 2009. The Capital Improvement Fund The Capital Improvement Fund (CIF) is used for expenditures incurred for the acquisition or construction of major capital assets that are not identified with other capital funds. The fund comes from a portion of the city’s optional local sales tax that has been designated for capital improvements, state grants, Public Works Trust Fund (PWTF) loans, and allocation from other funds.  Optional Sales Tax - is locally levied and distributed by the state to each city on the basis of collection in each jurisdiction. State law authorizes up to 0.005%. If both the county and the city are levying the optional sales tax, the city must allocate 15% of the amount it receives to the county. Kennewick City Council designated the majority of the city’s optional sales tax proceeds to the Capital Improvement Fund (CIF) for its street improvement program. Approximately $5,000,000 (by 2010) per year of optional sales tax is projected. A portion of this amount has been dedicated to pay for street lighting ($450,000 annually), debt service on Public Work Trust Fund Loans ($1,000,000 annually) and a portion of the debt service on the Police Station ($500,000). The remaining $3,000,000 is to be used for the street improvement program. However, with the loss of STP Direct allocation more of this remaining optional sales tax will go towards arterial and collector street pavement overlays that had previously been funded from the STP funds, leaving a lesser amount for the capital street improvement projects.  The Washington State Public Works Trust Fund (PWTF) - offers low interest loans to eligible local governments for public works projects. Kennewick has used this program for projects like Zintel Canyon crossing, water line improvements, and comprehensive street system improvements. The annual debt service on these loans is approximately $1,000,000. Parks Development Construction Fund The Parks Development Construction Fund is used for continued development of city parks and includes taxes, state and federal grants (IAC Grants, CDBG Grants), contributions and allocations from the Parks Reserves and Recreational Trails and Paths Fund, and impact fees.  Property Tax - City Council dedicated $375,000 per year of its property tax levy to the Park Development Fund for further development of Columbia Park.  Admissions Tax - Kennewick collects a 5% admissions tax on admission charges to any place or event, with the exception of school events. The admissions tax on events at the Toyota Center and Ice Arena are accounted for in the General Fund and are used to support the general maintenance and operations of the Toyota Center by providing funding for a portion of the subsidy required to operate that facility. All other admission taxes are accounted for in the Park Development fund, which is used to fund capital parks projects.  Real Estate Excise Tax (REET) - the state authorizes a tax of 1.28% on the sale of all real estate. In addition, RCW 82.46 authorizes cities to assess an additional tax on real estate sales of 1/2%. The first 0.25% tax must be spent for capital projects listed in the city’s Capital Facilities Plan (CFP). A second 0.25% may also be levied by cities planning under GMA and must be used for capital projects as defined in RCW 83.46.035. In Kennewick, REET is levied on all sales of real estate, measured by the full selling price, including the amount of any liens, mortgages, and other debts given to secure the purchase. The state levies this tax at the rate of 1.28% and the city levies an additional 0.5% for a total levy of 1.78%. City Council dedicated this funding source to park improvements in ---PAGE BREAK--- 220 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan the Park Development Fund.  Impact Fees - Kennewick imposes park impact fees on new developments. A park fee in lieu of parkland dedication is collected when the property is subdivided or improved for residential purposes and has inadequate acreage to meet the park needs in the neighborhood. These fees are used for the acquisition or development of park and recreation facilities within the designated park service area for which the fees are imposed. The fee requirement is based on the established LOS and formula that uses the proposed dwelling units, population per household based on the Comprehensive Plan, and the current market value of the property to be subdivided or improved. Impact fees and user fees are being used for park and other areas such as road construction and maintenance, water and sewer improvement, etc. Water and Sewer Fund Water and Sewer Fund accounts for all revenue derived from and expenses incurred in the operation and maintenance of the city’s water and sewer utility. All activities related to the production, treatment, storage and distribution of water, and collection, treatment and disposal of sewage are accounted from this fund. Sources other than the water and sewer fees might include PWTF, revenue bonds, inter-fund loans and grants. Table 89: CFP fund allocations – general facilities Facility Scope Funding Vista Entertainment District Infrastructure Various public improvements in and around the Three Rivers Convention Center and Toyota Center. Capital Improvement Fund (CIF) City facilities – Frost Building Frost Building was donated to the city in 2004 and remodeled during the 2005/2006 biennium. There is some funding available for additional grading on the adjacent land that was purchased in the 2007/2008 biennium. Capital Improvement Fund (CIF), Park Development Fund, and Water/Sewer Fund Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document Establishing priorities and phasing Kennewick established priorities for projects based on the forecast of where major growth would occur in the next 20 years. Currently the city’s water, sewer and transportation plans are geared towards the priority areas. Council funding appropriation for capital projects during the biennial budget and CIP process is a major tool for Capital Facilities Plan (CFP) implementation. Projects are phased based on the available funding, and degree of necessity which eventually establishes the priority list. Reassessment GMA requires the Land Use Element to be reassessed periodically and the Capital Facilities Plan (CFP) to be updated based on the reassessment of the Land Use Element of the Comprehensive Plan to ensure adequate facilities are available at the time any major land use changes are implemented. If the anticipated funding for needed capital facilities falls short, the reassessment of the Land Use Element should determine what changes are practical and needed to be made. Kennewick’s Land Use Element and Zoning Code policy sections establish the procedure and criteria for reviewing the Land Use Element and all other elements of the Comprehensive Plan using the following measures for monitoring and reassessment for the 6-year requirement:  Re-evaluate the land use plan in the annual Comprehensive Plan Amendment process  Periodic GMA Comprehensive Plan update every 7 years  The biennial CIP and budget process  Annual CIP budget monitoring reports with quarterly updates  The Transportation Improvement Program (TIP)  Periodic Water and Sewer Plans update  Concurrency requirement in the development review process Strategy for the 20-year requirement includes:  Establishing the 20 year UGA  Plan to serve the UGA in the next 20 years  Revisit the Capital Facilities Plan every 7 years ---PAGE BREAK--- 221 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Alternative 2: BB/RR Revitalization Plan Like Alternative 1: No-action, Alternative 2: BB/RR Revitalization Plan will require Kennewick to provide additional personnel, equipment, and facilities to provide for additional population and user growth using city fees, property and sales taxes, bonds or levies as necessary. In addition to the mitigation measures outlined under Alternative 1, Alternative 2: BB/RR Revitalization Plan also includes: Development requirements Under present Kennewick policies, the developers of land anywhere within the BB/RR revitalization area must construct and finance the full cost of providing roads, water, sewer, stormwater, and park services including any associated system costs for acquisition and construction.  Fee-in-lieu - where desirable, the developer may pay a fee-in- lieu where the city acquires and constructs necessary supporting infrastructure improvements using developer provided funding.  Latecomer fees – as an option, the developer or city may finance acquisition and development of a full infrastructure requirement like supporting roads or utilities and charge late- coming or later developers the full cost of the infrastructure that was initially provided that supports their development. Tax increment financing districts Several Washington State laws provide local jurisdictions the opportunity to create special districts to facilitate the development of the community by capturing new revenue from existing taxing structures. These new revenues are then “captured” to pay debt service on the bonds issued to enhance infrastructure to improve the community.  CRF: Community Revitalization Financing Act - the Washington State legislature created the Community Revitalization Financing (CRF) Act in 2001 authorizing cities, towns, counties, and port districts to create a “tax increment area” and finance public improvements within the area by using increased revenues from local property taxes generated within the area. Under CRF provisions:  An increment area cannot be created without approval of the local governments imposing at least 75% of the regular property taxes within the area.  The incremental local property taxes under this program are calculated on 75% of any increase in assessed value in the increment area.  Any fire protection district with geographic boundaries in the increment area must agree to participate for the project to proceed.  CRF increment areas are created and administered at the local government level.  The CRF Act does not include a state contribution. There are currently 5 CRF increment areas located in Spokane County. While the CRF program can currently be used by Kennewick in the BB/RR area, the city’s proceeds from a limited local only tax increment are significant but not sizable. A BB/RR CRF would likely produce $600,000 in city tax increment revenue over a 20 year period that could be bonded assuming:  Property value (and incremental tax) increases up to 70% over the current base year in BB/RR over the next 20 years with the initial years very low and most new development happening toward the middle or end of this period, and  The port, school district, hospital district, irrigation district, and county may not participate by allowing their portion of the increased property tax revenue to be used for city CRF projects. Based on these assumptions, CRF proceeds are not sufficient enough to finance major BB/RR infrastructure improvements or facility development.  LIFT: Local Infrastructure Financing Tool Program – the Washington State legislature created the Local Infrastructure Financing Tool (LIFT) program in 2006 to finance local public improvement projects intended to encourage economic development or redevelopment. ---PAGE BREAK--- 222 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The LIFT program is similar to the CRF local tax increment option, except that it also includes an opportunity to utilize state as well as local tax increments. Under LIFT, a sponsoring jurisdiction (city, town, county, port district, or federally recognized Indian tribe) creates a “revenue development area” from which annual increases in revenues from local sales/use taxes and local property taxes are measured and used. Such increases in revenues and any additional funds from other local public sources are used to pay for public improvements in the revenue development area and are also used to match a limited amount of state contribution. The LIFT program is competitive since cities are competing to be awarded the state’s share of the sales, use, and property tax increment. Nine projects have been awarded state contributions under the LIFT program including Bellingham, Bothell, Everett, Federal Way, Mount Vernon, Puyallup, Vancouver, Yakima, and Spokane County. Given the dramatic decline in property, use, and sales tax revenues as a result of the economic downturn, the state does not have the discretionary monies to fund LIFT and has not renewed the LIFT program. The application process for the LIFT program is currently closed – any renewal of the program will require future legislative action and funding.  LRF: Local Revitalization Financing Program – the Washington State legislature created the Local Revitalization Financing (LRF) Program in 2009 authorizing cities, towns, counties, and port districts to create a “revitalization area” (RA) and allowing certain increases in local sales and use tax revenues and local property tax revenues generated from within the revitalization area to be used for payment of bonds issued for financing local public improvements. The LRF program is similar to the CRF local tax increment option, except that like the LIFT program it also includes an opportunity to utilize state as well as local tax increments. Like the LIFT program, LRF is also competitive by which cities compete for the state’s share of tax proceeds. Thirteen projects have been approved for state contributions under LRF program including Auburn, Bellevue, Bremerton, Federal Way, Kennewick (Southridge), Renton, Spokane, Tacoma, University Place, Vancouver, Wenatchee, Clark County, and Whitman County. As in the LIFT program, the dramatic decline in property, use, and sales tax revenues as a result of the economic downturn reduced the state discretionary monies with which to fund LRF and the state has not renewed the LRF program. The application process for the LRF program is currently closed – any renewal of the program will require future legislative action and funding. However, the LRF program can still be used though the tax increment would be limited to local sales, use, and property taxes (essentially CRF) without the major and substantial allocations possible with the state’s contribution. Conventional or traditional methods of designing and building public improvements and facilities  Design/Bid/Build - the design/bid/build or traditional method has been the prevailing project delivery system and has typically been used in Kennewick public works and facilities projects. Under the Design/Bid/Build process, the city hires a design team to develop drawings and specifications for the facility. Once ---PAGE BREAK--- 223 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan completed, the design package is bid and the lowest responsible bidder is awarded a contract for the construction. The city uses in- house staff and the architect or engages the services of a professional construction manager to manage the process. Financing - the Design/Bid/Build approach utilizes conventional forms of financing including General Funds, Special Revenues, Bonds, or Enterprise Funds – depending on which apply to the type of project.  Design/Build & Bridging - Washington State RCW 39-10-51 Design/Build Procedure authorizes a process that has been used in the private sector for many years and provides an alternative to the traditional Design/Bid/Build process. RCW 39-10-020 Alternative Public Works Contracting Procedure stipulates the requirements for a project to qualify to use the Design/Build method as an alternative contracting procedure. At the present time, any city may use Design/Build provided that the project:  Must be over $10,000,000 in value,  Must be approved by the Washington State Project Review Board, and  The public entity (or their consulting team) must have experience with Design/Build. Under the Design/Build method, Kennewick hires one company to design and build the public works project or facility. Design/Build contracts are typically negotiated once the city has defined the project program and the contract terms can be established. The Design/Build contractor guarantees a maximum project cost based upon the city’s program and a development agreement defining the project scope and terms. Typically, the Design/Build approach may be 10-15% cheaper than the Design/Bid/Build approach since the process is faster, relies on performance-based design/constructions solutions rather than a fixed and typically most expensive pre-designed solution, and the final product must be completed for a predetermined maximum cost.  Bridging - is a hybrid form of Design/Build that gives Kennewick greater control over the design process and end product. Under the bridging approach, the city’s staff and/or consulting team more fully defines the design documents prior to the development agreement being negotiated. The documents specify the project's functional and aesthetic requirements, but the details of the construction technology are described with performance specifications leaving the specific methods up to the Design/Build team. The construction drawings are prepared by the Design/Build/contractor's A/E who becomes the architect of record. Financing – like the Design/Bid/Build approach, however, the Design/Build method utilizes conventional forms of financing including General Funds, Special Revenues, Bonds, or Enterprise Funds – depending on which apply to the type of project. The hybrid methods - of designing, building, and financing that combine the design, building, and financing requirements into a single process include Developer/Lease-to-Own (LTO) and Nonprofit Developer/63-20 Lease to Own (LTO). ---PAGE BREAK--- 224 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Developer/Lease-To-Own (LTO) - the Developer/LTO approach is very similar to the Design/Build delivery method and is available to public entities through RCW 35.42.220. The city typically selects a developer through a Request for Proposal (RFP) process. The city and the winning RFP developer enter into an agreement by which the developer is responsible for turnkey development of the project and then leases back the facility to the city with an option to purchase. In some cases, the city may pre-select a property and assign the purchase option to the developer. The developer chooses the design and construction delivery approach that best suits the developer’s interests. Under the Design/Build method the developer provides in-house design and construction services or forms a Design/Build partnership or contract with an architect and contractor. Bridging and other elements of the Design/Build method are applicable to the Developer/LTO approach. Since the Developer/LTO is using the Design/Build approach the developer is guaranteeing a maximum project cost based upon the city’s program and a development agreement defining the project scope and terms. In addition, like the Design/Build approach, the Developer/LTO may be 10-15% cheaper than the Design/Bid/Build approach since the process is fast, relies on performance-based design/constructions solutions rather than a fixed and typically most expensive pre- designed solution, and the final product must be completed for a predetermined maximum cost. Since the developer is using the Design/Build method under this approach rather than the city, the city will realize the savings in time and cost possible under this approach even though the city is not formally using Design/Build under current state legislation. Financing – unlike the Design/Bid/Build and Design/Build approaches, however, the Developer/LTO method does not require conventional forms of pre-financing using General Funds, Special Revenues, Bonds, or Enterprise. The developer finances the project and the city buys it back using an annual payment allocation from General or Special or Enterprise Funds or typically from annual revenues generated by the facility’s tenants, user fees, or other charges. Since the Developer/LTO approach does not require pre-financing using Bonds or other public forms of funding, the annual lease/purchase payments are not considered debt and do not accrue on the city’s liability ledgers. Since the developer is financing the project, the city will be paying the developer an interest rate (or profit margin) that will be higher than if the city financed the project using public monies, even borrowed public monies, using Councilmanic, General Obligation (GO), or Revenue Bonds. The higher interest rates will reduce but not entirely negate the development savings possible under the Design/Build as opposed to the Design/Bid/Build approach. On public sector lease-to-own projects, 2 financing structures are typically utilized: Certificates of Participation (COPs) and the "63- ---PAGE BREAK--- 225 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 20" structure. In a COP arrangement the developer directly receives a share of the lease revenue in return for financing the project.  Nonprofit Developer/63-20 LTO - the "63-20" structure is an IRS established financing mechanism that allows a not-for-profit corporation to be formed that can issue tax-exempt bonds to fund public or nonprofit projects. The not-for-profit holds title to the property and improvements the same as a developer does under the Developer/LTO method. The city enters into a lease agreement with the not-for-profit and finances the bond debt through lease payments, typically over a 20 to 30 year period. At retirement of the debt, the property title is turned over to the city the same as in the Developer/LTO method. The nonprofit developer may be an inactive partner, generally providing the financing while the city essentially develops project criteria, the Design/Build RFP, and other construction administration particulars. The nonprofit may also be an active partner, performing the Design/Build RFP, construction administration, and all other developer duties as well as providing financing. Since the nonprofit developer is essentially the project landlord, it can also be contracted by the city to provide typical landlord duties including maintenance and operations which are then folded into the overall lease/purchase agreement. Since the nonprofit developer is using the Design/Build method under this approach rather than the city, the city will realize the savings in time and cost possible under this approach even though the city is not using Design/Build under current state legislation. Certificates of Participation (COP) are often used during the initial construction stage of a project and later converted to a "63-20" structure at occupancy. In some cases, the city may elect to issue GO bonds and buyout the lease early. Financing – like the Developer/LTO method, the Nonprofit/63-20 LTO method does not require conventional forms of pre-financing using General Funds, Special Revenues, Bonds, or Enterprise. The nonprofit developer finances the project and the city buys it back using an annual payment allocation from General or Special or Enterprise Funds or typically from annual revenues generated by the facility’s tenants, user fees, or other charges. Since the Nonprofit Developer/63-20 LTO approach does not require pre- financing using Bonds or other public forms of funding, the annual lease/purchase payments are not considered debt and do not accrue on the city’s liability ledgers. Since the nonprofit developer is financing the project by issuing tax exempt 63-20 (Revenue) Bonds, the city will be paying the nonprofit developer an interest rate that will be same as if the city financed the project using public monies, even borrowed public monies, using Councilmanic, General Obligation (GO), or Revenue Bonds. Since the nonprofit interest rates will be the same as if the city financed the project, the nonprofit developer (and therefore the city) will realize the 10-15% development savings possible under the Design/Build as opposed to the Design/Bid/Build approach. ---PAGE BREAK--- 226 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Both hybrid project delivery/financing systems are available for use on public works by Kennewick. The Nonprofit Developer/63-20 LTO is the most effective and least cost project delivery method since it incorporates the financial and structural advantages of the IRS 63-20 mechanism. The use of a 63- 20 not-for-profit corporation as the lease-to-own delivery vehicle allows the project to be financed with tax-exempt bonds while maintaining the benefits of the Design/Build method of private development. The Nonprofit Developer/63-20 LTO approach provides access to the efficiencies of the Design/Build method that may not otherwise be available under the alternative contracting procedure limitations defined in RCW 39-10-020. The success of 63-20 projects is derived from the enhanced team relationships, improved project control, and the allocation of risk possible by using the Design/Build approach. The 63-20 LTO method is being used with increasing frequency on municipal, county, and state projects in Washington due to its lower interest and financing costs, and the savings in time and cost possible by having the nonprofit developer utilize the Design/Build approach. 4.11.9.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase city service requirements and associated personnel, equipment, and facilities. City service and facility strategies outlined in the Capital Facilities element of the 2008 Kennewick Comprehensive Plan and the additional options outlined under Alternative 2: BB/RR Revitalization Plan have anticipated and will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 227 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.10 Natural gas 4.11.10.1: Existing conditions Natural gas is a mixture of hydrocarbon and non-hydrocarbon gases that develop in porous geologic formations in the earth's substrata, often in association with petroleum. The bacteriological digestion of organic material produces the methane gas. The Pacific Northwest (Oregon, Washington, and Idaho) consumes 300,000,000,000 cubic feet of natural gas per year. Approximately 60% of the region's natural gas is provided from sources located in British Columbia and Alberta, the remaining 40% from sources in New Mexico and Texas. Cascade Natural Gas Corporation - is a natural gas distribution company with a local office located at 200 North Union in Kennewick. Cascade Natural Gas Corporation provides service to over 232,000 customers in 95 communities in the states of Washington and Oregon. Service is provided on request where the customer is willing to pay for it and the company determines service extension will be profitable. In 2005, Cascade provided natural gas service to 4,454 residential customers and 1,131 commercial customers in the Kennewick area. Cascade expands its services to businesses and neighborhoods based on the demand. The average therm usage per residential customer is 683 therms. Each therm of natural gas contains 100,000 British Thermal Units (BTU) of energy. Natural gas is not considered an essential service and Cascade Natural Gas is not mandated to provide service where the service will be unprofitable. However, due to the relative cost savings of natural gas over electricity, the fuel is the preferred choice of over 99% of the households located within the company's service area. Local supply lines are located in public road rights-of-way in a series of supply networks that cover the Kennewick UGA. 4.11.10.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for natural gas services. Natural gas is measured in British Thermal Units (Btu) or the amount of heat necessary to increase the temperature of one pound of water one degree Fahrenheit. Gas is sold to customers in therms or 100,000 Btu's that is roughly the amount of energy provided in one gallon of gasoline. An average household in the Kennewick area uses 683 therms or 68,300,000 Btu's per year. Table 90: BB/RR natural gas requirements Requirements Alt 1: No-action Alt 2: BB/RR Plan Dwelling units existing 395 395 Dwelling unit holding capacity 5,599 6,869 Additional population 5,204 6,474 Level of service (LOS) Therms/household/year 683 683 LOS requirement at existing population 269,785 269,785 LOS requirement at build-out 3,824,117 4,691,527 Additional requirement at build-out 3,554,332 4,421,742 Source: 2008 Kennewick Comprehensive Plan, Utilities Element, Technical Document Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. ---PAGE BREAK--- 228 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two residential enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more natural gas services be provided including additional supply, service lines, maintenance personnel, equipment, and facilities to accommodate BB/RR revitalization growth – if Cascade Natural Gas Corporation continues to be the primary provided and determines the services is profitable. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action would require more natural gas services be provided– if Cascade Natural Gas Corporation continues to be the primary provider and determines the service is profitable. 4.11.10.3: Mitigation measures Alternative 1: No-action Cascade Natural Gas Corporation estimates the existing natural gas supply and service lines have capacity to service customers in the Kennewick UGA and BB/RR revitalization area for all foreseeable population forecasts using fees for service to cover development and operating costs. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan and Kennewick Municipal Code (KMC) to mitigate possible adverse impacts:  Energy conservation codes - Kennewick municipal facilities, particularly indoor facilities, utilize energy efficient lighting, heating, and other mechanical and appliance systems, practices and construction materials and methods. Kennewick building codes require similar low energy demand methods and materials of new development projects.  Coordinated construction programs – Kennewick coordinates, when reasonably feasible, the collocation of new public and private ---PAGE BREAK--- 229 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan utility distribution lines in shared trenches and right-of-ways to reduce construction costs and times. The city also shares population, project programming, and other information of interest to Cascade Natural Gas Corporation. As mandated by GMA, Cascade must also identify and jointly program the location and character of future natural gas supply and distribution lines, and other physical improvements.  Energy conservation programs - Cascade sells conservation products to the public including water conservation packages. Cascade also has a low-income energy assistance program. Alternative 2: BB/RR Revitalization Plan As in Alternative 1: No-action, Cascade Natural Gas Corporation estimates the existing natural gas supply and service lines have capacity to service customers in the Kennewick UGA and BB/RR revitalization area under Alternative 2: BB/RR Revitalization Plan and for all foreseeable population forecasts using fees for service to cover development and operating costs. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  Performance oriented development guidelines - regulating standards will be adopted in an overlay to the Mixed Use (MU) district including aggressive design and building code enforcement efforts with regard to incorporating green roofs, green walls, solar lighting and heating, super insulation, and other green and smart building practices to reduce energy consumption, among other performance provisions. 4.11.10.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase natural gas service requirements and associated personnel, equipment, and facilities. Cascade Natural Gas Corporation, and its natural gas supply sources, have anticipated such demand and will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 230 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 10.11.11 Electric power 4.11.11.1: Existing conditions The Pacific Northwest Electric Power Planning & Conservation Act was enacted in 1980 by the US Congress to coordinate electrical energy resources within Washington, Idaho, Oregon, and Montana - since these states share common needs and assets. In accordance with the act, the Northwest Conservation and Electric Power Plan was adopted in 1991. According to the plan, the region presently has sufficient resources to equal the demand generated by current power requirements. However, Pacific Northwest power companies will have to develop and/or purchase additional resources to meet projected future population requirements. New power sources will be expensive, compared to past hydroelectric methods with more complex consequences than in past years. In addition, more aggressive conservation programs will be necessary than in years past to reduce the overall power requirement in relation to population levels. Local power companies, for example, hope to meet 20% of future projected demand with conservation and 80% with new supply facilities. Power transmission facilities within Washington State are owned and operated by a variety of agencies including public utility districts, municipalities, investor-owned companies, cooperatives, rural electrification associations (REA's), and federally-controlled utilities such as the Bonneville Power Administration (BPA). The various utility transmission facilities are interconnected to provide cross system supply, improve reliability, and reduce operating costs. Power is transferred across this interconnected system to supply each company's local requirements.  Bonneville Power Administration - is a multi-state conglomerate with many area and district offices serving the northwestern United States and is directed by the US Department of Energy. BPA markets power generated at federally operated hydroelectric dams and the Washington Public Power Supply System nuclear generators to local companies like Benton County PUD using the BPA transmission system. BPA also sells power to other users within and beyond the Washington State service area when there is excess available by season or during emergencies. The regional 500 kV power network is reduced or stepped-down onto 230 kV lines by a series of regional transformers. BPA owns and operates most of the 500 kV (kV equal to 1,000 volts) and 230 kV lines and substations located within the region. BPA has approximately 400 substations and 14,000 circuit miles of transmission lines, with some located in and around Kennewick. Both 115 kV and 230 kV transmission facilities cross Kennewick, requiring either ownership of the land on which these lines cross or more commonly, owning the rights to the land as right-of-ways. These are easements restricting encroachments on that land, and are maintained by the BPA.  Benton County Public Utility District (Benton PUD) - the local provider of electricity in Kennewick operates as a of the BPA. Benton PUD offices are located at 2721 West 10th Avenue. Benton PUD receives electricity from BPA, purchases power from providers as well, and generates their own. Benton PUD purchases green power and renewable energy from Energy Northwest’s Nine Canyon Windfarm and Klickitat PUD’s landfill gas-to-energy power plant in Goldendale, Washington. Benton PUD serves 5 in this region- Kennewick Urban, Benton City, Prosser, Columbia River irrigation projects, and Hanford/Cold Creek. The Kennewick Urban is supplied by 10 miles of 115kV transmission line, 7 substations located throughout the city, and 50 electrical feeders. Each feeder is responsible for supplying the electrical current for several sub-regions, with the capacity to ---PAGE BREAK--- 231 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan switch to other feeders if an emergency should arise. Feeders are the basic unit of electricity planning and are designed to carry a maximum load of 12,000 kW each. However, when a feeder reaches 8,000 kW level of demand it is backed up or relieved by other feeders in order to maintain a reserve of 4,000 kW in each feeder system. A feeder line crosses the Columbia River and the west end of Clover Island just west of SR-397/Cable Bridge then branches off into separate lines extending across Gum Street to the east, and west adjacent Duffy’s Pond and down Entiat Avenue through the BB/RR revitalization area and across US-395 to east Kennewick. Power-lines, electrical wires, and electrical devices and appliances create electromagnetic fields when conducting electric power. Natural materials, landscaping, and built objects shield most of the current created within a field. A typical house, for example, shields up to 90% of the electric current, measured in volts per meter (V/m) that is carried in the field. The percent shielded can be increased where grounded aluminum roofing and siding, and other shielding materials are used. The electromagnetic impact on human health has been studied in laboratory applications on animals and in circumstances where individuals have been inadvertently exposed to heavy dose concentrations. The results have not been conclusive to date and have not established casual links between electromagnetic fields and human health or disease occurrences. BPA and Benton PUD provide informational and educational material on electromagnetic field research and impacts to parties who are interested. Due to the lack of conclusive research, however, no specific policies have been defined about the site of electric power facilities or right-of-ways. 4.11.11.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for electricity services. All alternatives will require the construction of additional substation capacity and additional feeder facilities before the end of the planning period. Benton PUD developed a series of retail energy forecasts in 2005 assuming 10-year low, medium and high retail energy scenarios as standalone forecasts. The low forecast represents a low customer growth and mild weather scenario; medium forecast an average customer growth and an averaging of the heating and cooling degree-days over the last 10 years; and the high forecast a high customer growth and an extreme weather scenario. Table 91: Benton PUD projection by sector - customer and medium case energy sales for Kennewick service area 2005 2011 2022 Residential 24,908 26,865 30,003 Small/medium general services 3,483 3,654 4,084 Large general services 63 65 67 Industrial n/a n/a n/a Small irrigation n/a n/a n/a Large irrigation n/a n/a n/a Street lights systems systems systems Yard lights 441 441 441 Total 28,895 31,025 34,595 Source: 2008 Kennewick Comprehensive Plan, Utilities Element, Technical Document Benton PUD participates in the BPA conservation program to promote energy conservation in the service area territory. Benton PUD owns portions of the Fredrickson and Finley generating plant that are currently being sold into the market but are available to serve local load and system peak. Benton PUD also contracts for renewable energy and as a slice utility it also has the ability to buy and sell power on the spot market to meet current and future energy needs of the customers. For planning purposes, each new customer dwelling unit in the ---PAGE BREAK--- 232 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan district can draw 10 kW for every 800 new residential dwelling units will require a new feeder line. On average in the state, residents use 1.63 kV per resident and area employees use 2.21 kV per employee during the peak January use month. This annual usage need is typically adjusted by 117% (or a factor of 1.17) to account for extreme winter peak periods creating a resident demand of 1.63 x 1.17 or 1.91 kV, and an employee demand of 2.21 x 1.17 or 2.59 kV during extreme winter peak periods. Table 92: BB/RR electricity requirements Resident requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) - residents kV use/resident/January peak 1.91* 1.91* LOS requirement at existing population 2,049 2,049 LOS requirement at build-out 20,754 25,781 Additional requirement at build-out 18,705 23,732 Employee requirements Alt 1: No-action Alt 2: BB/RR Plan Employees existing 3,604 3,604 Employee holding capacity 4,047 4,768 Additional employment 443 1,164 Level of service (LOS) - employees kV use/employee/January peak 2.59* 2.59* LOS requirement at existing population 9,334 9,334 LOS requirement at build-out 10,482 12,349 Additional requirement at build-out 1,148 3,015 * Includes a peak usage adjustment factor of 1.17 times the average January rate of 1.63 kV per resident and 2.21 kV per employee. Source: 2008 Kennewick Comprehensive Plan, Utilities Element, Technical Document Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional population increase would require more electricity services be provided including additional supply, service lines, maintenance personnel, equipment, and facilities to accommodate BB/RR revitalization growth – if Benton PUD continues to be the primary provider and determines the services is required under federal and state power requirements plans. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities. ---PAGE BREAK--- 233 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action would require more natural gas services be provided– if Benton PUD continues to be the primary provider and determines the service is required under federal and state power requirements plans. 4.11.11.3: Mitigation measures Alternative 1: No-action BPA and Benton PUD estimate the existing electricity supply and service lines have capacity to service customers in the Kennewick UGA and BB/RR revitalization area for all foreseeable population forecasts using fees for service to cover development and operating costs. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan and Kennewick Municipal Code (KMC) to mitigate possible adverse impacts:  Coordinated regional construction programs - under GMA provisions, Kennewick works with BPA and Benton PUD on the advance identification of major electric power generation plants, transmission and distribution stations, transmission and local service lines, and other supporting improvements. Advance planning efforts ensure that these facilities are properly sited and compatible with long-range development efforts.  Coordinated local construction programs – Kennewick coordinates, when reasonably feasible, the collocation of new public and private utility distribution lines in shared trenches and right-of-ways to reduce construction costs and times. The city also shares population, project programming, and other information of interest to Benton PUD. As mandated by GMA, Benton PUD must also identify and jointly program the location and character of future natural gas supply and distribution lines, and other physical improvements.  Energy conservation codes - Kennewick municipal facilities, particularly indoor facilities, utilize energy efficient lighting, heating, and other mechanical and appliance systems, practices and construction materials and methods. Kennewick building codes require similar low energy demand methods and materials of new development projects.  Energy conservation programs - Benton PUD provides a variety of power conservation programs including model building codes for new home construction, weatherization grants and loans, home energy audits, water heater insulation kits, energy saving shower faucets, and grants to businesses for energy saving improvements.  Energy conservation programs - BPA developed similar energy conservation programs including model building codes and model conservation standards. BPA offers rate incentives through the utility companies for builders who construct energy conserving housing products that conform to the model building standards. Alternative 2: BB/RR Revitalization Plan As in Alternative 1: No-action, Benton PUD estimates the existing electricity supply and service lines have capacity to service customers in the Kennewick UGA and BB/RR revitalization area under Alternative 2: BB/RR Revitalization Plan and for all foreseeable population forecasts using fees for service to cover development and operating costs. In addition to the mitigations listed under Alternative 1, Alternative 2: BB/RR Revitalization Plan will also: ---PAGE BREAK--- 234 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Performance oriented development guidelines - regulating standards will be adopted in an overlay to the Mixed Use (MU) district including aggressive design and building code enforcement efforts with regard to incorporating green roofs, green walls, solar lighting and heating, super insulation, and other green and smart building practices to reduce energy consumption, among other performance provisions.  Underground power lines - the cost of locating major power distribution lines underground is usually equal to the new construction costs for overhead lines - and Benton PUD has constructed new lines underground as a consequence. The cost of locating local 115 kV service lines underground, however, can be cost prohibitive and the company considers it to be a nonstandard service to be reimbursed by the customer. To the extend practical, new developments in the BB/RR revitalization area will be required to locate service lines and transformers underground or at least to a height just above flood level elevation of 350 feet. 4.11.11.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase electricity service requirements and associated personnel, equipment, and facilities. Benton PUD, and its power supply sources, have anticipated such demand and will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for.  