Integrating King Street and Waterfront Transportation with South Downtown Neighborhoods

18th Annual Design Charrette University of 02-06 April 2003

1 Sponsors

City of , DCLU

2003 City of Seattle, CityDesign 700 - 5th Avenue, Suite 2000 Seattle, WA 98104

For more information, contact: Robert Scully at (206) 233-3854.

2 Contents

Background Charrette Overview...... 6 Project Overview...... 7 The Study Area The Neighborhoods...... 9 Transportation...... 10 Demographics...... 11 Housing...... 11 The Charrette Goals and Objectives...... 12 Urban Design Challenges...... 15 Beginning Assumptions...... 16 The Assignment...... 16 The Outcomes Urban Design Principles...... 17 Urban Design Strategies...... 18 Post-Charrette Follow-up Public Presentations...... 41 Responses to Public Presentations.41

Appendices A: The Participants...... 43 B. Focus Group Data...... 50 C. Demographic Data...... 52 D. Reference Materials...... 53

3 A University/Community Partnership

University of Washington (UW) Neighborhood Organizations Center for Environment Education and Design Downtown District Council Studies Historic Seattle Department of Architecture** Inter*Im Square Community Association Seattle City Agencies South Downtown Foundation CityDesign/DCLU** Department of Neighborhoods Architects and Developers Seattle Department of Transportation (SDOT) Lorig Management Seattle Monorail/DCLU Nitze-Stagen Otak, Inc.** Transportation Agencies Vulcan Inc.** Greyhound Lines, Inc. Zimmer Gunsul Frasca Partnership Metro Transit Division ** These organizations provided monetary SoundTransit** support. Washington State Department of Transportation (WSDOT)**

Charrette Convener Charrette Photographer Sharon E. Sutton, PhD, FAIA, Professor of John Stamets, Lecturer in Architecture, UW Architecture and Urban Design, Director of CEEDS, UW. Student Organizers UW Course Arch 576: Community Leadership Charrette Codirectors Practices John Rahaim, Executive Director of City of Seattle CityDesign Architecture Program Ron Sheck, PhD, WDOT Rail Division. Lisa Baker, Graduate Student Robert Scully, Urban Designer, City of Seattle Markus Eng, Graduate Student CityDesign. Brian Gruetzmacher, Graduate Student Justin Irons, Graduate Student Transportation Center Team Leaders Nonda Trimis, Graduate Student David Clinkston, Architectural Designer, Otak Community and Environmental Planning Inc. in Seattle. Program S. Etty Padmodipoetro, Senior Associate, Stull Lindsay Delecki, Undergraduate Student and Lee, Inc. in . Don Miles, FAIA, Associate Partner, Director of Charrette Evaluator Urban Design, Zimmer Gunsul Frasca Lana Rae Lenz, Senior Consultant, Center for Partnership in Seattle. Instructional Development and Research, Mixed-use Housing Team Leaders UW. Jerry V. Finrow, FAIA, Dean Emeritus, Professor of Architecture, UW Charrette Report Graphics Franz Ziegler, Architect and Urban Designer, Markus Eng, City of Seattle CityDesign Intern. Rotterdam, The Netherlands. 4 List of Figures

1 Charrette Timeline 29 Building Section of Railroad Park Housing 2 NW Aerial View of the Study Area on the North Lot 3 The Charrette Study Area 30 Aerial View of Railroad Park Housing 4 Chinatown/International District 31 Aerial View of the New Transportation Center Neighborhood 32 New Transportation Center with North Lot 5 Pioneer Square Neighborhood Housing 6 Relative to the Waterfront 33 New Transportation Center at Fourth Avenue 7 Charrette Schedule of Events 34 Programmatic Sketch of the New 8 King Street Station in 1906 Transportation Center 9 Newly Installed Viaducts 35 The “Mixing Box” at Weller Street 10 Current Aging Viaducts 36 Historic Building in Relation to New Center 11 Existing Street Pattern 37 Approach to Housing Affordability (3) 12 Monorail Station Bridging Jackson Street 38 Building Section of the New Transportation 13 Aerial View of the Living Room Center Housing on the North Lot 14 View to City Center from the Living Room 39 Aerial View of the New Transportation Center 15 King Street Station Steps Housing 16 Second Avenue Looking North from Main St 40 Monorail Running through the Transit Plaza 17 Housing at the Terminus of Second Avenue 41 Building Section of Underpass Connecting 18 Second Avenue Looking South from Main St East and West 19 Infill Housing on Fourth Avenue South 42 Monorail Station at Fourth Avenue 20 Approach to Housing Affordability (1) 43 Green Street, SE View on Second Avenue 21 Plan Diagram for Railroad Park Loop Extension 22 Train Track Cafe 44 Amphitheater Connecting to the Transit 23 Platform Extending over Tracks to Fourth Plaza and the North Lot Avenue 45 Restored Station Master’s Garden 24 Platforms Suspended above Tracks 46 East View of Waterfront Park 25 Monumental Columns Demarcating 47 Green Street, West View of Jackson Street the Plaza Reaching to the Waterfront 26 The Monorail at Railroad Park 48 Overview of Workspace in Gould Hall 27 SE Aerial View of the Transit Plaza 49 Charrette Visioning Session 28 Approach to Housing Affordability (2) 50 Charrette Visioning Session

5 Background

Charrette Overview

The University of Washington Center for The participants included three design teams Environment Education and Design Studies consisting of 46 graduate and undergraduate (CEEDS), Washington State Department of students in the College of Architecture and Transportation (WSDOT), and City of Seattle Urban Planning and six team leaders, three CityDesign cosponsored a week-long design Seattleites who have worked in this area, charrette in April 2003, with support from three from older cities with sophisticated OTAK, Inc., SoundTransit, and Vulcan Inc. public transit systems. This group of 52 Following an eighteen-year-old tradition, the persons contributed in excess of 2,500 hours charrette brought students, faculty, and between Wednesday afternoon, 02 April practitioners from various disciplines together 2003, and Sunday evening, 06 Apri 2003. with key stakeholders to develop long-term Design teams were joined by key proposals for a transportation community in stakeholders, who participated in biweekly the area surrounding King Street Station in meetings from January to March to plan the south Seattle. This area, which serves as a charrette, contributing approximately 1,000 transportation hub for the region and the hours to the effort. During this planning state, is already undergoing transit expansion period, students in a graduate seminar and construction (, conducted focus groups with neighborhood , transit bus service, constituents, including two with teenagers, Cascades, monorail, intercity bus service and and designed a visioning session that took Washington State Ferries terminal), and is place on the second evening of the charrette also experiencing commercial and residential (Figure 1 and Appendix A). Because of such development. By exploring a range of urban extensive participation, the charrette has design strategies, the charrette cosponsors been an important step in an ongoing hoped to foster a unified vision for a transit iterative process for the redevelopment of community that serves the needs of the this area. traveling public, the city, and the Chinatown/ International District and Pioneer Square neighborhoods.

oct nov dec jan feb mar apr may jun jul aug

Convener and Codirectors

Key Stakeholders Seminar Students Stakeholder Participants Design Teams Figure 1. Charrette Timeline.

