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Executive Summary

Table of Contents:

1. Turning Planning Into Action
2. Summary of Key Business and Land Use Decisions
   1. Ocean Terminal
   2. Residential Land Use - Budd Inlet
   3. Residential Land Use - Airdustrial Park
   4. Foreign Trade Zone
3. Values Statement
4. Mission Statement
5. Vision Statement
6. Goals & Objectives
7. Budd Inlet Land Use Plan
8. Airdustrial Park Land Use Plan
9. Olympia Airport Master Plan
10. Capital Facilities Plan

topI.   Turning Planning Into Action

Beginning in 1992, the Port of Olympia undertook a thorough review of its operations and its service to the Thurston County community. The Port developed a four- cornered strategic planning process, conducted a public outreach program, studied its commercial markets, and updated its environmental review information.

First, the Port redefined its values, vision, mission, goals and objectives. To do this, it reached out to the community through the newspapers, radio, local television, and asked the public for its help. The Port enlisted the assistance of over 100 citizens as members of three strategic planning committees, which digested volumes of Port-related information and provided feedback on Port policy revision. Port staff and consultants also conducted a visual preference survey and a series of design workshops to discover the public's feelings about how future Port developments should look. It published a countywide newsletter, The Navigator, in April 1994 to advise the entire port district of the Port's progress. The Port's public outreach caught the attention of other organizations statewide and even earned it a favorable mention by a League of Women Voter's representative speaking to the Washington Public Ports Association.

Through its market research studies, the Port reviewed the operation of its marine terminal, its land leasing division, the East Bay Marina, the Olympia Airport, and the other commercial areas in which it does business in order to determine the economic viability of its current market operations. It also used the studies to look for ways to enhance its enterprise revenue.

In addition, the Port conducted an innovative environmental review as part of its strategic planning process. It created a "non-project" Environmental Impact Statement, published draft development scenarios, and solicited public comment. This EIS now provides a basis for all future projects which the Port undertakes and should reduce both the time and cost of subsequent environmental review, while maintaining the Port's commitment to environmental protection.

The Port Commission defined five deliverables which were to come out of the strategic planning process. These deliverables are the revision of the Port's Airdustrial and Budd Inlet Land Use Plans, a 6-year Capital Facilities Plan, and the development of a new Port Business Plan and Budget. On a separate track and parallel track, the Port has been updating the Olympia Airport Master Plan to produce an Update to the Master Plan.

The Port has used the information gathered during its planning efforts to draft land use plans for the airport properties in Tumwater and the waterfront properties in Olympia. These reports were submitted to the Port's newly formed Planning & Advisory Committee. The Port Commission impaneled the twelve member Planning & Advisory Committee, which grew out of the prior strategic planning committee system, to advise the Port Commissioners on an on-going basis. The Land Use Plans were their first assignment. From August to November 1994, the Planning & Advisory Committee reviewed the Land Use Plan drafts, and then submitted their comments and recommendations to the Port Commission in November 1994.

In addition, the Port staff conducted a series of public meetings to explain the Port's land use plan proposals and to obtain further comment on them. In addition to these public forums, the Planning & Advisory Committee meetings and Port Commission business meetings at which the land use plans were discussed were open to the public. The Port also conducted a statistically valid telephone survey to ascertain public response to some of the Port development options.

The milestone product from all of the above activities is the May 1995 Comprehensive Plan. Each of the above elements has been incorporated into the Comprehensive Plan. While working on the strategic plan and land use plans outlined above, the Port also undertook an update of the 1990 Airport Master Plan. This project was also served by two advisory groups and underwent a public review and involvement process. This element is included as part of the Comprehensive Plan in summary form. Due to the size of the Airport Master Plan Update, it is available in its entirety as a separate document; however, it is a part of the Comprehensive Plan.

As the Port turns planning into action, it has taken into account the public comments which it has received and the studies it has undertaken. The Port is looking forward to continuing its partnership with the Thurston County community to develop new ways to support trade and economic development, protect the environment, and serve the community.
  

topII.       Summary of Key Business and Land Use Decisions

Through the planning process discussed above, several key decisions were made by the citizen groups and Port Commission which relate to the Port's properties. They are as follows.

