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2024-10-30 Planning Board Packet
41 OE LUMG do Agenda Edmonds Planning Board SPECIAL MEETING BRACKETT ROOM 121 5TH AVE N, CITY HALL - 3RD FLOOR, EDMONDS, WA 98020 OCTOBER 30, 2024, 7:00 PM MEETING INFORMATION This is a Hybrid meeting: The in -person portion of the meeting will now be at 7PM in the Brackett Room on the 3rd floor of City Hall. Zoom Link below for those attending online. Meeting Link:https://edmondswa- gov.zoom.us/s/87322872194?pwd=WFdxTWJIQmxlTG9LZkc3KOhuS014QT09 Meeting ID: 873 2287 2194 Passcode:007978 Or Telephone : US:US: +1 253 215 8782 LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES We acknowledge the original inhabitants of this place, the Sdohobsh (Snohomish) people and their successors the Tulalip Tribes, who since time immemorial have hunted, fished, gathered, and taken care of these lands. We respect their sovereignty, their right to self-determination, and we honor their sacred spiritual connection with the land and water. 1. CALL TO ORDER 2. APPROVAL OF MINUTES 3. ANNOUNCEMENT OF AGENDA 4. AUDIENCE COMMENTS 5. ADMINISTRATIVE REPORTS 6. PUBLIC HEARINGS 7. UNFINISHED BUSINESS A. Comprehensive Plan- Transportation, Climate, Review of the Draft Future Land Use Map 8. NEW BUSINESS 9. PLANNING BOARD EXTENDED AGENDA 10. PLANNING BOARD CHAIR COMMENTS 11. PLANNING BOARD MEMBER COMMENTS 12. ADJOURNMENT Edmonds Planning Board Agenda October 30, 2024 Page 1 7.A Planning Board Agenda Item Meeting Date: 10/30/2024 Comprehensive Plan- Transportation, Economic Development, Climate, Preferred Alternative Discussion Staff Lead: Shane Hope Department: Planning & Development Prepared By: Navyusha Pentakota Background/History Washington State's Growth Management Act (GMA) requires cities and counties to update their Comprehensive Plans periodically to guide growth sustainably over a 20-year horizon. These plans establish a community's vision through goals, policies, and actions that shape decisions by local officials and staff. The State's due date for adoption of the current update is December 31, 2024. Under GMA, Comprehensive Plans must include essential elements, such as housing, land use, capital facilities, utilities, and transportation, ensuring that growth and development are appropriately balanced. The Transportation Element, closely linked with land use, must address: Land use assumptions for travel estimates. Impacts on state-owned facilities with a multimodal Level of Service (LOS) that replaced the traditional traffic -only LOS in 2023. Facility and service needs across transportation modes, ADA requirements, and funding strategies. Intergovernmental coordination, demand management, and active transportation initiatives. The Economic Development Element outlines goals and policies for citywide economic growth, supporting business expansions while encouraging local businesses, attracting new enterprises, address commercial displacement and fostering a skilled workforce. Priorities include enhancing livability through mixed -use developments, supporting cultural amenities, promoting inclusive growth, and building resilience through regional collaboration and sustainable practices. Additionally, 2023's House Bill 1181 mandates a Climate Element, addressing climate goals and environmental justice, although the due date of it is not until 2029. In the current phase, Edmonds is proactively incorporating climate strategies, recognizing the challenges city might face as a coastal city. We expect more work will occur as part of the next phase. Meanwhile, the 2023 Climate Action Plan outlines climate adaptation and sustainability goals which are now integrated into the Draft Comprehensive Plan to support climate -sensitive growth. The draft Comprehensive Plan, released for public review on October 3, has received Planning Board feedback already on the Land Use, Housing, Capital Facilities, Utilities, and Community Culture and Design elements, with some initial review of the Climate Element. The Board's October 30th meeting will provide for input on Transportation, Economic, and Climate elements. (See attachments.) Also, on October 30, the Planning Board will review the updated housing capacity numbers and a future land use map, which reflect the preferred growth alternative recommended by the Planning Board at its October 23 meeting, Packet Pg. 2 7.A Staff Recommendation Planning Board to discuss and provide any input on the draft goals and policies for the Transportation. Economy, and Climate elements and to review the future land use map based on the preferred growth alternative recommendation made at the planning meeting on Oct 23rd. Narrative Edmonds stands out for its historic character and natural beauty, making it vital to maintain its identity while accommodating new developments. As new developments come into play, it is essential to preserve these elements while ensuring sustainable growth. The Comprehensive Plan outlines strategies for accommodating growth while preserving these qualities, managing urban sprawl, and protecting natural resources within a structured framework. The Plan sets a target of 9,000 new housing units and 3,000 jobs over 20 years. The Land Use and Housing Elements specify growth locations, housing types, and future land -use designations to support proposed growth. Complementary elements in the Plan align with these strategies, outlining necessary infrastructure and services to support enhanced livability. The Transportation Plan integrates land use and transportation, ensuring that future developments are well -served. It outlines a balanced, multimodal system for the city and surrounding urban growth areas, addressing mobility, safety, and public transit needs. Considering existing conditions and 20-year growth projections, the plan outlines improvements in roadway mobility, safety, and public transit to support increased density and encourage active transportation. It will includes a prioritized list of transportation projects, with planning -level cost estimates, recommended studies, citywide maintenance, and other initiatives. This project list will be based on the preferred growth alternative and available for review by the Board in November.. The published draft Transportation includes goals and policies designed to establish an efficient, well-connected multimodal network. In addition to housing and infrastructure, economic development is another key component of the Comprehensive Plan. While affordable housing and meeting growth targets are primary focuses, strengthening Edmonds' economic character is essential for a stable, resilient economy. Edmonds has a diverse economic base, with many residents working in key sectors like healthcare, arts, recreation, and professional services. The city must accommodate 3,000 jobs over the next 20 years per county growth targets, with a current capacity for 2,500 jobs, leaving a gap of 500. The city's growth strategy focuses on creating centers, hubs and mixed -use areas, allowing residents to live, work, shop, and play within close proximity. The Economic Development Element lays out a place - based strategy to build economic resilience by fostering a diverse economy, enhancing centers and hubs through mixed -use development, and attracting businesses and investments. The plan also aims to create a clear regulatory environment that supports economic growth. Staff collaborated closely with the Economic Development Commission and integrated Planning Board feedback in crafting the goals and policies for this draft element. In addition to the above, Climate is an optional but contextually an element of utmost importance to be considered in the Plan. Edmonds recognizes that global climate change brings significant risks to our community as a shoreline city and the responsibility to play a leadership role both within our own community as well as the larger Puget Sound region. The Climate Element introduces mitigation and adaptation strategies, including reducing greenhouse gas emissions, enhancing energy efficiency, and expanding renewable energy sources. Climate adaptation measures -such as preparing for sea -level rise, reducing the urban heat island effect, and improving stormwater management -are also prioritized. The City's current Climate Action Plan includes goals to cut emissions and promote climate equity and environmental justice, forming a foundation for a complete Climate Element update by 2029, as Packet Pg. 3 7.A required by the Growth Management Act (GMA). The two proposed growth alternatives distribute growth among designated centers and hubs, which offer housing, local services, and dining, transforming them into key development areas. The Draft Environmental Impact Statement (DEIS) examined both alternatives for environmental impacts. After extensive review, the Planning Board recommended a preferred alternative, balancing growth density, building heights, and housing capacity across centers and hubs. Attached are the draft Transportation, Climate and Economic Development elements for Planning Board review and input at the upcoming October 23 meeting. Draft area details of each center and hub with their respective housing capacities for both proposed alternatives discussed at the previous meeting are also included for continued conversation. During the meeting, staff will present a future land -use map reflecting the recent recommendation for the preferred growth alternative, along with updated housing capacities, for further discussion. The City Council is set to make a final decision on the preferred growth alternative on November 4. Attachments: DRAFT Transportation Plan 05_CI i m ate Oct 23_Preferred Alternative Scenarios 04_Economic Development Packet Pg. 4 ■ Guiding Principle: "Edmonds is a community where every resident can travel safely and efficiently on foot, by bicycle, transit, ferry, or vehicle to their destination both within the city and to neighboring areas with people oriented streetscapes" 7.A.a 0p EDM � O v � Prepared for: City of Edmonds c a a� .N _ d d L Q E 0 U _ a 0 0 0 Q N _ L Q 0 Prepared by: transpogroupTr E a Packet Pg. 6 7.A.a Table of Contents Introductionto the Plan...........................................................................................................147 PlanDevelopment...................................................................................................................149 Consistency with Other Agencies............................................................................................150 c WSDOT Highway Improvement Program & Six -Year Transportation Improvement Program L ............................................................................................................................................150 w Puget Sound Regional Council............................................................................................151 Snohomish County and Adjacent Cities...............................................................................152 0 CommunityTransit..............................................................................................................152 a� r Federal and State Air Quality Regulations...........................................................................152 0 3 2 1. Existing Transportation Facilities and Conditions.............................................................153 a: 1.1. Roadway Network...................................................................................................153 of 1.2. Traffic Operations....................................................................................................163 0 E U 1.3. Traffic Safety...........................................................................................................166 c 0 1.4. Freight Routes.........................................................................................................168 1.5. Transit.....................................................................................................................170 a 1.6. Active Transportation Facilities................................................................................175 N L 2. Forecasts & Evaluation 180 ' 2.1. Travel Forecast Model.............................................................................................180 a as 2.2. Forecast Methodology.............................................................................................181 a� 2.3. Forecast Evaluation.................................................................................................181 L 2.4. Transportation Projects & Programs........................................................................192 Q E 2.5. Technology Considerations.....................................................................................192 0 L) 3. Goals and Policies...........................................................................................................194 _ CU a 4. Plan Implementation ........................................................................................................ 201 0 List of Tables 0 Table 1-1 Roadway Level of Service Overview.......................................................................161 Table 1-2 - Pedestrian Level of Service Overview...................................................................162 Table 1-3 Bicycle Level of Service Overview...........................................................................162 Table 1-4 Existing (Spring 2024) Roadway Level of Service Overview...................................163 Table 1-5 Edmonds Vehicular LOS Standards........................................................................164 0 Table 1-6 Intersections with Elevated Collision Rates.............................................................168 a Table 1-7 May 2023 Community Transit Routes and Daily Ridership......................................171 Table 1-8 May 2023 Community Transit Routes and Daily Ridership ......................................173 Table 2-1 City of Edmonds Land Use Growth.........................................................................181 a City of Edmonds Transportation Master Plan I DRAFT October 2024 7 Packet Pg. 7 7.A.a Table 2-2 City of Edmonds Weekday PM Peak Hour Vehicle Trips.........................................182 Table 2-3 Pedestrian Transportation Plan Network Definitions................................................185 List of Figures Figure 0-1 Transportation Plan Approach................................................................................150 Figure 1-1 Edmonds Roadway Network..................................................................................154 Figure 1-2 Roadway Functional Classification.........................................................................156 Figure 1-3 Existing (2023) Roadway Average Daily Traffic (ADT)...........................................159 Figure 1-4 Existing (2023) Roadway Level of Service.............................................................165 Figure 1-5 Citywide Collisions(2018-2022).............................................................................166 Figure 1-6 Citywide Collisions from 2018 - 2022.....................................................................167 Figure 1-7 WSDOT Freight and Goods Transportation System (FGTS) Map ..........................169 Figure 1-8 Community Transit Routes in Edmonds.................................................................172 Figure 1-9 Existing Pedestrian Facilities..................................................................................176 Figure 1-10 Existing Bicycle Facilities.....................................................................................178 Figure 2-1 Forecast 2044 Roadway Level of Service..............................................................183 Figure 2-2 Planned Pedestrian Network..................................................................................186 Figure 2-3 Planned Bicycle Network.......................................................................................188 Figure 2-4 Pedestrian LOS......................................................................................................190 Figure 2-5 Bicycle LOS...........................................................................................................191 CITY OF EDMONDS TRANSPORTATION PLAN I OCTOBER 2024 Packet Pg. 8 7.A.a a cu 5 d c cu J a) L LL m L 0 d t O 3 aD a) a: ai E U c O O r- O O_ (n _ m L _ Co a a) .N _ d d L Q E O U c ns a O m t O a _ L Q 0 rt+ _ E t U fC a Packet Pg. 9 7.A.a Introduction to the Plan Note: This is the first draft of the plan —it is still a work in progress with opportunities for comment and input. Some sections have placeholders for content pending public input and identification of a preferred growth alternative, and technical work like transportation planning and capital facility financial analysis is ongoing. Additional technical details will be available in a subsequent draft. The City of Edmonds network of highways, roads, sidewalks, trails, railroads, and transit services move residents, visitors, and goods into, though, and out of the community. Today's circulation routes and infrastructure reflect the incremental development patterns of the past. Updates have occurred as transportation modes have changed, as demands on the system have expanded, and as the City has grown and integrated with regional highway and trail systems. Optimizing existing infrastructure and planning for future needs is necessary to maintain an efficient system that will serve the City into the future. A comprehensive, well - planned, and efficiently functioning transportation system is essential to Edmonds's long-term growth and sustained vitality. The Transportation Plan provides the framework to guide growth and development of the City's transportation infrastructure. It integrates land use and the transportation system, responding to current needs and ensuring that all future developments are adequately served. The Transportation Plan addresses the development of a balanced, multimodal transportation system for the City and adjacent unincorporated portions of the Edmonds Urban Growth Area (UGA) and recognizes the regional nature of the transportation system and the need for continuing interagency coordination. This Transportation Plan is based on a study of the existing transportation network in the City of Edmonds, combined with a 20-year (2044) projection of future growth and transportation needs. The document includes five sections: 1. Consistency with other Agencies 2. Existing Transportation Facilities and Conditions 3. Forecasts Evaluation 4. Goals and Policies 5. Implementation As a companion document, the Transportation Plan implements the Transportation Element of the Comprehensive Plan. Consistent with the other elements of the Comprehensive Plan, the Transportation Element establishes a policy framework for making decisions in the City, the guiding principles, and describes a strategy for accomplishing this vision over the 20-year planning horizon. Based on the goals and policies in the Transportation Element, the Transportation Plan is intended to serve as a guide for transportation decisions to address both short- and long-term needs. To meet Growth Management Act (GMA)' requirements, the Transportation Element and Transportation Plan must identify existing transportation system Washington State 36.70A RCW. Available at http://apps.leg.wa.gov/rcw/default.aspx?cite=36.70A CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 147 Packet Pg. 10 7.A.a characteristics, establish standards for levels of service, and identify existing and future deficiencies based on land use growth projections. The Transportation Plan also discusses roadway mobility and accessibility needs, and identifies improvements necessary to enhance safety, travel by active modes, and public transit support. City of Edmonds Transportation Master Plan I DRAFT October 2024 "r Packet Pg. 11 7.A.a Plan Development Development of an updated City of Edmonds Transportation Plan was commissioned by the City Council in 2022 to replace the adopted 2015 City of Edmonds's Transportation Plan. The Plan addresses transportation needs, improvement projects, and funding sources to support the projected residential and employment growth through the year 2044. The Plan is also intended to satisfy GMA requirements. The following sections summarize the regulatory setting and regional planning efforts that guided the development of the Transportation Plan. Growth Management Act Under GMA (RCW 36.70A.070), a transportation element is required to assess the needs of a community and determine how to provide appropriate transportation facilities for current and future residents. A 2023 GMA amendment included requirements to develop and implement a multimodal level of service (MMLOS) for pedestrian, bicycle and transit travel in addition to vehicular level of service (LOS). The transportation element must contain: • Inventory of existing multimodal facilities; • Assessment of future multimodal facility needs to meet current and future demands; • Multi -year plan for financing proposed vehicular and multimodal transportation improvements; • Forecasts of traffic for at least 10 years based on adopted land use plan; • Level of service (LOS) standards for arterials, active transportation facilities, and public transportation, including actions to bring deficient facilities into compliance; • Transportation Demand Management (TDM) strategies, and; • Identification of intergovernmental coordination efforts. Under GMA, development may not occur if the development will cause the transportation facility to decline below the City's adopted level of service standard unless strategies are identified and implemented within six years of the development to accommodate the development's impact to the transportation system. To accommodate the impacts of the development, local governments may change the phasing or timing of new development, provide transportation facilities or services to serve the new development, reduce the LOS standard, or revise the land use element. Finally, the transportation element must include a reassessment strategy to address how the City will respond to potential funding shortfalls. Transportation Impact Fees A funding program for constructing the transportation projects identified in the Plan and the Capital Facilities Element of the Comprehensive Plan can be supplemented by a transportation impact fee (TIF) program to assist in funding projects that will accommodate traffic growth associated with the future land use development of the City and its arterial system. The findings of this Plan will provide the City with documentation and justification for grant applications to seek funding for transportation improvement projects, and a guide for prioritizing its transportation needs to maintain adopted level of service standards. a m c a� s a� a E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 149 Packet Pg. 12 7.A.a Consistency with Other Agencies Edmonds's transportation system is part of, and connected to, a broader regional highway and arterial system. The GMA works to increase coordination and compatibility between the various agencies that are responsible for the overall transportation system. Since transportation improvements need to be coordinated across jurisdictional boundaries, the Transportation Plan needs to be consistent with and supportive of the objectives identified in the Washington State Transportation Plan, PSRC's Vision 2050, and the transportation plans or capital improvement plans of the surrounding agencies. Developing the Transportation Plan is primarily a bottom -up approach to planning, with the City exploring its needs based on the land use plan. Eventually, local projects are incorporated into regional and state plans. A schematic of this approach is shown below in Figure 0-1. The following sections provide a review of this Plan's consistent with neighboring jurisdictions. Less Detail State Transportation Plan Regional Transportation Plans More Local Detail Transportation Plans Figure 0-1 Transportation Plan Approach WSDOT Highway Improvement Program & Six -Year Transportation Improvement Program As required by the 1998 amendments to the GMA, the Edmonds Transportation Plan addresses the state highway system. Specifically, the Transportation Plan addresses the following elements related to the state highway system: • Inventory of existing facilities — see Chapter 1 • Level of service standards — see Chapters 1 and 2 • Concurrency on state facilities — see Chapters 1 and 2 • Analysis of traffic impacts on state facilities — see Chapter 1 and 2 • Consistency with the State Highway Systems Plan —described below City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 13 7.A.a Summarized below are the improvements on state facilities listed in the Statewide Transportation Improvement Program (STIP) 2024 — 2027, which are consistent with the Plan identified in Chapter 4. WSDOT maintains two improvements programs, the Highway System Plan (HSP) and the State Transportation Improvement Program (STIP). WSDOT is currently updating the HSP, which was last updated over 12 years ago. A draft of the HSP has been published and recommends new revenues for state highways be dedicated over the next 20 years. The 2024-2027 STIP was approved in January 2023 and identifies 3 projects in Edmonds: 1. Hwy 99 Revitalization Project extending from 220th Street SW to 224th Street SW (including roadway widening, ADA-compliant curb ramps, landscaping, street lighting, additional turn lanes at Hwy 99 & 220th St SW, APS (Pedestrian Signals) installation, and utility/stormwater infrastructure improvements). 