6 Project Overview

Seattle’s South Downtown is evolving from a intercity trains, Sounder commuter trains, and small-scale, industrial and commercial char- Burlington Northern’s mainline freight tracks. acter to a densely populated urban district centering on transportation, sports venues, An upgrade of the historic station, with its office employment, and expanding com- landmark clock tower, will begin soon. In mercial and residential elements. Major future years, the station will be adapted as the elements of statewide, regional, and local core element of a transportation center where roadway and public transportation converge intercity and regional rail and bus services at this gateway to the city’s urban core, will be brought together with local transit to though in a disjointed manner. Another facilitate travel for residents and tourists. A gateway is emerging at the waterfront where parallel transportation development will occur new ferry and cruise ship terminals are a few blocks west where Washington State envisioned. WSDOT is the lead agency, Ferries and the Port of Seattle are exploring working with the City of Seattle and other new waterfront projects that include partners to rehabilitate King Street Station transportation elements and significant and establish links with waterfront transpor- commercial and residential development. tation. The station currently serves Amtrak

Figure 2. NW Aerial View of the Study Area.

7 The Study Area

King Street Station, located at Jackson Street and Fourth Avenue, is at the approximate center of South Downtown, which includes the Chinatown/International District and Pioneer Square neighborhoods, and the northern portion of the Duwamish Manufacturing and Industrial Center (Figure 2). South Downtown extends approximately between Yesler Way to the north, Royal Brougham Way to the south, the Waterfront to the west, and Rainier Avenue to the east. South Jackson Street is a major east-west corridor and Fourth Avenue South is a major north-south corridor through the area. King Street Station constitutes a sharp division between the Chinatown/International District and Pioneer Square neighborhoods due to the railroad tracks and heavy vehicular traffic, and because of a 27-foot drop in topography between Fourth Avenue to the east of the station and Third Avenue (which has been vacated) to the west of the station (Figure 3).

In addition to the official neighborhood plans, many public and private groups have generated studies of this area dating back to the 1970s, including ones that focus on urban design improvements in relation to the new stadiums, historic preservation of King Street station, and housing, including a vision of the Pioneer Square area released in February 2003.

Figure 3. The Charrette Study Area.

8 The Neighborhoods

The Chinatown/International District is one of Seattle’s most historic and distinctive ethnic neighborhoods. Characterized by numerous Asian cultures, it is the only area in the continental United States where Chinese, Japanese, Filipinos, African Americans, and Vietnamese settled in a single neighborhood. Initially a muddy wasteland not far from the waterfront, the terrain was regraded and developed in 1910. In 1973 after a period of deterioration due to the construction of the and Interstate 5, the community established the International Special Review District and Board to promote, preserve, and perpetuate the area’s beneficial qualities, especially its Asian heritage. Design guide- lines for the District specify the nature of awnings and canopies, facade alternations, security systems, and signage (Figure 4).

The area that became Pioneer Square was a flat terrain in the protected harbor of where white settlers first located the city. Heavy masonry bases, Roman arches and Figure 4. Chinatown/International District Neighborhood. varied architectural details on each floor characterize the neighborhood’s consistent Richardsonian Romanesque architecture. After the 1889 Seattle fire destroyed the area’s wood frame structures, architects rebuilt the area in masonry. Pioneer Square was designated a national historic district in 1970 and a Preservation Board was established. The Board makes recommendations to the Director of the Department of Neighborhoods on the appropriate use, site development, and architecture of all private and public buildings, and on any improvements within the public rights of way, open space, and areaways Figure 5. Pioneer Square Neighborhood. (Figure 5). 9 Transportation

Because local and state road networks bus tunnel—which will soon be shared with converge in South Downtown with rail and Link light rail. The is just bus lines, King Street Station is ideally located two blocks away, and the Seattle Monorail to serve as the core element of a major will stop at the station. Access to major multimodal transportation center. The city state highways makes the area a strong street grid funnels into Fourth Avenue. South candidate for a new intercity bus terminal. Jackson Street links the Elliott Bay waterfront east to Lake Washington. Interstate highways The area is already the hub of land transpor- 5 and 90, and SR99 ( Viaduct) tation networks and a new water transportation and SR 519 all are within a few blocks of the hub may emerge to the west at Elliott Bay, station. Intercity and regional rail passenger where Washington State Ferries and the Port trains operate there, along with the Burlington of Seattle are exploring new terminal sites. In Northern Santa Fe Mainline Freight Rail. this event, Jackson Street would become a Metro, Regional Express, and pedestrian and vehicular corridor linking the buses operate on land and water transportation hubs (Figure 6). Fourth Avenue, Jackson Street, and in the

Figure 6. King Street Station Relative to the Waterfront.

10 Demographics

The study area falls within Census Tracts 91 higher for Asians (57 and 27 percent and 92, with a very small portion being within respectively as compared with 13 percent), Census Tract 93. The Chinatown/International and for African Americans (17 and 14 percent District falls primarily within Tract 91 and respectively as compared with 8 percent). The Pioneer Square falls within Tract 92. The proportion of people living in group quarters in combined tracts average a higher percentage Tracts 91 and 92 is much higher than for the of males than the rest of the city (59 percent city (16 and 19 percent respectively as compared to 50 percent), with Tract 92 being compared with 5 percent). The proportion of 64 percent male. While combined tracts owner-occupied housing units in Tracts 91 and average twice the city’s population over 65 (24 92 is much lower than for the city (2 and 4 percent compared to 12 percent), the percent respectively as compared with 48 proportion of children under age 19 is similar percent), while the proportion in renter- to the city in Tract 91 (18 percent), but just 3 occupied unit is far higher (98 and 96 percent percent in Tract 92. respectively as compared with 52 percent).

The proportion of white people living in Tracts In summary, the study area has more males, 91 and 92 is far lower than in the city (17 and more people of color, more elderly, fewer 46 percent respectively as compared with 70 children, fewer homeowners, and more percent). However the proportion is much people who live in rental and group quarters as compared with the rest of Seattle. Housing

Between 1985 and 2001, subsidized units in South Downtown increased about 100 percent to comprise about 42 percent of the housing stock. From 1997 to 1998, during the neighborhood planning process, housing stock in South Downtown was inventoried. Goals were developed for the Comprehensive Plan, which sets housing growth estimates for the city and for each urban village and urban center. The goal are as follows:

• Encourage a mix of housing, employment, and related support activities in areas adjoining office and retail cores

• Foster new housing in areas that are predominantly residential in character such as the Chinatown/International District

• Limit the type and scale of nonresidential uses in residential neighborhoods

• Use the adopted policies found in neighborhood plans to meet development targets and define the appropriate mix of activities

• Seek to significantly expand housing opportunities for people of all income levels

11 The Charrette

Preparatory activities began on Monday with key stakeholder presentations and design team meetings. Students spent the next 36 hours reviewing background materials and viewing an exhibition of historical materials and current proposals for the area. The charrette itself began on Wednesday with site tours and ended on Sunday with an exhibition and public presentation on Thursday evening, key stakeholders joined the design teams for a visioning session. On Friday, the stakeholders offered feedback on preliminary schemes (Figure 7). The charrette ended on Sunday with a public presentation and exhibition at Seahawk’s Stadium. Follow-up dissemination activities included presentations to city officials and agency representatives, along with digital and hard copy documentation of the event.

Figure 7. Charrette Schedule of Events.

Goals and Objectives

The following goals and objectives were articulated during the key stakeholder meetings and focus group discussions (Appendix B). In general, participants emphasized improved intermodal connectivity and access to the station; a pedestrian-friendly environment with street-level retail, improved east-west connections, and more green space; and mixed income housing—goals similar to those found in previous studies. The group was in disagreement on whether the train tracks should be lidded or exposed, whether more families with children should live there, and what income levels should be targeted. Bold italic type denotes areas that were emphasized across groups; brackets [ ] denote areas of disagreement.