Electromagnetic fields - BPA and Benton PUD provide informational and educational material on electromagnetic field research and impacts to parties who are interested. Due to the lack of conclusive research, however, no specific policies have been defined about the site of electric power facilities or right-of-ways. Policies could be developed in the event future research finds a need to buffer populations from electromagnetic field impacts. ---PAGE BREAK--- 235 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.12 Telecommunications 4.11.12.1: Existing conditions Telephone Telephone, security alarm circuits, and data transmittal services are provided throughout the Kennewick UGA by Verizon Northwest - a private for-profit corporation regulated by the Washington Utilities & Transportation Commission (WUTC) in accordance with Washington Administrative Code (WAC) 480-120. Verizon Northwest also operates subject to various federal laws and regulations administered by the Federal Communications Commission (FCC). Verizon Northwest service is provided from a series of underground and overhead cables that extend from switching stations. The main cables are connected to individual residential and commercial customers by a series of branch feeder cables. The switching and cable systems can provide multiple voice/data paths over a single telephone wire using electronic, digital transmission, fiber optics, and other enhancing technologies. Most of the company's communications lines are collocated with electric power facilities using aerial and underground alignments. The company's policy is to provide telephone cables in overhead installations. The company will install cables in underground service conduit when requested if reimbursed for the extra costs involved. Long distance service is available from Verizon, as well as from various other long distance carriers. In many cases, Verizon can also provide filer-fed and/or high-speed broadband facilities. Verizon has expanded its DSL network, and that service is available in much of the Kennewick area. Provisioning of communication facilities to commercial and residential developments takes place concurrent with growth, typically underground. Cellular systems Cellular telephones use a series of transmission facilities that project FM radio signals for conversations and data to mobile/portable telephone users. The cellular transmitting and receiving equipment and microwave relays are usually mounted on monopole or lattice towers with ground-mounted switching equipment. A chain-link enclosed cellular transmission site may range in size from 1,000-2,000 square feet. Cellular transmission sites emit less than 100 watts of electricity. Digital microwave and conventional telephone services connect cellular sites to a mobile telephone switching office (MTSO). The mobile telephone switching offices (MTSO) control all switching including the transfer of conversations or data transmittal from one site to another as the mobile phone user travels through the service system. Transmission cells cover hexagonal-shaped service areas to maximize coverage while minimizing signal overlay or interference with other transmission cells. The Federal Communications Commission (FCC) has licensed a number of cellular phone companies to provide cellular service within the Kennewick area. The Federal Communications Commission (FCC) limits each transmission cell to 866 channels (one call conducts one telephone call per channel) which are divided between the companies. The companies operate cellular transmission sites from tower facilities located in the Kennewick area. Cell tower sites are regulated through the Kennewick Municipal Code (KMC). Collocations in existing structures are strongly encouraged in order to minimize the adverse visual impacts of such facilities. Cable television Charter Communications provides Basic, Expanded Basic, Digital Service, High Speed Internet Access, Impulse Pay Per View and Video On Demand services to residents in the Tri-Cities area. Service is provided within the Kennewick City limits by franchise agreement. Charter’s privacy policy does not allow the release of the number of customers Charter serves. Service expansion is planned using the general figure of 15 residences per each quarter ---PAGE BREAK--- 236 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan mile of cable line. Cable television services are provided from tower-mounted microwave relay station located in the Kennewick area. A receiving station can serve an area within a radius of 32 amplifiers or about 13 miles. Relay stations receive signals from a satellite receiving and processing station and cable television service is provided from the receiving station through a series of 0.75-inch truck lines that extend throughout the service area. Amplifiers boost the signal communication every 2,000 to 2,200 linear feet. The primary trunk lines branch off into 0.5-inch distribution cables transmitting the signals on power and telephone poles or underground trenches. Individual service is provided to residences from the distribution lines on 0.25-inch cables. 4.11.12.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall employee and resident population will in turn increase the demand for telecommunication services. State law requires telecommunication companies to provide adequate telecommunications services on demand. To comply, most telecommunication companies regularly evaluate the capacity of outside plant facilities and provide additional switching, cables, and other improvements when the existing system reaches 85% of operating capacity. Table 93: BB/RR telecommunication requirements Requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population at build-out 9,793 12,425 Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional increase in population could create a telecommunication requirement for more telephone, cellular phone, and cable television connections than serviced under present conditions in the BB/RR revitalization area. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new ---PAGE BREAK--- 237 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action could create a telecommunication requirement for more telephone, cellular phone, and cable television connections than serviced under present conditions in the BB/RR revitalization area. 4.11.12.3: Mitigation measures Alternative 1: No-action Verizon Northwest Telephone, Charter Cable Television, and other cellular telephone companies estimate existing telecommunication connections, relay stations, and cellular and television towers have capacity to service customers in the Kennewick UGA and BB/RR revitalization area for all foreseeable population forecasts using fees for service to cover development and operating costs. The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan and Kennewick Municipal Code (KMC) to mitigate possible adverse impacts:  Coordinated regional construction programs - under GMA provisions, Kennewick works with telephone, cellular, and cable television companies on the advance identification of major relay and switching stations, cell towers, transmission and local service lines, and other supporting improvements. Advance planning efforts ensure that these facilities are properly sited and compatible with long-range development efforts.  Coordinated local construction programs – Kennewick coordinates, when reasonably feasible, the collocation of new public and private utility distribution lines in shared trenches and right-of-ways to reduce construction costs and times. The city also shares population, project programming, and other information of interest to Verizon Northwest Telephone, Charter Cable Television, and other telecommunication companies. As mandated by GMA, telecommunication companies must also identify and jointly program the location and character of future local distribution lines, and other physical improvements. Alternative 2: BB/RR Revitalization Plan As in Alternative 1: No-action, Verizon Northwest Telephone, Charter Cable Television, and other cellular telephone companies estimate the existing telecommunication supply and service lines have capacity to service customers in the Kennewick UGA and BB/RR revitalization area under Alternative 2: BB/RR Revitalization Plan and for all foreseeable population forecasts using fees for service to cover development and operating costs. In addition to the mitigations listed under Alternative 1, Alternative 2: BB/RR Revitalization Plan will also:  Underground telecommunication lines - the cost of locating telecommunication distribution lines underground can be cost prohibitive and most companies consider it to be a nonstandard service to be reimbursed by the customer. To the extend practical, new developments in the BB/RR revitalization area will be required to locate service lines underground within consolidated utility trenches and conduit. 4.11.12.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that ---PAGE BREAK--- 238 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan will increase telecommunication service requirements and associated personnel, equipment, and facilities. Verizon Northwest Telephone, Charter Cable Television, and other telecommunication companies have anticipated such demand and will prevent any unavoidable adverse impacts on plans and policies that have not already been accounted for. ---PAGE BREAK--- 239 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.11.13 Irrigation water 4.11.13.1: Existing conditions Irrigation water in Kennewick is provided by the Kennewick Irrigation District (KID), and Columbia Irrigation District (CID). In areas where there is no irrigation water, city water is used to meet the minimum irrigation requirements. Kennewick Irrigation District (KID) The Kennewick Irrigation District delivers irrigation water and promotes related water activities, as authorized by Washington State statutes and Federal laws. The District operates and maintains over 88 miles of canal from Chandler to Hover. Water is diverted into the main canal at Chandler which is approximately 11.5 miles southeast of Prosser on the Yakima River and Hover is across the Columbia River from the Boise Cascade Pulp Mill. KID also delivers water around Badger Mountain via the Badger East Canal which ends close to the Tri-City Raceway in West Richland. KID operates and maintains 144 Local Improvement Districts. It also serves through Private Lines Areas (PLA). In Kennewick, KID delivers irrigation water to most of the city except for some areas to the north, east and southwest. It also operates and maintains 2 domestic water systems, one of which, Elliot Lake, is located southeast of Kennewick within Kennewick’s UGA. Within Kennewick’s UGA, KID has 117 Local Improvement Districts (LID). Table 94: Kennewick Irrigation District (KID) Canals Canals and laterals Acres Main Canal Division III 439 Main Canal Division IV 2,443 Highland Feeder 1,429 Highlift Canal 3,847 Lowlift Canal 785 West Extension 249 Amon Pump Lateral 1,360 Columbia Irrigation District (CID) The Columbia Irrigation District system consists primarily of open canals, both lined and unlined, which total approximately 41 miles in length. The system begins at Wanawish Dam where water is diverted from the Yakima River into the main canal. CID is one of the oldest irrigation entities on the Yakima River System with water rights dating to the end of the 19th century. CID is located along the Yakima and Columbia Rivers, stretching from West Richland to Finley and in between, serves portions of West Richland, Kennewick, and rural Benton County. CID delivers irrigation water to approximately 7,000 parcels and 10,000 acres. CID serves the north and east sides of Kennewick with canals running along the eastern part of the city as well as northern part parallel to Canal Drive and SR-240. CID serves about 700 acres, in 2,000 parcels within the city boundary including two areas of the BB/RR revitalization area:  West of Washington Place, north of Deschutes Avenue, and east of Fruitland Street, and  West of Jean Street, north of the UP railroad spur, and south of Grant Ronde Avenue in LID 27. 4.11.13.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall resident population will in turn increase the demand for irrigation water services – if service cannot be provided from Kennewick water supply sources. ---PAGE BREAK--- 240 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 241 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 95: BB/RR irrigation requirements Requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population at build-out 9,793 12,425 Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. The additional increase in population and resulting urban development will create a requirement for more water irrigation of landscape improvements than serviced under present conditions in the BB/RR revitalization area. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action will create a requirement for more water irrigation of landscape improvements than serviced under present conditions in the BB/RR revitalization area. 4.11.13.3: Mitigation measures Alternative 1: No-action The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan and Kennewick Municipal Code (KMC) to mitigate possible adverse impacts:  KMC 18.78 Landscape Design Standards - provide design regulations for multifamily and commercial areas to establish a ---PAGE BREAK--- 242 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan quality landscape by requiring the planting of ground cover, vegetation, and street trees in buffer areas, parking lots, and streetscapes abutting project developments. Landscape regulations also include provisions for initial watering with bonding requirements to ensure plant and tree materials survive.  2009 Kennewick Water System Plan – anticipates the demand for domestic and commercial water use within the Kennewick UGA including potable, fire protection, and irrigation water requirements. The plan anticipates and could provide city-supplied local water supply lines for domestic as well as landscape use within the BB/RR revitalization area if the CID does not.  2009 Kennewick Stormwater Master Plan – prescribes stormwater collection and treatment requirements with improved water conservation and collection technologies and equipment including green roofs and walls, rain gardens, and other innovations than has been common of stormwater collection and retention practices in the past. Alternative 2: BB/RR Revitalization Plan In addition to the mitigations listed under Alternative 1, Alternative 2: BB/RR Revitalization Plan will also:  Landscape design guidelines - Alternative 2: BB/RR Revitalization Plan will adopt landscape design guidelines specifying low maintenance, native materials that provide ground cover, seasonal color, and visual interest for low upkeep but maximum visibility, street trees for accent and canopy, and other landscape improvements for existing and new developments throughout the BB/RR area.  Performance oriented development guidelines - will be adopted in an overlay to the Mixed Use (MU) to include aggressive design and building code enforcement efforts with regard to:  utilizing permeable street and trail paving to control and reduce stormwater runoff,  incorporating green roofs, green walls, and/or cisterns on buildings to capture and recycle stormwater for watering purposes,  planting native, drought-resistant materials in landscape areas to capture stormwater and maintain vegetation with minimum plant loss and water use,  among other performance provisions.  Columbia River levee and stormwater swale enhancement - the levee and swale will be “green” by installing vegetation mats on the inside of the levee for slope stability and visual enhancement; installing “grasscrete” on the levee access road for multipurpose use, soil retention, and visual enhancement; and planting native materials in and adjacent to the stormwater swale to improve bio- filtration, soil retention, and visual enhancement as well as reduce watering requirements.  Stormwater swale private development project enhancements – and implementing regulations will require development projects along the stormwater swale to create permanently dedicated public or private accent areas in lieu of park impact fees which could include additional storm bio-filtration swales or ponds to capture any additional stormwater runoff. 4.11.13.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase planted areas requiring water irrigation services personnel, equipment, and facilities. Kennewick has anticipated such demand in city water and stormwater systems plans, and will implement the use of native, drought resistant landscape enhancements that will prevent any unavoidable adverse impacts that have not already been accounted for. ---PAGE BREAK--- 243 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 4.12 Parks and recreation 4.12.1: Existing conditions Park lands Kennewick currently owns and maintains 25 developed city parks, 1 regional park, and a 1.5-mile riverfront linear park in addition to city right-of-ways, 2 golf courses, and 164+ acres of natural open spaces located throughout the city. City parks are in good overall condition though some sites require some renovation and compliance with the Americans with Disabilities Act (ADA). Table 96: Kennewick parks Neighborhood Location Acres Arboretum 4E botanical planting with 12 parking spaces 5.0 Canyon Lakes Park 5E restroom, playground, 0.5 basketball court, 0.43 miles of trails, horseshoes, picnic shelter, and 9 parking spaces 5.0 Civic Center Athletic Park 3E restroom, playground, skate park, youth softball, 4 adult softball (2 lighted), 1.50 miles trails, 2 water features, and 64 parking spaces 24.3 Columbia Center Estates Park 1W playground and basketball court 2.0 Eastgate Park 4E restroom, playground, 2 basketball courts, 4 soccer fields, 2 youth softball fields, 0.57 miles of trail, 24 horseshoe pits 14.4 Fruitland park 1E restroom, playground, 0.5 basketball courts, youth softball, horseshoes, and 31 parking spaces 2.5 Grange Park 5W restroom, playground, 2.5 basketball courts, soccer field, youth softball field, 2 tennis courts, 0.80 miles of trail, water feature, 2 picnic shelters, inline hockey, and 79 parking spaces 26.0 Hansen Park 4W grassy play area 25.0 Hatfield Park 3E playground, soccer field, and 20 parking spaces 3.5 Hawthorne Park 3W playground, basketball court, and 2 horseshoes 1.5 Horse Heaven Hills 5E restroom, playground, basketball court, soccer field, 2 youth softball fields, 2 tennis courts, 0.77 miles of trail, picnic shelter, and 152 parking spaces 20.0 Inspiration Park 5E restroom, playground, 0.5 basketball court, youth softball, 0.47 miles of trail, picnic shelter, and 20 parking spaces 5.0 Jay Perry Park 3E playground and basketball court 0.5 John Day Park 3W playground and soccer field with 24 parking spaces 2.3 Keewaydin Park 3E restroom, 3 playgrounds, 2 basketball courts, volleyball court, picnic shelter, and 62 parking spaces 8.9 Kenwood Park 3E restroom, playground, 0.5 basketball court, and picnic shelter 1.5 Lawrence Scott Park 2W 2 restrooms, playground, 2 basketball courts, 4 soccer fields, 4 adult softball fields, 3 tennis courts, 0.67 miles of trail, volleyball court, 3 picnic shelters, pickleball court, inline hockey court, and 256 parking spaces 26.0 Layton Park 3E restroom, playground, basketball court, and picnic shelter 3.0 Monopoly Park 3E playground and 0.5 basketball court 1.6 Penn Park 4W playground 0.8 Sunset Park 1W restroom, soccer field, youth softball field, tennis court, 0.25 miles of trail, and 62 parking spaces 7.6 ---PAGE BREAK--- 244 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 245 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Underwood Park 2E restroom, playground, basketball court, youth softball field, water feature, and 16 parking spaces 3.1 Vancouver Park 2E restroom, playground, 2 tennis courts, 2 horseshoes, and 25 parking spaces 3.0 Yelm Park 2E restroom, playground, soccer field, and youth softball field 3.0 Zintel Canyon 2E playground, 1.30 miles of trail, and 5 parking spaces 1.0 Subtotal 196.5 Maintained by others Vista Tot Lot (Benton County) 2W playground 0.5 Westgate (Little League) 2W restroom and 97 parking spaces 5.0 Park Hills Park E3 playground and 0.5 basketball court 0.5 Subtotal 6.0 Regional park Columbia Park - Regional 1E- 2W 7 restrooms, 3 playgrounds, 2 basketball courts, 4 soccer fields, 7.10 miles of trail, water feature, 2 horseshoes, 5 picnic shelters, and 936 parking spaces 387.0 Levee/Duffy’s Pond 1E 1.60 miles of trail 70.0 Subtotal 457.0 Greenways Vietnam Memorial E1 2 parking spaces 1.0 Hildebrand Blvd 6W undeveloped Columbia Center Rotary Park 1W 0.5 miles of trail 0.3 Three Rivers Vista Field Entertainment District 2W undeveloped Subtotal 1.3 Undeveloped natural areas Blackberry Canyon E3 natural area with 0.17 miles walking trail 3.5 Zintel Canyon E5 hiking and biking in flood zone 67.0 Zintel Canyon Dam E5 flood zone 88.7 Perry Monument Overlook E5 reservoir site 5.5 Subtotal 164.7 Total 825.5 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document There are 1,609.10 acres of existing open spaces within the city including parks, school grounds, and critical areas though most open spaces in Kennewick are currently not designated as parkland and have not been included in this inventory, although they offer recreational values to the community. For example, Zintel Canyon provides 1.0 acres of developed neighborhood parkland and 67.0 acres of walking trails designated as open space that has been identified as a critical area in the Kennewick Comprehensive Plan and Critical Area Ordinance. Many such areas are currently being preserved as open space and not park land in Kennewick. The Kennewick School District (KSD) also owns and maintains 453.5 acres of open spaces, playfields, recreational courts and fields, indoor facilities, and classrooms of recreational use for city residents. However, Kennewick’s parks and recreation programs have not utilized non-city grounds or facilities for specific programs although the city has located parks adjacent to school sites and manages 17.0 acres of KSD property for park use at Sunset View Elementary (2.0 acres) and Horse Heaven Middle School (15.0 acres).. Recreational facilities and programs Kennewick provides recreational programs on a year-round basis in an attempt to meet community demands. In addition to general recreation programs, the Parks & Recreation Department provides senior citizen programs and activities at the Senior Center located at Keewaydin Park in the Civic Center Campus. ---PAGE BREAK--- 246 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Table 97: Kennewick recreational facilities Facility City totals Picnic shelters 14 Play lots 22 Basketball courts 18 Tennis courts 12 Ballfields – youth 13 Soccer fields 14 Recreational centers 1 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document BB/RR park lands Kennewick is divided into 13 park districts or zones in the UGA for park planning purposes - 7 west of US-395 and 6 east of US-395. The BB/RR revitalization area is located in Neighborhood 1E which extends from the west portion of Columbia Park on the west side of US-395/Blue Bridge to east of SR-397/Cable Bridge to the UP railroad trestle across the Columbia River, south to the BNSF and UP railroad tracks. Neighborhood 1E includes 1,043 acres of land with an estimated 2006 population of 1,342 persons and a projected 2012 population of 1,511 based on 2006 land use and zoning proposals. The neighborhood includes 139.5 acres of developed park lands consisting of Fruitland Park and the Vietnam Memorial on the east side of SR-397/Cable Bridge approach, and the Sacajawea Heritage Trail on top of the Columbia River flood control levee. The neighborhood also includes 70.0 acres of undeveloped park land consisting of Duffy’s Pond and the adjacent flood control levee adjacent to the pond. 4.12.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall resident population will in turn increase the demand for park and recreational facilities, and for open space relief, particularly for residents of high density neighborhoods like the BB/RR revitalization area. An increase in urban development and thereby the overall population will create more demand on existing park lands and facilities - if present lands or facilities remain the only resources available to local residents. Additional demand and use could exceed the environmental capability of some existing sites if these lands are not properly developed or protected. Additional use could also overload or crowd the limited number of existing available park and school athletic fields and courts, denying existing residents the effective use of these facilities if new, additional facilities are not developed to accommodate an increase in the BB/RR population. Table 98: BB/RR park land requirements Park requirements Alt 1: No-action Alt 2: BB/RR Plan Population existing 1,073 1,073 Population holding capacity 10,866 13,498 Additional population 9,793 12,425 Level of service (LOS) Acres per 1,000 residents 3.0* 3.0* LOS requirement at existing population 3.2 3.2 LOS requirement at build-out 32.6 40.5 Additional requirement at build-out 29.4 37.3 * LOS for neighborhood and community parks does not include regional parks, open space, or trails Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document, Kennewick Comprehensive Park & Recreation Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. ---PAGE BREAK--- 247 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. Alternative 1: No-action Plan would also have the following impacts:  Open space – Alternative 1: No-action plan will protect sensitive lands using critical area ordinances. However, the plan will not acquire or otherwise preserve additional lands for habitat, open space, or other public use or purposes within the BB/RR revitalization area. In general, the prevailing plan will not extend park, recreation, and open space concepts throughout the BB/RR area of a quantity or location sufficient to offset the area’s projected population increase. Consequently, existing facilities including Columbia Park West, Fruitland Park, and Keewaydin Park may be used beyond capacity or residents may be forced to commute to park facilities located outside of the BB/RR neighborhood.  Parks and recreation – Alternative 1: No-action plan will improve existing fields and develop additional courts to increase the capacity of park sites in the west neighborhood park districts or zones to mitigate some of the rising demand for parks and recreation due to population increases. However, proposed existing parks are located in the west sections of the city and will not service proposed residential developments in the BB/RR revitalization area.  Multipurpose trails – Alternative 1: No-action plan will develop on and off-road sidewalks and bicycle routes to link community facilities, the historic downtown district, and the BB/RR. However, the proposed improvements will not create more off-road multipurpose connections between Sacajawea Heritage Trail, the BB/RR, historic downtown district, or Civic Center Campus and school and park attractions. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current developed character of the area.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. The additional population increase over Alternative 1: No-action would require more open space, park, and recreational facility services to be provided within or adjacent to the area to serve residents of the BB/RR revitalization area. 4.12.3: Mitigation measures Alternative 1: No-action The following measures have been incorporated into the 2008 Kennewick Comprehensive Plan, Capital Facilities Element, and ---PAGE BREAK--- 248 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 2006 Comprehensive Park & Recreation Plan to mitigate possible adverse impacts:  Kennewick park standards - Kennewick adopted National Recreation & Park Associations (NRPA) standards for neighborhood and community parks level of service (LOS) based on a ratio of acres per 1,000 residents. Kennewick Parks & Recreation Plan Department combined the community and neighborhood park classifications for the purpose of establishing the city’s LOS at 3.0 acres per 1,000 persons – not including lands used for schools, golf courses, and open space. The city also adopted NRPA standards for recreational facilities based on neighborhood and regional park classifications though the LOS standards do not qualify the population numbers that define each classification level. Table 99: Kennewick parks LOS Parks Unit Actual LOS Neighborhd/commty acres/1,000 persons 5.02 3.0 Neighborhood facility Ballfields – youth per neighborhood 0.84 1.0 Basketball court per neighborhood 2.00 1.0 Soccer field per neighborhood 1.63 1.0 Tennis court per neighborhood 0.91 1.0 Playlot per neighborhood 2.63 1.0 Picnic shelter per neighborhood 1.54 1.0 Regional facility Recreation center per community 1.0 1.0 Senior center per community 1.0 1.0 Swimming pool facility/1,000 persons 0.59 1/40,000 Golf course per community 1.0 1.0 Campground per community 0.0 1.0 Open space acres/1,000 persons 23.96 20.0 Trails – multipurpose n/a 14.3 n/a Ballfields - adults facility/1,000 persons 0.71 1/6,000 Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document – Kennewick 2006-2012 Comprehensive Parks & Recreation Plan  2006-2012 Kennewick Comprehensive Park & Recreation Plan - Kennewick’s Parks & Recreation Department provides parkland based on park neighborhood districts. Additional parkland must be made available in each district as the city expands from annexations and new developments – especially in the south and west neighborhoods. Table 100: Kennewick parks and recreational facility requirements Park land Existing 2006 Need 2025 Need Park land 714.1 764.5* 818.0* Recreational facility Existing 2006 Need 2012 Need Senior baseball fields 16 23 28 Youth baseball/softball fields 53 46 57 Softball fields 18 20 24 Soccer fields 29 35 41 Football fields 26 16 20 Tennis courts 45 23 28 Public indoor pool 0 6,580 sf 14,260 sf Gymnasium courts 36 39 47 * Increase is based on 3.0 acres per 1,000 residents for neighborhood and community parks only and does not include any additional requirement for regional parks. Existing inventory includes developed and undeveloped parks. Population includes residents within city and county of UGA boundaries. Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document – Kennewick 2006-2012 Comprehensive Parks & Recreation Plan Ideally, Kennewick would like all parks to be a minimum 5 acres in size with at least one large 15-25 acre park per neighborhood.  Impact Fees - Kennewick imposes park impact fees in lieu of parkland dedication when a property is subdivided or improved for residential purposes and has inadequate acreage to meet the park needs in the neighborhood. Park impact fees are used for the acquisition or development of park and recreation facilities within the designated park service area for which the fees are imposed. The fee requirement is based on the established LOS formula that uses the proposed dwelling units, population per household based ---PAGE BREAK--- 249 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan on the 2008 Kennewick Comprehensive Plan, and the current market value of the property to be subdivided or improved. Table 101: Proposed park improvement projects Project Scope Funds Southridge Subarea 4.0 mile long and 30 foot wide linear park and other improvements along Hildebrand Road west of US- 395 Park Development Fund Eastgatge Park Improvements to existing park Park Development Fund Hansen Park Improvements to the newly developed 25.0 acre park west of US-395 Park Development Fund Off-Leash Dog Park Phase I development Park Development Fund Source: 2008 Kennewick Comprehensive Plan, Capital Facilities Element, Technical Document – Kennewick 2006-2012 Comprehensive Parks & Recreation Plan  Neighborhood 1E/BB/RR revitalization area - the 2006 Kennewick Comprehensive Park & Recreation Plan indicated Fruitland Park and the west end of Columbia Park met Neighborhood 1E or BB/RR neighborhood park needs and that there was no requirement to acquire or develop additional park land or facilities based on the projected 2012 population of 1,511 persons. The plan recommended Duffy’s Pond, which is owned by the Corps of Engineers, be developed as a passive-natural area with trail connections to Sacajawea Heritage Trail. Park development in the 1E or BB/RR revitalization area was given a lower priority than the need to acquire park lands in other areas of the city at risk of development. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Columbia River levee – will install vegetation mats on the inside of the levee for slope stability and visual enhancement; install “grasscrete” the levee access road for soil stability, multipurpose use, and visual enhancement, and plant native materials in and adjacent the stormwater swale to retain soil, improve bio-filtration, and visual enhancement.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings and activities.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscrete” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street.  Mixed use performance-based district overlay standards - will also specify low-impact and smart development characteristics managing stormwater runoff and recycling including use of green roofs and walls, permeable street, parking, and trail pavements, and green gardens and cisterns with passive park enhancements.  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge to increase commuting opportunities by modes other than by automobile.  Benton Street on/off road trail – will be developed between Sacajawea Heritage Trail and the historic downtown to provide recreational as well as commuter access by modes other than by automobile.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be reviewed for conformance with Shoreline Management Program (SMP) buffer requirements, the new mixed use (MU) zone requirements, and under existing and proposed new mixed use zone overlay guidelines. Planning Commission and City Council will consider the Port’s proposals, adjacent property owner opinions and preferences, any resulting recommendations or alternations, and make a decision accordingly that will allow the Port to develop park, trail, amphitheater, and other recreational facilities. ---PAGE BREAK--- 250 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Public Market – will be developed on the BNSF railroad property being acquired east of Benton and the BNSF property under city lease west of Benton to include farmers’ market and other indoor and outdoor vendors, artist galleries and workshops, fine and performing art classrooms, multipurpose meeting and special exhibition or event spaces operating on a 7 day a week basis to link BB/RR and historic downtown activities and promotional opportunities.  Excursion Train – will be recruited to operate dinner, mystery, and winery tours from the BNSF and UP tracks adjacent to the Public Market like the Spirit of Washington Dinner Train did previously. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  Joint use facilities and programs – Kennewick could joint venture the acquisition and development of school/park facilities and programs with Kennewick School District (KSD) to better service BB/RR needs with additional facilities within or serving the BB/RR area than would be accomplished otherwise.  Increase growth impact fee assessments – park impact fee or fee-in-lieu could be increased to assess new projects for the cost required to improve the park, trail, and open space systems within or able to service BB/RR residents to more effectively accommodate a project's associated requirements and impacts. 4.12.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will increase park and recreational land and facility requirements and associated personnel, equipment, and facilities. However, proposed public policies under Alternative 2: BB/RR Revitalization Plan will create comprehensive and more systematic improvements necessary to effectively balance demands throughout the BB/RR area and/or create facilities within the citywide system that can. ---PAGE BREAK--- 251 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan 4.13: Archaeological and historical 4.13.1: Existing conditions The Confederated Tribes of the Umatilla Indian Reservation completed “A Review of Cultural Resource Data Relevant to the Bridge-to-Bridge Revitalization Area” by Amy K Senn of the Umatilla Tribes Department of Natural Resources, Cultural Resources Protection Program on 21 September 2010. Some of the following site-specific information is based on the results of that assessment and the sources cited therein. Other sources include “A Guide to the Indian Tribes of the Pacific Northwest” by Robert H Ruby and John A Brown, University of Oklahoma Press, ISBN 0-8061-1967-5. Definitions Archaeological and historical may be categorized into three major types:  Archaeological - resources that represent important evidence of past human behavior, including portable artifacts such as arrowheads or tin cans; non-portable features such as cooking hearths, foundations, and privies; or residues such as food remains and charcoal. Archaeological remains can be virtually any age, from yesterday's trash to prehistoric deposits thousands of years old.  Ethnographic - sites, areas, and materials important to Native Americans for religious, spiritual, or traditional uses that can encompass the sacred character of physical locations mountain peaks, springs, and burial sites) or particular native plants, animals, or minerals that are gathered for use in traditional ritual activities. Also included are villages, burials, rock art, rock features, and traditional hunting, gathering, and fishing sites. In some cases, ethnographic resources may overlap prehistoric or historic archaeological resources or they may be embedded within each other.  Historic - resources of the historic built environment that can include people, places, or uses including houses, barns, stores, post offices, bridges, and community structures that are more than 50 years old. Prehistoric setting The arrival of Indian groups in the Pacific Northwest cannot be dated with great precision. However, archaeological investigations at the Manis mastodon site near Sequim on the Olympic Peninsula indicate man was in the area as early as 12,000 years ago. Sea level rises approximately 5,000 years ago, however, may have inundated even older sites. Known sites have been grouped into the following rather broad time periods and cultural sequences:  Paleoindian - approximately 11,000+ BP consisting of highly mobile, small groups that subsisted on marine, shoreline, and terrestrial resources with stone, bone, antler, and perishable technological materials illustrated by Clovis points.  Archaic – 10,500-4,400 BC consisting of highly mobile small groups subsisting on marine, shoreline, and terrestrial resources with stone, bone, antler, and perishable technological materials illustrated by Olcott points.  Early Pacific – 4,400-1,800 BC consisting of increased sedentism in seasonal villages subsisting on shoreline resources, expanded marine resources harvesting camas and shellfish with an increase in ground stone, bone, antler, and perishable technological materials illustrated by Cascade points.  Middle Pacific – 1,800 BC - 500 AD consisting of winter villages of plank houses and seasonal camps subsisting on marine and riverine resources with food storage technologies with a decrease in stone tools, diversification of tools of bone, antler, perishable technological materials and canoes.  Late Pacific – 500 – 1775 AD consisting of large permanent villages and special use camps subsisting on specialized marine, riverine, and terrestrial resources with extensive food storage with very little stone tools . ---PAGE BREAK--- 252 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Archaeological sites There are more than 5,000 Native American sites on record in the state, of which few have been professionally evaluated. Generally, sites are located at river conjunctions within valleys and along the shoreline of Puget Sound and the Columbia River.  Kennewick is located within the Plateau culture area defined by:  Riverine (linear) settlement patterns,  Reliance on a diverse subsistence base of anadromous fish and extensive game and root resources,  Complex fishing technology similar to that seen on the Northwest Coast,  Mutual cross-utilization of subsistence resources among the various groups comprising the populations of the area,  Extension of kinship ties through extensive intermarriage throughout the area,  Extension of trade links throughout the area through institutionalized trading partnerships and regional trade fairs,  Limited political integration, primarily at the village and band levels, until adoption of the horse, and  Relatively uniform mythology, art and religious beliefs and practices focused on the vision quest, shamanism, life- cycle observances, and seasonal celebrations of the annual subsistence cycle. Archaeologists and historians have verified tribal village sites throughout the Columbia River Basin. People living there hunted bison and antelope, animals long gone from Washington. Traditional Cultural Properties (TCP) The locations described above touch upon some of the areas utilized in and around Kennewick though numerous more fishing sites and villages are known up and down the Columbia River. The shorelines and adjacent terraces in the Kennewick area have been heavily utilized by tribal peoples since time immemorial. Use was focused along the waterways. No archaeological sites have been documented within the BB/RR project area however, most of the development occurred without cultural resource work being conducted. Although there are no recorded archaeological sites within the BB/RR project area, archaeological deposits are likely to be located below the ground surface within the project area. If BB/RR improvements may impact any of these resources, the resources will need to be formally evaluated. Indian tribes The Indian population before the Europeans first came into the Pacific Northwest is estimated to have numbered 75,000 or possibly twice that number, divided into about 125 tribal groups. Small pox, tuberculosis epidemics, and other diseases reduced tribal numbers significantly by the 1850s. A large number of different Indian tribes and bands inhabited the Plateau and Kennewick region with varied life-styles and different languages, dress, ceremonies, and adornments. Tribal characteristics are generally distinguished between the coastal tribes of western Washington and those of the interior. In general, the coastal tribes depended on the rivers and tidal waters for staple foods whereas the interior tribes relied more heavily upon plants and berries, as well as game and other animals. The Tri-Cities area was occupied to various extents by the Cayuse (Weyiiletpu), Umatilla (Imatalamlama), Walla Walla (Waluulapam), Palus or Palouse (Peluucpu), Yakima (Mamachatpam), and Wanapum (Wanapam) who were all Shahaptian-speaking tribes. The Nez Perce (Mimiipu) also used some of the same territory, often at the same time, for hunting, fishing, and gathering purposes. Strict political boundaries for these groups are almost impossible to determine with any accuracy. The Umatilla traditionally used the area south of Kennewick, the Walla Walla used the area around the mouth of the Snake and Walla Walla Rivers, and the Yakima used the northern portion of what is now the McNary Reservoir including the Kennewick area. The annual subsistence activities for Plateau tribes were complex, involving the gathering of many essentials. Tribes moved over large expanse of landscape to seasonally harvest fish, roots and berries, and hunt. The tribes would meet at various places during the summer travels to trade and socialize. ---PAGE BREAK--- 253 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan With the introduction of the horse, some tribes including the Cayuse, Palouse, and Yakima, jointed with the Nez Perce adopting an equestrian mode of life, seasonally traveling with the Flathead and others in “going to buffalo” on the Plains. Some Umatilla and Walla Walla also took part in these expeditions, while others maintained a riverine orientation, supplemented by the use of the horse in seasonal hunts. The tribes began raising cattle on the hills in the tribes’ traditional territories.  Cayuse – lived originally in north-central Oregon, and eventually on the upper reaches of the Walla Walla, Umatilla, and Grande Ronde Rivers on lands stretching westward from the Blue Mountains to the John Day River, a tributary of the Columbia. The Cayuse were related culturally and geographically to the Nez Perce, and eventually adopted the Nez Perce language. The Cayuse acquired horses from the Shoshoni and like the Nez Perce, were noted for their horse culture creating a horse lineage named for the tribe. With horses, the Cayuse were able to journey as far east as the Great Plains to trade, hunt, and fight. Like other Columbia Plateau peoples, they acquired cultural elements of the Plains tribes. The tribal name derived from the French-Canadian fur traders words for stones or rocks, though the tribal version meant “superior people”. The Cayuse reputation was tarnished after the massacre of immigrants and missionaries including the Reverend Marcus Whitman and his wife, Narcissa, at their Waiilatpu Mission on Cayuse lands near present-day Walla Walla. The underlying causes of the massacre were squabbles between the Cayuses and the missionaries over land ownership, immigration across Cayuse lands, and Cayuse fears of measles from immigrants – which broke out among the immigrants and Cayuse before the massacre.  Umatilla - lived on the lower reaches of the Umatilla River, a Columbia River tributary in northeastern Oregon, and along both banks of the Columbia River from Arlington, Oregon to the mouth of the Walla Walla River. The tribal name derives from a village name meaning “many rocks”. Before acquiring horses early in the 18th century, the Umatilla depended primarily on salmon and other fish for survival catching salmon with an assortment of spears, nets, traps, and weirs. They also gathered camas, berries, pine nuts, seeds, bark, and sap away from the river. They lived in multifamily lodges constructed of poles and mats over shallow excavations. Some of the lodges were as big as 16 x 60 feet. Umatilla warriors banded with the Nez Perce and other Cayuse tribes to fight the Paiutes, an arch-enemy tribe, and a volunteer army of white settlers from the Willamette valley in the Cayuse War in 1848. In 1859 they signed a treaty with the Washington and Oregon Superintendents of Indian Affairs in return for a reservation north and south of the middle Umatilla River in Oregon.  Walla Walla – lived along the Columbia River in the area of its confluence with the Walla Walla River and east along the Walla Walla to its junction with the Touchet River. The tribal name means “flow” or “stream” or “little river” referring to the characteristics of the land they occupied. The Walla Walla’s traditional foes were the Shoshoni, whose land they bordered. They had close ties as a result with the Shahaptian- speaking Nez Perce, Umatilla, as well as with the Waiilatpuan- speaking Cayuse. In 1805-1806 the Walla Wallas met Merriwether Lewis and William Clark on the Lewis & Clark Expedition down the Columbia River, and traded in years following with fur-trading companies traveling up and down the river. Walla Walla women worked at the Reverend Marcus Whitman’s mission, but the Walla Walla did not participate in the massacre.  Palouse – lived on the lower Snake River from Alpowa west to the Columbia-Snake confluence in about 40 winter villages. The Palouse called themselves the Nahaum, or Palous, after the ---PAGE BREAK--- 254 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan “standing rock”, a massive basaltic outcropping at the mouth of the Palouse River near the Middle Palouses’ main village, Palus. When visited by Meriwether Lewis and William Clark, the Palouse lived in wooden houses, in contrast to the mat tipi of neighboring tribes. The Palouse were primarily a piscatory people, but migrated from permanent salmon-fishing villages to gather roots and berries and to hunt. The Palouse were horseman, much like the Nez Perce and Cayuse, and the Apaloosa horse may have been a breed they perfected.  Wanapam – lived along the Columbia River, or “Enche Wana”, as they called it, in the area of the Priest Rapids which was inundated by construction of Priest Dam. Priest Rapids was named by fur traders, who encountered a native priest at the rapids in 1811. A strong priestly influence was exerted by the prophet Smohalla, whose Dreamer religion gained momentum with the Wanapam around 1860. Under Smohalla’s influence and leadership, the Wanapams maintained their independence despite the efforts of Indian agents to confine them to reservations.  Skins (Skeens or Skinpahs) – lived on the north bank of the Columbia River in south-central Washington State. The tribal name derived from a work in the Tenino dialect meaning “cradle” or “cradle place”. The Skins were believed to be the tribe whom Meriwether Lewis and William Clark identified as the Eneeshurs in 1805-1806. Due to their location along the Columbia River, the Skins engaged in considerable trading and fishing for subsistence – though they occasionally foraged for roots and berries away from the river. The Skins were one of several native tribes who lost their tribal identities in the 19th century and were among the 14 peoples who were combined into the Yakima Nation by the 1855 Walla Walla Treaty.  