A. Ocean Terminal

In the strategic planning process, the strategic planning committees affirmed the role of the Port of Olympia as the port-of-entry for international and domestic shipping by way of the Ocean Terminal. The committees based their decision on the uniqueness of the Ocean Terminal, the pending Foreign Trade Zone application for the Budd Inlet properties, Airport and Airdustrial Park, and the market analyses mentioned above.

In the land use planning process, the Port's Planning & Advisory Committee recommended to the Port Commission that it continue to make the necessary and cost effective investments for the development of infrastructure and capital facilities to implement the Budd Inlet Land Use Plan. The Planning & Advisory Committee placed particular emphasis on the Ocean Terminal, and pointed out the uniqueness and importance of the Ocean Terminal as an existing source of family-wage jobs. The Planning & Advisory Committee recommended that the Port reserve flexibility in developing the Ocean Terminal to better respond to market demands, as well as other land use districts on the Port Peninsula.

As a result of these recommendations, the Ocean Terminal is retained as a significant element of the Port's properties as outlined in the Budd Inlet Land Use Plan, and the capital improvements necessary to ensure its viability are included within the Capital Facility element of this plan.

B. Residential Land Use - Budd Inlet

Over the years residential uses on the Budd Inlet properties have been considered by the Port, particularly on the Port Peninsula. Through the strategic planning process outlined above, the committees evaluated residential uses and the final decision was to not include residential as a land use on the Port Peninsula for the following reasons.

1. Residential uses tend to conflict with industrial and commercial uses primarily in terms of noise and access.
     
2. Residential uses are not considered water-dependent uses under the U.S. Army Corps of Engineers Section 404 permit issued to the Port in 1982 for the development of the East Bay Marina basin, and approximately 54 acres of upland, and therefore are not allowed on the majority of the eastern Port Peninsula.
      
3. Residential uses of the Port Peninsula are not the highest and best use of the limited industrial, commercial and recreational waterfront owned by the Port.

C. Residential Land Use - Airdustrial Park

Through the land use planning process outlined above, and during the planning process for the State of Washington's Tumwater Satellite Campus project, residential land uses on Airdustrial Park property were considered. The final decision was to not include residential as a land use at Airdustrial Park because residential uses are not compatible in the vicinity of the Olympia Airport, and are not allowed by the Federal Aviation Administration, which has review and approval authority for land uses at Airdustrial Park.

D. Foreign Trade Zone

Another key decision made by the Port Commission related to the comprehensive planning process was the pursuit of Foreign Trade Zone status.

In 1994, the Port took the lead in preparing and sponsoring an application to the U.S. Department of Commerce for Foreign Trade Zone status for its properties as well as other areas in Thurston, Lewis, Mason and Kitsap counties. A Foreign Trade Zone is an area under U.S. Customs supervision where foreign products may be brought into the country deferring payment of duties until the goods leave the zone and enter the U.S. stream of commerce. The basic advantage is that imports may be stored, exhibited, processed or assembled without duties being paid until the goods are physically moved out of the zone. Moreover, if imported goods are later exported, no customs duties are paid at all.

The proposed formal zone title is South Puget Sound General Purpose Foreign Trade Zone. A final decision by the U.S. Department of Commerce regarding this application is anticipated in 1995.

The following sections further describe the contents of the Comprehensive Plan.

top   III. Values Statement

The Port of Olympia is committed to:

• Leadership and innovation
• Environmental stewardship
• Sustainable economic strength
• Importance and participation of its constituent citizens, employees and Port customers
• Openness, integrity and accountability
• Entrepreneurialism
• Its heritage

topIV. Mission Statement

The mission of the Port of Olympia shall be to vigorously manage its assets to provide maximum benefits to the citizens of Thurston County.

To do this, the Port shall BUILD relations, facilities and infrastructure that help the Thurston County economy GROW, while it serves those who MOVE products and people and accepts a role to IMPROVE Thurston County's recreation options and environment.

topV. Vision Statement

The Port of Olympia sees itself, over the next twenty years, serving the Thurston County community as:

1. An Enterprise Center
2. An Economic Development Facilitator
3. An Environmental Integrator
4. A Public Service Provider

These four roles are separate and distinct. For example, the "Enterprise Center" role, which generally requires the Port to make a profit from its activities that fall in this category, does not govern the Port in executing its other roles such as "Public Service Provider."

In addition, these four roles are mutually supportive of each other and the various activities of the Port may fall under two or more categories.