12 Related to the Transportation Center

1. Increase the capacity and function of King Street Station to serve long-term rail transportation needs, by

• Implementing interior and exterior improvements to meet the short-term needs of Amtrak and Sounder passengers, • Expanding track capacity to meet long-term rail service needs, and • Making it a core element that links rail and other public transportation, both existing and planned.

2. Transform King Street Station into an exciting place to see and use transit, by

• Improving the connections between all modes of travel, • Improving the transit experience, • Providing amenities for transit users, and • Engaging travelers users in a celebration of transit.

3. Reconstruct King Street Station as a shining focal point, or town center, by

• Creating distinctive plazas and clear entries, • Adapting a historically significant landmark to new uses, • Programming a diversity of uses, and • Including generous public amenities.

Related to Mix-use Housing

1. Create a vibrant, multigenerational community by

• Including a mix of uses and incomes, • [Including housing for $30-50,000 incomes], • [Including housing for $50-60,000 incomes], • Connecting housing to public open spaces, • Preserving access to view corridors, • Taking environmental factors into consideration when locating and designing housing, • Building housing with private amenities such as courtyards, gardens, and gyms, and • Providing enough density to support a K-12 school and convenience shops.

13 Related to Public and Civic Space

1. Create an activity-rich pedestrian setting that builds on the area’s distinctive character, by

• Adding street level uses, such as retail and outdoor markets, • Mediating the vehicular traffic at South Jackson and Second Avenue Extension, • Maintaining a human scale, • Eliminating blank walls and voids at the street level, • Making Main Street and Occidental Avenue pedestrian-first streets, • Highlighting existing cultural amenities in the area, and • Providing parking so that it does not diminish public space and street-level activity.

2. Improve pedestrian connections between Pioneer Square and the International District, by

• Creating strong east-west connections, • Reinforcing King Street Station as a hub of activity, • Creating spaces that link Coleman Dock with the stadiums, and • Proposing monorail alignments that minimize its divisive potential.

3. Improve the quality and quantity of usable open space, by

• Increasing the amount of green space and landscape, • [Lidding the tracks to create more public space], • [Making public spaces that celebrate the tracks], • Improving the maintenance of open space, • Mitigating environmental impacts such as pollution and noise, • Mitigating the negative effects of stadium activities, • Providing opportunities for public art, and • Creating recreation space.

4. Enhance the sense of a safe community that embraces [children] and older people, by

• Providing natural surveillance and creating 24-hour “eyes on the street,” • Creating a community space for gatherings and celebrations, • Utilizing wayfinding methods that do not rely on literacy, • Utilizing universal design principles, • Upgrading deteriorated properties, and • Maintaining existing social services.

14 Figure 8. King Street Station in 1906. Figure 9. Newly Installed Viaducts

Urban Design Challenges

The primary challenges inherent in this complex urban design problem were to

• Preserve the historic character of King Street Station, while creating a modern multimodal transportation center (Figures 8 and 9),

• Develop a complimentary relationship between transit and two of Seattle’s most distinctive neighborhoods,

• Create a density appropriate to a transit community that respects the area’s character and demographic makeup, and

• Take a fresh, but informed, look at a much-studied area.

Figure 10. Current Aging Viaducts.

15 Beginning Assumptions

The design teams began with the following assumptions, which were established by the cosponsor and key stakeholders:

• The aging viaduct over the railroad tracks will be replaced, opening the possibility for streets to be refigured (Figures 10 and 11).

• New transportation services will be located in the “best” place according to a rigorous site analysis, not necessarily where they are shown in existing plans.

• Proposals will balance the students’ idealism with the practicality offered by the experts and key stakeholders.

The Assignment

Design teams worked with key stakeholders in the transportation and neighborhood communities to

• Develop consensus on the project’s design principles, using the goals and objectives that in themselves represented a consensus achieved during the planning process, and

• Apply the design principles to create alternatives for the transportation center, its surrounding public and civic space, and mixed-use housing.

Each of three design teams focused upon one element in the study area, including: (1) the transportation center, (2) public and civic space, and (3) mixed-use housing. Although each team dealt with just one element, the charrette was organized to facilitate dialogue across teams.

Figure 11. Existing Street Pattern.

16 The Outcomes

Urban Design Principles

Vision is not analytic; it is intuitive. It is knowing “in your bones” what can or must be done. James C. Collins and Jerry I. Porras

A “vision” is a balance between idealism and practicality. It is the dynamic tension between “what is” and “what could be.” It is keeping one eye on reality and the other on exciting new possibilities. Sharon E. Sutton

During a three-hour visioning session, eighty persons worked in small groups to locate program elements in the study area. Each group reflected upon the values underlying its decisions and then wrote several design principles. When the principles were shared across groups, the most dominant theme emphasized the pedestrian environment, which was discussed in virtually all the small groups. In different ways, the groups rationalized that the investment in a multimodal transportation center warranted rethinking the current policies on maintaining existing volumes. The pedestrian theme, and other similar themes, were compressed through a voting process with the large group agreeing on the following five design principles:

The redevelopment of the King Street Station neighborhood as a transit community should:

• Make the pedestrian supreme by denying the car as king,

• Integrate the activities and experiences of everyday life into the transit center,

• Preserve history but lay the foundation for a bold future,

• Provide a sense of home for everyone, and

• Connect people with people and people with place.

17 Urban Design Strategies Subsequent to the charrette, five student volunteers combined the charrette sketches into three distinct urban design strategies. In keeping with the values expressed during the vision- ing session, all three strategies emphasize the pedestrian environment, reducing the domi- nance of motorized vehicles at Fourth and Jackson by dispersing and calming the traffic. While all the strategies give priority to pedestrians, one of them, called the “pedestrian-first strategy,” takes the most far-reaching approach. A second, called the “celebration-of-transit strategy” focuses on the pedestrian experience of the train tracks. A third, called the “blended pedes- trian-transit strategy” creates a shared space for pedestrians and transit. Because these strategies were created after the fact, there are inconsistencies between some of the sketches shown below.

Figure 12. Monorail Station Bridging Jackson Street.

18 Pedestrian-first Strategy

• Closes Second Avenue Extension to traffic • Calms traffic on Jackson between Fifth and Third • Locates the monorail to the west of the station (Figure 12) • Creates a pedestrian-only “living room” to the north of King Street Station that serves as the entry • Adds a streetcar station on 5th Avenue at Weller Street for greater proximity with the other transportation modes • Expands sidewalks along Second Avenue and fills them with street-level activity • Redevelops infill sites with mixed-use housing that expands affordability by offering a 20 percent height bonus

19 This strategy emphasizes the first design principle, giving the pedestrian priority. By closing the Second Avenue Extension to vehicular traffic, a large Living Room is created, that encourages social life, while allowing easy connections between all modes of public transportation. The edges of the Living Room are defined by King Street Station to the south, a monorail station bridging Jackson Street to the west, local bus shelters to the north and east, and an intercity bus terminal further south toward the freeway. A smaller version of this concept maintains buildings at the northern edge to the south of Main Street, including an existing one that houses Seattle Lighting. Both versions place the Living Room at the center of transit services to ensure that the space is filled with pedestrian activity. At the same time, space is provided for people to sit and enjoy views to Figure 13. Aerial View of the Living Room. downtown, the Space Needle, and beyond (Figures 13 and 14).

Figure 14. View to City Center from the Living Room.

20 The south-facing King Street Steps connect the Living Room with housing on the North Lot. This lower-level plaza combines high volume pedestrian traffic and taxi-drop off with space for an outdoor cafe. The center of the plaza is marked by a public art installation referencing to the compass that is within the original building entry (Figure 15).