Yakima – were one of the most numerous of the Shahaptian- speaking peoples though they were often grouped with other native tribes. The tribal name means either “runaway” or “people of the gap” since their principal village (Pa’kiut – “hills together”) was located at present day Union Gap on the Yakima River, or “a growing family” or “a tribe expansion” or “black bear” or “big belly” or “the pregnant ones”. The Yakima lived in the watershed of the Yakima River from the river origins in the Cascade Mountains (the Upper Yakima) to the confluence with the Columbia River in Richland (the Lower Yakima). The Lower Yakima were also contacted by the Meriwether Lewis and William Clark Expedition. The Yakima fished the Yakima River, gathered roots and berries, and hunted. The Yakima obtained horses from the peoples of the Great Basin through Cayuse Indian intermediaries sometime around 1730. With horses, they were able to hunt buffalo on the Columbia plains, though they did not pursue them to the extent that the Nez Perce – also Shahaptian-speaking peoples, did. The Yakima headmen who signed the Yakima Treaty of 1855 represented various lower-middle Columbia River bands. Despite opposition to the treaty, 14 tribes under the Yakima standard ceded their lands in exchange for the Yakima reservation. Despite the treaty, Kamiakin, the head Yakima chief, led a coalition of interior tribes against the Americans in the Yakima War of 1855- 1856 until defeated in a key fight at Union Gap. Early settlements  Pasco – began as a Northern Pacific railroad camp called Ainsworth, a site now partly flooded and partly converted into Lewis & Clark State Park located 1.5 miles up the Snake River from its confluence with the Columbia). In 1880 the site was a brawling railroad camp occupied by 200 white laborers, storekeepers, gamblers, 200 Chinese laborers, and abundant “lacquered ladies”. The camp was named after Captain John C Ainsworth, an official of the Oregon Steam Navigation Company, who did not consider it a compliment. ---PAGE BREAK--- 255 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan The Northern Pacific chose the site in 1879 as a starting point for the completion of its transcontinental railroad. Funds had run out 6 years earlier with rails ending at Bismark, North Dakota, and between Kalama and Tacoma. This left a 1,500 mile gap, even though the line to Tacoma technically met the deadline of reaching the Pacific by December 1873. The new plan proposed to lay track northeast from Ainsworth to Wallula, where a paddle-wheel ferry would cross to existing tracks along the left bank of the Columbia, and then in turn to Kalama. Following the collapse of the financial and organizational empire put together by railroad titan Henry Village in 1884, however, the Northern Pacific resumed its original plan to cross the Cascade Mountains rather than continue skirting along the Columbia River. To start construction, the company moved its camp from Ainsworth to Pasco and Ainsworth proprietors shifted saloons, stores, and shops to the new town followed by the county seat. Pasco became the railroad’s division point with shops, roundhouse, and offices. In 1888, the NP built a temporary bridge across the Columbia River to Kennewick – the first to span the river. It replaced the bridge with a permanent one in 1906 but continues to use both bridges to the present day. Pasco grew in population soon thereafter with an influx of dryland homesteaders and a promise of irrigation, followed in the early 1940s with the opening of the Hanford Project, and Army supply depot, and a Navy air station.  Richland – was settled in 1863 when John B Nelson built a scow and poled upstream to the mouth of the Yakima River to raise livestock. In the 1880s they were joined by Ben and Mary Rosencrance who opened a stage station and also raised horses, which they hired out for railroad construction. The Rosencrance also built a 36-foot waterwheel to lift river water into a flume for irrigation then added a fruit and vegetable business to their enterprises. Developers later extended a canal west of Rosencrance’s irrigation system and platted the town of Richland. The town remained a small community until 1942 when the federal government initiated the Hanford Project importing thousands of workers who lived in trailers and plywood barracks at Hanford – 25 miles upriver. In 1944 and 1945 when work on chemical separation plants and 3 atomic reactors were finished, most of the workers moved away. Others settled in Richland, where the government built houses for them. The General Electric Company became the primary peacetime contractor for the Hanford Project and also the town’s landlord and city services administrator. The government continued its property ownership until the late 1950s, when it finally let residents buy the houses and let the city again incorporate.  Kennewick - the earliest form of transportation to the Tri-Cities was by paddle-wheel boats and later steamers that plied the Columbia River from Portland in 1859. Clover Island was a busy landing spot along the Columbia River that provided supplies and passengers to the historical downtown Kennewick site. During the 1850s, Kennewick was a stopping point and river crossing on the military wagon “road” that was developed between Walla Walla and the Naches Pass over the Cascade Mountains to Seattle. At one point, Jefferson Davis, Secretary of War, instructed Captain George McClellan to “at least endeavor to fix the line of the road” and improve the worst places enough that immigrants could “render the route practicable by their own exertions.” Remnants of “Pioneer Road” include the curved off-ramp at the eastern portion of Columbia Drive’s intersection with SR-397/Cable Bridge and Columbia Park Trail – now a local park access road parallel to the riverfront through Columbia Park and Kennewick to the Yakima River. Kennewick came to life in the mid-1880s as the Northern Pacific started work on its Cascade Division and the Columbia River bridge crossing between Kennewick and Pasco. Prior to the bridge, the Frederick Billings ferried trains across the river beginning in 1884. Although Kennewick was surveyed in 1884, the plat was not filed until 1888. In 1902 the Northwestern Improvement Company, a ---PAGE BREAK--- 256 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan subsidiary of the Northern Pacific, realized that the Kennewick Townsite would have to be re-platted because the Yakima Irrigating & Improvement Company (YI&I) had misplatted it. Kennewick was incorporated in 1904 and extended along the Columbia River from Washington Street west. The early railroad tracks were located between Columbia Drive and the Columbia River. The town faltered, however, when railroad construction crews moved on. The town stirred back to life when the YI&I proposed to irrigate lands and promote settlements in the area. The YI&I’s plan to divert water from the Yakima River to Kennewick was curtailed by the Panic of 1893. The US Reclamation Service (renamed the Bureau of Reclamation in 1932) was formed in 1902 to reclaim the arid lands of the west and provide homesteads for western settlement. Under the Reclamation Act, funds to construct the irrigation projects were to be derived from the sale of public lands. As a result of act, the Northern Pacific purchased nearly 20,000 acres of land in the lower Columbia River valley. The Northwestern Improvement Company, the Northern Pacific subsidiary, bought 23,000 acres in and near Kennewick as well as old irrigation ditches. Within a few months of the act’s passage, the Northern Pacific Irrigation Company (a new Northern Pacific subsidiary) bought Northwestern Improvement Company’s Kennewick holdings and placed town lots in Kennewick up for sale. In 1902 the recently formed Northern Pacific Irrigation Company began construction of the Columbia Irrigation District Canal extending from a dam on the Yakima River 21 miles from Kennewick to 11 miles beyond Kennewick watering over 15,000 acres. The canal was completed in 1903 and was taken over by the Kennewick Irrigation District (KID) in the 1930s. The irrigation project was widely promoted and resulted in the first development efforts and population growth within the city along the old military “road”, known by then as River Road (Columbia Park Trail). In 1911 the Washington State Highway Department designated River Road (Columbia Park Trail) as part of the route of the Inland Empire Highway in eastern Washington and in 1914 it was designated part of the first transcontinental highway system, known as the Yellowstone Trail, from Plymouth Rock, Maine to Puget Sound, Washington. In 1926 River Road was paved with concrete and soon after became part of US Route 410 – which would later become Columbia Drive and later Columbia Park Trail. World War II brought industry to the area when the top-secret Hanford Engineering Works drew thousands of in-migrants to develop plutonium for the atomic bomb. The railroads, irrigation, and then World War II created the economic and physical basis for the development of the Tri-Cities urban forms today. As a result of record snowfall and rapid warming in the spring of 1948, severe flooding occurred throughout the Columbia Basin along the Columbia River and its tributaries. Kennewick was cut off from Richland as the Yakima Delta was completely under water and Highway 410 was inundated. The federal government acquired the lands along the Columbia River as part of McNary Lock & Dam Project, and moved or demolished 700 houses and other structures. Dam construction was initiated in 1948 and the project was completed in 1954. Bridge-to-Bridge/River-to-Rail (BB/RR) Clover Island and the shoreline along Duffy’s Pond (which was created by the Columbia River flood control levee) were sites of numerous paddle-wheel and steamboat landings ferrying cargo and passengers up and down the Columbia, Yakima, and Snake Rivers during the early settlement periods prior to the development and emergence of the railroad. Significant historical development, however, was located along the Northern Pacific (NP – present day Burlington Northern Santa Fe – BNSF) and Union Pacific (UP) railroad tracks and south in the downtown district which were located above the high water flood mark whereas the BB/RR was subject to frequent flooding. ---PAGE BREAK--- 257 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan The downtown district has been deemed historic in origin and declared an historic district by city action. The district contains large numbers of original buildings that date to the early development of the city. However, property owners have altered facades, windows, doorways, and other features with treatments and materials are not historic or covered up historic details such that buildings do not qualify for historic listing in state or national registers at this time. 4.13.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will create more activity and a demand on existing historical areas and aesthetic resources. Additional use could exceed the capability of some of these sites if these lands and buildings are not properly protected. Potential reuse or redevelopment of some of these areas could alter their historic and aesthetic character, possibly destroying community value if not properly protected. Potential redevelopment could also obscure aesthetic resources and potential visual imagery if not planned and designed. Typical project impacts that could disrupt or adversely affect archaeological or historical resources may include:  demolition, removal, or substantial alteration without consideration of historic and archaeological sites and/or features;  incompatible massing, size, scale or architectural style of new development on adjacent properties;  obstruction or extensive shading of significant views to and from a resource by new development;  incompatible use of an existing building or structure;  disruption of integrity of setting; and  long-term loss of access to the property. The level of significance for an impact is dependent on the existing integrity and nature of contributing elements to a property’s historic or cultural significance and the sensitivity of the current or historic use of the resource. Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, and Kennewick Municipal Code (KMC) regulations on noise (Chapter 9.52) would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with these documents. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March of 2010 including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street and two single family enclaves as Residential High Density (RH).  Housing - would evolve as designated in the March 2010 zoning map with possible redevelopment of the Commercial Community and General (CC and CG) zoned lands along and north of Columbia Drive for a mixture of commercial, construction yards, warehouses, apartments, and condominium buildings with some corresponding retail, entertainment, or office uses possible within mixed use buildings. Such developments could demolish and remove all existing structures within the high density residential zoned areas including many older and possibly some historic buildings with architectural characteristics common of early city settlement periods. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect the current ---PAGE BREAK--- 258 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan developed character of the area and preserve listed historic properties.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. Like Alternative 1: No-action, Alternative 2: BB/RR Revitalization Plan could demolish and remove all existing structures within the mixed use zoned areas including many older and possibly some historic buildings with architectural characteristics common of early city settlement periods. 4.13.3: Mitigation measures Alternative 1: No-action The State Environmental Policy Act (SEPA) requires all major actions sponsored, funded, permitted, or approved by state and/or local agencies undergo environmental review to ensure environmental considerations such as impacts on cultural resources are given due weight in decision-making. WAC 197-11 and WAC 468-12 require significant properties, specifically those listed or eligible for listing in the National Register of Historic Places (NRHP) and the Washington Heritage Register, be given consideration when state undertakings affect historic and cultural values. Under SEPA, the Washington State Department of Archaeology and Historic Preservation (DAHP) is the specified agency with the technical expertise to consider the effects of a proposed action on cultural resources and to provide formal recommendations to local governments and other state agencies for appropriate treatments or actions. DAHP does not, however, regulate the treatment of properties that are found to be significant although a local governing authority may choose to uphold the DAHP recommendation and may require mitigation of adverse effects to significant properties. The degree to which an alternative adversely affects districts, sites, buildings, structures, and objects listed or eligible for listing in the NRHP is the primary criterion for determining significant impacts under SEPA. Secondary criteria include whether an alternative has the potential to affect districts, sites, buildings, structures, and objects listed in or eligible for listing in the Washington Heritage Register or the Kennewick Register of Historic Landmarks. National Register of Historic Places First authorized by the Historic Sites Act of 1935, the National Register of Historic Places (NHRP) was established by the National Historic Preservation Act of 1966 as “an authoritative guide to be used by federal, state, and local governments; private groups; and citizens to identify the nation’s cultural resources and to indicate what properties should be considered for protection from destruction or impairment.” The NRHP recognizes properties that are significant at the national, state, and local levels. According to NRHP guidelines, the quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites, buildings, structures, and objects that possess integrity of location, design, setting, materials, workmanship, feeling, and association, and:  that are associated with events that have made a significant contribution to the broad patterns of national history; or  that are associated with the lives of persons significant in the nation’s past; or  that embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may ---PAGE BREAK--- 259 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan lack individual distinction; or  that have yielded, or may be likely to yield, information important in prehistory or history. Ordinarily, cemeteries, or graves of historical figures; properties owned by religious institutions or used for religious purposes; structures that have been moved from their original locations; reconstructed historic buildings; properties primarily commemorative in nature; and properties that have achieved significance within the past 50 years are not considered eligible for the NRHP, unless they satisfy certain conditions. The evaluation of integrity according to the NRHP is grounded in an understanding of a property’s physical features and how these features relate to its historic significance. It is through the retention of original character-defining features that the significance of a resource is conveyed. The NRHP recognizes seven aspects or qualities that, in various combinations, define the integrity of a property, including:  Location - the place where the historic property was constructed or the place where the historic event occurred.  Design - the combination of elements that create the form, plan, space, structure, and style of a property.  Setting - the physical environment of a historic property.  Materials - the physical elements that were combined or deposited during a particular period of time and in a particular pattern or configuration to form a historic property.  Workmanship - the physical evidence of the crafts of a particular culture or people during any given period in history or prehistory.  Feeling - a property's expression of the aesthetic or historic sense of a particular period of time.  Association - the direct link between an important historic event or person and a historic property. Archaeological Investigations Northwest (AINW) conducted an archaeological survey on Corps lands proposed to be utilized by Kennewick in the lowering of Levee 5D. No archaeological resources were documented in the survey.  Levee 5D - AINW recommended, however, that the intact portions of Levee 5D, which is greater than 50 years in age and part of the McNary Lock & Dam Project, is eligible for inclusion in the National Historic Register and completed a National Register of Historic Places Registration Form for the levee which is included in the BB/RR area.  US-395/Blue Bridge – or Pioneer Memorial Bridge is listed on the Washington Heritage Register. The bridge was nominated for inclusion on the National Register of Historic Places but is not listed. The bridge was completed in 1954 by US Steel’s American Bridge Division and is 2,520 feet long – the first bridge in Washington to have a tied arch span. The Ed Hendler or Cable Bridge is likely to be eligible to be included on the National Register of Historic Places as an engineering feat.  Pasco-Kennewick Bridge – the predecessor of the SR-397/Cable Bridge or the Ed Hendler Bridge was listed on the National Register of Historic Places prior to the bridge’s demolition in 1990. The bridge was built in 1922 to replace the existing ferry system by the Union Bridge Company and measures 3,300 feet long consisting of 1,115 tons of steel. Washington Heritage Register The Washington Heritage Register is an official listing of historically significant sites and properties found throughout the state that is maintained by DAHP and includes districts, sites, buildings, structures, and objects that have been identified and documented as being significant in local or state history, architecture, archaeology, engineering or culture. To qualify for placement on the Washington Heritage Register, the resource must meet the following criteria.  A building, site, structure or object must be at least 50 years old and if newer, the resource should have documented exceptional significance.  The resource should have a high to medium level of integrity it should retain important character defining features from its historic period of construction).  The resource should have documented historical significance at the local, state, or federal level. ---PAGE BREAK--- 260 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Sites listed on the NRHP are automatically added to the Washington Heritage Register. DAHP currently lists 41 buildings within the BB/RR area on the Historic Property Inventory. Five are commercial buildings dating from the 1940s and 1950s of which 2 are located on West Columbia Drive – Green Gables Motel and Columbia Motor Inn, and 3 are located on East Columbia Drive – Auto Shine Detailing, Gray’s Motel, and an unidentified building. The remaining 36 buildings are residential structures dating from the 1890s and 1900s-1930 clustered within the single family neighborhood located south of Columbia Drive and west of Fruitland Street, or on Entiat Avenue between Fruitland Street and Columbia Drive, or scattered in the relatively undeveloped area north of Columbia Drive and west of Fruitland Street. Table 102: BB/RR historic property inventory Date Address Use and style 1950s 515 West Columbia Drive Commercial vernacular - 1-story, commercial courtyard building (Green Gables Motel) of masonry, gable, hip roof 1950s 1133 West Columbia Drive Commercial vernacular – 1-story, L-shaped, masonry commercial building (Columbia Motor Inn), gable roof 1930 525 W Entiat Residential vernacular pyramidal/hipped – 1- story rectangular, wood-frame house, hipped roof 1950s 600 W Entiat Residential vernacular side gable – 1-story, irregular wood-frame house, gable roof na 612 W Entiat Residential vernacular side gable – 1-story, irregular wood-frame house, gable roof 1905 624 W Entiat Residential vernacular front gable – 1.5- story, irregular wood-frame house, gable roof 1912 630 W Entiat Craftsman/Arts & Craft – 1.5-story, rectangular wood-frame house, gable roof 1905 710 W Entiat Residential vernacular gambrel – 1-story, rectangular wood-frame house, gambrel roof 1905 713 W Entiat Residential vernacular gambrel – 1.5-story, rectangular wood-frame house, gambrel roof 1900s 925 W Entiat Residential vernacular pyramidal/hipped – 1- story, irregular wood-frame house, hipped roof 1900s 929 W Entiat Residential vernacular front gable – 2-story, rectangular wood-frame house, gambrel front 1912 1103 W Entiat Bungalow – 1-story, irregular wood-frame house, gable roof 1910 1206 W Entiat Craftsman/Arts & Crafts/Bungalow – 1-story, irregular wood-frame house, gable roof 1920 503 N Everett Residential vernacular pyramidal/hipped – 1- story, rectangular wood-frame house, hipped roof 1912 429 N Garfield Bungalow – 1-story, rectangular wood-frame house, gable roof 1912 525 N Garfield Residential vernacular gable front – 1-story, rectangular wood-frame house, gable roof 1890s 403 N Garfield Residential vernacular side gable – 1.5-story, irregular wood-frame house, gable roof 1912 409 N Garfield Residential vernacular gable front – 1-story, irregular wood-frame house, gable roof 1912 423 N Garfield Residential vernacular gable front – 1-story, rectangular wood-frame house, gable roof 1905 704 Grand Ronde Queen Anne – 1.5-story, irregular wood- frame house with gable on hip roof 1907 905 Grand Ronde Queen Anne – 1.5-story, irregular wood- frame house 1915 427 N Hartford Residential vernacular gable front – 1-story, rectangular wood-frame house, gable roof 1912 428 N Hartford Residential vernacular cross gable – 1-story, irregular wood-frame house, gable roof 1912 420 N Hartford Residential vernacular gable front – 1-story, rectangular wood-frame house, gable roof 1912 417 N Hartford Residential vernacular gable front – 1-story, rectangular wood-frame house, gable roof nd 411 N Hartford Residential vernacular pyramidal/hipped – 1- story, rectangular masonry house, hipped roof 1930 409 N Hartford Residential vernacular pyramidal/hipped – 1- story, rectangular masonry house, hipped roof nd 403 N Residential vernacular pyramidal/hipped – 1- ---PAGE BREAK--- 261 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Hartford story, irregular wood-frame house, hipped roof 1908 503 N Kent Place Residential vernacular pyramidal/hipped – 1.5-story, rectangular wood-frame house, hipped roof 1905 511 N Kent Place Residential vernacular gable front – 2-story, rectangular wood-frame house, gable roof nd 522 N Kent Place Residential vernacular side gable – 1.5-story, rectangular wood-frame house, gable roof 1905 1010 W Klamath Residential vernacular gable front – 1.5- story, rectangular wood-frame agricultural complex, gable roof 1905 513 N Mayfield One of Kennewick’s early houses – no description 1905 517 N Mayfield Residential vernacular side gable – 2-story, rectangular wood-frame house, gable roof 1905 917 W Metaline Residential vernacular cross gable – 1-story, irregular wood-frame house, gable roof 1910 947 W Metaline Craftsman/Arts & Crafts/Bungalow – 1-story, rectangular wood-frame house, gable roof 1910 1012 W Metaline Bungalow – 1-story, rectangular wood-frame house, gable roof 1900 305 N Washington Residential vernacular gable front – 2-story, rectangular wood-frame house, gable roof 1940 105 E Columbia Drive Commercial vernacular – 1-story, rectangular masonry commercial building (Auto Shine Detailing), flat roof 1955 507 E Columbia Drive Commercial vernacular – 1-story, irregular masonry commercial building, flat roof 1940s 305 E Columbia Drive Commercial vernacular – 1-story, courtyard masonry commercial building (Gray’s Motel), gable roof Source: Washington State Department of Archaeology & Historic Preservation (DAHP), Historic Property Inventory Kennewick Register of Historic Landmarks The Kennewick Register of Historic Landmarks is the local community’s formal mechanism for recognizing those properties that are significant to the heritage of Kennewick. Established by municipal ordinance 18.57 Historic Preservation, the Kennewick Register is administered by the Kennewick Historical Commission, which reviews proposed alterations to properties formally listed on the local register and provides assistance to property owners in maintaining the historic integrity of their properties. Any building, district, object, site, or structure that is more than 50 years old may be designated for inclusion in the Kennewick Register. Properties must be significantly associated with the history, architecture, archaeology, engineering, or cultural heritage of the community, and must also possess sufficient physical integrity. Kennewick’s – Certified Local Government (CLG) Kennewick is a Certified Local Government (CLG) meaning the city has been certified by the State Historic Preservation Officer as having established its own historic preservation commission and a program meeting Federal and State standards. Chapter 18.57 of the Kennewick Municipal Code (KMC) provides for the identification, evaluation, and protection of historic resources within the city and to preserve and rehabilitate eligible historic properties through special valuation in accord with RCW 84.26 and to:  safeguard the heritage of the city as represented by those buildings, objects, sites, and structures which reflect significant elements of the city's history;  foster civic and neighborhood pride in the beauty and accomplishments of the past, and a sense of identity based on the City's history;  stabilize or improve the aesthetic and economic vitality and values of such sites, improvements, and objects;  assist, encourage and provide incentives to private owners for preservation, restoration, redevelopment and use of outstanding historic buildings, objects, sites, and structures;  promote and facilitate the early identification and resolution of conflicts between preservation of historic resources and alternative land uses; and,  conserve valuable material and energy resources by ongoing use and maintenance of the existing built environment The city established the Kennewick Historical Commission for the ---PAGE BREAK--- 262 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan purpose of inventorying and identifying significant historical features, sites, places, and buildings important to the city’s historical development and that qualify to be listed on Kennewick’s Register of Historic Places. Kennewick’s Register of Historic Places - criteria Any building, structure, site, or object may be included in the Kennewick Register of Historic Places if it is significantly associated with the history, architecture, archaeology, engineering, or cultural heritage of the city; if it has integrity; is at least 50 years old, or is of lesser age and has exceptional importance; and if it falls in at least one of the following categories:  It is associated with events that have made a significant contribution to national, state, or local history.  It embodies the distinctive architectural characteristics of a type, period, style, or method of design or construction, or represents a significant and distinguishable entity whose components may lack individual distinction.  It is an outstanding work of a designer, builder, or architect who has made a substantial contribution to his art.  It exemplifies or reflects the city's architectural, cultural, social, economic, political, aesthetic, or engineering history.  It is associated with the lives of persons significant in national, state, or local history.  It is, or may be, archaeologically important.  It is a building or structure, which although removed from its original location, has significant architectural value or is the only surviving structure significantly associated with an historical figure or event.  It is the or grave of an historical figure and is the only surviving structure or site associated with him.  It is a cemetery, which is significant because of age, distinctive design, association with historic events, or culture.  It is a reconstructed building that has been executed in a historically accurate manner on an original site.  It is a creative and unique example of folk architecture and design. Process for designating properties to the register Any person may nominate a building, structure, site, or object for inclusion in the Register of Historic Places. The Historic Commission considers the Historic Inventory and the city's Comprehensive Plan. In the case of individual properties, the designation includes the UTM reference and all features interior, exterior, and outbuildings - which contribute to it. The Historic Preservation Commission considers the merits of the nomination according to the historic designating criteria and according to the nomination review standards established in its rules, at a public meeting. Adequate notice is given to the public, the owners and the authors of the nomination, if different, and lessees, if any, of the property prior to the public meeting according to standards for public meetings established in rules and in compliance with RCW 42.30, Open Public Meetings Act. Such notice includes publication in the city's newspaper of general circulation, and posting of the property. If the Historic Preservation Commission finds that the building, structure, site or object meets the criteria for inclusion in the Register of Historic Places, and the owner has consented, it designates the property historic property and places it upon the register. Historic designation listing Properties listed on the Kennewick Register of Historic Places are recorded on official planning records with an HR (Historic Register) designation that does not change or modify the underlying zone classification. Listing on the Kennewick Register of Historic Places is an honorary designation denoting significant association with the historic, archaeological, engineering, or cultural heritage of the city. Prior to the commencement of any work on a Register property, excluding ordinary repair and maintenance and emergency repair, the owner must request and receive a Certificate of Appropriateness from the Historic Commission for the proposed work. Violation of the rule is grounds for the Historic Commission to review the property for removal from the Register. Prior to whole or partial demolition of a Register property, the ---PAGE BREAK--- 263 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan owner must request and receive a waiver of a Certificate of Appropriateness. Upon certification as a Certified Local Government (CLG), properties listed on the Register of Historic Places may be eligible for a special tax valuation on their rehabilitation (Section 18.57.070). In the event that any property is no longer deemed appropriate for designation to the Register of Historic Places, the Historic Commission, property owner, or purchaser may initiate removal from such designation by the same procedure as provided for in establishing the designation. A property may be removed from the register without the consent of the owner. Historic Downtown Kennewick 2005 historic inventory Kennewick’s Historic Preservation Commission, the Historic Downtown Kennewick Partnership (HDKP), and Washington State Office of Archaeology & Historic Preservation conducted an inventory, evaluation, and context history of 33 buildings in Kennewick’s downtown in 2005. The inventory was a continuation of a previous survey conducted in 2001 that concentrated on a 4-block area of Kennewick Avenue, the east-west thoroughfare along which the commercial district of Kennewick historically developed. The 2005 survey encompassed a 6-block area that primarily included side streets intersecting with Kennewick Avenue where subsequent building activity expanded the historic commercial core to the north and to the south. The 33 buildings inventoried were located within an approximately 5-block area bounded by Alder Street on the east, Dayton Street on the west, Third Street on the north and Railroad Avenue on the south and included an area of approximately 100 acres. Kennewick’s commercial core developed along an east-west orientation that later became the city’s present Kennewick Avenue early in the 20th century. Development continued following the city’s incorporation in 1904 into the decades of the 1930s. Consequently, most of the buildings included in the survey were built between 1938 and 1951. Some of the buildings inventoried retained their integrity of location, design, setting, workmanship, materials, feeling and association. However, the buildings do not possess architectural or aesthetic qualities in a sufficient concentration or to have historically been a part of a plan of development to qualify them for inclusion in the National Register of Historic Places (NRHP) as a Historic District. A number of the properties, however, displayed integrity sufficient to qualify them for inclusion in a potential local Historic District or for listing in Kennewick’s Historic Register. The remaining properties did meet criteria for inclusion in the NRHP either as individual properties or as properties contributing to a potential Historic District because they are not 50 years old or older or because they have lost the ability to convey their historic characteristics and associations. Some of these buildings experienced extensive changes to their storefronts although it is possible that these properties could be restored to their historic appearance if original fabrications and claddings are removed restored with historic fabrics in kind. Table 103: Potential downtown Kennewick historical listings Site Building Address Built WHS-1 Columbia Irrigation District Building 10 East Kennewick Avenue 1947 WHS-6 Bateman Building 307 West Kennewick Avenue 1949 WHS-7 Farmer’s Exchange 19 North Benton Street 1945 WHS-8 United Finance 34 North Benton Street 1950 WHS-9 Farmer’s Exchange 35 North Benton Street 1935 WHS-10 Antique Mall & Ice Harbor Brewing 206 North Benton Street 1940 WHS-11 High Pockets Coffee Co 207 North Benton Street 1950 WHS-12 The Gilded Needle 11 South Benton Street 1940 WHS-15 Bethlehem Lutheran Church 221 South Benton Street 1949 WHS-16 BNSF Depot 213 North Cascade Street @1950 WHS-18 Classic Monograms 13-17 South Cascade Street 1940 WHS-20 Watkins Building 17 North Auburn Street 1940 ---PAGE BREAK--- 264 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan WHS-23 O’Henry’s 201 South Auburn Street 1940 WHS-24 United Pentecostal Church 201 South Auburn Street @1900 WHS-25 Four-Plex Apartments 10 North Dayton Street 1949 WHS-26 Manawadu Building 5-13 South Dayton Street 1940 WHS-28 LM Barber Shop 116 West 1st Avenue 1950 WHS-32 Builder’s Supply & Hardware 114 South Auburn Street 1951 WHS-33 Espirit (Twin City Creamery) 110 North Cascade Street @1930 Source: Kennewick Historic Preservation Commission Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts:  Umatilla Tribe Interpretive Center – is proposed to be developed within or near the BB/RR revitalization area, ideally adjacent to Duffy’s Pond near what was original Columbia River shoreline before dam construction where tribal seasonal foraging and fishing activities would likely have taken place. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts: Alternative 2: BB/RR Revitalization Plan includes a Planned Action Ordinance that will exempt projects that are consistent with the projects and parameters analyzed in this Draft EIS. Although SEPA will not apply, the mitigation measures identified in this Draft EIS will be applied to project permits that qualify as Planned Action projects and could include:  Archaeological testing - it is possible that intact buried deposits remain in areas not yet tested, particularly those areas in the vicinity of the original Columbia River floodplain and shoreline. Archaeological testing must be completed for proposed projects that involve significant excavation or any changes made to the vegetation and landforms near original and existing shorelines in the BB/RR area. Archaeological project monitoring may be required for subsurface excavation and construction in these high probability areas.  Archaeological impact mitigation - in the event a development project is proposed on or immediately surrounding a site containing an archaeological resource, the potential impacts on the archaeological resource must be considered and, if needed, a study conducted by a qualified archaeologist to determine whether the proposed development project would materially impact the archaeological resource. If the project would disturb an archaeological resource, the city will impose any and all measures to avoid or substantially lessen the impact. If avoidance of the archaeological resource is not possible, an appropriate research design must be developed and implemented with full data recovery of the archaeological resource prior to the development project. The avoidance of archaeological resources through selection of project alternatives and changes in design of project features in the specific area of the affected resource(s) would eliminate the need for measuring or mitigating impacts.  Kennewick’s Register of Historic Places - where private property owners may desire and practical, the Kennewick Historic Preservation Commission could identify and list the structures within the BB/RR area that are qualified under DAHP’s historic designation, and would appear to also be qualified under Kennewick’s Register of Historic Places criteria. A listing and identification would indicate the city’s objective to preserve such structures and provide the owner’s and any developer notice of the city’s intent to protect and preserve them.  Structure relocations – when and where it proves impractical or undesirable to preserve an identified and eligible structure, particularly those located on isolated lots north of Columbia Drive, the city, Kennewick Historic Preservation Commission, and the developer could seek to relocate the structure to another site within the BB/RR area in order to preserve and protect a house, and provide a suitable location where the structure may be displayed and appreciated by the community at large. ---PAGE BREAK--- 265 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 266 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Public acquisitions - where private owners may desire and where practical, Kennewick could joint venture project developments to include the acquisition or preservation, development, and operation of unique archaeological or historical features, places or structures that would otherwise not be provided a means of being protected, showcased, or accessed by local residents.  Non-site-specific mitigation - could involve finding other opportunities in the community for mitigation measures that are not specific to the affected site(s). Some options for non-site- specific mitigation include developing an educational program, interpretive displays, design guidelines that focus on compatible materials, and professional publications. 