2. Main St. Overlay (6th Ave. to 8th Ave overlay and ADA-compliant ramp upgrades) 3. Olympic View Dr. Improvement (196th St. SW to Talbot St. overlay, ADA ramps enhancements, and installing vaned grates) Puget Sound Regional Council The Puget Sound Regional Council (PSRC) maintains the Regional TIP. The Regional TIP must c be a 4-year program of projects that is updated at least every 4 years. The TIP ensures that transportation projects meet regional transportation, growth and economic development goals and policies, and clean air requirements. Regional TIP projects are required to meet the = following criteria: a m • Consistency with VISION 2050 and the Regional Transportation Plan c • Consistency with local comprehensive plans L • Funds are available or expected to be available a E 0 • Consistency with the region's air quality conformity determination L? • Consistency with federal and state requirements such as functional classification a a • Consistency with PSRC's project tracking policies c The Regional TIP identifies six projects in and around Edmonds and those projects include M (note some of these projects overlap with the STIP projects noted above): 0 a • Implementing the Swift Bus Rapid Transit (BRT) Orange Line including project development phase, construction phase and procurement phase. Construction of a terminus station/transit center at Edmonds College. • Expansion of Transit Demand Management (TDM) efforts for Swift BRT services including marketing and outreach to existing and potential users promoting awareness, education and behavior change targeting Swift BRT connections to Link Light Rail. • Widening the intersection of 76th Ave W and 220th St SW on all approaches to add turn lanes and construct wider sidewalks. Installing new traffic signal system, lighting, CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 151 Packet Pg. 14 7.A.a signage, pavement, pavement striping, stormwater improvements, and potential conversion of overhead utility lines to underground. Grind and overlay along Main St. from 6th Ave to 8th Ave. Upgrading the curb ramps to be ADA-compliant. Installing ADA-compliant curb ramps, landscaping enhancements, a planter strip between sidewalk and BAT lanes, and enhanced street lighting along Highway 99 (from 220th St SW to 224th St SW). Adding a second northbound and southbound left -turn lane at the intersection of Hwy 99 and 220th St SW and a right -turn lane for the westbound along 220th St SW. APS will be installed on all corners at 224th St SW and 220th St SW. Also includes new stormwater infrastructure and water and sewer utility improvements. • Grind and overlay along Olympic View Dr. from 196th St. SW to Talbot St. Upgrading the ADA curb ramps and catch basins to vaned grates. Snohomish County and Adjacent Cities Countywide Planning Policies (CPPs) establish a countywide framework for developing and E adopting County and City comprehensive plans. The role of the CPPs is to coordinate FJ comprehensive plans of jurisdictions in the same county for regional issues or issues affecting o common borders. The Multicounty Planning Policies (MPPs) for transportation call for better integrated land use and transportation planning, with a priority placed on cleaner operations, 0 dependable financing mechanisms, alternatives to driving alone, and lower transportation- _ related energy consumption. CPPs were last adopted in June 2011 and amended in February 2022 effective March 2022. The County's and Cities' comprehensive plans will be made consistent with the vision and policies in the Countywide Planning Policy Update. a as Snohomish County's six -year TIP (2024-2029) currently has one project identified in Edmonds: W • Installing adaptive signal control systems along Highway 99 and SR 524. Q. E 0 Community Transit Community Transit is a regional transportation provider that operates transit service in the City a of Edmonds. Four routes provide bus service for the City of Edmonds. The city supports o Community Transit's strategic plans and coordinates with the agency to identify how transit needs should be addressed, particularly as new development occurs. o Federal and State Air Quality Regulations The Transportation Plan is subject to the Washington State Clean Air Conformity Act that implements the directives of the Federal Clean Air Act. Because air quality is a region wide issue, the City's Comprehensive Plan must support the efforts of state, regional, and local agencies as guided by WAC 173-420-080. City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 15 7.A.a 1. Existing Transportation Facilities and Conditions The City of Edmond's transportation system consists of various transportation facilities, including state highways, arterials, local streets, transit services and facilities, and pedestrian and bicycle facilities. The existing transportation system was inventoried in conjunction with the update of this Transportation Plan. The inventory of the existing transportation facilities covers the street system, traffic controls, traffic volumes, traffic operations, traffic safety, transit service and facilities, and pedestrian and bicycle facilities. 1.1. Roadway Network The roadway network provides mobility and access for a range of travel modes and users. The functional classification system, traffic volumes, and traffic operations at intersections are summarized within this section. This survey and analysis of the roadway network's existing conditions provides background for identifying potential transportation improvement projects and programs. Figure 1-1 shows the existing transportation system serving the City of Edmonds. CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 153 Packet Pg. 16 7.A.a Figure 1-1 Edmonds Roadway Network LEGEND Regional Trails Railway Waterbody Park or Open Space Edmonds City Limits A N 3 '` Yj l 1AST.+s1 tw O� 17ArN ST SW / F 1So7S1 sr sw i 3 i i z z wrHsrsw a nYfcraq f uuEAssr � r 7q�rwTr z < MAiNSI �!.•. Fz IN FAW wo, f a 1rr i SAY 17rrH ST SW j D EUMO�S ` Y I u p[ ^ lkp tl, F MILES 1 qtr. cr " :14TH Sr SW < � 9 7e�nls_ 1GITH S r SW 11704 sr SW I / 710TH ST sw L) 91, FL *4 tIA rH IT I il[M sr SW / l�n�ke� / p City of Edmonds Transportation Master Plan I DRAFT October 2024 L5, "r Packet Pg. 17 C a .N c d t d Q O U C a O O CL N C L 0 C d E t U fC a 7.A.a Functional Classification All streets in the city have a designated functional classification. The functional classification of a street depends on the types of trips that occur on it, the basic purpose for which it was designed, and the relative level of traffic volume it carries. The different classifications of roadways serve different stages of a trip, with some roadways designed to prioritize mobility while others prioritize access to adjacent land uses. Higher classes (e.g., freeways and arterials) provide a high degree of mobility and have more limited access to adjacent land uses, accommodating higher traffic volumes at higher speeds. Lower classes (e.g., local access streets) provide a high degree of access to adjacent land and are not intended to serve through traffic, carrying lower traffic volumes at lower speeds. Collectors generally provide a more balanced emphasis on traffic mobility and access to land uses. Cities and counties are required to adopt a street classification system that is consistent with these guidelines (RCW 35.78.010 and RCW 47.26.090). The functional classification designations for City roadways are shown in Figure 1-2, and the following sections describe the general characteristics of each category. CITY OF EDMONDS TRANSPORTATION PLAN I OCTOBER 2024 155 Packet Pg. 18 7.A.a Figure 1-2 Roadway Functional Classification LEGEND Intersection Control (c Roundabout 9 Signal Roadway Functional Class — Freeway — Principal At Minor Arter — Collector 2 Regional Ti Railway Edmonds C IR � MII.CJ 0 0.5 1 I City of Edmonds Transportation Master Plan I DRAFT October 2024 awn � A r Packet Pg. 19 7.A.a Freeway Multi -lane, high-speed, high -capacity road intended exclusively for motorized traffic. All access is controlled by interchanges and road crossings are grade -separated. No freeways pass through Edmonds, though Interstate-5 (1-5) runs to the east of the city limits. Principal Arterial Road that connects major activity centers and facilities, typically constructed with limited direct access to abutting land uses. The primary function of principal arterials is to provide a high degree of vehicle mobility, but they may provide a minor amount of land access. Principal arterials serve high traffic volume corridors, carrying the greatest portion of through or long- distance traffic within a city, and serving inter -community trips. On -street parking is often limited to improve capacity for through -traffic. Typically, principal arterials are multi -lane facilities and have traffic signals at intersections with other arterials. Regional bus routes are generally located on principal arterials, as are transfer centers and park -and -ride lots. Principal arterials usually have sidewalks and sometimes have separate bicycle facilities, so that non -motorized traffic is separated from vehicle traffic. In Edmonds, SR 99, SR 140, and SR 524 are principal arterials. Minor Arterial Road that connects centers and facilities within the community and serves some through traffic, while providing a greater level of access to abutting properties. Minor arterials connect with L other arterial and collector roads, and serve less concentrated traffic -generating areas, such as neighborhood shopping centers and schools. Provision for on -street parking varies by location. a Although the dominant function of minor arterials is the movement of through traffic, they also L provide for considerable local traffic with origins or destinations at points along the corridor. •�'-, Minor arterials also carry local and commuter bus routes. They usually have sidewalks and s sometimes have separate bicycle facilities, so that non -motorized traffic is separated from a vehicular traffic. Main St/212 St SW, 220th St SW, 228th St SW, 238th St SW, and N 205th St E are east -west minor arterials; 5th Ave S, 9th Ave S/9th Ave N, and 76th Ave W/Olympic View Dr L) are north -south arterials. c Collector Road designed to fulfill both functions of mobility and land access. Collectors typically serve intra-community trips connecting residential neighborhoods with each other or activity centers, while also providing a high degree of property access within a localized area. These roadways "collect" vehicular trips from local access streets and distribute them to higher classification streets. Additionally, collectors provide direct services to residential areas, local parks, churches, and areas with similar land uses. Typically, right-of-way and paving widths are narrower for collectors than arterials. They may only be two lanes wide and are often controlled with stop signs. Local bus routes often run on collectors, and they usually have sidewalks on at least one side of the street. Several north -south and east -west Collector roadways are located throughout the City as shown in Figure 1-2. CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 157 Packet Pg. 20 7.A.a Local Access Road with a primary function of providing access to residences. Typically, they are only a few blocks long, are relatively narrow, and have low speeds. Local streets are generally not designed to accommodate buses, and often do not have sidewalks. Cul-de-sacs are also considered local access streets. All streets in Edmonds that have not been designated as an arterial or a collector are local access streets. Local access streets make up the majority of the miles of roadway in the city. Other Classification Systems In addition to the Functional Classification system adopted by the City of Edmonds, there are federal and state roadway designations. Federal and state grant programs provide funding for improvement projects that are on streets that have been classified with the federal or state roadway designations. National Highway System The National Highway System (NHS) includes the Interstate Highway System as well as other roads important to the nation's economy, defense, and mobility as defined by the Federal Highway Administration (FHWA). Federal Functional Classification The Federal Functional Classification system provides a hierarchy of roadways as defined by the Federal Highway Administration (FHWA). This classification system defines the role of travel through a network of roadways, rather than focusing on individual roadways. As a result, the Federal Functional Classification differs in several ways from the City`s Functional Classification. Changes to the Federal Functional Classification may be submitted through the Washington State Department of Transportation (WSDOT). Highways of Statewide Significance WSDOT designates interstate highways and other principal arterials that are needed to connect major communities in the state as Highways of Statewide Significance (HSS). This designation assists with the allocation of some state and federal funding. These roadways typically serve corridor movements having travel characteristics indicative of substantial statewide and interstate travel. In Edmonds, SR 104 between the Edmonds -Kingston Ferry Dock and 1-5, and SR 99 between the south city limits and SR 104 have been designated as Highways of Statewide Significance. The Edmonds -Kingston ferry route is considered to be part of SR 104 and is also identified as a Highway of Statewide Significance (excluding the ferry terminal). Traffic Volumes Traffic counts were collected at several locations on State Highways and City roadways in June and October 2023. Existing weekday average daily traffic (ADT) volumes are shown in Figure 1-3. City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 21 7.A.a Figure 1-3 Existing (2023) Roadway Average Daily Traffic (ADT) LEGEND Traffic Volumes — < 2500 2,500 - 5,000 5,000 - 10,000 10,000 - 15,000 �> 15,000 Railway Edmonds City Limits h A N �' IItTM n SW D 116TM IT SW IWTMsTSW Q = _ $ � IISTM STSW :0TH sT sw �991 .'. tT tW 111 2WM IT sw 212TH ST SW v 114TH S T SW Within Edmonds, SR 104, SR 99 and SR 524 (196th St SW) have the highest ADT. Generally state routes carry between 10,000 and 40,000 vehicles per day, while collectors such as Main Street, 100th Avenue NW, Olympic View Drive, 76th Avenue W carry between 5,000 and 15,000 vehicles per day. C IL .N L IZ E 0 U c a 0 0 Q I_ L u- Q 0 c a� E 0 fC a CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 159 Packet Pg. 22 7.A.a Level of Service Standards Transportation Level of Service (LOS) is a qualitative measure used to assess the quality and efficiency of transportation systems. It is commonly used in transportation planning and engineering to evaluate how well a road or transportation facility is operating in terms of traffic flow and congestion. LOS is typically assessed on a scale from "A" to "F," with "A" representing free -flow conditions and "F" indicating severe congestion and poor service quality. State Highway Level of Service Standards There are three Washington state routes located within the city. • SR 104 (Edmonds Way) runs roughly east -west between the Edmonds -Kingston Ferry dock and 1-5. • SR 524 (Puget Drive/196th Street SW) runs east -west connecting SR 104 to SR 99, 1-5, and ultimately SR 522. • SR 99 runs north -south on the east side of the city and is the highest traffic -carrying arterial in Edmonds. From Edmonds, it runs north to Everett, and south through Shoreline to Seattle and the Tacoma metropolitan area. As described previously, portions of SR 104 and SR 99 have been designated as Highways of Statewide Significance. The LOS standards for Highways of Statewide Significance (HSS) are set by WSDOT. Within Edmonds, both SR 524 and SR 99 are considered Tier 1 Highways of Regional Significance, and have an LOS standard of "E mitigated," meaning that congestion should be mitigated (such as transit) when p.m. peak hour LOS falls below LOS "E.". SR 104 is classified as an Urban Highway of Statewide significance, and thus has an LOS standard of D. Cities and counties are required to include the LOS standards for all state routes in the transportation element of their local comprehensive plan. The PSRC certifies the transportation elements of the city and county plans and ensures that the regional LOS standards are included. PSRC notes that state law is silent on whether agencies include or exempt non-HSS facilities from local concurrency requirements. WSDOT applies these standards to highway segments, intersections, and freeway interchange ramp intersections. When a proposed development affects a segment or intersection where the level of service is already below the state's adopted standard, then the pre -development level of service is used as the standard. When a development has degraded the level of service on a state highway, WSDOT works with the local jurisdiction through the Washington State Environmental Policy Act (SEPA) process to identify reasonable and proportional mitigation to offset the impacts. Mitigation could include access constraints, constructing improvements, right-of-way dedication, or contribution of funding to needed improvements. Snohomish County Level of Service Standards Snohomish County LOS standards are defined based on arterial operations and not intersection LOS. Level of service along key arterials is measured by calculating corridor travel speeds. LOS standards for key arterials are defined by Snohomish County based primarily on arterial classification, number of lanes, average daily traffic (ADT) and average travel speed. In rural City of Edmonds Transportation Master Plan I DRAFT October 2024 / a m c a� s a E 0 U Packet Pg. 23 7.A.a areas LOS standards range from LOS C to LOS D depending on the roadway type. In urban areas LOS E is considered acceptable. City's Level of Service (LOS) Standards Signalized intersection LOS is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control and provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle. Unsignalized intersection LOS criteria can be further reduced into two intersection types present within the City of Edmonds: all -way stop and two-way stop control. All -way stop control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop -controlled intersection LOS is defined in terms of the average control delay for each minor -street movement (or shared movement) as well as major - street left -turns. Roadway LOS The City of Edmonds has identified the weekday PM peak hour travel speeds along 15 key corridor segments as being critical to maintaining the adequacy of its transportation system. Corridor level of service is based on average weekday (Tuesday — Thursday) travel speed through a corridor, which factors the total travel time and delays at the intersections within and at the end of each segment. The minimum average travel speed for each corridor is based on parameters for the Urban Street Class (Class IV) per the latest edition of the Highway Capacity Manual (HCM). The City of Edmonds has retained a LOS C standard for collectors, and LOS D for arterials. Table 1-1 summarizes the translation between roadway speed and LOS. Table 1-1 Roadway Level of Service Overview Percent of Speed Limit Roadway Level of Service > 85% LOS A 67 - 85% LOS B 50 - 67% LOS C 40 - 50% LOS D 30 - 40% LOS E < 30% LOS F Pedestrian LOS The pedestrian LOS standards are presented in Table 1-2. These standards emphasize system completion of sidewalks, pathways, or multi -use trails on arterial and collector roadways, or along off-street corridors. The LOS designations are shown in green, orange, and red and correspond with good, acceptable, and poor LOS, respectively. The long-term vision for the City would be to have the planned pedestrian network roadways achieve a green or good LOS; a m c a� s a� L cQ C 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 161 Packet Pg. 24 7.A.a however, in the near -term, the objective would be to achieve, at minimum, an orange or acceptable LOS along these roadways. Table 1-2 - Pedestrian Level of Service Overview LOS Rating Standard Example Facilities* • Sidewalks on both Pedestrian facilities built sides of the roadway, or; Good as identified in planned •Multi -use path on one network side of the roadway • Sidewalk along one Pedestrian facilities exist, side of the roadway, or; Acceptable but not as identified in • On -street shoulder planned network facility for pedestrians No pedestrian facilities Poor • No facilities exist present Generally, a green/good LOS indicates a roadway that provides the corresponding pedestrian facilities identified in the planned pedestrian network, while an orange/acceptable LOS indicates that a pedestrian facility is provided but does not align with the identified pedestrian facility in the planned pedestrian network. A red/poor LOS generally indicates no designated facilities are provided for pedestrians and is considered unacceptable. Bicycle LOS a The bicycle LOS standards are presented in Table 1-3. These standards emphasize the expansion and completion of both dedicated and shared use bicycle facilities on arterial and collector roadways, as well as off-street corridors. The LOS designations are shown in green, orange, and red and correspond with good, acceptable, and poor LOS, respectively. The long- Q. term goal would be to achieve a green bicycle LOS on all planned bicycle roadways, however in o the short term, achieving orange, or acceptable LOS is sufficient. L) Table 1-3 Bicycle Level of Service Overview LOS Rating Standard Example Facilities* Bicycle facilities built as - Bike lanes on both sides Good identified in planned of roadway, or; Lm network • Multi -use path on one side I of the roadway Bike facilities exist, but not - Large shoulder or bike Acceptable as identified in planned lanes not to standard, or; network • On -street shoulder facility for bicyclists Poor No bicycle facilities present • No facilities exist City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 25 7.A.a Generally, a green/good LOS indicates a roadway that provides the corresponding bicycle facilities (with appropriate striping/signage) identified in the planned bicycle network, while an orange/acceptable LOS indicates that a bicycle facility is provided but does not align with the identified bicycle facility in the planned bicycle network or that inadequate striping/signage is provided to demarcate the facility. A red/poor LOS generally indicates no designated facilities are provided for bicycles and is considered unacceptable. The active transportation LOS standards are described in further detail in Section 2.3. 