Second Avenue is a green street. Street trees, lighting fixtures, awnings, retail space, and outdoor cafes collectively form a pedestrian-friendly environment. Strong axial views north to Smith Tower and south to Seahawk’s Stadium also contribute to the street’s vitality, its southern terminus further enhanced by mixed-use housing on the North Lot. This housing is shaped so as to frame the stadium, creating a more human-scale entry (Figures 16, 17 and 18).

Increasing the allowable density on infill sites makes it economically feasible to provide affordable artist housing. By offering a 20 percent bonus to developers who devote 20 percent of the space to affordable artist units with street-level studios, 60 percent to middle-income units, and 20 percent to high-end units, the number of affordable units can be increased by 14 percent (Figures 19 and 20).

Figure 15. King Street Station Steps.

21 Figure 16. Second Avenue Looking North from Main Street.

Figure 17. Housing at the Terminus of Second Avenue.

22 Figure 18. Second Avenue Looking South from Main Street.

Figure 19. Infill Housing on Fourth Avenue South.

Figure 20. Approach to Housing Affordability (1).

23 Celebration of Transit Strategy

• Adds bold transparent structures that provide a new, celebratory face for transportation

• Provides access to those structures through a highly visible, civic plaza to the north of the station. This public plaza mitigates traffic along Jackson

• In one version (Version 1), reuses the existing historic structure as a museum of transit with the monorail running to the east within a new building

• In the other version (Version 2), creates green streets that form a linear park around the station with the monorail running to the west of the station

• Extends the streetcar south on 5th Avenue, and east on Weller Street into Chinatown/ International District

• Increases housing affordability by providing infill housing on the north lot that is at the scale of the new structures.

A second urban design strategy emphasizes the third design principle, celebrating transpor- tation with bold modern transparent structures that allow people to experience the kinetic movement of travel. The new structures will bring a new public face to the intermodal hub at King Street Station, establishing a strong presence of public transit in the cityscape.

24 Celebration of Transit Strategy Version 1 - Railroad Park

In one version, a linear Railroad Park is formed by a series of playful transparent structures that are suspended over the railroad tracks. They connect to green streets along Occidental, Second Avenue Extension, and a newly defined street north of Seahawk’s Stadium (Figure 22).

Railroad Park extends over the tracks parallel with Fourth Avenue, providing space for traveler amenities, including the Train Track Cafe, and for viewing the excitement of transit while being protected from its noise and fumes. King Street Station and a civic plaza at Fourth and Jackson are a focal point along this linear park (Figures 21, 23 and 24). Figure 21. Plan Diagram for Railroad Park Loop.

Figure 22. Train Track Cafe.

25 Figure 23. Platform Extending over Tracks to Fourth Avenue.

The plaza is demarcated by monumental columns, perhaps commissioned totem poles or some other elements that speak to the area’s cultural history. The park and the monorail are collinear down the Second Avenue Extension to Main where the monorail diverges, running to the west of the station and linking back up with Railroad Park as it loops in front of Seahawk’s Stadium (Figures 25, 26 and 27).

Figure 24. Platforms Suspended above Tracks.

26 Figure 25. Monumental Columns Demarcating the Plaza.

Figure 26. The Monorail at Railroad Park.

27 Figure 27. SE Aerial View of Transit Plaza.

Typical Seattle Block with Dark Narrow Alley Lofts on a Single-loaded Corridor

Figure 28. Approach to Housing Affordability (2).

28 A mixed-use housing proposal for the North Lot converts four linear Seattle blocks bisected by 16-foot alleys into donut-shaped blocks with two blocks to the north being narrower and two blocks to the south being wider. The development matches the scale of the neighborhood at King Street and increases in height to about 12 floors at the stadium. Second Avenue continues through the development, splaying out into a plaza toward Railroad Park. The hole of each donut contains parking on the first five floors, the roof of which serves as a private garden for the residents. A corridor rings the outer edge of the parking, providing access to lofts of many different sizes and heights (Figures 28, 29 and 30).

Figure 29. Building Section of Railroad Park Housing on the North Lot.

Figure 30. Aerial View of Railroad Park Housing.

29 Figure 31. Aerial View of the New Transportation Center.

30 Celebration of Transit Strategy Version 2 - Transportation Center

A second version of the strategy reuses King Street Station as a rail museum, encased in a new transparent bar building that integrates transit, commercial, and institutional uses within a single space. The new Transportation Center would be at the scale of new construction in the area, while comple- menting the historic building and maintaining a human scale (Figures 31, 32 and 33).

The Center might house a hotel, meeting rooms, a school, railway offices, and small shops, with the monorail running through it. Access to all modes of travel and other circulation elements would come together in a Figure 32. New Transportation Center with “mixing box,” located at Weller Street (Figures North Lot Housing. 34, 35, and 36).

Figure 33. New Transportation Center at Fourth Avenue.

31 Figure 34. Programmatic Sketch of the New Transportation Center.

Figure 35. The “Mixing Box” at Weller Street.

32 Figure 36. Historic Building in Relation to New Center.

Figure 37. Approach to Housing Affordability (3).

33 Mixed-use housing on the North lot is organized into two blocks that reflect and complement the Transportation Center. One block, running north to south between Occidental and Second Avenue, is much wider and bisected by a generous alley. Along the avenues are low-rise apartment buildings; along the alley are townhouses that share an internal garden with the apartment dwellers. The other block is much narrower and has a single medium- rise condominium organized around an interior atrium (Figures 37, 38, and 39).

Figure 38. Building Section of the New Transportation Housing on the North Lot.

Figure 39. Aerial View of the New Transportation Center Housing.

34 Blended Pedestrian-Transit Strategy

• Reduces the width of Second Avenue Extension, with one lane for public transit, one lane for cars, and another for angled parking, improving the pedestrian experience and activating retail uses

• Links an intercity bus terminal to the Transit Plaza to the north of the station

• Takes the monorail down Second Avenue Extension through the Transit Plaza with a station on Fourth

• Extends the streetcar south on 5th Avenue, and east on Weller Street into the Chinatown/International District

• Downsizes and redevelops Jackson as a green street linking to new waterfront development

• Develops a new amphitheater to the west of the station

• Recreates the Station Master’s Garden

35 A third urban design strategy integrates public transit services and improves the pedestrian environment by distributing vehicular traffic. A Transit Plaza at King Street Station is linked via a green street to another plaza on the Waterfront where new civic, commercial, and residential uses are located.

The Transit Plaza links the Pioneer Square and International District/Chinatown neighbor- hoods (Figure 40). The plaza is activated by King Street Station, , an Intercity bus terminal, and a sculptural monorail. The monorail station is strategically positioned on Fourth, forming the southern edge of the Transit Plaza. Pedestrian connections are further enhanced by an underpass linking King Street Station and the monorail station with Union Station and the Bus Tunnel (Figures 41). Figure 40. Monorail Running through the Transit Plaza. This strategy results in the smallest civic plaza due to the location of the bus terminal, but a number of other pedestrian pockets are created. The existing Metro building entry is altered to provide a generous cascading connection between the Transit Plaza and the North Lot, the historic Station Master’s Garden is restored adjacent to the train tracks and visible from the monorail, and Waterfront Park is created at the terminus of South Jackson Street on the waterfront (Figures 42, 44, 45 and 46).

Vehicular traffic is dispersed throughout the area, resulting in green streets along Yesler, Jackson, Second Avenue (Figures 43 and 47).