Throughout this Vision Statement, the concept of "profit" is used. In calculating profit, the Port has identified three forms of "currency, " which are:

1. Monetary return to the Port (net cash);
2. Monetary return to the Thurston County economy resulting from jobs, increased tax base, etc., created by Port activity; and
3. Non-monetary return to the Thurston County community (infrastructure and services provided by the Port which contribute to the quality of life in the area).

1. Enterprise Center: "Enterprise Centers" should operate like a private business by developing business plans to guide their operations and netting a profit on their operations. "Making a profit" in the enterprise sense requires the first form of currency, monetary return to the Port, but the other two forms of currency are legitimate secondary goals of enterprise activity. Further, every enterprise center at the Port need not turn a profit every year, so long as their sum shows a profit. Some centers may justifiably lose money if they are acting pursuant to their business plan and are on track to making a profit.

The Port will mange "enterprise centers" such as:

2. Economic Development Facilitator. The Port should work cooperatively with other jurisdictions to facilitate, through direct and indirect means, the smooth functioning and growth of the Thurston County community's economy, by acting as:

1. Economic Catalyst: Serve as catalyst in economic development and economic diversity;
     
2. Developer: Acquire and manage land, facilities, and transportation infrastructure for economic development activities; and
     
3. Risk Taker: Syndicate risk, e.g., invest with others in facilities which encourage businesses to locate or remain in the area.

3. Environmental Integrator. The Port, as an "environmental integrator," will work to sustain and foster Thurston County's:

1. Natural environment, and
2. Social fabric.

4. Public Service Provider. The Port, as a "public service provider," will provide services directly to the public in such general areas as (1) Transportation, (2)Trade and Commerce, (3) Recreation, Education and Culture, and (4) Economic Development.

topVI. Goals & Objectives

GOAL 1. To Ensure the Economic Viability of the Port.

• By increasing the Port's "Enterprise Activity" net income.
   
• By collective Enterprise Centers breaking even by December 31, 1995.
    
• By the Commission articulating quantifiable goals for Enterprise Center(s)' net income each year.
     
• By developing financing strategies to obtain necessary revenue as determined by business plans.

GOAL 2. To Facilitate Economic Development Within Thurston County.

• By supporting the vitality of existing public and private employers in Thurston County.
    
• By attracting new businesses in Thurston County in targeted markets and locations.
    
• By helping to diversity the economy in Thurston County.
    
• By hosting an annual countywide business summit.

GOAL 3. To Exercise Environmental Stewardship.

• By assuring that all activities which involve the Port are conducted in a manner which protects the environment.
    
• By cleaning up areas or sources of pollution on Port property.
    
• By participating in the restoration of the natural environment on and around Port property, where appropriate.
    
• By acquiring and protecting such properties as may serve the goals of the Port for mitigation, enhancement, and restoration.
    
• By implementing a pollution prevention program.

GOAL 4. To Provide Public Services/Infrastructure to the Residents of Thurston County as Authorized.

• By providing the necessary transportation services / infrastructure.
   
• By providing the necessary services / infrastructure for industrial development.
    
• By providing necessary recreation services / infrastructure.
    
• By providing the necessary environmental facilities and enhancements.

GOAL 5. To Identify and Implement Limits for Port Taxes.

• By developing a Port policy and supporting accountability system for Port enterprises that limit any use of taxes to non-operating expenses by December, 1994.
      
• By the Port Commission and Citizens Advisory Committee developing criteria for any potential use of tax levies, addressing economic development, public services and infrastructure investment by December, 1994.

GOAL 6. To Fulfill the Port's Social Compact with the Thurston County Community.

• By providing education to members of the Thurston County community about the Port.
   
• By involving the members of the Thurston County community in the Port's decision-making process.
   
• By working with the other governmental jurisdictions within Thurston County.

GOAL 7. To Operate the Port in a Professional Manner.

• By implementing annual business plans for the overall Port and for each of its Enterprise Centers.
    
• By building accountability into all processes.
    
• By creating a quality and customer service management program.
     
