2009.08.04 CC Agenda Packet
AGENDA
Edmonds City Council
Council Chambers, Public Safety Complex
250 5th Ave. North, Edmonds
______________________________________________________________
AUGUST 4, 2009
7:00 p.m.
Call to Order and Flag Salute
1. Approval of Agenda
2. Approval of Consent Agenda Items
A. Roll Call
B. AM-2435 Approval of City Council Meeting Minutes of July 28, 2009.
C. AM-2433 Approval of claim checks #113199 through #113289 dated July 30, 2009 in the amount of
$109,256.22.
D. AM-2434 Acknowledge receipt of a Claim for Damages from Ruth Hayes-Arista ($9,089.75).
3. AM-2432
(10 Minutes)
Naming of New Park in Edmonds.
4. AM-2436
(10 Minutes)
Airing interviews of candidates in the City of Edmonds August 18, 2009 Primary on
City of Edmonds government channel.
5. AM-2425
(45 Minutes)
Public hearing regarding an update of the 2002 Transportation Plan. The amendments
in the proposed 2009 Transportation Plan would:
(1) Use a future planning year of 2025 instead of 2022.
(2) Base concurrency analysis and recommendations on updated citywide travel demand forecasting model and
updated level of service standards on state routes.
(3) Incorporate results and recommendations of safety studies that have been completed between 2002 and 2009.
(4) Give stronger emphasis to non-motorized transportation projects. The range of alternatives to be considered
consist of about 25% of planned costs instead of about 5% in the 2002 Plan.
(5) Utilize cost projections reflecting higher per unit prices to reflect trends and project costs.
(6) Adjust references to the Edmonds Crossing Multi-Modal Plan. No City expenditures are proposed but the item
is retained as a long-term project.
(7) Update the traffic impact fee, increasing the fee from $764 per trip to $1,040 per trip.
(8) Add a traffic calming program and ADA ramp transition plan as additional programs.
6. AM-2426
(15 Minutes)
Public hearing for the Six-Year Transportation Improvement Program (2010-2015) and
proposed Resolution.
7.Audience Comments (3 minute limit per person)*
*Regarding matters not listed on the Agenda as Closed record Review or as Public Hearings.
8. AM-2413
(10 Minutes)
Discussion regarding the raising and keeping of chickens.
9. AM-2430 Review of proposed resolution of the City Council of the City of Edmonds, Washington,
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9. AM-2430
(10 Minutes)
Review of proposed resolution of the City Council of the City of Edmonds, Washington,
establishing a framework for public participation in comprehensive plan amendment
processes.
10. AM-2429
(10 Minutes)
Review and potential action on an ordinance of the City of Edmonds, Washington,
amending the provisions of the Edmonds City Code by repeal of Chapter 4.74,
Community Impact Statements, and fixing a time when the same shall become effective.
11. (5 Minutes)Mayor's Comments
12. (15 Minutes)Council Comments
Adjourn
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AM-2435 2.B.
Approve 07-28-09 City Council Minutes
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Sandy Chase, City Clerk's Office Time:Consent
Department:City Clerk's Office Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Approval of City Council Meeting Minutes of July 28, 2009.
Recommendation from Mayor and Staff
It is recommended that the City Council review and approve the draft minutes.
Previous Council Action
N/A
Narrative
Attached is a copy of the draft minutes.
Fiscal Impact
Attachments
Link: 07-28-09 Draft City Council Minutes
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:58 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Sandy
Chase
Started On: 07/30/2009 01:57
PM
Final Approval Date: 07/30/2009
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Edmonds City Council Draft Minutes
July 28, 2009
Page 1
EDMONDS CITY COUNCIL DRAFT MINUTES
July 28, 2009
The Edmonds City Council meeting was called to order at 7:00 p.m. by Mayor Haakenson in the Council
Chambers, 250 5th Avenue North, Edmonds. The meeting was opened with the flag salute.
ELECTED OFFICIALS PRESENT
Gary Haakenson, Mayor
Ron Wambolt, Council President Pro Tem
Michael Plunkett, Councilmember
Peggy Pritchard Olson, Councilmember
Steve Bernheim, Councilmember
Dave Orvis, Councilmember
Strom Peterson, Councilmember
ELECTED OFFICIALS ABSENT
D. J. Wilson, Council President
STAFF PRESENT
Tom Tomberg, Fire Chief
Mark Correira, Assistant Fire Chief
Gerry Gannon, Assistant Police Chief
Stephen Clifton, Community Services/Economic
Development Director
Brian McIntosh, Parks & Recreation Director
Rob Chave, Planning Manager
Rob English, City Engineer
Sandy Chase, City Clerk
Jana Spellman, Senior Executive Council Asst.
Jeannie Dines, Recorder
1. APPROVAL OF AGENDA
Mayor Haakenson requested the addition of the following item as Agenda Item 3B: “Ordinance Providing
for the Submission to the Qualified Voters of the City at the November 3, 2009 Election of a Proposition
Authorizing a Levy Lid Lift to Increase the Regular Property Tax by up to an Additional $0.4864, Not to
Exceed $2.2923 per $1,000 of True Assessed Valuation, Supplying a Ballot Title, Stating the Council’s
Intent to Utilize such Funding for Public Safety, Parks and Recreation, including Senior Center and Yost
Pool, Maintenance, Technology, and Operation Purposes.”
COUNCIL PRESIDENT PRO TEM WAMBOLT MOVED, SECONDED BY COUNCILMEMBER
BERNHEIM, TO APPROVE THE AGENDA IN CONTENT AND ORDER AS AMENDED.
MOTION CARRIED UNANIMOUSLY.
2. CONSENT AGENDA ITEMS
COUNCILMEMBER WAMBOLT MOVED, SECONDED BY COUNCILMEMBER BERNHEIM,
TO APPROVE THE CONSENT AGENDA. MOTION CARRIED UNANIMOUSLY. The agenda
items approved are as follows:
A. ROLL CALL
B. APPROVAL OF CITY COUNCIL MEETING MINUTES OF JULY 21, 2009.
C. APPROVAL OF CLAIM CHECKS #113066 THROUGH #113198 DATED JULY 23, 2009
FOR $1,038,508.14.
D. ACKNOWLEDGE RECEIPT OF A CLAIM FOR DAMAGES FROM GARY
TOLLEFSEN ($1,700.71).
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E. APPROVAL OF LIST OF BUSINESSES APPLYING FOR RENEWAL OF THEIR
LIQUOR LICENSES WITH THE WASHINGTON STATE LIQUOR CONTROL
BOARD, JULY 2009.
F. COMMUNITY SERVICES AND ECONOMIC DEVELOPMENT QUARTERLY REPORT
–JULY, 2009.
G. AUTHORIZATION FOR MAYOR TO SIGN SUPPLEMENTAL AGREEMENTS 2 AND 3
WITH KPFF CONSULTING ENGINEERS, INC. FOR UNDERGROUND UTILITIES
UPGRADES WITH RESPECT TO THE BNSF DOUBLE TRACK PROJECT.
3A. EDMONDS BUSINESS STORY: CAROL SCHILLIOS, FABRIC OF LIFE FOUNDATION STORE
Carol Shillios, Founder, Fabric of Life Foundation, explained the store, a social entrepreneur business,
opened in November and is operated by approximately 50 volunteers. A foundation has been established
to assist social causes. Since November they have donated over $18,000 to projects in developing
countries as well as in this community. Because Edmonds was a great place to have their store, she
wanted to draw attention to Edmonds and the importance of one small act. She planned to live in a tent
atop their building at 523 Main until one million people send her one dollar each and described the good
they are doing in the world.
Several community members have agreed to provide her a developing country meal including classrooms
who will research a developing country and prepare a meal. The Rose House in Edmonds has offered its
kitchen for groups to prepare meals. She identified other Edmonds businesses such as Rakin Jewelry who
provided jewelry for a window display and Cole Gallery who displayed a picture in their window,
pointing out collaboration between businesses could bring visibility to businesses. She envisioned a
downtown community with a park-like setting where people could gather.
The Edmonds Fire Department will lift her to the roof of the building on Friday, July 31 and KING 5 TV
will film her assent. Music and dancing will follow from 4:00 – 6:00 p.m. in the street in front of the
store. An Edmonds angel has offered to match every dollar contributed by Edmonds residents. She urged
other cities to challenge their residents to provide matching donations.
3B. ORDINANCE OF THE CITY OF EDMONDS, WASHINGTON, PROVIDING FOR THE
SUBMISSION TO THE QUALIFIED VOTERS OF THE CITY AT THE NOVEMBER 3, 2009
ELECTION OF A PROPOSITION AUTHORIZING A LEVY LID LIFT TO INCREASE THE
REGULAR PROPERTY TAX BY UP TO AN ADDITIONAL $0.4864, NOT TO EXCEED $2.2923
PER $1,000 OF TRUE ASSESSED VALUATION, SUPPLYING A BALLOT TITLE, STATING
THE COUNCIL’S INTENT TO UTILIZE SUCH FUNDING FOR PUBLIC SAFETY, PARKS AND
RECREATION, INCLUDING SENIOR CENTER AND YOST POOL, MAINTENANCE,
TECHNOLOGY, AND OPERATION PURPOSES.
Mayor Haakenson explained Council President Wilson originally moved the vote on the levy ordinance
from tonight’s meeting to next week. City Attorney Scott Snyder informed Council President Wilson that
with the vote on this agenda item scheduled for August 4, it would be noticed in the newspaper on August
9 and become effective five days later, August 14. The ordinance must be provided to the Snohomish
County Auditor by August 11. As a result, Council President Wilson worked with Mr. Snyder to draft
this ordinance for tonight’s agenda.
Council President Pro Tem Wambolt recalled when the Council discussed the levy at last week’s meeting,
a few Councilmembers did not agree with the items to be funded, items the Administration did not ask
for, as well as providing for more expenditures than the Citizen Levy Review Committee endorsed. He
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reported hearing from several unhappy Levy Committee members who questioned the Council’s
endorsement of such a levy. He concluded the prudent thing to do was postpone the levy until 2010.
There is also the potential that the initiative proposed by Tim Eyman, Initiative 1033, that limits all tax
increases to the rate of inflation plus population growth, could negate the City’s levy. Further, there have
been concerns expressed that this is not the right time to place a levy on the ballot. For those reasons, he
felt it best to postpone the levy until 2010.
COUNCIL PRESIDENT PRO TEM WAMBOLT MOVED, SECONDED BY COUNCILMEMBER
PLUNKETT, TO POSTPONE THE PROPERTY TAX LEVY UNTIL 2010.
Councilmember Plunkett commented there were many reasons for delaying the levy. He determined 30
days ago and again last week that November was not the time for a levy and that the best opportunity for
success would be next year. He preferred to fund and even increase funding to the Senior Center in the
budget, rather than on the ballot, and preferred to fund Yost Pool in the budget rather than on the ballot.
Councilmember Peterson acknowledged a levy was needed to fully fund essential services and to build
the City’s reserves to improve the City’s financial position in the future. However, timing is everything
and Initiative 1033 raises a question about the City’s levy if both are approved on the same ballot. In
addition, negotiations are underway regarding the Fire District 1 proposal which could affect the City’s
finances. And while the economy shows signs of improvement, it will take some time for the economy to
recover, making this a difficult time to ask taxpayers for a property tax increase. He expressed support
for the motion to delay the levy until 2010.
Councilmember Bernheim explained the reason this vote was scheduled for tonight instead of next week
when Council President Wilson would be present was to account for the possibility of the Mayor’s veto.
If the Council voted next week to place the levy on the November ballot, the timing was sufficient except
in the event of the Mayor’s veto. Thus the reason for voting tonight was in the event a motion passed to
place the levy on the ballot and the Mayor vetoed, there would not be time for the Council to override the
veto.
Councilmember Bernheim questioned how the levy could be delayed when it was his understanding the
City had such a serious economic problem that there were plans to cut funding to the Senior Center and
close Yost Pool. Because the City’s financial situation was unchanged, the responsible action was for
government to ask the taxpayers for a property tax increase to provide additional funds. He recalled
nearly all members of the Citizen Levy Review Committee (CLRC) recommended a property tax increase
of varying amounts.
Councilmember Bernheim said he had not received any communications from the public expressing
concern with the proposed levy. With regard to Initiative 1033, he did not view that as a reason not to
place the City’s levy on the ballot. He advised the levy proposed last week and approved by the Council
would result in an $18.50/month increase for a home valued at $456,000; more or less for homes with
higher or lower assessed values.
Councilmember Bernheim preferred to place the levy on the November 2009 ballot even if it did not pass,
pointing out it would provide an indication of the public’s feeling toward the levy. He questioned the
basis of the comment that the levy had a better chance of success next year. He concluded it was always
better to do something twice; the first time could be a practice. He also disagreed with the comment that
it was better to fund the Senior Center and Yost Pool in the budget rather than via a levy, pointing out
funding in the budget for both was in jeopardy. He was opposed to the motion to postpone the levy until
2010 and preferred to schedule the levy ordinance on next week’s Council agenda.
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Council President Pro Tem Wambolt stated the citizen concerns he received were expressed via private
conversations. He agreed all the CLRC teams supported a levy in 2009; however, their support was for a
levy that maintained services, not the extra items that were added last week. He recalled some
Councilmembers preferred Prop 3 last week rather than Prop 2 which added expenditures the
Administration had not requested. He found it unusual in a time of budget shortfalls, the Council wanted
to provide more funding than the Administration asked for. With regard to Councilmember Bernheim’s
suggestion to do a practice levy, he pointed out that practice would cost the City $80,000.
Councilmember Plunkett reiterated the risk of losing $80,000 if the levy did not pass as well as Initiative
1033 as the reason he supported postponing the levy vote until next year. Next, he pointed out although
Mayor Haakenson had proposed funding cuts for the Senior Center and Yost Pool, he was certain the
Council would not have approved reducing the funding for Yost Pool or the Senior Center. He disagreed
with providing funding for the Senior Center and Yost Pool via the proceeds of a levy. He concluded the
Senior Center and Yost Pool were funded in next year’s budget and anticipated additional funding may be
provided to the Senior Center.
UPON ROLL CALL, MOTION CARRIED (4-2), COUNCIL PRESIDENT PRO TEM WAMBOLT
AND COUNCILMEMBERS OLSON, PLUNKETT, AND PETERSON IN FAVOR; AND
COUNCILMEMBER ORVIS AND BERNHEIM OPPOSED.
4. REPORT ON SUSTAINABILITY AGENDA.
Planning Manager Rob Chave explained the problem of carbon emissions was widespread and occurred
where people lived. He displayed a graph of carbon emissions, explaining emissions varied by month,
day of the week and time of day. To address sustainability and climate change, the City has undertaken a
number of actions including adoption by the City Council of resolutions and commitments, formation of
the Mayor’s Climate Protection Committee and a commitment to a new Sustainability Element for the
Comprehensive Plan. He identified the following resolutions passed by the Council:
• Resolution 1129 (September 2006) – supported Kyoto Protocol, endorsed US Mayors’ Climate
Protection Agreement and made a series of commitments
• Resolution 1130 (September 2006) – joined ICLEI and committed to participating in the Cities
for Climate Protection Campaign, pledged to take a “leadership role and address the same five
milestones in the Cities Climate Protection Campaign
• Resolution 1168 (April 2008) – established the City of Edmonds Sustainable Building Policy,
established a LEED Silver standard for certain remodels and new City buildings and facilities,
emphasized life cycle cost analyst
• Resolution 1169 (April 2008) – joined the Cascade Agenda as a Member City, endorsed Cascade
Agenda principles of making the City complete, compact and connected
• Resolution 1170 (April 2008) – committed to a set of environmental principles, policies and goals
for future action; emphasis on City taking a leadership role in addressing climate issues; and
recognizing key role of education, transit and TOD in a complete and coordinated policy
framework
Mr. Chave explained the Mayor’s Climate Protection Committee has completed a greenhouse gas
inventory for city operations as well as a community-wide greenhouse gas inventory and have begun the
next step of developing priorities and an action plan. The Committee also serves as a clearing house for
exploring, compiling and reporting city efforts and initiatives. He commented on the Sustainability
Element of the Comprehensive Plan, explaining the definition of sustainability that has been used is
development that meets the needs of the present without compromising the ability of future generations to
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meet their needs. Sustainability is not solely focused on environmental sustainability; it also emphasizes
the inter-related nature of environmental, economic and social factors in sustainability.
Mr. Chave explained the State is moving forward with climate plans and emission reduction targets which
will influence operations and funding priorities. The City’s Sustainability Element is intended to be the
local vehicle to coordinate and relate long range planning and activities to shorter-term strategic and
budgeting decisions. The Climate Protection Committee completed their initial inventories; next steps
will identify and target program initiatives. The “big picture” requires a commitment to integrating and
focusing city policies and initiatives toward a fundamental shift in how the City does business. Examples
of this include the commitment to the Sustainability Element and the City’s recent application under the
Federal Energy Efficiency Block Grant Program to initiate outreach with other community partners to
broaden and deepen the commitment to addressing energy efficiency and climate change.
He recalled the Council identified six Sustainability Actions at their 2009 retreat.
1. Pass the Sustainability Element of the Comprehensive Plan
2. Develop a comprehensive recycling plan for the City of Edmonds
3. Development of a green “branded” identity of Edmonds
4. Look at building codes as pertains to heat, insulation and energy efficiency
5. Consider the banning of the use of plastic bags in Edmonds
6. Become a “Leadership City” with Cascade Land Conservancy
With regard to the Sustainability Element, Mr. Chave stated the Planning Board is working on the
Element and expected to present it to the Council this fall as well as an Action Plan by year-end.
With regard to developing a comprehensive recycling plan, Councilmember Peterson explained when he
first joined the Council in January, he had a number of ideas for recycling. He soon learned the City’s
Recycling Coordinator Steve Fisher was already doing them including a computer recycling program. He
commended Mr. Fisher for his efforts. He relayed Councilmember Bernheim planned to expand
recycling to the business community and will provide a report in the near future.
With regard to developing a green branded identity for Edmonds, Councilmember Peterson thanked staff,
particularly Mr. Chave and Mr. Clifton, for taking the lead on a number of issues. The first step has been
to integrate efficiencies, recycling and green practices into day-to-day activities and visioning. The City
submitted an application for approximately $162,000 in federal grant funds that will be used for projects
that reduce the consumption of energy and reduce production of greenhouse gas emissions. Staff also
feels it is important to reach out to residential and business communities as well as other partners such as
Stevens Hospital, the Port, and Edmonds School District. Beyond those initial steps, next steps will be to
highlight Edmonds successes. The Mayors Climate Protection Committee is discussing green branding
and will discuss specific actions at their September meeting. The end goal for green branding goes
beyond environmental protection and awareness, recognizing there can be positive economic impacts via
marketing Edmonds as a green community. Studies have shown communities with an active
environmental awareness have better businesses and are happier.
With regard to building codes, Councilmember Orvis reported he is in the process of educating himself
with the help of Building Official Ann Bullis. The State has done a great deal to improve thermal
efficiencies of homes; in 2002 the State adopted an R21 standard which requires improved thermal
insulation. In 2007 the State required that new windows reduce thermal transmittance by over 10%. In
2009-2010, the State is updating their building codes; one of their goals is to reduce the energy needs of
new homes by 30%.
With regard to the Council Sustainability Actions 5 and 6, Mayor Haakenson noted they would be
addressed by upcoming agenda items.
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5. FINAL ACTION: PROPOSED ORDINANCE ADOPTING CHAPTER 6.80, PLASTIC BAG
REDUCTION, IN THE EDMONDS CITY CODE TO PROMOTE THE USE OF RECYCLABLE
PAPER AND/OR REUSABLE CHECKOUT BAGS BY RETAIL STORES LOCATED IN THE
CITY, PROVIDING PENALTIES FOR VIOLATIONS, AND FIXING A TIME WHEN THE SAME
SHALL BECOME EFFECTIVE,
Councilmember Peterson commented it had been a great experience working with Councilmembers, staff,
environmental groups, citizens and the business community to develop very important and well written
legislation. Although there was some controversy regarding the ordinance, he pointed out the benefits of
reducing the use of disposable bags to the environment, water quality, and greenhouse gas emissions. It
was also beneficial economically. such as green branding the City, as well as reducing costs for
businesses because they do not need to buy as many bags. This legislation will also put Edmonds on the
forefront of protecting the environment and being good stewards of the natural beauty and was a small
step toward getting Puget Sound clean. He acknowledged it would not solve the world’s problems but it
was important that everyone do their part.
Council President Pro Tem Wambolt referred to Section 6.80.020(c) on page 4 of the ordinance that states
“the City shall work with retailers, retail associations, unions and other organizations to create educational
elements about benefits of reusable bags. This may include signage at store locations, informational
literature and employee training will take place before and after the operative date.” He questioned who
would take these actions. Councilmember Peterson offered to take the lead, anticipating there would be
opportunities with staff as well as with retailers and volunteer organizations.
COUNCILMEMBER PETERSON MOVED, SECONDED BY COUNCILMEMBER BERNHEIM,
TO ADOPT ORDINANCE NO. 3749 AS WRITTEN.
COUNCILMEMBER PETERSON MOVED, SECONDED BY COUNCIL PRESIDENT PRO TEM
WAMBOLT, TO ADD TO THE END OF PARAGRAPH A IN SECTION 6.80.010, “OR BAGS
PROVIDED TO CARRY OUT FOOD, COOKED OR PREPARED AT A RESTAURANT OR
OTHER SIMILAR FOOD AND BEVERAGE ESTABLISHMENTS.”
Councilmember Orvis observed this would amend what was not considered “checkout bags.”
Councilmember Peterson agreed and explained the primary goal of government was health, safety and
welfare of its citizens. In working with the Washington Restaurant Association as well as local
restaurants, there were concerns about food safety and he preferred to err on the side of food safety and
include this language.
THE VOTE ON THE AMENDMENT CARRIED UNANIMOUSLY.
Council President Pro Tem Wambolt remarked he had not changed his mind about a ban on plastic bags.
He thanked Councilmember Peterson for his effort championing this important issue, noting the focus he
brought to the issue caused citizens to be more prudent in their use of bags. However, he did not support
involving government in this matter; citizens were doing a great job of recycling and using reusable bags
with no government involvement. There were also voluntary plastic bag recycling containers in many
grocery stores. He disagreed with the term “single use bags,” pointing out bags were used for a variety of
purposes. He referred to KOMO’s Ken Schramm who originally supported Seattle’s bag tax (charging
consumers 20 cents for plastic or paper bags they get from a supermarket or convenience store) because
he was swayed by the idea the best way to reduce waste was not to create it. He soon realized disposable
bags were reused for a variety of purposes. Council President Pro Tem Wambolt summarized he did not
feel this was appropriate legislation for a city to introduce.
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UPON ROLL CALL, MAIN MOTION AS AMENDED CARRIED (5-1), COUNCILMEMBERS
ORVIS, BERNHEIM, OLSON, PLUNKETT, AND PETERSON IN FAVOR, AND COUNCIL
PRESIDENT PRO TEM WAMBOLT OPPOSED.
7. AUDIENCE COMMENTS
John Helgren, Edmonds, appointed himself ombudsman to inform the community of the true cost of the
plastic bag ban, anticipating the total cost to be $100,000 - $500,000. He questioned the advisability of
spending that much when the City would be faced with cutting the Police and Fire Department’s budgets.
He asked whether the Council had an estimate of the legal fees, cost of enforcement, the departments
involved, and the cost of the educational program. He asked who he could contact to obtain these figures.
Mayor Haakenson suggested he work with Councilmember Peterson. Mr. Helgren advised he planned to
publicize the cost in the newspaper to ensure the public was informed.
Heather Trim, Seattle, People for Puget Sound, thanked the Council for passing the plastic bag
reduction ordinance. She referred to the past presentation from Algalita Marine Research Foundation and
samples of ocean water they provided showing microscopic plastics that enter the North Pacific Gyre that
are toxic to wildlife including fish that humans eat. She commended the Council for standing up to the
American Chemistry Council, an organization that is spending $1.4 million in Seattle to defeat the bag
fee. With regard to costs, she suggested balancing the cost of the program with the cost to the
environment and cost of health problems from ingesting toxins. With regard to enforcement, she
explained Seattle passed a ban on Styrofoam takeout containers effective January 2009 and has spent
virtually nothing on enforcement as most restaurants comply voluntarily.
Joan Duce, Edmonds, spoke in favor of naming the new South Edmonds Park Hickman Park after Dr.
Hickman, a community resident and the inventor of the Hickman Catheter. Her family as well as many
others have experienced the benefits of the Hickman Catheter. She preferred to honor Dr. Hickman and
his contributions to the medical field by naming the park after him rather than naming the park Cherry
Blossom or Southwest Edmonds Park. She also supported naming the playground after J.P. Patches.
Claudia Bailey, Edmonds, agreed with the recommendation to name the children’s playground after J.P.
Patches. She attended the Planning Board meeting and read the list of 88 suggested names including
Hickman Park. She and many others had never heard of Dr. Hickman. She recognized his contributions
to the medical field, that he lived in the surrounding neighborhood and at one time was active at the old
Woodway Elementary School but now has no connection to the community in which the park was
located. She referred to three emails attached to the list of suggested names, noting they were submitted
after the May 29 deadline. She preferred the name selected for the park be specific, easily identified and
fit the park, recognizing the grassroots effort that resulted in this park. She urged the Council to select a
more descriptive name for the park.
Dave Page, Edmonds, agreed with the Council’s action to postpone the levy until 2010 but suggested
placing it on the ballot as early as possible in 2010 to take advantage of the energy generated for the levy.
He commented on the Council candidates’ and others’ willing to canvas the City to generate support for
the levy. Next, he commended Fire Chief Tomberg and his staff for agreeing to consolidate the City’s
Fire Department with Fire District 1. He concluded consolidating the City’s Fire Department with Fire
District 1 would be tremendously beneficial to the City.
Rebecca Wolfe, Edmonds, congratulated the Council for having the vision to support a ban on plastic
bags, expressing her hope the City would adopt a ban on paper bags in the future. She noted several
members of the Mayor’s Climate Protection Committee were moving forward on ways to meet
greenhouse gas emission standards. One of the ways is a City of Edmonds Green Partners Program, a
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scorecard for businesses to promote green activities. They hoped to incorporate schools and faith
communities in the future. They are working with Sustainable Edmonds on this effort.
Nancy Morris, Shoreline, thanked the Council for approving a ban on plastic bags and urged them to
consider banning paper bags in the future. With regard to Seattle’s 20 cent fee on plastic and paper bags,
she clarified it was not a tax; it was a fee to try to change behavior in a positive direction. She anticipated
a per bag fee would help the public change their habits. She hoped Shoreline would adopt a similar ban
or fee in the future.
Priya Cloutier, Edmonds, a member of the CLRC, recalled 60+ citizens told the Council a levy was
needed this year and questioned why the Council had now voted to postpone the levy until next year. She
recalled earlier this year there were discussions of dipping into the City’s $1.9 million emergency fund to
keep Yost Pool open, but now the emergency seemed to have disappeared and there was enough money to
fund Yost Pool. She questioned if the extra money was from staff taking furlough days and whether staff
would be asked to take furlough days again next year. Although she was not happy with the levy as
planned, the CLRC urged the Council to work together to develop a workable levy. She was disappointed
the Council’s actions today reflected the same behavior that brought the City to this point. She urged the
Council to reconsider their vote to postpone the levy and to propose a workable levy. After doorbelling
4,000 houses in Edmonds, she knew people were aware of the levy and supported it.
Don Hall, Edmonds, thanked the Council for passing the ordinance banning plastic bags. He noted not
just cities were banning plastic bags, the United Nations is seeking a worldwide ban or effort to phase out
plastic bags due to their negative impacts on marine life. He anticipated the cost of the ban would be
minimal; the attorney fees to date were approximately $4,000.
Rob Trahms, Edmonds, congratulated the City on purchasing and developing a new park and he was
looking forward to the August 8 opening. He attended the Planning Board meeting when the park naming
was discussed and was surprised they selected Hickman as the name of the park. He recognized
Hickman’s contributions but said he and many others did not know who he was. He preferred the park
name be something people understood, resonated with and brought the community together. The
Southwest Edmonds Neighborhood Association reviewed the names in a more scientific manner, and
selected five candidate names that better represented the neighborhood: Nottingham Park, Citizens Park,
Forest Meadows Park, Big Rock Park and Firdale Park. He urged the Council to reconsider Hickman as
the name for the park and suggested asking the Planning Board to take a more scientific approach to
naming the park in a manner that was representative of the community.
Cheryl Clarke, Edmonds, urged the City to approve the Planning Board’s recommendation to name the
new park in southwest Edmonds Hickman Park after a man who dedicated his life to improving the
quality of life for others and served the community for over 45 years. She expressed dismay that on July
15, following the Planning Board’s July 8 meeting when the recommendation regarding the park name
was made, Cliff Sanderlin, a local resident and member of the Southwest Edmonds Neighborhood
Association, contacted Dr. Hickman and offered to name the property Hickman Field if he and his
neighbors would assist with purchasing the remainder of the Burnstead property. Dr. Hickman declined
his offer. She urged the Council to consider the public comments they and the Planning Board received
in support of the name Hickman Park. Dr. Hickman was surprised and humbled by the recommendation
to name the park after him; he and his family have lived in the same home since 1964. She concluded it
would be unfortunate if the City missed this opportunity to honor Dr. Hickman.
George Murray, Edmonds, expressed support for a human’s name for the park because it stimulated
questions and answers about the person. With regard to the levy, he recalled the Council felt it was
necessary as did the 60 member CLRC. Cuts to Senior Center funds were proposed and the threatened
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closure of Yost Pool also emphasized the need for the levy. He was surprised now the Council had voted
to postpone the levy to next year, fearing the public would begin to doubt whether a levy was necessary.
With regard to the report made to the Planning Board by the Highway 99 Taskforce, he noted only 4% of
the Chamber of Commerce members were outside downtown Edmonds.
Colin Southcote-Want, Edmonds, stated the southwest Edmonds neighborhoods were looking forward
to the park opening but were concerned with the name. He was opposed to naming the park Hickman
Park, not because of any ill will toward Dr. Hickman but because the gentleman lived in Woodway and
because the name Hickman did not resonate with the neighbors. He noted few in the neighborhood were
familiar with the name Hickman. He asked the Park Director who submitted the name Hickman Park and
was told he would need to submit a public records request. He suggested a Councilmember inquire of
staff who submitted the name Hickman Park. He anticipated the name was proposed by Cheryl Clarke, a
serious conflict of interest between her proposal and Kevin Clarke’s involvement on the Planning Board
subcommittee and Planning Board. He suggested the Council refer the naming back to the Planning
Board for three names that reflected the will of the people, noting 68% of the responses favored a
neighborhood theme or features of the park. None of the 15 letters in support of the name Hickman Park
came from the Southwest Edmonds neighborhood and most were from outside Edmonds.
Roger Hertrich, Edmonds, agreed a City park should be named after someone living in the City. He
referred to the Cascade Land Conservancy presentation, noting their focus was compact urban
development. With regard to the levy, the Council, Mayor and CLRC all said the levy was necessary.
The Council got sidetracked by the plastic bag ban and when they returned to the levy issue, determined it
was not necessary. He agreed with Council President Pro Tem Wambolt that the plastic bag ban was
unnecessary, pointing out the way to improve the environment was to ban Styrofoam takeout containers.
The plastic bag ban may be nice in an election year to show that a Councilmember was green. He
questioned what Councilmember Peterson had done for economic development in Edmonds.
Councilmember Plunkett reminded speakers the podium was for public policy discussion and candidate
discussions were not appropriate. He urged candidates and speakers to keep their comments to the issues.
Sarah Duce, Edmonds, expressed her support for the name Hickman Park, explaining Dr. Hickman had
helped her family a great deal during her father’s illness and with the grieving process after his death.
Mayor Haakenson applauded the Council’s decision to postpone the levy until 2010, finding it prudent
and the right thing to do. The condition of the economy, the Eyman initiative, and the levy content
included at last week’s Council meeting spelled defeat at the polls in his opinion. In addition, a contract
for fire service with Fire District 1 will be presented to the Council in a few weeks. He acknowledged
there was a need for more money and that the City’s financial problems had not yet been resolved. The
levy would bring those funds from the taxpayers; the Fire District 1 proposal would provide those funds
in a different manner. If the Council approved the Fire District 1 contract and had already placed a ballot
measure on the levy, the Council likely would have told voters the levy was unnecessary and the $80,000
cost of the election would have been wasted. The prudent thing for the Council to do was to look at the
Fire District 1 contract and if it was not acceptable, pursue a levy in 2010.
Mayor Haakenson pointed out when the Council began considering a levy in November 2008, no one
knew a Fire District 1 proposal was coming, that the economy would continue to slide or that the budget
cuts made early in 2009 would reduce 2009 expenses as well as 2010 expenses. The budget cuts were
prudent, allowing the City to get through two years. With regard to Yost Pool and the Senior Center, he
assured both were fully funded in the 2010 budget. He assured the City’s labor force would not be asked
to take the salary cuts they did this year; budget cuts would be made instead. The labor groups agreed to
those cuts to save jobs; that would not be an option next year, jobs would be lost without the Fire District
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1 contract or the levy. He concluded alternate funding sources have arisen since November 2008 when
the Council began this process.
6. PRESENTATION BY THE CASCADE LAND CONSERVANCY
Nick Harper, Snohomish County Conservation Director, Cascade Land Conservancy, explained
they were formerly the Snohomish County Land Trust and operate throughout the Puget Sound Region in
Snohomish, King, Pierce and Kittitas Counties and are beginning work in Mason County. In the spring
they helped close on 480 acres of properties added to the Wild Sky Wildness Area, helped Darrington
acquire a 9-acre park on the Sauk River that provides recreation and preserves critical salmon habitat,
worked with Snohomish County to amend its Transfer Development Rights ordinance and closed on the
purchase of development rights of 780 acres from small forest land owners in Snohomish County. Last
spring Edmonds became the first Member City in the Cascade Agenda City’s Program, followed by
Snohomish, Lynnwood, Mill Creek and Mountlake Terrace.
Jeff Aken, Cities Program Manager, Cascade Land Conservancy, explained they have protected
approximately 155,000 acres of forest and farm lands and shorelines over the past 20 years. Over the past
five years they realized a large scale conservation effort required working with cities to accommodate
future population growth in a way that protected and enhanced the current quality of life as new residents
moving to the region are accommodated.
He displayed aerial maps illustrating the urban growth boundaries and natural characteristics with current
land uses. He displayed a 2100 alternative future land uses map that envisioned lost natural
characteristics with relaxed growth boundaries and a continued sprawling growth pattern and a map of a
2100 Planning future that Cascade Land Conservancy envisioned by focusing growth in cities.
He identified the Cascade Agenda’s Goals:
1. Save our Landscape – protect 1.3 million acres of forests and farms and shorelines
2. Enhance our communities – Smart community planning and spectacular parks and public places.
The Cascade Agenda Cities Program Mission is to “enlist the region’s cities to improve the livability of
neighborhoods – making them compete, compact and connected – spectacular enough for people to
choose to live there, saving the region’s natural and working lands from poorly planned development. He
described attributes that were envisioned for complete, compact and connected cities. The four elements
of complete, compact connect cities are compact centers, innovative housing, streets for people and
natural spaces.
The Cascade Agenda Cities Program educates partner cities about what it takes to become a truly livable
city, helps cities and their citizens understand their options and make smart choices for future growth, and
provide a framework for continuous improvement and sharing best practices that enables cities to make
their communities better.
Mr. Aken invited Edmonds to become a Leadership City, a $5,000 annual fee. Benefits of being a
Leadership City include the following:
• 25 hours of staff time
• A Community Stewards program
• Livability Assessment
• Learning Network
• Design for Livability Symposium
• Outreach and support of quality of life
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• Work with staff and Council on issues as they arise
The 25 hours of staff time for Edmonds could include examining potential transit oriented development
opportunities, complete streets policy development, and raise long term visibility around the
comprehensive planning process. Future opportunities could include Transfer of Development Rights,
Green City Partnership and Civic Engagement.
The four other Leadership Cities are Kirkland, Issaquah, Tukwila and Tacoma. Member Cities include
Buckley, Burien, Edmonds, Ellensburg, Lynnwood, Mill Creek, Mountlake Terrace, Shoreline,
Snohomish and Sammamish. Next steps are a partnership agreement between the City and Cascade Land
Conservancy, the $5,000 annual membership fee, and participation in the learning network.
Mayor Haakenson recalled during the last legislative session, Cascade Land Conservancy and Futurewise
sponsored HB 1490, yet there was no request for input from Edmonds regarding that bill. He recalled
most cities actually opposed HB 1490. Mr. Aken clarified Cascade Land Conservancy did not sponsor
HB 1490, it was sponsored by Futurewise and Cascade Land Conservancy did not take a position on the
bill. Although many cities supported the overall goals of HB 1490, they did not support the mandated
one-size-fits-all density. He recalled last October when Cascade Land Conservancy’s legislative agenda
was presented that included a bill regarding regional transfer of development rights program and a rural
study bill, Mr. Chave and representatives of other cities provided their 2009 legislative agenda.
Council President Pro Tem Wambolt recalled HB 1490 would have resulted in 5 story buildings through
the entire Edmonds bowl which he noted may save forests but would destroy cities. Mr. Harper
commented although he respected Futurewise’s intentions, Cascade Land Conservancy’s goal and
mission has been working with cities on an individual basis to understand their issues.
Council President Pro Tem Wambolt asked whether Cascade Land Conservancy anticipated Futurewise
would sponsor a similar bill in 2010. Mr. Aken expected it would be dramatically different if they did.
Councilmember Plunkett asked whether Cascade Land Conservancy would oppose HB 1490 if brought
back in its present form. Mr. Aken answered Cascade Land Conservancy did not take a position in 2009
but did not support the bill primarily because of the 50 dwelling units per acre. Mr. Harper answered
Cascade Land Conservancy would not actively support the bill. He welcomed any inquiries from cities.
Mayor Haakenson advised the Council would consider becoming a Leadership City and schedule it on a
future agenda.
8. REPORT ON EDMONDS PLANNING BOARD'S NAMING RECOMMENDATIONS FOR THE
NEW PARK IN SOUTH EDMONDS.
Parks & Recreation Director Brian McIntosh announced the park at 23700 104th SW will be dedicated on
August 8 at 10:00 a.m. followed by a community party hosted by the Southwest Edmonds Neighborhood
Association. He referred to the seven attachments to the Council agenda packet: Park Naming Form,
Park Naming Entries, Planning Board July 8, 2009 Draft minutes, Park Naming Letters, Naming
Subcommittee email dated June 24, 2009, Park Name entries by Category, and Park Naming Policy.
Council President Pro Tem Wambolt asked who submitted the name Hickman Park. Mr. McIntosh
answered Mrs. Clarke.
With the adoption of the Park Naming Policy by City Council on March 24 of this year the Planning
Board was charged with recommending park names for new parks developed in Edmonds. The first park
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to be named under this policy will be the new park in south Edmonds at the former Woodway Elementary
School site.
Parks & Recreation staff assisted the Planning Board by advertising and gathering proposals for park
names through placing the entry forms in City buildings and on the City website, Channel 21, public
service announcements to local newspapers, and large signs and boxes with entry forms at the new park
site. This opportunity was available for five weeks with a closing date of May 29. A total of 88 names
by 50 individuals were submitted by the deadline and forwarded to the Planning Board for their
consideration. A three person Planning Board subcommittee comprised of John Reed, Valerie Stewart
and Kevin Clarke was established to review all of the proposed names and bring recommendations to the
full Planning Board public hearing on July 8, 2009.
During the public portion of the hearing seven citizens spoke. In addition, 16 letters were received and
included in the Planning Board packets in advance of the hearing.
Following Board discussion, a motion was made that the Planning Board recommend to the City Council
for final adoption the permanent name of Hickman Park for the new park located at the site of the old
Woodway Elementary School and the play area located at the northeast portion of the park be named J.P.
Patches Play Area. An amendment was made and approved (with one abstention) to also forward the
entire list of nominations and the email memorandum from the Subcommittee dated June 24, 2009, to the
City Council. The motion as amended was approved with one abstention.