1.2. Traffic Operations Intersection traffic operations evaluate the performance of signalized and stop -controlled intersections according to the industry standards set forth in the Highway Capacity Manual 6th Edition (Transportation Research Board, 2016). Peak hour traffic operations were evaluated at the study intersections based on level -of -service (LOS) methodology and evaluated using Synchro version 11.0. The PM peak hour intersection operations were selected due to the higher typical traffic volumes occurring during that time period for a single hour between 4 and 6 p.m. Existing (2023) Roadway LOS The City of Edmonds measures LOS by assessing average travel speeds during weekday PM peak hours on key corridor segments. LOS is based on travel time and delays, with standards set by the Highway Capacity Manual. The city aims for LOS C on collectors and LOS D on arterials, with travel speeds determining the LOS. The existing (spring 2024) weekday PM peak hour travel speed LOS summary is presented in Table 1-4. Table 1-4 Existing (Spring 2024) Roadway Level of Service Overview Existing Existing Corridor Roadway Extents Approach Speed LOS NB 23.8 A 1 3rd Avenue 7th Ave N to SR 104 SB 23.5 A WB 26.8 A 2 Caspers St / Puget Dr 7th Ave N to 76th Ave W EB 25.7 A WB 19.8 C 3 Main St 84th Ave W to SR 104 EB 19.3 C WB 21.9 B 4 212th St SW SR 99 to 84th Ave W EB 19.7 C NB 22.2 B 5 100th Ave W Caspers St to SR 104 SB 23.9 B WB 23.2 C 6 Firdale Ave / 244th St SR 104 to NE 205th St EB 25.0 B 8th / SR 104 (northern NB 27.3 B 7 hallf Main Street to 100th Ave W SB 30.0 A WB 22.1 B 8 220th St 9th Ave to Western city limits EB 22.6 B 9 5th Ave Main St to SR 104 NB 15.8 C CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 163 Packet Pg. 26 a m c N s L_ Q E O U C a c O ca O Q N c L H H LL C d E t v ca w Q 7.A.a SB 18.1 B WB 22.5 A 10 228th Ave 73rd PI W to 95th PI W EB 22.2 A NB 21.1 B 11 84th Ave Main St to 238th St SB 23.2 A NB 28.1 B 12 SR 104 (southern half) 100th Ave W to Southern city limits SB 31.4 A NB 25.6 C 13 SR 99 (southern half) 228th St to 244th St SB 29.8 C NB 18.7 D 14 SR 99 (northern half) Northern city limits to 228th St SB 23.9 C NB 21.8 B 15 76th Ave Northern city limits to 220th St SB 23.7 B Previously, the city measured LOS at intersections, based on vehicle delay as measured by the Highway Capacity Manual. Shifting to a methodology based on corridor travel speed time reflects a broader focus on corridor -wide mobility and user experience, rather than isolated intersection performance. The city's LOS standards are shown in Table 1-5. Table 1-5 Edmonds Vehicular LOS Standards L Facility LOS Standard ~ City Streets Arterials: LOS D or better (except state routes) 2 Collectors: LOS C or better d State Highways of Regional Significance SR 99 north of SR 104, SR 524: LOS E or better d >_ State Highways of Statewide Significance SR 104., SR99 south of SR 104: not subject to city Standard, but identify situations where WSDOT standard LOS D is not met. s L Existing roadway LOS in the City of Edmonds are shown in Figure 1-4. The results of the LOS a c analysis indicate that all the studied roadways currently meet City LOS standards. In addition to L) roadway LOS, the map also shows intersection performance. The only intersection not operating well is the intersection of SR 104 (Edmonds Way) and 238th Street SW, a two-way a stop -controlled intersection that reports LOS F for the worst movement at the intersection. This c intersection involves low -volume side streets that experience high vehicle delays during the PM W peak hour. c a w c �a L U_ NQ 1.1 rt+ C� E t V W+ rt+ Q City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 27 7.A.a Figure 1-4 Existing (2023) Roadway Level of Service LLUENO Corridor LOS — A-C D E F Intersection LOS • A-C �D • F Intersection Contro O Signal 17Roundabout Stop Intersection Not 01 By City Railway Edmonds City Limi .1N�'iT O� FUMY 0 pto I66TH ST SW 116TH ST SW 110TH ST SW a a 16STH ST sv✓ 200TH ST y, �991 :u,H ST sw IOS,H ST SW ]11TH ST SW s 116TH ST SW A6TH ST SW C FL m L Q 0 U c FL c 0 0 a c LL Lr r U- 1.1� E t V f4 w Q CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 165 Packet Pg. 28 7.A.a 1.3. Traffic Safety Collision records for the most recent complete five-year period were reviewed for all collisions reported within the City of Edmonds. Historical safety data was collected from WSDOT for the period of January 1, 2018 to December 31, 2022. A review of collision history was performed to identify potential safety issues for vehicles, pedestrians, and cyclists. Figure 1-5 summarizes the annual citywide collisions between 2018 and 2022. Figure 1-5 Citywide Collisions (2018-2022) 140 132 127 120 c`o 100 91 > 94 L a)80 78 0 60 .Ln v 40 20 1 5 3 2 3 0 — 2018 2019 2020 2021 2022 � Fatal and Serious Injury Crashes All Crashes Overall annual collisions have decreased in Edmonds since 2018. The large decrease in 2020 is due to traffic volume decreases resulting from the COVID-19 pandemic. As traffic volumes have `returned to normal' the total number of annual collisions have increased but have not returned to pre-COVID levels. Similar to total collision numbers, annual fatal and serious injury collisions decreased significantly in 2020, and have since increased, but have not returned to pre-COVID highs. Figure 1-6 shows a map of the collision locations within Edmonds for the same data period. City of Edmonds Transportation Master Plan I DRAFT October 2024 "r Packet Pg. 29 7.A.a Figure 1-6 Citywide Collisions from 2018 - 2022 LEGEND Intersection Related Crashes 0 Single Crash Lower # of Crashes Higher # of Crashes o Non -Intersection Related O Bicycle Crash O Pedestrian Crash Fatal Crash ® Serious Injury Crash 2r Regional Trails Railway Edmonds City Limits gl O MILES * C 1 O , m O �o O ° 411, ° r` n� r v O tl Q ; O q o Z ° O Cb 9 Q o ° D Q Q Q PUGI T O �^j 6�� :.!' °°� � ° iSe TH ST SW ® Q o �Q��� (,� ®casrSa�l" O O ; °z O O a O O O ° ° - 00 o� .8 O ckrol 11A1H ° 0 00 O 0 ° D� T U Qf]� O O- O,O O� CD O 9 o ° LL O> a Q i J O 0,°° Nk0. r_ST00 O0,O � ° ° 9! e ° O Q Op p ° O 4 Z v�O O O O �0. _ O O Cb R Z 4 O dr� X O 'W'I .. 1.1, I UTH It SW 166T11 ST SW a= 166TH ST %- 266TH ST SW 99 . H sr s W 166TH ST SW H ST SW :aeTH sr sr' During the five-year study period, there were a high number of crashes along 99, including two fatal crashes (pedestrian) and 19 crashes with serious injury, including several crashes CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 167 Packet Pg. 30 7.A.a involving pedestrians and bicyclists. Other corridors with multiple crashes involving pedestrians and/or bicyclists include 91h Ave S/1001h Ave W, 5' Ave S, Main St, SR 104, and 76th Ave W. Most crashes involving fatalities, serious injuries, pedestrians, or bicyclists took place on principal roads and major or minor arterials, but at least three pedestrian -involved crashes caused serious injury occurred on local streets. Between 2018 and 2022 there were 71 pedestrian collisions and 36 cyclist collisions within Edmonds. Generally, pedestrian collisions were more severe, 28 percent of which resulted in a serious or fatal injury, while 11 percent of bicycle collisions resulted in a serious injury. Intersection Crash Rates The crash rate was calculated for each study intersection in terms of collisions per million entering vehicles (MEVs). Generally, intersections that have collision rates below 1 crash per MEVs do not warrant further safety study. In Edmonds, there are two locations with collision rates over 1.0 per MEV, as shown in Table 1-6. Table 1-6 Intersections with Elevated Collision Rates Collisions Collisions Approach Rear Head Pedestrian / Location Fixed Object AngleSideswipe O per Year per MEV Turn End On Bicyclist E SR 99 / 228th St 12.6 1.08 0 4 30 0 0 21 6 V SW O SR 99 / 220th St 17.6 1.16 0 6 41 0 1 13 19 SW O Q SR 99 / 228th St 12.6 1.08 0 4 30 0 0 21 6 N SW ;4 H As shown in the table, the locations with observed crash rates exceeding the critical crash rates include the intersections of 220th Street SW and 228th Street SW of SR 99. The most common 4) collision type at both intersections was rear -end collisions. Rear -end collisions are common at •�'-, signalized intersections, when drivers may rapidly alter vehicle speeds while approaching the intersection in response to signal timing changes or turning vehicles. Angle and sideswipe were a the most common collision type after rear -end collisions. While there were no recorded fatalities a at these intersections, there were 48 injury collisions or approximately one-third of the total 0 collisions at these intersections. L- 1.4. Freight Routes The Washington State Freight and Goods Transportation System (FGTS) classifies highways, county roads, and city streets according to the average annual gross truck tonnage they carry Truck tonnage values are derived from actual or estimated truck traffic count data that is converted into average weights by truck type. The FGTS uses five truck classifications, T-1 through T-5, depending on the annual gross tonnage the roadway carries. • T-1: more than 10 million tons per year • T-2: 4 million to 10 million tons per year • T-3: 300,000 to 4 million tons per year • T-4: 100,000 to 300,000 tons per year • T-5: at least 20,000 tons in 60 days and less than 100,000 tons per year City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 31 7.A.a Routes with the highest annual gross tonnage, T-1 and T-2 routes, are also identified as Strategic Freight Corridors. Within Edmonds, as shown in Figure 1-7, SR 104, SR 524 and SR 99 are identified as T-3 routes. Additionally, 76th Ave W, Firdale Avenue and 3rd Ave S are identified as T-4 routes. Beyond these primary routes, delivery vehicles use many other streets to reach their final destinations. A few areas prohibit certain types of vehicles. The downtown area between SR 104 and 9th Ave S only allows single unit trucks, while SR 524, Olympic View Drive within the city, and a few other roads are prohibited for hauling. Figure 1-7 WSDOT Freight and Goods Transportation System (FGTS) Map FGTS Class T-1 T-2 T-3 — T-4 — T-5 Railway Edmonds City Limits �1 ��� �68T1.1i SW gG w �>�THSl SW h i 711 sT SW �l i ; CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 169 Packet Pg. 32 7.A.a 1.5. Transit The following section describes the existing service, ridership and facilities provided by Community Transit. Community Transit currently operates 10 bus routes through Edmonds and maintains 154 bus stops and five park & ride facilities. Community Transit, the major provider of public transit for Snohomish County, operates three types of transit service in the city: • Fixed bus route service • Rideshare services • Dial -A -Ride Transit (DART) paratransit service Fixed Route Service Fixed bus routes are local or commuter services that operate on a standardized schedule. shows the bus routes that serve the city. Most of this service is provided by Community Transit, although Sound Transit connections are available along 1-5. SWIFT Bus Rapid Transit also operates through the city along SR 99. Table 3-18 summarizes bus routes serving the city, which provide two-way service between destinations in the city and surrounding areas, from morning through evening. Commuter bus routes serving the city, which provide service to major employment destinations in Snohomish and King Counties, are also shown Figure 1-8. Commuter routes typically operate only during the weekday morning and evening peak commute periods. Every Community Transit bus is equipped to accommodate wheelchairs. All buses are also equipped with bicycle racks. Community Transit currently operates the following routes within Edmonds: • Route 101 — provides local service between the Mariner Park and Ride in Shoreline and ~ Aurora Village in Everett. During the week, service operates every 30 minutes from approximately 5 a.m. to 11:30 p.m. a • Route 102 — provides local service between Edmonds Station and Lynwood City Center Station. During the week, service operates every 30 minutes from approximately 5 a.m. to 6:45 p.m. and every hour from 6:45 p.m. to 10:45 p.m. On Saturday, service operates every 30 minutes from approximately 5:45 a.m. to 6:45 p.m. and every hour from 6:45 a P.M. to 9:45 p.m. On Sunday, the service operates every 30 minutes from 6:45 a.m. to E 0 6:45 p.m and every hour from 6:45 p.m. to 8:45 p.m. L? • Route 112 — provides service from Mountlake Terrace Station to Ash Way Park & Ride. c During the week, the service operates every 30 minutes from approximately 5 a.m. to 8 a p.m. and every hour from 8 p.m. to 10 p.m. On the weekends, service operates every 30 c minutes from approximately 7 a.m. to 7 p.m. and every hour from 7 p.m. to 9 p.m. W • Route 114 — provides service from Aurora Village to the Lynwood City Center Station. c During the week, the service operates every 30 minutes from approximately 5 a.m. to 8 N p.m. and every hour from 8 p.m. to 10 p.m. On Saturdays, the service operates every hour from 6:45 a.m. to 9:45 p.m. and on Sundays, it operates every hour from 7:45 a.m. to 8:45 p.m. U_ • Route 119 — provides in -county commuter service between Mountlake Terrace and Ash Way P&R, Monday through Friday. This service provides trips every 30 minutes between approximately 5:45 a.m. to 8:50 a.m. and every hour between 8:50 a.m. to 9:50 p.m. on weekdays (every 30 minutes between 2:50 p.m. and 5:50 p.m.). On Saturdays, it E provides trips every hour between 6:10 a.m. and 9:10 p.m. and on Sundays, it provides trips every hour between 8:10 a.m. and 8:10 p.m. City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 33 7.A.a • Route 130 — provides commuter service between Edmonds Station and Lynnwood Transit Center. This service provides trips once every 30 minutes from approximately 4:30 a.m. to 6:30 p.m. and every hour from 6:30 p.m. to 9:30 p.m. on weekdays. On Saturdays, it provides trips every hour from approximately 6:45 a.m. to 9:45 p.m. On Sundays, it provides trips every hour from approximately 7:45 a.m. to 8:45 p.m. • Route 166 — provides service between Edmonds Station and Silver Firs. On weekdays, the service provides trips once every 30 minutes from approximately 5:00 a.m. to 8:00 p.m. and every hour from 8:00 p.m. to 11:00 p.m. On Saturdays, it provides trips every hour from approximately 5:50 a.m. to 9:50 p.m. On Sundays, it provides trips every hour from approximately 6:50 a.m. to 8:50 p.m. • Swift Blue Line (Route 701) — provides Community Transit's Bus Rapid Transit (BRT) service every 10-12 minutes on weekdays and every 15-20 minutes on early mornings, evenings and weekends between Everett Station and Shoreline North/185th Station. • Route 909 — provides service from Edmonds Station to Mountlake Terrace Station. This service provides trips about every 45 minutes from approximately 5:25 a.m. to 11:50 p.m. on weekdays and Saturdays (Saturday service stops at 10:20 p.m.). Throughout the day, there are certain one -hour intervals. On Sundays, it provides trips about every 45 minutes from approximately 7:00one-hour0 p.m. Transit routes, run times and recent ridership data available from Community Transit are summarized in Table 1-7. Table 1-7 May 2023 Community Transit Routes and Daily Ridership Route Number Route Description Hours of Operation Route 101 Aurora Village to Mariner Park and Ride Weekdays (5:00 am — 11:30 pm) Saturdays (7:00 am --10:20 pm) Sundays (7:00 am — 9:20 pm) Route 102 Edmonds Station to Lynwood City Weekdays (5:00 am — 11:00 pm) Center Station Saturdays (5:45 am — 10:00 pm) Sundays (6:45 am — 9:00 pm) Route 112 Mountlake Terrace Station to Ash Way Weekdays (5:00 am — 10:30 pm) Park & Ride Weekends (7:00 am — 9:30 pm) Route 114 Aurora Village Transit Center to Weekdays (5:00 am — 10:00 pm) Lynwood City Center Station Saturdays (6:45 am — 10:00 pm) Sundays (7:45 am — 9:00 pm) Route 119 Mountlake Terrace to Ash Way P&R Weekdays (6:35 am — 10:30 pm) Saturdays (6:10 am - 9:45 pm) Sundays (8:10 am — 8:45 pm) Route 130 Lynwood City Center Station to Weekdays (4:30 am — 10:00 pm) Edmonds Station Saturdays (6:45 am — 10:15 pm) Sundays (7:45 am — 9:20 pm) Route 166 Edmonds Station to Silver Firs Weekdays (5:00 am — 12:00 am) Saturdays (5:50 am — 10:50 pm) Sundays (6:50 am — 9:50 pm) Swift Blue Line (701) Everett Station and Shoreline Weekdays (4:15 am — 12:30 am) North/185th Station Saturdays (5:00 am — 11:30 pm) Sundays (6:00 am — 10:45 pm) Route 909 Edmonds Station to Mountlake Terrace Weekdays (5:25 am — 12:00 am) Station Saturdays (5:25 am — 10:30 pm) Sundays (7:00 am — 10:30 pm) Figure 1-8 shows Community Transit's current fixed route service map operating in and around the City of Edmonds. c FL m c d s a E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 171 Packet Pg. 34 7.A.a Figure 1-8 Community Transit Routes in Edmonds LYNNWOOD Edmonds Station/ 0 Q Ferry Terminal 102 130 166 416 Dayton St V) Edmonds Park & Ri L 405 871 `n 220th EDMONDS Aurora Village Transit Center Blue Line 101 114 130 113 ZIP Lyi OrE 114 421 228th Mountlake Terrace Transit Center 111 112 119 130 410 413 415 435 810 871 512 513 Paratransit Service Community Transit also provides paratransit services for patrons who cannot use fixed -route bus services due to disability, in accordance with the Americans with Disabilities Act (ADA). This service provides curb -to -curb paratransit service within 3/4 mile of all local fixed -routes during hours of fixed -route operation. Community Transit currently provides Dial -A -Ride Transit City of Edmonds Transportation Master Plan I DRAFT October 2024 a m _ d s W L Q E 0 U _ M a c 0 0 a c �a L NQ a� E w a Packet Pg. 35 7.A.a (DART) paratransit service to eligible riders who are unable to use fixed route bus service due to a disability. Service is available to all origins and destinations within 0.75 mile of local, non - commuter bus routes. Vanpool Program Community transit also offers vanpool services for citizens who wish to carpool to work. Vanpools must consist of at least three riders and can accommodate up to 12 per vanpool group. Users pay a fare based on the daily round trip miles and size of the van used while Community transit will provide the van (including routing service and maintenance), gas, insurance and pay any highway tolls. Park -and -Rides Within Edmonds, there are five officially designated park and ride lots. The largest facility is the Edmonds park -and -ride lot located at 72nd Avenue West and 213th Place SW. This facility, which has a capacity for 256 cars, is owned by WSDOT and operated by Community Transit. This facility offers direct access to routes 405, 871 and provides a one block walk to the nearest Swift Blue line BRT. Table 1-8 summarizes the park -and -ride lots that serve Edmonds. Table 1-8 May 2023 Community Transit Routes and Daily Ridership E Facility Routes Served Parking Capacity (if available) V Edmonds Park & Ride 405, 871, Swift Blue 256 c Edmonds Station 116, 130, 196, 416 -250 O Edmonds Lutheran Church 115 12 ca C Edgewood Baptist Church 119 10 0- Korean United Presbyterian Church 416 58 L Outside of the city, the Lynnwood Transit Center and Aurora Village Transit Center are the major hubs for transferring between Community Transit local routes. Community Transit routes a connect with King County Metro service at Aurora Village, Mountlake Terrace Transit Center, and Bothell; Everett Transit in the City of Everett; the Washington State Ferry at the Edmonds and Mukilteo Terminals; with Sound Transit at various park -and- ride lots in the south Snohomish County; with Link Light Rail service at the Northgate Transit Center and Island a Transit in the City of Stanwood. c U King County Metro Transit = King County Metro does not provide local service within Edmonds, but connections are a available between Community Transit and Metro routes at the Aurora Village Transit Center just south of the city. 2 Sound Transit Express Bus Sound Transit provides regional bus service to the urban portions of Snohomish, King, and Pierce counties, but does not have an established express bus stop in Edmonds. Sound Transit express bus service is available at transit centers and park -and -ride lots in the vicinity of Edmonds (Swamp Creek, Lynnwood Transit Center, and Mountlake Terrace Transit Center) and can be accessed by Community Transit. CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 173 Packet Pg. 36 7.A.a Rail Service Passenger rail service in Edmonds is provided by Sound Transit's Sounder commuter rail and Amtrak's intercity rail. The rail station is located at 211 Railroad Avenue and can be accessed by Community Transit. Sounder Commuter Rail Operated by Sound Transit, the Sounder commuter rail line operates between Seattle and Everett, with stops in Edmonds and Mukilteo. Through a partnership with Amtrak, Amtrak trains are also available for commuters along this route. Sounder operates four southbound trains during the morning commute period and four northbound trains during the evening commute period. Amtrak operates one additional train in each direction during both the morning commute period and the evening commute period. Additional parking is needed at the train station to accommodate the rising number of daily transit riders using this service. Sound Transit currently leases a parking lot from various property owners. Amtrak Service Amtrak operates two routes with stops in Edmonds: the Amtrak Cascades and the Empire Builder. Amtrak Cascades Edmonds serves as a stop along the Seattle - Vancouver route. Service is daily, with two °Q northbound trains and two southbound trains stopping in Edmonds per day. From Edmonds, the = two northbound trains terminate in Vancouver, British Columbia. Both southbound Cascades trains originate in Vancouver, BC. _ The Cascades route's northbound service provides connections to Everett, Mount Vernon, and 4) Bellingham in Washington State, and Surrey, Richmond, and Vancouver in British Columbia. '- Travelers who wish to take rail south to destinations between Seattle and Portland are best served by traveling to Seattle to take the Seattle -Portland route. L Q Empire Builder c U The Empire Builder provides cross-country service between Seattle and Chicago. Its route traverses the states of Washington, Idaho, Montana, North Dakota, Minnesota, Wisconsin, and Illinois. Service is daily, with one eastbound train departing from Edmonds each evening (5:27 pm). One westbound train arrives in Edmonds each morning (10:35 am). Washington State Ferries The Edmonds -Kingston ferry route connects the northern portion of the Kitsap Peninsula and the Olympic Peninsula with northern King and southern Snohomish Counties. The route is 4.5 nautical miles long, and takes approximately 30 minutes to traverse. The Edmonds -Kingston route operates seven days per week year-round, with average headways ranging between 35 and 70 minutes. In 2013, the Edmonds -Kingston route carried 3.09 million people, at an average of 8,465 passengers per day. This is slightly less than the 4.3 million people the route carried in 2006. The annual Washington State Ferries Traffic Statistics Report indicates that in -vehicle boardings were the most prevalent, with about 86 percent of passengers boarding in this manner on the City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 37 7.A.a average weekday. Walk-on passengers constituted 14 percent of all passengers on an average weekday. 