• By annually reviewing the Port's comprehensive plans.

topVII. Budd Inlet Land Use Plan

Existing Character. The Port Peninsula is a mixed-use industrial, commercial, retail and recreational peninsula; with an area equivalent to about 80 downtown city blocks. The Port of Olympia owns a majority of the Port Peninsula, and a significant amount of surrounding tidelands. The centerpiece of the Port Peninsula is the international marine terminal, which is used for the import and export of products. This primary use is industrial in nature. The eastern portion of the Peninsula is the East Bay Waterfront, which the Port developed for recreational and commercial uses. The centerpiece of the East Bay Waterfront is the East Bay Marina, which offers moorage, boat launch, and support facilities.

The Port's ownership on the west side of the West Bay of Budd Inlet is approximately 40 acres, of which about 7 are upland. The primary use on these properties is industrial in nature. The Port dedicated by easement to the U.S. Fish and Wildlife Service the area known as the Port Lagoon, to serve as a fish and wildlife conservancy area and as mitigation for the development of the East Bay Marina. A map of these Port ownership's is attached for reference.

In 1995 the Port adopted a revised Comprehensive Plan which includes a revised land use plan for its Budd Inlet properties on the Peninsula and West Bay. The land use plan conceptually creates ten land use districts on these Port properties, each with a distinct proposed purpose and intent. The following section provides a summary of the intent statements for each land use district on the Peninsula. A drawing of the districts is attached for reference.

Planning District Intent Statements:

Swantown District. Swantown is a 6-acre marine center for vessel haul-out, repair, associated retail sales, and restaurant use. It should be a vibrant and modern working waterfront, with expansive indoor and outdoor working areas and sophisticated and effective pollution control systems for boat maintenance and repair. Swantown consolidates marine businesses into a single area, creating a one-stop, full service marine facility. The District enhances pedestrian access along the waterfront and it anchors the east-west transportation corridor from East to West Bays of Budd Inlet via a proposed new street.

Admiral District. The Admiral District is a boat haul-out and repair center for large vessel haul-out, boat building, repair, and associated wholesale and retail sales. The focus is on vessels from 70-200 tons, with the existing launch ramp serving as the boat haul-out ramp. The site should have large buildings for boat-building and repair, with sophisticated and effective pollution control systems. This District is also envisioned as a one-stop, full service marine facility.

Market District. The Market District is a vibrant waterfront development, which supports a variety of uses and encourages people to walk along the waterfront and shop in the downtown area. This District is the transition area between downtown and the marine terminal and cargo areas. It should be home to multiple retail, commercial and light industrial uses. This District serves as one of the anchor districts in the proposed east-west link between the East and West Bays of Budd Inlet.

Marina District. The Marina District is an approximate 1,100 slip marina (at build-out) and adjacent uplands for support and marina related services which include commercial, retail, and limited office use. This District supports both upland and over-the-water uses which are of a water-dependent nature and marina-related nature.

Central District. The Central District is an area that should serve the Ocean Terminal for cargo storage as well as an area for industries that export or import goods or other industrial operation. This District has an additional potential value to industries which could benefit from Foreign Trade Zone status.

Northern District. This District is a mixed use commercial, office and recreational use area which should take advantage of its waterfront location.

Tidelands District. A portion of the Tidelands District is contaminated and is part of the McFarland Cascade Pole Model Toxics Control Act clean-up project. Activities in this area may include clean-up and habitat mitigation. Mitigation for this site may include other sites in the Budd Inlet watershed which are not Port-owned.

Ocean Terminal. The Ocean Terminal and supporting cargo yards should continue to handle inbound and outbound cargoes. Future development of this district may be opportunity and market-driven, so development flexibility must be maintained.

State Avenue District. This District has valuable frontage along State Avenue and a large warehouse with direct rail access. The intent of this area is to encourage land uses which could maximize the benefits of these assets, such as continued light industrial; commercial, retail, and office use.

West Bay District. Two development scenarios are proposed for West Bay properties. The first is the current use of the site, which is industrial. The second is a habitat and recreational alternative. Each development option provides opportunities for habitat enhancement within primarily the tidelands.

top    VIII. Airdustrial Park Land Use Plan

Existing Character.  Airdustrial Park is about 686 acres in size, which includes a portion of the Olympia Airport. Both Airdustrial Park and the Airport are governed--to some extent--by the Federal Aviation Administration because the property was once owned by the federal government, and because the FAA continues to assist in the development of the Airport. Airdustrial Park is located within Tumwater city limits.