Figure 41. Building Section of Underpass Connecting East and West.

36 Figure 42. Monorail Station at Fourth Avenue.

Figure 43. Green Street, SE View on Second Avenue Extension.

37 Figure 44. Amphitheater Connecting the Transit Plaza and the North Lot.

Figure 45. Restored Station Master’s Garden.

38 Figure 46. East View of Waterfront Park.

39 Figure 47. Green Street, West View of Jackson Street Reaching to the waterfront.

40 Post-Charrette Follow-up

Public Presentations

A public presentation and exhibition took place in Seahawk’s Stadium Club Restaurant at the end of the charrette (Figure 48). In addition, brown bag sessions were held in City Council Chambers, at the monorail offices, and with City staff.

Responses to Public Presentations

• King Street Station is already the most intermodal station in the city. Although some modes are currently missing, the availability of transit makes this area an attractive place to live.

• The schemes show how the area can be intermodal, esthetic, green, and pedestrian-friendly. A European model with a hotel and a variety of transportation modes and services would be great. This has been an opportunity to dream with some reality considered. This will happen and soon—it’s very exciting.

• Many years ago, UW students participated in a charrette focusing on public toilets and now these toilets are coming into being. Do not be surprised if many years from now, some of these ideas come true.

• Things are already happening. A bicycle station managed by Flexcar™ has just opened on Third and the upgrading of King Street Station will begin soon.

Figure 48. Overview of Workspace in Gould Hall.

41 • The schemes illustrate that transportation is way too important to leave to transporta- tion planners. It has to be integrated with land use.

• I took the Amtrak to Vancouver and experienced train delays, but it is wonderful to be able to park and ride to the train and return home in one day.

• A transportation bill for $190 million has already been signed to create an intercity rail program. King Street Station will be the third busiest station west of the Mississippi— and we’ll see a synergy among elements. A statewide public transportation system will mesh with regional and city elements, and the intercity bus is a key part.

• To make this happen, we need to work together as a community. The charrette pulled together diverse constituents, including all the transportation people, three city departments (CityDesign, Department of Neighborhoods, and Seattle Department of Transportation), and the neighborhood people. Apart from the designs that were produced, it is the university/community partnership that is important. And the partnership will continue, for example a masters student in landscape architecture has an internship at CityDesign to complete a thesis focusing on Jackson Street

• The Open Space Plan and Blue Ring Strategy that are being developed by CityDesign places great importance on Jackson, which is also recognized in the neighborhood plans. It’s exciting to think of King Street Station as a great civic space similar to what happens in front of the in Amsterdam. It could happen here.

• It would be sad, if these ideas don’t come to fruition. How can we make this happen? (Figure 49 and 50)

Figure 49. Charrette Visioning Session. Figure 50. Charrette Visioning Session.

42 Appendix A: The Participants

Professional Credentials

Charrette Convener Sharon E. Sutton, Ph.D., FAIA, is a professor of architecture and director of the Center for Environment, Education, and Design Studies at the University of Washington. She has been an architecture educator since 1975, having held positions at Pratt Institute, Columbia University, the University of Cincinnati, and the University of Michigan, and served as the 1997-1998 president of the National Architectural Accrediting Board. Her most recent book, Weaving a Tapestry of Resistance (Bergin and Garvey, 1996), is based on a three-year evaluation of a K-12 urban design program she founded while at the University of Michigan. Dr. Sutton has been a distinguished lecturer at colleges and universities internationally, keynote speaker at professional conferences in several disciplines, served on numerous national design juries, and facilitated experiential workshops for many professional organizations and offices. Her fine art has been exhibited in and collected by galleries and museums, business enterprises, and colleges and universities. Formerly in private architectural practice in , Dr. Sutton once performed in the orchestras of the Bolshoi and other ballet companies, and for several hit shows on Broadway. She has degrees in music, architecture, psychology, and philosophy, all earned in New York City. She is licensed to practice architecture in the states of New York and Washington, and was formerly a member of the musician’s union in New York City. Dr. Sutton is a Fellow of the American Institute of Architects (AIA) and was inducted into the Michigan Women’s Hall of Fame for her service to the citizens of that state.

Charrette Co-directors John S. Rahaim is the founding executive director of CityDesign, Seattle’s office of Urban Design founded in 1999; and is executive director of the Seattle Design Commission, the city’s primary design advisory panel for public projects and related urban design initiatives. Prior to his tenure in Seattle, Mr. Rahaim was with the city of Pittsburgh Department of City Planning, where he served as associate director in charge of development review and the rewrite of the city’s zoning ordinance. Mr. Rahaim received a Bachelor of Science in Architecture from the University of Michigan, and a Master of Architecture from the University of Wisconsin- Milwaukee. Born and raised in Detroit, Michigan, Mr. Rahaim’s career path in urban design has been a reaction to that auto-oriented city of primarily one-family homes. He currently sits on the board of Consolidated Works, a contemporary arts center, and the editorial committee of Arcade Magazine.

Ronald C. Sheck, Ph.D., is employed by the Washington State Department of Transportation (WSDOT) as project manager for the redevelopment of King Street Station and as coordinator between the WSDOT intercity rail program and Sound Transit’s commuter rail program. His 30- year career in the public transportation arena has included state and local government, the private sector and university teaching and research. His areas of transportation specialization are intercity rail passenger service, urban rail transit, intermodal facility planning and design,

43 and redevelopment of historic train stations as focal points of community revitalization. Dr. Sheck has served on the faculty of the Ohio State University, New Mexico State University, and the University of South Florida. He has carried out policy, planning and applied research for the states of New Mexico, Florida, Montana and Washington as well as for transit agencies, the Florida Legislature and the Federal Transit Administration. From 1983 to 1991 he served as Director of the Transportation Programs Division of the New Mexico State Highway and Transportation Department. His university teaching portfolio includes transportation planning, urban design, planning and public policy, transportation and land use, and urban rail transit. He is the author of numerous articles, reports and policy documents, including the Guidebook on Train Station Revitalization for the Great American Station Foundation. He is member of the American Planning Association and serves on the National Academy of Sciences/ Transportation Research Board committees on intercity passenger rail; commuter rail; and intermodal transportation facilities.

Robert Scully is an urban designer with CityDesign and the Department of Design, Construction and Land Use at the City of Seattle. He is project manager for the Center City Open Space Strategy, the Center City Wayfinding Project, and the Westlake Avenue Design Project. Prior to joining CityDesign, Mr. Scully was with the city’s Neighborhood Planning Office as a project manager for the Commercial Core, Downtown Urban Center, Fremont, Georgetown, South Park, and other neighborhood plans. He has developed educational materials on housing design and for workshops on urban design. Mr. Scully’s professional experience also includes landscape architecture, furniture design, civil engineering, and video production. He was awarded a Bachelor of Arts degree in the Geography of Ecosystems from the University of , Los Angeles in 1978 and a Master of Landscape Architecture degree from the University of Washington in 1988.