1.6. Active Transportation Facilities The active transportation network consists of facilities for residents and visitors to participate in active transportation modes and recreational activities in the City of Edmonds. A combination of on -street facilities and off-street pathways provide the core network for walkers, cyclists, and other non -motorized users to travel. These facilities can be used for many of the same purposes as personal vehicles and transit, including commuter travel, grocery store trips, and other errands within the City. Active transportation facilities, particularly off-street pathways, are also used for recreational trips or for access to parks and other recreational destinations. Pedestrian Facilities In 2002, the City of Edmonds completed its Comprehensive Walkway Plan. The plan included goals and objectives for non -motorized transportation in the city, in addition to a walkway inventory, a review of facility standards, and recommendations for walkway projects. The Walkway Plan has been updated in subsequent years, culminating in a full update as part of the 2015 plan. Pedestrian Facility Inventory Pedestrian facilities within the city include sidewalks, walkways, roadway shoulders, and off - road trails. Sidewalks are the primary pedestrian facility within downtowns and developed areas. Along with off-street trails, sidewalks are the primary facility type for pedestrians. Cyclists may also use sidewalks within many of these jurisdictions provided they yield right-of-way to pedestrians. Sidewalks within the City of Edmonds are typically provided on both sides of the street in the downtown and adjacent neighborhoods. Figure 1-9 shows the existing sidewalks on one or both sides of the street in the City. Figure 1-9 shows that the sidewalk system is most complete inside the core area bounded by SR 104, 92nd Avenue W, and SR 524. Outside of this area, sidewalks are primarily located along roads classified as collectors or arterials. Raised and striped walkways are generally associated with schools and provide safe walking routes. a m c a� s a E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 175 Packet Pg. 38 7.A.a Figure 1-9 Existing Pedestrian Facilities LEGEND Sidewalk Regional Trails Railway Edmonds City Limits 0 0.5 J m�GG� 1 City of Edmonds Transportation Master Plan I DRAFT October 2024 i �, A N l INTN ST SW 1 TJTM ST SW 190TH ST SW 20OTM 5T SW ;a + 9 2NTN 5T SW 20BTH ST SW 2121H ST SW 3 s 7 Packet Pg. 39 _ a a� .N _ Q E 0 U _ a 0 L 0 Q N _ L U- Q 0 _ E t 0 fC a 7.A.a Bicycle Facilities The city prepared a comprehensive Bikeway Plan in 2009. This plan was revised as part of the previous transportation master plan update to outline a list of improvement projects for the bicycle system. The types of recommended bicycle facilities range from shared -use paths to bike lanes to bicycle parking. • Shared use paths and trails — off-street facilities that cater to both pedestrians and cyclists. Where paved, these facilities provide a high amenity connection for nonmotorized users of all ages and all abilities. • Bike lanes — portions of roadways that have been designated by striping, signing, and pavement markings for the preferential or exclusive use by cyclists. • Bike sharrows or common lanes- shared streets used by bikes and cars. Signed shared roadways are shared roadways that have been identified as preferred bike routes by posting bike route signs. Sharrows are commonly used to indicate where on the roadway a cyclist should ride, and also to remind motorists to share the lane with bicycles when present. Note that these bicycle facilities can be used by human -powered and electric -assisted bicycles. Given the hilly terrain in Edmonds, the use of electric -assisted bicycles is expected to continue to increase. Bicycle Facility Inventory Figure 1-10 shows the location of existing bicycle facilities within the city. The Interurban Trail, which links the cities of Seattle, Shoreline, Edmonds, Mountlake Terrace, Lynnwood, and Everett, runs through the southeastern portion of Edmonds. Trails are also located along the city's beaches and within city parks. There are also easy connections for cyclists to ferries, Sound Transit's Sounder service, and Community Transit. Bicycles are allowed on all these systems. WSF provides a reduced fare for bicycles, Sound Transit provides bike racks, and all Community Transit vehicles have bike racks. a m c a� s a� L cQ C O U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 177 Packet Pg. 40 7.A.a Figure 1-10 Existing Bicycle Facilities LEGEND Existing Bike Lanes Inside City ■ Outside City Sharrow or Common Bike Route Inside City -- Outside City Existing Bike Trails/Paths Inside City -- Outside City Regional Trails Railway Edmonds City Limits PU4f i pM ` �CASPf 115 ST 2 O i g:. 1 Q� � 1 z1 MILES 0 0.5 1 ffA� 615HEq� A t N "N " b 11f TH IT S- IT sw s 1 W 1 $ x S ueTH IT cw ■ ■ ■ ■ r+fH ST S� ■ IUCTH IT SW 99 w 2MINST SW ■ �.■■ ��aTH ST SW '.•.o ::TH a5W 000— 3 L) 1 1 1 Wk. ■ r�_1 City of Edmonds Transportation Master Plan I DRAFT October 2024 "r Packet Pg. 41 _ IL .N _ a� a� CL 0 U _ ca a 0 M t 0 CL _ u- 0 C d E t 0 fC a 7.A.a c a a� .N c d d L Q E 0 U CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 179 Packet Pg. 42 7.A.a 2. Forecasts & Evaluation Edmonds's Transportation Plan is developed based on the evaluation of the existing transportation system and future transportation system needs based on planned future growth. The City of Edmonds selected a 2044 horizon year. Year 2044 provides a long-range look at the transportation system needed to support anticipated growth in the city and other communities in Snohomish County. The year 2044 also corresponds to the current planning horizon for the Comprehensive Plan overall and associated population and employment forecasts adopted in the Snohomish County Countywide Planning Policies. Travel forecasts have been developed and analysis has been conducted for average weekday conditions during the PM peak hour. The weekday PM peak hour generally has the highest overall traffic volumes in the community and thus provides the basis for identifying capacity - related improvement needs. The travel forecasts provide a technical basis for identifying the transportation improvement projects in the Transportation Systems Plan (Chapter 3). 2.1. Travel Forecast Model Primary analyses of the 2044 traffic forecasts were initially based on the following travel forecasting assumptions: • Committed improvement projects in Edmonds's current Transportation Improvement Program (TIP) • Improvement projects in available transportation plans from adjacent jurisdictions • Puget Sound Regional Council's (PSRC) Transportation Vision 2050 Update Regional Capacity Projects List (as of May 2022) • WSDOT's 2024-2027 Statewide Transportation Improvement Program (STIP) • City of Edmonds's forecast land use data • PSRC 2050 Land Use forecasts and regional trip end data from the 2050 regional travel demand model Based on these assumptions, travel forecasts were developed using Edmonds's travel demand model. This model is a tool that is used to convert existing and future land uses into weekday vehicle trips. The Edmonds travel demand model was updated to reflect existing 2023 conditions and was used as the basis for preparing 2044 travel demand forecasts for the Edmonds UGA. The following provides an overview of the land use assumptions, planned network improvements, and the alternatives analysis. Baseline Transportation Network As a part of the baseline forecast 2044 conditions, any transportation improvements that are planned and funded in the near -term were included in the analysis. For the baseline network the following eight planned projects were included: • 228th Street SE from Highway 99 to 95th Place W — Widen to three lanes City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 43 7.A.a • Highway 99/238th Street — Add 2nd northbound left -turn lane • Highway 99/220th Street — Add 2nd northbound, southbound, and eastbound left -turn lanes • Main Street/9th Avenue — Signalize the intersection • 76th Avenue W/220th Street SW — Intersection improvements • SR 104 from 236th Street to 226th Street — Construction of an adaptive signal system • SR 104/76th Avenue W — Add 2nd westbound left -turn lane • 236th Street SW from 84th Avenue W to Highway 99 — Green streets program, reduced speed limits 2.2. Forecast Methodology A strong relationship exists between land use and the transportation facilities necessary to provide mobility within the community. Future transportation improvements recommended in the Projects and Projects Section have been defined to support the Land Use Element of the Comprehensive Plan. The 2044 forecasts of land use growth throughout the City and its Urban Growth Area (UGA) were developed based on the land use growth estimates from the Land Use Chapter. The Edmonds Travel Demand Model was developed in 2023 and is used as a basis for the 2024 Comprehensive Plan Update and the 2024 Transportation Plan to determine future traffic forecasts. The model accounts for the number of households and employees within the City and converts those into weekday PM peak hour trips. These trips were then converted to travel modes and allocated to City roadways to understand the overall impacts on the transportation system for the proposed 2044 land use. Table 2-1 summarizes the existing and forecast land use assumptions (from the Land Use Element) that form the basis of the transportation forecasting. Table 2-1 City of Edmonds Land Use Growth Land Use Existing 2044 No Action 2044 Alternative A 2044 Alternative B Households 19,219 24,364 30,888 31,329 Jobs 10,309 12,857 13,195 13,374 Source: Snohomish Countvwide Plannino Policies As shown in Table 2-1, by 2044 the number of households could increase by 5,145 to 12,110 (or a 27 to 63 percent increase). The number of jobs could increase by 2,548 to 3,065 (or a 25 to 30 percent increase). 2.3. Forecast Evaluation The alternative analysis is based on the land use forecast described above and used to identify transportation needs for Edmonds, develop the framework for the transportation network, and ultimately the 20-year transportation improvement project list. The evaluation is completed using the City's travel demand model to forecast transportation demands and then applying the a CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 181 Packet Pg. 44 7.A.a multimodal level of service (LOS) standards to determine both vehicular and active transportation needs. The results of the alternatives analyses are used to develop a recommended 2044 transportation network with improvements. Traffic Forecasts Trip generation was developed through the modeling process, which converts estimates of housing and employment into weekday PM peak hour vehicle trips based. Table 2-2 summarizes the weekday PM peak hour trip generation for both existing and forecast 2044 conditions for the different alternatives evaluated. Table 2-2 City of Edmonds Weekday PM Peak Hour Vehicle Trips No Action PM Peak Hour Trips Alternative A PM Peak Hour Trips Alternative B PM Peak Hour Trips Forecast 2044 Alternative 24,510 27,434 27,665 Existing 21,470 21,470 21,470 Increase 3,040 5,964 6,195 Source: Transoo Group. 2024 The growth in traffic volumes will result in additional traffic congestion along City streets assuming similar driving behaviors as today. As traffic volumes increase, the number of hours during the day when congestion is experienced may also increase. A review of the roadway system capacity for Edmonds shows that additional roadway improvements and connections may be required to handle this increase in traffic volumes and maintain adopted LOS standards. Additional analysis is completed in the subsequent section to determine what improvements are needed at intersections with the growth in projected vehicle traffic. a as .N Traffic Operations Consistent with existing conditions and methodologies, weekday PM peak hour traffic speeds Q. were evaluated across the collector and arterial network. Forecast travel speeds were o calculated by adding additional intersection delay incurred by traffic growth between existing L) and future 2044 forecast conditions along each corridor. Forecast 2044 roadway LOS is shown r- in Figure 2-1. a City of Edmonds Transportation Master Plan I DRAFT October 2024 "r Packet Pg. 45 7.A.a Figure 2-1 Forecast 2044 Roadway Level of Service LEGENb Corridor Level of ` Service ■ —A-C FFF D E F Railway Edmonds City Limits ,-H ST SW 1.0TN ST SW 3 3 < _ z y 3 iuTT�sr sw t.TN ST SW 99 osTN sT sw 100TN ST sw 2IZTN ST SW 1 MILE 0.5 1 A N Forecast 2044 roadway operations generally result in speed decreases compared to existing conditions. However, the roadway LOS standard is only exceeded on SR 99 in the northbound direction from the northern city limits to 228th Street. The speeds are forecast to decrease to LOS F without any improvements. a CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 183 Packet Pg. 46 7.A.a While Edmonds has adopted a roadway travel speed -based methodology for measuring roadway LOS, intersection operations will continue to play an important role in roadway travel speeds. While only US 99 is forecast to operate below LOS standard, four intersections were identified as not performing well during the development of the travel speed forecasts. The intersections include: • 76th Ave/Olympic View Dr (all -way stop controlled) • 88th Ave W/Puget Dr (two-way stop -controlled) • SR 99/228th St (signalized) • Edmonds Way/238th St SW (two-way stop -controlled) The Transportation Projects and Programs provides a list of projects or programs to address these operational deficiencies. Active Transportation Network Vision The City's vision for the future roadway network is to provide active mode facilities on all roadways unless special circumstances make it prohibitive. The City's previous comprehensive plan and capital facilities plan identifies numerous improvement projects to install sidewalks and/or multi- use paths along roadways within the city that currently lack active mode facilities. These improvements are being implemented as part of identified improvement projects or through the ADA and sidewalk improvement program. As part of Edmonds Municipal Code 18.80.015 (Complete Streets), the city requires that all new = transportation projects provide appropriate accommodation for pedestrians, bicyclists, transit users and persons of all abilities. The City's recently developed Street Typology report also outlines standardized roadway designs across each roadway in the city. Edmonds also requires a. developers to provide street frontage upgrades in accordance with their street design standards. These programs have helped the city achieve parts of the active transportation vision; however, reliance on developer -implemented improvements alone would result in gaps within the bicycle and pedestrian network. L Q The planned pedestrian and bicycle networks, shown in Figure 2-2 and Figure 2-3, respectively, E 0 identifies the future vision for a comprehensive network of active transportation facilities to serve forecasted growth. The city envisions an interconnected system of on -road and off -road facilities, c that include sidewalks, pathways, shared -use trails, and key connections. The pedestrian network contains a series of Primary and Secondary Routes. Corridors identified as Primary or Secondary Routes are not indicative of a hierarchy for future active transportation facility development, rather they are used to make a distinction between routes that are more regional or that extend completely through the community (primary), and those that serve to make the second leg of the journey to connect to destinations, extend into neighborhoods, or complete a loop (secondary). Table 2-3further defines the functions of each tier within the Pedestrian Transportation Plan Network. City of Edmonds Transportation Master Plan I DRAFT October 2024 Packet Pg. 47 7.A.a Table 2-3 Pedestrian Transportation Plan Network Definitions Hierarchy System Function Primary Network Backbone of the system. Offers direct connections to majority of important community destinations, usually on arterials or collectors. Primary Network routes are often the most attractive route in terms of convenience in urban areas. Secondary Network Supportive to the Primary Network, often providing system continuity by connecting segments of the primary network with on -street or off-street facilities. Secondary Network routes sometimes offer more comfortable routes on quieter streets, although the route may not be as direct as the Primary network. Local Streets This encompasses most streets within the City (including residential neighborhood streets). While not specifically identified within the Pedestrian Transportation Plan Network, many of these roadways provide pedestrian and/or bicycle facilities in line with roadway design standards. Other Streets provide access to the Primary and Secondary Networks. Trails Trails represent the off-street pedestrian and bicycle facilities within the City. Trails often provide the direct connectivity of Primary Network routes but are located along alignments away from roadways (creating a more comfortable pedestrian and bicycle environment). Source: Transpo Group, 2024 It should be noted that the roadways within the Planned Transportation Plan Network are not the only roadways within the city designated to have pedestrian facilities. As indicated in the street design standards, most roadways within the City are required to provide some level of pedestrian facilities. The Pedestrian Transportation Network is not meant to define the type, width, and locations of these facilities for Primary and Secondary Network roadways. Instead, the roadway design standards and the street typology report designate the types of facilities planned for each roadway based on its functional classification and/or street typology. The Planned Transportation Plan Network is intended to lay out the active transportation vision for the city, not to designate the pedestrian facilities for each roadway. IU a m c a� s a� L cQ C 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 185 Packet Pg. 48 7.A.a Figure 2-2 Planned Pedestrian Network LEGEND Pedestrian Route Type Primary Secondary Local Street Trail - - Route Outside City Limits Railway Edmonds City Limits h"S"W City of Edmonds Transportation Master Plan I DRAFT October 2024 M r� ...1412V,6 .... -�wrtistsw • 1, s. • `■..lrliiiYisn-n r Lynwood• Transit Center 1'Mile • • _ [991 �..■ • ... ■Iw4,. Yam■■■■■jw I� L ■ ■ •� �l SMl 3 s y �44L ■ ■ �y ar a. aw ■ ■ i ■ ■ Lahr ; ■ ■ s �r Packet Pg. 49 7.A.a Unlike the pedestrian network, where corridors are identified as Primary or Secondary Routes, the bicycle network identifies the preferred bicycle facility on each network (as shown in Figure 2-3). This network was developed iteratively, with feedback from city staff, the transportation advisory committee and the previous comprehensive plan bicycle network. Ultimately, City staff identified specific corridor treatments for bicyclists along each roadway and removed most shared use facilities from the planned network in favor of dedicated facilities to promote bicyclist safety for all ages and abilities. CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 187 Packet Pg. 50 7.A.a Figure 2-3 Planned Bicycle Network LLULNU Bicycle Facility Type Bike Lane Multi Use Path Shared Road Multi Use Trail Further Study Needed - Outside City Connections Q Proposed Ped / Bike Bridge Qi Mountlake Terrace Lightrail Station Railway Edmonds City Limits � to • 1 Y" Q" Bike Lanes only Considered on ! Roadways with ADT > 3.500 City of Edmonds Transportation Master Plan I DRAFT October 2024 A N ,rWl. ld..l � Mesi,.ek lA.1 _ I)�iN lT Sw �")$Or"!T sw "s " Lynnwood Transit " Center " 1 Mile I .f TN sT svr CAT = `991 lClii� st sw "r Packet Pg. 51 C IL a� .N c d t d tZ E 0 U c o_ C Ct 1= 0 CL rn c H H 0 C d E t 0 fC a 7.A.a Active Transportation Level of Service Bicycle, pedestrian, and trail facilities play a vital role in the City's transportation environment. The Edmonds active transportation system is comprised of facilities that promote mobility without the aid of motorized vehicles. A well -established system encourages healthy recreational activities, reduces vehicle demand on roadways, and enhances safety within the community. As described in Chapter 1 the active transportation LOS standard is based on the presence of facilities along designated routes. Based on the system plan networks and LOS criteria, pedestrian and bicycle networks were evaluated and summarized in and, respectively. CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 189 Packet Pg. 52 7.A.a Figure 2-4 Pedestrian LOS Route Level of Service A N 14THSI SW N. .m. 3 x ti Lynnwood Transit Center t Mile 0 M1H R SW .l. ST SW loot. ST SW ST SW 3 ; S z ,sw City of Edmonds Transportation Master Plan I DRAFT October 2024 "r Packet Pg. 53 7.A.a Figure 2-5 Bicycle LOS LEGEND Route Level of Service Primary, Complete 1W Primary, Incomplete = Primary, No Facilities Secondary, Incomplete Further Study Needed © PedrBike Bridge (Not Y.t Constructed ) i(Q1 Mountlake Terrace Ligl Railway j 1 Edmonds City Limits FFM FIwGFn N 3 He , ef, , . fl 5'n MHnw. '*ATM ST SW �MTM ST SW 3 i Lynnwood Transit Center 1 Mlle —♦ 00 TH ST S W 304TN ST Sw OSTH ST SW TSW I 1 ; 1 4 Pl SW P� 2 T f M )S♦TH 5 lnb- n1�yr !O, 1UiH ST SW a CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 191 Packet Pg. 54 7.A.a As shown in Figure 2-4, the pedestrian system meets LOS standards in most of the designated pedestrian routes of the city. The northern and southern sections of the city are missing facilities. Many of the missing sidewalks are along secondary or local roadways. In contrast, the bicycle system LOS shown in Figure 2-5 does not meet LOS standards in many areas of the city. The city lacks bicycle facilities along some of the major corridors, including the State Routes 99, 104 and 524 (S 196th Street). The long-term project list (currently under development) seeks to implement bicycle lanes or multi -use pathways to achieve an acceptable LOS for the bicycle network. 