Planning Board and Park Naming Subcommittee member Kevin Clarke pointed out
Councilmembers were elected to represent the entire city and the Park Naming Policy did not require they
disqualify themselves because they did not live near the park. On June 10, the Planning Board discussed
the short amount of time available to complete the park naming process prior to the grand opening,
emphasizing the desire to have the park name selected prior to the park opening. The Board selected a
subcommittee comprised of Board Members Reed, Stewart and Clark to identify the top ten names. The
subcommittee agreed to conduct a public hearing and the Planning Board agreed to conduct a public
hearing as part of the Park Naming Process. Board members were invited to email ideas and thoughts to
subcommittee members.
The Planning Board was presented with 88 names in the same tabular form provided to the Council that
does not identify who submitted the names. The order of the names reflects the order they were received.
The Park Naming Process was developed by staff, presented to the Planning Board for recommendation
and forwarded to the City Council for approval. The Council approved the policy on March 24, 2009. He
referred to March 24, 2009 minutes that reflect an amendment requesting the right to have Sherwood Park
considered in the process because the policy specifically prohibits giving the same name to a park as an
existing school site or public facility unless the sites abut one another. A concern was raised with
amending the policy for this park when it was a citywide park naming policy. The motion to amend the
policy failed and the motion to adopt the park naming policy was approved. He recalled a
Councilmember then stated the Council could approve whatever name they wanted.
Mr. Clarke advised the naming policy states the naming of park facilities shall be the function of the City
Council with assistance of the Planning Board and the Parks/Cultural Services Department. Diversity,
balance and creativity will be sought during the adoption of names. The name selected for a site will be
recommended to the Council for approval or amendment. City Council has final authority to approve or
remand any recommendation. He assured the Planning Board had no desire to submit a name that the
Council would overturn.
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Mr. Clarke referred to the Park Naming Contest form which includes the criteria for naming parks and
requesting participants submit one name per entry with space to describe why the name should be chosen.
He described the subcommittee’s process for selecting the top ten names. First they utilized a map with
the location and characteristics of all the City’s parks. Some parks are named after historical pioneers
such as Brackett, Yost or Frances Anderson. Other parks are associated with specific geographic areas
such as Marina Beach Park, Olympic Beach Park, Underwater Park, Pine Street Playfield, and Pine Ridge
Park. There are also the Civic Center Playfields, City Park, and Hummingbird Hill Park. Two parks are
named after individuals who gave the park land to the City, Hutt Park and Mathay Ballinger Park.
The subcommittee divided the 88 names submitted into categories, Robin Hood theme names, other local
theme park names, park feature names, individual names, humorous and political names, and others.
The public hearing notice was sent to the 50 individuals who submitted a name to the park naming
contest. The most names submitted by one individual was 11; one individual submitted 8 names and
many submitted 2-4 names. The subcommittee concluded individuals were attempting to influence the
process by submitting multiple names as evidenced by the reasons for choosing the name such as
“keeping to the Robin Hood theme” or “consistent with the theme of the neighborhood.”
Mr. Clarke pointed out the name of Sherwood School was not related to Robin Hood. Only one
subdivision in the neighborhood, Sherwood Village which consists of 73 lots and 3 square blocks, has
Robin Hood related names. This area, from Woodway to Highway 99 and south of Edmonds Way was in
unincorporated Snohomish County until 1995 when the area was annexed. He emphasized a
neighborhood consists of multiple subdivisions and none of the subdivisions in the neighborhood have
their own park. Many of the subdivisions in the neighborhood have monument signs identifying the
neighborhood, Sherwood Village does not. He commented on the difficulty of choosing between the
Robin Hood related names and ignoring the other subdivisions in the area. The legal description of this
park references Woodway Meadows.
He explained Board Members Sharon Lowell, Valerie Stewart and John Reed submitted emails to the
subcommittee containing 5-6 names and from those the list of 10 names was created. The three emails
had only one name in common, Hickman Park although none of them knew Dr. Hickman. Mr. Clarke
assured he did not try to influence the subcommittee or the Planning Board’s vote.
He relayed the following subcommittee recommendations:
• Honor former Police Chief Stern at either this facility or another facility in the City
• Install a permanent plaque at the park that recognizes the community effort in acquiring and
designing the park
• Permanently name the children’s play area J.P. Patches Play Area
• Names: South Edmonds Community Park, in recognition of the location; Cherry Blossom Park
in recognition of a significant feature; and Hickman Park recognizing a prominent individual.
Mr. Clarke summarized only Hickman Park was mentioned by those who testified at the public hearing;
Roger Hertrich submitted a name after the deadline; Rob Trahms did not recommend a name but
recognized the high number of names associated with Robin Hood, Colin Southcote-Want did not submit
a name but favored a Robin Hook theme, Jan Robertson did not mention a name. The written record
included 16 letters in favor of Hickman Park and a letter from Lora Petso recommending Nottingham
Park.
Mr. Clarke pointed out although Dr. Hickman lives in Woodway; he uses Edmonds, Washington 98020
as his address. Mr. Clarke explained in 1984 when his youngest son had kidney disease, Dr. Hickman
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was the head of Nephrology. Although he attended school with Dr. Hickman’s children, he was not
aware he was a nephrologist. His son had a Hickman catheter as did his mother when she had breast
cancer. Although he knew Dr. Hickman and his family, he did not attempt to influence the vote.
Councilmember Plunkett clarified Dr. Hickman lived in Woodway but used Edmonds as his address. Mr.
Clarke agreed Dr. Hickman lived on Kulshan Road in Woodway but used Edmonds as his address.
Council President Pro Tem Wambolt commented he lived in Woodway for 22 years and usually used
Edmonds for his address because the cities have the same zip code.
Councilmember Plunkett commented he did not care who made the nomination and did not believe Mr.
Clarke had a conflict of interest. The Planning Board made the decision on the recommended name, not
Mr. Clarke. He has learned a lot of Dr. Hickman and his mother had a similar experience with a Hickman
catheter while battling cancer. Although the Council established a policy for park naming, the Council
reserved the right to make the ultimate decision. The Planning Board made a very sincere and exacting
effort to recommend a name in as objectively a manner as possible. He could support about 75 names on
the list including Nottingham, Forest Meadows, Woodway Meadows, and Chief Stern Park.
Councilmember Bernheim commented it did not matter to him who made the nomination or that people
submitted multiple nominations. The intent was to identify names for consideration in the process. He
did not find a conflict of interest in a spouse participating in the naming contest. He observed Dr.
Hickman was widely loved in the community although he was not familiar with who he was before this
process began. His preferred names included Forest Meadows, Big Rock, Cherry Blossom, and Cherry
Tree Park. He noted the remaining cherry tree was the most prominent feature in the park and was an
inspiring symbol. He opposed naming any permanent public facility or a park after a living person.
Council President Pro Tem Wambolt commented the Planning Board did a great deal of work selecting
the name and he was not concerned about any conflict of interest as the recommendation for Hickman
Park was made via a 5-0-1 vote.
COUNCIL PRESIDENT PRO TEM WAMBOLT MOVED, SECONDED BY COUNCILMEMBER
PETERSON, TO ACCEPT THE PLANNING BOARD’S RECOMMENDATION TO NAME THE
PARK HICKMAN PARK.
Councilmember Orvis commented a majority of the households around the park generated theme-based
names. He preferred to name the park Cherry Blossom, Nottingham, or Woodway Meadows Park.
Councilmember Peterson referred to Mr. Southcote Want’s comment that the letters in support of the
name Hickman Park came from throughout Edmonds but also from the region. This is a city park,
everyone in the city pays for the park and will enjoy this park. He viewed the diverse geography of
support as well as discovering that this individual lived in the community as positive. He concluded
naming the park after Dr. Hickman created an opportunity to learn more about a person who has saved
countless lives.
UPON ROLL CALL, MOTION TIED (3-3), COUNCIL PRESIDENT PRO TEM WAMBOLT AND
COUNCILMEMBERS OLSON AND PETERSON IN FAVOR; AND COUNCILMEMBERS
ORVIS, PLUNKETT AND BERNHEIM OPPOSED.
Mayor Haakenson offered the Council two choices: he could cast the deciding vote or the Council could
vote again at their next meeting when Council President Wilson would be present. It was the consensus
of the Council to vote again at the August 4 meeting.
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9. COUNCIL REPORTS ON OUTSIDE COMMITTEE/BOARD MEETINGS
Council President Pro Tem Wambolt reported at the July 13 Port Commission meeting there was a
presentation by Seattle NW Securities regarding their analysis of the Port bonds and concluding they did
not need to refinance their bonds at this time. The Port Commissioners also reviewed staff’s response to
PSRC’s Transportation 2040 DEIS. The Commissioners approved a $50,000 renovation of their marina
operation restrooms.
Council President Pro Tem Wambolt reported the Highway 99 Taskforce met with the Planning Board
last week. The meeting included discussion regarding the $160 million project at 220th & Highway 99
which has been delayed due to the economy. A development is planned for the property behind Safeway
when the economy improves. The Taskforce is discussing with Hagens, the owner of Top Foods,
development of vacant space on their property at the corner of Highway 99 & 220th. The Taskforce is
also considering talking with the Highway 99 property owners in Esperance north of Safeway about
annexing into Edmonds.
Councilmember Peterson reported the SeaShore Transportation Committee is attempting to bring Seattle
back to the organization.
Councilmember Orvis reported the Health Board is struggling with where to make additional cuts.
Because the Health Board’s budget is already bare bones, the choice is to cut programs that affect low
income children or cut programs that affect their ability to control disease. A suggestion was made to
merge the Health Board with Snohomish County to realize economies of scale. The next step is for the
Health Officer to propose possible cuts for the Health Board’s consideration.
Councilmember Plunkett reported the City has $400,000 in grants for Highway 99 and plan to go out to
bid this fall for Highway 99 enhancements including lighting, artistic elements and sidewalks. The City
has 30% funded design for the intersection of 288th & Highway 99 and are applying for a grant for the
remaining 70%.
10. MAYOR'S COMMENTS
Mayor Haakenson had no report.
11. COUNCIL COMMENTS
Councilmembers had no additional comments.
12. ADJOURN
With no further business, the Council meeting was adjourned at 9:57 p.m.
Packet Page 18 of 407
AM-2433 2.C.
Approval of Claim Checks
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Debbie Karber, Administrative Services Time:Consent
Department:Administrative Services Type:Action
Review Committee:
Committee Action:Approved for Consent Agenda
Information
Subject Title
Approval of claim checks #113199 through #113289 dated July 30, 2009 in the amount of
$109,256.22.
Recommendation from Mayor and Staff
Approval of claim checks.
Previous Council Action
N/A
Narrative
In accordance with the State statutes, City payments must be approved by the City Council.
Ordinance #2896 delegates this approval to the Council President who reviews and recommends
either approval or non-approval of expenditures.
Fiscal Impact
Fiscal Year:2009
Revenue:
Expenditure:$109,256.22
Fiscal Impact:
Claims: $109,256.22
Attachments
Link: claim cks 07-30-09
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:44 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Debbie
Karber
Started On: 07/30/2009 10:45
AM
Final Approval Date: 07/30/2009
Packet Page 19 of 407
07/30/2009
Voucher List
City of Edmonds
1
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113199 7/30/2009 068449 3 GI SPORTS 154518 SCOREBOOKS
SOFTBALL SCOREBOOKS
001.000.640.575.520.310.00 196.75
9.5% Sales Tax
001.000.640.575.520.310.00 18.69
Total :215.44
113200 7/30/2009 071177 ADVANTAGE BUILDING SERVICES 09-361 JANITORIAL SERVICE
JANITORIAL SERVICE
411.000.656.538.800.410.23 334.00
Total :334.00
113201 7/30/2009 061540 ALLIED WASTE SERVICES 0197-001107187 PUBLIC WORKS
Public Works Facility
001.000.650.519.910.470.00 24.24
Public Works Facility
111.000.653.542.900.470.00 92.10
Public Works Facility
411.000.654.534.800.470.00 92.10
Public Works Facility
411.000.655.535.800.470.00 92.10
Public Works Facility
511.000.657.548.680.470.00 92.10
Public Works Facility
411.000.652.542.900.470.00 92.12
Total :484.76
113202 7/30/2009 066025 ANDERSON, ANGIE ANDERSON0724 PLAZA ROOM MONITOR
MONITOR FOR PLAZA ROOM & ANDERSON CENTER
001.000.640.574.100.410.00 347.50
Total :347.50
113203 7/30/2009 069751 ARAMARK 655-4399365 UNIFORM SERVICES
1Page:
Packet Page 20 of 407
07/30/2009
Voucher List
City of Edmonds
2
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113203 7/30/2009 (Continued)069751 ARAMARK
PARK MAINTENANCE UNIFORM SERVICES
001.000.640.576.800.240.00 34.04
9.5% Sales Tax
001.000.640.576.800.240.00 3.23
Total :37.27
113204 7/30/2009 069751 ARAMARK 655-4387180 21580001
UNIFORM SERVICE
411.000.656.538.800.240.00 92.77
9.5% Sales Tax
411.000.656.538.800.240.00 8.81
Total :101.58
113205 7/30/2009 064343 AT&T 7303860502001 425-744-6057 PUBLIC WORKS
Public Works Fax Line
001.000.650.519.910.420.00 1.87
Public Works Fax Line
111.000.653.542.900.420.00 7.10
Public Works Fax Line
411.000.654.534.800.420.00 7.10
Public Works Fax Line
411.000.655.535.800.420.00 7.10
Public Works Fax Line
511.000.657.548.680.420.00 7.10
Public Works Fax Line
411.000.652.542.900.420.00 7.08
Total :37.35
113206 7/30/2009 064343 AT&T 425-771-0152 STATION #16 FAX
STATION #16 FAX
001.000.510.522.200.420.00 36.08
Total :36.08
113207 7/30/2009 070305 AUTOMATIC FUNDS TRANSFER 51279 OUT SOURCING OF UTILITY BILLS
2Page:
Packet Page 21 of 407
07/30/2009
Voucher List
City of Edmonds
3
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113207 7/30/2009 (Continued)070305 AUTOMATIC FUNDS TRANSFER
UB Outsourcing area #500 Printing
411.000.652.542.900.490.00 36.94
UB Outsourcing area #500 Printing
411.000.654.534.800.490.00 36.94
UB Outsourcing area #500 Printing
411.000.655.535.800.490.00 37.04
UB Outsourcing area #500 Postage
411.000.654.534.800.420.00 118.86
9.5% Sales Tax
411.000.655.535.800.490.00 3.52
UB Outsourcing area #500 Postage
411.000.655.535.800.420.00 118.85
9.5% Sales Tax
411.000.652.542.900.490.00 3.51
9.5% Sales Tax
411.000.654.534.800.490.00 3.51
OUT SOURCING OF UTILITY BILLS51353
UB Outsourcing area #600 Printing
411.000.652.542.900.490.00 32.25
UB Outsourcing area #600 Printing
411.000.654.534.800.490.00 32.25
UB Outsourcing area #600 Printing
411.000.655.535.800.490.00 32.35
UB Outsourcing area #600 Postage
411.000.654.534.800.420.00 108.25
UB Outsourcing area #600 Postage
411.000.655.535.800.420.00 108.24
9.5% Sales Tax
411.000.652.542.900.490.00 3.06
9.5% Sales Tax
411.000.654.534.800.490.00 3.06
9.5% Sales Tax
411.000.655.535.800.490.00 3.08
Total :681.71
3Page:
Packet Page 22 of 407
07/30/2009
Voucher List
City of Edmonds
4
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113208 7/30/2009 072581 BARK TIME BLOWER TRUCK SERVICE 10438 MADRONA FOOTBALL FIELD IMPROVEMENTS
MADRONA FOOTBALL FIELD IMPROVEMENTS
125.000.640.576.800.310.00 885.00
9.5% Sales Tax
125.000.640.576.800.310.00 84.08
Total :969.08
113209 7/30/2009 072319 BEACH CAMP LLC BEACHCAMP10879 WATER SPORTS BEACH CAMP
WATER SPORTS BEACH CAMP~
001.000.640.574.200.410.00 3,300.00
Total :3,300.00
113210 7/30/2009 002500 BLUMENTHAL UNIFORM CO INC 739719-01 INV#739719-01 EDMONDS PD - MACHADO
L/S SHIRT
001.000.410.521.220.240.00 89.87
SGT CHEVRON
001.000.410.521.220.240.00 2.50
SERVICE BARS
001.000.410.521.220.240.00 3.90
9.5% Sales Tax
001.000.410.521.220.240.00 9.15
INV#743789.02 EDMONDS PD - MILLS743789-02
DANNER MEN BOOTS
001.000.410.521.710.240.00 207.95
9.5% Sales Tax
001.000.410.521.710.240.00 19.76
Total :333.13
113211 7/30/2009 072005 BROCKMANN, KERRY BROCKMANN11263 YOGA CLASSES
YOGA #11263
001.000.640.575.540.410.00 816.20
YOGA #10921
001.000.640.575.540.410.00 593.60
Total :1,409.80
113212 7/30/2009 072717 CALVIN JORDAN ASSOC INC 10805.2 Sr Center - Prof Svc Payment #2
4Page:
Packet Page 23 of 407
07/30/2009
Voucher List
City of Edmonds
5
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113212 7/30/2009 (Continued)072717 CALVIN JORDAN ASSOC INC
Sr Center - Prof Svc Payment #2
116.000.651.519.920.410.00 8,267.20
Total :8,267.20
113213 7/30/2009 003510 CENTRAL WELDING SUPPLY LY146522 ALS SUPPLIES
medical oxygen
001.000.510.526.100.310.00 45.96
Freight
001.000.510.526.100.310.00 17.50
9.5% Sales Tax
001.000.510.526.100.310.00 6.03
ALS SUPPLIESLY146523
medical oxygen
001.000.510.526.100.310.00 67.72
Freight
001.000.510.526.100.310.00 17.50
9.5% Sales Tax
001.000.510.526.100.310.00 8.09
ALS SUPPLIESLY146524
medical oxygen
001.000.510.526.100.310.00 22.98
Freight
001.000.510.526.100.310.00 17.50
9.5% Sales Tax
001.000.510.526.100.310.00 3.84
Total :207.12
113214 7/30/2009 064840 CHAPUT, KAREN E CAHPUT11114 FRIDAY NIGHT OUT
FRIDAY NIGHT OUT~
001.000.640.574.200.410.00 64.40
Total :64.40
113215 7/30/2009 066382 CINTAS CORPORATION 460472439 OPERATIONS UNIFORMS
5Page:
Packet Page 24 of 407
07/30/2009
Voucher List
City of Edmonds
6
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113215 7/30/2009 (Continued)066382 CINTAS CORPORATION
Station 16
001.000.510.522.200.240.00 130.30
9.5% Sales Tax
001.000.510.522.200.240.00 12.38
VOLUNTEERS UNIFORMS460472440
Volunteers
001.000.510.522.200.240.00 21.16
9.5% Sales Tax
001.000.510.522.200.240.00 2.01
UNIFORMS460474296
Stn. 17 - OPS
001.000.510.522.200.240.00 122.78
Stn. 17 - ALS
001.000.510.526.100.240.00 122.78
9.5% Sales Tax
001.000.510.522.200.240.00 11.67
9.5% Sales Tax
001.000.510.526.100.240.00 11.66
OPERATIONS UNIFORMS460474316
Station 20
001.000.510.522.200.240.00 126.65
9.5% Sales Tax
001.000.510.522.200.240.00 12.03
UNIFORMS460479103
Stn 17 - OPS
001.000.510.526.100.240.00 318.69
Stn 17 - OPS
001.000.510.522.200.240.00 318.69
9.5% Sales Tax
001.000.510.526.100.240.00 30.28
9.5% Sales Tax
001.000.510.522.200.240.00 30.27
Total :1,271.35
113216 7/30/2009 004095 COASTWIDE LABS W2081923 DOME TOP
6Page:
Packet Page 25 of 407
07/30/2009
Voucher List
City of Edmonds
7
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113216 7/30/2009 (Continued)004095 COASTWIDE LABS
DOME TOP FOR 55 GALLON CAN
001.000.640.576.800.310.00 674.39
9.5% Sales Tax
001.000.640.576.800.310.00 64.07
YOST POOL SUPPLIESW2086777
LOTION SOAP FOR YOST POOL
001.000.640.576.800.310.00 104.50
9.5% Sales Tax
001.000.640.576.800.310.00 9.93
Total :852.89
113217 7/30/2009 004095 COASTWIDE LABS W2084918 OPERATIONS SUPPLIES
Stations' supplies
001.000.510.522.200.310.00 410.59
9.5% Sales Tax
001.000.510.522.200.310.00 39.01
Total :449.60
113218 7/30/2009 069848 CRAM, KATHERINE CRAM11202 IRISH DANCE CLASSES
IRISH DANCE #11202
001.000.640.574.200.410.00 269.50
IRISH DANCE #11204
001.000.640.574.200.410.00 269.50
Total :539.00
113219 7/30/2009 064531 DINES, JEANNIE 09-3006 Jan-Jun 09 So Sno Cities Mtg Minutes
Jan-Jun 09 So Sno Cities Mtg Minutes
001.000.000.237.910.000.00 579.00
Total :579.00
113220 7/30/2009 064531 DINES, JEANNIE 09-3011 MINUTE TAKING
7/21 Council Minutes
001.000.250.514.300.410.00 465.00
Total :465.00
113221 7/30/2009 007675 EDMONDS AUTO PARTS 11596 SUPPLIES
7Page:
Packet Page 26 of 407
07/30/2009
Voucher List
City of Edmonds
8
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113221 7/30/2009 (Continued)007675 EDMONDS AUTO PARTS
SPARK PLUGS
001.000.640.576.800.310.00 4.17
9.5% Sales Tax
001.000.640.576.800.310.00 0.40
SUPPLIES11648
SUPPLIES
001.000.640.576.800.310.00 1.49
9.5% Sales Tax
001.000.640.576.800.310.00 0.14
SUPPLIES11704
FUEL FILTER
001.000.640.576.800.310.00 5.75
9.5% Sales Tax
001.000.640.576.800.310.00 0.55
Total :12.50
113222 7/30/2009 007675 EDMONDS AUTO PARTS 11506 OPERATIONS SUPPLIES
stations' supplies
001.000.510.522.200.310.00 35.18
9.5% Sales Tax
001.000.510.522.200.310.00 3.34
Total :38.52
113223 7/30/2009 069523 EDMONDS P&R YOUTH SCHOLARSHIP JANOO0727 YOUTH SCHOLARSHIPS
YOUTH SCHOLARSHIPS:~
122.000.640.574.100.490.00 260.00
Total :260.00
113224 7/30/2009 008705 EDMONDS WATER DIVISION 3-38565 WATER
18410 92ND AVE W
001.000.640.576.800.470.00 22.06
CITY MARINA BEACH PARK6-00025
CITY MARINA BEACH PARK
001.000.640.576.800.470.00 565.50
8Page:
Packet Page 27 of 407
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City of Edmonds
9
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113224 7/30/2009 (Continued)008705 EDMONDS WATER DIVISION
CITY FISHING DOCK & RESTROOM6-00200
CITY FISHING DOCK & RESTROOM
001.000.640.576.800.470.00 620.91
BRACKETT'S LANDING SOUTH6-00410
BRACKETT'S LANDING SOUTH
001.000.640.576.800.470.00 461.09
MINI PARK6-00475
MINI PARK
001.000.640.576.800.470.00 644.96
CITY PARK BALLFIELD6-01250
CITY PARK BALLFIELD
001.000.640.576.800.470.00 1,161.52
CITY PARK PARKING LOT6-01275
CITY PARK PARKING LOT
001.000.640.576.800.470.00 822.32
PINE STREET PLAYFIELD6-02125
PINE STREET PLAYFIELD
001.000.640.576.800.470.00 332.92
CIVIC CENTER PLAYFIELD - SPRINKLER6-02730
CIVIC CENTER PLAYFIELD - SPRINKLER
001.000.640.576.800.470.00 126.60
ANDERSON CULTURAL CENTER (SPRINKLER)6-02900
ANDERSON CULTURAL CENTER (SPRINKLER)
001.000.640.576.800.470.00 1,630.74
CIVIC CENTER PARKING LOT SPRINKLER6-03000
CIVIC CENTER PARKING LOT SPRINKLER
001.000.640.576.800.470.00 250.23
HUMMINGBIRD HILL PARK6-03275
HUMMINGBIRD HILL PARK
001.000.640.576.800.470.00 170.07
CITY MAPLEWOOD PARK6-03575
CITY MAPLEWOOD PARK
001.000.640.576.800.470.00 150.65
9Page:
Packet Page 28 of 407
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City of Edmonds
10
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113224 7/30/2009 (Continued)008705 EDMONDS WATER DIVISION
SEAVIEW PARK SPRINKLER6-04400
SEAVIEW PARK SPRINKLER
001.000.640.576.800.470.00 1,140.71
WATER6-04425
8100 185TH PL SW
001.000.640.576.800.470.00 270.99
SIERRA PARK6-04450
SIERRA PARK
001.000.640.576.800.470.00 492.00
BALLINGER PARK6-07775
BALLINGER PARK
001.000.640.576.800.470.00 161.69
YOST PARK SPRINKLER6-08500
YOST PARK SPRINKLER
001.000.640.576.800.470.00 992.87
YOST PARK POOL6-08525
YOST PARK POOL
001.000.640.576.800.470.00 2,039.28
Total :12,057.11
113225 7/30/2009 008705 EDMONDS WATER DIVISION 3-01808 LIFT STATION #11
LIFT STATION #11
411.000.655.535.800.470.00 23.95
MEADOWDALE CLUB HOUSE3-03575
MEADOWDALE CLUB HOUSE
001.000.651.519.920.470.00 224.51
LIFT STATION #123-07525
LIFT STATION #12
411.000.655.535.800.470.00 52.47
LIFT STATION #153-07709
LIFT STATION #15
411.000.655.535.800.470.00 23.95
LIFT STATION #43-09350
LIFT STATION #4
411.000.655.535.800.470.00 58.15
10Page:
Packet Page 29 of 407
07/30/2009
Voucher List
City of Edmonds
11
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113225 7/30/2009 (Continued)008705 EDMONDS WATER DIVISION
LIFT STATION #103-09800
LIFT STATION #10
411.000.655.535.800.470.00 25.84
LIFT STATION #93-29875
LIFT STATION #9
411.000.655.535.800.470.00 31.52
PUBLIC SAFETY COMPLEX-POLICE/CRT6-02735
PUBLIC SAFETY COMPLEX-POLICE/CRT
001.000.651.519.920.470.00 1,100.34
PUBLIC SAFETY COMPLEX-FIRE LINE6-02736
PUBLIC SAFETY COMPLEX-FIRE LINE
001.000.651.519.920.470.00 13.57
PUBLIC SAFETY COMPLEX-FIRE6-02737
PUBLIC SAFETY COMPLEX-FIRE
001.000.651.519.920.470.00 154.85
PUBLIC SAFETY IRRIGATION6-02738
PUBLIC SAFETY IRRIGATION
001.000.651.519.920.470.00 391.48
LIBRARY & SPRINKLER6-02825
LIBRARY & SPRINKLER
001.000.651.519.920.470.00 2,553.08
ANDERSON CULTURAL CENTER (FIRE DETECTOR)6-02875
ANDERSON CULTURAL CENTER (FIRE DETECTOR)
001.000.651.519.920.470.00 23.75
ANDERSON CULTURAL CENTER6-02925
ANDERSON CULTURAL CENTER
001.000.651.519.920.470.00 1,302.68
Fire Station #166-04127
Fire Station #16
001.000.651.519.920.470.00 647.15
fire sprinkler-FS #166-04128
fire sprinkler-FS #16
001.000.651.519.920.470.00 13.57
11Page:
Packet Page 30 of 407
07/30/2009
Voucher List
City of Edmonds
12
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113225 7/30/2009 (Continued)008705 EDMONDS WATER DIVISION
Public Works Bldg6-05155
Public Works Bldg
001.000.650.519.910.470.00 102.17
Public Works Bldg
111.000.653.542.900.470.00 388.25
Public Works Bldg
411.000.654.534.800.470.00 388.25
Public Works Bldg
411.000.655.535.800.470.00 388.25
Public Works Bldg
511.000.657.548.680.470.00 388.25
Public Works Bldg
411.000.652.542.900.470.00 388.25
Public Works Fire Detector6-05156
Public Works Fire Detector
001.000.650.519.910.470.00 1.70
Public Works Fire Detector
111.000.653.542.900.470.00 6.44
Public Works Fire Detector
411.000.652.542.900.470.00 6.44
Public Works Fire Detector
411.000.654.534.800.470.00 6.44
Public Works Fire Detector
411.000.655.535.800.470.00 6.44
Public Works Fire Detector
511.000.657.548.680.470.00 6.43
Total :8,718.17
113226 7/30/2009 071859 EVISTON, SUZANNE P 7/1/2009 BOARDING/VET CHGS- ROCKY- EDMONDS PD
BOARD ROCKY 6/25 - 7/1/09
001.000.410.521.260.410.00 203.00
VETERINARY HOSPITAL EXAM CHGS
001.000.410.521.260.410.00 76.00
METRONIDAZOLE MEDICATION
001.000.410.521.260.410.00 10.00
12Page:
Packet Page 31 of 407
07/30/2009
Voucher List
City of Edmonds
13
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :289.001132267/30/2009 071859 071859 EVISTON, SUZANNE P
113227 7/30/2009 009880 FEDEX 9-266-90223 INV#9-266-90223 EDMONDS PD
TRANSPORTATION CHGS #09-2550
001.000.410.521.210.310.00 14.00
SPECIAL HANDLING CHGS #09-2550
001.000.410.521.210.310.00 7.20
Total :21.20
113228 7/30/2009 066590 FELIX LLC, ROBERT W FELIX10715 WEIGHT LOSS WITH HYPNOSIS
WEIGHT LOSS WITH HYPNOSIS~
001.000.640.574.200.410.00 436.10
Total :436.10
113229 7/30/2009 067042 FINAL TOUCH FINISHING KING10871 ETIQUETTE CLASSES
YOUNG LADIES & GENTLEMEN~
001.000.640.574.200.410.00 200.00
LOOKING GOOD FOR GIRLS~
001.000.640.574.200.410.00 400.00
STARTING POINT~
001.000.640.574.200.410.00 385.00
Total :985.00
113230 7/30/2009 072796 GIPPERT, WINFIELD GIPPERT0727 OUTDOOR VOLLEYBALL ATTENDANT
OUTDOOR VOLLEYBALL ATTENDANT~
001.000.640.575.520.410.00 216.00
Total :216.00
113231 7/30/2009 012560 HACH COMPANY 6279880 229817
BLANKET READER
414.000.656.594.320.650.00 4,757.00
9.5% Sales Tax
414.000.656.594.320.650.00 451.92
Total :5,208.92
113232 7/30/2009 067862 HOME DEPOT CREDIT SERVICES 2043071 0205
13Page:
Packet Page 32 of 407
07/30/2009
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City of Edmonds
14
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113232 7/30/2009 (Continued)067862 HOME DEPOT CREDIT SERVICES
SUPPLIES
001.000.640.576.800.310.00 8.07
9.5% Sales Tax
001.000.640.576.800.310.00 0.77
02056570967
ADAPTER, FITTING
001.000.640.576.800.410.00 6.19
9.5% Sales Tax
001.000.640.576.800.410.00 0.59
LATE FEEFCH-003346629
LATE FEE
001.000.640.576.800.490.00 20.00
Total :35.62
113233 7/30/2009 072641 HORNER, ROBERT BRT_01 BUS RAPID TRANSIT PRE-FABRICATION
COMPLETION OF PRE-FABRICATION,
117.200.640.575.500.410.00 7,000.00
Total :7,000.00
113234 7/30/2009 070042 IKON FINANCIAL SERVICES 79953624 INV#79953624 ACCT#467070-COMBINED EDMOND
COPIER RENTAL 07/13 - 08/12/09
001.000.410.521.100.450.00 340.00
ADDITIONAL COPIES
001.000.410.521.100.450.00 298.37
9.5% Sales Tax
001.000.410.521.100.450.00 60.64
Total :699.01
113235 7/30/2009 070042 IKON FINANCIAL SERVICES 79975178 COPIER LEASE
COPIER LEASE
001.000.640.574.100.450.00 569.66
Total :569.66
113236 7/30/2009 072842 JACK GUNTER ART & DESIGN GUNTER0724 DESIGN WORK
14Page:
Packet Page 33 of 407
07/30/2009
Voucher List
City of Edmonds
15
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113236 7/30/2009 (Continued)072842 JACK GUNTER ART & DESIGN
DESIGN WORK FOR PERSONALIZATION ELEMENT
117.200.640.575.500.410.00 500.00
Total :500.00
113237 7/30/2009 016600 KROESENS INC 97823 OPS UNIFORMS
Fischer boots
001.000.510.522.200.240.00 119.00
9.5% Sales Tax
001.000.510.522.200.240.00 11.31
Total :130.31
113238 7/30/2009 068711 LAWN EQUIPMENT SUPPLY 7009-407 GLOVES
DISPOSABLE NITRILE GLOVES
001.000.640.576.800.310.00 42.57
Freight
001.000.640.576.800.310.00 5.79
9.5% Sales Tax
001.000.640.576.800.310.00 4.59
Total :52.95
113239 7/30/2009 018760 LUNDS OFFICE ESSENTIALS 101743 PRINTING SERVICES
Office supplies
001.000.250.514.300.310.00 320.83
9.5% Sales Tax
001.000.250.514.300.310.00 30.48
Total :351.31
113240 7/30/2009 071140 MAD SCIENCE OF KING COUNTY MADSCIENCE10804 MAD SCIENCE CAMPS
MAD SCIENCE CAMP #10804
001.000.640.574.200.410.00 2,400.00
MAD SCIENCE CAMP #10805
001.000.640.574.200.410.00 1,200.00
Total :3,600.00
113241 7/30/2009 061900 MARC 0393159-IN 00-0902224
15Page:
Packet Page 34 of 407
07/30/2009
Voucher List
City of Edmonds
16
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113241 7/30/2009 (Continued)061900 MARC
INDUSTRIAL SOLVENT
411.000.656.538.800.310.59 940.50
LAUNDRY DETERGENT
411.000.656.538.800.310.59 140.00
9.5% Sales Tax
411.000.656.538.800.310.59 102.65
Total :1,183.15
113242 7/30/2009 020039 MCMASTER-CARR SUPPLY CO 33454605 123106800
STEEL/PIPE FITTING/SUMP PUMP
411.000.656.538.800.310.21 641.86
Freight
411.000.656.538.800.310.21 77.45
12310680033791154
EYE WASH STATION/EYEBOLT FOR LIFTING
411.000.656.538.800.310.12 307.58
Freight
411.000.656.538.800.310.12 7.52
Total :1,034.41
113243 7/30/2009 072223 MILLER, DOUG MILLER0729 GYM MONITOR
GYM MONITOR FOR 3 ON 3 BASKETBALL
001.000.640.575.520.410.00 84.00
Total :84.00
113244 7/30/2009 072492 MOLINA, NILDA MOLINA11006 ZUMBA CLASSES
ZUMBA #11006
001.000.640.575.540.410.00 350.70
Total :350.70
113245 7/30/2009 069923 MOTION INDUSTRIES INC WA23-233284 101690-01
HI POWER V-BELT
411.000.656.538.800.310.21 32.64
9.5% Sales Tax
411.000.656.538.800.310.21 3.10
16Page:
Packet Page 35 of 407
07/30/2009
Voucher List
City of Edmonds
17
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :35.741132457/30/2009 069923 069923 MOTION INDUSTRIES INC
113246 7/30/2009 067891 MYSTIC SEA CHARTERS MYSTICSEA10846 WHALE WATCH CRUISE
MYSTIC SEA CHARTERS #10846
001.000.640.574.200.410.00 118.00
Total :118.00
113247 7/30/2009 068982 NEWPORT ELECTRONICS INC 705829 741876
DIGITAL DISPLAY
411.000.656.538.800.310.22 580.00
Freight
411.000.656.538.800.310.22 11.00
Total :591.00
113248 7/30/2009 061013 NORTHWEST CASCADE INC 0981308 HONEY BUCKET RENTAL
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 274.47
HONEY BUCKET RENTAL0981605
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 186.47
Total :460.94
113249 7/30/2009 025690 NOYES, KARIN 000 00 648 PB Minutetaker 7/8/09
PB Minutetaker 7/8/09
001.000.620.558.600.410.00 320.00
PB Minutetaker 7-22-09000 00 651
PB Minutetaker 7-22-09
001.000.620.558.600.410.00 416.00
Total :736.00
113250 7/30/2009 063511 OFFICE MAX INC 605560 INV#605560 ACCT#520437 250POL
17Page:
Packet Page 36 of 407
07/30/2009
Voucher List
City of Edmonds
18
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113250 7/30/2009 (Continued)063511 OFFICE MAX INC
INKJET CARTRIDGE MAGENTA
001.000.410.521.100.310.00 10.86
INKJET CARTRIDGE YELLOW
001.000.410.521.100.310.00 10.86
COMPUTER DUSTER (DUST OFF)
001.000.410.521.100.310.00 22.54
LARGE BINDER CLIPS
001.000.410.521.100.310.00 2.02
SMALL BINDER CLIPS
001.000.410.521.100.310.00 0.40
MULTI USE COPY PAPER
001.000.410.521.100.310.00 332.90
9.5% Sales Tax
001.000.410.521.100.310.00 36.06
Total :415.64
113251 7/30/2009 063511 OFFICE MAX INC 891752 OFFICE SUPPLIES
ARTS COMMISSION SUPPLIES:~
117.100.640.573.100.310.00 292.67
9.5% Sales Tax
117.100.640.573.100.310.00 27.80
Total :320.47
113252 7/30/2009 063511 OFFICE MAX INC 615350 OFFICE SUPPLIES
Office Supplies
001.000.250.514.300.310.00 119.34
9.5% Sales Tax
001.000.250.514.300.310.00 11.34
Total :130.68
113253 7/30/2009 063511 OFFICE MAX INC 529688 Water Qaulity - Hand Calculator
18Page:
Packet Page 37 of 407
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City of Edmonds
19
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113253 7/30/2009 (Continued)063511 OFFICE MAX INC
Water Qaulity - Hand Calculator
411.000.654.534.800.310.00 7.53
PW Admin Office Supplies - Sheet
001.000.650.519.910.310.00 13.38
9.5% Sales Tax
411.000.654.534.800.310.00 0.72
9.5% Sales Tax
001.000.650.519.910.310.00 1.27
Water - Folding Magnifier569972
Water - Folding Magnifier
411.000.654.534.800.310.00 26.16