Transportation Center Team Leaders David Clinkston is an architectural designer in the Seattle office of Otak, Inc., a multi- disciplinary firm with architects, landscape architects, planners, and structural and civil engineers practicing a holistic, integrated approach to community design projects of varied size and scale. With 21 years experience, Mr. Clinkston has been responsible for conceptual design, community outreach, architectural design, project management, construction documents and construction phase administration on a wide variety of building types. His experience includes design of single- and multifamily residential buildings, schools, civic facilities, and community centers. Much of Mr. Clinkston’s focus during the last eight years has been on transportation architecture and related urban design. Recent projects include a ferry terminal in Edmonds, Washington, three Sounder Commuter Rail Stations in Seattle and Tacoma, three Light Rail Stations for Sound Transit, and overall design management of five stations in the first light rail segment to be constructed for Sound Transit in Tacoma. He serves on the Pioneer Square Public Spaces Committee and Seattle Chapter AIA Urban Design

44 Committee, and as a member of Allied Arts, is involved with its Seattle Waterfront Campaign. Mr. Clinkston earned a Bachelor of Arts in Psychology degree from Sonoma State College in California in 1976 and was awarded an Master of Architecture degree from the University of Washington in 1986.

S. Etty Padmodipoetro is a senior associate with Stull and Lee, Inc. in Boston, where she is currently serving as project associate and urban designer on the Central Artery Project in Boston. This project encompasses $14 billion in reconstruction and completion work for two interstate highway systems that pass through the city. During her twelve-year involvement on the project, Ms. Padmodipoetro has provided architectural and urban design expertise for efforts in East Boston, South Bay, and Charles River Crossing. In East Boston, she has served as lead urban designer for the preliminary design of the award-winning Vent Building 7, lead urban designer for a new $22 million neighborhood park, design coordinator with the MBTA for the relocation of the Airport Station, and lead coordinator for all design phases of the highway architecture (approximately $600 million in construction cost). Ms. Padmodipoetro’s other transit-related projects include the Tidewater Light Rail Transit project in Norfolk, Virginia, the South Norwalk Railroad Station in Connecticut, and the North Service Area of Logan Airport. Ms. Padmodipoetro is currently engaged in the construction inspection for CA/T highway architectural elements, and is also serving as an urban designer for several HOPE VI master planning projects. She was awarded a Bachelor or Architecture from the University of Minnesota in 1979, received the Harvard/MIT Aga Khan Traveling Scholarship in 1981, and has also been a guest studio critic in urban design at Harvard Graduate School of Design and Institute of Technology. She is a registered architect in the state of Massachusetts.

Public and Civic Space Team Leaders Christopher Guillard is a partner with Conger Moss Guillard Landscape Architecture in , a collaborative design and management practice that is committed to an increas- ingly healthy natural environment and a compelling, socially responsible, and architectural appropriate cultural environment. As consultant to the architecture firm SMWM, the firm has been involved in large-scale urban reuse projects, for instance Pier 40 on Manhattan’s West Side and a former military base on Treasure Island in San Francisco bay. Mr. Guillard was previously with Hargreaves Associates, where he was project designer on many of the firm’s award-winning public open space projects, including Crissy Field Park in San Francisco’s Presidio. He was also project manager for the Guadalupe River Park project in San Jose, California, and Phase I of the Henderson Riverfront Park project in Henderson, Kentucky. Mr. Guillard has remained an active academic, teaching and lecturing at the University of Califor- nia—Berkeley and Virginia Tech, where he received a Bachelor of Landscape Architecture degree in 1994. Mr. Guillard’s design and technical skills are counter balanced by a deep understanding of urbanism and social theory. Formerly with the Community Design Assistance

45 Center in Blacksburg, Virginia, he has a perennial concern with the relationship between design and community, and he continues to explore the critical use of computing and digital technol- ogy as design and communications tools. Mr. Guillard received the Outstanding Young Alumni Award from Virginia Tech in 2000. He is a member off the Construction Specifications Institute and a Certified Construction Documents Technologist.

Don Miles, FAIA, is an associate partner and director of urban design at Zimmer Gunsul Frasca Partnership in Seattle. He has led numerous urban design projects, including the University of Washington light rail stations, , Union Station Redevelopment, Tacoma Thea Foss Waterway Development, Chicago State Street Revitalization, and master plans for Whitman, University of Puget Sound, Western Gateway Park in Des Moines, Iowa, and the state Capitol campuses and adjacent neighborhoods of Washington, Minnesota, and Iowa. Mr. Miles is a founding board member of Project for Public Spaces in New York City, a National nonprofit organization concerned with the design and management of public spaces, and is also a former director of urban design for the New York Mayor’s Office of Midtown Planning and Development. He received a Bachelor of Architecture degree from the University of Washington and a Master of Architecture degree, as well as a Master of City Planning in Urban Design degree from Harvard University.

Mixed-use Housing Team Leaders Jerry V. Finrow, FAIA, was dean of the College of Architecture and Urban Planning at the University of Washington from 1995-2000. He is a past president of the Association of Colle- giate Schools of Architecture (ACSA), a professional organization representing all schools of architecture of North America. He is currently dean emeritus and professor of architecture, whose specialization is in the area of the history, theory, and design of housing. Prior to 1995, he was professor and dean of the School of Architecture and Allied Arts at the University of Oregon, where he also was a research associate in the Center for Housing Innovation. Profes- sor Finrow was also co-principal investigator for the Energy Efficient Industrialized Housing Project, funded by the US Department of Energy. He is a specialist in industrialized housing technology, especially using wood, and is also an historian of housing theory and design in Europe. Professor Finrow has held a number of visiting appointments at various schools, including North Carolina State University, the University of Southern California, and the Helsinki Technical University at Otanemi, Finland. A licensed architect with an active practice and many design awards, Professor Finrow is a Fellow of the American Institute of Architects (AIA). He received his undergraduate professional degree in architecture from the University of Washing- ton and his graduate degree from the University of California at Berkeley. He has also served as a member and treasurer of the AIA/ACSA Council on Architectural Research.

46 Franz Ziegler is an architect and urban designer from Rotterdam, the Netherlands. His private practice consists of public and institutional projects, high- and low-density housing, as well as numerous urban design projects. Mr. Ziegler collaborates with Archohm Architects in New Dehli on various projects in India and was formerly part of Palmboom v/d Bout, one of the leading urban design firms in the Netherlands specializing in urban housing projects. Since 1997, he has been a lecturer at the School of Architecture of the Technical University of Delft and has been a guest lecturer at various other institutes in the Netherlands, United States, and India. Mr. Ziegler received a Bachelor of Architecture degree and a Masters of Architecture degree from the Technical University of Delft. In 1992, he participated in the spring semester exchange program at the School of Architecture in Ahmadabad, India.

Charrette Photographer John Stamets is a lecturer in Architecture, where he teaches courses in architectural photog- raphy and manages the Photo Lab and Studio for all students in the college. Before joining the faculty in 1992, he worked as a professional photographer, writer and editor. He received his Bachelor of Arts degree from Yale College, where he had the opportunity to study with the late documentary photographer Walker Evans. He started his own photographic career in 1976 as a photographer for the weekly Seattle Sun newspaper. During the 1980s he worked as a freelance photojournalist, artist, and writer. His book, Portrait of a Market, on Seattle’s was published in 1987. Today as an architectural photographer, he specializes in documenting historic buildings and properties to the standards of the Historic American Buildings Survey (HABS) and Historic American Engineering Record (HAER). As an artist, he is especially interested in photographing the formation of buildings during construction. His work has been exhibited widely in the Seattle area. He exhibited work at the new Bellevue Art Museum where he was an artist-in-residence during the construction of that building in 1999-2000.

Charrette Evaluator Lana Rae Lenz is senior consultant and coordinator for program development for the Center for Instructional Development and Research (CIDR) at the University of Washington. In her consulting role, she works with administrators, faculty, and teaching assistants on the design, implementation, and assessment of courses and instructional programs, primarily in the arts, humanities, and social sciences. As coordinator for program development, she takes a leadership role in the development and execution of other special projects undertaken by CIDR as a part of its mission to the university.