2.4. Transportation Projects & Programs [ This section of the plan is currently under development. This section will detail all the needed capital projects necessary to accommodate anticipated growth while maintaining the existing level of service standards. This project list will also include planning level cost estimates that summary the anticipated costs (in 2024 dollars) for each project. The project list will also include recommend studies, citywide preservation and maintenance projects and other programs (such as the city's traffic calming program). ] 2.5. Technology Considerations Advances in technology impact the short and long-term use of the transportation system and its users. The following sections describe technologies emerging or being considered in Edmonds and the region. P _ Transportation System Management and Operations (TSMO) a m Transportation System Management and Operations (TSMO) is an integrated approach to optimize the performance of existing infrastructure by implementing multimodal, intermodal, and s often cross -jurisdictional systems, services, and projects. TSMO seeks to operate the existing a transportation system as safely and efficiently as possible, often maintaining or even regaining c previous capacity levels and improving safety performance levels. In practice, TSMO is applied 0 on a corridor or in a region as a series of operational strategies. Corridor strategies instead of just intersection improvements. a Electric Vehicles As the use of electric vehicles (EVs) continues to grow within transportation systems, it becomes essential to establish an accessible EV charging infrastructure. Currently, charging infrastructure in the city is provided at several private business locations. City -owned properties and right of way are not currently equipped with public charging systems for electric vehicles. The City may evaluate the benefits of entering a public private partnership to provide charging systems on City property if electric vehicle charging stations are desired by the community in the future. City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 55 7.A.a E-Bikes / E-Scooters E-bikes and E-scooters are electricity -assisted bicycles and scooters. Availability, diversity of types of e-bikes/scooters, and use of e-bikes/scooters has been increasing in recent years removing barriers and expanding transportation options for road users. Increased use of e- bikes/e-scooters will likely result in the need for increased bike facilities and infrastructure. CITY OF EDMONDS TRANSPORTATION PLAN OCTOBER 2024 193 Packet Pg. 56 7.A.a 3. Goals and Policies These initiatives seek to preserve Edmonds's unique story and character, while fostering economic resilience, and enhancing the City's livability. Prioritizing equitable investments in infrastructure and programs that contribute to vibrant neighborhoods, environmental protection, and transparent governance. The following goals and policies are registered to match the GMA & VISION 2050 requirements Goal T- 1 Create a complete and connected system that offers efficient transportation options to implement the regional transportation plan. Policy T - 1.1. Partner with other entities to create a logical system that integrates within the regional transportation network and supports the regional growth strategy. Policy T - 1.2. Provide a safe, comfortable, and convenient travel experience for all users and the movement freight and goods. Policy T - 1.3.Focus on transportation system management investments that increase efficiency while reducing demand and the need for capacity. Policy T - 1.4.Focus new development in activity centers with pedestrian access to transit and prioritize connectivity to transit nodes that provide important connections to regional destinations. Policy T - 1.5.Coordinate planning, construction, maintenance, and operation of transportation facilities and programs with the State, counties, neighboring cities, Puget Sound Regional Council, Community Transit, Sound Transit, and other entities to ensure critical infrastructure is in place to respond to both natural and human -caused disasters. Policy T - 1.6.Position Edmonds to respond to technical innovations, such as electric vehicles, autonomous vehicles, and other personal mobility devices. Coordinate with regional and private entities to accommodate these modes of transportation that have the potential to provide increased mobility and environmental benefits. Goal T- 2 Participate in land use and transportation planning with Puget Sound Regional Council, Snohomish County, and surrounding jurisdictions to support and promote the Regional Growth Strategy in Vision 2050. Policy T - 2.1.New and existing streets should form a well-connected network that provides for safe, direct, and convenient access for automobiles, bicycles, and pedestrians. Prioritize transportation investments that reinforce the City's vision of developing near transit -oriented areas, consistent with the regional growth strategy. Policy T - 2.2. Build a transportation system that enhances the City's land use vision to prioritize multimodal investments in activity centers and transit stations. Policy T - 2.3.Work with transit providers to serve designated activity centers with appropriate levels of transit service. Transit stops should be properly located throughout the activity center and designed to serve local community and activity patterns and significant concentrations of employment. City of Edmonds Transportation Master Plan I DRAFT October 2024 / a m c a� s a� a E 0 U Packet Pg. 57 7.A.a Policy T - 2A.Encourage active transportation by providing safe facilities for bicycles and pedestrians. Policy T - 2.5.Encourage collaboration across departments to develop a network of walking paths throughout the city. This network could include, but not be limited to signed loop trails in neighborhoods, park -to -parks walking paths, and theme -related walks. Policy T - 2.6.Provide bicycle lanes where feasible to encourage the use of bicycles for transportation and recreation purposes. Sharrows can be provided on lower volume roadways to create motorist awareness. Policy T - 2.7.Where feasible, design all streets as complete streets that serve automobile, transit, pedestrian, and bicycle travel according to City ordinance 3842. Policy T - 2.8.Maximize efficiencies of existing transportation facilities through Transportation Demand Management; Encouraging occupants of new development to use existing sidewalk, bicycle, and transit facilities; and Supporting technologies that improve the efficiency of travel, including signal improvements and changeable message signs. Goal T- 3 Support and enforce laws that are designed to provide safety for vulnerable users, including people walking, biking, riding transit, and people with mobility challenges. Policy T - 3.1. Support the transportation needs of traditionally underserved neighborhoods and vulnerable populations through investment in equitable modes of transportation in addition to potential catch-up investment for areas in need, as necessary. Policy T - 3.2. Design walking paths for use by people of all ages, abilities, and mobility levels. Improvements to walking paths and curb cuts should meet the requirements of ADA. Goal T- 4 Develop the City's transportation system to serve existing and future land uses and promote economic growth. Policy T - 4.1. Encourage the efficient movement of people and goods through an effective and inter- connected transportation network that includes collector and arterial streets, trails, bike paths, public transit, and other transportation facilities. Policy T - 4.2. Support a multimodal transportation system that links air, ferry, rail, bus, auto, freight, and non -motorized travel providing access to regional transportation systems while ensuring the quality, safety, and integrity of local commercial districts and residential neighborhoods. Policy T - 4.3. The City should work with WSDOT, BNSF, Amtrak, Sound Transit, Community Transit, and local walking and biking advocacy groups to locate and design a multi -modal transportation center and terminal to serve the City's needs with the following elements: a.) Ferry terminal that meets the operational requirements to accommodate forecast ridership demand and that provides proper separation of automobile, bicycle, and walk- on passenger loading b.) Train station that meets intercity passenger service and commuter rail loading requirements, and provides the requisite amenities, such as waiting areas, storage, and bicycle lockers c.) Transit center with connections to major regional destinations d.) Linkage between stations/terminals that meets the operational and safety requirements of each mode, including a link between the multi -modal station terminal and to the business/commerce center in downtown Edmonds a m c a� s a� L a E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 195 Packet Pg. 58 7.A.a e.) Safety features that include better separation between train traffic and other modes of travel, particularly vehicle and passenger ferry traffic as well as the public; and f.) Overall facility design that minimizes the impact to the natural environment, particularly the adjacent marshes. Goal T- 5 Minimize the adverse impacts of transportation facility improvements on the natural environment both in established neighborhoods and undeveloped areas. Policy T - 5.1. Support transportation investments that advance alternatives to driving alone as a measure to reduce greenhouse gas emissions and in turn reduce the effect of citywide transportation on global climate change. Policy T - 5.2. Design streets with the minimum pavement areas needed and utilize innovative and sustainable materials, where feasible, to reduce impervious surfaces and storm water pollution. Wherever feasible, culverts under streets should be reconstructed or removed to improve fish passage. Policy T - 5.3. Policy 5.3. Include analyses of geological, topographical, and hydrological conditions, as well as impacts to human health and safety in the planning, design, and construction of transportation facilities. Goal T- 6 Pursuant to the Growth Management Act, maintain an inventory of the City's transportation facilities and establish appropriate Level of Service Guidelines and Standards. Policy T - 6.1. The Transportation Element shall include mapped inventories of all major transportation modal networks, including automobile, transit and freight vehicles; sidewalks, bikeways, and multiuse trails; and airports, railroads, shipping terminals, and vehicle and passenger ferry routes. Policy T - 6.2. Roadway Level of Service (LOS) Standards for City of Edmonds Streets: ■ Arterials = LOS D or better ■ Collectors = LOS C or better ■ State Highways of Regional Significance (PSRC): o SR 524; SR 99 north of SR 104 = LOS E or better ■ State Highways of Statewide Significance (WSDOT): o SR 104; SR 99 south of SR 104 = LOS D or better o Not subject to City concurrency regulations, but City will identify locations where LOS D is not being met. Policy T - 6.3. Pedestrian Level of Service (LOS) Standards ■ Green = Complete Pedestrian Network Facility ■ Yellow = Partial or Incomplete Pedestrian Network Facility ■ Red = Missing Pedestrian Network Facility Policy T - 6.4. Bicycle Level of Service (LOS) Standards ■ Green = Complete Bicycle Network Facility ■ Yellow = Partial or Incomplete Bicycle Network Facility ■ Red = Missing Bicycle Network Facility Policy T - 6.5. Adopt and implement a multimodal transportation concurrency management program based on the level of service standard measurements for intersections, public transit, walkways, and bikeways. Policy T - 6.6. Provide additional transportation facility capacity only when existing facilities are used to their maximum level of efficiency, consistent with adopted LOS standards. City of Edmonds Transportation Master Plan I DRAFT October 2024 / FL m c a� s a� a E 0 U Packet Pg. 59 7.A.a Policy T - 6.7. Work with PSRC travel demand forecasts to identify state, regional, and local multimodal transportation system improvements deemed necessary to accommodate growth while improving safety and human health. Policy T - 6.8. Keep roadways operating in safe condition by taking steps to secure roadway funding from a variety of sources to maintain, rehabilitate, or replace roadways. Edmonds will work with its partners to understand street maintenance and rehabilitation needs. Prioritize roadway preservation projects and consider the long- term maintenance costs of new capacity as part of the upfront cost of development. Goal T- 7 Coordinate infrastructure planning and financing with other agencies to ensure that these plans are consistent with the regional mobility goals and land use plans. Policy T - 7.1. Finance the six -year Transportation Improvement Program (TIP) within the City's financial capacity to achieve a balance between available revenue and expenditures related to transportation facilities. Policy T - 7.2. Pursue and implement alternative and innovative transportation financing methods, such as transportation benefit districts, variable -demand parking management pricing, user fees, and other potential options to support ongoing maintenance, preservation, and operation of the City's transportation system. Policy T - 7.3. Develop a 20-year finance plan that balances transportation improvement needs, costs, and revenues available for all modes to assist in updating the Transportation Impact Fee (TIF) program and the annual adoption of the Six -Year Transportation Improvement Program (TIP). Policy T - 7.4. If projected funding is inadequate to finance needed transportation facilities, based on adopted level of service (LOS) standards and forecasted growth, the City should explore one or more of the following options: • Lower the LOS standard • Change the Land Use Plan • Increase the amount of revenue from existing sources; or • Adopt new sources of revenue Goal T- 8 Street Design and Traffic Calming Goal: Policy T - 8.1. Design street improvements to encourage downtown traffic circulation to flow in and around commercial blocks, promoting customer convenience and reducing congestion. Separate through -traffic from local traffic circulation to encourage and support customer access. Policy T - 8.2. Encourage landscaping along residential streets to preserve existing trees and vegetation, increase open spaces, and decrease impervious surfaces. Landscaping may be utilized to provide visual and physical barriers but should be carefully designed not to interfere with motorists' sight distance and traffic, pedestrian, bicycle, and wheelchair safety. Landscaping improvements should take maintenance requirements into consideration. Policy T - 8.3. Encourage underground placements of utilities when existing roadways are improved. Policy T - 8.4. Encourage placement of underground conduit for future installation of fiber optic cable as roadways are built or improved. Policy T - 8.5. Convert private streets to public streets only when: • The City Council has determined that a public benefit would result. • The street has been improved to the appropriate City public street standard. • The City Engineer has determined that conversion will have minimal effect on the City's Street maintenance budget. • In the case that the conversion is initiated by the owner(s) of the road, that the owner(s) finance the survey and legal work required for the conversion. IU a m c a� s a� L Q E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 197 Packet Pg. 60 7.A.a Policy T - 8.6. Improve emergency service access to the waterfront, especially to west side of train tracks when there is a train crossing. Goal T- 9 Public Transit and Transportation Demand Management Goal: Policy T - 9.1. Explore future funding for a city -based circulator bus that provides local shuttle service between neighborhoods (Firdale Village, Perrinville, Five Corners, Westgate) and downtown. Policy T - 9.2. Encourage the provision of a bus rapid transit system or other high -capacity frequent transit service along SR 104. Policy T - 9.3. Work with transit providers to ensure that transit service within the city is: o Convenient and flexible to meet community and user needs o Dependable, affordable, and maintains regular schedules. o Provides adequate service during evening hours, weekends, and holidays; and o Comfortable and safe for all users. Goal T- 10 Parking Supply Goal Policy T - 10.1. Carefully review parking requirements for downtown development proposals both for autos and bikes to promote development while still ensuring adequate balance between parking supply and demand. Policy T - 10.2. Encourage underground parking as part of new development. Goal T- 11 Additional Active Transportation Goal L Policy T - 11.1. Leverage funding opportunities and the City's right of way to complete the arterial walking path system according to the following priority list: a o Arterial roadways without walking paths or shoulders on which transit service is provided m > o Arterial roadways without walking paths or shoulders on which transit service is not a� provided o Arterial roadways with shoulders too narrow or in or poor walking condition for a pedestrians E 0 o Arterial roadways with adequate shoulders for pedestrians but without walking paths L? o The remainder of the arterial roadway system (e.g. roads with walking paths along one c side, or roads with walking paths in disrepair) a Policy T - 11.2. Locate walking paths and bicycle facilities to facilitate community access to parks, c 0 schools, neighborhoods, shopping centers and transit facilities/stops. 0 Policy T - 11.3. Place highest priority on pedestrian safety in areas frequented by children, such as near 0 w schools, parks, and playgrounds. Provide walking paths in these areas at every L opportunity. Policy T - 11.4. Maintain existing public walking paths. LL < Policy T - 11.5. Place highest priority for improvements to bicycle facilities and installation of bike racks p and lockers near schools, commercial districts, multi -family residences, recreation areas, and transit facilities. m Policy T - 11.6. Provide safe bicycle connections to existing bicycle facilities in adjacent jurisdictions. City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 61 7.A.a Goal T- 12 Land Use — Transportation — Environment Goal Policy T - 12.1. Ensure city transportation facilities and services are provided concurrent with new development or redevelopment to mitigate impacts created from such development. Road improvements may be provided at the time of or within 6 years of development. Policy T - 12.2. Encourage and promote the use of electric vehicles as they are developed in all automobiles, truck, and commercial vehicle classes. Encourage the use of such vehicles in a way that conditions are safe and don't impede traffic flow. Provide for a broad range of electric charging opportunities at public and private parking venues throughout the city, including standards for new developments that provide parking facilities. Potential Action Items The following list outlines potential action items that can be further explored to guide implementation efforts, considering the city's priorities, available resources, and other critical factors. These actions will be designed to support the city's long-term vision while ensuring compliance with the Growth Management Act (GMA) and PSRC Vision 2050 • Encourage neighborhoods to fund improvements that exceed City standards (e.g. for parking, median strips, landscaping, traffic calming, walking paths or other locally determined projects) • Locate utilities and walking path amenities, including but not limited to poles, benches, planters, trashcans, bike racks, and awnings, so as to not obstruct non -motorized traffic or transit access. • Coordinate traffic signals located within 'h mile of each other to decrease delay and improve operations. • Use public rights -of -way only for public purposes. The private use of a public right -of way is prohibited unless expressly granted by the City • Provide access between private property and the public street system that is safe and convenient, and incorporates the following considerations: o Limit and provide access to the street network in a manner consistent with the function and purpose of each roadway. Restrict number of driveways located along arterials. Coordinate with local businesses and property owners to consolidate access points in commercial and residential areas. o Require new development to consolidate and minimize access points along all state highways, principal arterials, and minor arterials. o Design the street system so that the majority of direct residential access is provided via local streets. o For access onto state highways, implement Chapter 468-52 of the Washington Administrative Code (WAC), Highway Access Management -- Access Control Classification System and Standards. • Work with transit agencies to ensure existing and planned transit creates connections to existing and future employment and activity centers • Locate walking paths and additional street features such as benches and shelters along transit routes to provide easy access to transit stops a m c a� s a� a E 0 U CITY OF EDMONDS TRANSPORTATION PLAN I DRAFT OCTOBER 2024 199 Packet Pg. 62 7.A.a • Participate on the boards of Community Transit and other public transit providers, and regularly share citizen and business comments regarding transit services to the appropriate provider. • Coordinate with local public transit agencies and private transit providers regarding road closures or other events that may disrupt normal transit operations in order to minimize impacts to transit customers. • Encourage parking on one side rather than both sides of streets with narrow rights-ofway, with the exception of downtown • Place highest priority on provision of lighting on walking paths, crosswalks and bicycle facilities that regularly carry non -motorized traffic at night. Non -motorized traffic, characterized as any vehicle that does not require a license, includes motorized bicycles, scooters, and Segways, in addition to pedestrians and people riding bicycles. • Seek opportunities to improve safety for those who bicycle in the city. • Provide a complete walking path network in commercial areas, especially downtown, as an element of public open space that supports pedestrian and commercial activity. • As funding permits and right of way is available, complete a collector walking path system that connects to transit service and activities such as retail, schools, or parks. • When appropriate, acquire easements and/or development rights in lieu of rights -of way for installation of smaller facilities such as sidewalks, walking paths • Encourage the use of innovative crosswalk treatments, such as pedestrian actuated flashing signals or pedestrian crossing flags. • Encourage separation of walking paths from bikeways, where feasible. Multi -use paths should also be encouraged in instances which separating walk and bike paths is unreasonable. eL IU a m c a� s a� L Q E O U City of Edmonds Transportation Master Plan I DRAFT October 2024 / Packet Pg. 63 7.A.a 4. Plan Implementation [ This section of the plan is currently under development. It will discuss Edmond's expected funding resources and overall adequacy to meet both transportation operations