PW Admin Office Supplies - Memo Refills
001.000.650.519.910.310.00 19.08
Sewer - Ink Cartridges
411.000.655.535.800.310.00 71.47
9.5% Sales Tax
411.000.654.534.800.310.00 2.49
9.5% Sales Tax
001.000.650.519.910.310.00 1.81
9.5% Sales Tax
411.000.655.535.800.310.00 6.79
PW Admin - Cash Box570651
PW Admin - Cash Box
001.000.650.519.910.310.00 21.61
9.5% Sales Tax
001.000.650.519.910.310.00 2.04
Total :174.35
113254 7/30/2009 063511 OFFICE MAX INC 592277 Office Supplies - DSD
Office Supplies - DSD
001.000.620.558.800.310.00 308.74
Office supplies - DSD592330
Office supplies - DSD
001.000.620.558.800.310.00 98.44
19Page:
Packet Page 38 of 407
07/30/2009
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City of Edmonds
20
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113254 7/30/2009 (Continued)063511 OFFICE MAX INC
Office Supplies DSD627165
Office Supplies DSD
001.000.620.558.800.310.00 85.19
Total :492.37
113255 7/30/2009 063511 OFFICE MAX INC 593965 OFFICE SUPPLIES
Fire Admin
001.000.510.522.100.310.00 36.04
Operations
001.000.510.522.200.310.00 666.62
9.5% Sales Tax
001.000.510.522.100.310.00 3.42
9.5% Sales Tax
001.000.510.522.200.310.00 63.33
Total :769.41
113256 7/30/2009 065704 OMB PRODUCTIONS OMB0728 PROFESSIONAL SERVICES
SUMMER CONCERTS IN THE PARKS MANAGER
117.100.640.573.100.410.00 450.00
SUMMER CONCERTS IN THE PARK
001.000.640.574.200.410.00 525.00
Total :975.00
113257 7/30/2009 063750 ORCA PACIFIC INC 040087 YOST POOL SUPPLIES
YOST POOL CHEMICALS
001.000.640.576.800.310.00 252.40
9.5% Sales Tax
001.000.640.576.800.310.00 23.98
Total :276.38
113258 7/30/2009 066817 PANASONIC DIGITAL DOCUMENT COM 011098921 COPIER CONTRACT
COPIER CONTRACT
411.000.656.538.800.450.41 145.22
9.5% Sales Tax
411.000.656.538.800.450.41 13.45
20Page:
Packet Page 39 of 407
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City of Edmonds
21
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :158.671132587/30/2009 066817 066817 PANASONIC DIGITAL DOCUMENT COM
113259 7/30/2009 066412 PARKS & RECREATION DAYCAMP CAMPCASH0728 DAYCAMP PETTY CASH REIMBURSEMENT
DAYCAMP BUS FARES
001.000.640.575.530.430.00 125.00
DAYCAMP ADMISSION FEES
001.000.640.575.530.490.00 175.00
DAYCAMP SUPPLIES
001.000.640.575.530.310.00 75.19
Total :375.19
113260 7/30/2009 070091 PARROTT, CHERYL PARROTT10971 STAINED GLASS CLASS
STAINED GLASS: TWIRLERS~
001.000.640.574.200.410.00 35.00
Total :35.00
113261 7/30/2009 069944 PECK, ELIZABETH PECK10829 PILATES STRETCH & SCULPT
PILATES STRETCH & SCULPT~
001.000.640.575.540.410.00 209.77
PRENATAL GENTLE PILATES
001.000.640.575.540.410.00 115.50
PILATES STRETCH & SCULPT
001.000.640.575.540.410.00 260.40
Total :585.67
113262 7/30/2009 007800 PETTY CASH TC petty cash sccfoa meeting- marysville
21Page:
Packet Page 40 of 407
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City of Edmonds
22
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113262 7/30/2009 (Continued)007800 PETTY CASH
sccfoa meeting- marysville
001.000.250.514.300.490.00 14.00
parking while attending meeting- Clifton
001.000.240.513.110.490.00 9.00
sccfoa meeting-Hynd
001.000.250.514.300.490.00 14.00
sccfoa meeting-karber
001.000.310.514.230.490.00 14.00
refreshments for meeting
001.000.240.513.110.310.00 38.39
ladels and hot cups
001.000.620.558.800.310.00 62.62
water bottles for field inspections
001.000.620.558.800.310.00 32.69
supplies for illegal dishcarge meeting
001.000.620.558.800.310.00 19.97
sno co meeting-Strom peterson
001.000.110.511.100.490.00 35.00
supplies for kitchen
001.000.620.558.800.310.00 36.01
coffee for ds meeting
001.000.620.558.800.310.00 35.98
dish soap, band aids
001.000.620.558.800.310.00 8.74
network cable fish tape & rods
001.000.310.518.880.490.00 114.83
mileage reimb for june & july- l carl
001.000.210.513.100.430.00 44.61
mileage reimb for may 09
001.000.210.513.100.430.00 44.37
mileage reimb-Hammersmark
001.000.510.522.200.430.00 12.86
Total :537.07
113263 7/30/2009 065021 PRINTING PLUS 66626 WRITE ON THE SOUND BROCHURE
22Page:
Packet Page 41 of 407
07/30/2009
Voucher List
City of Edmonds
23
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113263 7/30/2009 (Continued)065021 PRINTING PLUS
WRITE ON THE SOUND BROCHURE~
123.000.640.573.100.490.00 2,909.08
9.5% Sales Tax
123.000.640.573.100.490.00 276.36
WRITE ON THE SOUND POSTER66859
WRITE ON THE SOUND POSTER
123.000.640.573.100.490.00 123.73
9.5% Sales Tax
123.000.640.573.100.490.00 11.75
Total :3,320.92
113264 7/30/2009 072843 PRO-CUT TREE SERVICE 072709 SHRUB/STUMP REMOVAL
SHRUB/STUMP REMOVAL
414.000.656.594.320.650.00 1,650.00
9.5% Sales Tax
414.000.656.594.320.650.00 156.75
Total :1,806.75
113265 7/30/2009 064088 PROTECTION ONE 291104 24 HOUR ALARM MONITORING-PARKS
24 HOUR ALARM MONITORING-PARKS
001.000.651.519.920.420.00 47.17
24 HOUR ALARM MONITORING-PARKS
001.000.640.576.800.420.00 47.17
Fire Monitoring F/S 16
001.000.651.519.920.420.00 94.50
Total :188.84
113266 7/30/2009 046900 PUGET SOUND ENERGY 7918807004 YOST POOL
YOST POOL
001.000.640.576.800.470.00 3,418.08
Total :3,418.08
113267 7/30/2009 046900 PUGET SOUND ENERGY 084-904-700-6 WWTP/PUGET SOUND ENERGY
WWTP/PUGET SOUND ENERGY
411.000.656.538.800.310.21 43.88
23Page:
Packet Page 42 of 407
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City of Edmonds
24
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :43.881132677/30/2009 046900 046900 PUGET SOUND ENERGY
113268 7/30/2009 030695 PUMPTECH INC 0017169-IN 0047800
HEAVY CHECK BALLS/VALVE SEATS
411.000.656.538.800.310.21 3,130.76
9.5% Sales Tax
411.000.656.538.800.310.21 297.42
Total :3,428.18
113269 7/30/2009 065579 QUIKSIGN 57708 Sign install - R-09-36 Oasis
Sign install - R-09-36 Oasis
001.000.620.558.600.410.11 185.06
Sign install - CU-09-38 Jansen57760
Sign install - CU-09-38 Jansen
001.000.620.558.600.410.11 185.06
Sign Install - S-09-41 Redwood, LLC57797
Sign Install - S-09-41 Redwood, LLC
001.000.620.558.600.410.11 185.06
Total :555.18
113270 7/30/2009 071815 REILLY AND MALONEY REILLY/MALONEY0802 CITY PARK CONCERT
CITY PARK CONCERT~
117.100.640.573.100.410.00 800.00
Total :800.00
113271 7/30/2009 072137 ROCHFORD, PATRICK 7/2009 Street 2009 Boot Allowance P Rochford
Street 2009 Boot Allowance P Rochford
111.000.653.542.900.240.00 179.00
Total :179.00
113272 7/30/2009 067681 SAGE CONTROL ORDNANCE INC 9659 CR BAL FROM SALES ORDER #5267 - EDMONDS
CR BAL FROM ORDER #5267 9/4/08
001.000.410.521.220.310.00 -225.33
24Page:
Packet Page 43 of 407
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City of Edmonds
25
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113272 7/30/2009 (Continued)067681 SAGE CONTROL ORDNANCE INC
INV#9976 - EDMONDS PD9976
IMPACT BATON-STANDARD ENERGY
001.000.410.521.220.310.00 380.70
IMPACT BATON (SMOKELESS) LESS
001.000.410.521.220.310.00 407.70
OC CRUSH NOSE CHEMICAL BATON- STANDARD
001.000.410.521.220.310.00 494.10
OC CR NOSE CHEM BATON-LESS ENERGY
001.000.410.521.220.310.00 507.60
Freight
001.000.410.521.220.310.00 165.40
Total :1,730.17
113273 7/30/2009 037375 SNO CO PUD NO 1 2450016544 UTILITY BILLING
18500 82ND AVE W
001.000.640.576.800.470.00 72.23
UTILITY BILLING3570014369
8030 185TH ST SW
001.000.640.576.800.470.00 120.43
IRRIGATION CONTROL3850013073
IRRIGATION CONTROL
001.000.640.576.800.470.00 29.39
SPRINKLER SYSTEM4160017333
SPRINKLER SYSTEM
001.000.640.576.800.470.00 131.20
Total :353.25
113274 7/30/2009 037375 SNO CO PUD NO 1 2070015082 LIFT STATION #7
LIFT STATION #7
411.000.655.535.800.470.00 98.47
SIGNAL LIGHT2330012283
SIGNAL LIGHT
111.000.653.542.640.470.00 30.89
25Page:
Packet Page 44 of 407
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City of Edmonds
26
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113274 7/30/2009 (Continued)037375 SNO CO PUD NO 1
LIFT STATION #22410016253
LIFT STATION #2
411.000.655.535.800.470.00 45.36
MEADOWDALE CLUBHOUSE2440024129
MEADOWDALE CLUBHOUSE
001.000.651.519.920.470.00 99.14
200 Dayton St-Vacant PW Bldg2480017397
200 Dayton St-Vacant PW Bldg
411.000.654.534.800.470.00 394.10
LIFT STATION #42540012560
LIFT STATION #4
411.000.655.535.800.470.00 358.21
ANDERSON CULTURAL CENTER2670022181
ANDERSON CULTURAL CENTER
001.000.651.519.920.470.00 2,779.63
SIGNAL LIGHT2790022228
SIGNAL LIGHT
111.000.653.542.640.470.00 49.69
SEAVIEW RESERVOIR2880027277
SEAVIEW RESERVOIR
411.000.654.534.800.470.00 30.89
SIGNAL LIGHT3350014902
SIGNAL LIGHT
111.000.653.542.640.470.00 44.33
SIGNAL LIGHT3710011507
SIGNAL LIGHT
111.000.653.542.640.470.00 52.53
LIBRARY3720012057
LIBRARY
001.000.651.519.920.470.00 2,019.41
LIFT STATION #123850011440
LIFT STATION #12
411.000.655.535.800.470.00 256.76
26Page:
Packet Page 45 of 407
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City of Edmonds
27
10:36:55AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113274 7/30/2009 (Continued)037375 SNO CO PUD NO 1
LIFT STATION #154070022027
LIFT STATION #15
411.000.655.535.800.470.00 31.39
LIFT STATION #114130026596
LIFT STATION #11
411.000.655.535.800.470.00 32.75
SIGNAL LIGHT4210013902
SIGNAL LIGHT
111.000.653.542.640.470.00 52.39
STREET LIGHT4320012174
STREET LIGHT
111.000.653.542.630.470.00 348.95
SIGNAL LIGHT4330014129
SIGNAL LIGHT
111.000.653.542.640.470.00 116.87
Public Works4840011953
Public Works
001.000.650.519.910.470.00 64.06
Public Works
111.000.653.542.900.470.00 243.41
Public Works
411.000.654.534.800.470.00 243.41
Public Works
411.000.655.535.800.470.00 243.41
Public Works
511.000.657.548.680.470.00 243.41
Public Works
411.000.652.542.900.470.00 243.39
SIGNAL LIGHT5360023807
SIGNAL LIGHT
111.000.653.542.630.470.00 16.43
PUBLIC SAFETY COMPLEX5390028164
PUBLIC SAFETY COMPLEX
001.000.651.519.920.470.00 4,136.73
27Page:
Packet Page 46 of 407
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City of Edmonds
28
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113274 7/30/2009 (Continued)037375 SNO CO PUD NO 1
CITY HALL5410010689
CITY HALL
001.000.651.519.920.470.00 2,360.39
LOG CABIN5500019350
LOG CABIN
001.000.651.519.920.470.00 83.00
Total :14,719.40
113275 7/30/2009 037376 SNO CO PUD NO 1 09-06-115 LOCATING ELECTRIAL LINE BREAK
LOCATING ELECTRICAL LINE BREAK @
001.000.640.576.800.480.00 350.00
Total :350.00
113276 7/30/2009 006630 SNOHOMISH COUNTY I000224943 SOLID WASTE CHARGES/53727
SOLID WASTE CHARGES
001.000.640.576.800.470.00 965.26
9.5% Sales Tax
001.000.640.576.800.470.00 34.74
Total :1,000.00
113277 7/30/2009 040917 TACOMA SCREW PRODUCTS INC 18875780 100323
WELDING GLOVES
411.000.656.538.800.310.21 22.78
9.5% Sales Tax
411.000.656.538.800.310.21 2.16
10032318875884
HEX CAP SCREWS
411.000.656.538.800.310.21 291.19
9.5% Sales Tax
411.000.656.538.800.310.21 27.66
Total :343.79
113278 7/30/2009 067803 TACTICAL TAILOR INC 601049 A INV#601049 A - EDMONDS PD
28Page:
Packet Page 47 of 407
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City of Edmonds
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113278 7/30/2009 (Continued)067803 TACTICAL TAILOR INC
TT-LPAC, BLK
104.000.410.521.210.350.00 200.00
AE HEV ARMOR PANELS QUANTUM
104.000.410.521.210.350.00 444.00
AE DELTA 3 CONJUNCTION 10X12
104.000.410.521.210.350.00 541.80
POLICE ID BADGE 3X10 WHT/BLK
104.000.410.521.210.350.00 6.41
POLICE ID BADGE 3X4 WHT/BLK
104.000.410.521.210.350.00 3.81
2 PISTOL MAG BLK
104.000.410.521.210.350.00 19.22
RADIO POUCH LARGE BLK
104.000.410.521.210.350.00 16.47
MOD 45 DEGREE PANEL BLK
104.000.410.521.210.350.00 17.69
MOD LIGHT HOLSTER BLK
104.000.410.521.210.350.00 23.79
SINGLE HANDCUFF OPEN POUCH
104.000.410.521.210.350.00 15.00
MOD HOLSTER TASER X-26 BLK
104.000.410.521.210.350.00 30.00
MOD 90 DEGREE PANEL BLK
104.000.410.521.210.350.00 15.00
9.5% Sales Tax
104.000.410.521.210.350.00 126.65
Total :1,459.84
113279 7/30/2009 009350 THE DAILY HERALD COMPANY 1656559 Legal Notice R-09-36 (Oasis)
Legal Notice R-09-36 (Oasis)
001.000.620.558.600.440.00 26.68
Total :26.68
113280 7/30/2009 065459 THE HERALD SUBSCRIPTION 11843419 PW Admin - 1 Yr Subscription
29Page:
Packet Page 48 of 407
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City of Edmonds
30
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113280 7/30/2009 (Continued)065459 THE HERALD SUBSCRIPTION
PW Admin - 1 Yr Subscription
001.000.650.519.910.490.00 165.00
Total :165.00
113281 7/30/2009 068322 TRANE 9881669 PS Service Agreement 6/1-8/31/09 1st
PS Service Agreement 6/1-8/31/09 1st
001.000.651.519.920.480.00 297.00
9.5% Sales Tax
001.000.651.519.920.480.00 28.22
Total :325.22
113282 7/30/2009 062693 US BANK 3405 Microdaq.com - Fac Maint - ACR Smart
Microdaq.com - Fac Maint - ACR Smart
001.000.651.519.920.310.00 186.12
IFMA - Fac Maint - Mbr Renewal
001.000.651.519.920.480.00 368.00
MIControls - - MCH - Thermostat Return638835
MIControls - - MCH - Thermostat Return
001.000.651.519.920.310.00 -125.61
Total :428.51
113283 7/30/2009 069592 USA MOBILITY WIRELESS S0298897G INV#S0298897G - EDMONDS PD
PAGERS 07/27/09 - 08/26/09
001.000.410.521.100.420.00 167.41
Total :167.41
113284 7/30/2009 011900 VERIZON NORTHWEST 425-206-7147 LIBRARY SCAN ALARM
LIBRARY SCAN ALARM
001.000.651.519.920.420.00 15.01
MEADOWDALE COMMUNITY CLUB-SCAN ALARM425-206-8379
MEADOWDALE COMMUNITY CLUB-SCAN ALARM
001.000.651.519.920.420.00 15.01
FLEET MAINTENANCE FAX LINE425-672-7132
FLEET MAINTENANCE FAX LINE
511.000.657.548.680.420.00 89.64
30Page:
Packet Page 49 of 407
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City of Edmonds
31
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113284 7/30/2009 (Continued)011900 VERIZON NORTHWEST
TELEMETRY STATIONS425-712-0417
TELEMETRY STATIONS
411.000.654.534.800.420.00 27.70
TELEMETRY STATIONS
411.000.655.535.800.420.00 27.69
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES425-712-8251
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES
001.000.650.519.910.420.00 14.19
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES
111.000.653.542.900.420.00 70.93
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES
411.000.654.534.800.420.00 58.16
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES
411.000.655.535.800.420.00 58.16
P/W FIRE ALARM, FAX LINE & 2 SPARE LINES
511.000.657.548.680.420.00 82.28
TELEMETRY LIFT STATIONS425-775-1534
TELEMETRY LIFT STATIONS
411.000.654.534.800.420.00 161.00
TELEMETRY LIFT STATIONS
411.000.655.535.800.420.00 299.00
PUBLIC SAFETY FIRE ALARM425-775-2455
PUBLIC SAFETY FIRE ALARM
001.000.651.519.920.420.00 49.89
Radio Line between Public Works & UB425-775-7865
Radio Line between Public Works & UB
411.000.654.534.800.420.00 53.01
FRANCES ANDERSON FIRE ALARM SYSTEM425-776-3896
FRANCES ANDERSON FIRE ALARM SYSTEM
001.000.651.519.920.420.00 114.18
31Page:
Packet Page 50 of 407
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City of Edmonds
32
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113284 7/30/2009 (Continued)011900 VERIZON NORTHWEST
PUBLIC WORKS CPNNECTION TO 911425-RT0-9133
Public Works Connection to 911
001.000.650.519.910.420.00 5.48
Public Works Connection to 911
111.000.653.542.900.420.00 20.81
Public Works Connection to 911
411.000.654.534.800.420.00 20.81
Public Works Connection to 911
411.000.655.535.800.420.00 20.81
Public Works Connection to 911
511.000.657.548.680.420.00 20.81
Public Works Connection to 911
411.000.652.542.900.420.00 20.78
Total :1,245.35
113285 7/30/2009 011900 VERIZON NORTHWEST 425-778-2153 FS #20 PHONE SERVICE
FS #20 PHONE SERVICE
001.000.510.522.200.420.00 49.93
FS #16 FRAME RELAY425-FLO-0017
FS #16 FRAME RELAY
001.000.510.528.600.420.00 357.44
FRAME RELAY FOR FS #20 & SNOCOM425-NW4-3726
FRAME RELAY FOR FS #20 & SNOCOM
001.000.510.528.600.420.00 247.00
Total :654.37
113286 7/30/2009 069816 VWR INTERNATIONAL INC 38990068 FILTER GLASS
FILTER GLASS
411.000.656.538.800.310.31 266.94
Freight
411.000.656.538.800.310.31 8.69
9.5% Sales Tax
411.000.656.538.800.310.31 26.19
Total :301.82
32Page:
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City of Edmonds
33
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
113287 7/30/2009 070186 WA ST FIREFIGHTERS TRAINING &7464 TRAINING MISC
Yoakum Instrctr 1 class
001.000.510.522.400.490.00 75.00
Total :75.00
113288 7/30/2009 068106 WELCOME COMMUNICATIONS 6596 OPERATIONS SUPPLIES
batt chrgr adaptr plates
001.000.510.522.200.310.00 75.00
Freight
001.000.510.522.200.310.00 7.28
9.5% Sales Tax
001.000.510.522.200.310.00 7.82
Total :90.10
113289 7/30/2009 065179 WSAPT TREASURER Harrison, Marie WSAPT 2009 Fall Seminar - Harrison
WSAPT 2009 Fall Seminar - Harrison
001.000.620.524.100.490.00 75.00
Total :75.00
Bank total :109,256.2291 Vouchers for bank code :front
109,256.22Total vouchers :Vouchers in this report91
33Page:
Packet Page 52 of 407
AM-2434 2.D.
Claim for Damages
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Linda Hynd, City Clerk's Office
Submitted For:Sandy Chase Time:Consent
Department:City Clerk's Office Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Acknowledge receipt of a Claim for Damages from Ruth Hayes-Arista ($9,089.75).
Recommendation from Mayor and Staff
It is recommended that the City Council acknowledge receipt of the Claim for Damages by minute
entry.
Previous Council Action
N/A
Narrative
Ruth Hayes-Arista
18431 High Street
Edmonds, WA 98020
($9,089.75)
Fiscal Impact
Attachments
Link: Hayes-Arista Claim for Damages
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:56 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Linda
Hynd
Started On: 07/30/2009 01:40
PM
Final Approval Date: 07/30/2009
Packet Page 53 of 407
Packet Page 54 of 407
Packet Page 55 of 407
Packet Page 56 of 407
Packet Page 57 of 407
AM-2432 3.
Naming of New Park in Edmonds
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Brian McIntosh, Parks and Recreation Time:10 Minutes
Department:Parks and Recreation Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Naming of New Park in Edmonds.
Recommendation from Mayor and Staff
Consider Planning Board's recommendations and confirm a name for the new park.
Previous Council Action
On July 28, 2009 City Council decided to return this agenda item for a vote of the full Council at
the August 4, 2009 meeting.
Narrative
At the July 28 City Council meeting this topic was discussed by Council (DRAFT minutes
attached). Council was apprised of the steps taken to collect the 88 names that were submitted.
Planning Board and Park Naming Subcommittee member Kevin Clarke reviewed the Park Naming
Policy and the reasoning used in proposing the Planning Board recommendations to adopt the
permanent park name of "Hickman Park" and the northwest play ground the "J.P. Patches Play
Area". Following discussion, the Council vote on the recomendation was tied 3-3. Mayor
Haakenson suggested two alternatives to Council to break the tie: The Mayor could vote and break
the tie or Council could choose to put this item on the August 4 agenda when a full Council would
be present. Council chose to put the final decision on the August 4 agenda.
Fiscal Impact
Attachments
Link: Park Naming Form
Link: Park Naming entries
Link: Park Naming Letters 7.8.09
Link: Naming Subcommittee email 6.24.09
Link: Park Naming entries by category
Link: PB approved minutes 7.8.09
Link: Park Naming Policy
Link: City Council Draft Minutes 07-28-09 (Park Naming)
Form Routing/Status
Packet Page 58 of 407
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:44 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Brian
McIntosh
Started On: 07/30/2009 09:51
AM
Final Approval Date: 07/30/2009
Packet Page 59 of 407
PARK NAMING CONTEST
The City of Edmonds is conducting a naming contest for our newest park in South Edmonds at the corner of
237th Pl SW and 104th Ave W. We encourage Edmonds’ residents to put on their thinking caps!
Names submitted may provide park identity in relation to the following naming guidelines:
• The geographic location of the park; this includes descriptive names.
• An adjoining neighborhood or street, natural feature or an outstanding feature of the park.
• No park shall be given the same name of an existing school site or public facility, except where the sites abut
one another.
• A commonly recognized historical event, group, organization or individual (living or deceased).
• Outstanding accomplishments by an individual for the good of the community. Quality of the contribution should
be considered along with the length of service by the individual – this to be fully substantiated by person making
recommendation.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Please submit one name per entry. Entries must be received by 4PM, May 29, 2009.
Name
Address
Edmonds, WA, Zip
Phone
Email
Name
this park!
Suggested name:
Tell us why this name should be chosen:
Submit form to: Or email to: parknamingcontest@ci.edmonds.wa.us
Park Naming Contest
City of Edmonds
700 Main Street
Edmonds, WA 98020
All suggested names will go to the Planning Board for consideration and a hearing. The Planning Board will make a
recommendation to the City Council. The City Council has final authority to approve or amend any recommendation.
EDMONDS PARKS, RECREATION & CULTURAL SERVICES DEPARTMENT
700 MAIN STREET, EDMONDS, WA 98020 425.771.0230
Packet Page 60 of 407
PA
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n
k
e
e
p
i
n
g
w
i
t
h
W
a
s
h
i
ng
t
o
n
S
t
a
t
e
t
r
a
d
i
t
i
o
n
s
;
n
e
i
g
h
b
o
r
h
o
o
d
s
w
i
m
&
t
e
n
n
i
s
c
l
u
b
n
e
a
r
b
y
h
a
s
t
h
e
same name.
12
Ci
t
i
z
e
n
s
P
a
r
k
Th
i
s
w
o
u
l
d
a
c
k
n
o
w
l
e
d
g
e
l
o
c
a
l
c
i
t
i
z
e
n
s
’
e
f
f
o
r
t
s
t
o
m
a
k
e
p
a
r
t
o
f
t
h
i
s
a
r
e
a
a
c
i
t
y
p
a
r
k
,
r
a
t
h
e
r
t
h
a
n
a
l
l
n
e
w
r
e
s
i
d
ential construction. It was
a
l
o
n
g
a
n
d
h
a
r
d
-
f
o
u
g
h
t
p
r
o
c
e
s
s
,
b
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t
i
n
t
h
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e
n
d
,
t
h
e
c
i
t
y
g
o
v
e
r
n
m
e
n
t
a
n
d
p
e
o
p
l
e
w
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r
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a
b
l
e
t
o
c
o
m
p
r
o
m
i
s
e
a
n
d
e
s
t
a
b
l
i
s
h
a
p
a
r
k
i
n
this
vi
c
i
n
i
t
y
.
13
Ro
b
i
n
H
o
o
d
P
a
r
k
On
e
a
d
j
a
c
e
n
t
n
e
i
g
h
b
o
r
h
o
o
d
h
a
s
s
t
r
e
e
t
s
a
l
l
n
a
m
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d
fo
r
c
h
a
r
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c
t
e
r
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r
p
l
a
c
e
s
i
n
t
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e
T
a
l
e
s
o
f
R
o
b
i
n
H
o
o
d
.
14
Th
e
M
e
a
d
o
w
s
o
r
M
e
a
d
o
w
P
a
r
k
Si
n
c
e
t
h
e
p
a
r
k
b
o
r
d
e
r
s
o
n
t
h
e
W
o
o
d
w
a
y
M
e
a
d
o
w
s
s
u
b
d
i
v
i
s
i
o
n
,
I
t
h
o
u
g
h
t
i
t
m
i
g
h
t
b
e
a
p
p
r
o
p
r
i
a
t
e
.
M
a
n
y residents of that
ne
i
g
h
b
o
r
h
o
o
d
w
e
r
e
i
n
v
o
l
v
e
d
i
n
t
h
e
d
i
s
c
u
s
s
i
o
n
o
f
c
r
e
a
t
i
n
g
t
h
e
p
a
r
k
.
1 5
Gr
a
s
s
R
o
o
t
s
P
a
r
k
Si
n
c
e
t
h
e
d
e
c
i
s
i
o
n
t
o
c
r
e
a
t
e
a
p
a
r
k
a
t
t
h
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s
l
o
c
a
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o
n
c
a
m
e
a
b
o
u
t
t
h
r
o
u
g
h
a
“
g
r
a
s
s
r
o
o
t
s
”
e
f
f
o
r
t
b
y
t
h
e
c
i
t
i
z
e
n
s
w
h
o
l
i
v
e
n
e
a
r
b
y
,
I
t
h
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n
k
i
t
wo
u
l
d
b
e
a
p
p
r
o
p
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i
a
t
e
.
T
h
e
n
a
m
e
“
g
r
a
s
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t
s”
a
l
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g
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t
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o
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t
d
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o
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n
v
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r
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n
m
e
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t
.
16
Ol
d
W
o
o
d
w
a
y
P
a
r
k
Th
e
s
i
t
e
f
o
r
m
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r
l
y
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o
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s
e
d
W
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o
d
w
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y
E
l
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m
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n
t
a
r
y
Sc
h
o
o
l
.
T
h
e
r
e
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s
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n
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t
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e
r
s
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ea
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b
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(
f
o
r
m
e
r
l
y
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o
-
L
i
n
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E
l
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ntary) which was
re
n
a
m
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d
W
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d
w
a
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l
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m
e
n
t
a
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y
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n
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p
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o
p
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t
o
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s
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t
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w
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s
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O
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d
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d
w
a
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o
d
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f
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t
w
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th
e
t
w
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c
h
o
o
l
s
.
17
Wo
o
d
w
a
y
P
a
r
k
It
i
s
a
w
o
o
d
e
d
a
r
e
a
,
a
d
j
a
c
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o
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b
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c
a
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l
e
d
“
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d
w
a
y
M
e
a
d
o
w
s
”
.
18
Ce
m
e
t
e
r
y
P
a
r
k
A
d
e
s
c
r
i
p
t
i
v
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a
m
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w
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i
c
h
t
i
e
s
i
n
w
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t
h
i
t
s
l
o
c
a
t
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on
,
w
h
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c
h
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r
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y
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c
r
o
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s
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h
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t
f
r
o
m
R
e
s
t
l
a
w
n
C
e
m
e
t
e
r
y
.
19
Lo
x
l
e
y
P
a
r
k
Ke
e
p
i
n
g
t
o
t
h
e
“
R
o
b
i
n
H
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d
”
t
h
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m
e
o
f
t
h
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s
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rr
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g
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b
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r
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d
.
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h
i
s
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s
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o
b
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n
’
s
b
i
r
t
h
p
l
a
c
e
.
20
Ba
r
n
s
d
a
l
e
P
a
r
k
Ke
e
p
i
n
g
t
o
t
h
e
“
R
o
b
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n
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o
d
”
t
h
e
m
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o
f
t
h
e
s
u
r
r
o
un
d
i
n
g
a
r
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a
s
/
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g
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b
o
r
h
o
o
d
.
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h
i
s
i
s
a
n
a
r
e
a
w
h
e
r
e
s
o
m
e
r
e
f
e
r
e
n
c
e
s think Robin
Ho
o
d
m
i
g
h
t
h
a
v
e
a
c
t
u
a
l
l
y
b
e
e
n
b
a
s
e
d
a
t
.
Pa
c
k
e
t
Pa
g
e
61
of
40
7
PA
R
K
N
A
M
I
N
G
C
O
N
T
E
S
T
E
N
T
R
I
E
S
–
O
L
D
W
O
O
D
W
A
Y
E
L
M
E
N
T
A
R
Y
S
C
H
O
O
L
S
I
T
E
21
No
t
t
i
n
g
h
a
m
s
h
i
r
e
P
a
r
k
Ke
e
p
i
n
g
t
o
t
h
e
“
R
o
b
i
n
H
o
o
d
”
t
h
e
m
e
o
f
t
h
e
su
r
r
o
u
n
d
i
n
g
a
r
e
a
s
/
n
e
i
g
h
b
o
r
h
o
o
d
.
T
h
i
s
i
s
w
h
e
r
e
S
h
e
r
w
o
o
d
F
o
r
e
s
t
,
home to Robin Hood
an
d
h
i
s
m
e
r
r
y
m
e
n
,
i
s
l
o
c
a
t
e
d
.
22
Ca
m
e
l
o
t
It
f
i
t
s
i
n
w
i
t
h
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
s
t
r
e
e
t
s
,
i
.
e
.
,
R
o
b
i
n
h
o
o
d
L
a
n
e
a
n
d
o
t
h
e
r
s
.
23
Sh
e
r
w
o
o
d
F
o
r
e
s
t
P
a
r
k
To
k
e
e
p
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
a
d
j
o
i
n
i
n
g
n
e
i
g
h
b
o
r
h
o
o
d
.
24
Sh
e
r
w
o
o
d
F
o
r
e
s
t
P
a
r
k
To
k
e
e
p
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
a
d
j
o
i
n
i
n
g
n
e
i
g
h
b
o
r
h
o
o
d
.
2 5
Fo
r
e
s
t
V
i
l
l
a
g
e
P
a
r
k
Be
c
a
u
s
e
t
h
e
r
e
i
s
a
w
o
o
d
e
d
p
a
r
t
o
f
t
h
e
p
a
r
k
a
n
d
t
h
e
“
v
i
l
l
a
g
e
”
i
s
c
o
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
S
h
e
r
w
o
o
d
F
o
r
e
s
t
m
e
d
i
e
v
a
l names surrounding it.
26
Fo
r
e
s
t
E
d
g
e
P
a
r
k
o
r
F
o
r
e
s
t
G
l
e
n
P
a
r
k
Th
e
s
t
r
i
p
o
f
f
o
r
e
s
t
a
l
o
n
g
o
n
e
s
i
d
e
o
f
t
h
e
p
a
r
k
g
i
v
e
s
i
t
t
h
e
f
e
e
l
i
n
g
o
f
b
e
i
n
g
a
t
t
h
e
F
o
r
e
s
t
’
s
E
d
g
e
.
A
l
s
o
,
t
h
e
r
e
i
s
t
h
e
F
o
r
e
s
t
G
l
e
n
ne
i
g
h
b
o
r
h
o
o
d
d
o
w
n
t
h
e
s
t
r
e
e
t
.
27
No
t
t
i
n
g
h
a
m
N
e
i
g
h
b
o
r
h
o
o
d
P
a
r
k
Be
c
a
u
s
e
i
t
i
s
i
n
S
h
e
r
w
o
o
d
F
o
r
e
s
t
!
28
Oc
e
a
n
B
r
e
e
z
e
P
a
r
k
Be
c
a
u
s
e
s
o
m
e
t
i
m
e
s
i
n
o
u
r
n
e
i
gh
b
o
r
h
o
o
d
t
h
e
r
e
’
s
a
w
i
n
d
a
n
d
y
o
u
c
a
n
s
m
e
l
l
t
h
e
o
c
e
a
n
.
29
Me
r
r
y
M
e
n
P
a
r
k
Th
i
s
i
s
t
h
e
c
l
a
n
o
f
R
o
b
i
n
H
o
o
d
’
s
m
e
n
.
T
h
is
n
a
m
e
w
i
l
l
k
e
e
p
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
n
a
m
e
d
a
f
t
e
r
R
o
b
i
n Hood and
Sh
e
r
w
o
o
d
F
o
r
e
s
t
.
T
h
e
s
t
r
e
e
t
s
i
n
t
h
e
a
r
e
a
a
r
e
n
a
m
e
d
w
i
t
h
t
h
e
ba
n
d
i
t
s
t
h
a
t
R
o
b
i
n
H
o
o
d
w
e
n
t
a
r
o
u
n
d
w
i
t
h
.
T
h
e
p
a
r
k
s
h
o
u
l
d
b
e
n
a
m
e
d
af
t
e
r
t
h
e
b
a
n
d
o
f
b
a
n
d
i
t
s
n
o
t
a
n
i
n
d
i
v
i
d
u
a
l
.
T
h
e
p
a
r
k
i
s
a
g
a
t
h
e
r
in
g
p
l
a
c
e
o
f
p
e
o
p
l
e
a
n
d
I
f
e
e
l
t
h
e
n
a
m
e
p
o
r
t
r
a
y
s
t
h
a
t
f
e
e
l
i
n
g
.
30
Ro
b
i
n
H
o
o
d
P
a
r
k
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
31
Sh
e
r
w
o
o
d
F
o
r
e
s
t
P
a
r
k
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
32
Ro
b
i
n
H
o
o
d
M
e
a
d
o
w
s
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
33
Sh
e
r
w
o
o
d
A
c
r
e
s
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
34
Yo
r
k
s
h
i
r
e
C
o
u
r
t
y
a
r
d
s
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
3 5
Pr
i
n
c
e
o
f
T
h
i
e
v
e
s
P
a
r
k
Co
n
s
i
s
t
e
n
t
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
.
3 6
“H
a
m
i
l
t
o
n
P
a
r
k
”
(
i
n
f
o
r
m
a
l
l
y
)
o
r
W
i
l
l
i
a
m
an
d
J
e
r
i
H
a
m
i
l
t
o
n
P
a
r
k
f
o
r
C
h
i
l
d
r
e
n
(f
o
r
m
a
l
l
y
)
o
r
W
i
l
l
i
a
m
a
n
d
J
e
r
i
H
a
m
i
l
t
o
n
Li
v
i
n
g
L
e
g
a
c
y
P
a
r
k
Wi
l
l
i
a
m
(
B
i
l
l
H
a
m
i
l
t
o
n
)
l
e
f
t
u
s
i
n
2
0
0
5
,
b
u
t
d
e
d
i
c
a
t
e
d
h
i
m
s
e
l
f
t
o
t
h
e
c
h
i
l
d
r
e
n
o
f
E
d
m
o
n
d
s
a
n
d
l
o
v
e
d
t
h
i
s
t
o
w
n
.
J
e
r
i
H
a
m
i
l
t
o
n
s
till works
ti
r
e
l
e
s
s
l
y
a
s
a
v
o
l
u
n
t
e
e
r
f
o
r
m
a
n
y
g
r
o
u
p
s
i
n
E
d
m
o
n
d
s
a
n
d
a
l
s
o
d
e
v
o
t
e
d
h
e
r
c
a
r
e
e
r
t
o
t
h
e
c
h
i
l
d
r
e
n
o
f
E
d
m
o
n
d
s
,
m
y
s
e
l
f
i
n
c
l
u
d
e
d
.
She
wa
s
v
o
t
e
d
“
C
i
t
i
z
e
n
o
f
t
h
e
Y
e
a
r
”
i
n
2
0
0
2
a
n
d
i
s
a
b
e
l
o
v
e
d
m
e
m
b
e
r
o
f
t
h
e
E
d
m
o
n
d
s
c
o
m
m
u
n
i
t
y
.
3 7
Bl
u
e
b
e
l
l
s
P
a
r
k
o
r
B
l
u
e
b
e
l
l
s
G
r
e
e
n
o
r
Bl
u
e
b
e
l
l
s
M
e
a
d
o
w
1.
Bl
u
e
b
e
l
l
s
(
M
e
r
t
e
n
s
i
a
p
a
n
i
c
u
l
a
t
a
)
a
r
e
n
a
t
i
v
e
f
l
o
w
e
r
s
o
f
t
he
P
a
c
i
f
i
c
N
o
r
t
h
w
e
s
t
a
n
d
c
a
n
b
e
f
o
u
n
d
i
n
t
h
e
w
o
o
d
e
d
a
r
e
a
s
o
f
Sn
o
h
o
m
i
s
h
C
o
u
n
t
y
.
2.
Th
e
p
a
r
k
c
o
n
t
a
i
n
s
a
g
a
r
d
e
n
a
r
e
a
w
h
e
r
e
t
h
e
f
l
o
w
e
r
c
o
u
l
d
b
e
i
n
c
o
r
p
o
r
a
t
e
d
i
n
t
o
t
h
e
l
a
n
d
s
c
a
p
i
n
g
d
e
s
i
g
n
.
3.
Wh
i
l
e
t
h
e
r
e
i
s
n
o
s
h
o
r
t
a
g
e
o
f
t
r
e
e
n
a
m
e
s
(
s
e
e
s
t
r
e
e
t
n
a
m
e
s
i
n
E
d
m
o
n
d
s
)
f
l
o
w
e
r
s
t
e
n
d
t
o
b
e
u
n
d
e
r
r
e
p
r
e
s
e
n
t
e
d
.
4.
Th
e
n
a
m
e
s
o
u
n
d
s
c
h
e
e
r
f
u
l
a
n
d
i
n
v
i
t
i
n
g
.
3 8
Me
r
r
y
M
e
n
P
a
r
k
Th
i
s
n
a
m
e
w
i
l
l
k
e
e
p
w
i
t
h
t
h
e
t
h
e
m
e
o
f
t
h
e
n
e
i
g
h
b
o
r
h
o
o
d
n
a
m
e
d
a
f
t
e
r
R
o
b
i
n
H
o
o
d
a
n
d
S
h
e
r
w
o
o
d
F
o
r
e
s
t
.
T
h
e
s
t
r
e
e
t
s
in the area are
na
m
e
d
w
i
t
h
t
h
e
b
a
n
d
i
t
s
t
h
a
t
R
o
b
i
n
H
o
o
d
w
e
n
t
a
r
o
u
n
d
w
i
t
h
.
T
h
e
pa
r
k
s
h
o
u
l
d
b
e
n
a
m
e
d
a
f
t
e
r
t
h
e
b
a
n
d
o
f
b
a
n
d
i
t
s
n
o
t
a
n
i
n
d
i
v
i
d
u
a
l
.
Th
e
p
a
r
k
i
s
a
g
a
t
h
e
r
i
n
g
p
l
a
c
e
o
f
p
e
o
p
l
e
a
n
d
I
f
e
e
l
t
h
e
n
a
m
e
p
o
r
t
r
a
y
s
t
h
a
t
f
e
e
l
i
n
g
.