47 Design Team Members An asterisk (*) indicates a student who volunteered to synthesize the concepts produced after the charrette

Transportation Center Team Team Leaders David Clinkston and Etty Padmodipuetro Student Leader Lisa Baker* Stakeholders Tonya Buell, Kirk Fredrickson, Steve Pearce, Tim King, Jeffrey R. Wolfe, and Ron Sheck Students Architecture: Carolina Alvarado, Casey Borgen, Molly Cherney, Nick Cranmer, Sarah Etingen-Ayers, Craig Hollow, Katarina Hullert, Shawn D. Kemna, Anna Labbee, Mathew Lipps, and Mary Rowe Community and Environmental Planning: Heather Anderson* and Sunny Yim

Public and Civic Space Team Team Leaders Chris Guillard and Don Miles Student Leader Jay Irons* and Celeste Gilman* Stakeholders Rob Ketcherside, Scott Kirkpatrick, Ann Sutphin, J. Craig Thorpe, John Rahaim, and Robert Scully Students Architecture: Anita Alling-Dam Lloyd, Alev Ataman, Will Caramella, MiYun Cho, Paul DeJong, Sean C. Doyle, Alan Ho, Susan Locsin, Karen Mok, John Hilgeman and Sergio Ruiz-Alonso Community and Environmental Planning: Scott Guter Landscape Architecture: Mieko Ishihara

Mixed-use Housing Team Team Leaders Jerry V. Finrow and Franz Zeigler Student Leader Lindsay Delecki* Stakeholders Bea Kumasaka, John Eskelin, Tory Lauglin-Taylor, Dennis Meier, Michael Miller, and Charles Prestrud Students Architecture: Lorenzo Battistelli, John Champer, Katie Chrisman, David DiPuma, Miriam Hinden, Archana Iyenger, Christopher Johnston, Nik Korschinowski, Yong Sang Kwak, Patrick J. LeMaster, Malkie Norwitz, Won Park and John Wolters Community and Environmental Planning: Aaron Eckerle

48 Key Stakeholders

City Agencies CityDesign, DCLU: John Rahaim and Robert Scully Department of Neighborhoods: John Eskelin and Gary Johnson Seattle Department of Transportation (SDOT): Kris Effertz and Steve Pearce Seattle Monorail Consultant: Lesley Bain (Weinstein AU)

Architects and Developers Housing Resources Group: Tory McLaughling-Taylor Jeffrey R. Wolfe, Architect Lorig Management/Uwajimaya Village: Phillip Combs Nitze-Stagen: Alan Cornell and Kevin Daniels OTAK, Inc.: David Clinkston and Peter Watson Samis: William Justen Vulcan Inc.: Scott Matthews, Jim Mueller, and Lyn Tangen Zimmer Gunsul Frasca Partnership: Don Miles

Neighborhood Organizations Downtown District Council: Bea Kumasaka Historic Seattle: Mark Blatter and John Chaney Inter*Im: Michael Horner and Tom Im South Downtown Foundation: Todd Graham and Brian Surratt Pioneer Square Community Association: Craig Montgomery and Benjamin Nicholls

Transportation Agencies (In-City/County/State/Interstate) Greyhound Lines, Inc.: Michael Ake, John Isaacson, Bill Lewis, Adela Liberal, Dorothy S. Revels, and Richard Veaater Metro Transit Division: Sandy Stutey Port of Seattle: Stephanie Jones Seattle Monorail Project: Jonathan Dong Sound Transit / Sounder: David Beal Sound Transit: Mike Bergman, Scott Kirkpatrick, Michael Miller, and Lana Nelson Washington State Department.of Transportation (WSDOT): Carol Hunter, Steven D. Leach, Ron Sheck, and Jim Slakey Washington State Ferries: Tim King and Celia Schorr

University of Washington Department of Architecture: Jerry Finrow, Vikram Prakash, and Diane Stuart Department of Architecture/CEEDS: Sharon E. Sutton 49 Appendix B: Focus Group Data

Focus Groups Chong Wa ID ID PioneerArtists UW Average Association Adults Teens Square Students Number of Participants 4 6 11 4 3 4 32

What do you like about the area? ( on a scale 1 to 8, with 1 being what you DISLIKE most) Seeing the trains 6.0 6.0 5.0 5.0 2.0 3.0 4.5 Views 3.0 6.0 2.0 6.0 7.0 5.0 4.8 Two distinct neighborhoods 3.0 2.0 6.0 4.0 6.0 1.0 3.7 Diverse, spontaneous quality 1.0 4.0 1.0 1.3 1.0 2.7 1.8 Proximity to business district 4.0 3.0 4.0 3.0 5.0 4.0 3.8 Historic buildings 2.0 1.0 1.0 2.0 4.0 2.0 2.0 Landmarks (stadiums, stations, etc.) 5.0 5.0 3.0 3.0 1.0 3.0 3.3

What do you NOT like about the area? ( on a scale 1 to 8, with 1 being what you DISLIKE most) Hard to navigate 4.0 5.0 5.0 6.0 1.0 3.0 4.0 Too much noise 8.0 6.0 3.0 5.0 2.0 5.0 4.8 Feels unsafe 5.0 2.0 1.0 3.0 5.0 1.0 2.8 Feels deserted 3.0 6.0 2.0 4.0 3.0 4.0 3.7 Looks run down 2.0 3.0 7.0 2.0 4.0 3.0 3.5 Hard to find parking 1.0 7.0 4.0 7.0 7.0 7.0 5.5 Attracts vagrants 6.0 4.0 6.0 1.0 6.0 6.0 4.8

What would make it more pedestrian-friend? ( on a scale 1 to 10, with 1 being the most important) neighborhoods 2.0 1.0 6.0 4.0 7.0 1.0 3.5 Re-route the traffic 6.0 8.0 3.0 6.0 2.0 8.0 5.5 Make Fourth Street into a boulevard 7.0 7.0 7.0 6.0 9.0 4.0 6.7 Get rid of the Second Avenue Extension 8.0 9.0 6.0 2.0 3.0 9.0 6.2 Make wider sidewalks on Jackson Street 5.0 4.0 5.0 3.0 8.0 5.0 5.0 Create more shops along the streets 3.0 3.0 2.0 1.0 1.0 3.0 2.2 Plant more trees 2.0 5.0 1.0 3.0 5.0 2.0 3.0 Make more open spaces 4.0 2.0 2.0 8.0 4.0 6.0 4.3 Create more amenities (seating, art, paving, etc.) 1.0 6.0 4.0 5.0 6.0 7.0 4.8

Highlighted rows indicate the top selection(s) for each question.