4.13.4: Unavoidable adverse impacts Under all alternatives, the undeveloped and underdeveloped lands in the BB/RR area will be redeveloped for higher intensity uses that will demolish buildings, excavate and grade earth, and develop new roads, buildings, and other improvements that could impact archaeological and historical assets that have not been identified to date. Mitigation measures described under both alternatives, however, will address potential impacts on archaeological and historical resources, reducing them to less-than-significant levels. ---PAGE BREAK--- 267 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan 4.14: Aesthetics 4.14.1: Existing conditions Physical context The Bridge-to-Bridge/River-to-Rail (BB/RR) revitalization area is located between the US-395/Blue Bridge and SR-397/Cable Bridge, and the Columbia River and the BNSF and UP Railroad tracks at an elevation of 340 feet at the Columbia River edge (340 feet at the edge of Duffy’s Pond which is below river level) or 350 feet to the top of the Corps of Engineers Columbia flood control levee to 380 feet at the southwest edge of the railroad tracks. The Burlington Northern Santa Fe (BNSF) and Union Pacific (UP) Railroad tracks are located above the 100-year river flood stage or at 350 feet. The frontage lands between the tracks and the river are subject to river flooding – particularly the BB/RR district up to the 350 foot elevation, and were initially not intensively developed as a result. The topography increases in elevation as the city extends south towards the ridgelines. As a consequence, residential developments in the lands to the southwest, south, and southeast of the BB/RR revitalization area have unobstructed views over the BB/RR area of the Columbia and Snake Rivers, US-395/Blue Bridge, and SR- 397/Cable Bridge. Historical development context The earliest form of transportation to the Tri-Cities was by paddle- wheel boats and later steamers that plied the Columbia River from Portland. Clover Island and the shoreline along Duffy’s Pond (which was created by the Columbia River flood control levee) were sites of numerous paddle-wheel and steamboat landings ferrying cargo and passengers up and down the Columbia, Yakima, and Snake Rivers during Kennewick’s early settlement periods prior to the development and emergence of the railroad. During the 1850s, Kennewick was a stopping point and river crossing on the “road” that was developed between Walla Walla and the Naches Pass over the Cascade Mountains to Seattle. Remnants of “Pioneer Road” include the curved off-ramp at the eastern portion of Columbia Drive’s intersection with SR-397/Cable Bridge and Columbia Park Trail – now a local park access road parallel to the riverfront through Columbia Park and Kennewick to the Yakima River. Kennewick came to life in the mid-1880s as the Northern Pacific started work on its Cascade Division. Significant historical development was located along the Northern Pacific (NP – present day Burlington Northern Santa Fe – BNSF) and Union Pacific (UP) railroad tracks and south in the downtown district which were located above the high water flood mark whereas the BB/RR area was subject to frequent flooding. The downtown district has been deemed historic in origin and declared an historic district by city action. The district contains large numbers of original buildings that date to the early development of the city as well as “recent” buildings that date between the 1930s-1950s. However, property owners have altered facades, windows, doorways, and other features with treatments and materials that are not historic or covered up historic details such that the buildings do not qualify for historic listing in state or national registers at this time. Grid street development pattern Downtown Kennewick, the older residential neighborhoods, and the BB/RR district were developed in a north-south/east-west grid typical of town development of the period. The grid is bisected by the BNSF and UP railroad tracks, the Columbia Irrigation District (CID) Canal, and the s-curve alignment of Columbia Drive. Industrial uses are located along spur tracks on the north side of the main track lines along Railroad and Bruneau Avenues, retail and office uses are in the downtown district south of West Canal Drive and the tracks, and highway commercial uses, particularly new and used car dealerships, are aligned along Columbia Drive between the bridges. ---PAGE BREAK--- 268 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan BB/RR revitalization area visual landscape Blue Bridge Cable Bridge Views of bridges from surrounding high ground Views from bridges approaching BB/RR Views within BB/RR and Historic Downtown ---PAGE BREAK--- 269 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Upper left – east view of Columbia Drive and Clover Island with SR-397/Cable Bridge in the background and US-395 roundabouts in the foreground  Lower left – east view of Duffy’s pond from Sacajawea Heritage Trail on the emergency vehicle access bench on the left foreground  Lower middle – east view of Port of Kennewick Administrative offices and Ice House Brewery on the ground floor with SR-397/Cable Bridge in the background  Lower right– east view of JC Penney Company building with streetscape improvements in intersection curb extension ---PAGE BREAK--- 270 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Top – west view of Columbia Drive with US-395/Blue Bridge in the background and existing streetscape including overhead wires, advertising signs, lack of landscaping and street trees, etc  Lower left – east view of Sacajawea Heritage Trail and un- landscaped emergency access bench and stormwater swale  Lower middle left – south view of Washington Street with sidewalk and street tree enhancements  Lower middle right – HDKP gateway sign on Benton Street and Columbia Drive  Lower right – north view of Port of Kennewick gateway to Clover Island from Washington Street ---PAGE BREAK--- 271 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Top – east view of Columbia Drive at Fruitland Street  Lower left – east view of Columbia Drive at Benton Street  Lower right – east view of Columbia Drive at Everett Street ---PAGE BREAK--- 272 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Top left – north view of playground in Fruitland Park  Others – interior views of typical streets and homes in the single family neighborhood south of Columbia Drive and west of Fruitland Street  Bottom right – older single family house in the undeveloped parcels north of Columbia Drive and west of Kent Place ---PAGE BREAK--- 273 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan With few exceptions, these buildings are between 1-2 stories fronted by surface parking lots, large building setbacks and buffers, and little if any hardscape, streetscape, or pedestrian-friendly amenities. The highest and most visible structures within and adjacent to the BB/RR revitalization area besides the Blue and Cable Bridges, are the Ice House Brewing Company housed in a former grain mill on Railroad Avenue adjacent to the railroad tracks, and the 6-8 story grain elevator structure located east across SR-397/Gum Street next to the UP bridge over the Columbia River. Few permanent residential structures were built north of Columbia Drive or below the 350-foot elevation due to flood risks. Instead, the lands were devoted to a mixture of small and large recreational vehicle and mobile home parks that gradually became long stay residential uses due to the protection of the Corps of Engineers flood levee improvement. Sizable parcels located north of Columbia Drive and west of Fruitland are undeveloped or significantly underdeveloped as a result of flood risk, former low density commercial zoning, and a lack of market interest sufficient to generate property sales and/or development significant enough to generate momentum. Urban form Kennewick’s developing urban form is somewhat multinucleated as major retail, institutional, and residential uses decentralized away from the historic downtown and riverfront up onto the hillsides overlooking the Columbia River. Recent developments include the Columbia Mall and Staples Convention Center & Stadium located in west Kennewick off Columbia Mall Boulevard, Vista Airfield and Industrial Park located behind the Convention Center, Civic Center – including the High School, Library, City Hall, Police Station, and Hospital located south of the Canal and downtown along 6th Avenue. Newer residential developments are located adjacent to the ridges and hillsides in south Kennewick and have absorbed most housing construction and population increases in recent years. Viewscapes All north facing streets have direct views of the flood control levee, the adjacent emergency vehicle access bench below the inside of the levee, and the stormwater swale that runs the length of the levee from US-395/Blue Bridge to Washington Street and the discharge into Duffy’s Pond. The levee, bench, and swale are also visible from Columbia Drive at Fruitland Street and from the empty former used car lot located between Fruitland and Everett Streets. Duffy’s Pond is visible from the north end of Washington Street as it crosses the swale, bench, and levee – but is not visible from Columbia Drive due to frontage commercial buildings and overgrown vegetation along the rear lots. The Columbia River is not visible from most of the BB/RR revitalization area due to the height of the Corps of Engineers Columbia River flood control levee which is 10 feet above the ground directly adjacent to the levee and 4-6 feet higher than Columbia Drive between Jean and Dayton Streets. The levee, vehicle access bench, and stormwater swale are visible from Columbia Drive west of Jean and between Dayton and Washington Street. Duffy’s Pond and Catfish Island are located within a depression at an elevation of 340 feet which is 10 feet lower than the top of the levee and approximately 4-6 feet lower than the east end of Columbia Drive. The water is not visible from Columbia Drive through the trails, surrounding shoreline, and other features could be. The Blue and Cable Bridges are visible the length of Columbia Drive providing dramatic views and backdrops to the roadway, particularly of the Cable Bridge which is backlit at night. The Cable Bridge, Columbia Drive, and the entire BB/RR area provide dramatic backdrops to residents and vehicles on Canal Drive as the road descends from the plateau overlooking Columbia Park west of US-395, and from vehicles southbound on US-395/Blue Bridge and SR-397/Cable Bridge. ---PAGE BREAK--- 274 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Vegetation Large deciduous trees are scattered throughout the BB/RR revitalization area, particularly in the underdeveloped parcels northwest of Columbia Drive, around Duffy’s Pond, and in the single family neighborhood located south of Columbia Drive and west of Fruitland Street. A few scattered trees were installed in tree planters along the Sacajawea Heritage Trail on top of the levee, and rows of street trees were planted along Washington Street between Columbia Drive and the levee. In general, however, the flood control levee, emergency vehicle access bench, stormwater swale, and most undeveloped or underdeveloped properties north of Columbia Drive lack ground cover, vegetation, or tree cover. Previous landscaping improvements within the stormwater swale by Kennewick and in the buffers to the roundabout to US-395 from Columbia Drive largely failed leaving large swaths of bark and bare ground. Streetscape, wayfinding, and gateways A row of street trees, brick walls with formal entries, and sidewalks were installed by the Port of Kennewick along Washington Street between Columbia Drive and the levee. Formal gateways were installed at the intersection of Benton Street with Columbia Drive by Historic Downtown Kennewick Partnership (HDKP) and at the entry onto Clover Island on Washington Street and with a lighthouse landmark on the south end of Washington Street on Clover Island by the Port of Kennewick. No other streetscape enhancements, however, have been made within the BB/RR area. In general, the area lacks sidewalks, benches, signage, transit shelters, street trees, or any landscape or streetscape enhancements – especially the complete length of Columbia Drive and all intersecting north-south streets including Fruitland, Benton, Washington, and Gum. Site/building development grains  Downtown commercial buildings - of 1-2 stories front the defining streets within the historic downtown district especially on Kennewick Avenue between Fruitland and Washington Streets, and Cascade, Benton, and Auburn Streets between Canal Drive and 1st Avenue. Individual buildings were sited on each parcel beginning at the edge of the public right-of-way and sidewalk creating a continuous row of retail storefronts along the pedestrian walkways. Downtown parking was generally provided on-street, and has been enhanced by a recent downtown project to provide angled parking in the wide street rights-of-way on Kennewick Avenue from Dayton to Washington Street, and on Cascade, Benton, and Auburn Streets between Canal Drive and 1st Avenue. The downtown’s streetscape enhancements included new street light standards, street trees, tree grates, some corner curb extensions at intersections, benches, and numerous artworks installed throughout the district.  Columbia Drive east of Washington Street – developed a similar, though more recent building pattern along Columbia Drive between Washington and SR-397/Gum Streets composed primarily of individual 1-story buildings located at the edge of the right-of- way with some occasional right-of-way building incursions, particularly on the south side. Parking is provided off-street in surface lots located adjacent or behind the buildings creating numerous gaps in the storefronts with little pedestrian interest from storefront window displays or streetscape improvements. Although of a somewhat concentrated development pattern, this portion of Columbia Drive is typical 1950s Main Street with lower building profiles, larger window areas, less façade articulation, and larger advertising signage designed to market the district from passing vehicles.  Columbia Drive west of Washington Street – lacks a defining development pattern composed instead of a series of new and used car dealer lots, scattered 1-story stand alone commercial buildings, with occasional fast food restaurants, mini-markets, gas stations, and other incidental buildings punctuated by parking lots, storage yards, or undeveloped properties. Parking is provided off-street in surface lots in front of most buildings creating numerous gaps and large setbacks from the street with no pedestrian interest. The development pattern is typical strip commercial with stand-along advertising signs, no ---PAGE BREAK--- 275 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan streetscape enhancements, numerous curb cuts, and little pedestrian interest or activity. Significant portions of the frontage are undeveloped or not maintained resulting in a look of neglect and undervaluation.  Clover Island – has been redeveloped by the Port of Kennewick to include the new Clover Island Yacht Club, Port Administration Offices and Ice House Brewery restaurant, as well as the original Cedars Restaurant, Clover Island Inn, and Coast Guard facilities. The new contemporarily northwest designed 2-story buildings are set at the edge of the right-of-way, the older 1-4-story buildings set back with frontage parking lots and access lanes. The new buildings provide large glass window expanses with views from the street of open ground floor activities, the older buildings do not. Clover Island Drive is furnished with sidewalks, street trees, landscaping, and artworks including the lighthouse at the west end entry and the overhead archway on Washington Street at the flood levee. All parking is provided in off-street lots located adjacent to new and original buildings resulting in large gaps between structures with little immediate pedestrian activity or interest other than distant views of the Columbia River, marina, flood control levee, or BB/RR area at-large.  Single family neighborhood – located south of Columbia Drive and west of Fruitland Street is composed of modest, cottage-scaled structures on older, small lots and grid streets. Most structures were built in the 1940s and 1950s, are in good condition with landscaping, perimeter fencing, and clusters of large mature tree stands. The public rights-of-way, however, have not been improved and most lack curbs, gutters, sidewalks, and delineated traffic lane and parking areas. Other than overgrown vegetation, the neighborhood has not been buffered with landscaping, definition walls, signage, or any other improvement with US-395, commercial frontage uses along the south side of Columbia Drive, or the UP railroad tracks. Solar, light, and glare The Tri-Cities are located in the arid desert or eastern Washington sunbelt averaging over 300 days per year of sunshine. Solar potentials are significant, especially within the BB/RR area given the southern exposure available for potential new developments within the grid street and lot layouts. However, no buildings with solar applications have been developed within the area to date. Ambient light and glare are produced within the BB/RR revitalization area from cobra overhead street lights on Columbia Drive and some side streets, vehicle headlights, exterior building and site illumination, particularly of auto dealer car lots, and numerous lighted advertising signs. Nighttime traffic on US-395/Blue Bridge and SR-397/Cable Bridge produce the most illumination in the study area though the bridges are aligned north-south and do not shine directly into any BB/RR properties or existing structures. The SR-397/Cable Bridge is backlight at night and though the bridge is very visible, the illumination does not shine into any adjacent structures or properties. 4.14.2: Impacts All alternatives All alternatives will allow development and redevelopment in the BB/RR revitalization area for urban uses and activities to various intensities. An increase in urban development and thereby the overall population will create more activity and a demand on and opportunity for aesthetic resources and enhancements to viewscapes, buildings, streets, streetscapes, pedestrian areas and activities, and other features. Potential reuse or redevelopment of some of these areas could alter their aesthetic character possibly enhancing their potential or destroying community value if not properly protected. Potential redevelopment could obscure aesthetic resources and potential visual imagery of the BB/RR from the surrounding community, and from within specific sites and buildings if not properly planned and designed. ---PAGE BREAK--- 276 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Alternative 1: No-action The Washington Administrative Code requires a no-action alternative be considered within the environmental review process. Under a no-action alternative, the prevailing 2008 Kennewick Comprehensive Plan, 2010 Zoning Map, Kennewick Municipal Code (KMC) regulations would remain in effect and all BB/RR planning and implementation policies would continue to be coordinated with that document. The present plan and policies or no-action would result in the following:  Residential zoning - would remain as designated in March 2010 zoning map including the classification of the single family neighborhood located south of Columbia Drive and west of Fruitland Street as Residential High Density (RH) potentially resulting in the demolition, disruption, and fragmentation of a stable single family neighborhood.  Commercial/mixed use developments - would evolve as designated in the March 2010 zoning map for the Commercial Community and General (CC and CG) zones subject to the provisions in KMC 18.78 mixed use design standards with possible redevelopment of the lands along and north of Columbia Drive for a mixture of auto sales and services, construction and storage yards, apartments, and condominium buildings with surface parking lots creating additional hardscape stormwater runoff. Alternative 2: BB/RR Revitalization Plan Alternative 2: BB/RR Revitalization Plan will conform to the 2008 Kennewick Comprehensive Plan but amend the 2010 Zoning Map, KMC Title 18 zoning and development regulations to result in the following impacts:  Single family neighborhood – will be re-designated as low or medium density residential (RL or RM) to reflect and protect the current developed character of the area.  Commercial zoning (CC) - will be re-established for the frontage properties on Columbia Drive between US-395/Blue Bridge and Fruitland Street reflecting the existence of relatively new commercial and auto related businesses and improvements in that corridor.  Industrial zoning (IL) - will remain in place along Railroad and Bruneau Avenues reflecting existing developments and activities.  New mixed use (MU) zoning district - will be adopted covering the remaining frontage on Columbia Drive and the lands north of Columbia Drive to the levee. The mixed use low (MU-L) zone will allow 4 building stories (up to 60 feet in height), the mixed use medium (MU-M) zone 6 building stories (up to 84 feet in height), and the mixed use high (MU-H) zone 9 building stories (up to 120 feet in height) over platform parking decks and ground floor retail or related pedestrian-oriented.  Incentive zoning provisions - within the mixed use district will allow building floors within the MU-L zone to be increased by another floor (up to 5 floors over parking platform or 72 feet), within the MU-M zone another 2 floors (up to 8 floors over parking platform or 108 feet), and within the MU-H zone another 3 floors (up to 12 floors over parking platform or 156 feet) in exchange for including 10-15% affordable or workforce housing units. Alternative 2: BB/RR Revitalization Plan will result in a sustainable community development where residents may live, work, shop, and play within the BB/RR area with an active ground floor and streetscape with pedestrian-oriented activities and interests. The resulting development pattern will place buildings at the right-of- way edge of 100% lot coverage with parking under rather than besides building developments to maximize activity and intensity at the street-level of all roads within the designated mixed use zone (MXD). 4.14.3: Mitigation measures Alternative 1: No-action Alternative 1: No-action provides the following measures to mitigate the impact of more intensive development under the high density residential zoning designation: KMC 18.75 Residential Design Standards – Kennewick’s Residential Design Standards provide design regulations for single and multifamily developments including provisions dealing with entrances, orientation of buildings, parking, neighborhood compatibility, massing, scale, and character, arterial street landscaping, residential street landscaping, setbacks, ---PAGE BREAK--- 277 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan accessory structures, fences, recreational vehicle storage, open spaces, pedestrian walkways, natural features, signage, lighting, transit stops, and color. Under Alternative 1: No-action, these standards would apply to all areas north of Deschutes and Bruneau Avenues to the flood control levee including the complete extent of Columbia Drive and all properties around Duffy’s Pond. KMC 18.78 Commercial Design Standards Kennewick’s Commercial Design Standards provide design regulations for commercial areas including provisions dealing with:  Site standards – including compatibility with surroundings, building locations, access, parking, walkways and pedestrian connections, treatment of corners, outdoor common areas and open space, service areas, lighting, natural resources, on-site tree retention, drive-thru lanes, fencing, and transit,  Building design – including massing, architectural details, prominent entrance, façade transparency, treatment of the corner, backside of the building, screening of mechanical and electrical equipment, and material,  Streetscape standards,  Corridor specific standards,  Additional details for big-box development, and  Mixed use development within commercial zones. Under Alternative 1: No-action, however, these standards would only apply to the development of 3 parcels zoned Commercial Community (CC) on the south side of Columbia Drive west of Jean Street. KMC 18.78 Standards for mixed use development Mixed use development standards are provided at the end of KMC 18.78 Commercial Design Standards and are intended to guide horizontal and vertical mixed use developments in all commercial zones except Marina (CM). All applicable commercial and multi-family design standards apply to mixed use developments except that mixed use is only allowed in commercial districts – and therefore, nowhere else in the BB/RR area except the 3 commercial zoned parcels on the south side of Columbia Drive west of Jean Street. Specific regulatory provisions in the Standards for Mixed Use Development include: Lot coverage:  Maximum of 80% lot coverage for single and multiple building/multiple site mixed use projects, Ground floor requirement:  50% of lineal street frontage of the ground floor must be devoted to commercial uses that are pedestrian-oriented if located on highest and medium designated pedestrian emphasis streets (includes Washington Street from 1st Avenue north to Clover Island),  Parking garages can be included in the retail frontage requirement so long as the garages don’t consist of more than 25% of the site or street frontage,  At least 20% of the combined gross floor area of buildings proposed on the site shall be devoted to residential uses and at least 20% to non-residential uses,  Parking garages can be counted towards the above requirement but surface parking lots may not,  Land uses shall be selected that interact with other site tenants, such as office workers or residents,  All buildings on site shall be located and designed to look and function as an integrated development with pedestrian access and travel,  Use types shall not be visually or physically separated on the site,  Separate buildings shall be connected through pedestrian linkages delineated with landscaping, walkway paving, and other accents,  One or more similar design characteristics shall be incorporated by all buildings within the development such as facades, surface materials, colors, etc. Site design standards:  Multi-family design standards shall apply to all residential portions of horizontally mixed use developments, ---PAGE BREAK--- 278 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  New developments with a lot area of more than 20,000 square feet shall provide a pedestrian-oriented space such as a plaza, courtyard, or similar space of at least 1% of the site area except for buildings that front onto pedestrian-oriented walkways which are exempt,  Outdoor pedestrian-oriented space must include visual and pedestrian access, paved walking surfaces, on-site lighting, seating areas, and landscaping,  Outdoor pedestrian-oriented space shall not include asphalt, unscreened parking lots, chain link fences, blank walls, dumpsters, or outdoor storage or retail sales,  Residential and commercial parking shall be clearly separated,  Vehicular access to parking areas and garages shall be from secondary streets,  Parking lots may not be sited on corner intersections,  On highest and medium pedestrian emphasis streets (Washington Street) parking shall not be located between the street and the primary building,  Parking ratios may be lowered by 15% for parking areas greater than 16,000 square feet,  Shared and adjoining parking lots maybe reduced by 10% if more than 10,000 square feet in size,  Parking ratios may be reduced by 10% if the development provides an improved, permanent bus stop,  Overflow parking areas for peak retail days can be provided if improved with grasscrete, gravel, or landscaping and a combination of artwork plazas, or playgrounds  Parking lots larger than the minimum should have a 10% increase in landscaping, Building design standards:  Multifamily design standards shall apply to all residential portions of horizontally mixed use developments,  Prominent, visible, illuminated, and safe entries shall be provided that lead to upper floor residential and ground floor commercial uses,  Ground floor commercial shall comply with the mandatory façade transparency standards,  Buildings shall be placed on a site in a manner that encourages pedestrian activity,  Blank walls longer than 30 feet without windows or an unbroken series of garage doors are not permitted,  Buildings should step back on the upper floors to reduce the bulk,  Ground level design should create a base to the building, and ground floor commercial should have transparent design features,  Middle floors between ground floor retail and upper floor residential can be used for offices where zoning permits. The design standards in all three regulations are interpreted administratively by the Kennewick Director of Community Planning with appeal directed to City Council. Alternative 2: BB/RR Revitalization Plan In addition to the measures listed under Alternative 1: No-action, the following measures have been incorporated into Alternative 2: BB/RR Revitalization Plan to mitigate possible adverse impacts of more intensive development under the high density mixed use zone designation: Mixed use zone density designations:  Low density mixed use (MXD-L) zoning district – designates the lowest density (4-5 floors over parking platform or 60-72 feet when 10-15% affordable or workforce housing is provided) north of Columbia Drive and adjacent to the flood control levee and stormwater swale between Fruitland and Washington Streets and around Duffy’s Pond. The first residential floor will be 16 feet above grade, above the 350 foot flood level, with views over the levee of the Columbia River and Duffy’s Pond.  Medium density mixed use (MXD-M) zoning district – designates the medium density (6-8 floors over parking platform or 84-108 feet when 10-15% affordable or workforce housing is provided) south of Columbia Drive between Fruitland and SR- 367/Gum Streets and north of Klamath Avenue to the flood control levee. North of Klamath Avenue, the first residential floor will be 16 feet above grade, above the 350 foot flood level, with views over the levee of the Columbia River and Duffy’s Pond. South of Columbia Drive, floors 6-8 will have views of the Columbia River and Duffy’s Pond over the low density mixed use structures on the north side of Columbia Drive. ---PAGE BREAK--- 279 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  High density mixed use (MXD-M) zoning district – designates the high density (9-12 floors over parking platform or 120-156 feet when 10-15% affordable or workforce housing is provided) north of Columbia Drive and adjacent to the elevated approach ramps to US- 395/Blue Bridge. On the north edge of the district, floors 1-12 will have views of the Columbia River over the flood control levee. On the south and west edge of the district, floors 9-12 will have views of the Columbia River over the medium density mixed use structures on the north side of Klamath Avenue.  Mixed use density designations – will create staggered heights that elevate away from the river and towards US-395/Blue Bridge to buffer the BB/RR revitalization area from bridge traffic, provide as many views of the river and other BB/RR attractions as possible, and lessen the overall massing impact on the rest of the community. Mixed use design standards:  Mixed use ground floor and pedestrian-oriented parking - will be provided in on-street angle parking in front of the building including provisions for expanded road right-of-way donations, if necessary to separate customer from resident or office worker, and calm and enliven the street scene.  Mixed use design district overlay guidelines – will be separated from 18.78 Commercial Design Standards and expanded to govern the design and development of new mixed use structures within the BB/RR MXD zone including particulars specifying building mass and articulations, materials and colors, ground floor retail facades, entries, awnings, window displays, and streetscape paving, furnishing, street trees, and landscaping.  Mixed use performance-based district overlay standards - will also specify low-impact and smart development characteristics managing stormwater runoff and recycling including use of solar, green roofs and walls, permeable street, parking, and trail pavements, and green gardens and cisterns. Improvement projects –parks, open spaces, and pedestrian:  Columbia River levee – will install vegetation mats on the inside of the levee for slope stability and visual enhancement; install “grasscrete” the levee access road for soil stability, multipurpose use, and visual enhancement, and plant native materials in and adjacent the stormwater swale to retain soil, improve bio-filtration, and visual enhancement.  Linear parks – will be increased along the complete extent of the inside buffer and boundary with the stormwater swale including development of a boardwalk or trail fronted by mixed use buildings and activities.  Columbia Park Trail - will be removed from the top of the levee and the levee including the “grasscrete” access road will be completely devoted to a linear park and trail.  Additional publicly accessible parks or activity areas - will be created by private developments on the undeveloped properties adjacent to US-395/Blue Bridge and adjacent to the swale west of Washington Street.  Multipurpose trails – will be developed along the inside of the stormwater swale to create a BB/RR loop with Sacajawea Heritage Trail between US-395/Blue Bridge and SR-397/Cable Bridge to increase commuting opportunities by modes other than by automobile.  Benton Street on/off road trail – will be developed between Sacajawea Heritage Trail and the historic downtown to provide recreational as well as commuter access by modes other than by automobile.  Duffy’s Pond Master Plan – proposal by the Port of Kennewick will be resolved by the Planning Commission and City Council and consider the Port’s proposals to develop more park space, trails, and other pedestrian-oriented activities around the pond and along Columbia Drive and Washington Street. Improvement projects – streetscape  Reduce and control median lane traffic turning movements on Columbia Drive – to control right and left turn lanes at major street and traffic signal intersections to increase capacity and reduce traffic congestion with adjacent land uses, and to install street trees, landscaping, wider sidewalks, and other pedestrian amenities for a boulevard or parkway theme.  Expand sidewalks - to the edge of the right-of-way and abutting adjacent storefronts (from 8-12 or 14 feet in width) on Columbia Drive and the other defining east-west and north-south streetscape corridors between the BB/RR, downtown, and Civic Center. ---PAGE BREAK--- 280 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Illustrative sketch examples of mixed use platform building (parking and ground floor retail with office or housing over), stormwater swale boardwalk, vehicle access bench, levee, river overlook concept, and build-out interpretation of mixed use designations north of Columbia Drive. ---PAGE BREAK--- 281 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan Examples of low to medium density (5-8 stories) mixed use over platform parking and retail from throughout region by various Pacific Northwest architects including Weber Thompson, and GGLO among others. ---PAGE BREAK--- 282 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan  Upgrade transit furnishings – including route signage, directories, transit stops, shelters, and service schedules and routings on Columbia Drive and the other routes within the proposed BB/RR, downtown, and Civic Center couplets (see task 15).  Improve pedestrian-friendly furnishings – installing a coordinated system of benches, waste receptacles, newspaper stands, bike racks, directory and wayfinding signage, and other people-oriented furniture.  Install landscaping – including street trees, ground cover, and seasonal flowers in swales, green strips, and planter boxes with cisterns and other stormwater collection and watering systems under a “green street” planting concept.  Install artworks – using a competitive design jury process to select local artist works to display sale consignments at select places along the major pedestrian corridors for 1-2 year intervals.  Improve existing and future roadways with basic infrastructure – to include sidewalks, curbs, gutters, bike lanes or designated shared roadways, and other improvements throughout the BB/RR area and within the single family neighborhood in particular.  Reconfigure existing roadway infrastructure to accommodate pedestrian and bikeways – using curb extensions, wider crosswalks, pedestrian signals, bike lanes and designated shared roadway lanes, and other enhancements.  Install transit improvements – including route signage, directories, transit stops, shelters, and service schedules and routings in the extended curb areas on Fruitland, Dayton, Auburn, and Washington Streets, and other collection points on the transit shuttle corridors and at the Dayton Transit Center.  Install transit improvements – including route signage, directories, transit stops, shelters, and service schedules and routings along the reconfigured BB/RR, downtown, Civic Center shuttle corridors. Improvement projects – gateways and wayfinding:  Historic district, gateways, and wayfinding signage - will be installed on US-395 and SR-397, historic district directional signage and wayfinding signage will be installed on major access roadways and trails throughout the BB/RR area, and additional gateways will be erected on Columbia Drive, Columbia Park Trail, and Kennewick Avenue. Catalytic development projects – public and private  Public Market – will be developed on the BNSF railroad property being acquired east of Benton and the BNSF property under city lease west of Benton to include farmers’ market and other indoor and outdoor vendors, artist galleries and workshops, fine and performing art classrooms, multipurpose meeting and special exhibition or event spaces operating on a 7 day a week basis to link BB/RR and historic downtown activities and promotional opportunities.  Excursion Train – will be recruited to operate dinner, mystery, and winery tours from the BNSF and UP tracks adjacent to the Public Market like the Spirit of Washington Dinner Train did previously.  Design/Develop RFP Competitions – will be conducted where the city options private property from owners who wish to participate then conducts a competitive process whereby developer teams compete on economic and design criteria for the right to purchase, including reimbursement of city costs, and develop the property in accordance with pre-approved project criteria and the winning project solution. The following measures could be incorporated into implementation ordinances and programs to mitigate possible adverse impacts:  Public acquisition and design/develop RFPs - where private owners may desire and where practical, Kennewick could joint venture project developments to include the acquisition or preservation, development, and operation of unique aesthetic features, places or structures that would otherwise not be provided a means of being showcased or accessed by local residents or which would not be developed under a competitive design process. 4.14.4: Unavoidable adverse impacts All alternatives will redevelop undeveloped and underdeveloped lands within the BB/RR revitalization area for higher density development using design standards to improve local access ---PAGE BREAK--- 283 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan streets, streetscapes, building features, and other pedestrian- friendly elements. If Alternative 1: No-action policies and the high density residential zoning (RH) designation is left in place, however, the BB/RR will redevelop as single use low density (3-4 story) buildings with extensive surface parking lots, no ground floor retail or other pedestrian-oriented activities, and no local shop or work opportunities able to create a sustainable community. And, Alternative 1: No-action will not program or accomplish the extensive number of priming urban design projects necessary to revamp BB/RR’s quality amenities and market positioning. ---PAGE BREAK--- 284 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridged/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- 285 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Draft Environmental Impact Statement (DEIS) mailing list Federal Federal Emergency Management Agency (FEMA) US Army Corps of Engineers US Department of Agriculture, Soil Conservation Service US Department of Housing and Urban Development US Environmental Protection Agency US Fish & Wildlife Service US Geological Survey Indian Tribes Confederated Tribes of Umatilla Indian Reservation Yakima Nation Washington State House Environmental Affairs Committee Senate Parks & Ecology Committee WA Department of Agriculture (DOA) WA Department of Ecology (DOE) WA Department of Fish & Wildlife (WDFW) WA Department of Community Development (CTED) WA Department of Natural Resources (DNR) WA Department of Social & Health Services (DSHS) WA Department of Trade & Commerce (DTC) WA Department of Transportation (WSDOT) WA Department of Transportation WA Ecological Commission WA Office of Archaeology & Historic Preservation (OAHP) WA Office of Financial Management (OFM) WA Resource Conservation Office (RCO) WA State Parks & Recreation Commission (P&RC) WA Utilities & Transportation Commission (UTC) Regional Badger Mountain Irrigation District #402 Ben Franklin Transit Benton Clean Air Authority Benton Conservation District Benton County Community Health Alliance Benton County Health District Benton County Solid Waste Advisory Committee (SWAC) Benton County Tri City Industrial Development Council (TRIDEC) Benton County Water Conservancy Board Benton County Weed District #1 Benton-Franklin Council of Governments Benton-Franklin Heath District Columbia Irrigation District Kennewick Irrigation District Kennewick Public Hospital District Port of Benton Port of Kennewick Port of Pasco Plymouth Water District Tri-City Area Chamber of Commerce Tri-City Community Roundtable Tri-Cities Hispanic Chamber of Commerce Tri-City Home Consortium Tri-City Visitors & Convention Bureau Tri-Cities Rivershore Enhancement Council (TREC) Washington Environmental Council Benton County Benton County Commissioners Benton County Administrative Services Benton County Emergency Management Department Benton County Health Department Benton County Human Services Department Benton County Parks & Recreation Department Benton County Planning Department Benton County Public Works Department Franklin County Franklin County Commissioners Franklin County Administrator Franklin County Planning Department Franklin County Public Works Department City of Kennewick Mayor Mayor Pro Tem City Council ---PAGE BREAK--- 286 Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Attorney City Clerk City Manager Community Development Block Grant Coordinator Community Planner Community Services Director Facilities & Grounds Director Finance Director Fire Chief Leisure Services Manager Maintenance & Operations Manager Municipal Services Director Planning Commission Police Chief Support Services Director Kennewick City Housing Authority Kennewick General Hospital Other Jurisdictions City of Pasco City Manager City of Richland City Manager College, School, Fire & Park Districts Columbia Basin College Finley School District #53 Fire Protection District #1 Kennewick School District #17 WSU Tri-Cities Transportation Union Pacific Railroad Burlington Northern Santa Fe Railroad (BNSF) Utilities Benton County Public Utilities District (PUD) Cascade Natural Gas Corporation Charter Communications Columbia Irrigation District (CID) Kennewick Irrigation District (KID) Verizon Northwest Waste Management of Kennewick Libraries Mid-Columbia Library District Newspapers Tri-City Herald Citizen Groups/Organizations Arculus Design & Technical Services Auto Dealer Association Lampson International River-to-River Open Space Network (RROSN) Tri-City Bicycle Club Tri-Cities Young Professionals Group ---PAGE BREAK--- A-1 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Appendix A: Ordinance Number An Ordinance of the City of Kennewick, Washington, Designating the Bridge-to-Bridge/River-to- Rail (BB/RR) Revitalization (Sub)Area Plan as a Planned Action pursuant to the State Environmental Policy Act (SEPA) WHEREAS, the State Environmental policy Act (“SEPA”) and implementing rules 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 and WHEREAS, the City has adopted a Comprehensive Plan complying with the GMA, and in 2010 adopted a Bridge-to- Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan and Zoning Map, Mixed Use Zoning District with Performance-oriented Design Overly which contemplates designating the BB/RR as a “Planned Action”; 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 and thereby encourages desired growth and economic development; WHEREAS, the BB/RR Revitalization (Subarea) Plan Planned Action EIS identifies impacts and mitigation measures associated with planned development in the BB/RR Revitalization (Subarea) Plan area; and WHEREAS, the City has adopted development regulations which will help protect the environment, and is adopting zoning regulations specific to the BB/RR Revitalization (Subarea) Plan area which will guide the amount, location, form, and quality of desired development. NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF KENNEWICK, WASHINGTON, DOES ORDAIN AS FOLLOWS: Section 1. PURPOSE. The City Council declares that the purpose of this ordinance is to: A. Combine analysis of environmental impacts with the City’s development of plans and regulations; B. Designate the BB/RR Revitalization (Subarea) Plan and Zoning Regulations as a Planned Action for purposes of environmental review of subsequent, implementing projects pursuant to the State Environmental Policy Act (SEPA), RCW 43.21C.031; C. Establish criteria and procedures, consistent with state law, that will determine whether subsequent projects qualify as Planned Actions; D. Provide the public with information about Planned Actions and how the City will process implementing projects; E. Streamline and expedite the land use review and approval process by relying on the environmental impact statement (EIS) completed for the planned action; and F. 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: A. The City is subject to the requirements of the Growth ---PAGE BREAK--- A-2 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 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, and is amending the Comprehensive Plan to incorporate a Subarea element specific to the BB/RR Revitalization (Subarea) Plan area; C. The City is adopting development regulations concurrent with the BB/RR Revitalization (Subarea) Plan to implement said Plan; D. The City has prepared an Environmental Impact Statement (EIS) 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 Subarea; E. The mitigation measures identified in the Planned Action EIS and attached to this ordinance as Exhibit B, together with adopted City development regulations, will adequately mitigate significant impacts from development within the Planned Action Subarea; F. The BB/RR Revitalization (Subarea) Plan and Planned Action EIS identify the location, type and amount of development that is contemplated by the Planned Action; G. Future projects that are implemented 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 BB/RR Revitalization (Subarea) Plan is not an essential public facility as defined by KMC 18.09.630; improvements to state roads defined as essential public facilities in RCW 47.06.140, and state education facilities located within the Subarea are excluded from the Planned Action and not eligible for review or permitting as Planned Actions; J. The Planned Action Subarea 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 approximately 620 acre BB/RR Revitalization (Subarea) Plan Subarea, shown in Exhibit A, generally bounded on the north by Columbia River, on the east by the Cable Bridge/SR-397/Gum Street, on the south by the BNSF and UP Railroad tracks, and on the west by the Blue Bridge/US-395. State roads located within the Planned Action Subarea and addressed in the BB/RR Revitalization (Subarea) Plan Subarea are essential public facilities and are not eligible for future review as Planned Actions. B. Environmental Document. A Planned Action determination for a site-specific implementing project application shall be based on the environmental analysis contained in the Draft EIS issued by the City on the Final EIS published on The mitigation measures contained in Exhibit B are based upon the findings of the Draft and Final EISs and shall, along with adopted City regulations, 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 and activities described in the Planned Action EIS, subject to the thresholds described in subsection 3.D and the mitigation measures contained in Exhibit B, are designated Planned Actions or Planned Action Projects pursuant to RCW 43.21C.031. A development application for a site-specific Planned Action project located within the BB/RR Revitalization (Subarea) Plan Subarea shall be designated a Planned Action if it meets the criteria set forth in subsection 3.D of this ---PAGE BREAK--- A-3 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ordinance and applicable laws, codes, development regulations and standards of the City. D. Planned Action Qualifications. The following thresholds shall be used to determine if a site-specific development proposed within the BB/RR Revitalization (Subarea) Plan Subarea is contemplated by the Planned Action and has had its environmental impacts evaluated in the Planned Action EIS: Land Use. The following general categories/types of land uses, which are permitted or conditionally permitted in zoning districts applicable to the BB/RR Revitalization (Subarea) Plan, are considered Planned Actions: Retail activities, including those categorized as department, drug and grocery stores; eating and drinking establishments; specialty goods/foods; entertainment and recreation; convenience stores; services; and commercial goods; Civic and cultural uses, including but not limited to libraries, museums, community center, performing arts facility, and other public or nonprofit facilities which are not defined as essential public facilities; © Office uses, including but not limited to business and professional offices such as medical or dental, educational and institutional offices, research and development; Lodging, such as hotels and motels; and Residential dwelling units, including single family attached and detached, multifamily, mixed use structures with upper story residential, residential care facilities, nursing homes, and senior housing. Individual land uses considered as Planned Actions shall include those uses specifically listed in development regulations applicable to the BB/RR Revitalization (Subarea) Plan in Development Thresholds. The following amount of various new land uses are contemplated by the Planned Action: Land use Net acres Development amount Residential in RL zone 43.5 174 dwelling units Residential in MU zones 133.6 6,695 dwelling units Retail in CC zone* 31.9 1,111,651 sq ft Retail in MU zones* 53.5 2,330,460 sq ft Office in MU zones* 8.6 374,616 sq ft Industrial in IL zone* 48.3 1,683,158 sq ft * For maximum capacity purposes, assumes in CC 80% of site is devoted to retail use, in MU assumes 40% of ground floor of MU zone is devoted to retail or pedestrian-related uses (balance of ground floor devoted to parking decks) and 10% of upper floor of MU zone is devoted to office at 100% site coverage, in IL assumes 100% of site is devoted to industrial use. If future development proposals in the BB/RR Revitalization Area Planned Action Subarea exceed the development thresholds specified in this ordinance, further environmental review may be required pursuant to WAC 197-11-172. Further, if proposed development would alter the assumptions and analysis in the Planned Action EIS, further environmental review may be required. Shifting the total build out between categories of uses may be permitted so long as the total build-out does not exceed the aggregate amount of development, trip generation and parking thresholds reviewed in the EIS, and so long as the impacts of that development have been identified in the Planned Action EIS and are mitigated consistent with Exhibit B. Building Height: Building height shall not exceed those listed below, measured consistent with the applicable definitions and standards of the Kennewick Municipal Code at 18.12.010 A-2 and 18.12.010 B-2 Building Height (Mixed Use-Specific Definition): Permitted w/Incentive zoning Mixed Use Zone floors* feet floors* feet MU-L - Mixed Use - Low 4 60 5 72 MU-M - Mixed Use – Medium 6 84 8 108 MU-H - Mixed Use - High 9 120 12 156 * Floors allowed over platform parking decks with ground floor retail and other pedestrian-oriented activities. ---PAGE BREAK--- A-4 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Transportation. The determination of transportation impacts shall continue to be based on the City of Kennewick concurrency requirements in Chapter 18.09.630 and 4.12.055 KMC. Director Discretion. The Director of Public Works 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 by the City Engineer at his sole discretion, for each project permit application proposed under this Planned Action. Elements of the Environment and Degree of Impacts. A proposed project that would result in a significant change in the type or degree of impacts to any of the elements of the environment analyzed in the Planned Action EIS, would not qualify as a Planned Action. Changed Conditions. Should environmental conditions 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. E. Planned Action Review Criteria. The City’s SEPA Responsible Official may designate as “planned actions”, pursuant to RCW 43.21C.030, applications that meet all of the following conditions: the proposal is located within the Planned Action Subarea identified in Exhibit A of this ordinance; the proposed uses and activities are consistent with those described in the Planned Action EIS and Section 3.D of this ordinance; the proposal is within the Planned Action thresholds and other criteria of Section 3.D of this ordinance; the proposal is consistent with the City of Kennewick 2008 Comprehensive Plan and the BB/RR Revitalization Subarea Plan; the proposal’s significant adverse environmental impacts have been identified in the Planned Action EIS; the proposal’s significant impacts of the proposal have been mitigated by application of the measures identified in Exhibit B, and other applicable city regulations, together with any modifications or variances or special permits that may be required; the proposal complies with all applicable local, state and/or federal laws and regulations, and the Responsible Official determines that these constitute adequate mitigation; and the proposal is not an essential public facility as defined by KMC 18.09.630. The City shall base its decision on review of a SEPA checklist, or an alternative form approved by the Department of Ecology, and review of the application and supporting documentation. A proposal that meets the criteria of this section shall be considered to qualify and be designated as a planned action, consistent with the requirements or RCW 43.21C.030, WAC 197-11- 164 et seq, and this ordinance. F. Effect of Planned Action Designation as a planned action project means that a qualifying proposal has been reviewed in accordance with this ordinance and found to be consistent with its development parameters and thresholds, and with the environmental analysis contained in the Planned Action EIS. Upon determination by the City’s SEPA Responsible Official that the proposal meets the criteria of Section 3.D and qualifies as a planned action, the proposal shall not require a SEPA threshold determination, preparation of an EIS, or be subject to further review pursuant to SEPA. G. Planned Action Permit Process. Applications for planned actions shall be reviewed pursuant to the following process. Development applications shall meet all applicable requirements of the Kennewick Municipal Code (KMC). Applications for planned actions shall be made on forms provided by the City ---PAGE BREAK--- A-5 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and shall include a SEPA checklist, or an approved Planned Action checklist. The City’s Planning and Community Development Director shall determine whether the application is complete as provided in KMC 4.12.060. If the application is for a project within the BB/RR Revitalization Subarea defined in Exhibit A, the application will be reviewed to determine if it is consistent with the criteria of this ordinance and thereby qualifies as a Planned Action project. The SEPA Responsible Official shall notify the applicant of his/her decision. If the project is determined to qualify as a Planned Action, it shall proceed in accordance with the applicable permit review procedures specified in KMC 4.12.100, except that no SEPA threshold determination, EIS or additional SEPA review shall be required. The decision of the SEPA Responsible Official regarding qualification as a Planned Action shall be final. Public notice and review for projects that qualify as Planned Actions shall be tied to the underlying permit. If notice is otherwise required by the provisions of KMC 4.12.090 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. The review process for the underlying permit shall be as provided in KMC 4.12.100. Development Agreement. To provide additional certainty about applicable requirements, the City or an applicant may request consideration and execution of a development agreement for a Planned Action project. The development agreement may address review procedures applicable to a planned action project, permitted uses, mitigation measures, payment of impact fees or provision of improvements through other methods, design standards, phasing, vesting of development rights, and/or any other topic that may properly be considered in a development agreement consistent with RCW 36.70B.170 et seq. If a project is determined to not qualify as a Planned Action, the SEPA Responsible Official shall so notify the applicant and 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. 