3 9
Ro
b
b
e
r
P
a
r
k
Th
i
s
n
a
m
e
s
e
e
m
s
a
p
p
r
o
p
r
i
a
t
e
,
b
e
c
a
u
s
e
t
h
e
c
i
t
i
z
e
n
s
o
f
Ed
m
o
n
d
s
,
e
s
p
e
c
i
a
l
l
y
t
h
o
s
e
r
e
c
e
n
t
l
y
a
n
n
e
x
e
d
i
n
t
o
t
h
e
c
i
t
y
,
w
e
r
e
robbed of
ne
e
d
e
d
a
t
h
l
e
t
i
c
f
i
e
l
d
s
a
n
d
p
u
b
l
i
c
o
p
e
n
s
p
a
c
e
t
o
g
r
o
s
s
l
y
b
e
n
e
f
i
t
on
e
B
e
l
l
e
v
u
e
/
E
a
s
t
s
i
d
e
d
e
v
e
l
o
p
e
r
.
B
e
s
i
d
e
s
,
t
h
e
p
a
r
k
d
e
s
i
g
n
a
n
d
im
p
r
o
v
e
m
e
n
t
s
h
a
v
e
r
o
b
b
e
d
p
r
e
c
i
o
u
s
h
a
b
i
t
a
t
fr
o
m
d
i
s
a
p
p
e
a
r
i
n
g
a
n
d
e
n
d
a
n
g
e
r
e
d
w
i
l
d
l
i
f
e
.
4 0
Sc
h
r
o
e
d
e
r
’
s
F
o
r
e
s
t
H.
K
.
S
c
h
r
o
e
d
e
r
’
s
n
a
m
e
i
s
o
n
m
a
n
y
p
l
a
t
s
i
n
t
h
e
a
r
e
a
,
a
c
c
o
r
d
i
n
g
t
o
t
h
e
S
n
o
h
o
m
i
s
h
C
o
u
n
t
y
A
s
s
e
s
s
o
r
.
I
t
h
a
s
a
n
i
ce ring to it.
41
Wi
l
l
o
w
G
o
l
d
f
i
n
c
h
P
a
r
k
Th
e
W
i
l
l
o
w
G
o
l
d
f
i
n
c
h
i
s
t
h
e
W
a
s
h
i
n
g
t
o
n
s
t
a
t
e
b
i
r
d
,
a
n
d
w
e
s
e
e
t
h
e
m
a
l
l
a
r
o
u
n
d
E
d
m
o
n
d
s
.
W
e
t
h
i
n
k
t
h
i
s
w
ould make a great name,
an
d
w
e
h
a
v
e
n
’
t
f
o
u
n
d
i
t
i
n
u
s
e
a
s
a
p
a
r
k
a
n
y
w
h
e
r
e
i
n
W
a
s
h
i
n
g
t
o
n
.
I
t
a
l
s
o
f
o
l
l
o
w
s
t
h
e
n
a
m
i
n
g
c
o
n
v
e
n
t
i
o
n
h
e
r
e
i
n
E
d
m
o
n
d
s
o
f
n
a
m
i
ng
th
i
n
g
s
a
f
t
e
r
v
a
r
i
o
u
s
t
y
p
e
s
o
f
t
r
e
e
s
!
4 2
Ch
e
r
r
y
T
r
e
e
P
a
r
k
Th
i
s
l
a
n
d
m
a
r
k
t
r
e
e
w
a
s
p
a
r
t
o
f
t
h
e
O
l
d
W
o
o
d
w
a
y
E
l
m
e
n
t
a
r
y
S
c
h
o
o
l
l
a
n
d
s
c
a
p
e
a
n
d
h
a
s
b
e
e
n
s
p
a
r
e
d
f
r
o
m
t
h
e
b
u
l
l
d
o
z
er! It was a
ga
t
h
e
r
i
n
g
p
l
a
c
e
a
t
t
h
e
s
c
h
o
o
l
a
n
d
I
a
m
t
o
l
d
m
a
n
y
a
st
u
d
e
n
t
g
o
t
t
h
e
i
r
f
i
r
s
t
k
i
s
s
u
n
d
e
r
t
h
i
s
c
h
e
r
r
y
t
r
e
e
!
4 3
Bi
g
R
o
c
k
P
a
r
k
Th
e
h
u
g
e
b
o
u
l
d
e
r
t
h
a
t
w
a
s
o
r
i
g
i
n
a
l
l
y
o
n
t
h
e
p
e
r
i
m
e
t
e
r
o
f
t
h
e
s
c
h
o
o
l
y
a
r
d
s
e
r
v
e
d
n
o
t
o
n
l
y
a
s
a
g
r
e
a
t
c
l
i
m
b
i
n
g
r
o
c
k
,
b
u
t
a
b
u
s
s
t
o
p
a
s
we
l
l
.
A
t
f
i
r
s
t
,
w
e
t
h
o
u
g
h
t
t
h
e
b
i
g
r
o
c
k
h
a
d
b
e
e
n
m
o
v
e
d
o
f
f
s
i
t
e
,
b
u
t
l
a
t
e
r
l
e
a
r
n
e
d
t
h
e
r
o
c
k
h
a
s
b
e
e
n
i
n
c
o
r
p
o
r
a
t
e
d
i
n
t
o
a
r
o
c
k
w
all inside
th
e
p
a
r
k
,
a
n
d
w
i
l
l
b
e
m
a
r
k
e
d
w
i
t
h
a
c
o
m
m
e
m
o
r
a
t
i
v
e
p
l
a
q
u
e
.
Pa
c
k
e
t
Pa
g
e
62
of
40
7
PA
R
K
N
A
M
I
N
G
C
O
N
T
E
S
T
E
N
T
R
I
E
S
–
O
L
D
W
O
O
D
W
A
Y
E
L
M
E
N
T
A
R
Y
S
C
H
O
O
L
S
I
T
E
4 4
Th
a
t
D
o
g
-
g
o
n
e
P
a
r
k
o
r
T
h
a
t
D
o
g
g
o
n
e
Pa
r
k
o
r
D
o
g
g
o
n
e
I
t
!
O
r
D
o
g
G
o
n
e
I
t
Th
i
s
a
r
e
a
h
a
d
p
r
e
v
i
o
u
s
l
y
b
e
e
n
u
s
e
d
a
s
a
n
u
n
o
f
f
i
ci
a
l
o
f
f
-
l
e
a
s
h
p
a
r
k
f
o
r
d
o
g
s
.
N
o
w
t
h
a
t
a
b
u
i
l
d
e
r
b
o
u
g
h
t
h
a
l
f
t
h
e
p
r
o
p
e
r
t
y
t
h
a
t
was
be
i
n
g
c
o
n
s
i
d
e
r
e
d
f
o
r
a
p
a
r
k
,
t
h
e
r
e
i
s
n
o
p
l
a
c
e
f
o
r
t
h
e
d
o
g
s
(
o
r
m
o
d
e
l
a
i
r
p
l
a
n
e
f
l
y
i
n
g
o
r
k
i
t
e
f
l
y
i
n
g
…
)
.
I
t
h
i
n
k
i
t
w
o
u
l
d
b
e
n
i
ce to
co
m
m
e
m
o
r
a
t
e
h
o
w
t
h
e
s
i
t
e
h
a
d
b
e
e
n
u
s
e
d
f
o
r
y
e
a
r
s
f
o
r
o
u
r
c
a
n
i
n
e
f
r
i
e
n
d
s
f
o
r
m
a
n
y
y
e
a
r
s
.
4 5
Fu
r
l
o
u
g
h
P
a
r
k
4 6
No
t
t
i
n
g
h
a
m
G
r
e
e
n
We
t
h
i
n
k
t
h
i
s
i
s
a
n
a
p
p
r
o
p
r
i
a
t
e
a
n
d
a
p
p
e
a
l
i
n
g
s
o
un
d
i
n
g
n
a
m
e
b
e
c
a
u
s
e
i
t
s
o
u
n
d
s
l
i
k
e
a
p
e
a
c
e
f
u
l
c
o
m
m
u
n
i
t
y
l
o
c
a
t
i
on and it has the
ch
a
r
m
o
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4 7
Fa
l
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P
a
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k
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C
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ty of
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4 8
Sh
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r
w
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d
V
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k
Hi
s
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.
4 9
Li
o
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(
R
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c
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onheart) AND
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p
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.
5 0
Wo
o
d
w
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y
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a
d
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s
P
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k
Wo
o
d
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a
b
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e
l
o
c
a
tion to direct people.
51
Sh
e
r
w
o
o
d
F
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r
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s
t
P
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k
It
’
s
c
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e
.
5 2
Do
g
P
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o
p
P
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k
Ev
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r
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t
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p
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.
5 3
No
t
t
i
n
g
h
a
m
P
a
r
k
Be
c
a
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s
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t
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d
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s
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l
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k
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.
5 4
So
u
t
h
E
d
m
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n
d
s
F
a
m
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l
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P
a
r
k
It
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s
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n
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o
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t
h
E
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d
s
a
n
d
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t
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s
f
o
r
f
a
m
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l
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s
.
5 5
Fu
n
P
a
r
k
Be
c
a
u
s
e
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m
f
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r
a
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o
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n
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t
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b
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f
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n
t
o
p
l
a
y
t
h
e
r
e
!
5 6
No
t
t
i
n
g
h
a
m
P
a
r
k
It
f
i
t
s
w
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t
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t
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m
e
o
f
n
e
a
r
b
y
d
e
v
e
l
o
p
m
e
n
t
.
5 7
Fr
i
a
r
T
u
c
k
P
a
r
k
Th
e
s
t
r
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e
t
s
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r
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t
h
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pa
r
k
,
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d
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a
g
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y
,
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f
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r
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h
e
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l
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s
o
f
R
o
b
i
n
H
o
o
d
.
5 8
Hi
n
k
i
It
w
a
s
m
y
m
o
t
h
e
r
’
s
n
a
m
e
a
n
d
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s
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r
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b
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p
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b
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h
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d
d
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l
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p
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e
d
a
w
a
y
a
n
d
I
m
i
s
s
h
er so
mu
c
h
.
5 9
Ol
d
W
o
o
d
w
a
y
P
a
r
k
Si
n
c
e
t
h
e
1
9
5
0
’
s
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h
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s
s
c
h
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l
a
n
d
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t
s
a
r
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a
w
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s
ho
m
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m
a
n
y
g
r
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d
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s
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c
h
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d
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n
.
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c
a
u
s
e
i
t
h
a
d
a
n
o
p
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n
b
a
s
k
etball court, large
po
n
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d
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o
d
s
,
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t
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s
t
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i
r
p
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r
k
.
6 0
Ch
e
r
r
y
B
l
o
s
s
o
m
P
a
r
k
Th
e
t
r
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a
s
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l
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a
c
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n
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r
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a
t
h
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r
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n
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p
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nt
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s
a
s
c
h
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a
n
d
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o
w
a
s
a
p
a
r
k
.
E
v
e
r
y
o
n
e
a
l
s
o
l
o
oks forward to spring
wh
e
n
t
h
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y
c
a
n
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e
t
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t
r
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e
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o
m
.
61
Ch
o
l
e
n
a
P
a
r
k
Ch
o
l
e
n
a
m
e
a
n
s
b
i
r
d
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n
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a
t
i
v
e
A
m
e
r
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c
a
n
.
T
h
e
r
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a
r
e
ma
n
y
b
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r
d
s
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n
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d
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d
s
t
h
a
t
w
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t
t
h
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s
p
a
r
k
,
w
h
i
c
h
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s
w
h
y
cholena is an
ap
p
r
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p
r
i
a
t
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n
a
m
e
.
6 2
Fa
i
r
y
T
a
l
e
P
a
r
k
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p
a
r
k
i
s
a
p
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a
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d
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m
a
g
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na
t
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a
r
.
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t
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s
a
p
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a
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o
f
a
d
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u
r
e
a
n
d
c
h
i
l
d
’
s
p
l
a
y
.
T
h
e
names of the streets in the
su
r
r
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n
d
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n
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a
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m
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a
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a
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p
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c
t
c
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ce
.
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o
b
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n
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d
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r
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v
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”
,
“
A
l
a
n
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a
l
e
”
,
R
o
b
b
e
r
s
R
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o
s
t
R
o
a
d
”
.
6 3
Lo
x
l
e
y
P
a
r
k
Lo
x
l
e
y
i
s
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h
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v
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d
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s
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b
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p
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f
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b
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n
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d
(
a
l
s
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k
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o
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s
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o
b
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o
f
Lo
x
l
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y
/
L
o
c
k
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y
)
.
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h
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a
r
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a
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p
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d
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m
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–
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o
b
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d
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r
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v
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,
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t
t
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g
h
a
m
R
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d
,
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t
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o
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u
r
t
,
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r
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a
r
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u
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a
n
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,
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t
c
.
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a
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d
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e
r
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d
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spelling
th
a
t
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k
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m
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a
p
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.
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o
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.
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63
of
40
7
PA
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6 4
Ci
t
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W
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7 4
Ed
m
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dmonds many years ago
no
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Me
a
d
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p
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n
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e
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d
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ne
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b
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d
.
Pa
r
k
–
‘
c
u
z
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t
’
s
a
p
a
r
k
.
7 5
Wo
o
d
w
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y
M
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a
d
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s
P
a
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Th
e
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b
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.
A
n
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it has been
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s
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p
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a
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.
7 6
De
a
d
w
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P
a
r
k
It
’
s
n
e
x
t
t
o
t
h
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c
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m
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e
r
y
7 7
OI
W
I
W
B
P
a
r
k
Oh
I
w
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t
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b
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7 8
IO
T
C
C
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S
P
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If
o
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h
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C
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o
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w
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s
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7 9
Un
i
c
o
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n
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P
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k
Be
c
a
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d
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k
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.
8 0
Ho
r
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l
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Be
c
a
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s
e
I
l
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v
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H
o
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s
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l
a
n
d
.
81
Sh
e
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d
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t
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c
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o
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b
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.
8 2
No
t
t
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h
a
m
P
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Be
c
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o
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s
t
N
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g
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b
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r
h
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d
.
8 3
Sh
e
r
w
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d
H
a
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n
Be
c
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t
.
8 4
We
s
t
g
a
t
e
P
a
r
k
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’
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l
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t
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d
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n
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W
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g
a
t
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r
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E
d
m
o
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d
s
.
8 5
Ra
i
n
b
o
w
P
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r
k
Th
i
s
s
h
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l
d
b
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c
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o
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c
a
u
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I
a
m
4
y
e
a
r
s
o
l
d
a
n
d
th
e
p
a
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k
p
l
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a
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c
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r
a
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n
b
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w
.
8 6
Wo
o
d
w
a
y
M
e
a
d
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w
s
F
a
m
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l
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P
a
r
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Be
c
a
u
s
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t
h
a
t
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s
w
h
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r
e
i
t
i
s
.
8 7
Sp
i
d
e
r
o
r
S
p
y
d
e
r
P
a
r
k
Si
n
c
e
w
e
g
o
t
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u
r
d
o
g
2
y
r
s
a
g
o
,
w
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h
a
v
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n
t
a
k
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f
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l
d
.
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y
m
o
m
h
a
t
e
s
s
p
i
d
e
r
s
a
n
d
w
h
e
n
t
h
e
f
ence was put up my dad
&
I
h
a
d
t
o
c
l
e
a
r
o
u
t
t
h
e
p
a
t
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o
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r
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d
o
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t
h
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s
p
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r
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s
o
m
y
m
o
m
w
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l
d
g
o
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i
t
h
u
s
t
o
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h
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f
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e
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d
.
W
e
c
a
l
l
e
d
i
t
s
p
i
d
e
r
p
a
r
k
f
r
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m
then on.
Ou
r
f
r
i
e
n
d
s
a
n
d
f
a
m
i
l
y
a
l
l
c
a
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p
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e
r
P
a
r
k
n
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w
t
o
o
!
Pa
c
k
e
t
Pa
g
e
65
of
40
7
PA
R
K
N
A
M
I
N
G
C
O
N
T
E
S
T
E
N
T
R
I
E
S
–
O
L
D
W
O
O
D
W
A
Y
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L
M
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A
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C
H
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L
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8 8
Wi
l
d
I
s
l
a
n
d
Wi
l
d
I
s
l
a
n
d
i
s
f
r
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t
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b
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k
M
y
F
a
t
h
e
r
'
s
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r
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n
d
it
'
s
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t
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l
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r
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d
t
h
e
b
a
b
y
d
r
a
g
o
n
f
r
o
m
t
he wild animals.
Ki
d
s
a
r
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s
o
m
e
t
i
m
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s
w
i
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d
,
t
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t
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s
l
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n
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a
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m
.
Co
m
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:
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a
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m
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a
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s
p
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k
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s
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h
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r
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P
a
r
k
”
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66
of
40
7
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APPROVED JULY 22nd
CITY OF EDMONDS
PLANNING BOARD MINUTES
July 8, 2009
Chair Bowman called the meeting of the Edmonds Planning Board to order at 7:02 p.m. in the Council Chambers, Public
Safety Complex, 250 – 5th Avenue North.
BOARD MEMBERS PRESENT
Michael Bowman, Chair
Philip Lovell, Vice Chair
John Reed
Cary Guenther
Kevin Clarke
Valerie Stewart
BOARD MEMBERS ABSENT
Jim Young (excused)
Judith Works (excused)
STAFF PRESENT
Rob Chave, Planning Division Manager
Brian McIntosh, Parks, Recreation and Cultural Services Director
Renee McRae, Recreational Manager
Debbie Dawson, Animal Control Officer
Carl Nelson, Chief Information Officer
Karin Noyes, Recorder
READING/APPROVAL OF MINUTES
BOARD MEMBER REED MOVED THAT THE MINUTES OF JUNE 24, 2009 BE APPROVED AS AMENDED.
VICE CHAIR LOVELL SECONDED THE MOTION. THE MOTION CARRIED UNANIMOUSLY.
ANNOUNCEMENT OF AGENDA
A question and answer period with Debbie Dawson, Animal Control Officer, was added to the agenda as Item 5a. The
remainder of the agenda was accepted as presented.
AUDIENCE COMMENTS
There was no one in the audience to address the Board during this portion of the meeting.
DISCUSSION WITH ANIMAL CONTROL OFFICER REGARDING PROPOSED AMENDMENT TO THE
EDMONDS COMMUNITY DEVELOPMENT CODE (ECDC) TO ALLOW THE KEEPING OF DOMESTIC
FEMALE FOWL IN SINGLE-FAMILY ZONES (FILE NUMBER AMD-09-7
Mr. Chave reminded the Board of their previous discussion regarding a proposed amendment that would allow property
owners in single-family residential zones to keep up to three hens. He advised that at the request of the Board, Debbie
Dawson, Animal Control Officer, was present to speak with them about whether or not the existing animal control
regulations would adequately address all potential issues related to the proposed change.
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Ms. Dawson explained that the current regulations provide the City the ability to address situations where animals run at
large, as well as situations related to noise and smell. She said she does not believe that keeping hens would result in any
significant noise problems, but problems could arise as a result of hens being allowed to run at large. She noted that just last
month an animal control officer spent more than an hour trying to run down four chickens, and housing stray chickens is
problematic, as well. At this time, the City contracts with an outside agency to provide housing for stray dogs and cats.
While they also have a coop, they are not really set up to house chickens. There would also be issues with what to do with
chickens that are not claimed. While the City has been able to place all their stray dogs and cats, she is not sure this would
be possible with farm animals. She also noted that while it is easy to pick up dog and cat matter to keep a property free of
odor, it is more difficult to keep chicken areas clean. She noted that the zoning code does address the issue of coop location.
Board Member Reed inquired if the current regulations make any distinction regarding coop size and whether or not it is
covered. Mr. Chave answered that the current regulations do not speak to these two issues, but they do talk about where
coops can be located relative to property lines. He said he would suspect that in most situations, owners would provide some
type of covered shelter for their hens. He summarized that regulations related to how animals are kept are located in Chapter
5 of the Edmonds Municipal Code, and regulations pertaining to use are located in the Edmonds Community Development
Code. Ms. Dawson added that the current regulations require that animals be kept appropriate for the climate and weather.
She suggested that perhaps the regulations could be amended to require that hens be put away at night.
Board Member Stewart inquired if the current regulations provide any guidelines specifically related to the care of chickens.
Ms. Dawson answered that there are none, but she said she has written tickets for loose chickens.
Chair Bowman asked Ms. Dawson to identify any particular problems that have come up related to chickens that the Board
should be aware of. Ms. Dawson pointed out that keeping chickens is becoming a popular use in single-family zones.
However, it is important to remember that Edmonds is a City, and she is not sure that every property owner who wants to
have urban chickens has really thought about how they would care for them. Chair Bowman asked Ms. Dawson to share
recent situations that have come up related to chickens. Ms. Dawson replied that four situations came up just in the last
month, and two the month before. Chair Bowman inquired if the City has received any complaints from property owners
about their neighbors keeping chickens. Ms. Dawson answered that they have received complaints. Because many of the
chickens are not registered as required by the zoning code, the animal control officers have encouraged property owners to
cease the use.
Ms. Dawson explained that there are only 8 to 12 property owners in the City of Edmonds who are legally allowed to keep
chickens, and the chickens must be registered. Mr. Chave further explained that when the City code was changed to prohibit
the keeping of chickens, a grandfather provision was included that allowed people who were keeping chickens to register
their chickens and continue the use into the future. Ms. Dawson emphasized that some property owners are keeping
chickens without registering them because the provision is not applicable to their situation.
Mr. Chave reminded the Board that the City Council has requested they consider whether or not it is appropriate for the City
to allow property owners in single-family zones to keep up to three hens. This use is not currently allowed unless property
owners registered their chickens during that brief period of time several years ago.
Vice Chair Lovell recalled that when the Board last discussion the proposed amendment, their main concern was where the
description and criteria related to the use would be located in the City’s current codes and regulations. Mr. Chave advised
that there is no language specific to chickens in the current code; only provisions that deal with animals in general. If the
proposed amendment is adopted to allow the keeping of up to three hens, animal control would use the existing general
provisions to regulate the use based on situations related to noise, smell, etc. He further explained that, currently, if a
complaint is issued regarding the actual use, the situation would be addressed by the City’s code enforcement officer because
chickens are not allowed in the City in most situations. However, if the chickens are legally registered, the animal control
officers would be responsible for addressing complaints and problems. If the zoning code is changed to allow up to three
hens in single-family zones, any situations that come up as a result of the allowed use would be addressed by an animal
control officer rather than the code enforcement officer.
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Board Member Stewart requested that Ms. Dawson provide suggestions about what might be included in the Edmonds
Municipal Code to address future concerns. Ms. Dawson agreed to review the existing language to see if anything needs to
be added specific for chickens.
Board Member Clarke inquired who would be responsible for amending the animal control regulations. Mr. Chave
explained that proposed amendments to Chapter 5.05 of the Edmonds Municipal Code would be put forth by the Police
Department, with some discussion with Planning Department Staff to ensure consistency between the Edmonds Municipal
Code and the Edmonds Community Development Code. He noted that amendments to the Edmonds Municipal Code could
go directly to the City Council for a public hearing and final decision. He explained that the City Council referred the
proposed amendment to the Planning Board for review because it is a zoning issue. The Board would not be required to
make a recommendation related to animal control aspects. However, they could do so because of the direct relationship
between the two.
Vice Chair Lovell suggested the Board could recommend approval of the proposed ordinance, with the provision that staff
research guidelines related to the care of chickens and propose appropriate amendments to Section 5.05 of the Edmonds
Municipal Code. Mr. Chave reminded the Board that they have not conducted a public hearing on the proposed amendment.
He suggested the Board allow staff time to review Section 5.05 and recommend appropriate changes. While the Board
would not be required to conduct a hearing on proposed changes to Section 5.05, they could be advertised as part of the
proposed zoning code amendments.
Board Member Stewart pointed out that the City of Seattle recently amended their code to allow chickens in single-family
zones. She suggested staff review their newly adopted language for additional guidance.
Mr. Chave agreed that staff would update the draft ordinance and present it to the Board at a future meeting along with
additional research as to what might be appropriate to supplement the existing animal control regulations.
PUBLIC HEARING ON EDMONDS PLANNING BOARD’S PROCESS AND NAMING RECOMMENDATION
FOR THE NEW PARK IN SOUTH EDMONDS
Mr. McIntosh reviewed that through a Park Naming Policy adopted by the City Council on March 24, 2009, the Planning
Board was charged with recommending park names for new parks developed in Edmonds. The first park to be named in the
City under the new policy is located at the site of the Old Woodway Elementary School in south Edmonds. The park is
scheduled to open in July and an opening ceremony is scheduled for 10 a.m. on Saturday, August 8. With the help of the
Parks and Recreation staff, naming proposals were solicited throughout the City and 88 names were submitted for
consideration by the Planning Board. A subcommittee of the Planning Board was established to examine all the names, and
they selected a short list of 12 names and recommended three names to present and discuss during a public hearing before the
Planning Board. He noted that if the Board forwards a recommendation to the City Council at the end of the public hearing,
the City Council would have an opportunity to review the recommendation and make a final decision on July 21st. This
would allow plenty of time for staff to prepare a plaque prior to the opening ceremony on August 8th. Board Member Reed
observed that while the adopted Park Naming Policy does not require the City Council to hold an additional hearing before
making their final decision, they certainly have the option of doing so.
Cheryl Clarke, Edmonds, said she lives in the southwest part of Edmonds, and she thanked the City for purchasing the
school property for a beautiful park. She also thanked the Parks Department for taking into consideration the suggestions
provided by citizens who live in the area. She expressed thanks to the Engineering Department for working with the
property owners to address flood issues that have existed since the neighborhood was annexed into Edmonds in 1995. It is
anticipated that the infiltration system that was installed underneath the new park would resolve the problem. Ms. Clarke
asked that the Board recommend to the City Council that the new park be named after Dr. Robert O. Hickman, who has
dedicated much of his life to the Edmonds Community. He has been a caregiver and mentor to her family for many years, as
well as to many other families in the community. When he developed the Hickman Catheter, it was intended to help people
who needed medical treatment have a better quality of life and not for fame or monetary gain. He never applied for a patent
or received any money for it.
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Ms. Clarke said that many people in the community do not even realize that Dr. Hickman and his wife, Lucille have lived in
the area for many years. They probably would not recognize him as a man who has done so much for others. Now he
continues to serve others and exemplifies in quiet ways the joy and satisfaction that can come from serving others. She said
it has been a privilege for her family to know Dr. Hickman and his wife. They have continued their ongoing contribution to
the community, and he is not even aware that his name ahs been submitted as a possible name for the new park. Naming the
park after Dr. Hickman would be a wonderful legacy for the many gifts he and his wife have given the community.
Allen Doman, Edmonds, asked that the Planning Board recommend naming the new park after an individual rather than a
geographic or other concept. He noted that of the three names that have been put forth by the subcommittee, only one is after
an individual. He recommended the park be named Hickman Park. He noted that a lot of public information about Dr.
Hickman and his career can be found in his University of Washington Alumnus Profile. He said he knows Dr. Hickman as a
man, father, citizen, friend and long-time member of the community. He noted that Dr. Hickman raised his family just a few
blocks from the new park location, and he has devoted 1,000’s of hours to volunteer community service; sometimes as a
worker in the trenches, but often with heavy leadership responsibilities. He twice served as a bishop in his church
congregation, and he was an ecclesiastical leader for a large church group in Snohomish County for nearly 10 years. Later,
he served abroad in church activities in Haiti, and he also served at the BYU Center in Jerusalem.
Mr. Doman said that over 30 years ago, Dr. Hickman was the attending physician when his son passed away, and he
provided professional and human therapy to him and his family. A few years later, one of his own children passed away, so
he knows what others feel and experience. He has made and continues to make countless visits to friends who are ill. Last
year when his wife was seriously ill, Dr. Hickman made an unsolicited visit to the hospital. As he entered the ICU and
walked to where his wife was being treated, doctors and nurses recognized and acknowledged him with great regard and
respect. He has humbly told people that they had to call the catheter something so they named it after him because they
didn’t think it would work. Mr. Doman summarized that he would like the City of Edmonds to recognize the
accomplishments and service of Dr. Hickman by naming the park after him.
Roger Hertrich, Edmonds, said he was heavily involved in the siting for a much bigger park than the one that was actually
constructed. He suggested that a good name for the much smaller park would be “no adult park.” He pointed out that while
the previous speakers had many good things to say about Dr. Hickman, it is important to note that he actually lives in
Woodway and never lived in Edmonds. Therefore, his name is not as significant in this situation as someone else who has or
does live in Edmonds. He suggested the park be named Petso Park, after Lora Petso, who has been more active than anyone
else in the community in trying to save the whole park. She is a great lady who is still active in the City. Naming the park
after her would be appropriate to recognize her effort to save the park for the citizens.
Alvin Rutledge, Edmonds, expressed his opinion that all 88 of the nominations should be recognized and forwarded to the
City Council for consideration rather than just the three names recommended by the subcommittee. He observed that the
significant number of nominations shows how much citizen interest in the park there is.
Colin Southcote-Want, Edmonds, said he was disappointed to see the three names recommended by the subcommittee:
South Edmonds Community Park, Cherry Blossom Park, and Hickman Park. He felt the subcommittee’s recommendation
showed very little imagination, and none of the proposed names provide a sense for where the park is located. While the first
two speakers provided emotional presentations in favor of naming the park after Dr. Hickman, he was surprised to find out
that Dr. Hickman has never lived in Edmonds. While the nomination for “Hickman Park” included a great right up on Dr.
Hickman, it carefully avoided mentioning the fact that he doesn’t live in Edmonds. This information should have been made
available up front.
Mr. Southcote-Want recalled that a year ago the Seattle area received a new professional soccer team, and the new owners
proposed three potential new names, which did not include “Sounders.” When they put the names out for a vote, over 50%
of those who participated in the vote wrote in the name “Sounders.” The owners listened to the people who voted. He
expressed his belief that the list provided by staff did not do justice to the citizen nominations. He distributed a separate
copy of the various names that were nominated. He observed that 34 of the nominations were for names associated with the
Robin Hood Theme, 16 of the nominations were for names associated with other local themes, and 11 were associated with
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park features. Nearly 50% of the people who submitted nominations wanted a Robin Hood Themed name, and he urged the
Board to listen to the people.
Mr. Southcote-Want observed that the neighborhood immediately to the north of the new park is named Sherwood Village,
and there are a number of street names throughout the area that are related to the Robin Hood Theme. People feel very
strongly that a Robin Hood Theme would be most appropriate for the new park. He noted that only one of the nominations
referred to “Southwest Community Park, and only three made reference to the cherry tree or cherry blossoms. He suggested
that if the Board does not recommend a name that is related to the Robin Hood Theme, they would be ignoring what the
people have asked for.
Rob Trahms, Edmonds, said he is excited about the new park, and he congratulated the Parks Department on their efforts.
They did a fantastic job of soliciting input and designing the park. He also recognized the efforts of Claude ?? who was
instrumental in the park design. While he would have preferred an 11-acre park, the 5.5 acre park is good the way it has
been designed and developed. He said he was disappointed in the three names recommended by the subcommittee. None of
the proposed names recognize how the park came about and the enormous amount of citizen involvement that took place.
While he does not have any suggestions for what the name should be, he observed that a large percentage of the nominations
were related to the Robin Hood Theme. He said his only concern is that the park not be named Sherwood Park, since it
would be easily confused with Sherwood Elementary School. He encouraged the Board to find a way to recognize citizen
involvement. He summarized that if it had not been for outpouring of community involvement to work countless hours with
the City and school district, the project would not likely have moved forward. It is important to recognize that good things
can happen when citizens get involved.
Jan Robertson, Edmonds, praised Brian McIntosh and the remainder of the Parks, Recreation and Cultural Services
Department staff. The successful neighborhood meetings allowed the neighbors an opportunity to voice their concerns and
desires for the Park, and City staff listened and made themselves available to answer their questions. For many years the
City has been criticized because it appeared their emphasis was on the bowl area, and this new park is a beautiful addition to
South Edmonds.
THE PUBLIC PORTION OF THE HEARING WAS CLOSED.
Board Member Clarke expressed appreciation for the public’s participation. He observed that those who have reviewed the
list of 88 nominations will realize that a number of the names associated with the Sherwood or Robin Hood Theme were
submitted without any justification as to why they would be appropriate for the new park. Five or six of the nominations
were grouped together and appeared as though someone was trying to “stuff” the ballot box to create random names
associated with Sherwood. He said he attended Woodway Elementary School, as well as other schools in the area, while he
lived in the Lake Ballinger area.
Board Member Clarke agreed that Sherwood Forest has a name recognition in the community, but the most recently named
institutions in that area all have the name “Woodway.” For example, Woodway Elementary School was created in the
1950’s, and Woodway High School in 1969. When Woodway Elementary was closed when two other schools were
constructed, people petitioned the Edmonds School District to rename the SnoLine Elementary School to Woodway
Elementary School. People who lived in the area prior to 1995 when it was annexed into the City of Edmonds have often
stated that while their address is in Edmonds, they do not live in Edmonds. He took offense that people who claim they don’t
live in Edmonds now want to participate in the process of naming the new park. He encouraged the citizens to carefully
review the Park Naming Policy and its associated criteria. He noted that one of the criteria specifically states that while
serving in public office, public officials should not be considered candidates for park names. He noted that Lora Petso has
served on the City Council and she has announced plans to run again.
Board Member Clarke suggested it would be difficult to choose between the numerous nominations that were related to the
Sherwood theme. For example, Robin Hood Lanes is located in Westgate and Friar Tuck Restaurant is in the bowling alley.
However, neither of them are in the Sherwood Neighborhood. He suggested Firdale Village is as much identified with this
area as Sherwood Forest, and so is Forest Glen. There is a huge population of neighborhoods with these types of names, and
for this reason, he felt it would be best to name the park after a concept of service and an individual who lives in the area.
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He noted that Dr. Hickman’s address is Edmonds, Washington, and when he tells people where he lives, it is in Edmonds.
His children attended school at Woodway Elementary and Dr. Hickman and his wife, Lucille, were co-presidents of the PTA
for a while.
Board Member Clarke observed that people in the cancer or kidney community know and revere the name Hickman without
even knowing Dr. Hickman. The Hickman Catheter is a life-saving, quality-of-life medical device, and the spirit behind it
has been well recognized. He noted the many letters of support the Board received for naming the park after Dr. Hickman,
yet there were few letters in support of the other nominations. While he appreciates the citizen comments, he noted that
many of them did not address the criteria outlined in the Park Naming Policy, which are very specific and provide
opportunities to name parks after events and individuals. There is nothing in the criteria that says the individual must live in
Edmonds. He specifically noted that Criteria F states that the quality of the contribution should be considered along with the
length of service and that the person making the recommendation should fully substantiate the individual’s contribution. He
reviewed that Dr. and Mrs. Hickman are in their 80’s, and they have been proved and tempered throughout their life. He
does not think Dr. Hickman’s name would ever bring tarnish to the park, the citizens or the community.
Board Member Stewart thanked the citizens for participating in the hearing. She noted that the Board is new to the
responsibility of participating in the park naming process. She said she does not live in the neighborhood adjacent to the
park, so she does not understand the dynamics associated with the park. She recalled the subcommittee struggled with the
names of all of the surrounding neighborhoods and wanted to be fair. They suggested the name “South Edmonds
Community Park because it seemed to reflect the community, which is what the park is really about. The subcommittee
considered the fact that there were a lot of Robin Hood Themed names, but there was a consensus that it may not be a good
idea for another themed name, particularly because of the history related to political correctness. She said she appreciates
Board Member Clarke’s comments and observations from living in the area for a long time.
Board Member Reed explained that when the subcommittee met to review the list of names and narrow it down to three, they
also discussed the idea of recommending some type of plaque to recognize the community group that worked so hard to get
the park established. He noted that one suggested name was J.P. Patches. Although the subcommittee ultimately decided not
to recommend that name for the park, as a whole, they felt it would be appropriate to place a plaque or sign in the children’s
play area to acknowledge his contribution to children. They also discussed the contributions of Police Chief David Stern,
and they suggested the City consider recognizing him in connection with the public safety complex. He noted that South
Edmonds Community Park was not one of the nominated names, but South East Family Park was. The subcommittee felt
“family” would too narrowly define what the use of the park would be, so they created the name South Edmonds Community
Park. The subcommittee also discussed that Cherry Blossom Park could be an appropriate name given the substantial
community effort to save the large cherry tree on the park site.
Board Member Reed agreed with Board Member Clarke that Hickman Park would be an appropriate name for the park, and
it doesn’t really matter whether or not Dr. Hickman lives in Edmonds.
BOARD MEMBER CLARKE MOVED THE PLANNING BOARD RECOMMEND TO THE CITY COUNCIL FOR
FINAL ADOPTION THE PERMANENT PARK NAME OF HICKMAN PARK, FOR THE NEW PARK LOCATED
AT THE SITE OF THE OLD WOODWAY ELEMENTARY SCHOOL, AND THE PLAY AREA LOCATED AT
THE NORTHEAST PORTION OF THE PARK BE NAMED J.P. PATCHES PLAY AREA. BOARD MEMBER
GUENTHER SECONDED THE MOTION.
Board Member Clarke recalled that J. P. Patches was the Grand Marshall for the Edmonds 4th of July Parade this past year.
He noted that Mr. Patches has been recognized throughout the United States for his creative children’s program that began in
1958 on KIRO Television. The show was on the air until 1981. Mr. Patches lived in unincorporated Snohomish County
south of the park, and he always called Edmonds is home. However, he didn’t become a resident of Edmonds until 1995
when his neighborhood was annexed. He still works in the community, and he particularly loves Children’s Hospital. He
has been a public servant who has dedicated his life to making others smile. He encouraged the Board Members to visit his
website to learn more about his life. He was recognized by the City of Seattle as the Man of the Year and in the Fremont
Community with a statue. He suggested it would be appropriate that the play area, which is designed to bring joy and
laughter to families, be named after J.P. Patches in recognition of his life of service.
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Board Member Reed suggested it would also be appropriate to forward a copy of the subcommittee’s email memorandum in
which they narrowed the list of 88 nominations down to 12 and then recommended three for the Board’s consideration. The
memorandum also provided additional comments such as a plaque to recognize the community for their significant
contribution, naming the children’s play area after J.P. Patches, and recognizing Police Chief David Stern in connection with
the public safety complex.
BOARD MEMBER REED MOVED THAT THE MOTION BE AMENDED TO ALSO FORWARD THE ENTIRE
LIST OF NOMINATIONS AND THE EMAIL MEMORANDUM FROM THE SUBCOMITTEE DATED JUNE 24,
2009, TO THE CITY COUNCIL. BOARD MEMBER STEWART SECONDED THE MOTION. THE MOTION
TO AMEND THE MAIN MOTION WAS APPROVED 5-0-1, WITH VICE CHAIR LOVELL ABSTAINING.
THE MAIN MOTION WAS APPROVED AS AMENDED BY A VOTE OF 5-0-1, WITH VICE CHAIR LOVELL
ABSTAINING.
SUSTAINABILITY DISCUSSION: CITY FIBER OPTIC OPPORTUNITIES
Carl Nelson, Chief Information Officer, advised that he has participated on the Community Technology Advisory Committee
(CTAC) for the past two years, and they have had frequent discussions regarding the City’s future vision for fiber optics. He
advised that he recently made a presentation to the Washington Association of Telecommunications Regulators regarding his
effort to work with Snohomish County and neighboring cities to purchase fiber optic cable to connect cities with Snohomish
County and each other. He advised that the ability to connect intergovernmental agencies could be revenue positive for the
City of Edmonds. He explained that until ten years ago, the City had the ability to resell telecommunications capabilities, but
the legislature inadvertently eliminated this option. The City is currently seeking the court’s opinion on the City’s ability to
resell telecommunications capability in areas where the City currently has excess capacity, and the case would be heard
sometime in August. He noted that several others cities are also interested in the outcome of the case. He advised that the
City has purchased and/or been given fiber optic assets that run from the ferry terminal to Highway 99, south to the County
Line and to the Westin Building in downtown Seattle. These assets could have an enormous economic value to the City,
depending on the court’s determination.