and maintenance needs as well as the needed capital improvements to accommodate growth. This section will also discuss options for balancing the city's budget should their existing funding resource streams prove insufficient to meet the needs. ] CITY OF EDMONDS TRANSPORTATION PLAN I OCTOBER 2024 201 Packet Pg. 64 1 Guiding Princinle: "Edmonds is committed to strengthen our resilience to climate change while balancing growth and protecting and expanding our environmental assets. It will prioritiz, creating sustainable, and low -carbon Edmonds that can enhance quality of life for residents" 7.A.b 96 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 66 7.A.b Introduction The Climate element provides a vision, goals, and policies that respond to new legislation that requires a climate change element (HB 1181) as part of a comprehensive plan. Climate elements must maximize economic, environmental, and social co -benefits and prioritize environmental justice to avoid worsening environmental health disparities. The element must include: • Resilience Sub -element that addresses adaptation to hazards exacerbated by climate change. • Mitigation Sub -element that identifies goals and policies addressing greenhouse gas emissions reductions The Climate Element addresses strategies to mitigate and adapt to climate change. It includes E reducing greenhouse gas emissions through sustainable practices, enhancing energy efficiency, and U promoting renewable energy sources. The element emphasizes climate adaptation measures, such o as protecting against sea level rise, mitigating the urban heat island effect, and improving stormwater management. It also focuses on preserving natural resources and critical areas, expanding green 0 CL infrastructure, and increasing urban tree canopy. Public education and community engagement are key r components, aiming to foster a resilient and sustainable city capable of withstanding climate impacts. The City of Edmonds is currently developing this element and requires more detailed analysis to IL a ensure complete compliance. a� s aD L Q E 0 U EVERYONE'S EDM Packet Pg. 67 7.A.b City of Edmonds- Regional leader in environmental stewardship The City of Edmonds recognizes that global climate change brings significant risks to our community as a shoreline city. At the same time, the City understands that we have a responsibility to play a leadership role both within our own community as well as the larger Puget Sound region. Recognizing the importance of addressing the issues surrounding the environment and climate change, in September 2006, the City of Edmonds formally expressed support for the Kyoto Protocol and adopted the U.S. Mayors Climate Protection Agreement by Resolution No. 1129, and joined the International Council for Local Environmental Initiatives (ICLEI) by Resolution No. 1130. Scientific evidence and consensus continue to strengthen the idea that climate change is an urgent threat to the environmental and economic health of our communities. Many cities, in this country and abroad, already have strong local policies and programs in place to reduce global warming pollution, but more action is needed at the local, state, and federal levels to meet the challenge. On February 16, 2005 the Kyoto Protocol, the international agreement to address climate change, became law for the 141 countries that have ratified it to date. On that day, Seattle Mayor Greg Nickels launched an initiative to advance the goals of the Kyoto Protocol through leadership and action by at least 141 American cities. The City of Edmonds has formally approved the U.S. Mayors Climate Protection Agreement which was endorsed by the 73rd Annual U.S. Conference of Mayors meeting, Chicago, 2005. Under the Agreement, participating cities committed to take three sets of actions: Urge the federal government and state governments to enact policies and programs to meet or beat the target of reducing global warming pollution levels to 7 percent below 1990 levels by 2012. • Urge the U.S. Congress to pass bipartisan greenhouse gas reduction legislation that 1) includes clear timetables and emissions limits and 2) a flexible, market -based system of tradable allowances among emitting industries • Strive to meet or exceed Kyoto Protocol targets for reducing global warming pollution by taking actions in our own operations and community. average annual temperatures increase by j 4.2°F to 5.5°F by 2100 38%-46% less snowoac in the Cascades by 2050 �'likelihoodofa 2_5 foot rise in sea level in Edmonds by 2100 Figure 5.2 Regional and local climate change projections. (Source: Edmonds Climate Action Plan) 98 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 68 7.A.b Edmonds Climate Action Plan (CAP) The Climate Action Plan (CAP) was first published in 2010 to set goals to reduce greenhouse gas emissions (GHG). In 2023 the CAP was updated to redefine climate action goals to meet targets that had not been met by the Edmonds community. The CPA provides steps for the City, individuals and businesses to work towards being carbon neutral by 2050 and identifies actions through 2035. The interconnection of equity and climate action is integrated throughout the plan, with Frontline communities identified as leaders for reducing consumption, and as those facing the biggest threats related to climate change. The CAP discusses the inevitability of impacts from climate change and identifies steps to prepare and respond to those impacts. The Comprehensive Plan has integrated the Strategies and Actions provided in the plan, along with the overall approach to Climate Equity. CAP sets goals to reduce greenhouse gas emissions (GHG). In 2023 the CAP was updated to provide steps for the City, individuals and businesses to work towards carbon neutrality by 2050. It identifies actions through 2035. The CAP discusses impacts from climate change and identifies steps to prepare and respond to those impacts. The history of inequity in climate action provides context for CAP recommendations, as environmental crises disproportionately impact vulnerable populations. Climate Resilience: The ongoing process of anticipating, preparing for, and adapting to changes in climate; minimizing negative impacts to our natural systems, infrastructure, and communities Mitigation: Actions taken to reduce or eliminate the emissions of greenhouse gases (present and future) to reduce the rate and extent of climate change damage It may also be referred to as greenhouse gas emissions GHG reduction. Climate Equity. Recognition that the impacts of climate change are felt by the most vulnerable populations. A climate equity approach not only enhances ecosystem services but also contributes to building resilience in these vulnerable communities, prioritizing those areas that already lack infrastructure to mitigate surface runoff, lack tree canopy or shade or cooling, or other impacts. EVERYONE'S EDM Packet Pg. 69 7.A.b Climate Equity The City of Edmonds is committed to embedding climate equity at the forefront of development projects and city -funded capital projects. This means proactively addressing the disproportionate impacts of climate change on vulnerable populations, including low-income communities, communities of color, and other marginalized groups. The CAP discusses the interconnection between equity and climate action and the benefits of integrating the two in strategic planning. The history of inequity in climate action provides context for key recommendations, highlighting Frontline communities as key demographics to consider. Environmental justice, climate change, and equity are deeply interconnected, with geographic and socioeconomic factors creating distinct exposures and outcomes. For instance, the Bowl area benefits from cooler temperatures during heatwaves due to its proximity to Puget Sound, while communities along the Highway 99 Corridor face higher environmental health risks. The unique contexts and frontline communities that exist within Edmonds need to be considered in the assessment and prioritization of climate change resources. El Non -English • Speakers Health Population Renter Experiencing HomelessnessPP Poverty 0 tr • • Median Age 41100tEducational Attainmen Sovc.r. Cen—d-AC579I95, ,M* tK aP/9rw.o/5mM•MIMMS Senicec T979Cmsia MQk/nelip bn(P( 9I1)11 Figure 5.1 Frontline Communities in Edmonds (Source: CAP Document) The City of Edmonds is home to frontline communities including the elderly, BIPOC, non-English speakers, those with no health care coverage, renters, persons below the poverty line, those experiencing homelessness, and those without a bachelor's degree or higher, among others. Goal CCA Provide information and opportunities for Edmonds residents to learn more about the climate crisis and take action. Policy CC-1.1 Partner with environmental organizations to leverage their expertise. Policy CC-1.2 Encourage access to healthcare services in underserved areas, particularly those disproportionately affected by climate change, to address both immediate and long-term health risks. Goal CC-2.Seek to alleviate environmental and health disparities on vulnerable populations resulting from climate change Policy CC-2.1 Encourage public health systems to anticipate and respond to emerging climate -related health threats, including the integration of climate considerations into disease surveillance, emergency response, and health education programs. Policy CC-2.2 Support programs to ensure that all residents, regardless of race, social, or economic status, have clean air, clean water, and other elements of a healthy environment. _ �a a a� a� s aD CL E 0 U a� r E U LI 0 _ a� E U a 100 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 70 7.A.b Climate Resilience Sub Element Develop, implement and monitor climate resilience strategies responsive to the impacts of climate change and support public health and safety, the economy, public and private infrastructure, water resources, and habitat. Snohomish County 2020 Hazard Mitigation Plan (HMP) The City of Edmonds adopted the HMP which was developed in cooperation with other jurisdictions in Snohomish County. HMP identifies resources, information, and strategies for reducing risk from natura hazards. The plan guides and coordinates mitigation activities throughout Snohomish County. Integration of Climate Adaptation and Hazard Mitigation: This approach recognizes the interconnectedness between climate change impacts, such as extreme weather events, sea -level rise, and heatwaves, and existing vulnerabilities to natural hazards, such as floods, hurricanes, earthquakes, and wildfires. They both require deliberative long-term actions in the built and natural environments to reduce harm resulting from hazards. Both frameworks center around vulnerability and risk assessment as the fundamental analyses, making them highly comparable in structure and approach. By integrating climate adaptation and hazard mitigation efforts, communities can: • Recognize and address the compounding risks posed by climate change and natural hazard • Identify opportunities to implement measures that provide multiple benefits • Build resilience by incorporating adaptive strategies into hazard mitigation plans, • Integrate climate projections and future risk assessments into hazard mitigation planning processes to ensure that mitigation measures are robust and effective in the face of changing climate conditions. • Identify opportunities to leverage funding and resources from multiple sources Goal CC-3. Fulfill requirements of HB 1181 for addressing climate change. Policy CC-3.1 Conduct a climate change risk assessment and impact analysis, consistent with state guidance. Policy CC-3.2 Broadly engage the public, including through equitable public outreach processes and best practices for addressing climate issues. Policy CC-3.3 Consider strategies that coordinate with with the Snohomish County Hazard Mitigation Plan (HMP) and Shoreline Master Program. The strategies may include: • "Extreme Heat Response Plan", such ascreating a network of emergency cooling centers to be available during extreme heat events. • "Floodplain Management Plan", such as updating development regulations for high -risk zones and green storm infrastructure. • "Wildfires Prevention Plan", such as for fuel management and fire-resistant landscaping. _ a a� a� s aD L a E 0 U a� r E Ln i 0 c m E s U ca Q EVERYONE'S EDM Packet Pg. 71 7.A.b Goal CCASeek to reduce community exposure to extreme heat, precipitation, smoke, sea -level rise, and other climate -exacerbated events Policy CC-4.1 Address the impacts of sea level rise by developing and implementing a comprehensive adaptation plan that protects Edmonds' coastal areas, infrastructure, and communities. Policy CC-4.2 Seek funding sources, including grants, state and federal funding, and public -private partnerships for sea level rise adaptation projects such as the Edmonds Marsh Estuary restoration project, Willow Creek Daylighting project or others, as appropriate Policy CC-4.3 Enhance emergency preparedness, response, and recovery efforts to mitigate risks and impacts associated with extreme weather and other hazards worsened by climate change. Policy CC-4.4The City of Edmonds should communicate with, and support climate resilience planning efforts of, other districts and county programs, such as the Snohomish County Hazard Mitigation Plan process, the Snohomish Health District, the Port District, the Alderwood Water Wastewater District, the Snohomish County Public Utility District, and others. GHG Emissions Reduction Sub -element Edmonds Climate Action Plan's GHG inventory and analysis aligns with Pathway 3 of the GHG Emissions Reduction Sub -Element analysis as outlined in Section 4.3 of Climate Element Planning Guidance published by WA State Department of Commerce. Pathway 3 leads to developing GHG reduction goals and policies based on emissions inventory modeling results. However, per the guidance document, Edmonds should use 2022 as their emissions baseline year and set incremental targets that lead to achieving net zero emissions in 2050, consistent with Washington's 2 statewide targets. The current CAP has 2017 as the baseline year. Commerce also recommends that = the emissions inventory be updated every five years to evaluate progress toward your GHG reduction goals and targets. Since 2008, the City has launched numerous initiatives aimed at creating energy -efficient and s sustainable public facilities. a • Completed an energy audit of major City buildings and facilities to identify opportunities for improved o efficiency. v • Reduced electrical usage at the library by approximately 45% after completing a capital improvement project. m E • Upgraded the wastewater treatment plant with new technology that reduced electrical consumption by 1978 v and fuel oil consumption by 44%, a reduction of 221 MT CO2e annually. 01 • Upgraded energy efficiency of City facilities, including interior lighting, insulation, and 10kW of community 0 solar at the Anderson Center; insulated glazing at City Hall; and high efficiency boiler and hot water tank at the _ E Public Safety building. • Worked with PUD to replace 1600 streetlights with energy -efficient LED fixtures. a Installed a 100-kilowatt project on Edmonds' public safety building in 2022 using WA state grant 102 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 72 7.A.b Goal CC-5. Promote green building practices and embrace renewable energy sources to reduce carbon emissions Policy CC-5.1 Strengthen energy efficiency codes, consistent with best practices. Policy CC-5.2 Support programs and incentives that encourage existing land use, buildings, and infrastructure to reduce their carbon footprint. Encourage or incentivize new developments to use low emission construction practices, low or zero net lifetime energy requirements and "green" building techniques Efficiency First bill, requires owners of large buildings (commercial and multifamily buildings over a size threshold) to benchmark their building's energy usage and report it to the State of Washington. The state will then publish this data online so that owners can see how each building compares to its peers. Policy CC-5.3 Encourage electric heat pumps and consider limiting the use of natural gas in new commercial and residential construction Policy CC-5.4 Partner with Puget Sound Energy and other organizations with the goals to identify and select appropriate and cost-effective energy improvements. Policy CC-5.5 Explore financial assistance programs such as low interest loans or grants for installation of solar energy projects and energy efficient equipment for affordable housing projects, including residences and community facilities. Policy CC-5.6 Remove barriers for installing residential and small business renewable energy systems, as well as community solar (streamline permitting, lower fees, etc.) Goal CC-6.Reduce vehicle miles traveled (VMT) by promoting active transportation and mobility by all modes to achieve greenhouse gas reduction goals. Policy CC-6.1 Prioritize multimodal investments where needed in neighborhood centers and hubs and the activity centers Policy CC-6.2 Continue to promote active transportation to reduce VMTs through: Encourage development in centers and hubs to support a sustainable land use framework Support transit capital improvement in partnership with Community Transit to improve transit stops that serve centers and hubs. TDM strategies that are meant to reduce congestion, ease traffic, and improve the range of transportation options by encouraging carpooling, biking, public transit, or Telecommuting. Policy CC-6.3 Establish guidelines for the installation of EV charging stations in the public Right -of - Way (ROW) while balancing the competing demands for curb space, including the needs of pedestrians, cyclists, public transit, and other users. Policy CC-6.4 Explore and expand practical options for transitioning more of the municipal fleet to electric vehicles to maximize climate benefits and cost savings. EVERYONE'S EDMO Packet Pg. 73 7.A.b Goal CC-7. Reduce material consumption, waste generation, and resource depletion Policy CC-7.1 Promote zero -waste programs and educational initiatives to "reduce, re -use, and recycle" Policy CC-7.2 Promote local farmers' markets at activity centers (including proposed Neighborhood Centers and Hubs) throughout the city. Policy CC-7.3 Ensure that the City sets an example by promoting sustainable practices when organizing events, with a focus on reducing waste in materials, food, and other resources. Implementation Actions Performance Measures Goal CC-8. Develop a set of climate metrics that can be tracked, assessed and reported on by the City on an on -going basis. Policy CC-8.1 Create an interactive dashboard that can display tracked information and reporting from the monitoring program. Policy CC-8.2 Climate Action Plan (CAP) should be updated every five years to be in compliance with HB 1181 and Commerce's GHG Emissions Reduction sub -element requirements. Policy CC-8.3 Set aside funding for regular updates to the inventory analyzed in CAP. Policy CC-8.4 Plan for data collection, target setting, progress reporting and adjustments to program needs. Policy CC-8.5 Continue to inventory and monitor both public facility, and community greenhouse gas emissions targets as designated in the 2023 CAP. Goal CC-9. Consider long-range, strategic, and short-term planning and decision - making in making progress toward community sustainability. Policy CC-9.1 Develop benchmarks and indicators to measure progress toward sustainability goals. They should be both understandable and obtainable so that they can be easily explained and used. Policy CC-9.2 Schedule planning and budgeting decision processes to form a logical and linked progression so that each process builds on and informs related decisions. Policy CC-9.3 Long-range, strategic, and short-term planning should acknowledge the other time frames, decisions, and resources involved. For example, short-term budgetary and regulatory decisions should be designed to effect strategic and long-term goals. 