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 meet their SEPA requirements. The SEPA 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. SECTION 4. MONITORING AND REVIEW. A. The City shall monitor the progress of development in the designated Planned Action Subarea 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 BB/RR Revitalization Subarea. B. This Planned Action Ordinance shall be reviewed no later than 5 years from its effective date by the SEPA Responsible Official to determine the continuing relevance of its assumptions and findings with respect to environmental conditions in the Planned Action Subarea, the impacts of development, and required mitigation measures. Based upon this review, the City may propose amendments to this ordinance and/or may supplement or revise the Planned Action EIS. Section 5. CONFLICT. In the event of a conflict between this ordinance or any mitigation measure imposed thereto, and any ordinance or regulation of the City, the provisions of this ordinance shall control. Section 6. SEVERABILITY. If any section, sentence, clause or phrase of this ordinance should be held to be invalid by a court of competent jurisdiction, such invalidity or unconstitutionality of any section, sentence, clause or phrase of this ordinance. ---PAGE BREAK--- A-6 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Section 7. EFFECTIVE DATE. This ordinance, being an exercise of a power specifically delegated to the City legislative body, is not subject to referendum, and shall take effect five days after its passage and publication of an approved summary thereof consisting of the title. Section 8. CORRECTIONS. The City Clerk and the codifiers of this ordinance are authorized to make necessary corrections to this ordinance including, but not limited to, the correction of scrivener’s/clerical errors, references, ordinance numbering, section/subsection numbers and any references thereto. APPROVED MAYOR ATTEST/AUTHENTICATED: CITY CLERK APPROVED AS TO FORM: CITY ATTORNEY FILED WITH THE CITY CLERK: PASSED BY THE CITY EFFECTIVE ORDINANCE ---PAGE BREAK--- A-7 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Summary of Ordinance Number City of Kennewick, Washington On the ____day of the City Council of the City of Kennewick passed Ordinance No. A summary of the content of said Ordinance, consisting of the title, is provided as follows: AN ORDINANCE OF THE CITY OF KENNEWICK, WASHINGTON, DESIGNATING THE BB/RR REVITALIZATION SUBAREA AS A PLANNED ACTION PURSUANT TO THE STATE ENVIRONMENTAL POLICY ACT The full text of this Ordinance will be mailed upon request. C I T Y C L E R K FILED WITH THE CITY CLERK: PASSED BY THE CITY EFFECTIVE ORDINANCE ---PAGE BREAK--- A-8 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Exhibit A Planned Action Area ---PAGE BREAK--- A-9 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Exhibit B Planned Action EIS Mitigation Measures Planned Action EIS Mitigation Measures ---PAGE BREAK--- A-10 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Ordinance Number AN ORDINANCE OF THE CITY OF KENNEWICK, WASHINGTON AMENDING TITLE 14 OF THE KENNEWICK MUNICIPAL CODE IMPLEMENTING THE STATE ENVIRONMENTAL POLICY ACT TO INCORPORATE BY REFERENCE PROVISIONS RELATING TO PLANNED ACTIONS WHEREAS the City of Kennewick has adopted regulations implementing the State Environmental Policy Act (SEPA); WHEREAS the state has amended the SEPA statute (RCW 43.21C) and SEPA rules (WAC 197-11) to establish criteria and procedures for Planned Actions; WHEREAS the City is contemplating adopting a Planned Action for the BB/RR Revitalization (Subarea) Plan area; WHEREAS the City desires to establish a complete and consistent framework for the designation and review of Planned Actions. NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF KENNEWICK, WASHINGTON, DOES ORDAIN AS FOLLOWS: Section 1. The City’s SEPA Ordinance, KMC 4.08.010, incorporating certain sections of the Washington Administrative Code (WAC) by reference, is hereby amended to incorporate the following additional sections relating to Planned Actions: 197-11-164 197-11-168 197-11-172 Section 2. SEVERABILITY. If any section, sentence, clause or phrase of this ordinance should be held to be invalid by a court of competent jurisdiction, such invalidity or unconstitutionality of any section, sentence, clause or phrase of this ordinance. Section 3. EFFECTIVE DATE. This ordinance, being an exercise of a power specifically delegated to the City legislative body, is not subject to referendum, and shall take effect five days after its passage and publication of an approved summary thereof consisting of the title. Section 4. CORRECTIONS. The City Clerk and the codifiers of this ordinance are authorized to make necessary corrections to this ordinance including, but not limited to, the correction of scrivener’s/clerical errors, references, ordinance numbering, section/subsection numbers and any references thereto. APPROVED MAYOR ATTEST/AUTHENTICATED: CITY CLERK APPROVED AS TO FORM: CITY ATTORNEY FILED WITH THE CITY CLERK: PASSED BY THE CITY EFFECTIVE ORDINANCE ---PAGE BREAK--- A-11 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- A-12 Appendix A: Planned Action Ordinance Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Review Draft Summary of Ordinance Number City of Kennewick, Washington On the ____day of the City Council of the City of Kennewick passed Ordinance No. A summary of the content of said Ordinance, consisting of the title, is provided as follows: AN ORDINANCE OF THE CITY OF KENNEWICK, WASHINGTON AMENDING TITLE 4 OF THE KENNEWICK MUNICIPAL CODE IMPLEMENTING THE STATE ENVIRONMENTAL POLICY ACT TO INCORPORATE BY REFERENCE PROVISIONS RELATING TO PLANNED ACTIONS The full text of this Ordinance will be mailed upon request. CITY CLERK FILED WITH THE CITY CLERK: PASSED BY THE CITY EFFECTIVE ORDINANCE ---PAGE BREAK--- B-1 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Appendix B: Determination of Significance and a Scoping Notice for a Bridge-to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan/EIS for Kennewick, Washington September 2009 I. Introduction In accordance with SEPA Rules (WAC 197-11), effective 4 April 1984, this scoping document is being prepared for the proposed Bridge- to-Bridge/River-to-Railroad (BB/RR) Revitalization Plan/EIS for Kennewick, Washington. The lead agency, the City of Kennewick has determined this proposal is likely to have a significant adverse impact on the environment. An environmental impact statement (EIS) is required under RCW 43.21C.030 and will be prepared. Materials indicating likely environmental impacts can be reviewed at our office. The purpose of this document is to outline the issues to be addressed in the Draft Environmental Impact Statement (DEIS) being prepared for this proposal. The City of Kennewick, as the lead agency for the action under consideration, is seeking agency and public comments on the proposed scope of the DEIS, to ensure that potential significant impacts are adequately addressed. II. Background Information/Project Description/ Location Located between the Blue Bridge and the Cable Bridge, the Bridge to Bridge/River to Railroad Revitalization Area comprising of approximately 400 acres acts as a major gateway into Kennewick and its Historic Downtown. The area is generally bounded on the east and west by the two bridges and by the Columbia River on the north and multiple railways on the south. 2003 Urban Design Assistance Team (UDAT) The UDAT was initiated for the BB/RR by some stakeholders from the district and city-at-large. The UDAT report indicated a major issue was “how to reclaim the riverfront for improved and better uses, and reconnect the community to the river. At one time, the Columbia River was a more integral part of the life and identity of Kennewick. The communities along the river once had direct visual and physical access to the Columbia River, making riverboat commerce a lifeline. However, Columbia River flooding prompted the US Army Corp of Engineers to erect levees directly in front of downtown to control flood waters in conjunction with Grand Coulee, Bonneville, and other dams. Kennewick’s downtown is several blocks from the riverfront, and other mixed uses have been developed between Downtown Kennewick and the river. The Columbia River, although at the town’s front door just blocks away, can’t be seen from downtown, nor is it easy to get there. The UDAT report stated the situation has changed, due to the following circumstances:  a determination that the levees do not have to be as tall as they are and the Corps of Engineers is in favor of lowering them;  a revitalization plan has been developed for downtown and the river will play a major role in that revitalization; and  there is support for projects such as the planned Clover Island redevelopment that will make the river an even more valuable amenity to Kennewick. ---PAGE BREAK--- B-2 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 2006 Economic Strategic Development Plan The Economic Strategic Development Plan was prepared for the city by Angelou Economics to serve as a roadmap for Kennewick’s future economic development efforts. It reflected the results of a 9- month planning process and input from hundreds of citizens, a 20- person Advisory Committee, and regional leaders. Hundreds of hours of research and discussion led to the strategy with a prime objective being to direct and assist Kennewick’s economic developers in their efforts. The plan included the following recommendations:  Implement the recommendations in the Bridge to Bridge, River to Rail plan regarding development along the Columbia River.  Encourage private developers when possible to develop high- end retail near the river to provide even more attractions close to the river. 2008 Kennewick Comprehensive Plan Kennewick’s Comprehensive Plan was updated and reformatted following the issuance of a SEPA Checklist. The format for the plan was redesigned, with an executive summary and accompanying technical document. The 4 elements of the Updated Plan include Land Use, Infrastructure, Economic Development, and Urban Design which incorporated the previous seven elements defined in GMA mandatory provisions. The Economic Development element of the updated plan stated that redevelopment and revitalization are a simple way of investing in the Kennewick community. According to the economic element, the city can play an active role in redevelopment and revitalization schemes by supporting private groups in their efforts to upgrade an area and cited in the following examples:  The Port of Kennewick’s plans for Clover Island - as presented in the Clover Island Master Plan. The Plan proposes a coordinated system of public amenities and island infrastructure, a mix of water-oriented land uses, and recreational uses supporting the existing waterfront and boating tradition. When these proposed changes occur, it is expected that visitors to that area will increase and further economic spin-offs will occur.  The Downtown Revitalization Plan - has been effective in streetscape improvements and façade redesign throughout the historic downtown area of Kennewick. New trees have been planted, storefronts have been retrofitted, public art has been provided, and new businesses have moved into the area. Long-range plans include a landscaped corridor along Washington Street visually uniting Clover Island to the historic downtown area.  The Bridge-to-Bridge/River-to-Railroad (BB/RR) UDAT plan - is a long-range concept of developing the riverfront area between the Cable and Blue Bridges. The goals are to create access to the Columbia River, develop the area as a focal point in Kennewick, and emphasize the uniqueness of this area while enhancing the natural environment. A portion of this concept has been implemented with the lowering of the levee from N. Washington Street to the Blue Bridge (Highway 395). 2009 Developments Recent developments within the BB/RR district include the:  Washington State Department of Transportation’s (WSDOT) completion - of the series of roundabouts between SR-240 and SR- 395 that define a new western gateway to the district and city.  Port of Kennewick’s acquisition - of the properties surrounding Duffy’s Pond and the potential this provides for the Port to develop a new eastern gateway to the district and city.  Port of Kennewick’s acquisition - of some frontage commercial properties between Duffy’s Pond and Columbia Drive and the potential this provides for the Port to develop new mixed uses that will connect the riverfront with the downtown. ---PAGE BREAK--- B-3 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Purpose of BB/RR Revitalization Plan The purpose of this revitalization plan is to anticipate and guide the long-term redevelopment of the BB/RR and its distinct and integral neighborhoods. The plan will serve as a statement of the city’s commitment and direction for these areas and as a resource for potential investors, property owners, the community, and other public agencies. Depending on the results of the process, the plan contents could include proposals for existing land use retention and enhancements as well as new or intensified commercial and industrial developments, higher density residential projects, and mixed-use developments along with shoreline adjustments, trail and park expansions, roadway reconfigurations, and other infrastructure improvements. Key objectives could include establishing new gateway entries to the BB/RR district as well as between the district and downtown and city, refurbishing signage, streetscapes, and other amenities. III. Proposed Alternative Actions The EIS may address the following alternatives on a neighborhood or area-wide basis:  no action – where the goals, objectives, and concepts in the existing 2008 Comprehensive Plan are not changed,  low density concept – where a preferred concept is possibly refined under a low density focusing on mixed uses with low building heights,  medium density concept – where a preferred concept is possibly refined under a medium density focusing on mixed use and structures up to 5 stories over parking decks, and  high density concept – where a preferred concept is possibly refined under a high density focusing on mixed use with some structures over 5 stories. Implementation Program Depending on the content of the preferred plan elements and examples, implementation measures could include GMA requirements for comprehensive plan amendments, zoning revisions, and a capital facilities program. In addition, the program could also develop the following measures.  Subarea development organization(s) – including the possible creation of existing or new public/nonprofit/private entities including a Public Development Authority (PDA), Public Facilities District (PFD), or Community Initiated Development (CID) nonprofit corporation to undertake specific action plan implementation tasks involving marketing, promotion, management, financing, or acquisition and development of key prototype and momentum- building projects.  Marketing program - defining the characteristics of prospective developers, investors, or key tenant prospects and the graphics, brochures, website postings, and e-mail distribution lists with which to solicit and obtain their participation in subarea action plans and projects.  Design overlay districts and form-based design standards - with maps and designations including opportunities for performance-based characteristics. And, design standards concerning building frontages and facades, mixed use, pedestrian activities, public accent areas, retail building facades, awnings, signage, boardwalks and walkways, building materials and colors, and streetscape furnishings.  Financing strategies - including special tax levies or revenue bonds, growth impact fees, connection charges, local or special improvement districts, parking and/or business improvement areas, or other methods for paying public system infrastructure costs (including late-comer fees) that will be effective to the subarea and equitable to developers. ---PAGE BREAK--- B-4 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan  Fiscal cost/benefits - projecting the net revenues to be realized from retail sales, real estate excise, and property taxes to be realized before and after implementation of subarea plan and projects on a yearly and 5-20 year time period.  Prototype project feasibility evaluations - of the impact implementation measures will have on developing feasible example projects accounting for:  Direct incentive strategy impacts - of using the recently authorized LIFT and TIFT, Parking and Business Improvement Areas (PIA and PBIA), Local Improvement Districts (LIDs), Washington State CERB grants for infrastructure, Small Business Administration and Economic Development Administration (SBA and EDA) loans and grants.  Indirect incentive strategy impacts - of varying land use and development control mechanisms including pre-project SEPA approvals, land use and zoning allowances, on and off- street parking ratios and buy-in programs, building densities, growth impact fees or concurrency charges, late-comer plan action charges, and any other direct land development control mechanisms.  Kick-start projects – including the use of design/develop competitions for the prototype projects of opportunity where the land or sites are acquired or optioned and an RFP competition is conducted based on the prototype project feasibility evaluations, incentive packages, and design criteria.  Low-hanging fruit/momentum-building – we will also identify a series of immediate actions that can be undertaken on your plan’s adoption that will generate momentum and a visible sign of progress. Your momentum-building projects could involve a variety of low-cost, private and non-profit actions that would be highly visible and in support of the plan’s recommendations – and could include ideas identified in the public brainstorming workshops. IV. Environmentally Significant Issues In accordance with WAC 197-11-44, the Kennewick Community Planning Department has determined this proposal may have a significant adverse impact on the following topics: Physical Earth BB/RR revitalization plans could change land use designations and development conditions thereby influencing subsequent land development intensities and patterns. The DEIS will inventory geological conditions and various flooding, erosion, landslide, seismic and other sensitive area hazards that affect the BB/RR district’s capability/suitability for urban redevelopment. Water BB/RR revitalization plans could add storm water runoff affecting surface water quality conditions. The DEIS will inventory existing waterways, wetlands and groundwater conditions; define possible changes in the quantity or quality of surface water flows - and describe mitigation measures appropriate to each alternative plan. Plants & animals BB/RR revitalization plans could displace or alternatively enhance existing vegetation and habitat for wildlife. The DEIS will inventory existing conditions, define the potential impact on wildlife and vegetation - and describe mitigation measures appropriate to each alternative plan. Energy and natural resources BB/RR revitalization plans could affect the use of energy and natural resources. The DEIS will inventory existing energy use, define potential impacts - and describe mitigation measures appropriate to each alternative plan. ---PAGE BREAK--- B-5 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Built Environment Environmental health BB/RR revitalization plans could increase noise sources and levels. The DEIS will inventory existing noise conditions, define potential impacts - and describe mitigation measures appropriate to each alternative plan. Land and shoreline use BB/RR revitalization plans could change existing land and shoreline use activities, development patterns, and intensities. The DEIS will inventory existing land use conditions, define potential impacts - and describe mitigation measures appropriate to each alternative plan. Transportation BB/RR revitalization plans could increase traffic volumes and patterns, trail demands and systems, pedestrian and bicycling patterns, and other non-motorized transportation systems. The DEIS will inventory existing transportation conditions, define potential impacts - and describe mitigation measures appropriate to each alternative plan. Public services - fire, police, schools and recreation BB/RR revitalization plans could affect the demand and need for additional fire, police, schools, recreation, waste disposal, sewer, water, stormwater, and other services. The DEIS will inventory existing services, define potential impacts - and describe mitigation measures appropriate to each alternative plan. Written comments Copies of the Kennewick Comprehensive Plan and the BB/RR Revitalization Plan Scope of Work are available for viewing at Kennewick City Hall, 210 West Sixth Street – and on the city website at www.ci.kennewick.wa.us. Agencies, affected tribes, and members of the public are invited to comment on the scope or emphasis of the EIS. You may comment on alternatives, mitigation measures, probable significant impacts, or other approvals that may be required. You may submit written comments to the responsible official listed below. The deadline for written comments is 5 pm, October 30, 2009. Kennewick Planning Department Ferdouse Oneza, Planning Manager Kennewick City Hall 210 West Sixth, PO Box 6108 Kennewick, Washington 99336 Phone: [PHONE REDACTED] Fax: [PHONE REDACTED] Email: [EMAIL REDACTED] ---PAGE BREAK--- B-6 Appendix B: Determination of Significant and Scoping Notice Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Evaluation for Agency Use Only C-1 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Appendix C: SEPA Environmental Checklist (WAC 197-11) – September 2010 Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Purpose of checklist: The State Environmental Policy Act (SEPA), chapter 43.21C RCW, requires all governmental agencies to consider the environmental impacts of a proposal before making decisions. An environmental impact statement (EIS) must be prepared for all proposals with probable significant adverse impacts on the quality of the environment. The purpose of this checklist is to provide information to help you and the agency identify impacts from your proposal (and to reduce or avoid impacts from the proposal, if it can be done) and to help the agency decide whether an EIS is required. Instructions for applicants: This environmental checklist asks you to describe some basic information about your proposal. Governmental agencies use this checklist to determine whether the environmental impacts of your proposal are significant, requiring preparation of an EIS. Answer the questions briefly, with the most precise information known, or give the best description you can. You must answer each question accurately and carefully, to the best of your knowledge. In most cases, you should be able to answer the questions from your own observations or project plans without the need to hire experts. If you really do not know the answer, or if a question does not apply to your proposal, write “do not know” or “does not apply.” Complete answers to the questions now may avoid unnecessary delays later. Some questions ask about governmental regulations, such as zoning, shoreline, and landmark designations. Answer these questions if you can. If you have problems, the governmental agencies can assist you. The checklist questions apply to all parts of your proposal, even if you plan to do them over a period of time or on different parcels of land. Attach any additional information that will help describe your proposal or its environmental effects. The agency to which you submit this checklist may ask you to explain your answers or provide additional information reasonably related to determining if there may be significant adverse impact. Use of checklist for non-project proposals: Complete this checklist for non-project proposals, even though questions may be answered “does not apply.” IN ADDITION, complete the SUPPLEMENTAL SHEET FOR NONPROJECT ACTIONS (part For non-project actions, the references in the checklist to the words “project,” “applicant,” and “property or site” should be read as “proposal,” “proposer,” and “affected geographic area,” respectively. ---PAGE BREAK--- Evaluation for Agency Use Only C-2 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan A Background 1. Name of proposed project, if applicable: Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan and Regulations Planned Action 2. Name of applicant: City of Kennewick 3. Address and phone number of applicant and contact person: Anthony Muai, Planner Community Planning Department Kennewick City Hall 210 West Sixth Avenue, PO Box 6108, Kennewick, Washington 99336 Phone: [PHONE REDACTED], Fax: [PHONE REDACTED] E-mail: [EMAIL REDACTED] 4. Date checklist prepared: September 2010 5. Agency requesting checklist: City of Kennewick 6. Proposed timing or schedule (including phasing, if applicable): EIS completion in September 2010 7. Do you have any plans for future additions, expansion, or further activity related to or connected with this proposal? If yes, explain. Yes. Development may occur in accordance with the Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan and Regulations. Proposals in the range of the Planned Action would not require a new SEPA threshold determination. 8. List any environmental information you know about that has been prepared, or will be prepared, directly related to this proposal. An EIS is being initiated for the study area as indicated in the associated scoping notice. Topics are proposed as follows:  Natural Environment - Earth, Air, Water, Plants and Animals,  Human Environment – Relationship to existing plans and polices, Land Use, Population and Housing, Transportation, Public Services & Utilities, Parks and Recreation, Archaeological, Historical & Aesthetics. 9. Do you know whether applications are pending for governmental approvals of other proposals directly affecting the property covered by your proposal? If yes, explain. The Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan and Regulations proposal is under review by the City of Kennewick Planning Commission and City Council. 10. List any government approvals or permits that will be needed for your proposal, if known.  Approval of the Kennewick Bridge-to-Bridge/River-to- Rail (BB/RR) Revitalization (Subarea) Plan and Regulations and the Planned Action Ordinance by the City of Kennewick City Council.  Development and Building permit review by City of Kennewick. ---PAGE BREAK--- Evaluation for Agency Use Only C-3 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 11. Give brief, complete description of your proposal, including the proposed uses and the size of the project and site. There are several questions later in this checklist that ask you to describe certain aspects of your proposal. You do not need to repeat those answers on this page. (Lead agencies may modify this form to include additional specific information on project description.) As part of a multi-year planning effort, Kennewick prepared the proposed Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Subarea) Plan and Regulations. The BB/RR plan will create a sustainable community of the BB/RR area including mixed use land development and multi-modal transportation framework incorporating low- impact, green, and smart growth principles implemented by a new Mixed Use (MU) zoning district with performance- based development guidelines and incentive provisions to encourage the development of affordable housing. Kennewick will adopt a Planned Action Ordinance pursuant to WAC 197-11-164 to 172, that will indicate that the completed EIS adequately addresses significant impacts of the proposed action, and that future projects consistent with the analyzed projects and parameters of the Planned Action Ordinance would not require future SEPA threshold determinations or EISs. 12. Location of the proposal. Give sufficient information for a person to understand the precise location of your proposed project, including a street address, if any, and section, township, and range, if known. If a proposal would occur over a range of area, provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and topographic map, if reasonably available. While you should submit any plans required by the agency, you are not required to duplicate maps or detailed plans submitted with any permit applications related to this checklist. The Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization (Sub)area is located between the Blue Bridge (US-395) and the Cable Bridge (SR-397) on the west and east, and the Columbia River and the BNSF and UP Railroads on the north and south. The BB/RR area includes approximately 400 acres and acts as a major gateway into Kennewick and its Historic Downtown. . The BB/RR revitalization area is composed of 7 distinct neighborhoods including Columbia Drive and the auto dealers and commercial services along it, Duffy's Pond and the approach to Clover Island, the mobile home parks and residential developments along the levy leading to Columbia Park and south of Columbia Drive, and the numerous salvage, warehouse, and trucking businesses along the railroad tracks. B: Environmental Elements 1. Earth The DEIS addresses the geologic setting and characterize the general geologic character of the study area. a. General description of the site (circle one): Flat, rolling, hilly, steep slopes, mountainous, other See B.1 above. b. What is the steepest slope on the site (approximate percent slope)? See B.1 above. c. What general types of soils are found on the site (for example, clay, sand, gravel, peat, muck)? If you know the classification of agricultural soils, specify them and note any prime farmland. See B.1 above. d. Are there surface indications or history of unstable soils in the ---PAGE BREAK--- Evaluation for Agency Use Only C-4 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan immediate vicinity? If so, describe. See B.1 above. e. Describe the purpose, type, and approximate quantities of any filling or grading proposed. Indicate the source of fill. See B.1 above. f. Could erosion occur as a result of clearing, construction, or use? If so, generally describe. See B.1 above. g. About what percent of the site will be covered with impervious surfaces after project construction (for example, asphalt or buildings)? See B.1 above. h. Proposed measures to reduce or control erosion, or other impacts to the earth, if any? See B.1 above. 2. Air The DEIS summarizes existing air quality conditions in the Tri-Cities including compliance with current federal, state, and Benton Clean Air Agency (BCAA) standards. In addition, the EIS compares the alternatives in terms of the potential to produce greenhouse gas emissions. Policy or code provisions that serve as mitigation measures have been identified. a. What types of emissions to the air would result from the proposal dust, automobile, odors, industrial wood smoke) during construction and when the project is completed? If any, generally describe and give approximate quantities if known. See B.2 above. b. Are there any off-site sources of emissions or odor that may affect your proposal? If so, generally describe. See B.2 above. c. Proposed measures to reduce or control emissions or other impacts to air, if any? See B.2 above. 3. Water a. Surface: The DEIS addresses surface water features including existing conditions and potential future conditions based on the area redeveloping and complying with current stormwater regulations. The analysis includes an assessment of potential stormwater treatment BMP's being incorporated as part of redevelopment features. The DEIS is qualitative in nature; no hydrologic modeling is being performed as part of the analysis as this will occur through a separate process under the city’s Stormwater Management Plan. 1) Is there any surface water body on or in the immediate vicinity of the site (including year-round and seasonal streams, saltwater, lakes, ponds, wetlands)? If yes, describe type and provide names. If appropriate, state what stream or river it flows into. See B.3.a above. 2) Will the project require any work over, in, or adjacent to (within 200 feet) of the described waters? If yes, please describe and attach available plans. ---PAGE BREAK--- Evaluation for Agency Use Only C-5 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan See B.3.a above. 3) Estimate the amount of fill and dredge material that would be placed in or removed from surface water or wetlands and indicate the area of the site that would be affected. Indicate the source of fill material. See B.3.a above. 4) Will the proposal require surface water withdrawals or diversions? Give general description, purpose, and approximate quantities if known. See B.3.a above. 5) Does the proposal lie within a 100-year floodplain? If so, note location on the site plan. See B.3.a above. 6) Does the proposal involve any discharges of waste materials to surface waters? If so, describe the type of waste and anticipated volume of discharge. See B.3.a above. b. Ground: 1) Will ground water be withdrawn, or will water be discharged to ground water? Give general description, purpose, and approximate quantities if known. Any development on the subject sites will be connected to municipal water sources and will not withdraw ground water. There will be no discharges to ground water. 2) Describe waste material that will be discharged into the ground from septic tanks or other sources, if any (for example: Domestic sewage; industrial, containing the following chemicals; agricultural; etc.). Describe the general size of the system, the number of such systems, the number of houses to be served (if applicable), or the number of animals or humans the system(s) are expected to serve. Any development on the subject sites will connect to the municipal sewer system. c. Water runoff (including stormwater): 1) Describe the source of runoff (including storm water) and method of collection and disposal, if any (include quantities, if known). Where will this water flow? Will this water flow into other waters? If so, describe. The DEIS addresses stormwater runoff. See B.3.a. 2) Could waste materials enter ground or surface waters? If so, generally describe. See B.3.b.1) above. d. Proposed measures to reduce or control surface, ground, and runoff water impacts, if any: Mitigation measures regarding surface water and runoff are addressed in the DEIS. Regarding groundwater, the following mitigation measures apply:  Aquifer regulations (KMC 14.04.600 to 620);  Kennewick 2008 Comprehensive Plan Natural Environment Element. Based on federal, state, regional, and local policies and regulations to reduce or control groundwater, impacts can be mitigated to a level of insignificance. No further ground water analysis will be provided in the DEIS. 4. Plants The DEIS addressed wildlife habitat, habitat features, and potential use by Federal or State listed threatened, endangered, candidate, or priority species. ---PAGE BREAK--- Evaluation for Agency Use Only C-6 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan a. Check or circle types of vegetation found on the site: deciduous tree: alder, maple, aspen, other evergreen tree: fir, cedar, pine, other shrubs grass pasture crop or grain wet soil plants: cattail, buttercup, bulrush, skunk cabbage plants: water lily, eelgrass, milfoil, other types of vegetation See B.4 above. b. What king and amount of vegetation will be removed or altered? See B.4 above. c. List threatened or endangered species known to be on or near the site. See B.4 above. d. Proposed landscaping, use of native plants, or other measures to preserve or enhance the site, if any: See B.4 above. 5. Animals The DEIS addressed wildlife habitat, habitat features, and potential use by Federal or State listed threatened, endangered, candidate, or priority species. a. Circle any birds and animals which have been observed on or near the site or are known to be on or near the site: birds: hawk, heron, eagle, songbirds, other: mammals: deer, bear, elk, beaver, other: fish: bass, salmon, trout, herring, shellfish, other: See B.5 above. b. List any threatened or endangered species known to be on or near the site. See B.5 above. c. Is the site part of a migration route? If so, explain. See B.5 above. d. Proposed measures to preserve or enhance wildlife, if any: See B.5 above. 6. 6. Energy and natural resources a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to meet the completed project's energy needs? Describe whether it will be used for heating, manufacturing, etc. Future site-specific development may use electric, natural gas, oil, or solar energy sources. As part of the Utility Master Planning efforts, the franchise utility companies have indicated that there are no capacity issues with the existing infrastructure that services the BB/RR Revitalization area. The utilities will meet the expected demand associated with the development intensity for the BB/RR revitalization area and all projects. b. Would your project affect the potential use of solar energy by adjacent properties? If so, generally describe. The proposal will not directly affect the potential use of solar energy by adjacent properties. However, proposed revisions to the Comprehensive Plan and development regulations allow for buildings taller than those present today (as do current regulations). c. What kinds of energy conservation features are included in the ---PAGE BREAK--- Evaluation for Agency Use Only C-7 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan plans of this proposal? List other proposed measures to reduce or control energy impacts, if any: Kennewick has adopted the Washington State Energy Code in KMC 20.04.125. The proposed Mixed Use (MU) district performance-based design guidelines overlay regulations address solar access, daylighting, passive solar heating and cooling, and other green and smart development. These features promote solar energy use in new development and reduce the potential effect on neighboring properties’ use of solar energy. Based on the above mitigation measures, impacts to energy can be mitigated to a level of insignificance. No further review will be conducted in the DEIS. 7. Environmental health a. Are there any environmental health hazards, including exposure to toxic chemicals, risk of fire and explosion, spill, or hazardous waste that could occur as a result of this proposal? If so, describe. There are no known contaminants or hazardous materials in the soil or groundwater based on previous land uses that have been identified. However, should a developer or the city consider acquiring or reusing any parcels they should conduct a thorough site assessment to determine if contamination is present from past use. 1) Describe special emergency services that might be required. In accordance with Kennewick regulations, during construction activity for any specific parcel, the project contractor will conduct safety meetings and have in place emergency services contingency information for local emergency support services contracts, i.e., police, ambulance, fire, etc. in accordance with Labor & Industries Standards. Long-term use of specific parcels will be subject to city zoning for allowable uses and activities, and Kennewick Fire Codes for handling of hazardous materials. 2) Proposed measures to reduce or control environmental health hazards, if any: Future site-specific activities will comply with Kennewick Fire and Zoning Codes, as well as State and Federal hazardous materials regulations. The Planned Action Ordinance will incorporate the following mitigation measure: Applicants for development on parcels identified as having a potential for contamination based on past use or knowledge shall conduct a conduct a thorough site assessment to determine if contamination is present from past use. Based on adopted policies and regulations, and the above mitigation measure, impacts to environmental health hazards can be mitigated to a level of insignificance. No further review will be conducted in the DEIS. 8. Noise The DEIS addressed noise but field measurements were not be part of the analysis. a. What types of noise exist in the area which may affect your project (for example: traffic, equipment, operation, other)? See B.8 above. b. What types and levels of noise would be created by or associated with the project on a short-term or a long-term basis (for example: traffic, construction, operation, other)? Indicate what hours noise would come from the site. ---PAGE BREAK--- Evaluation for Agency Use Only C-8 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan See B.8 above. c. Proposed measures to reduce or control noise impacts, if any: See B.8 above. 9. Land and shoreline use The DEIS compared and evaluated the proposed amount, types, scale and pattern of uses in comparison with the existing land use pattern and adjacent development. The analysis included an evaluation of development targets and capacity of present plans to proposed plans, with particular attention to the different pattern of growth in the BB/RR area. a. What is the current use of the site and adjacent properties? See B.9 above. b. Has the site been used for agriculture? If so, describe. See B.9 above. c. Describe any structures on the site. See B.9 above. d. Will any structures be demolished? If so what? See B.9 above. e. What is the current zoning classification for the site? See B.9 above. f. What is the current comprehensive plan designation of the site? See B.9 above. g. If applicable, what is the current shoreline master program designation of the site? See B.9 above. h. Has any part of the site been classified as an “environmentally sensitive” area? If so, specify? See B.9 above. i. Approximately how many people would reside or work in the completed project? See B.9 above. j. Approximately how many people would the completed project displace? See B.9 above. k. Proposed measures to avoid or reduce displacement impacts, if any: l. Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans, if any: See B.9 above. 