Chair Bowman explained that as part of the Board’s discussion regarding sustainability, they are interested in learning more
about economically viable ways to generate more revenue for the City. He asked if the City’s current fiber optic assets
would allow them to attract high tech companies. Vice Chair Lovell reminded the Board that the City Council has asked
them to undertake a study and make a formal report in December that includes some specific suggestions and strategies to
increase the City’s revenue base and improve their long-term economic viability. He invited Mr. Nelson to provide a written
document that explains and underscores in clear terms the benefits of the programs he is working to implement. The
document should clearly identify the benefits to the tax payers and the City’s economy. It should also provide information
about how citizens and businesses can learn more about the City’s fiber optic assets and their associated costs.
Board Member Reed requested more information about the potential benefits and expenses to the City if they prevail in the
court case. Mr. Nelson answered that the City has hired a consultant to work out the numbers, and the City’s goal is to
leverage their fiber optic assets to their best advantage. In addition, he said he would continue to explore options for several
cities in Snohomish County to connect with the County’s network room.
Chair Bowman suggested that Mr. Nelson report back to the Board after the court has issued a decision. He said the Board
would be interested in learning more about other cities that are in a similar position to leverage fiber optic opportunities as a
profit center. He emphasized that the Board has the dual task of addressing both environmental and economic sustainability.
He suggested that fiber optics could be one venue that provides a low carbon footprint, but a high return on the City’s
investment. Mr. Nelson pointed out that other entities in the area (ports, school districts, etc.) have this same type of
capability. It is important to get the pipe opened between the various entities so that trades and exchanges can occur. He
summarized that the City’s current fiber optic capability is not being fully utilized because of existing legislation, and
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changes are needed to open these opportunities. However, he emphasized that capacity has increased dramatically over the
past five years.
Board Member Stewart asked if it is the City’s desire to own the fiber optic pipe. Mr. Nelson said it is important that the
City own at least some portion of the pipe. Board Member Stewart observed that the City is spending a lot of money on a
court case that many other jurisdictions would benefit from. Mr. Nelson agreed. He noted that Seattle and Bellevue have
offered to help pay for an appeal, but the case would not go beyond the scope of the City unless it is challenged in the State
Supreme Court. Board Member Stewart stressed the importance of keeping track of all the expenses involved in the court
case. It will be important to show the citizens of Edmonds the return on their dollar to explore these options. She said she
hopes the return will be substantial enough to really help the City’s current financial situation. Mr. Nelson said he foresees a
significant benefit to the City in obtaining the capability to resell telecommunications capabilities. The City currently has
excess capacity that could be used to generate revenue. He emphasized that intergovernmental cooperation provides an
opportunity to avoid some of the costs the City would otherwise incur.
SUSTAINABILITY DISCUSSION: MEETING WITH COMMUNITY TRANSIT ON THEIR PLANNING,
OPERATIONS AND PRIORITIES
Roland Behee, Supervisor for Strategic Planning, Community Transit, indicated he was present to provide information about
Community Transit’s (CT) new rapid transit (SWIFT) program on Highway 99. He distributed a map showing the service
that is currently offered throughout the City of Edmonds. He noted that, at this time, ¼ mile is the commonly accepted
distance that a person is willing to walk to access bus service. He observed that CT currently offers a significant amount of
bus service along Highway 99, with connections to the Edmonds Ferry Terminal, downtown Edmonds and other areas of the
community.
Mr. Behee reported that CT is in the final stage of implementing the rapid transit program (SWIFT), and they have
conducted numerous public outreach meetings in the community. In addition, they have worked with City staff regarding
station locations and names. The SWIFT program would provide a 17-mile long connection between Everett and the Aurora
Transit Station in Shoreline, with 24 stations (12 northbound and 12 southbound). The program would utilize the
infrastructure investments that already exist along the corridor to provide rapid, frequent, bi-directional service at 10-minute
frequencies throughout the majority of the day. The program would provide new 60-foot articulated vehicles, and CT is
currently in the process of commissioning the new vehicles and getting them ready for service in the fall.
Mr. Behee provided a drawing to illustrate the design of the new stations and noted that a new station is currently being
developed at the intersection of 196th Street and Highway 99. It will include a 10-inch elevated curb, which will provide for
nearly level boarding. The stations would provide protection from the weather and outdoor fair collection machines in
addition to the smart card readers. Vice Chair Lovell noted that the shelter design identifies a glass roof with a reversed
slope and drainage to the center to collect rain water. He observed that it is likely people would toss items onto the roof, and
they would become stuck in the gutters. He asked how CT plans to resolve this problem. Mr. Behee answered that the
stations would be maintained on a daily basis by CT’s internal facilities crew.
Chair Bowman asked if the stations would be handicapped assessable. Mr. Behee replied that the pavement would be
marked to show customers with mobility devices where they need to be when the buses stops. The same is true for bicycles.
He emphasized that the new stations would provide for much faster loading.
Mr. Behee reviewed that the SWIFT Project is anticipated to cost approximately $32 million, which equates to about $1.91
million per mile. In contrast, a rail program would cost between $200 to 250 million per mile to construct. He noted the
project is fully funded by a mixture of local, state and federal dollars. CT would begin testing, training and public outreach
programs in the summer of 2009, and they anticipate starting the service in November of 2009.
Mr. Behee referred to the Transit Competitive Index that was prepared by the Puget Sound Regional Council to project
regional transit demand for the four county region. As opposed to the I-5 market, which has a strong intercounty peak period
market, the Highway 99 market is much more diverse and reflective of the large residential community and mixture of uses
Packet Page 97 of 407
APPROVED
Planning Board Minutes
July 8, 2009 Page 9
that exist. People travel all day long along the corridor for a mixture of purposes, and a strong market is contained within the
Everett market and a southern market comprised of Edmonds, Shoreline and Lynnwood. During the peak periods of time
there is strong demand, but the overall pattern during the day is strong to serve the mixture of uses.
Chair Bowman asked how many bus changes would be required if a person were traveling from Everett or north Edmonds to
downtown Seattle. Mr. Behee said it would be possible to get from Everett to downtown Seattle using two or three buses,
depending on the time of day and final destination.
Mr. Behee referred to a 2008 survey that was conducted to establish a baseline for the origin and destination of people riding
buses on Highway 99. He noted that a similar survey would be conducted in 2013 to evaluate the change. He noted that, at
this time, there is a real diversity of travel taking place throughout the day on Highway 99. The majority of people using the
service on the corridor are walking from their places of residence to catch the bus; it is not really a park and ride market.
Mr. Behee said modeling predicts that ridership would increase 25% in the first year (2010) and 50% by the fourth year
(2013). Modeling also predicts that vehicle miles traveled would be reduced 3.2 million in the first year and 7 million by the
fourth year.
Chair Bowman inquired if the existing buses on Highway 99 are running at capacity. Mr. Behee said the buses carried
approximately 12 million people in 2008. If every seat were filled on every trip, the number would be much larger. Chair
Bowman asked if there is significant capacity for additional growth. Mr. Behee replied that while there is additional capacity
on an all-day basis, there is very little additional capacity during peak travel times. Many of the runs to King County during
peak hours are full and have standing room only. He observed that ridership increased dramatically when gas prices peaked.
He explained that their programs are typically designed to meet peak demand, and he acknowledged there is still capacity to
grow on many of the local routes.
Board Member Reed requested more information about CT’s plan to reduce vehicle miles traveled. Mr. Behee advised that
CT has been working with the City of Edmonds Transportation staff to develop a 20-year long-range vision for major
corridors such as Highway 99, as well as other primary arterial networks in the City. Future transit emphasis would focus on
these areas. They are working to identify future markets for service and are coordinating with the Washington Department
of Transportation and local jurisdictions to focus land use and density in certain areas where adequate infrastructure is
available to accommodate additional bus service. He noted that 196th Street is a transit-emphasis corridor, and CT is
researching opportunities for providing rapid transit service at some point in the future. However, this would be a joint
partnership decision between the local jurisdictions and CT. He emphasized that now is the time to start talking about land
use planning and preparing the market for this eventuality. He reviewed that the current long-range plan provides the
following policy direction:
Service design guidelines should link transit performance and development practices.
Guidelines should suggest that corridors/areas that best incorporate transit-oriented community design practices will best
support service and service improvement.
Guidelines should not necessary imply that lower performing corridors will have no service, but priority for new
services will be given to areas with the greatest transit trip production.
Guidelines should emphasis efficient and sustainable service in corridors that produce the most transit ridership.
Community Transit does not want to assume a regulatory role in land use/development actions but wants to work with
and support their partner’s regulatory efforts.
Next, Mr. Behee reviewed the draft service design guidelines for the bus rapid transit corridor/station area development as
follows:
About 7,540 persons and jobs within ½ mile of the stations (about 15 persons/jobs per acre).
Encourage mixed use with a balance of jobs and housing (including low income).
Work to establish parking market and encourage people to get out of their cars. Consider options for no minimum
parking requirement and design parking to be behind or next to businesses rather than in front so pedestrians can get off
buses and directly access businesses.
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APPROVED
Planning Board Minutes
July 8, 2009 Page 10
Provide a complete pedestrian network, particularly through development from residential areas behind frontage, and
separation from vehicles.
Prioritize infrastructure improvements and use existing business access transit lanes, transit signal priority, access
consolidation, etc. to allow priority access for buses through the congestion.
Mr. Behee advised that the southern terminal at the Aurora Transit Station would provide crossing platforms once Metro’s
rapid transit program has been implemented. There ould be a common island that allows people to switch from CT to Metro.
In addition, CT has supported the City of Shoreline’s recommendation that Metro consider moving the transit center to a
more central location. From an economic development and ridership perspective, CT believes the station would be better
placed near commercial activity or mixed-use development.
Board Member Stewart recalled that at a previous presentation before the City Council, CT mentioned how easy it would be
for bikers to board the SWIFT buses. She emphasized the importance of also considering how bikers can better access the
bus stations. Mr. Behee said he is a daily bicycle commuter so the SWIFT buses will become his rainy day option. Board
Member Stewart said she is excited about the SWIFT Program and if they can tie it in with development along the corridor it
would be a win/win situation.
Board Member Clarke recalled Mr. Behee’s earlier statement that CT does not want to assume a regulatory role in land use
and development actions. However, he asked if CT would recommend higher density multi-family residential zones along
major transportation corridors in Edmonds such as 76th Avenue West. Mr. Behee observed that local service is currently
provided on 76th Avenue West, and it would provide a good connection to the SWIFT service on Highway 99. However, it
has not been identified as a regional transit emphasis corridor. The route would be a local level corridor that would certainly
benefit from an increase in density if that was the desire of the City. Community Transit has been very upfront in providing
much more individual communication about this type of development on the transit emphasis corridors where they anticipate
potential bus rapid transit service at some point in the future. However, he does not want to create the impression that 76th
Avenue West would be a good location for a rapid transit corridor.
Board Member Clarke referred to Greenwood Avenue in Seattle and Shoreline and observed that over the past 10 to 20 years
the arterial has changed in land use, zoning, building height, and density. Now there is a lot of mixed-use condominium
development and many commuters use public transportation. He asked Mr. Behee if there are any areas in Edmonds where
this type of evolution could occur if land use and zoning was different. Mr. Behee answered that he does not foresee a rapid
transit program on any other streets in Edmonds in the near future beyond Highway 99 and 196th Street. He noted that CT
has not provided a connection between 196th Street and the Edmonds Ferry Terminal, and they have left it up to the City to
make this decision. The route that connects 196th to the northeast portion of downtown Edmonds would also be a candidate
for more intense development. Another corridor that has possibilities is SR 104 coming from the south, which is more of a
peak period commuter corridor rather than all day bi-directional service. He emphasized there is a great opportunity for City
staff to work with CT staff to identify opportunities for greater density.
Mr. Chave suggested Mr. Behee elaborate on his earlier statement regarding the ¼ mile service radius. Mr. Behee explained
that ¼ mile is the generally accepted distance that a person is willing to walk to get to a bus stop. About 50% to 60% of
riders have indicated they would be willing to walk ¼ mile, and only 20% to 30% indicated they would be willing to walk
1/3 mile to reach a bus stop. Not very many people indicated their willingness to walk ½ mile to reach a bus stop, but the
survey also indicated that frequency and reliability of the service would increase the distance people would be willing to
walk. People are typically willing to walk further to get to a service that is more frequent and dependable. Because the
SWIFT Program would provide a faster and more reliable service, it would also provide a better sense of place and security
for the customers. Community Transit anticipates there would be reasonable redevelopment potential within a ½ mile radius
of a rapid transit station.
Chair Bowman invited Mr. Behee to email any data he has on how many gallons of fuel would be saved by taking public
transit. Mr. Behee said he could also provide information related to carbon footprint, etc. Mr. Chave requested further
documentation on the ¼ versus ½ mile radius.
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APPROVED
Planning Board Minutes
July 8, 2009 Page 11
REVIEW OF EXTENDED AGENDA
Mr. Chave reviewed that the agenda for the June 22nd meeting would include a public hearing for a rezone application for
property in the Five Corners Neighborhood. It would also include an update on the code rewrite project and the Highway 99
Task Force would be present to provide an update on their recent efforts.
The Board agreed to schedule a special work session, perhaps on August 19th or 26th to continue their sustainability
discussion. Chair Bowman agreed to email Board Members to identify a specific date for the work session.
PLANNING BOARD CHAIR COMMENTS
Chair Bowman announced that he would be participating in the STP bike ride again this year.
PLANNING BOARD MEMBER COMMENTS
Board Member Guenther explained that his project in White Salmon is getting to the point where he doesn’t have to spend
all day Wednesday on site. Therefore, he is able to return early enough to attend the Board meetings. He said he was glad
the Board recommended that the new park be named after Dr. Hickman. He expressed his belief that recognizing people for
their public service is an appropriate thing to do.
ADJOURNMENT
The Board meeting was adjourned at 9:27 p.m.
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City of Edmonds
Park Naming Policy
Purpose
The purpose of the policy is to establish consistent standard procedures and guidelines for
the naming of public parklands owned and/or operated by the City of Edmonds. The
renaming of parks is strongly discouraged.
Policy
The naming of City parks, park areas and park facilities shall be the function of the City
Council with assistance from Edmonds Planning Board and the Parks, Recreation and
Cultural Services Department.
Diversity, balance and creativity will be sought during adoption of names. The name
selected for a site will be recommended to the Edmonds City Council for approval or
amendment. City Council has final authority to approve or amend any recommendation.
Objectives
A. Provide name identification for individual parks, park areas or park
facilities.
B. Provide criteria for the process of naming parks, park areas or park
facilities.
C. Provide opportunities for public input including a public hearing at
Planning Board.
D. Ensure that the naming of parks, park areas, or park facilities is controlled
by the Edmonds City Council through recommendations from the
Planning Boarding..
Criteria
The naming of parks, park areas, and park facilities should be approached with caution,
patience, and deliberation.
Names submitted for consideration should provide some form of individual identity in
relation to the following:
A. The geographic location of the facility; this includes descriptive names.
B. An outstanding feature of the facility.
C. An adjoining subdivision, street, school, or natural feature. No park shall
be given the same name as an existing school site or public facility, except
where the sites abut one another.
Packet Page 101 of 407
D. A commonly recognized historical event, group, organization or individual
(living or deceased).
E. An individual or organization that contributed significantly to the
acquisition or development of the facility to be named. This can include
either a deed or substantial monetary contribution, or contribution toward
acquisition and/or development of the park or park facility (typically not
less than 50 percent of the value of the property or improvements).
F. Outstanding accomplishments by an individual for the good of the
community. Quality of the contribution should be considered along with
the length of service by the individual – this to be fully substantiated by
person making recommendation.
G. Any individual who provided an exceptional service in the interest of the
park system as a whole. Typically, while serving in a public office, public
officials should not be considered as a candidate for naming.
Donated Land
Parks and park facilities that are donated to the City can be named by deed
restriction by the donor (i.e. Hutt Park in Edmonds). The naming and acceptance
of land is subject to recommendation by the Planning Board and approval by City
Council. Naming rights are not guaranteed if the donation of parkland is a
dedication as required by the subdivision ordinance (parkland dedication).
Naming Process
Parks Department staff will notify the Planning Board about proposed naming
opportunities. The recommendation of the Planning Board will be subject to final
approval or amendment by City Council action.
1. Temporary Naming
In the case of a new project, a temporary name will be designated by the City staff for
identification during acquisition and/or development of the park area or park facility.
Because temporary designations tend to be retained, the naming process for a new park
should be carried out as quickly as possible after its acquisition or development.
2. Permanent Naming
Citizen involvement in the naming process is encouraged and may be accomplished in a
variety of ways throughout the naming process.
A. Individuals, groups and/or organizations interested in proposing a name
for an existing un-named park area or park facility may do so in writing
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using a “Park Naming Form” that outlines the naming criteria. These will
be presented to the Parks, Recreation & Cultural Services Department for
consideration by the Planning Board.
B. A variety of means to encourage public participation to submit a name
(citizen contests, recommendations from previous owners, historical
review of the site, etc.) may be implemented by the Parks, Recreation &
Cultural Services Department at the request of the Planning Board. The
“Park Naming Form” will be available through the City website, copies
available at City Hall and the Anderson Center, and publicity through
Public Service Announcements, Channel 21, and other means.
C. The Planning Board will conduct a public hearing on the proposed names..
D. The Planning Board will make a naming recommendation to the City
Council for final adoption or amendment.
3. Park Renaming
Critical examination will be conducted to ensure that renaming the park will not diminish
the original justification for the name or the prior contributors. Renaming will follow the
same procedures as naming the park.
A. Only parks and facilities named for geographic location, outstanding
feature or subdivision should be considered for renaming. Parks that have
been named by deed restriction shall not be considered for renaming.
B. Parks and facilities named after individuals shall not be changed unless it
is found that because of the individual’s character the continued use of
their name would not be in the best interest of the community.
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AM-2436 4.
Airing Interviews of Candidates / City of Edmonds Government Channel
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Stephen Clifton, Community Services Time:10 Minutes
Department:Community Services Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Airing interviews of candidates in the City of Edmonds August 18, 2009 Primary on City of
Edmonds government channel.
Recommendation from Mayor and Staff
City administration is seeking Council authorization to air Edmonds City Council candidate
interviews.
Previous Council Action
Narrative
In the past, the Edmonds City Council has provided input regarding policies related to airing
information on the City’s Government Channel and the establishment of ground rules for
candidate forums aired on this type of channel. Before making a final administrative decision on
whether to air candidate interviews on the City’s government channel, City administration wants
to first consider input from the Council.
I was contacted by former Council member Mauri Moore on July 28, 2009 who stated that
Edmonds Community College recently conducted interviews of all candidates participating in the
August 18, 2009 City of Edmonds Council primary (positions #2 and #3). The interviews were
conducted by Dick Van Hollebeke and Ms. Moore and last approximately 36 - 37 minutes for each
primary position.
Ms. Moore asked whether the interviews can be aired on the City’s government channel prior to
the August primary. In order to determine whether the interview content is neutral, I asked the
following questions of Ms. Moore and Dan Dootson, Edmonds Community College Visual
Communications Specialist:
Were all candidates asked the same questions?
Answer: Yes
For each question asked, was each candidate given the same amount of time to respond?
Answer: Yes with an official timer monitoring their response
Did each candidate have the ability to offer opening remarks; were they given the same amount of
time to respond?
Packet Page 108 of 407
time to respond?
Answer: Yes
Did candidates receive questions in advance of the interview?
Answer: No
Was editing involved?
Answer: No
At present, neither the Council's adopted rules regarding the City’s government channel or its
restrictions on campaign use of public facilities specifically address this type of issue. According
to the City Attorney, given responses to the questions above, the interviews could be considered
neutral in scope, and a policy decision about whether to air the interviews on the City's
government channel rests with the Council. Prior to airing, City staff would review the interviews
to ensure that all candidates were asked the same questions, given the same amount of time to
respond, and offered the same time for introductory and/or closing remarks.
Fiscal Impact
Attachments
No file(s) attached.
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 03:35 PM APRV
2 Mayor Gary Haakenson 07/30/2009 03:36 PM APRV
3 Final Approval Sandy Chase 07/30/2009 04:33 PM APRV
Form Started By: Stephen
Clifton
Started On: 07/30/2009 02:43
PM
Final Approval Date: 07/30/2009
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AM-2425 5.
Comprehensive Transportation Plan Update Public Hearing
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Conni Curtis, Engineering
Submitted For:Robert English Time:45 Minutes
Department:Engineering Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Public hearing regarding an update of the 2002 Transportation Plan. The amendments in
the proposed 2009 Transportation Plan would:
(1) Use a future planning year of 2025 instead of 2022.
(2) Base concurrency analysis and recommendations on updated citywide travel demand forecasting model and
updated level of service standards on state routes.
(3) Incorporate results and recommendations of safety studies that have been completed between 2002 and 2009.
(4) Give stronger emphasis to non-motorized transportation projects. The range of alternatives to be considered
consist of about 25% of planned costs instead of about 5% in the 2002 Plan.
(5) Utilize cost projections reflecting higher per unit prices to reflect trends and project costs.
(6) Adjust references to the Edmonds Crossing Multi-Modal Plan. No City expenditures are proposed but the item is
retained as a long-term project.
(7) Update the traffic impact fee, increasing the fee from $764 per trip to $1,040 per trip.
(8) Add a traffic calming program and ADA ramp transition plan as additional programs.
Recommendation from Mayor and Staff
Council approve the 2009 Comprehensive Transportation Plan and begin an investigation in 2010
for additional revenue from the Transportation Benefit District.
Previous Council Action
On February 19, 2008, Council authorized the Mayor to sign a Professional Services Agreement
with ICF Jones & Stokes for the update of the Comprehensive Transportation Plan.
On June 3, 2008, the consultant and staff updated City Council on the progress of the Plan.
On May 12, 2009, a brief overview of the Plan and the City’s current financial situation with
regard to funding proposed transportation improvement projects were discussed at the CSDS
committee meeting.
On July 21, 2009, the 2009 Comprehensive Transportation Plan was presented to Council.
Narrative
The City of Edmonds is currently in the process of updating the Comprehensive Transportation
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The City of Edmonds is currently in the process of updating the Comprehensive Transportation
Plan. Under the Growth Management Act, the City is required to perform a major update to the
plan every six to ten years. Our last major update was prepared in 2002. The plan lists existing
transportation conditions for all users (drivers, pedestrians, bikers and transit users) as well as
possible improvements to these conditions. The main objective of the Comprehensive
Transportation Plan is to identify improvements necessary to provide a system for all modes of
transportation that will function safely and efficiently through the year 2025.
The Planning Board held a public hearing on June 10, 2009 at which time the Board approved the
Draft Comprehensive Transportation Plan and forwarded it to City Council with a
recommendation for adoption.
The consultant, ICF Jones & Stokes, and City staff have been working on the update over the last
year. The consultant will provide a summary of the financial plan, the City's shortfall in
transportation funding, and a potential source of new revenue (Transportation Benefit District).
Staff recommends the Council approve the 2009 Comprehensive Transportation Plan and begin an
investigation in 2010 for additional revenue from the Transportation Benefit District.
Fiscal Impact
Attachments
Link: Council Presentation
Link: Comprehensive Transportation Plan
Link: Letters of Support
Link: Planning Consistency Memo
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Engineering Robert English 07/30/2009 02:02 PM APRV
2 City Clerk Sandy Chase 07/30/2009 03:35 PM APRV
3 Mayor Gary Haakenson 07/30/2009 03:36 PM APRV
4 Final Approval Sandy Chase 07/30/2009 04:33 PM APRV
Form Started By: Conni
Curtis
Started On: 07/29/2009 07:59
AM
Final Approval Date: 07/30/2009
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Comprehensive Transportation Plan
August 2009
C I T Y O F E DM
O
N
D
S
Inc. 1 8 9 0
Packet Page 123 of 407
Packet Page 124 of 407
City of Edmonds
Comprehensive Transportation Plan
121 5th Avenue N
Edmonds, WA 98020
Prepared by:
710 Second Avenue, Suite 550
Seattle, WA 98104
With support from:
8060 165th Avenue NE, Suite 220 10230 NE Points Drive, Suite 400
Redmond, WA 98052 Kirkland, WA 98033
August 2009
Packet Page 125 of 407
This document should be cited as:
City of Edmonds. 2009. Comprehensive Transportation Plan. Prepared by ICF Jones & Stokes. 710 Second Avenue, Suite
550, Seattle, WA 98104. August.
Packet Page 126 of 407
August 2009 i
Table of Contents
Chapter 1.Introduction ...................................................................... 1-1
Purpose of the Transportation Comprehensive Plan ........................................ 1-1
Plan Background .............................................................................................. 1-2
Reports, Plans and Records .................................................................. 1-2
Land Use Review ................................................................................... 1-3
Regulatory Framework ...................................................................................... 1-4
Growth Management Act ....................................................................... 1-4
Washington Transportation Plan ............................................................ 1-4
PSRC Plans ........................................................................................... 1-5
VISION 2040 .............................................................................. 1-5
Destination 2030 ......................................................................... 1-6
Transportation 2040 ................................................................... 1-7
Snohomish County Countywide Planning Policies ................................. 1-7
Edmonds Comprehensive Plan .............................................................. 1-8
Public Participation ........................................................................................... 1-9
Original 1995 Transportation Plan ......................................................... 1-9
2002 Transportation Plan Update .......................................................... 1-9
2009 Comprehensive Transportation Plan ............................................1-10
Public Open Houses ..................................................................1-10
Citizen Advisory Transportation Committee ...............................1-11
Walkway Committee ..................................................................1-11
Edmonds Bike Group ................................................................1-11
Intergovernmental Coordination ................................................1-11
Overview of the Transportation Plan Elements ................................................1-12
Chapter 2.Goals, Objectives, and Policies ...................................... 2-1
15.25.000 State and Regional Context ........................................................ 2-2
15.25.010 Streets and Highways ................................................................. 2-2
15.25.020 Pedestrian and Bicycle Transportation ........................................ 2-7
15.25.030 Public Transportation .................................................................2-11
15.25.040 Streetscape ................................................................................2-14
15.25.050 Capital Facilities, Transportation ................................................2-15
15.25.060 Traffic Calming ...........................................................................2-19
15.25.070 Air Quality and Climate Change .................................................2-20
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Chapter 3.Street System ................................................................... 3-1
Roadway Functional Classification ................................................................... 3-1
Existing Classifications........................................................................... 3-1
Evaluation of Road Functional Classifications ....................................... 3-5
Street System Inventory ...................................................................................3-10
State Highways .....................................................................................3-10
City Streets ...........................................................................................3-10
Speed Limits .........................................................................................3-12
Traffic Control .......................................................................................3-14
Traffic Calming Devices ........................................................................3-16
Parking ................................................................................................3-17
Street Standards ..............................................................................................3-20
Road Conditions ..............................................................................................3-24
Existing Operating Conditions ...............................................................3-24
Traffic volumes ..........................................................................3-24
Level of Service .........................................................................3-24
Future Operations .................................................................................3-30
Travel Demand Forecasting Model ............................................3-30
2015 Conditions without Improvements .....................................3-33
2025 Conditions without Improvements .....................................3-36
Safety Assessment ...............................................................................3-39
Collision History .........................................................................3-39
SR 99 Traffic and Circulation Study ...........................................3-42
Residential Neighborhood Issues ..............................................3-42
Recommended Road Projects and Programs ..................................................3-43
Capital Improvement Projects ...............................................................3-43
Concurrency Projects ................................................................3-43
State Highway Projects..............................................................3-43
Safety and Other Projects ..........................................................3-43
2015 Operating Conditions with Improvements ....................................3-45
2025 Operating Conditions with Improvements ....................................3-45
Road Project Priority .............................................................................3-51
Traffic Calming Program .......................................................................3-53
Preservation and Maintenance Programs and Projects ........................3-53
Chapter 4.Non-Motorized System .................................................... 4-1
Comprehensive Walkway Plan ......................................................................... 4-1
Walkway Inventory ................................................................................. 4-1
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Recommended Walkway Improvements ........................................................... 4-5
Walkway Prioritization Process .............................................................. 4-5
Curb Ramp Upgrade Program ..............................................................4-11
Bikeway Comprehensive Plan .........................................................................4-11
Bicycle Facility Inventory .......................................................................4-12
Recommended Bikeway Improvements ...........................................................4-14
Small Bikeway Projects .........................................................................4-14
Bicycle Loops ............................................................................4-14
Shared Use Lanes .....................................................................4-15
Bicycle Parking ..........................................................................4-15
Large Bicycle Projects ..........................................................................4-17
Interurban Trail ......................................................................................4-17
Chapter 5.Transit and Transportation Demand Management ....... 5-1
Existing Transit Service .................................................................................... 5-1
Community Transit ................................................................................. 5-1
Fixed Route Bus Service ............................................................ 5-1
Rideshare Services .................................................................... 5-7
DART Paratransit ....................................................................... 5-7
King County Metro Transit ..................................................................... 5-7
Sound Transit Express Bus .................................................................... 5-7
Park-and-Ride Facilities ......................................................................... 5-8
Rail Service ....................................................................................................... 5-8
Sounder Commuter Rail ......................................................................... 5-9
Amtrak Service ....................................................................................... 5-9
Amtrak Cascades ....................................................................... 5-9
Empire Builder ............................................................................ 5-9
Washington State Ferries ................................................................................. 5-9
Transportation Demand Management .............................................................5-10
Future Transit Improvements ...........................................................................5-11
Bus Shelters and Benches ....................................................................5-11
Transit Emphasis Corridors ...................................................................5-12
Swift Bus Rapid Transit .........................................................................5-12
Additional Fixed Route Transit Service .................................................5-13
Edmonds Crossing Multimodal Facility .................................................5-13
Chapter 6.Implementation and Financial Plan ................................ 6-1
Project Costs .................................................................................................... 6-1
Revenue Sources ............................................................................................. 6-6
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Current Sources of Revenue .................................................................. 6-6
Other Potential Financing Options ......................................................... 6-8
Project Prioritization .......................................................................................... 6-9
Program Priority ..................................................................................... 6-9
Implementation Plan ........................................................................................6-10
Transportation Improvement Plan 2010-2025 .......................................6-10
Interjurisdictional Coordination ..............................................................6-12
Contingency Plan in Case of Revenue Shortfall ..............................................6-13
Chapter 7.References ........................................................................ 7-1
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Tables
Table 1-1.Land Use Summary .............................................................................................................. 1-3
Table 3-1.Miles of Roadway by Existing Federal Functional Classification .......................................... 3-5
Table 3-2.Summary of Existing and Recommended Federal Functional Classifications ...................... 3-7
Table 3-3.Miles of Roadway by Recommended Federal Functional Classification ............................... 3-8
Table 3-4.Inventory of City Streets ..................................................................................................... 3-10
Table 3-5.Inventory of Existing Traffic Calming Devices ..................................................................... 3-17
Table 3-6.Typical Roadway Cross Sections ....................................................................................... 3-21
Table 3-7.Typical Roadway Level of Service Characteristics ............................................................. 3-24
Table 3-8.Level of Service Criteria for Intersections ........................................................................... 3-25
Table 3-9.Level of Service Standards ................................................................................................. 3-26
Table 3-10.Existing PM Peak Hour Intersection LOS ........................................................................... 3-28
Table 3-11.2015 Intersection Level of Service – without Improvements ............................................... 3-34
Table 3-12.2025 Intersection Level of Service – without Improvements ............................................... 3-37
Table 3-13.High Collision Locations ..................................................................................................... 3-40
Table 3-14.Recommended Capital Roadway Improvements through 2025.......................................... 3-44
Table 3-15.2015 Level of Service – with Recommended Improvements .............................................. 3-47
Table 3-16.2025 Level of Service – with Recommended Improvements .............................................. 3-49
Table 3-17.Prioritization Criteria for Roadway Projects ........................................................................ 3-51
Table 3-18.Roadway Project Priority .................................................................................................... 3-52
Table 4-1.Prioritization Criteria for Walkway Projects ........................................................................... 4-5
Table 4-2.Recommended Walkway Projects ........................................................................................ 4-7
Table 5-1.Community Transit Local Bus Routes .................................................................................. 5-3
Table 5-2.Community Transit Commuter Bus Routes .......................................................................... 5-3
Table 5-3.Park-and-Ride Facilities Serving Edmonds .......................................................................... 5-8
Table 5-4.Top Priority Locations for Bus Shelters and Seating .......................................................... 5-11
Table 6-1.Costs of Transportation Projects .......................................................................................... 6-2
Table 6-2.Potential Revenue ................................................................................................................ 6-7
Table 6-3.Potential Revenue from Additional Optional Sources ........................................................... 6-9
Table 6-4.Transportation Improvement Plan 2010–2025 .................................................................... 6-11
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Figures
Figure 3-1.Access and Mobility Characteristics of Road Functional Classifications .............................. 3-3
Figure 3-2.Existing Federal Functional Classifications ........................................................................... 3-4
Figure 3-3.Recommended Federal Functional Classifications ............................................................... 3-9
Figure 3-4.Speed Limits on City Streets .............................................................................................. 3-13
Figure 3-5.Existing Traffic Control Devices .......................................................................................... 3-15
Figure 3-6.Existing Traffic Calming Devices ........................................................................................ 3-18
Figure 3-7.Downtown Parking .............................................................................................................. 3-19
Figure 3-8.Typical Roadway Cross-Sections ....................................................................................... 3-22
Figure 3-9.Downtown Sidewalk Area ................................................................................................... 3-23
Figure 3-10.Existing Level of Service ..................................................................................................... 3-29
Figure 3-11.Transportation Analysis Zones ........................................................................................... 3-31
Figure 3-12.2015 Level of Service without Improvement ....................................................................... 3-35
Figure 3-13.2025 Level of Service without Improvement ....................................................................... 3-38
Figure 3-14.High Collision Locations ..................................................................................................... 3-41
Figure 3-15.Recommended Capital Road Improvements ...................................................................... 3-46
Figure 3-16.2015 Level of Service with Improvement ............................................................................ 3-48
Figure 3-17.2025 Level of Service with Improvement ............................................................................ 3-50
Figure 4-1.Pedestrian Intensive Land Uses ........................................................................................... 4-3
Figure 4-2.Existing Walkways ................................................................................................................ 4-4
Figure 4-3.Recommended Walkway Projects ...................................................................................... 4-10
Figure 4-4.Existing Bicycle Facilities .................................................................................................... 4-13
Figure 4-5.Recommended Signed Bicycle Loops ................................................................................ 4-16
Figure 4-6.Recommended Bicycle Facilities ........................................................................................ 4-18
Figure 5-1.Fixed Route Bus Service ...................................................................................................... 5-2
Figure 5-2.Access to Local and Commuter Transit ................................................................................ 5-5
Figure 5-3.Access to Local Transit ......................................................................................................... 5-6
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Appendices
Appendix A – Public Participation Materials
Appendix B – Traffic Calming Program
Appendix C – ADA Ramp Inventory and Upgrade Priority
Appendix D– Walkway Projects
Acronyms
ADA Americans with Disabilities Act
ADT Average Daily Traffic
BRT Bus Rapid Transit
CAC Citizens’ Advisory Committee
CIP Capital Improvement Program
CTR Commute Trip Reduction
DART Dial-A-Ride Transit
ECDC Edmonds Community Development Code
FHWA Federal Highway Administration
FTE full time equivalent
GMA Growth Management Act
LID Local Improvement District
LOS level of service
mph miles per hour
PRSC Puget Sound Regional Council
RID Roadway Improvement District
SEPA State Environmental Policy Act
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SP Sidewalk Program
SR State Route
ST Sound Transit
STP Surface Transportation Program
TAC Technical Advisory Committee
TAZ transportation analysis zone
TBD Transportation Benefit District
TIB Transportation Improvement Board
TDM Transportation Demand Management
TIP Transportation Improvement Program
TSM Transportation System Management
UAP Urban Arterial Program
UCP Urban Corridor Program
WAC Washington Administrative Code
WSDOT Washington State Department of Transportation
WSF Washington State Ferries
WTP Washington Transportation Plan
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Glossary
Access The ability to enter a freeway or roadway via an on-ramp or other
entry point.
Americans with Disabilities Act
(ADA)
A federal act that was passed in 1990 and amended in 2008. ADA
requires jurisdictions to provide accessible sidewalks primarily
through the installation of ADA-compliant sidewalk ramps. The
design requirements address various areas of concern such as curb
alignment with crosswalks, narrower sidewalk width, obstacles such
as utility poles, placement of the sidewalk adjacent to the curb, or
the slope of the ramps. Deficiencies in any of these areas could
render a sidewalk or sidewalk ramp to be unsafe or inaccessible for
the handicapped, or those who generally have difficulty walking.
Arterial A major street that primarily serves through traffic, but also provides
access to abutting properties. Arterials are often divided into
principal and minor classifications depending on the number of
lanes, connections made, volume of traffic, nature of traffic, speeds,
interruptions (access functions), and length.
Average Daily Traffic (ADT) The average number of vehicles that travel on a roadway on a
typical day.
Capacity The maximum sustained traffic flow of a transportation facility under
prevailing traffic and roadway conditions in a specified direction.
Capital Improvement Program
(CIP)
A long-range plan established by a city or county that encompasses
its vision and future needs for capital facilities, including fire, police,
utilities, and transportation. The CIP also establishes the
jurisdiction’s project priorities and funding methods.
Commute trip reduction (CTR) Efforts related to reducing the proportion of trips made in single-
occupancy vehicles during peak commuting hours. CTR efforts may
include carpooling, telecommuting, compressed work weeks, or
using alternative modes to get to work (e.g. walking or biking).
Washington State’s CTR efforts are coordinated through WSDOT
and local governments in counties with the highest levels of
automobile-related air pollution and traffic congestion. Qualified
employers in these counties are required by law to develop a
commuter program designed to achieve reductions in vehicle trips.
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concurrency A requirement established by the Washington State Growth
Management Act that adequate infrastructure be planned and
financed to support a jurisdiction’s adopted future land use plan. For
transportation, adequacy is measured by the impact on a
jurisdiction’s roadway and/or intersection LOS. If an impact is
anticipated to cause the adopted LOS standard to be exceeded,
then the jurisdiction must have a strategy in place to increase
capacity or manage demand (or a financial plan to put that strategy
in place) within 6 years of the transportation impact.
Federal Highway Administration
(FHWA)
A major agency of the United States Department of Transportation
responsible for ensuring that America’s roads and highways
continue to be the safest and most technologically up-to-date.
Functional classification A roadway category that is based on the types of trips that occur on
the roadway, the roadway’s basic purpose, and the level of traffic
that the roadway carries. The functional classification of a roadway
can range from a freeway to principal arterial to minor arterial to
collector to local access.
Growth Management Act (GMA) Adopted by the Washington State Legislature in 1990, and
subsequently amended to require all cities and counties in the state
to do some long-range comprehensive planning. Requirements are
more extensive for the largest and fastest-growing counties and
cities in the state. Such comprehensive plans must address several
required topics, including but not limited to land use, transportation,
capital facilities, utilities, housing, etc. The GMA requirements also
include guaranteeing the consistency of transportation and capital
facilities plans with land use plans.
Highways of Statewide
Significance
Highways identified by the Washington State Transportation
Commission that provide significant statewide travel and economic
linkages.
Level of service (LOS) A measure of how well a roadway or local signalized intersection
operates. For roadways, LOS is a measure of traffic congestion
based on volume-to-capacity ratios. For local intersections, LOS is
based on how long it takes a typical vehicle to clear the intersection.
Other criteria also may be used to gauge the operating performance
of transit, non-motorized, and other transportation modes.
Local Improvement District (LID) Special assessment district in which infrastructure improvements,
such as water, sewer, stormwater, or transportation system
improvements, will benefit primarily the property owners in the
district.
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Traffic calming The combination of physical measures and educational efforts to
alter driver behavior and improve conditions for non-motorized street
users. Physical measures may include bulb-out curb extensions,
chicanes, or traffic circles, among other things. Educational efforts
may include pavement markings or increased police enforcement.
Transportation Analysis Zone
(TAZ)
Areas with similar land use characteristics that are used in travel
demand models to assess traffic conditions and operations.
Transportation Benefit District
(TBD)
A geographic area designated by a jurisdiction that is a means to
funding transportation improvement projects; funding sources can
include vehicle license fees, property taxes or sales taxes. The City
of Edmonds has already enacted a $20 vehicle license fee.
Transportation Demand
Management (TDM)
A set of strategies intended to maximize the efficiency of the
transportation network by reducing demand on the system.