104 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 74 7.A.b Potential Action Items The following list outlines potential action items that can be further explored to guide implementation efforts, considering the city's priorities, available resources, and other critical factors. Any such action that is selected will be designed to support the City's long-term vision while ensuring compliance with the Growth Management Act (GMA). • Allocate resources to enhance climate literacy for the community with emphasis on educating r_ community leaders, youth, and organizations by facilitating regular workshops and seminars on climate 3 • Create a centralized resource providing information and updates 3 w • Conduct regular climate risk assessments to identify vulnerabilities, inform housing resilience CO o strategies, and make relevant updates to the building codes s • Establish advisory boards such as Climate Champions with representatives from vulnerable o communities to guide program development and implementation • Conduct thorough climate equity assessments to evaluate how proposed city funded capital projects may affect vulnerable populations, with a focus on reducing disparities in climate resilience and; access to resources E E • Conduct Health Impact Assessments (HIA) for large-scale projects to evaluate and address 5 potential health impacts on vulnerable populations and neighborhoods. Define threshold criteria for CF o determining which projects require an HIA based on factors such as project size and type, potential M health impacts, and the characteristics of the affected populations 00 • Expand responsibilities of the existing Climate Protection Committee to act as the Climate Policy N CO Advisory Team as defined in Section 2.1 of the guidance document • Develop a climate change risk assessment and impact analysis for city government facilities and IL a operations • Develop a climate risk assessment and impact analysis for the Edmonds community. Consider the potential impacts to economic, land use, and other community patterns due to the short- and long-term risks associated with climate change using tools specified in Section 3.1 of the guidance E document o U_ • Undertake a Climate Equity Strategic Plan that identifies issues, and targets actions that address a) r climate equity. Include planning tools appropriate to both public and private participants. The E following activities should be part of the plan: G • Utilize Edmonds Equitable Engagement Framework to inform equitable public outreach processes 01 and best practices. Incorporate surveys and other forms of data collection to find populations needing p p Y p p g support. Engage with advocacy groups and elevate local needs and priorities. • Assess the effects of climate risk on vulnerable populations, e.g. seniors, and those on fixed incomes. E • Develop recommendations for community programs responsive to findings. • Coordinate with, and leverage state and regional goals and initiatives. a • Implement a monitoring schedule: Align the periodic assessment with scheduled updates to vulnerability analysis for regular evaluation and timely update of strategies and actions. EVERYONE'S EDMO Packet Pg. 75 7.A.b Undertake a policy review of City comprehensive, strategic, and specific plans to ensure that City policies are appropriately targeted to prepare for and mitigate potential impacts of climate change. • The reviews may be done to correspond with scheduled plan updates or accelerated where either a higher priority is identified, or the next update is not specifically scheduled • Develop and implement robust development standards that are adaptable to the impacts of climate change, enhancing the resilience of the city's infrastructure, buildings, and communities • Update building codes to incorporate climate -resilient materials and construction practices that can withstand extreme weather events such as heatwaves, floods, and storms • Update land use plans for climate adaptation and resilience based on the strategies identified within climate change risk assessment and impact analysis to address sea level rise, flooding, wildfire, extreme heat, and other hazards Implement urban cooling strategies such as increasing green spaces, greater tree canopy, 3 opportunities for water -based recreation, installing cool roofs and pavements, (Refer UDF goals in w Community Design Element) co Develop and implement policies to enhance carbon sequestration through natural and engineered solutions, contributing to the city's climate goals and improving environmental health c Conduct a detailed vulnerability assessment of coastal areas, identifying critical infrastructure, properties, and natural habitats at risk from sea level rise Establish and maintain monitoring systems to track sea level changes and the effectiveness of; adaptation measures over time E Conduct an economic impacts analysis of sea level rise and the costs and benefits of different U c adaptation strategies 0 Regularly update and implement the City's Emergency Management Plan (EMP) including 0 identification of multimodal emergency and evacuation routes. y Include measures to ensure resilience of local energy supply at City operated mass care facilities, such as solar power and battery storage, in the event of electrical outages due to extreme weather or c fires a • Conduct community drills and education programs to ensure residents are informed and prepared • Support local schools in integrating climate and sustainability education into curriculum a� • Explore carbon credits on the voluntary carbon market as a funding source for energy improvement a programs/incentives for small businesses c U • Pursue the use of transportation demand management (TDM) strategies as a means of reducing a) traffic congestion and greenhouse gas emissions. • Operationalizing complete street approach E • Explore a market -based vehicle, bike and scooter share program in Edmonds. L)I Ln • Promote the use of electric vehicles (EVs) by expanding charging infrastructure especially within City - owned facilities including parks E s • Partner with utility companies to create favorable EV charging rates and infrastructure development programs a 106 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 76 7.A.b • Establish a monitoring program which should include measures that: • Enable a comparison between measurement periods • Measure progress toward greenhouse gas reduction goals • Identify opportunities and obstacles for meeting greenhouse gas emission targets • Evaluate the effectiveness to achieve these goals. • Develop benchmarks and indicators to measure progress toward sustainability goals. They should be both understandable and obtainable so that they can be easily explained and used Draft Performance Metrics Number of New Residential and Commercial Solar Photovoltaic Systems Installed New developments use low emission construction practices. Percent of New Residential and Commercial Development LEED-Certified or meeting Net -Zero Carbon Emissions Percent of Existing Residential and Commercial Area Retrofitted Residential units developed in neighborhood centers and hubs Percent of workforce commuting by transit Vehicle miles travelled (VMT) are reduced Percent of workforce commuting on foot or by bicycle Percent of Workers Carpooling and Ridesharing Promoting low -carbon vehicles Number of electric vehicles registered in Edmonds Tree canopy contributes to carbon Number of Trees Planted in Edmonds sequestration efforts. Material consumption and waste Reduction in Solid Waste Taken to Landfill generation is reduced. EVERYONE'S EDMO Packet Pg. 77 Preferred Growth Alternative Discussion Planning Board —Oct 23, 2024 How did we find centers and Hubs? � 1401 A, mot.- , 1.....,.....,.�7 k i / r-— - — - — -- 4 f f I Ir '■ � Il • ri - _ 1 4 LL_--------- /�- I rj 4 ` f /F lc Per /r ;North Bowl fas .. .5.Corners L__-1 g p L _ n9� ....: `r ........... m C L Hwy Distric i L Westgate J rj y w L7 a Firdale North u 1 Firdale Village �.r I N South ; Ballinger 0 �- �n _ d L U a Packet Pg. 79 7.A.c Perrinville North Bowl East Seaview .,.. ..... Downtown/ Waterfront Activity Center Five Corners Mediica District Westgate ; Firdale Village Highway 99 Subarea North Bowl Downtown/ Waterfront Activity Ce (er West Edmonds Way Firdale North Perrinville,-., i ! Maplewood East Seaview Highway 99 Subarea South Lake Ballinger c M a. a� .N c m t d Q. 0 U Packet Pg. 80 7.A.c _ M a a� .N m d L Q E O U N O •L cu _ d C1 Cl) d w C L d Q L L L a i Cl) N U O _ d E t C,1 Q Packet Pg. 81 Izt]L S EDMON, 7_�ii F re .. .. Am This alternative is non -compliant with Washington State Growth Management Act requirements. Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments Transit Routes Bus Stop �•~ High Capacity BRT Route Doi Wal Act Olympic View Or. 196th St. a 220th St 4h a 22ath St. 212th St. 7.A.c Highway Subarea I_ 0 U E Packet Pg. 82 LDS . Alternative ;.9, Transit Routes connecting the Centers and Hubs N Bus Stop EpMO�7 ion : �*'' High Capacity BRT Route Focused Growth Residential Or, aNeighborhood Olympic View (Housing Bills Compliance) E Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments a Neighborhood Center North Bowl -S Mid -scale mixed -use: Apartments or condos with retail/ ..... i�cthst. * 4 Floors commercial/offices on ground floor in select locations ;...... :.............. ...................... Neighborhood Hub Downtown/ Waterfront I Medical District Low -scale mixed -use: Apartments or condos with retail/ Activity Center,. �� P_ Expansion l I a e " commercial/ offices on ground floor in select locations 3 Floors Five _-- Corners � .......................... ... Main St;..,.__ Transit Oriented Housing = ZthSt. t N a Q :?. {� 110th St. _9� C T. Westgate 8th S . Fir ale North ,+ — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — l �... Note: Capacity metrics shown are approximate values Firdale Village ° �— 7.A.c m Perrinville � c m s L_ a E 0 U East Sea view U) 0 'L to : c d . c L a Highwa chl Subaree 14 t) i 0 E r Q Packet Pg. 83 E,,E: , Ahern; —Voices Vision Pion Distrih Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments Neighborhood Center Mid -scale mixed -use: Apartments or condos with retail/ commercial/offices on ground floor in select locations 3* Floors Neighborhood Hub Low -scale mixed -use: Apartments or condos with retail/ commercial/ offices on ground floor in select locations T Floors Transit Oriented Housing M 0 *Maplewood Hub: Cannot count towards GMA Capacity Note. Capacity metrics shown are approximate values Transit Routes connecting the C Bus Stop High Capacity BRT Route Downtown/ Waterfront Activity Center West Edmonds Firdale North Firdale Vil � North Bowl Maplewood' 196th St. Medical District P.f Expansion a ^` Five Corners r Main St. 7 .. 212th St. v v Q F� �o �a sLy 220th St. 7.A.c C a Perrinville > � m CL E 0 U East Seavie% I Highwa, t .t Subaree South L Q Ballinger � Packet Pg. 84 Alternative A: Focused Growth Downtown/ i Waterfront Activity Center Firdale Village M Olympic View Or* Perrinville m North Bowl 196rn sr East Sea view Medical District Expansion a � Five Corners Main St. 2th St. Q Q t t m a �o Hof !y 110th St. �Y Firdale North Alternative B: Distributed Growth • Downtown/ Waterfront Activity Center s Highway 99 1 Subarea West Edmonds Way Firdale North Firdale Village Q North Bowl Maplewood' 195th st. Medical District Expansion 11 Five Corners Main St ..............,....,. 7.A.c Perrinville East Seaview l Highway 99 Subarea Note: Capacii a metrics show) e South Lake approximate Ballinger Values Packet Pg. 85 :MOF9=1ftO11T11rz 0 • No -action alternative won't meet state requirements. • Preferred alternative: • May be either of the two proposed growth alternatives or something in between the two alternatives studied in the DEIS • Cannot add any additional areas for growth. • Will be incorporated into the Final Comprehensive Plan and provide direction for capital facilities, regulations, and other actions A Januxy 2023 --———————————————————————————————————————————————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 86 IL M a a� .N C. E 0 U E ER---- ExistingH-99 Capacl- ty Pall, A 4 n n ...,.:4... Reducing allowed ht from 75' to 50' will open the city to litigation for loss of economic use, the takings clause in the fifth amendment of the Constitution. Existing H-99 growth is very high and redistributing this to other areas among the centers/hubs might be a significant burden on those areas. Existing Employment Capacity 0 1-25 — 26-100 _ 101-500 _ 501, O q SR 524 d o zoom St SW AQ 4 M z t j B ..ICa�. Main St Walnut St aL.W \ 3 21281 St SW c N N--- 05 c L —1 220th St SW N - 3 � �z 3 a 22s PI SW I t 228th St SW -- 238th SI�W,p3g Snohomish County "'s< Planning and Development Services 0 0.25 0.5 075 1 Miles Final BlR 9/8/2021 1 13.813 Existing Housing Capacity 0 1-5 6-10 - 11-50 - 51+ - 1 S1 3 'o v a' > t EE O p�'9e�a SR 524 200th St SW z o m $ to 3 Main St m i Walnut St � B a' avdgn way m t Q m $ 220th St SW 3 a > 5 228th S1 or- 238th Si 1► W Snohomish County Planning and Development Services 0 0.25 0.5 0.75 1 Final SLR 9/8/2021 Miles 1:13.813 b--th St SW I 2121h St Pi SW 2441h St SW Packet Pg. 87 c la a a� .N d t d CL O U 7.A.c _ M a a� .N m d L Q E O U N O •L cu _ d C1 Cl) d w C L d Q L L L a i Cl) N U O _ d E t C,1 Q Packet Pg. 88 a IS No Action •I• Neighborhood Commercial Existing Multi -Family (3 floors) Existing 3-4 Floors A Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops •IOI• 2281 ga\ ...Aft Alt A: Focused Growth Ah Neighborhood Commercial Existing Multi -Family (3 floors) Up to 4 floors (5 with incentive) Up to 4 floors Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quaciplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments •MVIEAh W Alt 6: Distributed Growth 7.A.c a Neighborhood Commercial .N Existing Multi -Family (3 floors) Up to 3 floors (4 with incentive) 0 U F � i 1100 unit it_< .° s,_ a M am Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 89 log �... Neighborhood Center: Five Corners � No Action Alt A: Focused Growth Alt 6: Distributed Growth CO a Neighborhood Commercial Existing Multi -Family (3 floors) Existing Multi -Family (3 floors) .N Existing Multi -Family (3 floors) Up to 4 floors (5 with incentive) Up to 3 floors (4 with incentive) ■ Up to 4 floors C. E Up to 3 floors 0 —800 units —350 units .° 3 CU _ f W d CU 212th St do 212th St 212th St. w la. • L L a 04 all � r1 � �i1 ° Mixed -Use Neighborhood Commercial Neighborhood Residential Multi -Family (Housing Bills Compliance) Metrics are approximate, conceptual only and subject to change with further study. School Middle housing: Duplexes, Triplexes, ADUs, townhomes, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Bus Stops quaciplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments City of Edmonds Comprehensive Plan Update I Packet Pg. 90 "nd-ICal L No Action Neighborhood Commercial Existing Multi -Family (3 floors) Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops •Y.l 2 R"I to Alt A: Focused Growth Existing Multi -Family (3 floors) bb Up to 4 floors (5 with incentive) Up to 4 floors - +1 —750 units 5 corners 21ZthSt. expansion � �,� ■ .. 220th St. FCPFOAA&rF F7 Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments 7.A.c Alt B: Distributed Growth Existing Multi -Family (3 floors) Up to 3 floors (4 with incentive) Up to 3 floors Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 91 a a� .N C. E 0 U °�L s EDM10�",D :� [� 1 � 1 •I�l � � [�I�I� «:� � 1 �Am No Action Neighborhood Commercial Existing Multi -Family (3 floors) Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops :1 2[0 Alt A: Focused Growth Existing Multi -Family (3 floors) Up to 4 floors (5 with incentive) Up to 3 floors —30 units Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments —290 units 7.A.c Alt B: Distributed Growth Existing Multi -Family (3 floors) Up to 4 floors (5 with incentive) Up to 3 floors (4 with incentive) Up to 3 floors LOMA -Z —90 units / —290 u r Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 92 a a� .N C. E 0 U s EDMON .. V 101 N •Iel 12101910 No Action Neighborhood Commercial Existing Multi -Family (3 floors) Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops V � Q E 3 a o � F7 Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments i�■►riTii7:ii Alt A: Focused Growth Existing Multi -Family (3 floors) Up to 3 floors 7.A.c Alt B: Distributed Growth M a Existing Multi -Family (3 floors) .N Up to 3 floors (4 with incentive) Up to 3 floors C 0 U ^ 75 units ^ 100 units V L V L E 3 E 3 a, n, o> o� b 196th St. W 196th St. ■ Q r Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update 11Packet Pg. 93 V 101 N •Iel 12101910 No Action Neighborhood Commercial Existing Multi -Family (3 floors) Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops Alt A: Focused Growth Existing Multi -Family (3 floors) Up to 3 floors Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments Alk Alt B: Distributed Growth Existing Multi -Family (3 floors) Up to 3 floors (4 with incentive) 7.A.c Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 94 V 101 N •Iel 12101910 No Action Neighborhood Commercial Existing Multi -Family (3 floors) Mixed -Use Neighborhood Commercial Multi -Family School Bus Stops •M W' zrw Alt A: Focused Growth Existing Multi -Family (3 floors) Up to 3 floors Neighborhood Residential (Housing Bills Compliance) Middle housing: Duplexes, Triplexes, ADUs, townhomes, quaciplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments ^ 80 units r-, Alt B: Distributed Growth Existing Multi -Family (3 floors) Up to 3 floors (4 with incentive) Up to 3 floors 7.A.c Metrics are approximate, conceptual only and subject to change with further study. --——————————————————————————————————————— City of Edmonds Comprehensive Plan Update I Packet Pg. 95 EDM�Ns, ++ 17G1YL J { JY'r{ • w � 'ot 0 � ■Qr � �r �. rin_a� I � pool wr? . pi,-, p=� rV2O 3 S� •�•w�� p r� ����� a SIERRAUR 19TT" ST r Am +� i ST SW 4 s 1 CL - - - Am—%TH S7 3 192ND FL S,- lI 196TH Pl W— 4, prs 198TH S� ( 194TH ST SW 7.A.c ate Packet Pg. 96 c ca a a) .N C m t d i? E 0 U V 101 N •Iel 12101910 No Action Neighborhood Commercial Existing Multi -Family (3 floors) • N 401 Ma we =Ot Alt 6: Distributed Growth Up to 3 floors Edr»�W4Y Vol $ NE 205th St. 7.A.c —70 units Lake Ballinger Mixed -Use l Neighborhood Residential Neighborhood Commercial Metrics are approximate, conceptual only and Multi -Family (Housing Bills Compliance) — — — subject to change with further study._ _ — School Middle housing: Duplexes, Triplexes, ADUs, townhomes, Bus Stops quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments City of Edmonds Comprehensive Plan Update I Packet Pg. 97 7.A.c SEDM�N D , V 101 N •Iel 12101910 No Action Neighborhood Commercial Existing Multi -Family (3 floors) Fd 0 o,�os boy PI Mixed -Use Neighborhood Commercial Neighborhood Residential Multi -Family (Housing Bills Compliance) School Middle housing: Duplexes, Triplexes, ADUs, townhomes, Bus Stops quadplexes (only with one affordable unit), stacked flats, cottage style and courtyard apartments •111[6l1i• Alt 6: Distributed Growth Up to 3 floors Fad\ s � oy 771 —35 units a a� .N L Q E 0 U E a Metrics are approximate, conceptual only and subject to change with further study. — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — City of Edmonds Comprehensive Plan Update I Packet Pg. 98 7.A.c SEDM�N D , V 101 N •Iel 12101910 No Action Iwl Maplewood' .,.,,. 196th 5t. 1 Medical District Pvnnncinn :l6l[: YNSIOI• Alt B: Distributed Growth DO —200 units 196th Sr. _ a a� .N m d Q. 0 U No incentives — PB - Agreed for 3 floors a ---------------------------------------------------------------------------------- City of Edmonds Comprehensive Plan Update I Packet Pg. 99 Westgate Five Corners Firdale Medical District Expansion Am :11 290 750 1100 Limit heights 350 Allowable heights to not exceed 3 floors 1500 • Keeping Westgate as -is reduces the job capaci substantially. • The existing capacity is not tested for feasibility its own which means Westgate may not develo kept as -is without market feasible densities. • Loss of community benefits with the incentive program. • Neither Alts. fulfill targets by reducing allowable heights to 3 floors across Limit heights If Firdale Village allowable height is reduced to floors, no housing capacity is generated. Balance growth in Medical District a m .y C N t L CL 0 U • Alt A: No change • Alt B: Reduce the Medical District Expansion NU extents I Packet Pg. 100 I f �L EDM�Ns, North Firdale North Bowl Perrinville East Seaview J LaAlt A Alt B Comments/ Impacts concerns specific to each area AM South Lake Ballinger 30 75 35 90 Remove North Firdale as a Neighborhood hub because it is located within CARAs 200 a .N 0 Q CL E 0 Due to the available buffer in housing targets, the alternatives remain as is w minor change to the overall capacitie 100 Remove Perrinville as a Do not remove the hubs from growth Neighborhood hub because areas, the alternatives retain the flexibili of flooding issues to reduce required heights elsewhere M 70 West Edmonds Way 35 - Packet Pg. 101 ....W�Z�..unS IF - Bel QUESTIONS ? COMMENTS?. Email us @ everyonesedmonds@edmondswa.gov For more updates, visit edmondswa.gov/everyonesedmonds 7.A.d EM /ft A\ IL ■ A\ a I\ IF Packet Pg. 103 7.A.d 82 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 104 7.A.d Introduction The Economic Development Element is intended to provide comprehensive policy direction for maintaining, expanding, and attracting economic activity across the city. This objective focuses on fostering sustainable growth that balances development with environmental stewardship, ensuring long-term prosperity and an enhanced quality of life for residents. Key priorities include supporting existing businesses through resources and infrastructure improvements, attracting new businesses by leveraging the city's strengths and opportunities, and fostering a skilled workforce. The element aims to enhance the city's livability by supporting mixed -use development and cultural amenities. Additionally, it promotes inclusive economic development to ensure that all residents benefit from economic opportunities, while encouraging regional collaboration and resilience to adapt to economic shifts and market disruptions. The International Economic Development Council defines the general objective of economic development as "Improving the economic wellbeing of a community through efforts that entail job creation, job retention, tax base enhancements and quality of life." EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 105 7.A.d Edmonds Today Key Employment Sectors Based on a review of local and regional employment data, the City of Edmonds either already excels in or has the capacity to excel in the following employment categories. referred henceforth as "Key Employment Sectors." A variety of terms are used to describe various employment sectors. Most of the names of the key employment sectors below are from the American Community Survey (ACS, a part of the US Census). The sector names in bold italics below are from the PSRC Regional Economic Development Strategy (2021); these sectors have been identified as significant drivers of the regional economy. An underlying assumption of the employment sectors is that flexible work schedules and quality of life of the employees will remain a key consideration in luring business to Edmonds. • Health care, Life Sciences, and Global Health • Knowledge workers • Professional, scientific, management, and other services • Business Services; Finance, insurance, and real estate • Information & Communication Technology The Creative Economy, which includes arts, tourism, small-scale artisanal manufacturing, and craft producers, including microbreweries, distilleries, specialty foods, creative technology, and other sectors. The Creative Economy is characterized by a significant number of non-traditional workers who operate sole -proprietorships, sole -owner LLCs and who are small business owners, independent contractors, and freelancers. • Retail/Commercial Employed Edmonds Residents by Industry Figure 4.1 shows the number of Edmonds residents who are employed in various industries. Consistent with the Key Employment Sectors section above, health care, knowledge work including professional services and finance, retail, and arts and recreation are among the industries in which the most residents are employed. Source: American Community Survey (ACS), 2020, via PSRC. For the civilian employed population 16 years and older. https://www.psrc. org/our-work/census-and-american-community- survey Employed population 16 years and over Health care & Education 4,672 Professional, scientific, management and other Services 3,604 Retail Trade 2,647 Finance, Insurance, and Real Estate 1,913 Manufacturing 1,886 Construction 1,860 Arts, Recreation, Accommodation and Food Services 1,830 Other Services 991 WTU 843 Public Administration 653 Information 487 Wholesale trade 429 Agriculture, Forestry & Mining 94 Figure 4.1 Employed Edmonds Residents by Industry, 2020 84 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 106 7.A.d The columns on the right of Table 4.2 compare the share of employed Edmonds residents in each industry to the share of employed residents in Bothell and Woodinville, and Snohomish County, respectively. Bothell and Woodinville were selected because of their somewhat similar locations in the region, and size. Industry Category (ACS/U.S. Census) Key Regional Export Industries (Clusters) (PS RC) Edmonds Edmonds vs Bothell & vs Snohomish Woodinville County Health care and education Life Sciences & Global Health 2.9% 1.3% Construction 2.2% -0.2% Finance. insurance. and real estate Business Services 19% 3.0% Arts. recreation. accommodation and food services Tourism 1.6% 0.3% Professional. scientific. management. & other services Business Services: Aerospace: Clean Technology -5 0— 3.6% Retail trade 0.7% 0.2% Transportation and warehousing. and utilities Transportation & Logistics 0.8% -0.4% Other services 0.1% -0.1% Public administration 0.0% -1.0% Agriculture. forestry. and mining -0.1% -0.3% Wholesale trade -0.5% -0.1% Information Information & Communication Technology -1.8% Manufacturing Aerospace: Maritime. Military & Defense: Clean Technology -2.8% 6.3% Figure 4.2 Key Export Industries and Comparison of Edmonds to Nearby Cities Source: American Community Survey (ACS), 2020, via PSRC. For the civilian employed population 16 years and older. • Key Regional Export Industries are PSRC's terms for the industry categories described in the ACS/U.S. Census; For example, PSRC focuses on "life sciences" while the Census tracks jobs in the "health care and education" industries. Many of these industries, are important both regionally and locally in Edmonds —including health care/life sciences, knowledge work/business