10. Housing a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low-income housing. The DEIS projected the capacity of the BB/RR area, particularly the proposed mixed use (MU) zones and the potential number of mixed income housing units that could be created. The BB/RR regulations include an incentive zoning ---PAGE BREAK--- Evaluation for Agency Use Only C-9 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan provision that will allow additional floors and building heights where the developer provides 10-15% affordable units. b. Approximately how many units, if any, would be eliminated? Indicate whether high, middle, or low-income housing. The BB/RR Revitalization Plan rezones the existing single family housing located south of Columbia Drive, west of Fruitland Street, north of the BNSF railroad tracks, and east of US-395 for Residential low (R-L) in order to retain and stabilize the neighborhood. The mixed use (MU) zoning proposed north of Columbia Drive will eliminate some existing low income trailer parks and a few scattered site single family houses – as would the current zoning designation for Residential High c. Proposed measures to reduce or control housing impacts, if any: The BB/RR regulations include an incentive zoning provision that will allow additional floors and building heights where the developer provides 10-15% affordable units. Any housing proposed for the subject parcels would be constructed in compliance with the Kennewick Zoning and development codes, and the provisions of Title 20, the Kennewick Buildings and Construction code. Based on adopted policies and regulations, impacts to housing can be mitigated to a level of insignificance by complying with Federal, State, and local laws. 11. Aesthetics The DEIS described the overall aesthetic character of the study area in terms of the quality of the urban environment, the design and character of existing buildings, and building height, bulk and scale. The evaluation considered the nature and magnitude of change envisioned by the BB/RR Revitalization Plan, considering the proposed performance- based design overlay regulations. The visual character analysis relied primarily on a narrative description, photographs of existing conditions, a map identifying areas where height is likely to change in comparison to adopted regulations, and renderings and materials developed for the BB/RR Revitalization (Subarea) Plan and Development Regulations a. What is the tallest height of any proposed structure(s), not including antennas; what is the principal exterior building material(s) proposed? See B.11 above. b. What views in the immediate vicinity would be altered or obstructed? See B.11 above. c. Proposed measures to reduce or control aesthetic impacts, if any: See B.11 above. 12. Light and glare a. What type of light or glare will the proposal produce? What time of day would it mainly occur? Ambient light and glare are produced from a number of different sources, including exterior building illumination, automobile headlights, and street lamps. Auto headlights are not within the scope of city regulations. b. Could light or glare from the finished project be a safety hazard or interfere with views? Kennewick regulations are intended to avoid light and glare ---PAGE BREAK--- Evaluation for Agency Use Only C-10 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan impacts. See 12.a above. c. What existing off-site sources of light or glare may affect your proposal? See 12.a above. d. Proposed measures to reduce or control light and glare impacts, if any: Kennewick’s municipal code regulates development to avoid light and glare as follows:  KMC requires exterior lighting to be shielded and directed downward.  KMC requires that source of glare be in an enclosure, except during construction.  Street lights must conform to Kennewick Design and Construction Standards and Specifications per KMC Based on adopted policies and regulations, impacts to light and glare can be mitigated to a level of insignificance by complying with Federal, State, and local laws. No further review was conducted in the DEIS. 13. Recreation Parks and Recreation facilities and services are addressed within the DEIS. The DEIS examined existing conditions and levels of service based upon city plans, and estimated need and demand for service under each alternative in the DEIS. a. What designated and informal recreational opportunities are in the immediate vicinity? See B.13 above. b. Would the proposed project displace any existing recreational uses? If so, describe. See B.13 above. c. Proposed measures to reduce or control impacts on recreation, including recreation opportunities to be provided by the project or applicant, if any: See B.13 above. 14. Historic and cultural preservation The DEIS addressed potential effects to archaeological and historic resources including a description of existing conditions and potential future conditions based on the area redeveloping and complying with local, state, and Federal regulations. The cultural resources assessment focused on the Columbia River, Duffy’s Pond, the adjacent Historic Downtown District, and the BB/RR redevelopment area. a. Are there any places or objects listed on, or proposed for, national, state, or local preservation registers known to be on or next to the site? If so, generally describe. See B.14 above. b. Generally describe any landmarks or evidence of historic, archaeological, scientific, or cultural importance known to be on or next to the site. See B.14 above. c. Proposed measures to reduce or control impacts, if any: See B.14 above. ---PAGE BREAK--- Evaluation for Agency Use Only C-11 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan 15. Transportation The DEIS summarized relevant city transportation plan studies and address existing and future traffic volumes, level of service results, non-motorized facilities, construction and traffic management, and appropriate mitigation. a. Identify public streets and highways serving the site, and describe proposed access to the existing street system. Show on site plans, if any. See B.15 above. b. Is site currently served by public transit? If not, what is the approximate distance to the nearest transit stop? See B.15 above. c. How many parking spaces would the completed project have? How many would the project eliminate? See B.15 above. d. Will the proposal require any new roads or streets, or improvements to existing roads or streets, not including driveways? If so, generally describe (indicate whether public or private). See B.15 above. e. Will the project use (or occur in the immediate vicinity of) water, rail, or air transportation? If so, generally describe. See B.15 above. f. How many vehicular trips per day would be generated by the completed project? If known, indicate when peak volumes would occur. See B.15 above. g. Proposed measures to reduce or control transportation impacts, if any: See B.15 above. 16. Public services The DEIS reviewed existing levels of service, estimated needs and demand for service, and projected levels of service under each alternative for police and fire protection, parks and recreation, and schools. a. Would the project result in an increased need for public services (for example: fire protection, police protection, health care, schools, other)? If so, generally describe. See B.16 above. b. Proposed measures to reduce or control direct impacts on public services, if any. See B.16 above. 17. Utilities a. Circle utilities currently available at the site: electricity, natural gas, water, refuse service, telephone, sanitary sewer, septic system, other. All utilities are available in the BB/RR revitalization area, except that septic use is unlikely given the availability of sewer service. b. Describe the utilities that are proposed for the project, the utility providing the service, and the general construction activities on the site or in the immediate vicinity which might be needed. The DEIS reviewed existing levels of service, estimated ---PAGE BREAK--- Evaluation for Agency Use Only C-12 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan needs and demand for service, and projected levels of service under each alternative for water, wastewater, stormwater, and solid waste. Due to the potential for minimal impacts based on initial Utilities Master Plan studies, the following utilities were not be addressed further in the EIS: Power, Gas, and Telecommunications. Benton County Public Utility District (PUD) and Cascade Natural Gas Company (CNG) are the electrical power and natural gas utility companies for the Kennewick area. Charter Cable provides telecommunications, cable, and fiber optic, and Verizon provides telecommunications and fiber optic. Waste Management of Kennewick (WMK) provides solid waste disposal, and the Kennewick Irrigation District (KID) and Columbia Irrigation District (CID) provide non-potable water. The franchise utility companies have indicated that there are no capacity issues with the existing infrastructure that services the BB/RR area. The utilities will meet the expected demand associated with the development intensity for the BB/RR revitalization plan and any redevelopment projects. Kennewick and the private utility companies have procedures and regulations in place for all utilities listed in detail above. Impacts to these utilities can be mitigated to a level of insignificance. Aside from water, wastewater, stormwater, and solid waste, no further review of utilities were conducted in the DEIS. C Signature The above answers are true and complete to the best of my knowledge. I understand that the lead agency is relying on them to make its decision. Signature: Tom Beckwith FAICP, Beckwith Consulting Group Date Submitted: September 2010 ---PAGE BREAK--- Evaluation for Agency Use Only C-13 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan D Supplemental Sheet for Non-project Actions (Do not use this sheet for project actions) Because these questions are very general, it may be helpful to read them in conjunction with the list of the elements of the environment. When answering these questions, be aware of the extent the proposal or the types of activities likely to result from the proposal, would affect the item at a greater intensity or at a faster rate than if the proposal were not implemented. Respond briefly and in general terms. 1. How would the proposal be likely to increase discharge to water; emissions to air; production, storage, or release of toxic or hazardous substances; or production of noise? See responses in Sections B.2, 3, 7 and 8. Proposed measures to avoid or reduce such increases are: See responses in Sections B.2, 3, 7 and 8. 2. How would the proposal be likely to affect plants, animals, fish, or marine life? See Sections B. 4 and 5, above. Proposed measures to protect or conserve plants, animals, fish, or marine life are: See Sections B. 4 and 5, above. 3. How would the proposal be likely to deplete energy or natural resources? See to B.6 above. Proposed measures to protect or conserve energy and natural resources are: Please refer to B.6 above. 4. How would the proposal be likely to use or affect environmentally sensitive areas or areas designated (or eligible or under study) for governmental protection; such as parks, wilderness, wild and scenic rivers, threatened or endangered species habitat, historic or cultural sites, wetlands, floodplains, or prime farmlands? See Section B above. Proposed measures to protect such resources or to avoid or reduce impacts are: See Section B above. 5. How would the proposal be likely to affect land and shoreline use, including whether it would allow or encourage land or shoreline uses incompatible with existing plans? See Section B.9 above. Proposed measures to avoid or reduce shoreline and land use impacts are: See Section B.9 above. 6. How would the proposal be likely to increase demands on transportation or public services and utilities? See Section B.15, 16, and 17 above. Proposed measures to reduce or respond to such demand(s) are: See Section B.15, 16, and 17 above. 7. Identify, if possible, whether the proposal may conflict with local, state, or federal laws or requirements for the protection of the environment. ---PAGE BREAK--- Evaluation for Agency Use Only C-14 Appendix C: SEPA Environmental Checklist (WAC 197-11) Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan See Section B.9, above. ---PAGE BREAK--- Appendix D: Population projections United States I Washington State I I Puget Sound (King/Kitsap/Pierce/Snohomi I I I Benton/Franklin I I I 1905 Kennewick I I I 1883 1904 Historical I I I I I 1900 76,094,000 518,100 196,[PHONE REDACTED] 92,407,000 1,142,000 492,306 13,090 1,219 1920 106,466,000 1,356,600 634,254 16,780 1,684 1930 123,077,000 1,563,400 736,996 17,089 1,519 1940 132,594,000 1,736,200 820,202 18,360 1,918 1950 152,271,000 2,379,000 1,196,172 64,933 10,106 1960 180,671,000 2,853,200 1,512,979 85,412 14,244 1970 204,879,000 3,413,300 1,938,899 93,356 15,212 1980 226,500,000 4,132,200 2,240,269 144,469 34,397 1990 250,410,000 4,866,663 2,748,895 150,033 42,152 2000 274,634,000 5,894,121 3,275,847 191,822 54,751 2005 285,981,000 6,233,345 3,524,000 218,600 60,410 2008 305,365,000 6,587,600 3,633,000 235,700 65,860 Projections 2010 297,716,000 6,648,112 3,636,420 217,628 70,244 2015 310,133,000 7,096,501 3,856,545 229,744 75,828 2020 322,742,000 7,545,269 4,080,990 242,075 83,117 2025 335,050,000 7,975,471 4,295,432 253,815 88,361 Average annual rate of growth 1900-1910 2.0% 8.2% 9.6% 39.0% 1910-1920 1.4% 1.7% 2.6% 2.5% 3.3% 1920-1930 1.5% 1.4% 1.5% 0.2% -1.0% 1930-1940 0.7% 1.1% 1.1% 0.7% 2.4% 1940-1950 1.4% 3.2% 3.8% 13.5% 18.1% 1950-1960 1.7% 1.8% 2.4% 2.8% 3.5% 1960-1970 1.3% 1.8% 2.5% 0.9% 0.7% 1970-1980 1.0% 1.9% 1.5% 4.5% 8.5% 1980-1990 1.0% 1.6% 2.1% 0.4% 2.1% 1990-2000 0.9% 1.9% 1.8% 2.5% 2.6% 2000-2005 0.8% 1.1% 1.5% 2.6% 2.0% Projected average annual rate 2005-2010 0.8% 1.3% 0.6% -0.1% 3.1% 2010-2015 0.8% 1.3% 1.2% 1.1% 1.5% 2015-2020 0.8% 1.2% 1.1% 1.1% 1.9% 2020-2025 0.8% 1.1% 1.0% 1.0% 1.2% US Bureau of the Census, Current Population Reports, Series P-25, Number 1018, Mid Series 14: fertility=1.8 births/woman, mortality=81.2 years, 500,000 yearly net immigration. Washington State, Office of Financial Management, Population Trends for Washington State, January 2002 Washington State Data Book, Office of Financial Management, Mid series, 2002 Kennewick Comprehensive Plan, Technical Document D-1 Appendix D: Population Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- D-2 Appendix D: Population Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Appendix E: 2006-2008 American Community Survey (ACS) Comparative social statistics - age and household status United States Washington Ken-Pas-Rich Benton Kennewick US WA MSA Benton Co Kennewick Persons 301,237,703 6,453,083 228,870 159,629 64,206 Households 112,386,298 2,510,116 78,345 58,013 23,472 Average household size 2.61 2.51 2.89 2.73 2.69 Families 74,870,525 1,618,506 56,340 40,664 15,375 Percent households in families 67% 64% 72% 70% 66% Population by age 0- 4 20,672,826 423,410 19,071 11,348 5,331 5- 9 19,773,981 405,339 18,057 11,537 5,063 10-14 20,425,884 431,327 17,290 11,742 4,354 15-19 21,650,392 446,228 17,030 11,784 4,709 20-24 20,920,044 432,926 15,408 10,057 4,178 25-34 40,125,972 896,229 34,283 22,348 10,690 35-44 43,140,679 935,454 29,737 20,928 8,383 45-54 43,865,767 981,098 31,419 23,804 8,745 55-59 18,210,745 416,613 13,066 10,105 3,326 60-64 14,471,277 326,009 10,734 8,194 2,942 65-74 19,488,145 396,744 12,468 9,766 3,404 75-84 13,313,618 256,528 7,523 5,818 2,265 85+ 5,178,373 105,178 2,784 2,198 816 Median age 36.7 37.1 32.8 35.6 32.7 Percent under 18 73,806,575 1,533,659 65,552 42,334 17,945 Percent 65+ 37,980,136 758,450 22,775 17,782 6,485 Family household 74,870,525 1,618,506 56,340 40,664 15,375 Percent of all households 67% 64% 72% 70% 66% married couple 55,706,062 1,253,598 43,882 31,813 10,876 married couple w/related child 24,045,128 539,110 21,386 14,119 5,131 male only 5,155,903 111,632 4,538 3,026 1,457 male only w/related child 2,537,787 62,733 2,971 1,848 923 female only 14,008,560 253,276 7,920 5,825 3,042 female only w/related child 8,301,901 165,126 5,491 3,941 2,132 Non-family households 37,515,773 891,610 22,005 17,349 8,097 Percent of all households 33% 36% 28% 30% 34% living alone 30,894,218 704,778 18,748 14,836 6,748 over 65 10,432,779 213,442 6,541 5,242 2,133 Total households 112,386,298 2,510,116 78,345 58,013 23,472 Residence 1 year ago same house 1 year ago 249,133,314 5,155,514 182,718 125,359 47,107 different house in same count 28,312,984 421,821 22,672 17,967 9,322 different house in same sta 10,241,686 209,642 11,928 8,399 4,356 elsewhere 48,007,967 1,210,100 42,287 31,928 16,135 Population 1+ years 297,141,281 6,365,614 225,005 157,287 63,242 E-1 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - age and household status United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Persons 301,237,703 6,453,083 228,870 159,629 64,206 Households 112,386,298 2,510,116 78,345 58,013 23,472 Average household size 2.61 2.51 2.89 2.73 2.74 Families 74,870,525 1,618,506 56,340 40,664 15,375 Percent households in families 67% 64% 72% 70% 66% Age by sex 0- 4 7% 7% 8% 7% 8% 5- 9 7% 6% 8% 7% 8% 10-14 7% 7% 8% 7% 7% 15-19 7% 7% 7% 7% 7% 20-24 7% 7% 7% 6% 7% 25-34 13% 14% 15% 14% 17% 35-44 14% 14% 13% 13% 13% 45-54 15% 15% 14% 15% 14% 55-59 6% 6% 6% 6% 5% 60-64 5% 5% 5% 5% 5% 65-74 6% 6% 5% 6% 5% 75-84 4% 4% 3% 4% 4% 85+ 2% 2% 1% 1% 1% Median age 36.7 37.1 32.8 35.6 32.7 Percent under 18 25% 24% 29% 27% 28% Percent 65+ 13% 12% 10% 11% 10% Family household 74,870,525 1,618,506 56,340 40,664 15,375 Percent of all households 67% 64% 72% 70% 66% married couple 74% 77% 78% 78% 71% married couple w/related child 32% 33% 38% 35% 33% male only 7% 7% 8% 7% 9% male only w/related child 3% 4% 5% 5% 6% female only 19% 16% 14% 14% 20% female only w/related child 11% 10% 10% 10% 14% Non-family households 37,515,773 891,610 22,005 17,349 8,097 Percent of all households 33% 36% 28% 30% 34% living alone 82% 79% 85% 86% 83% over 65 28% 24% 30% 30% 26% Total households 112,386,298 2,510,116 78,345 58,013 23,472 Residence in 2004 same house in 2004 84% 81% 81% 80% 74% different house in same count 10% 7% 10% 11% 15% different house in same sta 16% 19% 5% 5% 7% elsewhere 16% 19% 19% 20% 26% Population 1+ years in 2004 297,141,281 6,365,614 225,005 157,287 63,242 E-2 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - education and occupation United States Washington Ken-Pas-Rich Benton Kennewick Education (age 25+ yrs) US State MSA County City less than 9th grade 12,659,790 174,606 13,433 6,364 3,646 9th-12th grade, no diploma 17,944,384 285,568 11,951 6,883 3,578 high school graduate 58,488,235 1,077,212 38,973 28,188 11,900 some college, no degree 39,756,516 1,056,738 32,230 24,621 9,635 associate degree 14,723,709 403,938 12,305 9,493 3,350 bachelors degree 34,295,753 849,360 20,566 16,714 5,328 graduate or professional degree 19,926,189 466,431 12,556 10,898 3,134 Total 197,794,576 4,313,853 142,014 103,161 40,571 Total population 301,237,703 6,453,083 228,870 159,629 64,206 Total persons 16 years+ 236,078,754 5,101,960 170,782 122,426 48,203 total in labor force 153,989,802 3,391,636 112,827 80,434 31,865 total civilian employed 143,195,793 3,138,215 105,172 75,352 30,162 total in armed forces 1,080,820 53,537 150 129 65 Occupation - civilian employed 16+ y 143,195,793 3,138,215 105,172 75,352 30,162 managerial, professional 49,473,347 1,166,648 34,807 28,119 9,249 service occupations 24,036,006 507,286 17,530 11,821 5,271 sales and office operations 36,707,528 767,097 23,834 17,386 7,211 farming, fishing, and forestry 997,082 47,895 5,782 2,251 1,086 construction, extraction, mainten 13,804,087 292,626 10,658 7,826 3,632 production, transportation 18,177,743 356,663 12,561 7,949 3,713 Industry 143,195,793 3,138,215 105,172 75,352 30,162 agriculture, forestry, fishing, min 2,617,810 78,175 8,295 3,363 1,268 construction 10,977,805 251,626 9,523 7,522 3,235 manufacturing 16,233,035 342,483 7,756 5,409 1,772 subtotal base industries 29,828,650 672,284 25,574 16,294 6,275 wholesale trade 4,571,847 104,241 3,207 2,146 1,104 retail trade 16,469,395 356,189 12,184 8,457 3,814 transportation, warehouse, utilitie 7,359,848 161,429 6,161 4,191 1,734 information 3,529,128 87,162 1,400 1,096 752 finance, insurance, real estate 10,190,753 202,322 4,469 3,282 1,608 professional, scientific, managem 14,707,814 352,864 16,206 13,576 4,126 education, health, and social serv 30,456,396 630,026 19,540 14,561 5,657 arts, entertainment, recreation 12,475,529 269,614 8,476 6,161 2,718 other services 6,891,085 142,635 4,332 3,033 1,302 public administration 6,715,348 159,449 3,623 2,555 1,072 subtotal service industries 113,367,143 2,465,931 79,598 59,058 23,887 total industries 143,195,793 3,138,215 105,172 75,352 30,162 private wage and salary workers 112,700,974 2,419,007 84,228 60,186 24,762 government workers 20,710,512 500,917 15,168 11,629 4,237 self-employed in own business 9,491,229 212,543 5,637 3,452 1,163 unpaid family workers 293,078 5,748 139 85 0 Total 143,195,793 3,138,215 105,172 75,352 30,162 Median household income $52,175 $57,234 $52,095 $54,544 $45,243 Median family income $63,211 $69,162 $62,728 $68,014 $57,715 Per capita income $27,466 $29,927 $24,024 $26,542 $22,690 E-3 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - education and occupation United States Washington Ken-Pas-Rich Benton Kennewick Education (persons 18 years+) US State MSA County City less than 9th grade 6% 4% 9% 6% 9% 9th-12th grade, no diploma 9% 7% 8% 7% 9% high school graduate 30% 25% 27% 27% 29% some college, no degree 20% 24% 23% 24% 8% associate degree 7% 9% 9% 9% 8% bachelors degree 17% 20% 14% 16% 13% graduate or professional degree 10% 11% 9% 11% 8% Total 197,794,576 4,313,853 142,014 103,161 40,571 Total population 301,237,703 6,453,083 228,870 159,629 64,206 Total persons 16 years+ 236,078,754 5,101,960 170,782 122,426 48,203 total in labor force 65% 66% 66% 66% 66% total civilian employed 61% 62% 62% 62% 63% total in armed forces 0% 1% 0% 0% 0% Occupation managerial, professional 35% 37% 33% 37% 31% service occupations 17% 16% 17% 16% 17% sales and office operations 26% 24% 23% 23% 24% faming, fishing, and forestry 1% 2% 5% 3% 4% construction, extraction, mainten 10% 9% 10% 10% 12% production, transportation 13% 11% 12% 11% 12% Industry 143,195,793 3,138,215 105,172 75,352 30,162 agriculture, forestry, fishing, min 2% 2% 8% 4% 4% construction 8% 8% 9% 10% 11% manufacturing 11% 11% 7% 7% 6% subtotal base industries 21% 21% 24% 22% 21% wholesale trade 3% 3% 3% 3% 4% retail trade 12% 11% 12% 11% 13% transportation, warehouse, utilitie 5% 5% 6% 6% 6% information 2% 3% 1% 1% 2% finance, insurance, real estate 7% 6% 4% 4% 5% professional, scientific, managem 10% 11% 15% 18% 14% education, health, and social serv 21% 20% 19% 19% 19% arts, entertainment, recreation 9% 9% 8% 8% 9% other services 5% 5% 4% 4% 4% public administration 5% 5% 3% 3% 4% subtotal services industries 79% 79% 76% 78% 79% total industries 143,195,793 3,138,215 105,172 75,352 30,162 private wage and salary workers 79% 77% 80% 80% 82% government workers 14% 16% 14% 15% 14% self-employed in own business 7% 7% 5% 5% 4% unpaid family workers 0% 0% 0% 0% 0% Total 75,352 30,162 Median household income $52,175 $57,234 $52,095 $54,544 $45,243 Median family income $63,211 $69,162 $62,728 $68,014 $57,715 Per capita income $27,466 $29,927 $24,024 $26,542 $22,690 E-4 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - income United States Washington Ken-Pas-Rich Benton Kennewick Household (family/nonfamily) incom US State MSA County City $ 0- 9,999 8,045,626 153,124 5,584 3,891 2,003 $ 10- 14,999 6,139,558 110,588 3,828 2,773 1,250 $ 15- 24,999 11,921,076 224,470 7,787 5,438 2,604 $ 25- 34,999 11,899,350 248,117 8,677 5,624 2,703 $ 35- 49,999 15,951,147 355,797 11,820 8,923 3,982 $ 50- 74,999 21,109,871 495,419 14,373 10,335 4,318 $ 75- 99,999 13,992,314 347,810 9,858 7,585 2,753 $ 100-149,999 13,758,104 352,547 10,727 8,539 2,565 $ 150-199,999 4,858,631 117,035 3,508 3,175 955 $ 200,000+ 4,710,621 105,209 2,183 1,730 339 Total 112,386,298 2,510,116 78,345 58,013 23,472 Individuals in poverty status by age between 18-64 years 11.8% 10.8% 12.7% 11.1% 12.5% Over 65 years 9.8% 8.4% 7.9% 5.4% 5.0% Total in Poverty 18+ years 11.5% 10.5% 12.0% 10.3% 11.5% Percent of Population in Poverty 13.2% 11.6% 15.1% 12.7% 14.9% Total families in poverty in past 12 m 9.6% 7.9% 11.9% 9.9% 12.3% Married couple families 4.6% 3.8% 6.4% 4.3% 4.5% with related children <18 yrs. 6.4% 5.2% 9.4% 5.8% 6.1% with related children <5 yrs. 5.9% 5.1% 12.5% 7.6% 5.7% Other families Male head w/related child <18 yrs. Male head w/o child <18 yrs. Female head w/related child <18 36.5% 33.7% 39.3% 46.5% 45.5% Female head w/related child <5 y 44.9% 42.3% 70.9% 73.8% 68.8% Source of income Earnings 90,198,381 2,039,576 63,510 46,617 18,886 Wages or salary Self employment Interest, dividents, or net rental Social security 30,254,793 616,701 19,335 15,131 5,474 Supplemental security (SSI) 4,305,421 89,239 3,654 2,877 1,265 Public assistance cash income 2,552,704 81,784 3,482 2,550 1,202 Retirement 19,557,182 449,243 13,445 10,914 3,809 Other types Amount of income - mean Earnings $72,100 $74,436 $67,224 $70,426 $60,263 Wages or salary Self employment Interest, dividents, or net rental Social security $14,956 $15,388 $15,987 $16,242 $15,698 Supplemental security (SSI) $7,920 $8,284 $7,991 $8,151 $7,058 Public assistance $3,330 $3,437 $3,303 $3,127 $3,665 Retirement $20,982 $21,543 $20,217 $20,801 $18,173 Other types E-5 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - income United States Washington Ken-Pas-Rich Benton City Family/nonfamily household income US State MSA County Kennewick $ 0- 9,999 7% 6% 7% 7% 9% $ 10- 14,999 5% 4% 5% 5% 5% $ 15- 24,999 11% 9% 10% 9% 11% $ 25- 34,999 11% 10% 11% 10% 12% $ 35- 49,999 14% 14% 15% 15% 17% $ 50- 74,999 19% 20% 18% 18% 18% $ 75- 99,999 12% 14% 13% 13% 12% $ 100-149,999 12% 14% 14% 15% 11% $ 150-199,999 4% 5% 4% 5% 4% $ 200,000+ 4% 4% 3% 3% 1% Total 112,386,298 2,510,116 78,345 58,013 23,472 Individuals in poverty status by age Under 65 years 11.8% 10.8% 12.7% 11.1% 12.5% Over 65 years 9.8% 8.4% 7.9% 5.4% 5.0% Total in Poverty 11.5% 10.5% 12.0% 10.3% 11.5% Percent of Population in Poverty 13.2% 11.6% 15.1% 12.7% 14.9% Total families in Poverty 9.6% 7.9% 11.9% 9.9% 12.3% Married couple families 4.6% 3.8% 6.4% 4.3% 4.5% with related children <18 yrs. 6.4% 5.2% 9.4% 5.8% 6.1% with related children <5 yrs. Other families Male head w/related child <18 yrs. Male head w/o child <18 yrs. Female head w/related child <18 36.5% 33.7% 39.3% 46.5% 45.5% Female head w/related child <5 y 44.9% 42.3% 70.9% 73.8% 68.8% Source of income Earnings #DIV/0! #DIV/0! #DIV/0! #DIV/0! Wages or salary #DIV/0! #DIV/0! #DIV/0! #DIV/0! Self employment #DIV/0! #DIV/0! #DIV/0! #DIV/0! Interest, dividents, or net rental #DIV/0! #DIV/0! #DIV/0! #DIV/0! Social security #DIV/0! #DIV/0! #DIV/0! #DIV/0! Supplemental security (SSI) #DIV/0! #DIV/0! #DIV/0! #DIV/0! Public assistance cash income #DIV/0! #DIV/0! #DIV/0! #DIV/0! Retirement #DIV/0! #DIV/0! #DIV/0! #DIV/0! Other types #DIV/0! #DIV/0! #DIV/0! #DIV/0! Amount of income Earnings $74,436 $67,224 $70,426 $60,263 Wages or salary $0 $0 $0 $0 Self employment $0 $0 $0 $0 Interest, dividents, or net rental $0 $0 $0 $0 Social security $15,388 $15,987 $16,242 $15,698 Supplemental security (SSI) $8,284 $7,991 $8,151 $7,058 Public assistance cash income $3,437 $3,303 $3,127 $3,665 Retirement $21,543 $20,217 $20,801 $18,173 Other types $0 $0 $0 $0 E-6 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - occupied housing units United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Total housing units 127,762,925 2,749,580 85,546 63,307 25,264 Occupied housing units 112,386,298 2,510,116 78,345 58,013 23,472 percent owner occupied 75,363,085 1,646,772 54,796 40,850 14,660 percent renter occupied 37,023,213 863,344 23,549 17,163 8,812 Vacant housing units 15,376,627 239,464 7,201 5,294 1,792 percent seasonal, recreational use Rooms 1 room 2,734,204 58,004 1,107 633 290 2 rooms 3,717,278 104,414 2,006 1,447 790 3 rooms 11,514,258 251,585 6,269 4,743 2,528 4 rooms 21,541,689 458,741 10,842 8,010 3,875 5 rooms 26,985,885 515,103 18,381 12,898 5,823 6 rooms 23,723,073 461,395 15,838 11,542 4,168 7 rooms 15,666,960 357,310 12,105 9,195 3,219 8 rooms 10,418,684 245,894 8,766 6,745 2,333 9 rooms or more 11,460,894 297,134 10,232 8,094 2,238 Mean number of rooms 5.4 5.5 5.8 5.8 5.4 Year Structure Built 2005+ 3,803,406 95,558 4,922 2,906 1,086 2000-2004 10,988,172 254,661 11,953 7,582 2,853 1990 to 1999 18,075,830 493,721 13,844 10,597 3,675 1980 to 1989 18,331,452 399,179 6,908 5,643 2,452 1970 to 1979 21,261,171 506,876 20,222 16,105 7,904 1960 to 1969 14,745,292 284,079 8,173 5,227 2,348 1950 to 1959 14,626,965 238,778 8,538 6,345 3,011 1940 to 1949 7,529,057 156,294 8,750 7,528 1,579 1939 or earlier 18,401,580 320,434 2,236 1,374 356 Total housing units 127,762,925 2,749,580 85,546 63,307 25,264 Units in structure 1, detached 78,776,659 1,736,970 54,655 40,227 14,453 1, attached 7,272,712 94,264 2,629 2,067 545 2 5,074,172 76,920 2,861 2,470 1,552 3 or 4 5,763,091 104,562 2,512 1,296 755 5-9 6,223,177 129,438 4,384 3,576 2,267 10-19 5,740,546 154,970 3,320 2,527 1,664 20+ 10,155,489 242,701 4,935 3,957 1,664 mobile home/trailer 8,653,702 204,625 10,073 7,023 2,220 boat, rv, van, etc. 103,377 5,130 177 164 144 Total 127,762,925 2,749,580 85,546 63,307 25,264 E-7 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - occupied housing units United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Total housing units 127,762,925 2,749,580 85,546 63,307 25,264 Occupied housing units 112,386,298 2,510,116 78,345 58,013 23,472 percent owner occupied 67% 66% 70% 70% 62% percent renter occupied 33% 34% 30% 30% 38% Vacant housing units - percent inven 12% 9% 8% 8% 7% percent seasonal, recreational use 0% 0% 0% 0% 0% Rooms 1 room 2% 2% 1% 0 1% 2 rooms 3% 4% 2% 0 3% 3 rooms 9% 9% 7% 0 10% 4 rooms 17% 17% 13% 0 15% 5 rooms 21% 19% 21% 0 23% 6 rooms 19% 17% 19% 0 16% 7 rooms 12% 13% 14% 0 13% 8 rooms 8% 9% 10% 0 9% 9 rooms or more 9% 11% 12% 0 9% Mean number of rooms 5.4 5.5 5.8 5.8 5.4 Year Structure Built 2005+ 3% 3% 6% 5% 4% 2000-2004 9% 9% 14% 12% 11% 1990 to 1999 14% 18% 16% 17% 15% 1980 to 1989 14% 15% 8% 9% 10% 1970 to 1979 17% 18% 24% 25% 31% 1960 to 1969 12% 10% 10% 8% 9% 1950 to 1959 11% 9% 10% 10% 12% 1940 to 1949 6% 6% 10% 12% 6% 1939 or earlier 14% 12% 3% 2% 1% Total housing units 127,762,925 2,749,580 1,348,146 1,348,146 25,264 Units in structure 1, detached 62% 63% 64% 64% 57% 1, attached 6% 3% 3% 3% 2% 2 4% 3% 3% 4% 6% 3 or 4 5% 4% 3% 2% 3% 5-9 5% 5% 5% 6% 9% 10-19 4% 6% 4% 4% 7% 20+ 8% 9% 6% 6% 7% mobile home/trailer 7% 7% 12% 11% 9% other 0% 0% 0% 0% 1% Total 127,762,925 2,749,580 85,546 63,307 25,264 E-8 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - housing value United States Washington Ken-Pas-Rich Benton Kennewick Value (owner-occupied units) US State MSA County City $ 0- 49,999 5,956,639 65,506 3,358 2,570 1,162 $ 50- 99,999 11,153,110 72,762 6,556 4,292 1,848 $ 100-149,999 11,585,357 132,275 15,133 10,183 4,315 $ 150-199,999 10,355,135 177,446 13,900 10,797 4,073 $ 200-299,999 12,923,746 399,556 10,431 8,528 2,404 $ 300-499,999 13,088,397 493,413 4,358 3,761 694 $ 500-999,999 8,358,666 256,786 841 610 97 $1,000,000+ 1,942,035 49,028 219 109 67 Total 75,363,085 1,646,772 54,796 40,850 14,660 Median value $192,400 $293,000 $156,800 $162,600 $150,000 Owner costs as % of household income less than 15% less than 19.9% 34,318,627 670,520 29,012 22,724 5,604 20.0-24.9% 10,052,280 229,774 7,918 5,842 2,095 25.0-29.9% 7,643,065 189,757 5,058 3,672 1,473 30.0-34.9% 5,449,629 142,838 3,628 2,592 1,005 35.0+% 17,472,558 406,692 8,976 5,894 2,383 Not computed 426,926 7,191 202 126 100 Total 75,363,085 1,646,772 54,794 40,850 12,660 Rent (renter-occupied units) $ 0- 200 874,585 20,553 762 493 187 $ 200- 299 1,224,538 20,756 607 479 150 $ 300- 499 3,710,989 67,003 3,562 2,079 1,271 $ 500- 749 9,072,812 205,898 8,097 6,032 3,433 $ 750- 999 8,447,441 231,000 5,505 4,509 2,111 $ 1,000-1,499 7,814,124 201,793 2,743 1,889 1,049 $ 1,500+ 3,708,391 81,437 854 836 464 No cash rent 2,170,333 34,904 1,419 846 147 Total 37,023,213 863,344 23,549 17,163 8,812 Median rent $819 $850 $705 $724 $709 Gross rent as % of household income in 1999 less than 15% 4,444,391 100,342 2,759 2,199 906 15.0-19.9% 4,367,218 111,089 3,005 2,148 1,183 20.0-24.9% 4,442,242 116,952 2,739 1,811 905 25.0-29.9% 3,999,666 100,961 2,714 2,096 1,335 30.0-34.9% 3,117,346 78,561 1,585 1,071 536 35.0+% 13,874,216 310,962 8,958 6,820 3,702 Not computed 2,778,134 44,477 1,789 1,018 245 Total 37,023,213 863,344 23,549 17,163 8,812 E-9 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - housing value United States Washington Ken-Pas-Rich Benton Kennewick Value (owner-occupied units) US State MSA County City $ 0- 49,999 8% 4% 6% 6% 8% $ 50- 99,999 15% 4% 12% 11% 13% $ 100-149,999 15% 8% 28% 25% 29% $ 150-199,999 14% 11% 25% 26% 28% $ 200-299,999 17% 24% 19% 21% 16% $ 300-499,999 17% 30% 8% 9% 5% $ 500-999,999 11% 16% 2% 1% 1% $1,000,000+ 3% 3% 0% 0% 0% Total 75,363,085 1,646,772 54,796 40,850 14,660 Median value $192,400 $293,000 $156,800 $162,600 $150,000 less than 15% 0% 0% 0% 0% 0% 15.0-19.9% 46% 41% 53% 56% 44% 20.0-24.9% 13% 14% 14% 14% 17% 25.0-29.9% 10% 12% 9% 9% 12% 30.0-34.9% 7% 9% 7% 6% 8% 35.0+% 23% 25% 16% 14% 19% Not computed 1% 0% 0% 0% 1% Total 75,363,085 1,646,772 54,794 40,850 12,660 Rent (renter-occupied units) $ 0- 200 2% 2% 3% 3% 2% $ 200- 299 3% 2% 3% 3% 2% $ 300- 499 10% 8% 15% 12% 14% $ 500- 749 25% 24% 34% 35% 39% $ 750- 999 23% 27% 23% 26% 24% $ 1,000-1,499 21% 23% 12% 11% 12% $ 1,500+ 10% 9% 4% 5% 5% No cash rent 6% 4% 6% 5% 2% Total 37,023,213 863,344 23,549 17,163 8,812 Median rent $819 $850 $705 $724 $709 Gross rent as % of household income in 1999 less than 15% 12% 12% 12% 13% 10% 15.0-19.9% 12% 13% 13% 13% 13% 20.0-24.9% 12% 14% 12% 11% 10% 25.0-29.9% 11% 12% 12% 12% 15% 30.0-34.9% 8% 9% 7% 6% 6% 35.0+% 37% 36% 38% 40% 42% Not computed 8% 5% 8% 6% 3% Total 37,023,213 863,344 23,549 17,163 8,812 E-10 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - transportation characteristics United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Workers 16 years and older 140,261,584 3,102,055 101,934 73,182 29,381 Commute to work car, truck, or van - drove alone 106,386,083 2,245,125 77,424 57,229 22,338 car, truck, or van - carpooled 14,862,201 366,251 15,365 9,710 4,468 public transportation/ taxi/ferry 6,908,323 166,218 1,921 1,448 937 walked or biked 3,994,274 108,252 2,356 1,663 501 other means 2,450,135 60,786 1,201 1,027 405 worked at home 5,660,568 155,423 3,667 2,105 732 Total 140,261,584 3,102,055 101,934 73,182 29,381 Mean travel time to work in minut 25.3 25.5 20.8 21.0 21.4 Private vehicle occupancy Car, truck or van drove alone Carpooled in 2-person carpool in 3-person carpool in 4-person carpool in 5-6-person carpool in 7-person or more carpool Other means including working at home Total 0 0 0 Vehicles per occupied housing unit(owner and renter) 0 vehicle 9,872,362 160,374 4,241 3,278 1,833 1 vehicle 37,344,551 774,973 21,022 15,627 6,921 2 vehicles 42,646,901 955,808 28,852 20,998 8,798 3 vehicles 22,522,484 618,961 24,230 18,110 5,920 4 vehicles 5 or more vehicles Total Average number of vehicles available Place of work Living in a place - 16 years and over worked in place of residence worked outside of place of residence Not living in a place Worked in state of residence worked in county of residence worked outside of county of residence Worked outside state of residence Total workers 16+ Transposition Total resident population na Total workers working in the area na Total workers living in the area na Estimated daytime population na Daytime population change commutting na Workers who lived/worked same county na Employment/residence ratio #DIV/0! #DIV/0! #DIV/0! #DIV/0! na E-11 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - transportation characteristics United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Workers 16 years and older 140,261,584 3,102,055 101,934 73,182 29,381 Commute to work car, truck, or van - drove alone 76% 72% 76% 78% 76% car, truck, or van - carpooled 11% 12% 15% 13% 15% public transportation/taxi/ferry 5% 5% 2% 2% 3% walked 3% 3% 2% 2% 2% other means 2% 2% 1% 1% 1% worked at home 4% 5% 4% 3% 2% Total 140,261,584 3,102,055 101,934 73,182 29,381 Mean travel time to work in minut 25.3 25.5 20.8 21.0 21.4 Private vehicle occupancy Car, truck or van drove alone #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Carpooled in 2-person carpool #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! in 3-person carpool #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! in 4-person carpool #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! in 5-6-person carpool #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! in 7-person or more carpool #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Other means #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! 0 0 0 Vehicles per household (owner and renter 0 vehicle 9% 6% 5% 6% 8% 1 vehicle 33% 31% 27% 27% 29% 2 vehicles 38% 38% 37% 36% 37% 3 vehicles 20% 25% 31% 31% 25% 4 vehicles 5 or more vehicles Total 0 0 0 0 0 Average number of vehicles available 0.0 0.0 0.0 0.0 0.0 Place of work Living in a place #DIV/0! #DIV/0! #DIV/0! #DIV/0! worked in place of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! worked outside of place of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! Not living in a place #DIV/0! #DIV/0! #DIV/0! #DIV/0! Worked in state of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! worked in county of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! worked outside of county of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! Worked outside state of residence #DIV/0! #DIV/0! #DIV/0! #DIV/0! Total workers 16+ 0 0 0 0 Transposition Total resident population 0 0 0 0 na Total workers working in the area 0 0 0 0 na Total workers living in the area 0 0 0 0 na Estimated daytime population 0 0 0 0 na Daytime population change commutt #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Workers who lived/worked same cou 0 0 0 0 na Percent who live/work in same area #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! E-12 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - race and language United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Total population 301,237,703 6,453,083 228,870 159,629 64,206 One race 294,665,998 6,217,590 223,385 155,957 62,416 Two or more races 6,571,705 235,493 5,485 3,672 1,790 One race 294,665,998 6,217,590 228,870 155,957 62,416 White 223,965,009 5,195,047 174,798 133,409 49,764 Black or African American 37,131,771 218,847 3,529 2,162 1,259 American Indian and Alaska Nativ 2,419,895 91,093 2,344 1,667 1,039 Asian 13,164,169 421,402 5,144 3,908 1,587 Native Hawaiian and other Pacific 446,164 28,020 104 65 46 Some other race 17,538,990 263,181 37,466 14,746 8,721 Two or more races 6,571,705 235,493 5,485 3,672 1,790 Total population 301,237,703 6,453,083 228,870 159,629 64,206 Hispanic or Latino of any race 45,432,158 614,590 59,141 25,404 14,010 Not Hispanic or Latino 255,805,545 5,838,493 169,729 134,225 50,196 Population 5 years and over 280,564,877 6,029,673 209,799 148,281 58,875 English only 225,488,799 5,027,344 155,031 122,924 45,788 Language other than English 55,076,078 1,002,329 54,768 25,357 13,087 speak English less than ver 24,252,429 458,999 29,006 11,403 6,791 Spanish 34,183,747 437,901 46,033 18,952 10,485 speak English less than ver 16,120,772 213,558 25,736 9,178 5,527 Other languages 20,892,331 564,428 8,735 6,405 2,602 speak English less than ver 8,131,657 245,441 1,229 2,225 1,264 E-13 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Comparative social statistics - race and language United States Washington Ken-Pas-Rich Benton Kennewick US State MSA County City Total population 301,237,703 6,453,083 228,870 159,629 64,206 One race 98% 96% 98% 98% 97% Two or more races 2% 4% 2% 2% 3% One race 294,665,998 6,217,590 228,870 155,957 62,416 White 74% 81% 76% 84% 78% Black or African American 12% 3% 2% 1% 2% American Indian and Alaska Nativ 1% 1% 1% 1% 2% Asian 4% 7% 2% 2% 2% Native Hawaiian and other Pacific 0% 0% 0% 0% 0% Some other race 6% 4% 16% 9% 14% Two or more races 2% 4% 2% 2% 3% Total population 298,757,310 6,371,390 3,497,527 230,907 85,226 Hispanic or Latino of any race 15% 10% 26% 16% 22% Not Hispanic or Latino 85% 90% 74% 84% 78% Population 5 years and over 280,564,877 6,029,673 209,799 148,281 58,875 English only 80% 83% 74% 83% 78% Language other than English 20% 17% 26% 17% 22% speak English less than ver 44% 46% 53% 45% 52% Spanish 12% 7% 22% 13% 18% speak English less than ver 47% 49% 56% 48% 53% Other languages 7% 9% 4% 4% 4% speak English less than ver 39% 43% 14% 35% 49% E-14 Appendix E: 2006-2008 ACS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- E.2-1 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Appendix E.2: Glossary of census definitions The following definitions are abstracted from the US Census glossary of definitions for those terms of most interest to this analysis – a complete glossary of all Census definitions is available from the US Department of Commerce website. Age Age is generally derived from date of birth information, and is based on the age of the person in complete years. American FactFinder (AFF) An electronic system for access and dissemination of Census Bureau data on the internet. The system offers prepackaged data products and user-selected data tables and maps from Census 2000, the 1990 Census of Population and Housing, the 1997 Economic Census, and the American Community Survey. The system was formerly known as the Data Access and Dissemination System (DADS). Annual payroll (in thousands of dollars) Payroll includes all forms of compensation, such as salaries, wages, commissions, dismissal pay, bonuses, vacation allowances, sick- leave pay, and employee contributions, to qualified pension plans paid during the year to all employees. For corporations, payroll includes amounts paid to officers and executives; for unincorporated businesses, it does not include profit or other compensation of proprietors or partners. Payroll is reported before deductions for social security, income tax, insurance, union dues, etc. This definition of payroll is the same as that used by the Internal Revenue Service (IRS) on Form 941. Average The number found by dividing the sum of all quantities by the total number of quantities. Related terms: Mean, Median Average family size A measure obtained by dividing the number of members of families by the total number of families. Related term: Family Average household size A measure obtained by dividing the number of people in households by the total number of households. Related term: Household Average household size of owner-occupied units A measure obtained by dividing the number of people living in owner-occupied housing units by the number of owner-occupied housing units. Related term: Owner-occupied housing unit Average household size of renter-occupied units A measure obtained by dividing the number of people living in renter-occupied housing units by the number of renter-occupied housing units. Related term: Renter-occupied housing unit Block A subdivision of a census tract (or, prior to 2000, a block numbering area), a block is the smallest geographic unit for which the Census Bureau tabulates 100-percent data. Many blocks correspond to individual city blocks bounded by streets, but blocks – especially in rural areas – may include many square miles and may have some boundaries that are not streets. The Census Bureau established blocks covering the entire nation for the first time in 1990. Previous censuses back to 1940 had blocks established only for part of the nation. Over 8 million blocks are identified for Census 2000. Related terms: 100-percent data, Census block, Census geography, Census tract, Block group (BG) A subdivision of a census tract (or, prior to 2000, a block numbering area), a block group is the smallest geographic unit for which the Census Bureau tabulates sample data. A block group consists of all the blocks within a census tract with the same beginning number. ---PAGE BREAK--- E.2-2 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Example: block group 3 consists of all blocks within a 2000 census tract numbering from 3000 to 3999. In 1990, block group 3 consisted of all blocks numbered from 301 to 399Z. Related terms: Census block, Census geography, Census tract, Sample data Block numbering area (BNA) Prior to Census 2000, a statistical subdivision created for grouping and numbering blocks within a county for which census tracts had not been established. Beginning with Census 2000, all counties have census tracts, making block numbering areas unnecessary. Related term: Census tract Census A complete enumeration, usually of a population, but also of businesses and commercial establishments, farms, governments, and so forth. Census (decennial) The census of population and housing, taken by the Census Bureau in years ending in 0 (zero). Article I of the Constitution requires that a census be taken every ten years for the purpose of reapportioning the U.S. House of Representatives. Related terms: Apportionment, Reapportionment, Redistricting Census (economic) Collective name for the censuses of construction, manufactures, minerals, minority- and women-owned businesses, retail trade, service industries, transportation, and wholesale trade, conducted by the Census Bureau every five years, in years ending in 2 and 7. Census area The statistical equivalent of a county in Alaska. Census areas are delineated cooperatively by the state of Alaska and the Census Bureau for statistical purposes in the portion of Alaska not within an organized borough. Census block A subdivision of a census tract (or, prior to 2000, a block numbering area), a block is the smallest geographic unit for which the Census Bureau tabulates 100-percent data. Many blocks correspond to individual city blocks bounded by streets, but blocks especially in rural areas – may include many square miles and may have some boundaries that are not streets. The Census Bureau established blocks covering the entire nation for the first time in 1990. Previous censuses back to 1940 had blocks established only for part of the nation. Over 8 million blocks are identified for Census 2000. Related term: Block Census county division (CCD) A subdivision of a county that is a relatively permanent statistical area established cooperatively by the Census Bureau and state and local government authorities. Used for presenting decennial census statistics in those states that do not have well-defined and stable minor civil divisions that serve as local governments. Census designated place (CDP) A statistical entity, defined for each decennial census according to Census Bureau guidelines, comprising a densely settled concentration of population that is not within an incorporated place, but is locally identified by a name. CDPs are delineated cooperatively by state and local officials and the Census Bureau, following Census Bureau guidelines. Beginning with Census 2000 there are no size limits. Related term: Incorporated place Census geography A collective term referring to the types of geographic areas used by the Census Bureau in its data collection and tabulation operations, including their structure, designations, and relationships to one another. Census tract A small, relatively permanent statistical subdivision of a county delineated by a local committee of census data users for the purpose of presenting data. Census tract boundaries normally follow visible features, but may follow governmental unit boundaries and other non-visible features in some instances; they always nest within counties. Designed to be relatively homogeneous units with respect to population characteristics, economic status, ---PAGE BREAK--- E.2-3 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan and living conditions at the time of establishment, census tracts average about 4,000 inhabitants. They may be split by any sub- county