Examples of TDM strategies are encouraging commuting via bus,
rail, bicycle, or walking; managing the available parking supply; or
creating a compressed work week.
Transportation Improvement
Program (TIP)
A long-range (6 years) plan established by a city or county that
results from the Capital Improvement Program (CIP) process. The
TIP establishes the jurisdiction’s transportation deficiencies, project
priorities, and possible funding methods.
Transportation System
Management (TSM)
A coordinated approach to the construction, preservation,
maintenance, and operations of the transportation network with the
goal of maximizing efficiency, safety, and reliability. These activities
include making intersection and signal improvements, constructing
turn lanes, improving signage and pavement markings, and
collecting data to monitor system performance.
Travel Demand Forecasting Methods for estimating the desire for travel by potential users of the
transportation system, including the number of travelers, the time of
day, travel mode, and travel routes.
Washington Transportation Plan
(WTP)
A long-range (20 years) statewide transportation plan adopted by
the Washington Transportation Commission. The WTP describes
existing transportation conditions in the state, and outlines future
transportation needs.
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Chapter 1. Introduction
The purpose of the Comprehensive Transportation Plan (Transportation Plan) is to guide the
development of multimodal surface transportation within the City of Edmonds (City) in a manner
consistent with the City’s adopted transportation goals, objectives, and policies (presented in
Chapter 2). The Transportation Plan serves as the transportation element of the City of Edmonds
Comprehensive Plan (Comprehensive Plan). It identifies transportation infrastructure and services
needed to support projected land use within the city through the year 2025, in compliance with
the State of Washington Growth Management Act (GMA) [RCW 36.70A, 1990, as amended].
Based upon existing and projected future land use and travel patterns, the Transportation Plan
describes street, walkway, bikeway, and public transportation infrastructure and services, and
provides an assessment of existing and projected future transportation needs. It provides a long-
range Capital Improvement Program (CIP) that establishes transportation priorities, addresses
transportation deficiencies and guides the development of the six-year Transportation
Improvement Program (TIP). The Transportation Plan identifies safety and mobility
improvements for streets, walkways, bikeways, neighborhood traffic control, and public
transportation, as well as preservation, maintenance, and implementation strategies that include
concurrency management and financing. The Transportation Plan establishes direction for
development of programs and facilities that address the transportation needs for the city through
the year 2025.
Purpose of the Transportation Comprehensive Plan
Based upon the directives of the City’s adopted transportation goals and policies, as well as the
requirements of the GMA, the objectives of the Transportation Plan are as follows:
Address the total transportation needs of the city through 2025.
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Identify transportation improvements necessary to provide a system that will function safely
and efficiently through the year 2025.
Ensure consistency with the land use adopted in the adopted 2008 Comprehensive Plan.
Contribute to economic growth within the city through an efficient transportation system.
Provide cost-effective accessibility for people, goods, and services.
Provide travel alternatives that are safe and have convenient access to employment,
education, and recreational opportunities for urban and suburban residents in the area.
Identify funding needs for identified transportation improvements and the appropriate
participation by both the public and private sectors of the local economy.
Comply with the requirements of the GMA and State Environmental Policy Act (SEPA).
Support improvements to major transportation routes outside the city that will reduce
through-traffic in the community.
Plan Background
Reports, Plans and Records
This Transportation Plan integrates the analysis and results of numerous plans and prior reports
that have been completed for the City. Information was obtained from the following sources:
City of Edmonds Transportation Element. 2002. Previous transportation plan that established
citywide transportation goals and policies and infrastructure and service needs, which was
updated for this Plan.
City of Edmonds Comprehensive Plan. 2008. Current GMA plan that presents the City’s
planned future land use through 2025, and plans and policies established by the City to
support that land use.
Snohomish County Buildable Lands Report. 2008. Identifies where capacity exists to
accommodate future planned land use within cities and unincorporated areas located within
Snohomish County, including the City of Edmonds.
City of Edmonds Community Development Code (ECDC). December 1980, as amended.
Provides City zoning and other land use regulations.
SR 99 Traffic and Circulation Study. 2006. Assesses traffic conditions on State Route (SR)
99, and recommends safety and mobility improvements to be included in the City TIP.
City of Edmonds Walkway Comprehensive Plan. 2002. Evaluates existing sidewalks and
pedestrian facilities throughout the City and proposes comprehensive improvements to the
walkway system.
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City of Edmonds Bikeway Comprehensive Plan. 2000. Evaluates existing bikeways
throughout the City, and proposes comprehensive improvements to the bikeway system.
Olympic View Drive / 176th Street SW: Intersection Traffic Analysis. 2001. Evaluates traffic
flow operations and pedestrian safety and access for the intersection, and makes
recommendations for operational and safety improvements.
Land Use Review
The Edmonds Comprehensive Plan and ECDC guides development and growth within the city.
Future transportation infrastructure and service needs identified in this Transportation Plan were
established by evaluating the level and pattern of travel demand generated by planned future land
use. Future population and employment projections for the region are established by the Puget
Sound Regional Council (PSRC). Snohomish County works with local jurisdictions to determine
the expected distribution of population and employment between cities and unincorporated
county. The transportation analysis presented in this Transportation Plan is based upon these
future population and employment projections. Within the City, the allocation of future housing
and jobs growth was based upon the County’s “buildable lands” assessment (Snohomish County
2008), which estimates available land capacity for future development, according to the amount
of vacant and under-developed (based upon zoning) land. Table 1-1 summarizes the existing and
projected future land use growth, based upon these assessments.
Table 1-1. Land Use Summary
Analysis Year
Land Use Type Unit Existing (2008) 2015 2025
Single Family Dwelling Units 12,537 12,877 13,357
Multi-Family Dwelling Units 6,742 7,636 8,914
Retail Jobs 2,507 2,748 3,105
Finance, Insurance, Real Estate Jobs 1,191 1,245 1,321
Services and Government Jobs 6,244 6,675 7,290
Wholesale, Transportation, Utilities Jobs 32 34 39
Manufacturing Jobs 69 75 84
Construction Jobs 49 51 57
Education Students 5,755 6,159 6,733
Park Acres 202 202 202
Marina Slips 668 668 668
Park-and-Ride Spaces 484 484 484
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Regulatory Framework
Growth Management Act
Transportation planning at the state, county and local levels is governed by the GMA, which
contains requirements for the preparation of the Transportation Element of a Comprehensive
Plan. In addition to requiring consistency with the Land Use Element, the GMA requires that the
following components be included in transportation elements:
Inventory of facilities by mode of transport;
Level of service assessment to aid in determining the existing and future operating conditions
of the facilities;
Proposed actions to bring these deficient facilities into compliance;
Traffic forecasts, based upon planned future land use;
Identification of infrastructure needs to meet current and future demands;
Funding analysis for needed improvements, as well as possible additional funding sources;
Identification of intergovernmental coordination efforts; and
Identification of demand management strategies as available.
[RCW 36.70A.070(6)]
In addition to these elements, GMA mandates that development cannot occur unless adequate
supporting infrastructure either already exists or is built concurrent with development. In addition
to capital facilities, infrastructure may include transit service, Transportation Demand
Management (TDM) strategies, or Transportation System Management (TSM) strategies.
Under the GMA, local governments and agencies must annually prepare and adopt six-year TIPs.
These programs must be consistent with the transportation element of the local comprehensive
plan, and other state and regional plans and policies as outlined below.
Washington Transportation Plan
The Washington Transportation Plan (WTP) presents the State’s strategy for developing budgets
and implementing over a 20-year planning horizon. The current WTP was adopted by the
Transportation Commission in 2006 and covers the period 2007 to 2026. The WTP contains an
overview of the current conditions of the statewide transportation system, and an assessment of
the State’s future transportation investment needs. The WTP policy framework sets the course for
meeting those future needs. The WTP Prioritized Investment Guidelines are as follows:
1. Preservation
2. Safety
3. Economic Vitality
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4. Mobility
5. Environmental Quality and Health
PSRC Plans
The PSRC is the Regional Transportation Planning Organization for the area that includes
Snohomish, King, Pierce, and Kitsap counties, and is responsible for overseeing six-year TIPs
within the region. The PSRC works with local jurisdictions to establish regional transportation
guidelines and principles, and certifies that the transportation-related provisions within local
jurisdictions’ comprehensive plans are consistent with the Regional Transportation Plan and
conform to GMA requirements.
VISION 2040
VISION 2040 is comprised of the following four parts, developed to help guide the region as it
experiences population and employment growth:
Part I: Sustainable environment framework – Provides the context for planning, development,
and environmental management in the region. This framework describes the role that the
environment plays – along with the benefits, challenges, and opportunities it provides – and
how it affects prosperity and quality of life.
Part II: Regional Growth Strategy – Identifies an approach to promote a focused regional
growth pattern. It builds on current growth management plans, and recommits the region to
directing future development into the urban growth areas, while focusing new housing and
jobs in cities and within a limited number of designated regional growth centers. Focusing
growth in urban areas helps to protect natural resources and sensitive environmental areas,
encourages a strong economy, provides more housing opportunities for all economic
segments of the population, improves regional jobs-housing balance, and minimizes rural
residential growth. The Regional Growth Strategy describes the roles of all communities in
implementing VISION 2040.
Part III: Multicounty planning policies –Adopted under the state’s Growth Management Act,
the policies are divided into six major sections: Environment, Development Patterns,
Housing, Economy, Transportation, and Public Services. The policies are designed to help
achieve the Regional Growth Strategy and address region-wide issues within a collaborative
and equitable framework. They provide guidance and direction to regional, county, and local
governments on such topics as setting priorities for transportation investment, stimulating
economic development, planning for open space, making city and town centers more
hospitable for transit and walking, and improving transportation safety and mobility.
Multicounty planning policies lay the foundation for securing the necessary funding for
services and facilities, and provide direction for more efficient use of public and private
investments. Each policy section contains actions that lay out steps the region will need to
take to achieve VISION 2040.
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Part IV: Implementation – Describes several programs and processes, including a monitoring
program that includes tracking action on agreed-upon steps, measuring progress over time,
and determining whether the region is achieving desired results. This section includes specific
measures that relate to the multicounty planning policies.
The multicounty planning policies provide direction and guidance for maintenance, safety, clean
transportation, supporting the regional growth strategy, and optimizing travel options. Policies are
provided that relate to safety and security, reducing pollution and greenhouse gas emissions,
increasing energy efficiency and the use of alternative energy, developing roadways as “complete
streets” that accommodate different modes of travel, and advancing alternatives to driving alone.
(Puget Sound Regional Council 2008)
The City’s next major update to the Comprehensive Plan (due in 2011) will need to demonstrate
how it is aligning with the VISION 2040 Regional Growth Strategy, including expanded
provisions for addressing health and the built environment, design, and environmental planning
(including climate change). The transportation element will be revisited at that time, to ensure
consistency with the City’s update to its future land use plan and the VISION 2040 provisions.
However, the updates reflected in this Transportation Plan, particularly the increased emphasis on
non-motorized elements and alternative transportation modes, are consistent with the policy
direction that VISION 2040 provides.
Destination 2030
The central Puget Sound region’s current long-range plan, Destination 2030, addresses long-term
transportation strategies and investments in King, Pierce, Snohomish, and Kitsap Counties.
Adopted in 2001, Destination 2030 was developed to maintain and expand the regional vision of
a growth management strategy, supporting compact urban areas connected by a high capacity
transportation system. Destination 2030 focuses on preserving and managing the existing
transportation system and ensuring the development of a balanced multi-modal transportation
system that includes choices for private vehicles, public transit, ride sharing, walking and
bicycling, and freight modes. Destination 2030 coordinates the diverse ambitions of the region’s
counties, cities, towns, and neighborhoods, and emphasizes the connection between land use and
transportation to reduce long-term infrastructure costs and provide better links between home,
work, and other activities. Destination 2030 meets requirements governing Regional
Transportation Plans in central Puget Sound.
Destination 2030 was updated in 2007, satisfying new requirements and preparing for more
extensive plan updates in 2010. The updates address emerging transportation trends and enhance
the safety, security and special needs transportation aspects of Destination 2030. The
improvements also add provisions related to congestion management, commute trip reduction,
and environmental mitigation.
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Transportation 2040
PSRC is updating the current regional transportation plan, Destination 2030. The new plan,
Transportation 2040, will extend the region’s long-range transportation vision to the year 2040
and respond to the recently updated regional growth strategy, VISION 2040. The plan is expected
to be adopted in 2010 (Puget Sound Regional Council 2009).
Six alternatives—the baseline plus five action alternatives—have been created during the initial
planning process and each includes a funding strategy. The alternatives consider two related
approaches to transportation investment: improving efficiency and strategic expansion. Improving
efficiency means that we make better use of the system to move people and goods and that we
attempt to reduce the demands on the system during peak hour travel. Efficiency also depends on
better use of land to reduce the need to drive and to increase bicycle and pedestrian options. The
updated plan will continue to meet federal and state transportation planning requirements (Puget
Sound Regional Council 2009).
Snohomish County Countywide Planning Policies
The Snohomish County Countywide Planning Policies are written policies used to establish a
countywide framework from which the county and cities’ comprehensive plans are developed.
The Countywide Planning Policies were originally adopted in 1994 and were last amended in
2008. Future amendments will be in response to changes in the countywide growth strategy,
changes in the GMA, decisions of the Growth Management Hearings Board, and issues involving
local plan implementation.
Countywide Planning Policies include the following:
Policies to implement urban growth areas;
Policies for the promotion of contiguous and orderly development and provision of urban
services;
Policies for rural land use;
Policies for housing;
Policies for the siting of public capital facilities of a countywide or statewide nature;
Policies for economic development and employment;
Fiscal impact analysis;
Policies for transportation.
Transportation policies are intended to guide transportation planning by the county and cities
within Snohomish County and to provide the basis for regional coordination with WSDOT and
transportation operating agencies. The policies ensure that the countywide transportation systems
are adequate to serve the level of land development that is allowed and forecasted.
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Edmonds Comprehensive Plan
The most current update of the City’s Comprehensive Plan was adopted in December 2008. The
Comprehensive Plan has the following purposes:
To serve as the basis for municipal policy on development and to provide guiding principles
and objectives for the development of regulations.
To promote the public health, safety, order, convenience, prosperity and the general welfare
and values of the community.
To anticipate and influence the orderly and coordinated development of land and building use
of the city and its environs, and conserve and restore natural beauty and other natural
resources.
To encourage coordinated development and discourage piecemeal, spot or strip zoning and
inharmonious subdividing.
To facilitate adequate provisions for public services such as transportation, police and fire
protection, water supply, sewage treatment, and parks.
(City of Edmonds 2008)
The Comprehensive Plan serves as the City’s primary growth management tool. A community
such as Edmonds, with attractive natural features, a pleasant residential atmosphere and proximity
to a large urban center, is subject to constant growth pressures. Growth management is intended
to provide a long-range strategy guiding how the City will develop and how services will be
provided.
GMA requires that jurisdictions plan to accommodate housing and employment forecasts for the
next 20 years within Urban Growth Areas. The City of Edmonds’ share of regional growth by the
year 2025 is 5,420 additional residents (approximately 3,079 residential units) compared to 2000.
By 2025, total population is expected to reach 44,880 residents.
An extensive public process was conducted for the 2004 comprehensive plan update. It included
numerous public workshops, open houses, and televised work sessions both at the Planning Board
and City Council. Three public hearings were held at the Planning Board and two public hearings
were held at the City Council.
The Comprehensive Transportation Plan serves as the transportation element of the City’s
Comprehensive Plan. As discussed in the VISION 2040 discussion above, the City’s next major
update to the Comprehensive Plan is due in 2011, and will demonstrate alignment with the
VISION 2040 Regional Growth Strategy, including expanded provisions for addressing health
and the built environment, design, environmental planning and climate change.
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Introduction
August 2009 1-9
Public Participation
The Comprehensive Transportation Plan has included a significant amount of community
involvement at all stages of the planning and development process, starting with the original Plan
development in 1995, and continuing in the major Plan updates that have been completed in 2002
and 2009.
Original 1995 Transportation Plan
When the Transportation Element was initially created in 1995, citizens were encouraged to
participate through completion of questionnaires and involvement in public open houses. In
addition, a six-member Citizen Advisory Committee was established to oversee all aspects of the
plan as it was developed.
The project was launched with a brochure mailed to each of the approximately 14,000 residences
and businesses in the city. The brochure explained the purpose of the Transportation Plan, the
planning process, the components of the plan, and public participation opportunities. The
brochure also contained a mail-back questionnaire through which respondents could identify
problems with congestion, speeding and safety, as well as any other traffic problems that they
perceived. Approximately 150 citizens provided input by returning the questionnaires.
2002 Transportation Plan Update
For the 2002 update of the Transportation Plan, the City implemented a community involvement
strategy that included public open houses and the participation of the Technical Advisory
Committee (TAC) and Citizens’ Advisory Committee (CAC).
Two public open houses provided a forum for the citizens to identify high priority transportation
issues, and to review and provide comments on various components of the proposed
Transportation Plan. Participants in the open houses provided suggestions for improving roadway
infrastructure (i.e. signals, pavement marking, roadway width), transit, and pedestrian access; and
identified issues related to roadway connectivity, speeding and cut-through traffic (with support
for traffic calming), and access issues for disabled citizens.
Two advisory committees, the TAC and CAC, were formed to oversee the 2002 Transportation
Element Update. The TAC was made up in part by representatives from various City
departments, including Engineering, Planning, Public Works, Parks, Fire, Police, and the School
Districts. In addition, the TAC membership included representatives from WSDOT, Snohomish
County, Washington State Ferries, Community Transit, Sound Transit, and the neighboring City
of Lynnwood. Membership in the CAC included representatives from Bicycle Facilities, Parking,
Development, as well as a wide variety of neighborhoods and corridors throughout the city.
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In addition to the jurisdictions represented on the TAC, the following agencies reviewed the
Transportation Plan: the City of Mountlake Terrace, the City of Shoreline, the Town of
Woodway, and PSRC.
2009 Comprehensive Transportation Plan
Feedback obtained from open houses, citizen committee involvement, and intergovernmental
coordination was very useful to the initial development and subsequent revision of the
Transportation Plan, greatly enhancing its effectiveness. These efforts led to more realistic
assessments of existing conditions and impacts of forecasted growth, as well as the identification
of appropriate measures to address both current and future conditions.
Public Open Houses
Three public open houses were held at Edmonds City Hall to inform the community about the
Comprehensive Transportation Plan and gather comments on transportation improvement
priorities.
The first open house was held on June 19, 2008. The purpose of this meeting was to introduce the
project to citizens, share the existing transportation inventories and existing conditions analyses
that had been completed, and gather input from participants on the transportation issues they felt
are most important. The second meeting was held on March 5, 2009. The purpose of this meeting
was to share the results of future conditions analyses, present the preliminary list of
recommended transportation projects, present that preliminary cost and revenue projections, and
solicit citizen input on project funding priorities. The third meeting was held on June 30, 2009.
The purpose of this meeting was to share the recommended transportation projects, which had
been refined to incorporate the feedback gathered on the preliminary list, and also to discuss the
financial outlook for transportation capital projects and solicit citizen input on potential funding
strategies. Each meeting began with a presentation by project staff, providing an overview of
project objectives, and specifics such as the existing conditions assessment, potential
transportation improvement projects, anticipated costs and available revenues, and potential
funding opportunities. Following each presentation, participants were invited to view display
boards and fact sheets, talk with project staff, and submit comment cards. Citizen comments
helped guide the city staff to identify project priorities and viable funding sources, and finalize
the recommended Transportation Plan.
The public open houses were publicized through notice in the City newsletter, City website,
advertisement on the local government channel, and meeting notification in the local newspaper.
Public participation materials used for this update process are included in Appendix A.
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Introduction
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Citizen Advisory Transportation Committee
The City of Edmonds Citizen Advisory Transportation Committee is comprised of eight citizens
who meet monthly with City engineering staff. The purpose of the Committee is to:
Monitor and make recommendations relative to motorized and non-motorized transportation
issues, systems and funding;
Contribute input to updates of the City Comprehensive Transportation Plan and monitor the
efforts to implement the improvements detailed in the Plan; and
Enhance communication with the public with regard to transportation needs.
The Transportation Committee provided transportation recommendations for updates reflected in
this Transportation Plan. City staff worked with Transportation Committee members throughout
the Plan development to update the City’s transportation goals and policies, discuss Plan
elements, and determine how best to produce a balanced multimodal plan.
Walkway Committee
The Edmonds Walkway Committee is comprised of 12 citizen volunteers, who walk frequently
and live throughout the city. Their role is to evaluate criteria such as safety and access to schools
and parks; prioritize proposed sidewalk project based on the criteria; and to provide feedback and
recommendations related to the City Comprehensive Walkway Plan. The Walkway Committee
met monthly from March 2008 through September 2008 and provided walkway recommendations
presented in Chapter 4 of this Transportation Plan.
Edmonds Bike Group
The long-standing group meets monthly to discuss bicycle transportation issues. Membership
includes over 50 residents, with about 10 members who regularly attend monthly group meetings.
Members represent Edmonds and Woodway and are interested in improving citywide bicycle
infrastructure and conditions for bicycle travel. The Bike Group helped establish three bicycle
loop trails as well as a bike map indicating existing local bicycle lanes and where lanes should be
added as part of future roadway improvement projects. The Bike Group’s recommendations are
also included in Chapter 4 of this Transportation Plan.
Intergovernmental Coordination
The following agencies reviewed this Comprehensive Transportation Plan: WSDOT, PSRC,
Community Transit, Snohomish County, City of Mountlake Terrace, City of Shoreline, and Town
of Woodway.
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Overview of the Transportation Plan Elements
This Comprehensive Transportation Plan includes the following elements:
Chapter 2: Goals, Objectives, and Policies – Presents the transportation goals,
objectives, and policies that guide the assessments of existing and future conditions, and the
development of the Recommended Transportation Plan.
Chapter 3: Street System – Provides an inventory of existing streets, existing and
projected future traffic volumes, assessment of existing and projected future roadway
operations, safety assessment, standards for different street types, and recommended
improvements to address safety and mobility needs.
Chapter 4: Non-Motorized System – Provides an inventory of existing walkways and
bikeways, assessment of needs, strategy for compliance with the Americans with Disabilities
Act (ADA), and recommended improvements to address pedestrian and bicycle mobility and
safety.
Chapter 5: Transit and Transportation Demand Management – Provides an inventory
of existing transit facilities and service, including buses, rail and ferries; and presents
strategies to support transit and commute trip reduction.
Chapter 6: Implementation and Financial Plan – Provides a summary of the projects,
project prioritization, total costs, and financial strategies and projected revenue for
recommended improvements through 2025.
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Chapter 2. Goals, Objectives, and Policies
Assessments of existing and future conditions, as well as development of the Transportation Plan,
are guided by transportation goals, objectives, and policies developed by the City. A major update
of the goals, objectives, and policies took place as part of the 2002 update of the Transportation
Element, under the direction of the Citizen Advisory and Technical Advisory Committees. The
goals, objectives, and policies were further refined as part of the 2009 Transportation Plan, under
the direction of the Citizen Advisory Transportation Committee.
Goals, objectives and policies are defined under the following major categories:
State and Regional Context
Streets and Highways
Pedestrian and Bicycle Transportation
Public Transportation
Streetscape
Capital Facilities
Traffic Calming
Air Quality and Climate Change
Under each category, the following information is provided:
A.General consists of a general discussion of the context, issues and priorities behind the
development of the goals, objectives and policies for that category.
B.Goals are generalized statements which broadly relate the physical environment to values,
but for which no test for fulfillment can be readily applied.
C.Objectives are specific measurable statements related to the attainment of goals.
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D. Under each objective,Policies are listed that provide specific direction for meeting the
objectives.
The transportation element of the Comprehensive Plan is guided by the following transportation
goals and policies, initially developed for the 1995 Transportation Element and updated in 2002
and 2009. Inevitably, conflict will occasionally arise between a transportation policy and real-
world constraints and opportunities, or even between two policies. After the specifics of the
situation and the purpose of the policies are fully understood, the conflict will be resolved using
the best judgment of the City Council, as advised by City staff and the Citizen Advisory
Transportation Committee.
The following sub-sections define each of the Transportation Policies to guide the development
of transportation in the city, within the broader framework of the Goals and Objectives.
15.25.000 State and Regional Context
A.General: The combination of an increasing population, demand for transportation, and ever
tightening limits on funding has led to a need to plan for future transportation systems that are
more efficient movers of people and goods. Public transportation is expected to play an
increasing role in the transportation system, and state and regional priorities are being shifted
to encourage this goal. For this strategy to work, however, it also requires a commitment to
maintaining existing transportation networks and investments, and to providing connections
between different modes of travel.
B.State Goal: Encourage efficient multi-modal transportation systems that are based on
regional priorities and coordinated with county and city comprehensive plans.
Regional Goal: Strategically invest in a variety of mobility options and demand
management to support the regional system of activity centers.
15.25.010 Streets and Highways
A.General. The street system in Edmonds is established on the Official Street Map and
Arterial System Map. New right-of-way additions occur primarily in subdivisions. Within the
city, three state highways, rail, and ferry facilities serve regional travel.
A significant challenge facing the City is to bring substandard streets to City standards by
providing such facilities as underground utilities, sidewalks, bikeways and landscaping. Key
intersections that are operating at or beyond capacity must be improved.
Feedback from citizens who participated in public meetings has clearly indicated concern
about the types of potential transportation improvements, and the impact of improvements on
existing neighborhoods. By placing an emphasis on providing facilities for bicycles,
pedestrians, and buses, streetscapes can become a friendlier environment for all users.
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Speed and noise can be problems where arterial streets adjoin residential neighborhoods.
Land use changes frequently occur where major arterial streets are improved.
B.Goal I: Develop transportation systems that complement the land use, parks, cultural, and
sustainability elements of the Comprehensive Plan.
Goal II: Provide transportation services that enhance the safety of the community, maximize
the use of the existing street system, and maintain the unique character of the city and its
neighborhoods.
Goal III: Implement transportation improvements in a way that minimizes adverse impacts
on the natural environment, air quality, climate change, and energy consumption.
Goal IV: Develop transportation improvements that support commuting in a way that
discourages the use of local streets.
Goal V: Prioritize and finance transportation improvements for the greatest public benefit,
emphasizing transit, demand management, and maintenance of current facilities.
Goal VI: Take a leadership role in coordinating the transportation actions of both local and
non-local agencies. Seek to promote creative, coordinated solutions that do the following:
Meet transportation service needs;
Link local transportation networks with regional, state and national transportation
systems;
Increase use of public transit and non-motorized transportation;
Reduce congestion;
Reduce energy consumption;
Provide solutions consistent with the City’s land use and cultural goals, and
sustainability initiatives.
C.Objective 1: Community Standards. The goals of the Comprehensive Plan, the needs
and desires of its citizens, the integrity of its neighborhoods, shopping areas, parks, recreation
facilities, schools and other public facilities are the criteria for measuring the effectiveness
and success of transportation programs and improvements.
Policy 1.1 Locate and design streets and highways to meet the demands of both
existing and projected land uses as provided for in the Comprehensive
Plan.
Policy 1.2 Locate and design street and highway improvements to respect the
residential character of the community and its quality living
environment.
Policy 1.3 Minimize the adverse impact of street and highway improvements on the
natural environment.
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Policy 1.4 Design streets to minimize environmental impacts on established
neighborhoods.
Policy 1.5 Develop roadway design standards with sufficient flexibility to reflect
the differences in character and function of different roadways.
Objective 2: Conservation. Streets, sidewalks and bikeways should be located, designed
and improved in a manner that will conserve land, materials and energy. New streets must
meet minimum City standards and code requirements. Streets and highways should be
integrated into the total transportation system to facilitate the development of public
transportation and increase mobility while reducing travel time and costs of construction and
maintenance, in accordance with the following policies:
Policy 2.1 Design streets with the minimum pavement areas needed, to reduce
impervious surfaces.
Policy 2.2 Include pedestrian and bicycle elements in roadway improvements to
encourage energy conservation.
Policy 2.3 Utilize innovative materials where feasible to reduce impervious
surfaces.
Policy 2.4 Design arterial and collector streets as complete streets that serve
automobile, transit, pedestrian and bicycle travel.
Objective 3: Design Standards. Design requirements for streets and alleys should be
related to needs and desires of the local community within reasonable guidelines for safety,
function, aesthetic appearance and cost. Each new street improvement should be scaled to the
density, land use, and overall function that the roadway is designed to serve, in accordance
with the following policies:
Policy 3.1 Design local residential streets to prevent or discourage use as shortcuts
for vehicle through-traffic. Coordinate local traffic control measures with
the affected neighborhood.
Policy 3.2 Periodically review functional classifications of city streets, and adjust
the classifications when appropriate.
Policy 3.3 Provide on-street parking as a secondary street function, only in
specifically designated areas such as in the downtown business district
and in residential areas where onsite parking is limited. Streets should
not be designed to provide on-street parking as a primary function,
particularly in areas with frequent transit service
Policy 3.4 Encourage parking on one side rather than both sides of streets with
narrow rights-of-way.
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Policy 3.5 Design streets to accommodate vehicles which use the street most
frequently, rather than large vehicles which may use the street only
occasionally.
Policy 3.6 Relate required street widths to the function and operating standards for
the street.
Policy 3.7 Include analysis of geological, topographical, and hydrological
conditions in street design.
Policy 3.8 Encourage landscaping on 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 wheel chair safety.
Landscaping improvements should take maintenance requirements into
consideration.
Policy 3.9 Encourage underground placements of utilities at the time of extensive
street improvement.
Policy 3.10 Encourage placement of underground conduit for future installation of
fiber optic cable at the time of extensive street improvement.
Policy 3.11 Design street improvements so as not to impair the safe and efficient
movement of pedestrians and bicycle traffic.
Policy 3.12 Restrict access between non-arterial streets and the SR 99 commercial
corridor to the extent necessary to prevent nonresidential traffic from
entering residential areas, and to maintain efficient traffic flow and
turning movements on SR 99.
Policy 3.13 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 3.14 Carefully review parking requirements for downtown development
proposals; to promote the development while still ensuring adequate
balance between parking supply and demand.
Policy 3.15 Provide access between private property and the public street system that
is safe and convenient, and incorporates the following considerations:
a. Limit and provide access to the street network in a manner consistent
with the function and purpose of each roadway. Encourage the
preparation of comprehensive access plans and consolidation of
access points in commercial and residential areas through shared
driveways and local access streets.
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b. Require new development to consolidate and minimize access points
along all state highways, principal arterials, and minor arterials.
c. Place a high priority on consolidating existing access points onto all
arterial streets in the city. This effort should be coordinated with
local business and property owners in conjunction with
improvements to the arterial system and redevelopment of adjacent
land parcels.
d. Design the street system so that the majority of direct residential
access is provided via local streets.
e. For access onto state highways, implement Chapter 468-52 of the
Washington Administrative Code (WAC), Highway Access
Management -- Access Control Classification System and Standards.
Policy 3.16 Encourage underground parking as part of new development.
Objective 4: Circulation. Circulation and connectivity throughout the city should be via
the system of arterial and collector streets, bikeways and pedestrian paths. Local streets
should be utilized for local property access and designed in a manner to discourage cut-
through vehicular traffic.
Policy 4.1 Encourage the efficient movement of people and goods through an
effective and inter-connected collector and arterial street system.
Policy 4.2 Complete the arterial sidewalk system according to the following priority
list:
a. Arterial roadways without sidewalks or shoulders on which transit
service is provided;
b. Arterial roadways without sidewalks or shoulders on which transit
service is not provided;
c. Arterial roadways with shoulders too narrow or in or poor walking
condition for pedestrians;
d. Arterial roadways with adequate shoulders for pedestrians but
without sidewalks; and
e. The remainder of the arterial roadway system (e.g. roads with
sidewalks along one side, or roads with sidewalks in disrepair).
Policy 4.3 Design streets to accommodate emergency service vehicles.
Policy 4.4 Coordinate traffic signals located within ½ mile of each other to decrease
delay and improve operations.
Objective 5: New Development. Improve traffic safety and reduce congestion through
appropriate street design and site layout during the development process.
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Policy 5.1 Require new development to dedicate adequate street rights-of-way for
public streets as specified by City Standards.
Policy 5.2 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.
Policy 5.3 Acquire easements and/or development rights in lieu of rights-of-way for
installation of some smaller facilities such as sidewalks and bikeways.
Policy 5.4 Convert private streets to public streets only when:
a. The City Council has determined that a public benefit would result.
b. The street has been improved to the appropriate City public street
standard.
c. The City Engineer has determined that conversion will have minimal
effect on the City’s street maintenance budget.
d. 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.
15.25.020 Pedestrian and Bicycle Transportation
A.General. Walking and bicycling are beneficial forms of recreation, transportation, and a
means of maintaining physical fitness, in addition to an excellent means of exploring the
community. Carefully targeted investments in the city’s non-motorized network have the
potential to provide an enhanced level of accessibility and mobility to residents at a relatively
low cost. With geographically strategic investments in facilities such as sidewalks,
crosswalks, bicycle paths and bicycle lanes, many short trips that are currently taken by car
could be shifted to walking or bicycling trips.
Recreational walkways are discussed in the City of Edmonds Comprehensive Walkway Plan
(summarized in Chapter 4 of this Transportation Plan) and incorporate existing sidewalks and
natural trails. Sidewalks exist on many major streets but some improvements are needed as
well as addition of these facilities on several important routes.
Although bicycling has rapidly expanded as a recreational activity in the community, it is also
an important means of transportation. For many people, it provides the only available form of
local transportation. The Bikeway Comprehensive Plan (summarized in Chapter 4 of this
Transportation Plan) provides guidance and prioritizes bicycle improvements throughout the
city.
Planning for and implementing a connected system of walkways and bikeways is a way to
promote community health, as recognized in the “Community Sustainability Element” of the
Comprehensive Plan currently being developed by the City.
B.Goal VII: Improve non-motorized transportation facilities and services.
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C.Objective 6: Sidewalks. Provide safe, efficient and attractive pedestrian facilities as an
essential element of the city circulation and recreation system. Safe walkways must be an
integral part of the City’s street and recreation plans to encourage and promote walking for
both transportation and recreational purposes.
Policy 6.1 Construct pedestrian facilities on all streets and highways;
interconnecting with other modes of transportation.
Policy 6.2 Design sidewalks for use by people at all mobility levels. Sidewalks and
curb cuts should meet the requirements of the ADA.
Policy 6.3 Construct sidewalks with durable materials.
Policy 6.4 Construct sidewalks in an ecologically friendly manner, encouraging the
use of pervious paving materials where feasible.
Policy 6.5 Locate sidewalk 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.
Policy 6.6 Place highest priority on provision of lighting on sidewalks and
crosswalks that regularly carry non-motorized traffic at night.
Policy 6.7 Locate sidewalks to facilitate community access to parks, schools,
neighborhoods, and shopping centers.
Policy 6.8 Locate sidewalks along transit routes to provide easy access to transit
stops.
Policy 6.9 Implement a curb ramp retrofit program to upgrade existing sub-standard
pedestrian ramps and curb cuts to meet the requirements of the ADA.
Policy 6.10 Maintain existing public sidewalks.
Policy 6.11 Place highest priority on pedestrian safety in areas frequented by
children, such as near schools, parks, and playgrounds. Provide
walkways in these areas at every opportunity.
Policy 6.12 Periodically review and update walkway construction priorities in the
Transportation Plan.
Policy 6.13 Design pedestrian improvements to include curbs, gutters and sidewalks,
in accordance with the Edmonds Streetscape Plan (City of Edmonds
2006), including the Street Tree Plan. Provide tree grates between the
curb and sidewalk, where appropriate, with adequate levels of
illumination and low water requirements. The landscape buffers must not
obstruct minimum sight distances.
Policy 6.14 Require sidewalk construction along street frontages to complete missing
links, increase pedestrian safety, and provide linkages to key
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destinations, as a condition of development approval in accordance with
ECDC 18.90 and Transportation Policies 7.1 through 7.4.
Policy 6.15 Conduct pedestrian safety studies at locations where regular pedestrian
crossings are observed along unstriped stretches of road. Install
crosswalks at locations where the study indicates they are warranted, and
where a minimum sight distance between pedestrians and drivers are
met.
Policy 6.16 Encourage the use of innovative crosswalk treatments, such as pedestrian
actuated flashing signals or pedestrian crossing flags.
Policy 6.17 Encourage collaboration between the Engineering and Parks departments
to develop a network of walkways throughout the city. This network
could include but not be limited to signed loop trails in neighborhoods,
park-to-park walkways, and theme-related walks.
Policy 6.18 Encourage separation of walkways from bikeways, where feasible.
Policy 6.19 Provide a complete sidewalk network in commercial areas, especially
downtown, as an element of public open space that supports pedestrian
and commercial activity.
Objective 7: Sidewalk Construction Policy. Require sidewalks to be constructed as a
condition of development, for those projects that increase the number of residential units, or
include commercial development or other uses that generate pedestrian acitivity.
Policy 7.1 The City Engineer will determine whether sidewalks are required as a
condition of approval for development projects. If they are required, the
developer shall construct sidewalks along the street(s) fronted by the
project, including new streets constructed as part of the development. If
one or a combination of the following criteria is applicable to a project,
sidewalks will be required as a condition of approval:
a. Sidewalks are required by ECDC 18.90.030;
b. Any sidewalks presently exist within 1,000 feet of the proposed
development project on the street(s) on which the project fronts;
c. The current Walkway Plan (chapter 4) indicates sidewalks/walkways
are proposed at the project location (see Figure 4.3);
d. The current Bikeway Plan (chapter 4) indicates a designated or
proposed designated bikeway at the project location (see Figure 4-6);
and/or
e. The project is located within 1,000 feet and on a street leading to
facilities such as parks, schools, churches, shopping/commercial
establishments, etc., which generate pedestrian traffic.
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Policy 7.2 Require sidewalks on both sides of the street inside the designated
Downtown Sidewalk Area (see Figure 3-9).
Policy 7.3 Sidewalks will not be required as a condition of approval if:
a. The City Engineer makes an affirmative determination that none of
the above criteria apply to the project, and that sidewalks are not
necessary and will not be necessary for the foreseeable future; and/or
b. The City Engineer, with the approval of the Planning Manager,
determines that, in accordance with ECDC 18.90.030.B, special
circumstances exist related to topography, insufficient right-of-way,
or other factors making construction of sidewalks economically
unfeasible or physically impossible.
Policy 7.4 When the City Engineer determines that sidewalks are required as a
condition of approval, payment-in-lieu of construction will be allowed
only if:
a. The City’s six-year Capital Improvement Program (CIP) includes a
specifically identified City project for sidewalks at the location of the
development project, and
b. The City Engineer determines that it will be in the best interest of the
City to construct sidewalks at the development project location as
part of and concurrently with the City’s identified capital project.
Objective 8: Bicycle Facilities. Provide safe and efficient bicycle facilities as an essential
element of the city circulation and recreation system. Safe bicycle facilities must be an
integral part of the City’s street and recreation plans to encourage and promote bicycling for
both transportation and recreational purposes.
Policy 8.1 Seek opportunities to improve safety for those who bicycle in the city.
Policy 8.2 Place highest priority for improvements to bicycle facilities near schools,
commercial districts, and transit facilities.
Policy 8.3 Provide connections to bicycle facilities in adjacent jurisdictions.
Policy 8.4 Provide bicycle lanes on arterial streets, where feasible, to encourage the
use of bicycles for transportation and recreation purposes.
Policy 8.5 Identify bicycle routes through signage.
Policy 8.6 Provide bicycle racks or bicycle lockers in commercial, school, multi-
family residences, and recreational areas.
Policy 8.7 Ensure that existing public bicycle facilities are maintained, and
upgraded when feasible.
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15.25.030 Public Transportation
A.General. The City is well served by public transportation providers including Community
Transit, Sound Transit, Amtrak, Washington State Ferries and the Edmonds School District.
Transportation options include bus, van, ferry, and rail.