A majority of Airdustrial Park is located south of Airdustrial Way. Existing land uses in Airdustrial Park are manufacturing, warehousing, distribution, office, commercial, highway retail and recreational. Between 1965 and 1993, the Port leased a total of 180 acres, for periods of up to 50 years. Thus, the annual absorption rate for Airdustrial Park is about 6.5 acres per year. The next 20-year projection for absorption rates for Airdustrial Park range from about 6 to 13 acres, depending upon how much market share of industrial development within Thurston County that the Port captures.

Port properties north of Airdustrial Way are used for industrial and office purposes; however, the Tumwater Partners (General Administration, City and School of Tumwater, and the Port) included these properties within the State and City of Tumwater's comprehensive plans as the Tumwater Satellite Campus. The Tumwater Partners are revising these original concepts. Once these changes are completed, this plan will be modified to reflect the changes.

Planning District Intent Statements:

Corporate Campus District. This area will serve as a corporate office district because of the good visibility for businesses from I-5. The design should be of high quality because of this visibility. This district also houses one of the five future sub-regional stormwater facilities, complemented by a linear greenbelt on the I-5 side.

Corporate Aviation District. This district accommodates office and commercial uses in need of visibility, vehicle and runway access needs.

Commercial Core District. With close access to I-5, this location is ideal for commercial and retail development. This core area of Airdustrial should contain a variety of commercial uses, service uses, a hotel or motel, professional offices, and retail. Across the street are several large State office buildings, which would benefit from these types of uses.

New Market District. This is a mixed-use center which contains commercial, office, warehousing and light industrial uses which will benefit from frontage on Airdustrial Way or from other uses within the District.

Warehousing, Distribution and Light Industrial District I & II. This area serves the larger buildings within Airdustrial. These buildings would be used by businesses which require large spaces for manufacturing, warehousing and distribution. A linear greenbelt stormwater facility should be developed through the interior of District I as part of a sub-regional stormwater system for Airdustrial. This stormwater greenbelt would be designed to meet each on-site abutting development's stormwater needs, and create an attractive amenity.

Mixed Use District. The mixed-use center should contain commercial, office, warehousing and light industrial uses, which to some extent can benefit from frontage on Airdustrial Way or which are inter-related.

Terminal Center. The Terminal is a transportation center for passenger and air cargo services, and represents the border between Airdustrial and the Airport. This center should include a restaurant, possibly overnight accommodations, meeting rooms, and Port management offices.

Light Industry District. This district is intended for light industrial uses such as the existing Cardinal CG glass coating facility and Soloy Conversions company.

Airport-Oriented Industrial District. These development sites have both street and runway access, and are reserved for industries which require both.

Recreation District. Since this area is within the crosswind runway protection zone, uses on this site should be low intensity recreational uses.

top   IX. Olympia Airport Master Plan

Olympia Airport is located two miles south of Olympia, within the city limits of Tumwater. Airfield facilities occupy the east portion of the property and Airdustrial Park, discussed above, occupies the west portion.

The west side of the airfield generally consists of three functional areas; the northernmost section is open space, undeveloped, and has previously been reserved for corporate aviation development. The central section consists of land currently developed for commercial passenger facilities. A Federal Aviation Administration Air Traffic Control Tower is located at the southern boundary of this section. The southern section of the west-side area contains some aviation-related development with development ready space currently reserved for aviation-related commercial development.

The east side of the airfield consist of general aviation facilities including aircraft hangars, Fixed Base Operators, airport offices, and aircraft storage and apron facilities.

Agricultural and tree farm activities occupy the southeast portion of the airfield property, and area that is presently unimproved and undeveloped. This activity may soon cease as the current tenant vacates the airport and no new agricultural tenant has indicated interests. According to the current airport master plan, this area is reserved for future aviation-related use developments.

There are two runways in operation at Olympia Airport with numerous connecting taxiways providing access and egress to the general aviation and air carrier/corporate aviation areas located northeast and west with respect to the runways on the airfield. The attached Existing Airport Layout drawing depicts these facilities in a general fashion. The primary runway at Olympia Airport is Runway 17-35. It measures 150 feet wide by 5,419 feet long and is constructed of asphalt concrete. Pavement conditions are excellent the entire length of the runway.

The Airport Master Plan recommends incremental capital facility enhancements to the Airport. For a full discussion of these improvements see the March 1990 Olympia Airport Master Plan.