geographic entity. Central city The largest city of a Metropolitan area (MA). Central cities are a basis for establishment of an MA. Additional cities that meet specific criteria also are identified as central cities. In a number of instances, only part of a city qualifies as central, because another part of the city extends beyond the MA boundary. Related term: Metropolitan area (MA) Central place The core incorporated place(s) or a census designated place of an urban area, usually consisting of the most populous place(s) in the urban area plus additional places that qualify under Census Bureau criteria. If the central place is also defined as an extended place, only the portion of the central place contained within the urban area is recognized as the central place. Related terms: Urban, Urbanized area Child A son or a daughter by birth, an adopted child, or a stepchild, regardless of the child's age or marital status. Related terms: Own children, Related children, Children ever born - fertility For data from the 1990 Census of Population and Housing and the American Community Survey for 1996-1998, this refers to the number of children born live to women. The item was asked of all women 15 years old and over regardless of marital status. Stillbirths, stepchildren, and adopted children are excluded from the number of children ever born. Ever-married women were instructed to include all children born to them before and during their most recent marriage, children no longer living, and children living away from home, as well as children who were still living in the home. Never-married women were instructed to include all children born to them. Beginning in 1999, the item on the number of children ever born was deleted in the American Community Survey and replaced by a question asking if a woman has had a live birth in the 12-month period preceding the survey date. The universe for this item is all women 15 to 50 years of age, regardless of marital status. Related term: Universe Citizenship status People who indicate that they were born in the United States, Puerto Rico, a U.S. Island Area, or abroad of a U.S. citizen parent(s) are citizens. People who indicate that they are U.S. citizens through naturalization are also citizens. Naturalized citizens are foreign-born people who identify themselves as naturalized. Naturalization is the conferring, by any means, of citizenship upon a person after birth. Not a citizen People who indicate they are not U.S. citizens. Related terms: Foreign born, Place of birth, City A type of incorporated place in 49 states and the District of Columbia. In 23 states and the District of Columbia, some or all cities are not part of any Minor Civil Division (MCD), and the Census Bureau also treats these as county subdivisions, statistically equivalent to MCDs. Related terms: Incorporated place, Minor civil division (MCD) Class of worker All people over the age of 15 who have been employed at any time are asked to designate the type of work normally done or the work performed most regularly. Occupations and types of work are then broken down into the following 5 classes. Private Wage and Salary Workers--Includes people who worked for wages, salary, commission, tips, pay-in-kind, or piece rates for a private-for-profit employer or a private-not-for-profit, tax-exempt, or charitable organization. Self-employed people whose business was incorporated are ---PAGE BREAK--- E.2-4 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan included with private wage and salary workers because they are paid employees of their own companies. Some tabulations present data separately for these subcategories: "For profit," "Not-for-profit," and "Own business incorporated." Government Workers--Includes people who are employees of any local, state, or federal governmental unit, regardless of the activity of the particular agency. For some tabulations, the data are presented separately for the three levels of government. Employees of foreign governments, the United Nations, or other formal international organizations controlled by governments should be classified as "Federal Government employee." Self-Employed Workers--Includes people who worked for profit or fees in their own unincorporated business, profession, or trade, or who operated a farm. Unpaid Family Workers--Includes people who worked 15 hours or more without pay in a business or on a farm operated by a relative. Salaried/Self-Employed--In tabulations that categorize persons as either salaried or self-employed, the salaried category includes private and government wage and salary workers; self-employed includes self-employed people and unpaid family workers. Related term: Worker Consolidated city An incorporated place that has combined its governmental functions with a county or sub-county entity but contains one or more other incorporated places that continue to function as local governments within the consolidated government. Related term: Incorporated place Consolidated metropolitan statistical area (CMSA) A geographic entity defined by the federal Office of Management and Budget for use by federal statistical agencies. An area becomes a CMSA if it meets the requirements to qualify as a metropolitan statistical area, has a population of 1,000,000 or more, if component parts are recognized as primary metropolitan statistical areas, and local opinion favors the designation. Related terms: Metropolitan statistical area (MSA), Primary metropolitan statistical area (PMSA) Contract rent The rent agreed to or contracted for, regardless of any furnishings, utilities, fees, meals, or services that may be included. For vacant units, it is the rent asked for the rental unit at the time of interview. Related term: Gross rent County and equivalent entity The primary legal subdivision of most states. In Louisiana, these subdivisions are known as parishes. In Alaska, which has no counties, the county equivalents are boroughs, a legal subdivision, and census areas, a statistical subdivision. In four states (Maryland, Missouri, Nevada and Virginia), there are one or more cities that are independent of any county and thus constitute primary subdivisions of their states. The District of Columbia has no primary divisions, and the entire area is considered equivalent to a county for statistical purposes. In Puerto Rico, municipios are treated as county equivalents. Related terms: Borough, Municipio County subdivision A legal or statistical division of a county recognized by the Census Bureau for data presentation. The two major types of county subdivisions are census county divisions and minor civil divisions. County subdivision not defined- The name assigned to an area of unpopulated coastal water within a county that belongs to no county subdivision. Related terms: Minor civil division (MCD), Unorganized territory, Demographic profile A profile includes tables that provide various demographic, social, economic, and housing characteristics for the U.S., regions, divisions, states, counties, minor civil divisions in selected states, places, metropolitan areas, American Indian and Alaska Native areas, Hawaiian home lands and congressional districts. It includes 100-percent and sample data from the decennial censuses. It also is available on CD-ROM. ---PAGE BREAK--- E.2-5 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan There are five tables in the Demographic Profile, labeled (DP-1 thru DP-5). For Census 2000 data, the DP-1 table will be available as part of the Summary File 1, and the other four tables will available as part of the Summary File 3 data set. Related terms: Geographic comparison tables (GCT), Quick tables (QT) Disability A long-lasting physical, mental, or emotional condition. This condition can make it difficult for a person to do activities such as walking, climbing stairs, dressing, bathing, learning, or remembering. This condition can also impede a person from being able to go outside the home alone or to work at a job or business. Earnings Earnings is defined as the algebraic sum of wage or salary income and net income from self-employment. Earnings represent the amount of income received regularly before deductions for personal income taxes, Social Security, bond purchases, union dues, Medicare deductions, etc. Related term: Income Economic census Collective name for the censuses of construction, manufactures, minerals, minority- and women-owned businesses, retail trade, service industries, transportation, and wholesale trade, conducted by the Census Bureau every five years, in years ending in 2 and 7. Economic place A statistical subdivision of a state delineated according to Census Bureau guidelines for the purpose of presenting economic census data. Economic places include incorporated places of 2,500 or more people, county subdivisions of 10,000 or more people in 12 designated states, and census designated places in Hawaii. Any residual area within a state is delineated into Economic places so as not to cross the boundaries of any consolidated city, county subdivision in 12 designated states, metropolitan area in New England, or county. Educational attainment Refers to the highest level of education completed in terms of the highest degree or the highest level of schooling completed. Embedded housing unit (EHU) An EHU is a housing unit within a group quarters where the occupants live separately from others living in the group quarters. An example of an EHU is a house parent’s room in a dormitory. Embedded means located within the building and not free-standing. Employed Employed includes all civilians 16 years old and over who were either "at work" those who did any work at all during the reference week as paid employees, worked in their own business or profession, worked on their own farm, or worked 15 hours or more as unpaid workers on a family farm or in a family business; or were "with a job but not at work" those who did not work during the reference week but had jobs or businesses from which they were temporarily absent due to illness, bad weather, industrial dispute, vacation, or other personal reasons. Excluded from the employed are people whose only activity consisted of work around the house or unpaid volunteer work for religious, charitable, and similar organizations; also excluded are people on active duty in the United States Armed Forces. The reference week is the calendar week preceding the date on which the respondents completed their questionnaires or were interviewed. This week may not be the same for all respondents. Related terms: Labor force, Unemployed, Worker, Employment status reference week The data on employment status and journey to work relate to the calendar week preceding the date on which the respondents completed their questionnaires or were interviewed. This week may not be the same for all respondents. Establishment A business or industrial unit at a single location that distributes goods or performs services. Experienced civilian labor force Consists of the employed and the experienced unemployed. Related term: Unemployed ---PAGE BREAK--- E.2-6 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Experienced unemployed These are unemployed people who have worked at any time in the past. Related term: Unemployed Family A group of two or more people who reside together and who are related by birth, marriage, or adoption. Family household (Family) A family includes a householder and one or more people living in the same household who are related to the householder by birth, marriage, or adoption. All people in a household who are related to the householder are regarded as members of his or her family. A family household may contain people not related to the householder, but those people are not included as part of the householder's family in census tabulations. Thus, the number of family households is equal to the number of families, but family households may include more members than do families. A household can contain only one family for purposes of census tabulations. Not all households contain families since a household may comprise a group of unrelated people or one person living alone. Related terms: Household, Householder Family size Refers to the number of people in a family. Family type Refers to how the members of a family are related to one another and the householder. Families may be a "Married Couple Family," "Single Parent Family," "Stepfamily," or "Subfamily." Female householder, no husband present A female maintaining a household with no husband of the householder present. Fertility See Children ever born - fertility Food stamp receipt The data on participation in the Food Stamp Program are designed to identify households in which one or more of the current members received food stamps during the past 12 months. Once a food stamp household was identified, a question was asked about the total value of all food stamps received by the household during that 12 month period. The Food Stamp Act of 1977 defines this federally funded program as one intended to "permit low-income households to obtain a more nutritious diet." (From title XIII of P.L. 95-113, The Food Stamp Act of 1977, declaration of policy.) Providing eligible households with coupons that can be used to purchase food increases food purchasing power. The Food and Nutrition Service (FNS) of the U.S. Department of Agriculture (USDA) administers the Food Stamp program through state and local welfare offices. The Food Stamp program is the major national income support program to which all low-income and low-resource households, regardless of household characteristics, are eligible. Foreign born Foreign-born population People who are not U.S. citizens at birth. Native population People born in either the United States, Puerto Rico, or a U.S. Island Area such as Guam or the U.S. Virgin Islands, or people born in a foreign country to a U.S. citizen parent(s). Related terms: Citizenship status, Immigrants, Native population, Place of birth Foster children Children receiving parental care and guidance although not related through blood or legal ties; placed in care by a government agency. When a foster child is also a relative, such as a nephew or niece, the child is counted as a related individual rather than a foster child. Related term: Nonrelatives Free or reduced-price meals programs The data on this topic are designed to measure the number of households where at least one member of the household received free or reduced-price lunches. The National School Lunch Program ---PAGE BREAK--- E.2-7 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan is designed "to help safeguard the health and well-being of the Nation’s children by assisting the states in providing an adequate supply of foods" (P.L. 79-396, the National School Lunch Act of 1946) for all children at moderate cost. Additional assistance is provided for children determined by local school officials to be unable to pay the "full established" price for lunches. Like the Food Stamp program, the National School Lunch Program is administered by the Food and Nutrition Service of the U.S. Department of Agriculture through state educational agencies or through regional USDA nutrition services for some nonprofit private schools. Full-time, year-round workers (in designated calendar year) All people 16 years old and over who usually worked 35 hours or more per week for 50 to 52 weeks in the designated calendar year. Related terms: Employed, Worker Full-time, year-round workers (in the past 12 months) All people 16 years old and over who usually worked 35 hours or more per week for 50 to 52 weeks in the past 12 months. Related terms: Employed, Worker Grade in which enrolled The level of enrollment in school, nursery school through college and graduate or professional school. Related term: Educational attainment Grandparents as caregivers Grandparent(s) who have assumed full care of their grandchildren on a temporary or permanent live-in basis. A new question/data category for Census 2000. Gross rent The amount of the contract rent plus the estimated average cost of utilities (electricity, gas, and water and sewer) and fuels (oil, coal, kerosene, wood, etc.) if these are paid for by the renter (or paid for the renter by someone else). Gross rent is intended to eliminate differentials which result from varying practices with respect to the inclusion of utilities and fuels as part of the rental payment. Related term: Contract rent Group quarters (GQ) The Census Bureau classifies all people not living in households as living in group quarters. There are two types of group quarters: institutional (for example, correctional facilities, nursing homes, and mental hospitals) and non-institutional (for example, college dormitories, military barracks, group homes, missions, and shelters). Related term: Household Group quarters population Those people residing in group quarters as of the date on which a particular survey was conducted. The Census Bureau recognizes two general categories of people in group quarters: institutionalized population and non-institutionalized population. The institutionalized population includes people under formally authorized supervised care or custody in institutions at the time of enumeration. Such people are classified as "patients or inmates" of an institution regardless of the availability of nursing or medical care, the length of stay, or the number of people in the institution. Generally, the institutionalized population is restricted to the institutional buildings and grounds (or must have passes or escorts to leave) and thus have limited interaction with the surrounding community. Also, they are generally under the care of trained staff who have responsibility for their safekeeping and supervision. The noninstitutionalized population includes all people who live in group quarters other than institutions. Related terms: Institutionalized population, Noninstitutionalized population Homeowner vacancy rate The homeowner vacancy rate is the proportion of the homeowner housing inventory which is vacant for sale. It is computed by dividing the number of vacant units for sale only by the sum of owner-occupied units and vacant units that are for sale only, and then multiplying by 100. Related terms: Owner-occupied housing unit, Rental vacancy rate Household A household includes all the people who occupy a housing unit as their usual place of residence. ---PAGE BREAK--- E.2-8 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Household size The total number of people living in a housing unit. Household type and relationship Households are classified by type according to the sex of the householder and the presence of relatives. Examples include: married-couple family; male householder, no wife present; female householder, no husband present; spouse (husband/wife); child; and other relatives. Householder The person, or one of the people, in whose name the home is owned, being bought, or rented. If there is no such person present, any household member 15 years old and over can serve as the householder for the purposes of the census. Two types of householders are distinguished: a family householder and a nonfamily householder. A family householder is a householder living with one or more people related to him or her by birth, marriage, or adoption. The householder and all people in the household related to him are family members. A nonfamily householder is a householder living alone or with nonrelatives only. Housing unit A house, an apartment, a mobile home or trailer, a group of rooms, or a single room occupied as separate living quarters, or if vacant, intended for occupancy as separate living quarters. Separate living quarters are those in which the occupants live separately from any other individuals in the building and which have direct access from outside the building or through a common hall. For vacant units, the criteria of separateness and direct access are applied to the intended occupants whenever possible. Income "Total income" is the sum of the amounts reported separately for wages, salary, commissions, bonuses, or tips; self-employment income from own nonfarm or farm businesses, including proprietorships and partnerships; interest, dividends, net rental income, royalty income, or income from estates and trusts; Social Security or Railroad Retirement income; Supplemental Security Income (SSI); any public assistance or welfare payments from the state or local welfare office; retirement, survivor, or disability pensions; and any other sources of income received regularly such as Veterans' (VA) payments, unemployment compensation, child support, or alimony. Related term: Earnings Industrial Classification The Economic Census classifies establishments according to the new North American Industry Classification System (NAICS). NAICS codes replace the Standard Industrial Classification (SIC) codes used in previous censuses. NAICS classifies industries using and 6- digit levels of detail. 2-digit codes represent sectors, the broadest classifications. 6-digit codes represent individual industries in the U.S. Related terms: Economic census, North American Industry Classification System (NAICS) Industry (economic) In the 1997 economic census data, U.S. industries are classified using a 5- or 6- digit NAICS code. Industry groups are represented by classification using a 4 digit NAICS code. Related term: North American Industry Classification System (NAICS) Industry (population data) Information on industry relates to the kind of business conducted by a person’s employing organization. For employed people the data refer to the person’s job during the reference week. For those who worked at two or more jobs, the data refer to the job at which the person worked the greatest number of hours. Some examples of industrial groups shown in products include agriculture, forestry, and fisheries; construction; manufacturing; wholesale or retail trade; transportation and communication; personal, professional and entertainment services; and public administration. Related terms: Economic census, Employed ---PAGE BREAK--- E.2-9 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Institutionalized population People under formally authorized, supervised care or custody in institutions at the time of enumeration. Generally, restricted to the institution, under the care or supervision of trained staff, and classified as "patients" or "inmates." Related terms: Group quarters (GQ), Group quarters population, Noninstitutionalized population Journey to work Includes data on where people work, how they get to work, how long it takes to get from their home to their usual workplace, when they leave home to go to their usual workplace, and carpooling. Related terms: Employed, Worker Labor force The labor force includes all people classified in the civilian labor force, plus members of the U.S. Armed Forces (people on active duty with the United States Army, Air Force, Navy, Marine Corps, or Coast Guard). The Civilian Labor Force consists of people classified as employed or unemployed Related terms: Employed, Unemployed Language spoken at home The language currently used by respondents at home, either "English only" or a non-English language which is used in addition to English or in place of English. Living quarters A housing unit is a house, an apartment, a mobile home or trailer, a group of rooms or a single room occupied as separate living quarters or, if vacant, intended for occupancy as separate living quarters. Separate living quarters are those in which the occupants live separately from any people in the building and which have direct access from outside the building or through a common hall. Related term: Housing unit Marital status Adults are generally classified by marital status as being married, never married, separated, divorced or widowed. Mean This measure represents an arithmetic average of a set of numbers. It is derived by dividing the sum of a group of numerical items by the total number of items in that group. For example, mean family income is obtained by dividing the total of all income reported by people 15 years and over in families by the total number of families. Related term: Derived measures Mean income Mean income is the amount obtained by dividing the total income of a particular statistical universe by the number of units in that universe. Thus, mean household income is obtained by dividing total household income by the total number of households. For the various types of income, the means are based on households having those types of income. Related term: Income Median This measure represents the middle value (if n is odd) or the average of the two middle values (if n is even) in an ordered list of data values. The median divides the total frequency distribution into two equal parts: one-half of the cases fall below the median and one-half of the cases exceed the median. Related term: Derived measures Median age This measure divides the age distribution in a stated area into two equal parts: one-half of the population falling below the median value and one-half above the median value. Related term: Age Median income The median income divides the income distribution into two equal groups, one having incomes above the median, and other having incomes below the median. Related term: Income Metropolitan Refers to those areas surrounding large and densely populated cities or towns. ---PAGE BREAK--- E.2-10 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Metropolitan area (MA) A collective term, established by the federal Office of Management and Budget, to refer to metropolitan statistical areas, consolidated metropolitan statistical areas, and primary metropolitan statistical areas. Metropolitan statistical area (MSA) A geographic entity defined by the federal Office of Management and Budget for use by federal statistical agencies, based on the concept of a core area with a large population nucleus, plus adjacent communities having a high degree of economic and social integration with that core. Qualification of an MSA requires the presence of a city with 50,000 or more inhabitants, or the presence of an Urbanized Area (UA) and a total population of at least 100,000 (75,000 in New England). The county or counties containing the largest city and surrounding densely settled territory are central counties of the MSA. Additional outlying counties qualify to be included in the MSA by meeting certain other criteria of metropolitan character, such as a specified minimum population density or percentage of the population that is urban. MSAs in New England are defined in terms of minor civil divisions, following rules concerning commuting and population density. Related terms: Consolidated metropolitan statistical area (CMSA), Primary metropolitan statistical area (PMSA) Migration Migration includes all changes of residence including moving into, out of, or within a given area. Foreign country, or state, county and city of previous residence is collected and coded. In 12 states, minor civil division (MCD) is also coded. Minor civil division (MCD) A primary governmental and/or administrative subdivision of a county, such as a township, precinct, or magisterial district. MCDs exist in 28 states and the District of Columbia. In 20 states, all or many MCD’s are general-purpose governmental units: Connecticut, Illinois, Indiana, Kansas, Maine, Massachusetts, Michigan, Minnesota, Missouri, Nebraska, New Hampshire, New Jersey, New York, North Dakota, Ohio, Rhode Island, South Dakota, Vermont, and Wisconsin. Most of these MCD’s are legally designated as towns or townships. Related Terms: Census county division (CCD), County subdivision, Unorganized territory Mortgage status "Mortgage" refers to all forms of debt where the property is pledged as security for repayment of the debt, including deeds of trust, trust deed, contracts to purchase, land contracts, junior mortgages, and home equity loans. Multi-unit structure A building that contains more than one housing unit (for example, an apartment building). Nationality The status of belonging to a particular nation by birth, origin or naturalization. Related terms: Ancestry, Place of birth Native population The native population includes people born in the United States, Puerto Rico, or U.S. Island Areas; as well as those born in a foreign country who had at least one parent who was a U.S. citizen. Related term: Foreign born Noninstitutionalized population Includes all people who live in group quarters other than institutions. Examples: college dormitories, rooming houses, religious group homes, communes, and halfway houses. Related terms: Group quarters (GQ), Group quarters population, Institutionalized population Nonmetropolitan The area and population not located in any Metropolitan area (MA). Related term: Metropolitan area (MA) Nonrelatives Any household member, including foster children, living in the housing unit but not related to the householder by birth, marriage, or adoption. ---PAGE BREAK--- E.2-11 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Related terms: Family, Foster children, Household, North American Industry Classification System (NAICS) NAICS classifies industries using and 6- digit levels of detail. Two-digit codes represent sectors, the broadest classifications. Six-digit codes represent individual industries in the U.S. The North American Industry Classification System was developed by representatives from the United States, Canada, and Mexico, and replaces each country’s separate classification system with one uniform system for classifying industries. In the United States, NAICS replaces the Standard Industrial Classification, a system that federal, state, and local governments, the business community, and the general public have used since the 1930s. Related term: Economic census Not in labor force Not in labor force includes all people 16 years old and over who are not classified as members of the labor force. This category consists mainly of students, housewives, retired workers, seasonal workers interviewed in an off season who were not looking for work, institutionalized people, and people doing only incidental unpaid family work (less than 15 hours during the reference week). Related term: Labor force Number of employees Equivalent to the number of paid employees for census purposes. Paid employees consists of full-time and part-time employees, including salaried officers and executives of corporations. Included are employees on paid sick leave, paid holidays, and paid vacations; not included are proprietors and partners of unincorporated businesses. The definition of paid employees is the same as that used on IRS Form 941. Related term: Economic census Number of establishments An establishment is a single physical location at which business is conducted and/or services are provided. It is not necessarily identical with a company or enterprise, which may consist of one establishment or more. Economic census figures represent a summary of reports for individual establishments rather than companies. For cases where a census report was received, separate information was obtained for each location where business was conducted. When administrative records of other federal agencies were used instead of a census report, no information was available on the number of locations operated. Each economic census establishment was tabulated according to the physical location at which the business was conducted. For the 1997 Economic Census data displayed in American FactFinder, the count of establishments represents those in business at any time during 1997. When two activities or more were carried on at a single location under a single ownership, all activities generally were grouped together as a single establishment. The entire establishment was classified on the basis of its major activity and all data for it were included in that classification. However, when distinct and separate economic activities (for which different industry classification codes were appropriate) were conducted at a single location under a single ownership, separate establishment reports for each of the different activities were obtained in the census. Related terms: Economic census, Establishment Number of workers in family in (designated calendar year) The term "worker" as used for these data is defined based on the criteria for Worked in (designated calendar year). Number of workers in family in the past 12 months The term "worker" as used for these data is defined based on the criteria for Worked in the Past 12 Months. Occupation Occupation describes the kind of work the person does on the job. For employed people, the data refer to the person's job during the reference week. For those who worked at two or more jobs, the data refer to the job at which the person worked the greatest number of hours. Some examples of occupational groups shown in this product include managerial occupations; business and financial specialists; scientists and technicians; entertainment; healthcare; food service; personal services; sales; office and administrative support; farming; maintenance and repair; and production workers. Related term: Employed ---PAGE BREAK--- E.2-12 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Occupied housing unit A housing unit is classified as occupied if it is the usual place of residence of the person or group of people living in it at the time of enumeration. Related terms: Housing unit, Vacancy status Other relative Any household member related to the householder by birth, marriage, or adoption, but not specifically included in any other relationship category. Can include grandchildren, parents, in-laws, cousins, etc. Own children A child under 18 years old who is a son or daughter by birth, marriage (a stepchild), or adoption. For 100-percent tabulations, own children consist of all sons/daughters of householders who are under 18 years of age. For sample data, own children consist of sons/daughters of householders who are under 18 years of age and who have never been married, therefore, numbers of own children of householders may be different in these two tabulations. Related terms: Child, Related children Owner-occupied housing unit A housing unit is owner occupied if the owner or co-owner lives in the unit even if it is mortgaged or not fully paid for. Related term: Housing unit, Renter-occupied housing unit People in family Total number of people living in one household and related to the householder. Related terms: Family, Household People in household Total number of people living in one housing unit. Related terms: Household, Housing unit Per capita income Average obtained by dividing aggregate income by total population of an area. Period of military service These periods represent officially recognized time divisions relating to wars or to legally-relevant peacetime eras. The data pertain to active-duty military service. In most tabulations of these data, people serving in combinations of wartime and peacetime periods are classified in their most recent wartime period. Related term: Veteran status Place A concentration of population either legally bounded as an incorporated place, or identified as a Census Designated Place (CDP) including comunidades and zonas urbanas in Puerto Rico. Incorporated places have legal descriptions of borough (except in Alaska and New York), city, town (except in New England, New York, and Wisconsin), or village. Related terms: Census designated place (CDP), City, Comunidad, Incorporated place, Town, Zona urbana Place of birth The U. S. state or foreign country where a person was born. Used in determining citizenship. Related terms: Citizenship status, Foreign born, Native population, Plumbing facilities The data on plumbing facilities were obtained from both occupied and vacant housing units. Complete plumbing facilities include: hot and cold piped water; a flush toilet; and a bathtub or shower. All three facilities must be located in the housing unit. Population All people, male and female, child and adult, living in a given geographic area. Population density Total population within a geographic entity divided by the number of square miles of land area of that entity measured in square kilometers or square miles. Population Estimates The Census Bureau's Population Estimates Program publishes population numbers between censuses. Estimates usually are for the past, while projections are estimates of the population for future dates. July 1 estimates are published for years after the last ---PAGE BREAK--- E.2-13 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan decennial census (2000), as well as those for past decades. Data for births, deaths, and domestic and international migration are used to update the decennial census base counts. These estimates are used in federal funding allocations; as inputs to other federal agencies’ statistics and per capita time series; as survey controls; and in monitoring recent demographic changes. With each new issue of July 1 estimates, the estimates for the years since the last census are revised. Additional population estimates that include components of change and rankings, are available at http://www.census.gov/popest/. Poverty Following the Office of Management and Budget’s (OMB’s) Directive 14, the Census Bureau uses a set of money income thresholds that vary by family size and composition to detect who is poor. If the total income for a family or unrelated individual falls below the relevant poverty threshold, then the family or unrelated individual is classified as being "below the poverty level." Related term: Income Privacy Act A 1974 act that places restrictions on the collection, use, maintenance, and release of information about individuals. It gives individuals the right to see records about themselves, to obtain copies of their records, to have records corrected or amended with Census Bureau approval, and to have a statement of disagreement filed in their records if the Census Bureau does not approve the correction or amendment. Race Race is a self-identification data item in which respondents choose the race or races with which they most closely identify. Related children Includes all people in a household under the age of 18, regardless of marital status, who are related to the householder. Does not include householder's spouse or foster children, regardless of age. Related terms: Child, Own children Rental vacancy rate The proportion of the rental inventory which is vacant for rent. It is computed by dividing the number of vacant units for rent by the sum of the renter-occupied units and the number of vacant units for rent, and then multiplying by 100. Related term: Homeowner vacancy rate, Renter-occupied housing unit Renter-occupied housing unit All occupied units which are not owner occupied, whether they are rented for cash rent or occupied without payment of cash rent, are classified as renter-occupied. Related term: Owner-occupied housing unit Residence 5 years ago Indicates the area of residence 5 years prior to the reference date for those who reported that they lived in a different housing unit. Related term: Migration Resident population An area's resident population consists of those persons "usually resident" in that particular area (where they live and sleep most of the time). Related term: Apportionment population Respondent The person supplying survey or census information about his or her living quarters and its occupants. Rural Territory, population and housing units not classified as urban. "Rural" classification cuts across other hierarchies and can be in metropolitan or non-metropolitan areas. Related terms: Metropolitan, Urban School District Geographic entities within which state, county, or local officials provide public educational services for the area’s residents. The boundaries and names are provided by state officials. School enrollment Enrollment in regular school, either public or private, which includes nursery school, kindergarten, elementary school, and ---PAGE BREAK--- E.2-14 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan schooling which leads to a high school diploma or college degree. Related terms: Educational attainment, Grade in which enrolled Sex An individual's gender classification - male or female. Sex ratio A measure derived by dividing the total number of males by the total number of females, and then multiplying by 100. Spanish/Hispanic/Latino A self-designated classification for people whose origins are from Spain, the Spanish-speaking countries of Central or South America, the Caribbean, or those identifying themselves generally as Spanish, Spanish-American, etc. Origin can be viewed as ancestry, nationality, or country of birth of the person or person’s parents or ancestors prior to their arrival in the United States. Spanish/Hispanic/Latino people may be of any race. Related terms: Ancestry, Race Spouse A person legally married to another person. Standard Industrial Classification (SIC) Industry classification system that was used in Economic Censuses prior to 1997. This system identifies establishments by the principal activity in which they are engaged. SIC has been replaced by North American Industry Classification System (NAICS) in the 1997 Economic Census. Related terms: Economic census, North American Industry Classification System (NAICS) Stepfamily A "married couple" family in which there is at least one stepchild of the householder present. If the child has been adopted by the householder, that child is classified as an adopted child and the family is not classified as a stepfamily, unless another non-adopted stepchild is present. Related terms: Adopted child, Family Subfamily A married couple (with or without children) or a single parent with one or more never-married children under the age of 18, residing with and related to the householder, but not including the householder or the householder's spouse. When grown children move back to the parental home with their own children or spouse, they are considered a subfamily. Related terms: Family, Householder Tenure Refers to the distinction between owner-occupied and renter- occupied housing units. Related terms: Housing unit, Owner-occupied housing unit, Renter- occupied housing unit Type of institution Institutions are those facilities designed for group quarters living. Institutions may specialize in one specific type of service such as a prison, or may offer varied services such as Veteran's Administration hospitals. Related terms: Group quarters (GQ), Institutionalized population Type of school Schools are designated as public or private institutions and are separated by levels of education offered, including: college, pre- primary, elementary or high school. Related term: Educational attainment, School enrollment Unemployed All civilians 16 years old and over are classified as unemployed if they were neither "at work" nor "with a job but not at work" during the reference week, and were actively looking for work during the last 4 weeks, and were available to accept a job. Also included as unemployed are civilians who did not work at all during the reference week, were waiting to be called back to a job from which they had been laid off, and were available for work except for temporary illness. Related terms: Employed, Labor Force ---PAGE BREAK--- E.2-15 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Units in structure A structure is a separate building that either has open spaces on all sides or is separated from other structures by dividing walls that extend from ground to roof. In determining the number of units in a structure, all housing units, both occupied and vacant, are counted. Unmarried-partner household Household in which the householder and his or her partner are not legally married or participating in a common law marriage. Related terms: Household, Householder Unrelated individual Person, sharing a housing unit, who is not related to the householder by birth, marriage or adoption. Includes foster children. Related terms: Foster children, Householder, Nonrelatives Urban All territory, population and housing units in urbanized areas and in places of more than 2,500 persons outside of urbanized areas. "Urban" classification cuts across other hierarchies and can be in metropolitan or non-metropolitan areas. Related terms: Metropolitan, Rural Urban Area Collective term referring to all areas that are urban. For Census 2000, there are two types of urban areas: urban clusters and urbanized areas. Urban Cluster A densely settled territory that has at least 2,500 people but fewer than 50,000. New for Census 2000. Urban Growth Area Legally defined entity in Oregon. Defined around incorporated places and used to regulate urban growth. They are delineated cooperatively by state and local officials and then confirmed by state law. New for Census 2000. Urbanized area (UA) An area consisting of a central place(s) and adjacent territory with a general population density of at least 1,000 people per square mile of land area that together have a minimum residential population of at least 50,000 people. The Census Bureau uses published criteria to determine the qualification and boundaries of UAs. Usual hours worked per week worked in (designated calendar year) The data pertain to the number of hours a person usually worked during the weeks worked in the designated calendar year. The respondent was to report the number of hours worked per week in the majority of the weeks he or she worked in the designated calendar year. If the hours worked per week varied considerably during the designated calendar year, the respondent was asked to report an approximate average of the hours worked per week. People 16 years old and over who reported that they usually worked 35 or more hours each week during the weeks they worked are classified as "Usually worked full time"; people who reported that they usually worked 1 to 34 hours are classified as "Usually worked part time." Related term: Employed Usual hours worked per week worked in the past 12 months The data pertain to the number of hours a person usually worked during the weeks worked in the past 12 months. The respondent was to report the number of hours worked per week in the majority of the weeks he or she worked in the past 12 months. If the hours worked per week varied considerably during the past 12 months, the respondent was asked to report an approximate average of the hours worked per week. People 16 years old and over who reported that they usually worked 35 or more hours each week during the weeks they worked are classified as "Usually worked full time"; people who reported that they usually worked 1 to 34 hours are classified as "Usually worked part time." Related term: Employed Usual residence The living quarters where a person spends more nights during a year than any other place. Related term: Living quarters ---PAGE BREAK--- E.2-16 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Usual residence elsewhere A housing unit temporarily occupied at the time of enumeration entirely by people with a usual residence elsewhere is classified as vacant. The occupants are classified as having a "Usual residence elsewhere" and are counted at the address of their usual place of residence. Related term: Housing unit Vacancy status Unoccupied housing units are considered vacant. Vacancy status is determined by the terms under which the unit may be occupied, e.g., for rent, for sale, or for seasonal use only. Related terms: Housing unit, Occupied housing unit, Vacant housing unit A housing unit is vacant if no one is living in it at the time of enumeration, unless its occupants are only temporarily absent. Units temporarily occupied at the time of enumeration entirely by people who have a usual residence elsewhere are also classified as vacant. Related terms: Housing unit, Usual residence elsewhere, Occupied housing unit Value Value is the respondent's estimate of how much the property (house and lot, mobile home and lot, or condominium unit) would sell for if it were for sale. Veteran status A "civilian veteran" is a person 18 years old or over who has served (even for a short time), but is not now serving, on active duty in the U.S. Army, Navy, Air Force, Marine Corps, or the Coast Guard, or who served in the U.S. Merchant Marine during World War II. People who served in the National Guard or military Reserves are classified as veterans only if they were ever called or ordered to active duty, not counting the 4-6 months for initial training or yearly summer camps. All other civilians 16 years old and over are classified as nonveterans. Related term: Years of military service Weeks worked in (designated calendar year) The data pertain to the number of weeks during the designated calendar year in which a person did any work for pay or profit (including paid vacation, paid sick leave, and military service) or worked without pay on a family farm or in a family business. Related term: Employed Weeks worked in the past 12 months The data pertain to the number of weeks during the past 12 months in which a person did any work for pay or profit (including paid vacation, paid sick leave, and military service) or worked without pay on a family farm or in a family business. Related term: Employed Worked in (designated calendar year) People 16 years old and over who did any work for pay or profit (including paid vacation, paid sick leave, and military service) or worked without pay on a family farm or in a family business at any time from January to December of the designated calendar year are classified as "worked in (designated calendar year)." All other people 16 years old and over are classified as "Did not work in (designated calendar year)." Related term: Employed Worked in the past 12 months People 16 years old and over who did any work for pay or profit (including paid vacation, sick leave, and military service) or worked without pay on a family farm or in a family business at any time during the past 12 months are classified as "worked in the past 12 months." All other people 16 years old and over are classified as "Did not work in the past 12 months." Related term: Employed Worker This term appears in connection with several subjects: journey-to- work items, class of worker, work status in the past 12 months, weeks worked in the past 12 months, and number of workers in family in the past 12 months. Its meaning varies and, therefore, should be determined in each case by referring to the definition of the subject in which it appears. Related terms: Class of worker, Employed, Journey to work ---PAGE BREAK--- E.2-17 Appendix E.