Public transportation provides a range of benefits for our community:
Primary mobility for those who cannot drive, including many of our youth, seniors,
and citizens with disabilities
Mobility options for people who choose not to drive – either to avoid congestion,
save money, or support the environment
Preserves the quality of our environment by conserving energy, supporting better air
quality, and reducing congestion on our roadways
Community Transit is the primary public transit provider in Edmonds, offering local and
commuter bus services, specialized door-to-door transportation for persons with disabilities,
commuter vanpools, carpool matching, park-and-ride lots, transportation consulting for
employers, training programs for youth, seniors and persons with disabilities, and overall
customer assistance. Sound Transit (Commuter Rail Station) provides rail and bus service
between Everett, Seattle, and Tacoma. King County Metro does not provide local service
within the city, but connections are available between Community Transit and Metro routes
at the Aurora Village Transit Center.
Additionally, the Washington State Ferry system provides ferry service between Edmonds
and the City of Kingston on the Olympic Peninsula; and Amtrak provides intercity rail
service. The Edmonds School District provides bus service to schools. Additionally, some
school bus service is provided by Community Transit.
The location of the city along Puget Sound with the convergence of the state ferry terminal,
passenger rail service, a highway of statewide significance SR 104, bus service, and a
pedestrian and bicycle network, offers unique opportunities for coordinated service as the hub
of a public transportation network. The potential for multi-modal transportation facilities
should continue to be examined and evaluated.
B.Goal VIII: The public transportation system should provide alternatives for transportation
that enable all persons to have reasonable access to locations of employment, health care,
education, and community business and recreational facilities.
Goal IX: Enhance the movement of people, services and goods. Transportation system
improvements should encourage the use of travel alternatives to the single occupancy vehicle.
C.Objective 9: Operations. Enhance public transit options and operations to provide
alternatives to the automobile and as a means of reducing air pollution, conserving energy,
and relieving traffic congestion in accordance with the following policies:
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Policy 9.1 Work with transit providers to ensure that transit service within the city
is:
a. Convenient and flexible to meet community needs;
b. Dependable, affordable, and maintains regular schedules;
c. Provides adequate service during evening hours, weekends, and
holidays; and
d. Comfortable and safe for all users.
Policy 9.2 Work with transit providers to ensure that public transit is accessible
within reasonable distance of any address in the system area. A desirable
maximum distance is 0.25 mile.
Policy 9.3 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
commuting and activity patterns, and significant concentrations of
employment.
Policy 9.4 Design new development and redevelopment in activity centers to
provide pedestrian access to transit.
Policy 9.5 Works with transit providers to coordinate public transit with school
district transportation systems to provide transportation for school
children.
Policy 9.6 Integrate existing ferry terminal, urban design and feasibility studies into
the City planning process for the planned relocation of the ferry dock to
serve future transportation needs while maintaining the community’s
character.
Policy 9.7 Coordinate and link ferry, rail, bus, auto, and non-motorized travel to
form a multi-modal system providing access to regional transportation
systems while ensuring the quality, safety, and integrity of local
commercial districts and residential neighborhoods.
Policy 9.8 Develop a multi-modal transportation center along the
downtown/waterfront of the city that is the focal point for increasing the
capacity, interconnectivity, and efficiency of moving people and goods
along state and interstate highway routes, intercity passenger and
commuter railroad systems, public transit system, and local and regional
bikeways and bike routes.
Policy 9.9 Locate and design a multi-modal transportation center and terminal to
serve the city’s needs with the following elements:
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August 2009 2-13
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;
A 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;
A transit center that meets the local and regional transit system
requirements;
A linkage between stations/terminals that meets the operational and
safety requirements of each mode, including a link between the
multi-modal station terminal to the business/commerce center in
downtown Edmonds;
Safety features that include better separation between train traffic
and other modes of travel, particularly vehicle and passenger ferry
traffic as well as the general public; and
Overall facility design that minimizes the impact to the natural
environment, in particular the adjacent marshes.
Policy 9.10 Encourage joint public/private efforts to participate in transportation
demand management and traffic reduction strategies.
Policy 9.11 Work with other government agencies that cause additional
transportation impacts or costs to the City, so that the agencies mitigate
the impacts and/or defray the costs.
Policy 9.12 Explore future funding for a city-based circulator bus that provides local
shuttle service between neighborhoods (Firdale Village, Perrinville, Five
Corners, Westgate) and downtown.
Objective 10: Coordination. Coordinate with neighboring jurisdictions, state and regional
transportation agencies, Community Transit, Washington State Department of Transportation
(WSDOT), Washington State Ferries, and Amtrak in the development and location of
transportation facilities.
Policy 10.1 Participate in local and regional forums to coordinate strategies and
programs that further the goals of the Comprehensive Plan.
Policy 10.2 Work with neighboring jurisdictions and regional and state agencies to
coordinate transportation system improvements and assure that funding
requirements are met.
Policy 10.3 Encourage public transportation providers within the city to coordinate
services to ensure the most effective transportation system possible.
Policy 10.4 Coordinate with neighboring jurisdictions and regional and state agencies
to encourage their support of the City’s policies and planning processes.
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Policy 10.5 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.
Objective 11: Access. Provide safe and convenient pedestrian access to bus stops, and
inter-modal transfer locations, the rail station, and the ferry terminal.
Policy 11.1 Place priority on coordinating bus routes and bus stop sites in City plans
for street lighting improvements.
Policy 11.2 Place priority on corridors served by transit for sidewalk improvements,
especially in locations that connect neighborhoods, parks, schools and
businesses to bus stops. Sidewalks should also be a priority on
connecting roads within 0.25 mile of a transit corridor.
Policy 11.3 Include boarding pads at bus stop sites as part of sidewalk construction
projects, to allow for shelters.
Policy 11.4 Work with Community Transit to provide additional passenger shelters
and benches at bus stops sites within Edmonds.
Objective 12: Roadway Infrastructure. Provide a roadway network that supports the
provision of public transportation within the city.
Policy 12.1 Design Arterial and Collector roadways to accommodate buses and other
modes of public transportation (including the use of high occupancy
vehicle priority treatments, transit signal priority, queue bypass lanes,
boarding pads and shelter pads, and transit-only lanes where
appropriate).
Policy 12.2 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.
15.25.040 Streetscape
A.General. The City is a place with unique character and beauty. The street system has a
tremendous impact on the scenic quality of our community and should complement our
setting, while supporting our neighborhoods.
B.Goal X: Incorporate streetscape design in the development and redevelopment of city streets
to enhance the scenic beauty of, and help preserve, our neighborhoods. The Edmonds
Streetscape Plan (City of Edmonds 2006), including the Street Tree Plan, shall guide the
development of these design standards, which need to also recognize the unique
neighborhood characteristics.
C.Objective 13: Design Standards. Develop design standards that result in an attractive
street system consistent with the character of the city.
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August 2009 2-15
Policy 13.1 Crosswalks should be eight feet wide.
Policy 13.2 Streetlights should be the main light source for public streets, with the
following minimum standards:
a. The intersection of arterial and collector streets should have a
minimum of two standard street lights with additional street lights
placed at a maximum of 250-foot spacing between intersections;
b. The intersection of residential local streets should have at least one
standard street light;
c. Streetlights and poles should be of a high design quality, with
specifications guided by the Edmonds Streetscape Plan.
Policy 13.3 Street trees should be installed at 50-foot intervals or one per lot
whichever is greater. Plant materials should be specified by the City
Parks Department and maintained in conformance with City policies.
Care should be taken in both the selection and placement of landscaping
materials to protect existing scenic views and vistas.
15.25.050 Capital Facilities, Transportation
A.General. The following goals, objectives and policies address capital facility planning and
financing for projects contained in the transportation element of the Edmonds Comprehensive
Plan. These criteria will serve to guide agencies planning public capital facilities and services
in Edmonds.
B.Goal XI: Provide adequate transportation facilities concurrent with the impact of new
development.
Goal XII: Coordinate the City’s transportation element plans with state, county, and local
agencies.
Goal XIII: Maintain a six-year TIP as part of the capital facilities plan of the Comprehensive
Plan.
Goal XIV: Prepare and maintain a TIP that is financially feasible and financially constrained.
Goal XV: Ensure development pays a proportionate cost of transportation improvements
required to mitigate impacts associated with the development.
Goal XVI: Locate and design transportation facilities in keeping with the community
character, and to be compatible with surrounding land uses and the environment.
C.Objective 14: Inventory. Identify and define the transportation facilities in the city.
Policy 14.1 Maintain an inventory of existing transportation facilities owned or
operated by the City and State within Edmonds; include the locations and
capacities of such facilities and systems.
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Objective 15: Level of Service. Establish level of service (LOS) standards for City owned
transportation facilities in Edmonds and coordinate with the State on LOS standards for state
owned facilities.
Policy 15.1 The Highway Capacity Manual (Transportation Research Board, Special
Report 209) is the City’s recognized source for roadway LOS definition
and analysis techniques. The quality of traffic operation is graded into
one of six LOS designations, A through F, with LOS A representing the
free flow traffic operation and LOS F representing the worst levels of
traffic congestion.
Policy 15.2 Establish LOS standards which (1) measure the LOS preferred by city
residents, (2) that can be achieved and maintained for existing
development and growth anticipated in the land use plan, and (3) are
achievable with the TIP and Comprehensive Plan.
Policy 15.3 Minimum LOS standards are established as follows. LOS is measured at
intersections during a typical weekday PM peak hour, using analysis
methods outlined in the Highway Capacity Manual (Transportation
Research Board 2000). For intersections of roads with different
functional classifications, the standard for the higher classification shall
apply.
Facility Standard
City Streets Arterials: LOS D or better (except state routes);
Collectors: LOS C or better.
State Routes1 SR 99 north of SR 104; SR 524: LOS E or better.
1. State routes for which a standard are designated Highways of Regional Significance, and are subject to
City concurrency requirements. State routes designated as Highways of Statewide Significance (SR 104;
and SR 99 south of SR 104) are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance, the City identifies
existing or potential future deficiencies if LOS D is exceeded.
Policy 15.4 When a lower order roadway intersects with one of higher order, apply
the LOS standard for the higher order roadway (e.g., when a collector
and arterial street intersect, the LOS for the arterial street will apply).
Policy 15.5 Use LOS standards to (1) determine the need for transportation facilities,
and (2) test the adequacy of such facilities to serve proposed
development. In addition, use LOS standards for City-owned
transportation facilities to help develop the City’s annual budget and 6-
year transportation improvements program.
Policy 15.6 Reassess the TIP annually to ensure that transportation facilities needs,
financing, and levels of service are consistent with the City’s land use
plan. The annual update should be coordinated with the annual budget
process, and the annual amendment of the Comprehensive Plan.
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Policy 15.7 Work toward development of a multi-modal LOS standard that considers
transit and non-motorized operations as well as automobile operations.
Objective 16: Transportation System Efficiency. Implement a variety of strategies that
respond to the demands of growth on transportation facilities while maximizing the efficiency
of the existing infrastructure.
Policy 16.1 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 funded with
mitigation fees, and provided at the time of or within six years of
development.
Policy 16.2 Maximize efficiencies of existing transportation facilities, using
techniques such as:
Transportation Demand Management
Encouraging development to use existing facilities
Other methods of improved efficiency.
Policy 16.3 Provide additional transportation facility capacity when existing facilities
are used to their maximum level of efficiency consistent with adopted
LOS standards.
Policy 16.4 Encourage development where adequate transportation facilities and
services exist or can be provided in an efficient manner. Prioritize
location of large trip generators (e.g. community centers, recreation
facilities, shopping, entertainment, public facilities, etc.) within 0.25 mile
of Transit Emphasis Corridors as identified in Community Transit’s Six
Year Transit Development Plan and Long Range Transit Plan.
Policy 16.5 Work with Community Transit to encourage ridesharing at employment
centers.
Objective 17: Coordination. Coordinate transportation planning and programming with
state, regional, county, and local agencies
Policy 17.1 Coordinate with non-City providers of transportation facilities and
services on a joint program for maintaining adopted LOS standards,
funding, and construction of capital improvements. Work in partnership
with non-City transportation facility providers to prepare functional plans
consistent with the City Comprehensive Plan.
Policy 17.2 Regularly coordinate with WSDOT, Washington State Ferries,
Community Transit, King County Metro, Snohomish County, the Town
of Woodway, and the Cities of Mountlake Terrace, Lynnwood,
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Shoreline, and Mukilteo, to ensure levels of service for transportation
facilities are compatible.
Objective 18: Financing. Establish mechanisms to ensure that required transportation
facilities are financially feasible.
Policy 18.1 Base the financing plan for transportation facilities on estimates of
current local revenues and external revenues that are reasonably
anticipated to be received by the City.
Policy 18.2 Finance the six-year TIP within the City's financial capacity to achieve a
balance between available revenue and expenditures related to
transportation facilities. If projected funding is inadequate to finance
needed transportation facilities, based on adopted 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
Adopt new sources of revenue
Policy 18.3 Encourage Neighborhood planning to afford neighborhoods the
opportunity to form Local Improvement Districts (LIDs) to develop
locally based improvements that exceed City standards (e.g. for parking,
median strips, landscaping, traffic calming, walkways or other locally-
determined projects).
Policy 18.4 Seek to balance funding to support multimodal solutions to
transportation needs.
Objective 19: Revenue. Establish mechanisms to ensure that required transportation
facilities are fully funded.
Policy 19.1 Match revenue sources to transportation improvements on the basis of
sound fiscal policies.
Policy 19.2 Revise the TIP in the event that revenue sources for transportation
improvements, which require voter approval in a local referendum, are
not approved.
Policy 19.3 Ensure that ongoing operating and maintenance costs associated with a
transportation facility are financially feasible prior to constructing the
facility.
Objective 20: Concurrency. Ensure existing and future development pays for the costs of
needed transportation improvements.
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August 2009 2-19
Policy 20.1 Ensure that existing development pays for transportation improvements
that reduce or eliminate existing deficiencies, and pays for some or all of
the cost to replace obsolete or worn out facilities. Existing development
may also pay a portion of the cost of transportation improvements
needed by future development. Existing development's payments may
take the form of user fees, charges for services, special assessments, and
taxes.
Policy 20.2 Ensure that future development pays a proportionate share of the cost to
mitigate impacts associated with new facilities. Future development may
also pay a portion of the cost to replace obsolete or worn-out facilities.
Future development's payments may take the form of voluntary
contributions for the benefit of any transportation facility, impact fees,
mitigation payments, capacity fees, dedications of land, provision of
transportation facilities, and future payments of users fees, charges for
services, special assessments, and taxes.
Objective 21: Partnerships. Seek to mitigate disproportionate financial burdens to the
City due to the location of essential transportation facilities.
Policy 21.1 Through joint planning or inter-local agreements, the City should seek to
mitigate disproportionate financial burdens that result from the location
of essential transportation facilities.
Policy 21.2 Seek amenities or incentives for neighborhoods in which the facilities are
located, to compensate for adverse impacts.
15.25.060 Traffic Calming
A.General. Speeding is the single most received complaint regarding traffic. Locations include
arterials, local access and commercial access streets, and in residential neighborhoods.
Citizens have expressed concern about the safety of children walking along roadways or
playing near the street, vehicles entering streets from driveways or at intersections, and cut-
through traffic. The City should establish a systematic and consistent way of responding to
requests for action, while respecting the City’s limited finances and staff resources. The City
must also remain cognizant of the transportation system’s need to carry vehicles efficiently
and effectively.
B.Goal XVII: Respond to citizen requests concerning traffic speed and pass through traffic in a
consistent, systematic and responsive manner, while maintaining the basic function of the
Edmonds street system.
C.Objective 22: Traffic Calming. Maintain a response system to citizen requests concerning
traffic calming procedures by implementing the Traffic Calming program described in this
Transportation Plan (see Appendix B).
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Policy 22.1 Use a formal written procedure for traffic calming requests, and an
acknowledgement procedure for receipt of request.
Policy 22.2 Use field investigation procedures that include short-term solutions.
Policy 22.3 Use neighborhood speed watch program.
Policy 22.4 Publicize the formal procedure for traffic calming requests (Policy 22.1)
and neighborhood speed watch program (Policy 22.3).
Policy 22.5 Use permanent traffic calming request procedures and evaluation
procedures.
Policy 22.6 Use permanent traffic calming design criteria.
Policy 22.7 Use a permanent traffic calming authorization procedure.
Policy 22.8 Use a permanent traffic calming implementation procedure.
Policy 22.9 Traffic calming measures should be located and designed so as not to
interfere with bus operation, travel speed, or on-time performance.
15.25.070 Air Quality and Climate Change
A.General. The Washington State Clean Air Conformity Act establishes guidelines and
directives for implementing the Federal Clean Air Act Amendments. The Washington
Administrative Code requires local transportation plans to include policies that promote the
reduction of criteria pollutants that exceed national ambient air quality standards.
Environmental quality is recognized as a critical part of what people often describe as the
“character” of Edmonds. In the “Community Sustainability Element” of the Comprehensive
Plan, the City recognizes that global climate change brings significant risks to the
community, and that appropriate transportation policies are required.
B.Goal XVIII: Comply with Federal and State air quality requirements.
Goal XIX: Promote transportation options such as bicycle trails, commute trip reduction
programs, incentives for car pooling and public transit, in an effort to meet or exceed Kyoto
protocol targets for reducing global warming pollution.
C.Objective 22: Air Quality. Participate in efforts by Puget Sound agencies to improve air
quality as it is affected by the movement of people and goods through and around the city.
Policy 23.1 Strive to conform to the Federal and State Clean Air Acts by working to
help implement the Metropolitan Transportation Plan of the PSRC and
by following the requirements of Chapter 173-420 of the WAC.
Policy 23.2 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.
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August 2009 3-1
Chapter 3. Street System
This chapter provides an inventory of the existing street system, assessment of existing and
projected future roadway operations, safety assessment, design standards for different street
types, and recommended projects and programs to address safety and mobility needs.
Roadway Functional Classification
Existing Classifications
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:
Traveler accesses roadway system from origin (access),
Traveler travels through roadway system (mobility), and
Traveler accesses destination from roadway system (access).
The different types of roads that serve these functions are classified as follows.
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 (I-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.
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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.
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 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. Although the dominant function of minor arterials is the
movement of through-traffic, they also 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 sometimes have separate bicycle facilities, so that
non-motorized traffic is separated from vehicular traffic.
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 uses of the land. Typically, right-of-way
and paving widths are narrower for collectors than arterials. They may only be two lanes
wide and are quite 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.
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. Culs-de-sac
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.
Figure 3-1 illustrates the basic tradeoffs that occur between mobility and access among the
different functional classifications of roadways. 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). Figure 3-2 shows the existing road functional
classifications for city streets.
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August 2009
Figure 3-1. Access and Mobility Characteristics of Road Functional Classifications
FREEWAY
COLLECTOR
CULDESAC
LOCAL
MINOR ARTERIAL
PRINCIPAL ARTERIAL
LAND
ACCESS
MOBILITY
Road
Functional
Classification
Increasing access to land uses
In
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Complete
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Source: Federal Highway Administration 1989
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Main St
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524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-2. Existing Federal Functional Classifications
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Principal Arterial
Minor Arterial
Collector
Local Street
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Table 3-1 summarizes the total miles of roadway located within the city by existing functional
classification. The table compares the miles of roadway to Federal Highway Administration
(FHWA) guidelines (FHWA 1989). The table shows that miles of minor arterial are slightly
lower than FHWA guidelines, and miles of all other classifications are within guidelines. The
total miles of principal and minor arterial are within guidelines for total amount of arterial.
Table 3-1. Miles of Roadway by Existing Federal Functional Classification
Functional
Classification
Miles of Roadway in
Edmonds
Proportion of Total
Roadway
Typical Proportion based on
FHWA Guidelines1
Principal Arterial 12 7.6% 5% – 10%
Minor Arterial 12 7.6% 10% – 15%
Collector 14 9.0% 5% – 10%
Local Access 119 75.8% 65% – 80%
Total 157
1. Source: Federal Highway Administration 1989.
Evaluation of Road Functional Classifications
Over time, changes in traffic volumes and shifts in land use and traffic patterns may cause the
function of a road to change. Thus, it is important to periodically review the functions city roads
serve, and evaluate whether any changes in classification are warranted. The following guidelines
are used for evaluating the classifications.
1.Average Daily Traffic (ADT) – Roadways with higher functional classifications typically
carry higher traffic volumes. On high volume roadways, the demand for traffic mobility is
more likely to outweigh the need for access to abutting land. Conversely, where volumes are
lower the access function of the street will generally be more important than mobility for
traffic. Traffic volumes alone do not provide the basis for classification, but are used in
conjunction with the other criteria listed below. However, the following ranges are used as
guidelines:
- Minor Arterial Street: 3,000 to 15,000 ADT
- Collector Street: 1,000 to 5,000 ADT
2.Non-motorized use – The accommodation of non-automobile modes, including walking,
bicycling, and transit use is another important measure of a road’s function. Roads with
higher classifications tend to serve more modes of travel. The more travel modes that a street
accommodates, the greater the number of people that street serves, and the more important
that street is to the movement of people, goods, and services throughout the city.
3.Street length – A street that is longer in length tends to function at a higher classification.
This is due to the fact that longer (continuous) streets allow travelers to move between distant
attractions with a limited number of turns, stops, and other distractions that discourage them
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from using streets of lower classification. Longer streets generally supply a higher level of
mobility, compared to other streets that provide more access.
4.Street spacing – Streets of higher classification usually have greater traffic carrying
capacity and fewer impediments to travel. Fewer facilities are needed to serve the traffic
mobility demands of the community due to their efficiency in moving traffic. This typically
means that fewer streets of higher classification are needed, so there will be greater distances
between them. The farther the distance of a street from a higher classification street, the more
likely it is that the street will function at a similar classification. A greater number of streets
of lower classification are needed to provide access to abutting land. Therefore, they must be
spaced more closely and there must be many more of them. It is considered most desirable to
have a network of multiple lower classification streets feeding into progressively fewer
higher classified streets. Based on these guidelines, typical spacing for the different
classifications of roadways are as follows:
- Principal Arterials: 1.0 mile
- Minor Arterials: 0.3 to 0.7 mile
- Collectors: 0.25 to 0.5 mile
- Local Access: 0.1 mile
5.Street connectivity – Streets that provide easy connections to other roads of higher
classification are likely to function at a similar classification. This can be attributed to the
ease of movement perceived by travelers who desire to make that connection. For example,
state highways are generally interconnected with one another, to provide a continuous
network of high order roadways that can be used to travel into and through urban areas.
Urban arterials provide a similar interconnected network at the citywide level. By contrast,
collectors often connect local access streets with one or two higher-level arterial streets, thus
helping provide connectivity at the neighborhood scale rather than a citywide level. Local
streets also provide a high degree of connectivity as a necessary component of property
access. However, the street lengths, traffic control, and/or street geometry are usually
designed so that anyone but local travelers would consider the route inconvenient.
The Federal-Aid Highway Act of 1973 requires the use of functional highway classification to
update and modify the Federal-aid highway systems. Thus, the FHWA and WSDOT have
adopted a federal functional classification system for city roadways. Allocation of funds, as well
as application of local agency design standards, is based on the federal classification. Federal
funds may only be spent on federally classified routes.
Based upon the guidelines provided above, the following changes to functional classifications are
recommended:
Apply for the following federal functional classification upgrade from collector to minor
arterial for the following two road segments:
- 220th Street, 9th Avenue S – SR 99
Packet Page 176 of 407
Street System
August 2009 3-7
- 76th Avenue W, 244th Street SW – 212th Street SW
Apply for the following federal functional classification upgrade from local access to
collector for the following six road segments:
- Dayton Street, 5th Avenue S – 9th Avenue S
- 200th Street SW, 88th Avenue W – 76th Avenue W
- 7th Avenue N, Main Street – Caspers Street
- 80th Avenue W / 180th Street SW, 200th Street – Olympic View Drive
- 80th Avenue W, 212th Street SW – 220th Street SW
- 96th Avenue W, 220th Street SW – Walnut Street
Apply for the following federal functional classification downgrade from collector to local
access for the following road segment:
- Admiral Way, south of W Dayton Street
Table 3-2 summarizes existing and recommended functional classifications for city streets.
Table 3-2. Summary of Existing and Recommended Federal Functional
Classifications
Road Location Existing Recommended
No Recommended Changes
SR 104 (Main Street, Sunset Avenue,
Edmonds Way, 244th Street SW)
Edmonds-Kingston Ferry Dock – East City
Limits
Principal Arterial ---
244th Street SW SR 99 – SR 104 Principal Arterial ---
SR 99 244th Street SW – 208th Street SW Principal Arterial ---
SR 524 (3rd Avenue N, Caspers
Street, 9th Avenue N, Puget Drive,
196th Street SW)
Main Street – 76th Avenue W Principal Arterial ---
3rd Avenue S Pine Street – Main Street Principal Arterial ---
Pine Street Sunset Avenue – 3rd Avenue S Principal Arterial ---
Main Street Sunset Avenue – 84th Avenue W Minor Arterial ---
Olympic View Drive 76th Avenue W – 168th Street SW Minor Arterial ---
212th Street SW 84th Avenue W – SR 99 Minor Arterial ---
220th Street SW SR 99 – East City Limits Minor Arterial ---
228th Street SW 95th Place W – East City Limits Minor Arterial ---
228th Street SW SR 99 – East City Limits Minor Arterial ---
238th Street SW Edmonds Way – SR 99 Minor Arterial ---
244th Street SW Firdale Avenue – SR 99 Minor Arterial ---
5th Avenue S Edmonds Way – Main Street Minor Arterial ---
100th Avenue W, Firdale Avenue, 9th
Avenue S, 9th Avenue N
244th Street SW – Caspers Street Minor Arterial ---
76th Avenue W 212th Street SW – Olympic View Drive Minor Arterial ---
Meadowdale Beach Road 76th Avenue W – Olympic View Drive Collector ---
Packet Page 177 of 407
Comprehensive Transportation Plan
City of Edmonds 3-8
Road Location Existing Recommended
Olympic View Drive Puget Drive – 76th Avenue W Collector ---
Walnut Street, Bowdoin Way 9th Avenue S – 84th Avenue W Collector ---
W Dayton Street, Dayton Street Admiral Way - 5th Avenue S Collector ---
208th Street SW 76th Avenue W – SR 99 Collector ---
76th Avenue W, 95th Place W Olympic View Drive – North City Limits Collector ---
Olympic Avenue Puget Drive – Olympic View Drive Collector ---
Maplewood Drive, 200th Street SW Main Street – 88th Avenue W Collector ---
84th Avenue W 212th Street SW – 240th Street SW Collector ---
88th Avenue W 200th Street SW - Olympic View Drive Collector ---
95th Place W Edmonds Way – 220th Street SW Collector ---
226th Street SW 108th Avenue W – Edmonds Way Collector ---
3rd Avenue S Elm Street – Pine Street Collector ---
Recommended Higher Classification
220th Street SW 9th Avenue S – SR 99 Collector Minor Arterial
76th Avenue W 244th Street SW – 212th Street SW Collector Minor Arterial
Dayton Street 5th Avenue S – 9th Avenue S Local Street Collector
200th Street SW 88th Avenue W – 76th Avenue W Local Street Collector
7th Avenue N Main Street – Caspers Street Local Street Collector
80th Avenue W, 180th Street SW 200th Street SW – Olympic View Drive Local Street Collector
80th Avenue W 212th Street SW and 220th Street SW Local Street Collector
96th Avenue W 220th Street SW – Walnut Street Local Street Collector
Recommend Lower Classification
Admiral Way South of W Dayton Street Collector Local Street
Table 3-3 summarizes the miles of roadway by recommended classification. The table shows that
under the recommended classifications, the total proportion of minor arterial would increase
slightly, and the proportion of local access street would decrease slightly, compared to existing
conditions. Figure 3-3 shows the recommended roadway functional classifications.
Table 3-3. Miles of Roadway by Recommended Federal Functional Classification
Functional
Classification
Miles of Roadway in
Edmonds
Proportion of Total
Roadway
Typical Proportion based on
FHWA Guidelines1
Principal Arterial 12 7.6% 5% – 10%
Minor Arterial 15 9.6% 10% – 15%
Collector 15 9.6% 5% – 10%
Local Access 115 73.2% 65% – 80%
Total 157
1. Source: Federal Highway Administration 1989.
Packet Page 178 of 407
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99
524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-3. Recommended Road Functional Classifications
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Principal Arterial
Minor Arterial
Collector
Local Street
Packet Page 179 of 407
Comprehensive Transportation Plan
City of Edmonds 3-10
Street System Inventory
State Highways
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 I-5.
SR 524 (Puget Drive/196th Street SW) runs east-west connecting SR 104 to SR 99, I-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.
In 1998, the Washington State Legislature passed Highways of Statewide Significance legislation
(RCW 47.06.140). Highways of Statewide Significance promote and maintain significant
statewide travel and economic linkages. The legislation emphasizes that these significant facilities
should be planned from a statewide perspective, and thus they are not subject to local
concurrency standards. (WSDOT 2007)
In Edmonds, SR 104 between the Edmonds-Kingston Ferry Dock and I-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. (Washington State Transportation Commission 2006)
City Streets
The city street system is comprised of a grid of principal arterials, minor arterials, collectors, and
local streets. Table 3-4 summarizes the city roadways currently classified as principal arterial,
minor arterial, or collector. The table shows the existing functional classification, speed limit,
number of lanes, and walkway/bikeway characteristics for each of the roadways.
Table 3-4. Inventory of City Streets
Existing City
Classification Street1 Location
Speed
Limit
(mph)
Number
of
Lanes Sidewalk Bikeway
Principal Arterial Edmonds Way Pine Street – 244th
Street SW
35 – 40 4 – 5 2 sides None
SR 99 244th Street SW – 212th
Street SW
45 7 2 sides None
Sunset Avenue Pine Street – Dayton
Street
40 4 – 5 2 sides None
Packet Page 180 of 407
Street System
August 2009 3-11
Existing City
Classification Street1 Location
Speed
Limit
(mph)
Number
of
Lanes Sidewalk Bikeway
Sunset Avenue Dayton Street – Main
Street
25 3 2 sides None
Main Street Sunset Avenue – Ferry
Terminal
25 4 – 5 2 sides None
244th Street SW SR 99 – East City Limits 40 4 2 sides None
Minor Arterial Caspers Street 3rd Avenue N – 9th
Avenue N
30 2 – 3 2 sides 2 None
Firdale Avenue 244th Street SW – 238th
Street SW
35 2 2 sides None
Main Street Sunset Avenue – 84th
Avenue W
25 – 30 2 2 sides Bike route
Olympic View Drive 76th Avenue W – 168th
Street SW
30 2-3 2 sides 2 None
Puget Drive/196th Street SW 9th Avenue N – 76th
Avenue W
30 – 35 2 – 4 2 sides
mostly 2
None
3rd Avenue N Main Street – Caspers
Street
25 – 30 2 2 sides None
5th Avenue S Edmonds Way – Main
Street
25 2 2 sides None
9th Avenue 220th Street SW –
Caspers Street
25 – 30 2 2 sides Bike route
9th Avenue N Caspers Street – Puget
Drive
30 3 2 sides 2 None
76th Avenue W 244th Street SW – SR 99 30 2 2 sides None
76th Avenue W SR 99 – 212th Street SW 30 2 – 4 2 sides None
76th Avenue W 212th Street SW –
Olympic View Drive
30 2 2 sides None
100th Avenue W South City Limits – 238th
Street SW
35 2 2 sides None
100th Avenue W 238th Street SW –
Edmonds Way
30 – 35 4 2 sides None
100th Avenue W Edmonds Way – 220th
Street SW
30 2 – 4 2 sides Bike route
212th Street SW 84th Avenue W – 76th
Avenue W
30 2 – 3 2 sides Bike route
212th Street SW 76th Avenue W – SR 99 30 4 2 sides None
220th Street SW 9th Avenue S – 84th
Avenue W
30 2 2 sides Bike lanes
220th Street SW 84th Avenue W – SR 99 30 2 – 3 2 sides None
228th Street SW SR 99 – East City Limits 25 2 2 sides None
Packet Page 181 of 407
Comprehensive Transportation Plan
City of Edmonds 3-12
Existing City
Classification Street1 Location
Speed
Limit
(mph)
Number
of
Lanes Sidewalk Bikeway
238th Street SW Edmonds Way – SR 99 30 2 2 sides
partially
None
244th Street SW Firdale Avenue – SR 99 35 2 2 sides None
Collector Dayton Street Admiral Way – 9th
Avenue S
25 2 2 sides Bike route
Maplewood Drive Main Street – 200th
Street SW
25 2 None None
Meadowdale Beach Road 76th Avenue W –
Olympic View Drive
25 2 None None
Olympic View Drive Puget Drive – 76th
Avenue W
25 2 1 side None
Walnut Street, Bowdoin Way 9th Avenue S – 84th
Avenue W
25 – 30 2 2 sides Bike route
3rd Avenue S Edmonds Way – Main
Street
25 2 2 sides
mostly
Bike route
7th Avenue N Main Street – Caspers
Street
25 2 2 sides
mostly
None
76th Avenue W, 75th Place
W
Olympic View Drive –
North City Limits
25 – 30 2 1 side 2 None
80th Avenue W 212th Street SW – 220th
Street SW
25 2 1 side None
84th Avenue W 238th Street SW – 212th
Street SW
25 2 Very short 2
sides
None
88th Avenue W 200th Street SW -
Olympic View Drive
25 2 1 side None
95th Place W Edmonds Way – 220th
Street SW
25 2 1 side None
96th Avenue W 220th Street SW –
Walnut Street
25 2 None None
200th Street SW Maplewood Drive – 76th
Avenue W
25 2 1 side None
208th Street SW 76th Avenue W – East
City Limits
30 2 None Bike lane
228th Street SW 95th Place W – SR 99 25 2 Very short 2
sides
None
1. All other city streets not listed in this table are local access streets.
2. Under construction as of summer 2009.
Speed Limits
Figure 3-4 shows speed limits on collectors and arterials in Edmonds. The speed limits range
from 25 miles per hour (mph) to 45 mph. The speed limit on local access streets is 25 mph.
Packet Page 182 of 407
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524
99
104
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-4. Speed Limits on City Streets
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Speed Limits on Collectors and Arterials
25 mph
30 mph
35 mph
40 mph
45 mph
Note: Local streets have speed limit of 25 mph.
Packet Page 183 of 407
Comprehensive Transportation Plan
City of Edmonds 3-14
Traffic Control
Traffic signals and stop signs are used to provide traffic controls at intersections with high traffic
volume. These devices aid in control of traffic flow. In addition, these devices help to minimize
accidents at intersections. Figure 3-5 shows the city intersections controlled by traffic signals and
those controlled by all-way stop signs. There are 29 signalized intersections, two emergency
signals, and 43 all-way stop controlled intersections in the city. Intersections located on
Highways of Statewide Significance are maintained by WSDOT while others are maintained by
the City.
Packet Page 184 of 407
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-5. Existing Traffic Control Devices
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Traffic Signal
All-Way Stop
Emergency Signal
Packet Page 185 of 407
Comprehensive Transportation Plan
City of Edmonds 3-16
Traffic Calming Devices
Traffic calming devices are physical devices installed on neighborhood residential streets, to
discourage speeding, reduce cut-through traffic, and/or improve safety. Traffic calming devices
are currently in place at many locations throughout Edmonds. These measures have been installed
as part of capital improvement projects, as opportunities were presented, and occasionally in
response to citizen requests.
The following types of traffic calming devices are currently present within the city:
Bulb-outs – curb extensions that are used to narrow the roadway either at an intersection or
at mid- block along a street corridor. Their primary purpose is to make intersections more
pedestrian friendly by shortening the roadway crossing distance and drawing attention to
pedestrians via raised peninsula. Additionally, a bulb-out often tightens the curb radius at the
corner, which reduces the speeds of turning vehicles.
Chicane – series of curb extensions that alternate from one side of the street to the other,
which narrows the roadway and requires drivers to slow down to travel through the chicane.
Typically, a series of at least three curb extensions is used.
Partial closure – involves closing down one lane of a two-lane roadway along with a “Do
Not Enter” or “One Way” sign, in order to reduce cut-through traffic.
Raised pavement markers – 4-inch diameter raised buttons placed in design sequence
across a road, causing a vehicle to vibrate and alert the motorist to an upcoming situation.
Raised pavement markers may be used in conjunction with curves, crosswalks, pavement
legends and speed limit signs. They are most effective when used to alert motorists to unusual
conditions ahead, and are most commonly used on approaches to stop signs, often in
situations where the visibility of a stop sign is limited.
Speed hump – rounded raised area placed across the roadway, which is approximately 3 to
4 inches high and 12 to 22 feet long. This treatment is used to slow vehicles by forcing them
to decelerate in order to pass over them comfortably. The design speeds for speed humps are
20 to 25 mph.
Traffic circle – raised island placed in the center of an intersection which forces traffic into
circular maneuvers. Motorists yield to vehicles already in the intersection and only need to
consider traffic approaching in one direction. Traffic circles prevent drivers from speeding
through intersections by impeding straight-through movement.
Table 3-5 summarizes traffic calming devices located throughout the city. Figure 3-6 shows the
locations of these traffic calming devices.
Packet Page 186 of 407
Street System
August 2009 3-17
Table 3-5. Inventory of Existing Traffic Calming Devices
Location Traffic Calming Device
Dayton Street, between 2nd Avenue S and 7th Avenue S Bulb-Out
Main Street, between 2nd Avenue and 5th Avenue Bulb-Out
Main Street, between 6th Avenue and 8th Avenue Raised Pavement Markers
5th Avenue S, between Main Street and Walnut Street Bulb-Out
238th Street SW, between SR 99 and 78th Avenue W Chicane; Speed Hump
240th Street SW, between SR 99 and 78th Avenue W Chicane; Speed Hump
Caspers Street and 2nd Avenue N Partial Closure (one-way outlet)
76th Avenue W, approaching 216th Street SW Raised Pavement Markers
City Park Access Roads Speed Hump
7th Avenue S, between Birch Street and Elm Street Speed Hump
78th Avenue W, between 238th Street SW and 236th Street SW Speed Hump
166th Place SW, between 74th Place W and 72nd Avenue W Speed Hump
191st Street SW, between 80th Avenue W and 76th Avenue W Speed Hump
215th Street SW, between 76th Avenue W and 73rd Place W Speed Hump
238th Place SW, between 78th Avenue W and 76th Avenue W Speed Hump
Dayton Street and 8th Avenue S Traffic Circle
Main Street and 5th Avenue Traffic Circle
Parking
On-street parking is available throughout most of the city. Parking is accommodated on the street
and in private parking lots associated with existing development. Public parking is provided
throughout the city at no charge to drivers. In the downtown area, parking is limited to three
hours along most of the downtown streets, with certain stalls designated for handicapped parking,
one-hour parking, and loading/unloading.
The City has established an employee permit parking program to provide more parking to the
general public in high demand parking areas by encouraging Edmonds' business owners and
employees to park in lower demand parking areas. The permit authorizes permit employees to
park for more than three hours in three-hour parking areas if the parking is part of a commute to
work.
A three-hour public parking lot is provided at the Edmonds Police Department/Fire Department.
Supply is currently adequate to accommodate parking demand. The City will continue to monitor
parking demand and supply and make adjustments as needed. Figure 3-7 shows the downtown
streets on which three hour parking, one hour parking, and handicapped parking are located.
Packet Page 187 of 407
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-6. Existing Traffic Calming Devices
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Bulb-Out
Chicane
One-Way Outlet
Traffic Circle
Speed Hump
Raised Pavement Markers
Packet Page 188 of 407
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-7. Downtown Parking
0 500 1,000
Feet
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
15-Minute/5-Minute
Loading/Unloading Parking
Handicapped Parking
1-Hour On-Street Parking
3-Hour On-Street Parking
Employee Permit Parking
Public Parking Lot
Packet Page 189 of 407
Comprehensive Transportation Plan
City of Edmonds 3-20
Street Standards
The City has adopted street design standards for residential, business and commercial access
roads, and follows established design guidelines for other streets. The Goals and Objectives of the
Transportation Plan relate street design to the desires of the local community, and advise that
design be at a scale commensurate with the function that the street serves. Guidelines are
therefore important to provide designers with essential elements of street design as desired by the
community. Essential functions of streets in Edmonds include vehicle mobility, pedestrian access,
bicycle access and aesthetics.