50 Focus Groups Chong Wa ID ID PioneerArtists UW Average Association Adults Teens Square Students Number of Participants 4 6 11 4 3 4 32

What type housing is needed? ( 1 = yes; 0 = no) Low-income affordable 1.0 0.8 0.7 0.5 0.5 1.0 0.8 Mixed-income housing 1.0 1.0 1.0 1.0 1.0 1.0 1.0 High-rise housing 0.8 1.0 0.3 0.5 0.0 0.0 0.4 Low-rise Housing 0.8 0.7 0.3 1.0 1.0 1.0 0.8 Single-Room Occupancy units (SRO) 0.8 0.3 0.3 0.3 1.0 0.7 0.6 Rental housing 1.0 1.0 1.0 0.3 1.0 1.0 0.9 Condominiums 0.5 1.0 0.4 1.0 1.0 0.5 0.7 Artist live/work units 0.8 0.8 0.6 0.8 1.0 1.0 0.8 Lofts 0.3 0.7 1.0 0.8 1.0 1.0 0.8

What amenities does the station need? ( on a scale 1 to 10, with 1 being the most important) A historic, culturally significant station 5.0 7.0 9.0 7.0 2.0 4.0 5.7 Clean, modern trains and buses 1.0 5.0 2.0 2.0 3.0 5.0 3.0 Frequent departures and arrivals 4.0 1.0 8.0 1.0 6.0 1.0 3.5 Good connections between modes of transit 3.0 2.0 5.0 5.0 4.0 2.0 3.5 Ease of purchasing tickets 6.0 8.0 6.0 6.0 9.0 4.0 6.5 Personal safety 1.0 3.0 1.0 2.0 7.0 3.0 2.8 Comfortable waiting areas 4.0 9.0 4.0 8.0 5.0 6.0 6.0 Places to shop, eat, and have fun 2.0 6.0 3.0 4.0 1.0 7.0 3.8 Ease of getting around after you leave the station 4.0 4.0 6.0 8.0 8.0 5.0 5.8 Work space with Internet connections 7.0 10.0 7.0 9.0 10.0 8.0 8.5

51 Appendix C: Demographic Data

Subject # Tract % Tract # Tract % Tract Avg # Tracts Avg % Tracts # City % City 91 91 92 92 91-92 91-92 Total Population 2,083 100 1,836 100 1,960 100.0 563,374 100

Sex and Age Male 1,100 52.8 1,176 64.1 1,138 58.5 280,973 49.9 Female 983 47.2 660 35.9 822 41.6 282,401 50.1

Age under 9 113 9.8 25 1.3 69 5.6 50,674 9 Age 10-19 177 8.5 33 1.8 105 5.2 53,073 9.5 Age 20-34 322 15.4 466 25.3 394 20.4 173,296 30.8 Age 35-54 606 29.1 692 37.7 649 33.4 176,530 31.4 Age 55-64 135 11.3 222 12.1 179 11.7 19,647 7.4 Age 65-84 450 21.6 353 19.3 402 20.5 56,736 10 Age 85 and over 90 4.34 45 2.5 68 3.4 11,071 2

Median Age 47 46 46 0.0

Race One race 1,943 93.3 1,704 92.8 1,824 93.1 538,226 95.5 White 363 17.4 850 46.3 607 31.9 Black or African American 325 15.6 262 14.3 294 15.0 47,541 8.4 American Indian, Alaska Native 29 1.4 47 2.6 38 2.0 5,659 1 Asian 1,176 56.5 500 27.2 838 41.9 73,910 13.1 Islander 11 0.5 3 0.2 7 0.4 2,804 0.5 Some other race 39 1.9 42 2.3 41 2.1 13,423 2.4 Two of more races 140 5 132 7.2 136 6.1 25,148 4.5

Relationship In housholds 1,745 83.8 1,482 80.7 1,614 82.3 536,719 95.3 In group quarters 338 16.2 354 19.3 346 17.8 26,655 4.7 Family households 408 41.8 167 14.4 288 28.1 113,400 43.9 Non-family households 567 58.2 995 85.6 781 71.9 145,099 56.1

Housing Occupancy Total housing units 1,047 100 1,233 100 1,140 100.0 270,524 100 Occupied housing units 975 93.1 1,162 94.2 1,069 93.7 258,499 95.6

Housing Occupancy and Tenure Owner-occupied housing units 18 1.8 50 4.3 34 3.1 125,165 48.4 Renter-occupied housing units 957 98.2 1,112 95.7 1,035 97.0 133,334 51.6

Avg. household size of owner-occupied unit 2122 Avg. household size of renter-occupied unit 2122

52 Appendix D: Reference Materials

Design Parameters

Charrette Brief. Prepared by Sharon E. Sutton.

Transportation Center Design Parameters. Compiled by Ron Sheck, John Isaacson, and Edward LeFlufy.

Public and Civic Space Design Parameters. Compiled by Robert Scully.

Mixed-use Housing Design Parameters. Compiled by Robert Scully.

Previous Neighborhood Studies

The Blue Ring Connecting Places: 100-year Vision (2002, June). Seattle’s Open Space Strategy for the Center City. Prepared by CityDesign.

Center City : A Summary of Plans, Gaps, and Outcomes since 1985: Part One of Connections and Places (circa 2000). Prepared by CityDesign (Robert Scully and Peter Aylsworth).

King Street Area Improvements Urban Design Study (1998, November). Prepared by Nakano Dennis Landscape Architects (with ICF Kaiser Engineers and OTAK) for SeaTrans.

Executive Summary: Proposed South Downtown Investment Strategy (1998, September). Prepared by the City of Seattle Strategic Planning Office.

Chinatown/International District Strategic Plan (1998, June 15).

Pioneer Square Neighborhood Plan (1998, March). Prepared by the Pioneer Square Planning Committee, adopted by Council on 11/16/98.

Summary Report: Pioneer Square Phase II Partnership Summit (1997, October). Prepared by the Pioneer Square Planning Committee.

New Pacific NW Baseball Park: Pedestrian Connections Plan (1997, June). Prepared by Weinstein Copeland Architects for NBBJ.

Pioneer Square—A Place for Artists: Artist Live/work Symposium Report. (1997). Prepared by the Pioneer Square Community Development Organization.

South Downtown: Directions for Design and Implementation Preliminary Findings (1995, June 13). Prepared by the Seattle Design Commission.

53 South Downtown: Directions for Design and Implementation (1995, September). Prepared by the Seattle Design Commission.

South Downtown: Directions for Design and Implementation Resource Booklet (1995, November). Prepared by the Seattle Design Commission.

Design Integration Workshop: Putting the Pieces together in Seattle’s South Downtown (1994, August 11). Seattle Design Commission (with the City of Seattle and DCLU).

Mayor’s Recommended Pioneer Square Plan Update (1990 Fall). Seattle: Department of Community Development.

Gateways to Pioneer Square: A Public Urban Design Workshop (circa 1988). Prepared by John Chaney (Pioneer Square Preservation District) and Denice Johnson Hunt (Urban Design)

Studies of King Street Station

King Street Station Redevelopment Master Plan Summary Report (1997, November). Prepared by OTAK, Inc. and Hardy Holzman Pfeiffer Associates for WSDOT.

Seattle Intermodal Transportation Terminal Area Pedestrian Connections Evaluation (1995, June 30). Prepared by EDAW, Inc and the Transpo Group for the Seattle Engineering Department.

Design Integration Workshop: Putting the Pieces together in Seattle’s South Downtown— Working Session on Final Design Alternatives to the Intermodal Terminal (1995, June 08). Seattle Design Commission (with the City of Seattle and DCLU).

Seattle Intermodal Transportation Terminal (Undated). Prepared by Jim Johnson. Has drawings by J. Craig Thorp and Stull and Lee et. al. for Seattle Engineering Department.

General Transportation Studies

Bertolini, Luca and Spit, Tejo (1998). Cities on Rails: The Redevelopment of Railway Station Areas. New York: E & FN Spon.

Creating Transit Station Communities in the Central : A Transit-oriented Development Workbook (1999, June). Prepared by the Puget Sound Regional Council.

The Role of Transit in Creating Livable Metropolitan Communities (1997) TCRP Report 22, Project for Public Spaces, Inc in New York City.

Transit and Urban Form: TCRP Report 16 (1996). Parsons Brinckerhoff Quade and Douglas, Inc in Portland, Oregon. 54 55 56