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Year structure built The data on year structure built were obtained from both occupied and vacant housing units. Year structure built refers to when the building was first constructed, not when it was remodeled, added to, or converted. The data relate to the number of units built during the specified periods that were still in existence at the time of enumeration. Related term: Housing unit ---PAGE BREAK--- E.2-18 Appendix B.2: Glossary of census definitions Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Appendix F: WA Center for Real Estate Research (WCRER) Total housing inventory Residential building permits - units Single family building permits Single family housing inventory Multifamily housing inventory Washington Washington Washington Washington Washington State Puget State Puget State Puget State Puget State Puget I Sound Benton/ I Sound Benton/ I Sound Benton/ I Sound Benton/ I Sound Benton/ I I FranklinKennewick I I Franklin Kennewick I I Franklinennewick* I I FranklinKennewick I I Franklin Kennewick I I I I I I I I I I I I I I I I I I I I 2000 2,451,075 1,348,146 72,047 2000 39,183 23,636 1,018 2000 25,518 13,[PHONE REDACTED] 1,603,388 853,049 44,939 2000 847,687 495,097 27,108 2001 2,518,807 1,387,996 74,356 2001 38,345 22,123 1,545 2001 26,736 13,322 1,381 2001 1,649,263 876,243 47,045 2001 869,545 511,754 27,311 2002 2,559,233 1,410,216 76,603 2002 40,426 22,220 2,247 2002 30,438 15,541 1,893 2002 1,679,701 891,784 48,938 2002 879,533 518,433 27,665 2003 2,602,354 1,432,494 78,852 2003 43,121 22,278 2,249 2003 33,309 16,524 1,916 2003 1,713,010 908,308 50,854 2003 889,345 524,187 27,998 2004 2,652,794 1,458,346 82,116 2004 50,440 25,852 3,264 2004 36,840 17,993 2,217 2004 1,749,850 926,301 53,071 2004 902,945 532,046 29,045 2005 2,706,510 1,486,204 84,566 2005 53,716 27,858 2,450 2005 42,123 19,581 2,164 2005 1,791,973 945,882 55,235 2005 914,538 540,323 29,331 2006 2,756,807 1,513,447 86,290 2006 50,297 27,243 1,724 2006 35,865 16,649 1,714 2006 1,827,838 962,531 56,969 2006 928,970 550,917 29,341 2007 2,804,365 1,540,381 2007 47,558 26,934 2007 30,511 13,755 2007 1,858,349 976,286 2007 946,017 564,096 2008 25,264 2008 2008 2008 14,998 2008 7,902 2009 2009 2009 2009 2009 Annual change Percent of existing stock Percent of all building permits Annual change Annual change 2000-2001 #NUM! 2000 1.6% 1.8% 1.4% #DIV/0! 2000 65.1% 55.7% 94.9% #DIV/0! 2000-2001 2000-2001 2001-2002 #NUM! 2001 #DIV/0! 2001 69.7% 60.2% 89.4% #DIV/0! 2001-2002 2001-2002 2002-2003 1.7% 1.6% 2.9% #NUM! 2002 1.6% 1.6% 2.9% #DIV/0! 2002 75.3% 69.9% 84.2% #DIV/0! 2002-200 2.0% 1.9% 3.9% 2002-200 1.1% 1.1% 1.2% 2003-2004 1.9% 1.8% 4.1% #NUM! 2003 1.7% 1.6% 2.9% #DIV/0! 2003 77.2% 74.2% 85.2% #DIV/0! 2003-200 2.2% 2.0% 4.4% 2003-200 1.5% 1.5% 3.7% 2004-2005 2.0% 1.9% 3.0% #NUM! 2004 1.9% 1.8% 4.0% #DIV/0! 2004 73.0% 69.6% 67.9% #DIV/0! 2004-200 2.4% 2.1% 4.1% 2004-200 1.3% 1.6% 1.0% 2005-2006 1.9% 1.8% 2.0% #NUM! 2005 2.0% 1.9% 2.9% #DIV/0! 2005 78.4% 70.3% 88.3% #DIV/0! 2005-200 2.0% 1.8% 3.1% 2005-200 1.6% 2.0% 0.0% 2006-2007 1.7% 1.8% #NUM! #NUM! 2006 1.8% 1.8% 2.0% #DIV/0! 2006 71.3% 61.1% 99.4% #DIV/0! 2006-200 1.7% 1.4% #NUM! 2006-200 1.8% 2.4% #NUM! 2007-2008 #NUM! 2007 1.7% 1.7% #DIV/0! #DIV/0! 2007 64.2% 51.1% #DIV/0! #DIV/0! 2007-2008 2007-2008 2008-2009 2008 2008 2008-2009 2008-2009 2009 2009 * includes duplex - an attached single family unit Existing home sales Median resale prices Housing Affordability Index - HAI HAI - First Time Buyers Listings available for sale All home sales Washington Washington Washington Washington Washington Washington State Puget State Puget State State State Puget State Puget I Sound Benton/ I Sound Benton/ I Benton I Benton I Sound Benton/ I Sound Benton/ I I FranklinKennewick I I Franklin Kennewick I I FranklinKennewick I I FranklinKennewick I I Franklin Kennewick I I FranklinKennewick I I I I I I I I I I I I I I I I I I I I I I I I 2000 2000 $119,400 2000 114.8 157.8 107.4 2000 68.3 95.0 65.6 2000 24,978 12,[PHONE REDACTED] 2001 108,780 58,[PHONE REDACTED] $179,900 $219,344 2001 135.1 170.4 121.5 2001 74.0 106.9 85.9 2001 27,620 14,[PHONE REDACTED] 108,780 58,[PHONE REDACTED] 2002 $188,500 $140,300 2002 144.2 176.1 123.4 2002 74.7 107.1 84.8 2002 29,891 15,029 1,071 2002 2003 136,360 72,890 3,780 2003 $203,800 $246,888 2003 134.4 193.7 143.0 2003 78.4 116.0 90.6 2003 2,644 13,212 1,254 2003 136,360 72,890 3,780 2004 147,840 78,360 2004 $225,000 $273,527 $147,900 2004 116.9 188.7 139.2 2004 67.9 113.0 90.9 2004 23,451 10,947 1,412 2004 147,840 78,360 2005 159,590 82,370 4,640 2005 $260,900 $318,427 $154,000 2005 106.6 173.6 130.2 2005 55.8 104.1 85.7 2005 24,836 11,222 1,435 2005 159,590 82,370 4,640 2006 143,940 73,740 4,590 2006 $293,800 $360,645 $157,200 2006 87.0 180.9 135.5 2006 50.9 108.8 89.6 2006 34,378 14,792 1,436 2006 143,940 73,740 4,590 2007 120,710 59,190 4,730 2007 $309,600 $388,682 $168,300 2007 90.5 159.4 119.1 2007 53.5 95.7 79.1 2007 45,284 20,927 1,365 2007 120,710 59,190 4,730 2008 85,540 39,820 3,830 2008 $284,400 $362,072 $165,800 2008 107.5 169.8 132.1 2008 63.0 101.9 86.8 2008 45,673 20,490 1,421 2008 85,540 39,820 3,830 2009 84,800 40,730 4,280 2009 $244,000 $312,705 $166,800 2009 135.7 185.7 151.6 2009 79.6 111.3 99.4 2009 40,049 16,432 1,286 2009 107,270 52,860 4,280 Percent of total stock Annual change Percent of all housing units Percent of total stock 2000 2000-2001 HAI measure the ability of middle income family to carry the mortgage 2000 2000 2001 2001-200 4.8% #NUM! payments on a median price home. When the index is 100 there is a balance between the family's 2001 2001 2002 2002-200 8.1% #NUM! ability to pay and the cost. Higher indexes indicate housing is more affordable. 2002 1.2% 1.1% 1.4% #DIV/0! 2002 2003 5.2% 5.1% 4.8% #DIV/0! 2003-200 10.4% 10.8% #NUM! All loans are assumed to be 30 year loans. 2003 0.1% 0.9% 1.6% #DIV/0! 2003 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2004 5.6% 5.4% 0.0% #DIV/0! 2004-200 16.0% 16.4% 4.1% All buyer index assumes 20% downpayment - 10% for first time buyers. 2004 0.9% 0.8% 1.7% #DIV/0! 2004 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2005 5.9% 5.5% 5.5% #DIV/0! 2005-200 12.6% 13.3% 2.1% It is assumed 25% of income can be used for principal and interest payments. 2005 0.9% 0.8% 1.7% #DIV/0! 2005 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2006 5.2% 4.9% 5.3% #DIV/0! 2006-200 5.4% 7.8% 7.1% #NUM! 2006 1.2% 1.0% 1.7% #DIV/0! 2006 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2007 4.3% 3.8% #DIV/0! #DIV/0! 2007-200 -8.1% -6.8% -1.5% #NUM! 2007 1.6% 1.4% #DIV/0! #DIV/0! 2007 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2008 #DIV/0! #DIV/0! #DIV/0! 0.0% 2008-2009 2008 #DIV/0! #DIV/0! #DIV/0! 0.0% 2008 2009 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2009 #DIV/0! #DIV/0! #DIV/0! #DIV/0! 2009 Source: WCRER/WSU and Kennewick Planning Department F-1 Appendix F: WCRER Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Supply of housing by price - Dec 2009 Apartment inventory Apartment characteristics - survey resApartments - 1 bedroom Apartments - 2 bedroom Washington Washington Washington Washington Washington State Puget State Puget State Puget State Puget State Puget I Sound Benton/ I Sound Benton/ I Sound Benton/ I Sound Benton/ I Sound Benton/ I I FranklinKennewick I I Franklin Kennewick I I FranklinKennewick I I FranklinKennewick I I Franklin Kennewick I I I I I I I I I I I I I I I I I I I I >$80,000 Number of units Average size Average size Average size $80-159,555 2005 412,878 325,644 11,583 2005 n/a n/a 815 2005 [PHONE REDACTED] 833 866 $160-249,999 2006 468,161 375,415 12,155 2006 n/a n/a 864 2006 [PHONE REDACTED] 836 881 $250-499,999 2007 460,307 342,008 11,738 2007 n/a n/a 850 2007 [PHONE REDACTED] 841 878 $500+ 2008 468,816 348,486 11,837 2008 n/a n/a 844 2008 [PHONE REDACTED] 838 891 Total 2008 2009 476,285 354,143 11,871 2009 n/a n/a 844 2009 [PHONE REDACTED] 839 865 Total 2007 Average change Average rent Average rent Average rent Total 2006 2005-0 55,283 49,[PHONE REDACTED] $757 $798 $551 2005 $659 $482 2005 $706 $558 2006-0 (7,854) (33,407) (417) 2006 $783 $831 $578 2006 $688 $489 2006 $725 $580 2007-0 8,509 6,478 99 2007 $838 $889 $605 2007 $740 $508 2007 $776 $595 2008-0 7,469 5,657 34 2008 $897 $960 $639 2008 $789 $556 2008 $820 $623 Percent of total stock Percent change 2009 $930 $996 $690 2009 $832 $593 2009 $855 $669 >$80,000 3.9% 2.8% 2005-0 13.4% 15.3% 4.9% Number of units reporting Rent per square foot Rent per square foot $80-159,555 4.4% 2.4% 2006-0 -1.7% -8.9% -3.4% 2005 219,749 170,840 5,319 2005 $0.98 2005 $0.85 $160-249,99 5.0% 3.5% 2007-0 1.8% 1.9% 0.8% 2006 219,819 168,378 6,258 2006 $1.01 2006 $0.87 $250-499,99 6.0% 5.0% 2008-0 1.6% 1.6% 0.3% 2007 223,487 175,413 5,576 2007 $1.09 2007 $0.92 $500+ 10.1% 21.4% 2008 220,997 169,489 5,829 2008 $1.15 2008 $0.98 Total 2009 5.8% 3.5% 2009 235,633 182,785 5,927 2009 $1.18 2009 $1.02 Total 2008 9.6% 7.2% Number vacant Vacancy rate Vacancy rate Total 2007 7.2% 5.6% 2005 13,691 11,[PHONE REDACTED] 5.4% 9.5% 2005 6.9% 12.7% 2006 10,226 7,[PHONE REDACTED] 4.1% 8.7% 2006 5.2% 10.5% 2007 9,720 7,[PHONE REDACTED] 3.8% 6.0% 2007 4.7% 6.9% 2008 9,109 7,[PHONE REDACTED] 3.6% 2.2% 2008 4.0% 4.9% 2009 14,748 12,[PHONE REDACTED] 5.9% 2.3% 2009 6.3% 1.7% Vacancy rate 2005 6.2% 6.5% 11.8% 2006 4.7% 4.7% 9.8% 2007 4.3% 4.4% 6.1% 2008 4.1% 4.2% 3.1% 2009 6.3% 6.7% 1.9% F-2 Appendix F: WCRER Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Appendix G: Comprehensive Housing Affordability Strategy (CHAS) Housing problems for Benton County households by household type paying all levels >30% >50% paying all levels >30% >50% paying all levels >30% >50% paying all levels >30% >50% Elderly renter 1,226 1,192 659 Elderly Elderly‐renter 44% 43% 52% Elderly 2,794 2,751 1,271 Elderly 20% 23% 27% owner 1,567 1,558 613 Elderly‐owner 56% 57% 48% Small related 5,886 4,907 1,763 Small related 42% 42% 38% total 2,794 2,751 1,271 Elderly‐total 100% 100% 100% Large related 2,602 1,400 516 Large related 18% 12% 11% Small related renter 2,556 1,984 875 Small related Small related‐renter 43% 40% 50% All others 2,872 2,739 1,138 All others 20% 23% 24% owner 3,330 2,923 888 Small related‐owner 57% 60% 50% Total 14,143 11,783 4,667 Total 100% 100% 100% total 5,886 4,907 1,763 Small related‐total 100% 100% 100% Large related renter 1,107 541 202 Large related Large related‐renter 43% 39% 39% owner 1,496 859 314 Large related‐owner 57% 61% 61% total 2,602 1,400 516 Large related‐total 100% 100% 100% All others renter 1,625 1,522 611 All others All others‐renter 57% 56% 54% owner 1,247 1,217 527 All others‐owner 43% 44% 46% total 2,872 2,739 1,138 All others‐total 100% 100% 100% Total renter 6,512 5,242 2,341 Total Total households‐renter 46% 44% 50% owner 7,631 6,541 2,326 Total households‐owner 54% 56% 50% total 14,143 11,783 4,667 Total households‐total 100% 100% 100% Housing problems for Kennewick households by household type paying all levels >30% >50% paying all levels >30% >50% paying all levels >30% >50% paying all levels >30% >50% Elderly renter 671 661 398 Elderly Elderly‐renter 53% 53% 61% Elderly 1,255 1,235 653 Elderly 20% 24% 32% owner 584 574 255 Elderly‐owner 47% 47% 39% Small related 2,585 2,101 702 Small related 41% 41% 34% total 1,255 1,235 653 Elderly‐total 100% 100% 100% Large related 1,110 576 217 Large related 18% 11% 11% Small related renter 1,478 1,124 459 Small related Small related‐renter 57% 54% 65% All others 1,308 1,229 488 All others 21% 24% 24% owner 1,107 977 243 Small related‐owner 43% 46% 35% Total 6,260 5,136 2,062 Total 100% 100% 100% total 2,585 2,101 702 Small related‐total 100% 100% 100% Large related renter 589 344 129 Large related Large related‐renter 53% 60% 59% owner 521 232 88 Large related‐owner 47% 40% 41% total 1,110 576 217 Large related‐total 100% 100% 100% All others renter 839 760 294 All others All others‐renter 64% 62% 60% owner 469 469 195 All others‐owner 36% 38% 40% total 1,308 1,229 488 All others‐total 100% 100% 100% Total renter 3,575 2,885 1,279 Total Total households‐renter 57% 56% 62% owner 2,685 2,250 783 Total households‐owner 43% 44% 38% total 6,260 5,136 2,062 Total households‐total 100% 100% 100% G1 Appendix G: CHAS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- G2 Appendix G: CHAS Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Appendix H: Comparative economic statistics United States 1970 I 1980 I I 1990 I I I 2000 I I I I Washington State 1980 I I I I I Central cities I I I I I I Urbanized areas I I I I I I I Urban places 10.000+ I I I I I I I I Urban places 2,500-10,000 I I I I I I I I I Rural places 1,000-2,500 I I I I I I I I I I Washington State I I I I I I I I I I 2000 MSA I I I I I I I I I I I 2006-8ennewick I I I I I I I I I I I I 2006-8 Agriculture/forestry/fis 4.0% 2.8% 2.0% 1.9% 3.9% 1.2% 1.3% 3.5% 5.9% 7.0% 2.5% 7.9% 4.2% Mining 6.0% 7.0% 7.0% - 2.0% 1.0% 1.0% 3.0% 2.5% 6.0% 0.0% 0.0% 0.0% Construction 5.3% 5.7% 5.9% 6.8% 6.8% 5.6% 6.2% 5.3% 6.9% 4.0% 7.0% 9.1% 10.7% Manufacturing 23.8% 20.1% 18.8% 14.1% 19.5% 16.6% 19.8% 13.3% 20.8% 18.0% 12.5% 7.4% 5.9% Subtotal base industries 39.1% 35.6% 33.7% 22.8% 32.2% 24.4% 28.3% 25.1% 36.1% 35.0% 21.9% 24.3% 20.8% Transportation/commu 5.9% 5.4% 5.2% 5.2% 7.7% 8.2% 8.1% 6.4% 6.0% 7.6% 5.4% 7.2% 8.2% Wholesale trade 5.2% 5.4% 5.3% 3.6% 5.1% 4.8% 5.5% 4.1% 4.0% 3.7% 4.1% 3.0% 3.7% Retail trade 12.0% 11.6% 11.9% 11.7% 16.9% 17.5% 17.4% 20.4% 17.5% 18.2% 12.1% 11.6% 12.6% Finance/insurance/real 4.8% 5.6% 6.0% 6.9% 6.2% 7.0% 7.1% 4.7% 4.6% 4.4% 6.1% 4.2% 5.3% Services 19.8% 22.1% 24.8% 45.0% 28.8% 34.0% 29.9% 36.5% 28.9% 26.4% 45.3% 46.2% 45.8% Government 15.2% 15.8% 14.2% 4.8% 4.9% 5.1% 4.7% 5.4% 5.3% 5.7% 5.0% 3.4% 3.6% Subtotal svs industries 62.9% 65.9% 67.4% 77.2% 69.6% 76.6% 72.7% 77.5% 66.3% 66.0% 78.1% 75.7% 79.2% Total employment (000 82.603 102.83 118.32 129.72 2793.7 105.172 30.162 Sustenance factors (number employees by service industry per 1 person in the population Transportation/commu 0.0236 0.0246 0.0248 0.0240 0.0337 0.0373 0.0371 0.0255 0.0228 0.0292 0.0256 0.0330 0.0243 Wholesale trade 0.0209 0.0246 0.0252 0.0166 0.0221 0.0219 0.0250 0.0163 0.0152 0.0143 0.0193 0.0140 0.0312 Retail trade 0.0629 0.0744 0.0803 0.0541 0.0735 0.0549 0.0798 0.0812 0.0664 0.0698 0.0575 0.0532 0.0518 Finance/insurance/real 0.0195 0.0251 0.0285 0.0317 0.0270 0.0317 0.0323 0.0189 0.0173 0.0169 0.0289 0.0195 0.0161 Services including educ 0.0801 0.0999 0.1172 0.2076 0.1249 0.1545 0.1368 0.1456 0.1100 0.1015 0.2149 0.2121 0.1814 Government 0.0616 0.0715 0.0671 0.0221 0.0213 0.0232 0.0215 0.0217 0.0201 0.0219 0.0239 0.0158 0.0191 Total 0.2686 0.3201 0.3431 0.3561 0.3025 0.3235 0.3325 0.3092 0.2518 0.2536 0.3701 0.3478 0.3239 Total population (000s) 203.8 227.2 249.7 281.4 5894.1 64.206 % population employed 40.5% 45.3% 47.4% 46.1% 47.4% 46.0% 47.0% Ratio employ/populatio 2.5 2.2 2.1 2.2 2.1 2.2 2.1 Example base/service population multiplier Multiplier stages 0 1 2 3 4 5 6 7 8 9 10 @ Base employment increase 236 236 Sustenance factors for an urbanized place of 10,000 in 1995 Transport/communic/u 0.0264 14 12 9 8 6 5 4 3 3 2 Wholesatle trade 0.0170 9 7 6 5 4 3 3 2 2 1 Retail trade 0.0882 47 39 32 26 21 17 14 11 9 8 Finance/insurance/real 0.0290 16 13 10 8 7 6 5 4 3 2 Services 0.1689 91 74 60 49 40 33 27 22 18 14 Government 0.0280 15 12 10 8 7 5 4 4 3 2 Subtotal sustenance em 0.3575 192 157 128 104 85 69 56 46 37 31 Cumulative employment 236 428 585 713 817 902 971 1,028 1,074 1,111 1,142 Additional population (1:2.28 rati 538 439 357 291 238 194 158 129 105 85 70 Cumulative population 538 977 1,334 1,626 1,863 2,057 2,214 2,343 2,448 2,533 2,603 Source: Census of Population, Bureau of the Census, US Department of Commerce H-1 Appendix H: Comparative economic statistics Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- H-2 Appendix H: Comparative economic statistics Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- Appendix I: Housing market purchasing power - entry level Median Median Available Home hourly annual housing sales rental Wage and salary levels wage(1) income(1) costs(2) capability(3) capability(4) Kennewick wage 2010 $10.39 $21,611 $450 $80,436 $540 Police officer $24.48 $50,918 $1,061 $189,516 $1,273 Firefighter $23.46 $48,797 $1,017 $181,619 $1,220 Teacher - secondary education $20.24 $42,093 $877 $156,668 $1,052 Retail clerk/salesperson $9.14 $19,011 $396 $70,759 $475 Retail cashier $9.13 $18,990 $396 $70,681 $475 Restaurant waiter - food prep $9.73 $20,238 $422 $75,326 $506 Median house value 2006-8 - Kennewick $150,000 $709 Median resale 2009/rent 2009 - Benton/Franklin Counties $166,800 $690 Sources and notes: Median income - Washington State Employment Security Department March 2009 Wage and Salary Survey for the Kennewick Richland Pasco MSA for selected occupations. Housing available - assumes 25% of household income for mortgage payment exclusive of utilities, taxes, insurance, and maintenance. Assumes 10% down, 30 year fixed rate of 6.25%. Rental available - assumes 30% of household income for rent payment exclusive of utilities. Median Median Available Home hourly annual housing sales rental Wage and salary levels wage(1) income(1) costs(2) capability(3) capability(4) Kennewick wage 2010 $10.39 $21,611 $450 $80,436 $540 $4.81 $10,000 $208 $37,219 $250 $7.21 $15,000 $313 $55,829 $375 $9.62 $20,000 $417 $74,439 $500 $12.02 $25,000 $521 $93,049 $625 $14.42 $30,000 $625 $111,658 $750 $16.83 $35,000 $729 $130,268 $875 $19.23 $40,000 $833 $148,878 $1,000 $21.63 $45,000 $938 $167,488 $1,125 $24.04 $50,000 $1,042 $186,097 $1,250 $26.44 $55,000 $1,146 $204,707 $1,375 $28.85 $60,000 $1,250 $223,317 $1,500 $31.25 $65,000 $1,354 $241,927 $1,625 $33.65 $70,000 $1,458 $260,536 $1,750 $36.06 $75,000 $1,563 $279,146 $1,875 $38.46 $80,000 $1,667 $297,756 $2,000 $40.87 $85,000 $1,771 $316,365 $2,125 $43.27 $90,000 $1,875 $334,975 $2,250 $45.67 $95,000 $1,979 $353,585 $2,375 $48.08 $100,000 $2,083 $372,195 $2,500 Median house value 2006-8 - Kennewick $150,000 $709 Median resale 2009/rent 2009 - Benton/Franklin Counties $166,800 $690 I-1 Appendix I: Critical skills housing market purchasing power Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- I-2 Appendix I: Critical skills housing market purchasing power Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- J-1 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Draft Environmental Impact Analysis (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Appendix J: Prototype mixed use housing cost analysis A cost analysis was completed for developing the prototype mixed-use platform building project in the proposed Mixed Use (MU-1) zone assuming the structures were completely built-out to maximum allowable density as conventional projects then factoring in various noncash and cash off-set incentives. The purpose of the analysis was to determine which factors most affected final development costs – and the extent to which noncash and cash cost off-sets affected the final project outcomes for affordable unit sales prices. Mixed-use prototypes All mixed-use project prototypes assumed:  Residential parking – would be provided in a 2-story 16-foot high (8 feet per floor) level concrete parking deck accessed from each end of the site by a ramp down and ramp up to each floor to avoid internal ramping. The first floor of the parking deck would be 4 feet below grade to reduce ramping grade elevations. Each parking floor would accommodate a single middle aisle and 90-degree parking on both sides or 60 feet in width by 200 feet in length or 20,000 square feet providing 22 stalls each side or 44 per floor or 88 for the 2-level structure if the stalls were 9 feet wide.  Ground floor retail space (rental tenant or condo) – would be constructed on the front and back sides of the parking decks of 12-16 foot ceiling heights. The retail footprints would be 20 feet deep and 200 feet long or 4,000 square feet on each side or 8,000 square feet in total. The retail footprints could be divided into marketable units ranging from a 20x40 or 800 square feet minimum up to 4,000 square feet maximum per side.  Retail parking – would be provided by 45-degree on-street angle parking (expanding the public right-of-way by property dedication if necessary) on each side of the building fronting the retail spaces. The 45-degree angled on-street parking aisles would accommodate 20 each 10 foot wide by 20 foot long stalls on each side of the structure or 40 stalls in total equal to 4.0 stalls per 1,000 gross square feet of retail.  Upper story stick-built housing units – would be built over the 100 foot wide by 200 foot long retail and parking deck concrete platform of 20,000 square feet for up to 4 floors under the proposed MU zone or a likely height of up to 64 feet to the eave. (Elevator towers and mechanical equipment would extend further above the roof as would any gable or shed roof design.) The residential floors would be accessed by a center loaded hallway and divided into 45-foot deep residential units which could be partitioned into 12, 16, 20, 24, 28, 32, or 36 foot wide units ranging from 540 to 1,620 square feet accordingly. Were the average unit to be 900 square feet (including a 10 foot wide common hallway), each floor would accommodate a maximum up to 20 units each or 80 units in total for 4 floors in the proposed MU-1 zone. The 2-level residential parking deck capacity of 88 stalls would provide a ratio of 1.1 stalls/900 square foot dwelling unit which would likely be a studio or 1 bedroom unit. Larger units would provide a higher parking ratio accordingly.  Site requirements - were calculated based on 0-foot yard setbacks and 100% lot coverage allowances for the development pads excluding any requirements in the MU-1 zone and the BB/RR plan for boardwalks, streetscapes, trails, open spaces, or other amenities. The minimum buildable pad site requirement for the MU-1 zone would be 100 feet deep by 200 feet long or 20,000 square feet assuming any on-street retail parking would be dedicated to the ---PAGE BREAK--- J-2 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan city upon construction. Sidewalks, access ramps, and streetscape would be provided within the public (or dedicated public) right- of-way.  Site and building improvements – were based on an urban infill site and provided concrete sidewalks with benches, trash receptacles, and other amenities, street trees, and artworks. The building was finished with green roof improvements.  Development costs – were held constant between all prototypes assuming land costs at $250,000 per acre, platform parking deck at $50 per square foot, retail frontage at $125 per square foot, upper story stick-built housing at $100 per square foot, etc. as shown in the prototype’s spreadsheet. Cost off-sets The MU-1 zone prototype was then analyzed for the impacts that would be realized on typical (affordable) housing unit costs assuming:  Land trust was utilized as a cash off-set – to reduce dwelling unit development costs and control potential land speculation or inflation costs as a factor in total development costs.  Additional density was allowed under an incentive zoning or noncash off-set – where the building could be increased in height to allow another floor and the amount of parking was held constant (ratio reduced) accordingly.  Manufactured housing units were installed in lieu of on- site stick built housing as a cash off-set – where construction times and construction financing costs were reduced from a typical 6 month to a 1 month construction period, the number of units was increased due to smaller manufactured sizes based on a 15 foot x 45 foot module, and the amount of parking was held constant (ratio reduced) accordingly.  Building permit fees, plan check fees, utility connections, and potential park and traffic impact fees were deferred at time of construction under a cash off-set – to be recovered for the city’s General Fund or a Housing Fund Account if and when the affordable unit is ever sold as a market rate unit to a household that does not qualify for affordable rate subsidy. MU-1 zone prototype Total development cost for the conventional project adhering to MU-1 zone building requirements would be $17,261,766 for a 0.46 acre site containing 88 off-street parking stalls and a 112,000 square foot building including 24,000 square foot 2- level parking deck for 88 parking spaces, 8,000 ground floor retail, and 80,000 square feet of 4-story stick-built housing allowing 80 units of average size of 900 square feet each. The average cost for an average dwelling unit of 900 square feet would be $154 per square foot for the entire parking and residential structure excluding the retail and on-street retail parking spaces or $198,048 of prorated cost per an average 900 square foot housing unit. Four cost and cash off-sets were analyzed for impact on overall development costs:  Option 1: cash off-set by leasing land - uses a land trust instead of a fee simple sale of the property occupied by the project’s structure. Typically, land trusts on rental projects charge lease fees included in the unit rent that are amortized to recapture the initial land cost over a long term (typically 99 years) even as the trust retains the title and value of the land. On owned units, the owner is charged a similarly amortized lease fee through a Homeowners Association (HOA) where the trust retains title to the land though the owner may build equity in the increasing value of the structure. The costs of the structure, parking, and all other factors remain the same as the conventional project estimate except that the $121,332 in land and title costs is assumed by another entity. ---PAGE BREAK--- J-3 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Draft Environmental Impact Analysis (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan This land lease off-set reduces the total development cost to $17,130,727 due to the reduced requirement for land purchase and financing reducing the average prorated cost per square foot for the total structure to $153. This land lease cash off-set would reduce the average dwelling unit cost to $196,544 of prorated cost per an average 900 square foot dwelling unit (exclusive of the cost involved in developing retail and on-street retail parking) equal to an average savings of $1,503 or by 0.8% per unit. Option 2: noncash off-set by increasing density – allows the project to include another floor or 20 more units or 100 in total as a noncash incentive to develop affordable housing. The option assumes, however, that except for the additional floor, all other development particulars remain the same including the 88 residential parking deck spaces which now provide 0.9 stalls per an average 900 square foot dwelling unit. This density off-set increases the total development cost to $20,256,156 due to the additional residential floor but retains an average cost per square foot for the total structure at $153. These noncash off-sets would reduce the average dwelling unit cost to $188,501 of prorated cost per an average 900 square foot dwelling unit equal to an average savings of $8,043 or by 4.1% per unit. Were this noncash density option combined with the cash off- set of land in option 1, the combined prorated cost savings would be $9,547 or 4.8% per unit.  Option 3: noncash off-set by using pre-manufactured construction - uses pre-assembled manufactured units instead of on-site traditional stick-built construction and 18 more dwelling units since manufactured units would be smaller than typical stick-built units since they would be based on a 16-foot width to allow transport. This option assumes the same parking and other development regulations would still apply but realizes the added density bonus from the additional floor of housing in option 2 and by reducing the average size of the units from 900 to 850 square feet or by another 18 units or 18% - because manufactured units are typically more compact. This assumes parking would remain constant at 88 units in the 2-level decked parking structure providing 0.7 stalls per average 850 square foot dwelling unit module. This technology offset reduces interim financing costs by $204,681 to reflect the shorter construction time and construction interest savings provided by manufacturing off- site. Total development costs under this technology off-set, however, would increase to $20,076,554 to account for the increased number of units paying utility connection and impact fees for an average prorated cost per square foot for the total structure to $152. These noncash technological off-set would reduce the average dwelling unit cost to $162,369 of prorated cost per an average reduced 850 square foot dwelling unit equal to an average savings of $29,696 or by 15.0% per unit. Were this noncash technological option combined with the cash off-set of land in option 1 and the noncash density off-set in option 2, the combined prorated cost savings would be $39,242 or 19.8% per unit.  Option 4: cash off-set by deferring fees – for building permits, plan checks, utility connections, and proposed park and traffic impact fees until such time as the affordable units would be sold at market rate or to a household who would not quality for affordable housing. These cash off-sets would reduce the average cost to $148 per square foot for the entire parking, retail, and residential structure and $154,697 of prorated cost per an average 850 square foot dwelling unit equal to an average savings of $4,108 or by 2.1% per unit. ---PAGE BREAK--- J-4 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan However, these cash off-sets must still be paid from some other source, if not from the project developer, as the city, utilities, and schools still incur these costs in support of the development project. Cash off-sets, when used in other jurisdictions, have usually been repaid from General Funds, special property tax levies, real estate excise taxes, and other special financing. The cash off-sets have also typically been recovered at time of sale if or when the subsidized affordable unit should ever sell in the marketplace at market rate rather than to a qualifying affordable income household. Were this cash land lease option combined with the cash off-set of land in option 1, the noncash density off-set in option 2, and the noncash technological off-set in option 3, the combined prorated cost savings would be $43,351 or 21.9% per unit. Implications All of the off-set measures considered including land lease, added density, manufactured units, and deferred fees reduce the total development cost and prorated cost per unit significantly although the extent of cost reduction varies between measures. Resulting prorated cost per average dwelling unit due to cumulative off-set measures MU-1 Market rate $198,048 1) lease land $196,544 2) add density and reduce parking $188,501 3) use manufactured units $158,805 4) defer fees and charges $154,697 Savings from individual off-set measures MU-1 1) lease land $1,503 2) add density and reduce parking $8,043 3) use manufactured units $29,696 4) defer fees and charges $4,108 Percentage savings from individual off-set measures MU-1 1) lease land 0.8% 2) add density and reduce parking 4.1% 3) use manufactured units 15.0% 4) defer fees and charges 2.1% Cumulative savings from off-set measures MU-1 1) lease land $1,503 2) add density and reduce parking $9,547 3) use manufactured units $39,242 4) defer fees and charges $43,351 Cumulative percentage savings from off-set measures MU-1 1) lease land 0.8% 2) add density and reduce parking 4.8% 3) use manufactured units 19.8% 4) defer fees and charges 21.9% The greatest single savings are realized from noncash off-sets through an increase in density assuming all other site requirements, particularly parking, are kept constant and from the use of manufactured units (15.0%) assuming the units are reduced in size (and increased in number) and a savings is realized in financing costs due to shorter construction schedules. Savings are also achieved through cash off-sets from deferring fees and land trusts though not as significant as the noncash off-sets of density and manufactured units. However, the cash off-sets from deferred fees and land trust off- sets must still be paid from some other public monies, whereas the density and technology off-sets are of no direct public monetary cost in comparison. When all off-sets are applied in combination, however, the overall cost reductions are significant at 21.9% underscoring the need to utilize all rather than one or another cost off-set measure. ---PAGE BREAK--- J-5 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Draft Environmental Impact Analysis (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan The major qualifications of the analysis are that:  Design and development regulations – allow an increase in building floors from 4 to 5 over a retail/parking platform or by 25% more residential square footage in return for a minimum affordable housing allocation of at least 15-20% from the maximum building floor and minimum parking ratios where the resulting design and development characteristics can be made to fit the surrounding neighborhood. Mixed use structures in the BB/RR district could be allowed up to 5-story of stick-built over platform parking and retail and be composed of small studio, 1, and 2-bedroom units to reflect the higher costs associated with this building construction and the type households most likely to want to live in this type of structure and “smart growth” urban environment.  Parking requirements - be reduced or at least reflect the likelihood that occupants of mixed use structures in BB/RR locations, especially seniors, empty nesters, single individuals, and other smaller households may not require as many cars per household and/or use transit more heavily. Further proportional cost reductions are possible were the:  Kennewick Housing Authority and other nonprofit groups – be encouraged to buy and/or lease affordable units created with off-sets in order to achieve even greater cost reduction through additional public subsidies, and therefore, housing for very low income households. ---PAGE BREAK--- Appendix J: Housing cost analysis - MU prototype (4 floor over platform limit w/100% lot coverage) 18 July 2010 Development costs - w/incentive zoning allowing extra floor and reduced parking + land lease + another floor + manufactured units permits + fees Mixed income sales units land cost offset density incentive density+ const time/cost cash offset $130,680 % of % of % of % of % of Property unit quantity unit cost qnty cost total qnty cost total qnty cost total qnty cost total qnty cost total 1 acquire property acre 0.46 $250,000 $114,784 0.7% 0.0% 0.0% 0.0% 0.0% 2 title and recording fees, legal, land appraisal each 1 $6,548.00 $6,548 0.0% 0.0% 0.0% 0.0% 0.0% SUBTOTAL LAND COSTS $121,332 0.7% $0 0.0% $0 0.0% $0 0.0% $0 0.0% Site improvements unit quantity unit cost qnty cost qnty cost qnty cost qnty cost qnty cost 3 site preparation - site and any building clearing sq feet 20,000 $2.50 $50,000 0.3% $50,000 0.3% $50,000 0.2% $50,000 0.2% $50,000 0.3% 4 utilities and infrastructure improvements sq feet 20,000 $5.00 $100,000 0.6% $100,000 0.6% $100,000 0.5% $100,000 0.5% $100,000 0.5% 5 parking deck access ramps - paving sq feet 400 $8.00 $3,200 0.0% $3,200 0.0% $3,200 0.0% $3,200 0.0% $3,200 0.0% 6 on-street 45-degree retail parking spaces - pavers sq feet 6,800 $12.00 $81,600 0.5% $81,600 0.5% $81,600 0.4% $81,600 0.4% $81,600 0.4% 7 streetscape - curbs, gutters, walkways of site perimeter sq feet 6,000 $20.00 $120,000 0.7% $120,000 0.7% $120,000 0.6% $120,000 0.6% $120,000 0.6% 8 landscaping - street trees with root guard and grates each 15 $1,000.00 $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% 9 misc site furnishings - artworks, etc each 4 $5,000.00 $20,000 0.1% $20,000 0.1% $20,000 0.1% $20,000 0.1% $20,000 0.1% Subtotal $389,800 2.3% $389,800 2.3% $389,800 1.9% $389,800 1.9% $389,800 2.0% Building 10 construct parking platform - 2 levels (@$15,000/stall) sq feet 24,000 $50.00 $1,200,000 7.0% $1,200,000 7.0% $1,200,000 5.9% $1,200,000 6.0% $1,200,000 6.1% 11 construct retail frontage - tilt-up 20 feet wide on 2 sides sq feet 8,000 $125.00 $1,000,000 5.8% $1,000,000 5.8% $1,000,000 4.9% $1,000,000 5.0% $1,000,000 5.1% 12 construct upper floor stick-built dwelling units - 4 floors sq feet 80,000 $100.00 $8,000,000 46.3% $8,000,000 46.7% $10,000,000 49.4% $10,000,000 49.8% $10,000,000 51.1% 13 construct green roof features sq feet 20,000 $10.00 $200,000 1.2% $200,000 1.2% $200,000 1.0% $200,000 1.0% $200,000 1.0% 14 contingency - construction change orders sq feet 132,000 $5.00 $660,000 3.8% $660,000 3.9% $760,000 3.8% $760,000 3.8% $760,000 3.9% Subtotal $11,060,000 64.1% $11,060,000 64.6% $13,160,000 65.0% $13,160,000 65.5% $13,160,000 67.3% 15 contractor mgt, mobilization, bonds, insurance 5.0% $572,490 3.3% $572,490 3.3% $677,490 3.3% $677,490 3.4% $677,490 3.5% 16 contractor profit 10.0% $1,144,980 6.6% $1,144,980 6.7% $1,354,980 6.7% $1,354,980 6.7% $1,354,980 6.9% Subtotal $1,717,470 $1,717,470 $2,032,470 $2,032,470 $2,032,470 SUBTOTAL DIRECT DEVELOPMENT COSTS $13,167,270 76.3% $13,167,270 76.9% $15,582,270 76.9% $15,582,270 77.6% $15,582,270 79.7% Washington State Sales Tax 17 Washington State sales tax (direct + furnishings) 8.4% $1,106,051 6.4% $1,106,051 6.5% $1,308,911 6.5% $1,308,911 6.5% $1,308,911 6.7% Architectural, engineering, and other fees (direct development) 18 architectural/engineering fees 8.0% $1,053,382 6.1% $1,053,382 6.1% $1,246,582 6.2% $1,246,582 6.2% $1,246,582 6.4% 19 environmental assessment - checklist MDNS each $25,000 0.1% $25,000 0.1% $25,000 0.1% $25,000 0.1% $25,000 0.1% 20 geotechnical study each $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% 21 building permit fees - $5012.25/$1,000,000 then $2.75/direct dvpt cost $1,000,000 $5,012.25 $5,012 0.0% $5,012 0.0% $5,012 0.0% $5,012 0.0% 0.0% direct dvpt cost $12,167,270 $2.75 $33,460 0.2% $33,460 0.2% $33,460 0.2% $33,460 0.2% 0.0% 22 commercial plan check fee - 65% of building permit fee fee 38,472 65% 0.0% $0 0.0% $0 0.0% $0 0.0% 0.0% 23 residential plan check fee - 0% of building permit fee fee 38,472 0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% 0.0% 24 sewer utility connection - $12,250 for 3 inch meter each 1 $12,250.00 $12,250 0.1% $12,250 0.1% $12,250 0.1% $12,250 0.1% 0.0% sewer area charge - $0.04/sq ft of lot area sq feet 20,000 $0.04 $800 0.0% $800 0.0% $1,760 0.0% $1,760 0.0% 0.0% 25 water connection fee - $1,875 for 3 inch meter each 1 $1,875.00 $1,875 0.0% $1,875 0.0% $1,875 0.0% $1,875 0.0% 0.0% water area charge - $0.015/sq ft of lot area sq feet 20,000 $0.02 $300 0.0% $300 0.0% $660 0.0% $660 0.0% 0.0% 26 impact fees - traffic - $1,325 per unit - assumed dwelling unit 80 $1,325.00 $106,000 0.6% $106,000 0.6% $132,500 0.7% $155,882 0.8% 0.0% 27 impact fees - parks - $850 per unit - assumed dwelling unit 80 $850.00 $68,000 0.4% $68,000 0.4% $85,000 0.4% $100,000 0.5% 0.0% 28 impact fees - schools dwelling unit 80 $0.00 $0 0.0% $0 0.0% $0 0.0% $0 0.0% 0.0% 29 bid costs each 1 $0.00 $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% 30 survey fees each 1 $5,000.00 $5,000 0.0% $5,000 0.0% $5,000 0.0% $5,000 0.0% $5,000 0.0% 31 legal fees each 1 $15,000.00 $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% 32 accounting and auditing feeds each 1 $0.00 $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% 33 development period utilities each 1 $15,000.00 $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% 34 construction testing each 1 $25,000.00 $25,000 0.1% $25,000 0.1% $25,000 0.1% $25,000 0.1% $25,000 0.1% Subtotal $1,366,079 7.9% $1,366,079 8.0% $1,604,099 7.9% $1,642,481 8.2% $1,331,582 6.8% Interim costs (direct development, sales tax, AE fees) 35 construction insurance each 1 $15,000.00 $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% $15,000 0.1% 36 construction interest - 6 months of direct dvpt cost interest 3% $6,583,635.00 $197,509 1.1% $197,509 1.2% $233,734 1.2% $38,800 0.2% $38,800 0.2% 37 construction loan fees interest 5% $197,509.05 $9,875 0.1% $9,875 0.1% $11,687 0.1% $1,940 0.0% $1,940 0.0% 38 other loan fees (impact capital, state HTF, etc) interest 9% 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% Subtotal $222,385 1.3% $222,385 1.3% $260,421 1.3% $55,740 0.3% $55,740 0.3% Permanent financing fees (direct development, sales tax, AE fees, interim costs) 39 permanent loan orgination fee na 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% 40 permanent loan legal fee na 0.0% na 0.0% na 0.0% na 0.0% na 0.0% 41 permanent loan title fee na 0.0% na 0.0% na 0.0% na 0.0% na 0.0% Subtotal $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% Other soft costs 42 appraisal and market study na 0.0% na 0.0% na 0.0% na 0.0% na 0.0% 43 LIHTC tax credit fees na 0.0% na 0.0% na 0.0% na 0.0% na 0.0% 44 marketing and leasing na 0.0% na 0.0% na 0.0% na 0.0% na 0.0% Subtotal $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% Developer/consultant fees (land, direct, all other indirect costs) 45 developer fees fee 8% $15,983,116 $1,278,649 7.4% $1,268,943 7.4% $1,500,456 7.4% $1,487,152 7.4% $1,278,649 6.5% 46 technical assistance, nonprofit donation donation $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% Subtotal $1,278,649 7.4% $1,268,943 7.4% $1,500,456 7.4% $1,487,152 7.4% $1,278,649 6.5% SUBTOTAL INDIRECT DEVELOPMENT COSTS $3,973,163 23.0% $3,963,457 23.1% $4,673,886 23.1% $4,494,284 22.4% $3,974,881 20.3% 47 operating reserves and replacement reserves $0 0.0% $0 0.0% $0 0.0% $0 0.0% $0 0.0% TOTAL DEVELOPMENT COSTS INCLUDING LAND $17,261,766 100.0% $17,130,727 100.0% $20,256,156 100.0% $20,076,554 100.0% $19,557,151 100.0% Cost per dwelling unit - presumed to apply to affordable units 80 $198,048 $196,544 $188,501 $158,805 $154,697 Cost per square foot of structure (housing + retail + parking) 112,000 $154 $153 $153 $152 $148 Average square footage per dwelling unit module 900 900 900 900 850 850 Number of dwelling units maximum 80 80 80 100 118 118 Number of residential parking stalls in platform parking decks 88 88 88 88 88 88 Number of platform parking stalls per dwelling unit module - minimum. 1.1 1.1 1.1 0.9 0.7 0.7 Cost reduction/amount of gap financing per unit - per measures $1,503 $8,043 $29,696 $4,108 Percent savings over conventional 0.8% 4.1% 15.0% 2.1% Cost reduction/amount of gap financing per unit - cumulative $1,503 $9,547 $39,242 $43,351 Percent savings over conventional 0.8% 4.8% 19.8% 21.9% Notes: 6 Assumes 40 on-street 45-degree retail parking stalls front and back and another 88 residential platform parking stalls or 128 stalls in total. 10 Assumes 9 foot wide 90-degree parking stalls = 44 per parking deck floor for 2 floors or 88 stalls. 21 Assumes average building permit fees from other projects not in Kennewick. 675 26 Assumes average impact fees from other projects not in Kennewick. 79 Assumes pre-manufactured units would consist of 16 foot x 45 foot modules with 1 module of studio or 1 bedroom units and 2 modules of 2 bedroom+ units with 75% 1 module and 25% 2 modules. * Assumes incentive zoning would allow another floor of stick-built housing or 5 floors above retail/parking platform. J-6 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- J-7 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Platform with 2-level parking deck – 1 level down and 1 level up ramped from street level with retail or other pedestrian friendly activities fronting onto main streets Retail parking provided on-street in parallel or angled parking Retail or other pedestrian friendly activities fronting onto main streets Up to 5-story mixed income stick-built housing developed to the allowable parking capacity. Illustrative developments – Mixed-use prototype – low density Same prototype can be developed in 100-160 foot wide modules incorporating additional parking deck floors for higher density. Upper stores can be offset to provide terraces or varying visual accents. ---PAGE BREAK--- J-8 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Following examples of low density (up to 5 stories) mixed use over platform parking and retail from throughout region by various architects including Weber Thompson, and GGLO among others. ---PAGE BREAK--- J-9 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- J-10 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan ---PAGE BREAK--- J-11 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan Following examples of medium density (5-20 stories) mixed use over platform parking and retail from throughout region by various architects. ---PAGE BREAK--- J-12 Appendix J: Prototype mixed use housing cost analysis Draft Planned Action Environmental Impact Statement (DEIS) Kennewick Bridge-to-Bridge/River-to-Rail (BB/RR) Revitalization Plan