services, arts and recreation/tourism, and information. However, other industries are key drivers of the regional economy, but are probably less critical to the City of Edmonds. These industries include aerospace, maritime, and military and defense. It is possible that Edmonds could excel in these industries, but neither anecdotal evidence nor government data seem to suggest that Edmonds currently excels in them. • Edmonds' economy is similar and different to nearby cities and the County. Edmonds has more employed residents than the comparison cities in healthcare, construction, finance, and arts/ recreation. It has fewer employed residents in the professional services, information, and manufacturing industries. Compared to the County, Edmonds has a significantly larger share of employed residents working in health care, arts/recreation, and professional services; it has far few employed residents in manufacturing. EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 107 7.A.d Where Edmonds Residents Work Understanding where Edmonds residents work is a critical piece of the City's economy. During and following 2020, the COVID-19 pandemic and other factors led to significant changes in work locations across the country. Thus, U.S. Census' LEHD program 2019 data was selected to represent pre - pandemic employment locations for this study. Figure 4.3 shows that, in 2019, the vast majority (92%) of employed Edmonds residents commuted to work elsewhere, and that only 8% of employed Edmonds residents both lived and worked in Edmonds Therefore, Edmonds can accurately be called a "bedroom community." Workers and their families are making a choice to live in Edmonds, even though their jobs are located elsewhere. Live in Edmonds, Work Elsewhere 18,847 92% of employed residents. Live and Work In Edmonds 1,608 8% of employed residents. Figure 4.3 Where Edmonds Residents Work, 2019 (Source: Longitudinal Employer -Household Dynamics (LEND) program, U.S. Census Bureau, 2019. Note that the data source for Figure 4.3(LEHD) is different than the data source for Figure 4.1 (ACS). While the two data sources identify similar overall employment dynamics, specific figures are different between the two sources.) There are about 55% more employed residents who commute elsewhere than there are employees who commute into Edmonds. These employed residents are critical to the City's economic health and contribute heavily to municipal revenue streams such as property and sales taxes. The comprehensive plan should focus on improving quality of life for these employed residents, not just oriented towards attracting employers to Edmonds. Figure 4.4 shows the direction and distance that employed Edmonds residents commuted in 2019. While about 40% of employed residents remain "close to home" and commute less than 10 miles, an even larger share (47.6%) of employed residents commute between 10 and 24 miles. A very large share of these commuters have been commuting south, to central parts of the City of Seattle, including Downtown and the University District. N w 2,400, E 7,200 �Y ■ Less than 10 miles 12,000 ® 10 to 24 miles sin sE 25 to 50 miles Figure 4.4 Commute Direction and Distance for Employed Edmonds Residents, 2019 (Source: Longitudinal Employer -Household Dynamics (LEHD) program, U.S. Census Bureau, 2019) 86 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 108 7.A.d Work From Home / Remote Work Prior to the COVID pandemic, a relatively small share of the workforce nationwide worked from home (about 5%). During and following the pandemic, this share increased dramatically, as more workers found they could do their jobs from home and other locations, aided by new technologies such as remote video conferencing. We expect remote work to be a critical employment trend throughout the duration of the Edmonds comprehensive plan. In 2022, data from the American Community Survey (ACS) / U.S. Census Bureau indicate that 25.3% of workers in the Edmonds area were working from home or working remotely. This suggests that approximately 4,500 Edmonds residents are working from home or working remotely (e.g., from coffee shops, co -working spaces, etc.) Edmonds' 25% work from home share is similar to other nearby areas, and lower than Bothell and Mill Creek (33%), Shoreline (30%), and Redmond (38%). One source notes that, "[ACS] data shows remote work is stable over the last year [2021 to 2022], and if anything, has increased slightly. There is no sign that return -to -office is gaining steam on a national scale" This means that ensuring that Edmonds is a functional and desirable place to work remotely is key to Edmonds ongoing economic success. Apart from any specific industry sector, accommodating work from home employees is its own key employment sector. The Adjacent Possible Recent academic research into economic development has shown that economies tend to grow into the "adjacent possible," rather than by taking giant leaps into "distant" economic sectors. (Source: MIT, Bloomberg.) Put in more concrete terms, this means that local economies grow by building from the things they are already good at into industries that are adjacent to their existing business and employment base. For example, the Puget Sound's strong software industry grew into online shopping in the early 2000s. Its strength as a location where gourmet coffee has been brewed and enjoyed for decades enabled the region to produce traded sector companies that serve coffee worldwide. It's aeronautics and aerospace industry has spawned many other complex manufacturing companies in Snohomish County. However, the region is not a notable hub (at a nationally notable scale) for movie production (LA) or oil and gas production (Houston). Both at a regional and City of Edmonds scale, it does not make sense to try to pursue these non -adjacent industries. The City should incrementally seek to grow into adjacent possible industries. For example, while its Life Sciences employment base is small compared to other Puget Sound cities, Edmonds has strong health care and professional service sectors, and quality of life. It is possible that it can use these to attract additional Life Science businesses and employees. The Key Employment Sectors reflect this approach of pursuing the adjacent possible. EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 109 7.A.d Edmonds 2044 Activity Centers, Neighborhood Centers, and Hubs The 2024 Comprehensive Plan Update envisions a hierarchy of centers and hubs, with two major activity centers (Downtown/Waterfront, and Highway 99), multiple Neighborhood Centers (e.g., Westgate, Five Corners), and multiple smaller Hubs (e.g., North Bowl and Perrinville). These centers and hubs are described in more detail in the Land Use Element of the Comprehensive Plan. The City envisions that all centers and hubs will include a mix of land uses that are physically integrated, and ideally would include places to live, work, shop, and play in close proximity to each other. This is a significant difference in approach from the previous Comprehensive Plan, which emphasized the importance of "business districts" This shift is intentional and seeks to focus the City's attention on people and integrated, mixed -use places, rather than single -use business districts, or industrial or office parks. Neighborhoods of Opportunity Numerous studies completed in recent decades have shown that the neighborhoods that children grow up in have a significant impact on their lives, including the education they receive, the jobs they hold, their future income, and other outcomes. Raj Chetty, Professor of Economics at Harvard University and Director of Opportunity Insights has led the detailed analysis of this phenomenon. Residents' levels of education is one of the best predictors of incomes and thriving economies. The fact that where people live affect their opportunities in life means that Edmonds has an opportunity to provide its residents with great opportunities through the thoughtful implementation of this plan. Some of the findings of the Opportunity Insights lab include: • The neighborhoods in which children grow up shape children's outcomes in adulthood. • Education quality - even as early as Pre -Kindergarten - has large effects on kid's lives • Currently, low-income families are segregated into lower -opportunity areas. • A booming economy does not necessarily lead to increased upward mobility for local children. Place -focused approaches to improving economic mobility —such as making investments to improve outcomes in areas that currently have low levels of mobility or helping families move to higher opportunity areas —are important. Support for policies that integrate households of various incomes to reduce segregation and concentrated poverty, such as building affordable and middle -income housing, changes in zoning laws, and efforts to improve local public schools. 88 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 110 7.A.d Placemaking and Destination Development Placemaking can be defined as creating and sustaining places in the built and natural environments that people want to go to, linger, and spend time in with family, friends, and neighbors. Examples of great places can be small or large, and include Downtown Edmonds, many places on the Puget Sound waterfront, and small neighborhood cafes or pocket parks where neighbors meet and connect. Figure 4.5 shows a street scene in Downtown Edmonds and illustrates one reason that placemaking is relevant to economic development: When people enjoy going to places and spending time in them because the buildings and public spaces there are well designed, they often spend money there, and enable the businesses and organizations located there to be more successful. Many high -quality places are also places with correspondingly high measures of business strength, such as commercial rents and property values. Figure 4.5 Downtown Edmonds (Source: City of Edmonds) While placemaking is desirable for local businesses and business districts, it is also an important part of � modern economic development citywide. This is because: _ • Highly educated "knowledge workers" in Edmonds' Key Employment Sectors drive a significant share of economic growth, An increase in knowledge workers brings up to three times more corollary jobs than o the manufacturing sector most often in the service sector. a) • Knowledge workers are increasingly mobile and can choose where to live. This has been true since the o mid-20th century and is even more the case now in the post-COVID world, where working on a hybrid or 0 remote basis has become more common. E • By investing in placemaking, cities such as Edmonds can increase the likelihood that residents, o employees, and businesses want to live in Edmonds, which should drive job creation and public sector w revenues such as property values and retail sales. II 0 Destination development is a term highly related to placemaking but is focused on visitation. Destination development can be defined as: The strategic planning and advancement of defined areas to support the evolution of desirable destinations for visitors, by providing compelling experiences, quality infrastructure, and remarkable services to entice visitation. a EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 111 7.A.d Public Revenues As per the definition of economic development, tax base enhancements are a key component of this work. A resilient and differentiated tax base is essential to creating the conditions for the remainder of the components of economic development. The two figures below show the 2023 revenues for the City of Edmonds for all funds (Figure 6) and the General Fund (Figure 7). 2023 revenues for the City of Edmonds for all funds Property, retail sales and use taxes make up nearly 36% of all of City's revenues for all funds. These taxes are directly related to economic development outcomes, such as demand for residential and commercial property in Edmonds, and the amount of retail sales and business enterprises that take place in Edmonds. Charges for services generate more than 41% of total City revenue. Charges for services are primarily related to the provision of utilities, including water, wastewater/sewer, stormwater, telephone, cellular, gas, electric, cable garbage. Demand for utilities is also related to economic development, since residents and businesses generate demand for utilities. Thus, a thriving economy with prosperous households and businesses, and some growth in population and jobs, drives at least 77% of the City's revenues. Some intergovernmental transfers are also related to population and job growth, growth management, and other economic development related issues. GP4a1 C.mlm ms. Pao —d—Ilon4 f—&P•n 11— Miuellane 4.24i. l.n.!n. Pro<eM.o!lory Of.t- 165.-, Term 0eb1.015k1 042• n,021% Te.m Deb!.034.! Mix 11—...... 537� F AP-11— 6 Pn.m 141, MUM32CEEM Lice u.6 Pe.mn..4 661, E.cne ta. , 0 69'! ea Figure 4.6 Percentage Revenue by Type —All Funds, Figure 4.7 Percentage Revenue by Type — General 2023 Fund,2023 Sources: 2020 Adopted Budget, City of Edmonds; Edmonds Taxes and Incentives, City of Edmonds. 2023 revenues for the City of Edmonds for General funds • The General Fund is used for most ordinary government operations, such as staffing for parks and recreation, public works, facilities maintenance, and administrative offices. • Other funds, such as Enterprise Funds, pay for specific City projects such as those related to sewer and water utilities and capital projects. • Property and retail sales and use taxes —provide 58% of the revenues for the general fund. Therefore, creating policies to increase the amount of goods sold and the total value of property in the City is critically important to providing quality public services. r Q E a 0 m a� E 0 _ 0 U w �I 0 c a� E s �a a 90 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 112 7.A.d Edmonds' Economic Development Vision Edmonds Economic Development vision or "mantra" can be visualized as the place where the City's four economic development goals overlap, as shown below. Between 2024 and 2044, Edmonds hopes to: *An integrated place -based strategy for economic resiliency Figure 4.8 Edmonds' Economic Development Vision "Mantra" a� Goal EDA Diversify and grow the City's jobs and economy to build robust and E differentiated key employment sectors, enhance local employment opportunities, 0. strengthen the city's unique identities, attract spending from nearby communities, o and increase municipal tax revenues to support local services. Policy ED-1.1 Grow employment within Edmonds' key employment sectors by enabling existing 0 0 employers in these sectors to thrive, and actively attracting employers and jobs in these sectors. wi Identify and prioritize areas with blighted commercial areas for investment. Develop or maintain o business recruitment programs, including a tool kit of incentives, to encourage business growth. Policy ED-1.2 Be an exceptional place for employees to work remotely —from home, community a� E spaces, or other "third places." Explore features that could enhance Edmonds' desirability for remote workers, including high quality of life, reliable internet connectivity, and transportation a infrastructure. EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 113 7.A.d Policy ED-1.3 Market Edmonds as a year-round destination to visitors from within and beyond the Puget Sound region, for its waterfront location, historic downtown, arts and culture, eating and drinking establishments, international shopping and dining, natural amenities, gardens and flower displays, parks and recreational assets, etc. Policy ED-1.4 Actively partner with local and regional economic development organizations such as the Edmonds Chamber of Commerce, Port of Edmonds, Snohomish County, PSRC's Central Puget Sound Economic Development District Board, and the Department of Commerce to grow the City's economy, particularly in low opportunity areas. Continue to solicit and address feedback to enhance the business environment. Policy ED-1.5 Acknowledge that producing adequate affordable and workforce housing requires an active role from city government. While community -based organizations and housing developers are the primary movers of this work, the city should allocate staff time to partnership, grant writing, planning, policymaking, and advocating in this space. Facilitate a variety of home ownership opportunities by allowing and supporting condos, community cooperatives, associations, and equity building Goal ED-2. Revitalize and enhance the city's activity centers, neighborhood centers and hubs through integrated, mixed -use placemaking and destination c development approaches, in recognition of the needs for housing, commerce and economic development. $ Policy ED-2.1 Commit to, and invest in, an active and continuous engagement with the entire community, with particular emphasis on neighborhoods. _ Policy ED-2.2 Create destination management plans for the City's Activity Centers and engage in �a a holistic planning, implementation, and reporting of their progress. Branding and destination .y marketing are key elements of destination management. Policy ED-2.3 Prioritize revitalization and enhancements to communities with a low opportunity index. a Actively target infrastructure improvements to provide equitable access to public facilities o and services. Plan, track, and create realistic financing strategies to improve place. Consider effective use of community renewal planning in the Highway 99 area or other areas where such = a tool is appropriate. E Policy ED-2.4 Acknowledge that this work is regional and requires a steady investment in time, energy, a a—°, and focus over years to address imbalances in public investment. It requires work at every level o of our government. Policy ED-2.5 Address business displacement through supporting businesses — directly where feasible c or through conveners - with grants, technical assistance, capacity -building expertise, marketing, ou and branding. LUI Policy ED-2.6 Improve access to commercial parcels negatively impacted by state highway 0 infrastructure. Promote access and walkability to, and within, commercial areas in areas less 4) effectively served by pedestrian enhancements. �a a 92 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 114 7.A.d Goal ED-3. Support and enhance the community's quality of life for residents of all backgrounds and incomes, workers, and visitors to sustain and attract business and investment and enhance economic well-being. Policy ED-3.1 Promote strategies and policies that expand access to opportunity and remove barriers ensuring all Edmonds residents have the opportunity to thrive —regardless of age, race, gender, and other factors Policy ED-3.2Recognize the role of community -led organizations as catalysts for local empowerment, advocacy, and collaboration and support them to strengthen their capacity and enhance their effectiveness in serving the community • Facilitate access to resources, information, and networks. • Foster collaborative partnerships between city agencies and CBOs to address community needs and achieve shared goals Policy ED-3.3 Support green job growth: Encourage Investment in skilled workers, green workforce development training, and new low carbon technologies like clean energy and renewable materials. Policy ED-3.4 Recognize that investments providing attractive and integrated public facilities, civic spaces, and mixed -use development help the City's growing population to gather, connect, and that building community increases our competitiveness in the regional economy as well as improving quality of life for residents Policy ED-3.5 Support, recognize, and empower businesses with cultural significance to the community. Goal ED-4. Ensure a predictable and efficient regulatory environment that facilitates economic development, via the City's zoning, permitting, business support, and investments. Policy ED-4.1 Continually strive to offer an efficient, timely and predictable regulatory environment, and a high level of customer service to those seeking permits from the City. Establish performance w metrics and track them, acknowledging that learning and improving is the primary goal of this E work. a 0 Policy ED-4.2Align the following City's investments and programs with the economic development goals. • Capital Improvement Program E 0 • Impact fees structures, which can vary based on the degree to which a project supports comprehensive c plan goals. For example, projects that create more walk trips and fewer auto trips may pay lower impact w fees. �I 0 • Taxes, including overall tax burden. • Programs, grants, loans, and other incentives, particularly those which support anti -displacement strategies and support for existing entrepreneurs, such as relocation assistance. s ca Q EVERYONE'S EDMONDS: ECONOMIC Packet Pg. 115 7.A.d Policy ED-4.3 Become experts in all aspects of municipal project financing. Investigate Tax Increment Financing, Local Improvement Districts, Congressionally Directed Spending, state and federal grants, area -specific impact fees and other methods to improve infrastructure in targeted areas of the city. Policy ED-4.4Ensure that equity is central to the decision -making process of city government, with a commitment to fairness, inclusion, and justice for all residents Policy ED-4.5 Be a connector for our small businesses to programs that offer business support, financial or managerial assistance, and technical training Potential Action Items The following list outlines potential action items that can be further explored to guide implementation efforts, considering the city's priorities, available resources, and other critical factors. Any such action that is selected will be designed to support the City's long-term vision while ensuring compliance with the Growth Management Act (GMA). Develop relocation options in Edmonds for those displaced from mobile home parks and engage c with communities to make those resources known. • Provide additional support for safety, community space, and walkability improvements through N securing grants and other financial support L • Establish a shared metric for quality of life that incorporates the following measures as a startingIL ~ point, possibly with the addition of other elements to be determined: a • Connection • Mobility • Sociability • Stability — particularly with respect to housing stability a • Health E • Safety t� • Continue to foster an open and accepting community culture that respects diversity, in part because progressive communities are better able to attract and retain business. E • Identify sources of risk where displacement risk is high CL • Develop programs that mitigate and manage displacement risk. o • Identify meaningful investments in areas with lower economic opportunity. E • Develop incentives to manage and preserve affordable commercial spaces within mixed -use areas 0 0 that support small local businesses WI • Assist in applications for grants, subsidies, or if feasible, provide direct funding opportunities It • Simplify administrative processes and requirements for community -based organizations seeking permits, licenses, or approvals to carry out their activities • Minimize housing displacement created from development — identify properties at risk of commercial �a a and housing displacement in commercial areas 94 CITY OF EDMONDS COMPREHENSIVE PLAN I DRAFT OCTOBER 2024 Packet Pg. 116