Street design guidelines for the City are based on the State of Washington Local Agency
Guidelines for roadway design (WSDOT 2008) and ECDC Title 18. These guidelines specify that
lane widths should be 11 to 12 feet depending on the location of curbs and percentage of truck
traffic. Left-turn lanes increase capacity, reduce vehicular accidents, and improve access to
adjacent property. Bicycle lanes should be provided along major traffic corridors, and when
striped, should be a minimum of 5 feet in width. Sidewalk widths should be a minimum of 5 feet
in low pedestrian volume areas, and a minimum of 7 feet in high pedestrian volume areas.
Landscaped medians are especially important to soften wide expanses of pavement, to provide a
haven for crossing pedestrians, and to provide aesthetic treatment to streets.
The adoption of design guidelines is advantageous over the adoption of standards in that it allows
a needed flexibility in design that may not be permitted by strict standards. Often when designing
streets obstacles are encountered that require modification in design approach. Impediments
might include topographic features that make road construction difficult or very expensive;
inadequate available right-of-way to allow for all desired features; or environmentally sensitive
areas that require modification to avoid adverse impacts. Additionally, funding or grant sources
may require specific features or dimensions.
Table 3-6 summarizes typical guidelines applied to the design of different types of roads in
Edmonds. Figure 3-8 illustrates typical cross sections for each functional classification of road.
Figure 3-9 illustrates the downtown area which sidewalks are required on both sides of the street.
Packet Page 190 of 407
Street System
August 2009 3-21
Table 3-6. Typical Roadway Cross Sections
I tem Principal Arterial Minor Arterial Collector Local Street
Access Control Controlled Partial Partial Partial
Posted Speed (mph) 35 – 50 30 – 35 25 – 30 15 – 25
Number of Lanes 4 – 7 2 – 4 2 – 3 2
Lane Width Interior (feet) 11 11 11 8 – 111
Lane Width Exterior (feet) 12 12 12 N/A
Minimum right of way (feet) 60 60 55 33
Curb and Gutter Yes, vertical Yes, vertical Yes, vertical Yes, vertical
Sidewalk Width (feet) 5 – 7 5 – 7 5 – 7 5 – 7
Right-of-Way Width (feet) 60 – 100 60 min. 60 min. 20 min.
Parking Lane None 8-foot lanes, when
required
8-foot lanes, when
required
8-foot lanes, when
required
Pavement Type By design By design By design By design
Design Vehicle City Bus City Bus City Bus City Bus
Bike Lane 5-foot lanes, when
required
5-foot lanes, when
required
5-foot lanes, when
required
5-foot lanes, when
required
Landscaping Strip2 5 3 As required As required
Drainage By design By design By design By design
1. Local roads that are 16-feet wide are not striped as two lanes.
2. Can be fully planted strip or full-width sidewalks with tree grates.
Packet Page 191 of 407
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-8. Typical Roadway Cross Sections
Typical cross sections may be modified to include low impact development design features.
5’–7’
5’–7’
5’–7’
5’–7’
5’–7’
right-of-way
right-of-way
right-of-way
right-of-way
Packet Page 192 of 407
Pine St
SR 524
Main St
5t
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Fir St
Walnut St
Alder St
Daley St
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Maple St
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Holly Dr
Hindley Ln
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Laurel St
Dayton St W
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Sprague St
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Hemlock St
Brookmere Dr
Melody Ln
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Homeland Dr
Vista Pl
Access Rd
Wh itcomb Pl
Seamont Ln
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Giltner Ln
Fir Pl
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Elm Pl
Fir Pl
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-9. Downtown Sidewalk Area
05001,000
Feet
Source: City of Edmonds (2008)
Downtown Sidewalk Area-
City Boundary
Railroad
Water Feature
Sidewalks required on
both sides of street as part
of new development
Packet Page 193 of 407
Comprehensive Transportation Plan
City of Edmonds 3-24
Road Conditions
Existing Operating Conditions
Traffic volumes
Daily traffic counts and PM peak hour traffic counts were taken at numerous locations throughout
the city in April 2008. The analysis of existing operating conditions on city roadways is based on
this data.
Level of Service
LOS is the primary measurement used to determine the operating quality of a roadway segment
or intersection. The quality of traffic conditions is graded into one of six LOS designations: A, B,
C, D, E, or F. Table 3-7 presents typical characteristics of the different LOS designations. LOS A
and B represent the fewest traffic slow-downs, and LOS C and D represent intermediate traffic
congestion. LOS E indicates that traffic conditions are at or approaching urban congestion; and
LOS F indicates that traffic volumes are at a high level of congestion and unstable traffic flow.
Table 3-7. Typical Roadway Level of Service Characteristics
Level of Service Characteristic Traffic Flow
A
Free flow – Describes a condition of free flow with low volumes and high
speeds. Freedom to select desired speeds and to maneuver within the
traffic stream is extremely high. Stopped delay at intersections is minimal.
B
Stable flow – Represents reasonable unimpeded traffic flow operations at
average travel speeds. The ability to maneuver within the traffic stream is
only slightly restricted and stopped delays are not bothersome. Drivers are
not generally subjected to appreciable tensions.
C
Stable flow – In the range of stable flow, but speeds and maneuverability
are more closely controlled by the higher volumes. The selection of speed is
now significantly affected by interactions with others in the traffic stream,
and maneuvering within the traffic stream required substantial vigilance on
the part of the user. The general level of comfort and convenience declines
noticeably at this level.
D
Stable flow – Represents high-density, but stable flow. Speed and freedom
to maneuver are severely restricted, and the driver or pedestrian
experiences a generally poor level of comfort and convenience- Small
increases in traffic flow will generally cause operational problems at this
level.
Packet Page 194 of 407
Street System
August 2009 3-25
Level of Service Characteristic Traffic Flow
E
Unstable flow – Represents operating conditions at or near the maximum
capacity level. Freedom to maneuver within the traffic stream is extremely
difficult, and it is generally accomplished by forcing a vehicle or pedestrian
to "give way" to accommodate such maneuvers. Comfort and convenience
levels are extremely poor, and driver or pedestrian frustration is generally
high. Operations at this level are usually unstable, because small increases
in flow or minor disturbances within the traffic stream will cause breakdowns
F
Forced flow – Describes forced or breakdown flow, where volumes are
above theoretical capacity. This condition exists wherever the amount of
traffic approaching a point exceeds the amount that can traverse the point.
Queues form behind such locations, and operations within the queue are
characterized by stop-and-go waves that are extremely unstable. Vehicles
may progress at reasonable speeds for several hundred feet or more, then
be required to stop in a cyclical fashion.
Source: Transportation Research Board 2000
Level of Service Criteria
Methods described in the Highway Capacity Manual (Transportation Research Board 2000) are
used to calculate the LOS for signalized and stop-controlled intersections. Table 3-8 summarizes
the LOS criteria for signalized and stop-controlled intersections. LOS for intersections is
determined by the average amount of delay experienced by vehicles at the intersection. For stop-
controlled intersections, LOS depends on the average delay experienced by drivers on the stop-
controlled approaches. Thus, for two-way or T-intersections, LOS is based on the average delay
experienced by vehicles entering the intersection on the minor (stop-controlled) approaches. For
all-way stop controlled intersections, LOS is determined by the average delay for all movements
through the intersection. The LOS criteria for stop-controlled intersections have different
threshold values than those for signalized intersections, primarily because drivers expect different
levels of performance from distinct types of transportation facilities. In general, stop-controlled
intersections are expected to carry lower volumes of traffic than signalized intersections. Thus,
for the same LOS, a lower level of delay is acceptable at stop-controlled intersections than it is
for signalized intersections.
Table 3-8. Level of Service Criteria for Intersections
Average Delay per Vehicle (seconds/vehicle)
LOS Designation Signalized Intersections Stop-Controlled Intersections
A 10 10
B > 10 – 20 > 10 – 15
C > 20 – 35 > 15 – 25
D > 35 – 55 > 25 – 35
E > 55 – 80 > 35 – 50
F > 80 > 50
Source: Transportation Research Board 2000
Packet Page 195 of 407
Comprehensive Transportation Plan
City of Edmonds 3-26
The Highway Capacity Manual methodology does not provide methods for analyzing delay,
queues, or LOS of roundabouts. Therefore, LOS analysis for roundabouts is calculated using
methods presented in a FHWA report that provides an approach for estimating the average
vehicle delay at each entry point along the rotary (FHWA 2000). Utilizing this method, the LOS
of the rotary is based upon the average vehicle delay at its most congested entry point. Because
LOS thresholds for roundabouts are not provided in the FHWA report, the Highway Capacity
Manual criteria for stop-controlled intersections (see Table 3-8) is applied, because drivers’
expectations for delay at a roundabout more closely resemble expectations at a stop sign than at a
signal (e.g. a lower level of delay is considered acceptable).
Concurrency and Level of Service Standard
Under GMA, concurrency is the requirement that adequate infrastructure be planned and financed
to support the City’s adopted future land use plan. LOS standards are used to evaluate the
transportation impacts of long-term growth and concurrency. In order to monitor concurrency, the
jurisdictions adopt acceptable roadway operating conditions that are then used to measure
existing or proposed traffic conditions and identify deficiencies. The City has adopted LOS
standards for city streets and state routes in the city that are subject to concurrency. Table 3-9
shows the City LOS standards.
Table 3-9. Level of Service Standards
Facility Standard
City Streets Arterials: LOS D or better (except state routes);
Collectors: LOS C or better.
State Routes1 SR 99 north of SR 104; SR 524: LOS E or better.
1. State routes for which a standard is designated are Highways of Regional Significance, and are subject to City concurrency requirements. State
routes designated as Highways of Statewide Significance (SR 104, and SR 99 south of SR 104) are not subject to concurrency and thus no City
standard is defined for these facilities. However, to monitor operations on Highways of Statewide Significance, the City identifies existing or potential
future deficiencies if the WSDOT standard of LOS D is exceeded.
LOS is measured at intersections during a typical weekday PM peak hour, using analysis methods
outlined in the Highway Capacity Manual (Transportation Research Board 2000) and discussed in
the previous section. For intersections of roads with different functional classifications, the
standard for the higher classification shall apply.
Intersections that operate below these standards are considered deficient under concurrency.
Deficiencies are identified either as existing deficiencies, meaning they are occurring under
existing conditions and not as the result of future development, or as projected future deficiencies,
meaning that they are expected to occur under future projected conditions. Concurrency
management ensures that development, in conformance with the adopted land use element of the
Comprehensive Plan, will not cause a transportation facility’s operations to drop below the
adopted standard. Transportation capacity expansion or demand management strategies must be
in place or financially planned to be in place within six years of development use.
Packet Page 196 of 407
Street System
August 2009 3-27
Transportation concurrency is a term that describes whether a roadway is operating at its adopted
LOS standard. The adopted standard indicates a jurisdiction’s intent to maintain transportation
service at that level, which has budgetary implications. If a city adopts a high LOS standard, it
will have to spend more money to maintain the roadways than if it adopts a low LOS standard.
On the other hand, a standard that is too low may lead to an unacceptable service level and reduce
livability for the community or neighborhood. Under the GMA, if a development would cause the
LOS to fall below the jurisdiction’s adopted standard, it must be denied unless adequate
improvements or demand management strategies can be provided concurrent with the
development. The key is to select a balanced standard—not so high as to be unreasonable to
maintain, and not so low as to allow an unacceptable level of traffic congestion.
Highways of Statewide Significance (in Edmonds, SR 104, and SR 99 south of SR 104) are not
subject to local concurrency standards. However, WSDOT has established a standard of LOS D
for these facilities. The City monitors Highways of Statewide Significance, and coordinates with
WSDOT to address any deficiencies that are identified.
Existing Level of Service
Table 3-10 presents existing PM peak hour LOS for 24 intersections throughout the city. Existing
intersection LOS is also shown in Figure 3-10. The analysis indicates that the following four stop-
controlled intersections are currently operating below the City’s adopted LOS standard:
Puget Drive and 88th Avenue W
212th Street SW and 84th Avenue W
Main Street and 9th Avenue N
Walnut Street and 9th Avenue S
The intersection of 238th Street SW and Edmonds Way is operating at LOS F during the PM
peak hour. It is located on SR 104, which is a Highway of Statewide Significance, and thus is
under WSDOT jurisdiction and is not subject to City concurrency standards. However, the City
still considers exceeding LOS E to be an operational deficiency, and will work with WSDOT to
address issues at this location.
Packet Page 197 of 407
Comprehensive Transportation Plan
City of Edmonds 3-28
Table 3-10. Existing PM Peak Hour Intersection LOS
Intersection
Traffic
Control
Existing
LOS
Average
Delay
(sec/veh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive Eastbound
Stop-Control
C 21 D Edmonds
2 Olympic View Drive and 76th Avenue W All-Way
Stop-Control
D 27 D Edmonds
3 196th Street SW and 76th Avenue W Signal D 37 D Edmonds
4 Puget Drive (SR 524) and 88th Avenue W Northbound/
Southbound
Stop-Control
C/F1,2 24/52 E Edmonds
5 Puget Drive and Olympic View Drive Signal B 16 D Edmonds
6 Caspers Street and 9th Avenue N (SR 524) Northbound
Stop-Control
C 24 E Edmonds
7 208th Street SW and 76th Avenue W Signal B 11 D Edmonds
8 212th Street SW and SR 99 Signal D 51 E Edmonds
9 212th Street SW and 76th Avenue W Signal D 50 D Edmonds
10 212th Street SW and 84th Avenue W All-Way
Stop-Control
F2 110 D Edmonds
11 Main Street and 9th Avenue N All-Way
Stop-Control
E2 48 D Edmonds
12 Walnut Street and 9th Avenue S All-Way
Stop-Control
E2 44 D Edmonds
13 Main Street and 3rd Avenue N (SR 5524) Signal A 7 E Edmonds
14 220th Street SW and SR 99 Signal D 45 E Edmonds
15 220th Street SW and 76th Avenue W Signal D 48 D Edmonds
16 220th Street SW and 84th Avenue W Signal A 7 D Edmonds
17 220th Street SW and 9th Avenue S Signal B 13 D Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
W
Signal C 31 (3) Edmonds/
WSDOT
19 238th Street SW and SR 99 Signal B 18 E Edmonds
20 238th Street SW and Edmonds Way (SR
104)
Eastbound/
Westbound
Stop-Control
F/D1 80/31 (3) Edmonds/
WSDOT
21 244th Street SW (SR 104) and 76th
Avenue W
Signal D 48 (3) Edmonds/
WSDOT
22 244th Street SW (SR 104) and SR 99 Signal D 42 (3) Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W Signal B 12 D Edmonds
24 238th Street SW and Firdale Avenue Signal B 16 D Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop-controlled movement.
2. LOS exceeds standard.
3. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
Packet Page 198 of 407
Main St
76
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Fisher
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A
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176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
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244th St SW
5 th
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236th St SW
3rd
A ve
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9t
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238th St SW
200th St SWCaspers St
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Puget Dr
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Olymp i c View
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196th St SW
S un
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524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-10. Existing Level of Service
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
Packet Page 199 of 407
Comprehensive Transportation Plan
City of Edmonds 3-30
Future Operations
This section presents the methodology used to forecast roadway operating conditions through
2025, and provides an assessment of those future traffic conditions if no additional improvements
are made to the transportation system.
Travel Demand Forecasting Model
For this Transportation Plan, a travel demand forecasting model was developed to analyze future
travel demand and traffic patterns for the weekday PM peak hour, which is typically the hour in
which the highest level of traffic occurs, and is the time period in which concurrency assessment
is based. The major elements of the model include:
Transportation network and zone development
Existing land use inventory
Trip generation
Trip distribution
Network assignment
Model calibration
Model of future traffic conditions.
These elements are described in the following sections.
Transportation Network and Zone Development
The analysis roadway network is represented as a series of links (roadway segments) and nodes
(intersections). Road characteristics such as capacity, length, speed, and turning restrictions at
intersections are coded into the network. The geographic area covered by the model is divided
into transportation analysis zones (TAZs) that have similar land use characteristics. Figure 3-11
shows the TAZs that were developed for the Edmonds model. The PSRC regional transportation
model was used as the basis for both transportation network and TAZ definitions. For the more
detailed Edmonds model, some larger TAZs from the regional model were subdivided into
smaller TAZs, and the roadway network was analyzed in greater detail. Consistency with the
regional model allows land use and roadway information that was updated in the development of
the Edmonds model to be easily transferred to PSRC for the next update of the regional model.
Existing Land Use Inventory
Existing land use was based on a citywide land use inventory completed for this project in 2008.
In order to establish an accurate base map of existing land use, land use was confirmed using
assessor records, supplemental aerial photos, and field verification. For the model area outside the
city limits, land use was based on regional population and employment inventory provided by the
PSRC. The land use is summarized by TAZ, as shown in Figure 3-11.
Packet Page 200 of 407
Main St
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208th St SW
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212th St SW
220th St SW
Fisher
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80
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A
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W
176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
d
A
v
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S
244th St SW
5 th
A
v
e
S
236th St SW
3rd
A ve
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8 4 th
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W
9t
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238th St SW
200th St SWCaspers St
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524
Snohomish County
King County
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-11. Transportation Analysis Zones
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
City TAZ Boundaries
Packet Page 201 of 407
Comprehensive Transportation Plan
City of Edmonds 3-32
Trip Generation
The trip generation step estimates the total number of trips produced by and attracted to each
TAZ in the model area. The trips are estimated using statistical data on population and household
characteristics, employment, economic output, and land uses. Trips are categorized by their
general purpose, including:
Home-based-work, or any trip with home as one end and work as the other end;
Home-based-other, or any non-work trip with home as one end;
Non-home-based, or any trip that does not have home at either end.
The trip generation model estimates the number of trips generated per household and employee
during the analysis period for each of these purposes. The output is expressed as the total number
of trips produced in each TAZ and the total number of trips attracted to each TAZ, categorized by
trip purpose.
Trip Distribution
The trip distribution step allocates the trips estimated by the trip generation model to create a
specific zonal origin and destination for each trip. This is accomplished using the gravity model,
which distributes trips according to two basic assumptions: (1) more trips will be attracted to
larger zones (the size of a zone is defined by the number of attractions estimated in the trip
generation phase, not the geographical size), and (2) more trip interchanges will take place
between zones that are closer together than the number that will take place between zones that are
farther apart. The result is a trip matrix for each of the trip purposes specified in trip generation.
This matrix estimates how many trips are taken from each zone (origin) to every other zone
(destination). The trips are often referred to as trip interchanges.
Network Assignment
The roadway network is represented as a series of links (roadway segments) and nodes
(intersections). Each roadway link and intersection node is assigned a functional classification,
with associated characteristics of length, capacity, and speed. This information is used to
determine the optimum path between all the zones based on travel time and distance.
The trips are distributed from each of the zones to the roadway network using an assignment
process that takes into account the effect of increasing traffic on travel times. The result is a
roadway network with traffic volumes calculated for each segment of roadway. The model
reflects the effects of traffic congestion on the roadway network.
Model Calibration
A crucial step in the modeling process is the calibration of the model. The modeling process can
generally be described as defining the existing roadway system as a model network and applying
trip patterns based on existing land use. The model output, which consists of estimated traffic
volumes on each roadway segment, is compared to existing traffic counts. Adjustments are made
to the model inputs until the modeled existing conditions replicate actual existing conditions,
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Street System
August 2009 3-33
within accepted parameters. Once the model is calibrated for existing conditions, it can be used as
the basis for analyzing future traffic conditions and the impacts of potential improvements to the
roadway network.
Model of Future Traffic Conditions
Future travel demand is based on projections of future land use patterns and community growth.
Based on population and employment forecasts, the City provided these growth assumptions for
the next 20 years. The growth assumptions represent the higher end of possible ranges, resulting
in a more conservative assessment of the impact of future land use on traffic conditions. For the
model area outside the city limits, future land use projections were based on PSRC forecasts.
Using the same general process described for modeling existing conditions, the forecasted land
use data is used to estimate the number of trips that will be generated in future travel. These trips
are then distributed among the TAZs, and assigned to the roadway network. The result is a model
of projected future traffic conditions, under the projected future land use scenario.
For future analysis under 2015 conditions, a straight-line growth between existing and projected
2025 traffic volumes was assumed. This is based on the assumption that steady growth between
existing and planned 2025 land uses will occur.
2015 Conditions without Improvements
Table 3-11 presents projected PM peak hour LOS for city intersections by 2015, with existing
transportation infrastructure in place. Projected 2015 LOS at the analysis intersections is also
shown in Figure 3-12. The following locations are projected to operate below the City’s adopted
LOS standards under the 2015 conditions, if no additional improvements are made to the
transportation system:
Olympic View Drive and 76th Avenue W
Puget Drive and 88th Avenue W (deficient under existing conditions)
212th Street SW and 76th Avenue W
212th Street SW and 84th Avenue W (deficient under existing conditions)
Main Street and 9th Avenue N (deficient under existing conditions)
Walnut Street and 9th Avenue S (deficient under existing conditions)
220th Street SW and 76th Avenue W
Analysis indicates that the intersection of 238th Street SW and Edmonds Way will operate at
LOS F in 2015. As it is located along a Highway of Statewide Significance, this intersection is
not subject to City concurrency standards. However, the City still considers exceeding LOS E to
be an operational deficiency, and will work with WSDOT to address it.
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Comprehensive Transportation Plan
City of Edmonds 3-34
Table 3-11. 2015 Intersection Level of Service – without Improvements
Intersection
Existing
Traffic
Control
2015
LOS
Average
Delay
(sec/veh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive Westbound
Stop-Control
D 33 D Edmonds
2 Olympic View Drive and 76th Avenue W All-Way
Stop-Control
F1 93 D Edmonds
3 196th Street SW and 76th Avenue W Signal D 42 D Edmonds
4 Puget Drive (SR 524) and 88th Avenue W Northbound/
Southbound
Stop-Control
F/F1,2 55/236 E Edmonds
5 Puget Drive and Olympic View Drive Signal B 16 D Edmonds
6 Caspers Street and 9th Avenue N (SR 524) Northbound
Stop-Control
E 37 E Edmonds
7 208th Street SW and 76th Avenue W Signal B 15 D Edmonds
8 212th Street SW and SR 99 Signal E 77 E Edmonds
9 212th Street SW and 76th Avenue W Signal F2 81 D Edmonds
10 212th Street SW and 84th Avenue W All-Way
Stop-Control
F2 172 D Edmonds
11 Main Street and 9th Avenue N All-Way
Stop-Control
F2 89 D Edmonds
12 Walnut Street and 9th Avenue S All-Way
Stop-Control
F2 80 D Edmonds
13 Main Street and 3rd Avenue N (SR 524) Signal A 8 E Edmonds
14 220th Street SW and SR 99 Signal E 72 E Edmonds
15 220th Street SW and 76th Avenue W Signal E2 55 D Edmonds
16 220th Street SW and 84th Avenue W Signal A 9 D Edmonds
17 220th Street SW and 9th Avenue S Signal B 13 D Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
W
Signal D 36 (3) Edmonds/
WSDOT
19 238th Street SW and SR 99 Signal C 24 E Edmonds
20 238th Street SW and Edmonds Way (SR
104)
Eastbound/
Westbound
Stop-Control
F/F1 371/56 (3) Edmonds/
WSDOT
21 244th Street SW (SR 104) and 76th
Avenue W
Signal E 57 (3) Edmonds/
WSDOT
22 244th Street SW (SR 104) and SR 99 Signal D 50 (3) Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W Signal B 15 D Edmonds
24 238th Street SW and Firdale Avenue Signal C 21 D Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop-controlled movement.
2. LOS exceeds standard.
3. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-12. 2015 Level of Service Without Improvement
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
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Comprehensive Transportation Plan
City of Edmonds 3-36
2025 Conditions without Improvements
Table 3-12 presents projected PM peak hour LOS for city intersections by 2025, with existing
transportation infrastructure in place. Projected 2025 LOS at the analysis intersections is also
shown in Figure 3-13. The following locations are projected to operate below the City’s adopted
LOS standards under the 2025 conditions, if no additional improvements are made to the
transportation system:
174th Street SW and Olympic View Drive
Olympic View Drive and 76th Avenue W (deficient under 2015 conditions)
Puget Drive and 88th Avenue W (deficient under existing conditions)
Caspers Street and 9th Avenue N
212th Street SW and SR 99
212th Street SW and 76th Avenue W (deficient under 2015 conditions)
212th Street SW and 84th Avenue W (deficient under existing conditions)
Main Street and 9th Avenue N (deficient under existing conditions)
Walnut Street and 9th Avenue S (deficient under existing conditions)
220th Street SW and SR 99 (deficient under 2015 conditions)
220th Street SW and 76th Avenue W
Analysis indicates that the intersections of 238th Street SW / Edmonds Way and 244th Street SW
/ 76th Avenue W will operate at LOS F by 2025. As they are located along a Highway of
Statewide Significance, these intersections are not subject to City concurrency standards.
However, the City still considers exceeding LOS D to be operational deficiencies, and will work
with WSDOT to address them.
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Street System
August 2009 3-37
Table 3-12. 2025 Intersection Level of Service – without Improvements
Intersection
Traffic
Control
2025
LOS
Avg Delay
(sec/veh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive Westbound
Stop-Control
F1 75 D Edmonds
2 Olympic View Drive and 76th Avenue W All-Way
Stop-Control
F1 180 D Edmonds
3 196th Street SW and 76th Avenue W Signal D 47 D Edmonds
4 Puget Drive (SR 524) and 88th Avenue W Northbound/
Southbound
Stop-Control
F/F1,2 ECL3 E Edmonds
5 Puget Drive and Olympic View Drive Signal B 20 D Edmonds
6 Caspers Street and 9th Avenue N (SR 524) Northbound
Stop-Control
F2 74 E Edmonds
7 208th Street SW and 76th Avenue W Signal B 19 D Edmonds
8 212th Street SW and SR 99 Signal F2 129 E Edmonds
9 212th Street SW and 76th Avenue W Signal F2 136 D Edmonds
10 212th Street SW and 84th Avenue W All-Way
Stop-Control
F2 204 D Edmonds
11 Main Street and 9th Avenue N All-Way
Stop-Control
F2 132 D Edmonds
12 Walnut Street and 9th Avenue S All-Way
Stop-Control
F2 131 D Edmonds
13 Main Street and 3rd Avenue N (SR 524) Signal A 9 E Edmonds
14 220th Street SW and SR 99 Signal F2 120 E Edmonds
15 220th Street SW and 76th Avenue W Signal E 68 D Edmonds
16 220th Street SW and 84th Avenue W Signal B 11 D Edmonds
17 220th Street SW and 9th Avenue S Signal B 14 D Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
W
Signal D 44 (4)Edmonds/
WSDOT
19 238th Street SW and SR 99 Signal C 33 E Edmonds
20 238th Street SW and Edmonds Way (SR
104)
Eastbound/
Westbound
Stop-Control
F/F1 ECL3/142 (4) Edmonds/
WSDOT
21 244th Street SW (SR 104) and 76th
Avenue W
Signal F 90 (4) Edmonds/
WSDOT
22 244th Street SW (SR 104) and SR 99 Signal D 55 (4) Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W Signal B 18 D Edmonds
24 238th Street SW and Firdale Avenue Signal C 27 D Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop-controlled movement.
2. LOS exceeds standard.
3. ECL = Exceeds calculable limits
4. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-13. 2025 Level of Service Without Improvement
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
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Street System
August 2009 3-39
Safety Assessment
Citywide efforts to provide safe transportation include enforcement of traffic regulations,
provision of crosswalks and sidewalks for pedestrians, and provision of well-designed streets for
safe driving. Safety also involves ongoing coordination with emergency service providers to
ensure access for their emergency equipment. Recommendations to address safety issues are
based on assessment of historical collision data, focused sub-area or corridor safety studies, or on
citizen feedback. These assessments are described in the following sections.
Collision History
For this Transportation Plan update, historical collision data provided by WSDOT for the years
2005 through 2007 was compiled and evaluated (WSDOT 2008).
All locations at which an average of five or greater collisions occurred per year were evaluated
more closely. Table 3-13 presents the three most recent years of collision data for locations at
which collision incidents averaged more than five per year (WSDOT 2008). The table shows that
the five highest collision intersections are all located along SR 99, with the highest number
occurring near the intersection of 220th Street SW and SR 99.
An intersection that carries higher traffic volumes is more likely to experience a higher level of
collisions. To account for this, and to allow collision data to be more accurately compared, the
rate of collisions per million entering vehicles was calculated for all locations that had averaged
five or greater collisions per year. Typically, a collision rate at or greater than 1.0 collision per
million entering vehicles raises indicates that further evaluation may be warranted. Table 3-13
presents the collision rate per million entering vehicles at high collision locations; and they are
shown in Figure 3-14. The locations with the rates at or above 1.0 collision per million entering
vehicles are as follows (from the highest rate to the lowest rate):
220th Street SW and SR 99
Main Street and 3rd Avenue
244th Street SW and SR 99
238th Street SW and 84th Avenue W
76th Avenue W and SR 99
212th Street SW and SR 99
SR 104 and 100th Avenue W
220th Street SW and 84th Avenue W
216th Street SW and SR 99
212th Street SW and 76th Avenue W
Packet Page 209 of 407
Comprehensive Transportation Plan
City of Edmonds 3-40
At high collision locations that are also concurrency locations, capacity improvement projects
designed to address operational deficiencies should also serve to improve safety conditions.
Table 3-13. High Collision Locations
Intersection
Total Collisions in
3-Year Analysis
Period1
Average Number
of Collisions per
Year2
Average Collisions
per Million Entering
Vehicles3
220th Street SW and SR 99 90 30 1.8
244th Street SW and SR 99 70 23 1.6
212th Street SW and SR 99 55 18 1.3
SR 99 and 76th Avenue W 54 18 1.5
216th Street SW and SR 99 40 13 1.1(4)
Edmonds Way and 100th Avenue W 39 13 1.2
224th Street SW and SR 99 32 11 0.9(4)
212th Street SW and 76th Avenue W 26 9 1.0
238th Street SW and SR 99 26 9 0.7
244th Street SW and Edmonds Way 20 7 (5)
Main Street and 3rd Avenue 20 7 1.7
236th St SW and Edmonds Way 18 6 0.7(6)
Edmonds Way and SR 99 Ramps 18 6 (5)
220th Street SW and 84th Avenue W 17 6 1.2
244th Street SW and 76th Avenue W 17 6 0.4
238th Street SW and 84th Avenue W 16 5 1.6(7)
220th Street SW and 76th Avenue W 15 5 0.7
236th Street SW and SR 99 14 5 0.4(4)
240th Street SW and SR 99 14 5 0.4(4)
Dayton Street and Sunset Avenue 14 5 0.9
1. Based on data collected from January 2005 through December 2007.
2. Totals that are equal or greater than average 5 collisions per year are included in the table.
3. Totals that exceed threshold of 1.0 collision per million entering vehicles are indicated in bold.
4. Data not available. Intersection entering volume is assumed the same as the intersection of 238th Street SW and SR 99.
5. Data not available.
6. Data not available. Intersection entering volume is assumed the same as the intersection of 238th Street SW and Edmonds Way.
7. Data not available. Use traffic volume along 238th Street SW and 84th Avenue W.
Source: WSDOT 2008.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-14. High Collision Locations
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Collisions per Million Entering Vehicles
1.00 - 1.49
1.5 or Higher
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Comprehensive Transportation Plan
City of Edmonds 3-42
SR 99 Traffic and Circulation Study
The City conducted a focused assessment of the SR 99 corridor in 2006 (Perteet 2006).
Collaborating with community, business, and agency stakeholders, the study sought to evaluate
current and future transportation needs along the corridor, identify multi-modal solutions, and
identify high priority projects for incorporation into the City’s TIP. Two high priority
improvement projects were identified, that are incorporated into this Plan:
SR 99 at 228th Street SW and 76th Avenue W – Construct connection of 228th Street SW
between SR 99 and 76th Avenue W (three lanes with curb, gutter, bike lanes and sidewalk).
Install traffic signals at 228th Street SW/SR 99 and 228th Street SW/76th Avenue W. Install
median on SR 99 to prohibit left turn movements at 76th Avenue W.
SR 99 at 216th Street SW – Widen to allow one left turn lane and one through lane in
eastbound and westbound directions, with 100-foot storage length for turn lanes.
Residential Neighborhood Issues
Residents periodically express concerns about speeding or a high level of cut-through traffic on
residential streets.
Cut-Through Traffic – Over time, drivers will tend to find the most efficient route between
their origin and destination. When congestion occurs on arterials and collector routes
motorists begin to use local access streets as cut-thorough routes. Maintaining the efficiency
of arterial and collector routes is the most effective way to avoid or reduce cut-through
traffic. However, even with optimally designed and managed road networks, there are times
when drivers will use residential streets as shortcuts.
Speeding Traffic – Vehicles traveling well above the speed limit on residential streets
reduces safety and is of concern to residents. Although some motorists will typically drive
above the posted speed limit, the deviation above the limit is typically 5 to 10 miles per hour
(mph). This deviation is anticipated and routinely reflected in the safety design of streets and
posted speed limits. Speeding more than 10 mph over the speed limit sometimes occurs on
older residential streets that have wide travel lanes and an abundance of vehicle parking,
which can encourage speeding because the motorist perceives the street is safe and intended
for higher speeds.
When the cut-through traffic becomes a significant portion of the overall volume on a residential
street, traffic calming measures may be effective in directing traffic to another route. The speed of
motorists along residential streets can also be addressed by traffic calming. Traffic calming
devices are physical devices installed on neighborhood residential streets, to reduce cut-through
traffic, and/or discourage speeding. Traffic calming devices are currently in place at many
locations throughout Edmonds (see Figure 3-5). These measures have been installed as part of
capital improvement projects, as opportunities were presented, and occasionally in response to
citizen requests. However, the City does not currently have a formal traffic calming program.
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Street System
August 2009 3-43
Recommended Road Projects and Programs
Capital Improvement Projects
Proposed improvements are presented in Table 3-14, and illustrated in Figure 3-15. Projects are
categorized as concurrency projects, state highway projects, or safety projects.
Concurrency Projects
Capital roadway improvement projects were developed to address intersection deficiencies under
existing conditions and under 2015 and 2025 projected conditions. These projects are needed to
improve operation and capacity at intersections that currently operate or are projected to operate
at levels below the City’s LOS standards. Concurrency projects applied to the 2015 conditions are
those needed to address existing and 2015 deficiencies. Under the 2025 conditions, all
recommended concurrency projects are applied to intersections that are expected to exceed the
LOS standards.
State Highway Projects
Intersections located on SR 104 are not subject to City’s LOS standards; however, capital
roadway improvement projects were developed to address intersections operations at the
following locations:
238th Street SW / Edmonds Way
244th Street SW / 76th Avenue W
The City will work with WSDOT for implementation of these improvements, or alternative
projects to meet the same mobility objectives.
Safety and Other Projects
Capital roadway improvement projects were also developed to address vehicular and pedestrian
safety on city streets. The City has conducted the circulation and safety analysis for SR 99.
According to the study, improvement projects were recommended at the following locations,
which are expected to improve the vehicular and pedestrian safety at these locations.
228th Street SW / SR 99 / 76th Avenue W
SR 99 / 216th Street SW
Improvements are also recommended on the following streets to improve the vehicle and
pedestrian safety.
238th Street SW, between Edmonds Way and 84th Avenue W
84th Avenue W, between 212th Street S and 238th Street SW
SR 99 illumination
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Comprehensive Transportation Plan
City of Edmonds 3-44
Shell Valley
Main Street and 3rd Avenue
In addition, the City considers improvement to all modes (bicycle, pedestrian, and transit) in the
design of road projects; so all proposed road improvements, even those that are listed primarily as
concurrency improvements, will also include elements to support and promote alternative mode
operations and safety.
Table 3-14. Recommended Capital Roadway Improvements through 2025
Location
Trigger
Year1 Improvement Jurisdiction
Concurrency Projects by 2015
4 Puget Drive and 88th Avenue W 2009 Install traffic signal.2 Edmonds
10 212th Street SW and 84th Avenue W 2009 Install a single-lane roundabout. Edmonds
11 Main Street and 9th Avenue N 2009 Install traffic signal. Edmonds
12 Walnut Street and 9th Avenue S 2009 Install traffic signal. Edmonds
2 Olympic View Drive and 76th Avenue W 2015 Install traffic signal. Widen 76th to add a
westbound left turn lane for 175-foot storage
length.
Edmonds
9 212th Street SW and 76th Avenue W 2015 Widen 76th to add a northbound left turn lane for
250-foot storage length and a southbound left
turn lane for 125-foot storage length. Provide
protected left turn phase for northbound and
southbound movements. Widen 212th to add a
westbound right turn lane for 50-foot storage
length.
Edmonds
15 220th Street SW and 76th Avenue W 2015 Reconfigure eastbound lanes to a left turn lane
and a through-right lane. Change eastbound and
westbound phase to provide protected-permitted
phase for eastbound left turn. Provide right turn
phase for westbound movement during
southbound left turn phase.
Edmonds
Concurrency Projects by 2025
1 174th Street SW and Olympic View Drive 2025 Widen Olympic View Dr to add a northbound left
turn lane for 50-foot storage length. Shift the
northbound lanes to the east to provide an
acceleration lane for eastbound left turns.
Edmonds
6 Caspers Street and 9th Avenue N 2015 Install traffic signal. Edmonds
8 212th Street SW and SR 99 2025 Widen 212th to add a westbound left turn lane
for 200-foot storage length and an eastbound left
turn lane for 300-foot storage length. Provide
protected left turn phase for eastbound and
westbound movements.
Edmonds
14 220th Street SW and SR 99 2025 Widen 220th to add westbound right turn lane for
325-foot storage length. Widen SR 99 add
second southbound left turn lane for 275-foot
storage length.
Edmonds
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August 2009 3-45
Location
Trigger
Year1 Improvement Jurisdiction
State Highway Improvement Projects
20 238th Street SW and Edmonds Way 2008 Install a signal and provide protected left turn
phase for northbound and southbound.
Edmonds/
WSDOT
21 244th Street SW and 76th Avenue W 2025 Widen 244th to add second westbound left turn
lane for 325-foot storage length. Provide right
turn phase for northbound movement during
westbound left turn phase.
Edmonds/
WSDOT
Safety Projects
228th Street SW, at SR 99 and 76th
Avenue W
Construct connection of 228th Street SW
between SR 99 and 76th Avenue W (three lanes
with curb, gutter, bike lanes and sidewalk).
Install traffic signals at 228th Street SW / SR 99
and 228th Street SW / 76th Avenue W. Install
median on SR 99 to prohibit southbound left turn
movements at 76th Avenue W.
Edmonds
SR 99 at 216th Street SW Widen to allow one left turn lane and one
through lane in eastbound and westbound
directions, with 100-foot storage length for turn
lanes.
Edmonds
238th Street SW, between Edmonds Way
and 84th Avenue W
Widen to three lanes with curb, gutter, bike
lanes, and sidewalk.
Edmonds
84th Avenue W, between 212th Street S
and 238th Street SW
Widen to three lanes with curb, gutter, bike lanes
and sidewalk.
Edmonds/
Snohomish
County
SR 99 illumination Improve roadway safety with illumination. Edmonds
Shell Valley New road to improve emergency vehicle access
and non-motorized access.
Edmonds
Main Street and 3rd Avenue Upgrade signal to reduce conflicts with trucks. Edmonds
1. Trigger year is the year by which travel demand forecasts indicates that the location will operate below adopted LOS standards, and
thus be in violation of concurrency. Under the GMA, improvements must be in place within six years of the year that a concurrency
violation is triggered.
2. Analysis indicates that restricting northbound and southbound traffic to right-turn-only (prohibiting left-turn and through movements)
would also address the deficiency identified at this location through 2025. This could be implemented as an alternate solution, or as an
interim solution until traffic signal warrants are met.
2015 Operating Conditions with Improvements
Projected intersection LOS under 2015 conditions, with recommended improvements in place, is
summarized in Table 3-15 and illustrated in Figure 3-16. The table shows that recommended
projects are expected to address deficiencies identified through 2015.
2025 Operating Conditions with Improvements
Projected intersection LOS under 2025 conditions, with recommended improvements in place, is
summarized in Table 3-15 and illustrated in Figure 3-17. The table shows that recommended
projects are expected to address deficiencies identified through 2025.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-15. Recommended Capital Road Improvements
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Improvement Types
Install New Signal
Upgrade Existing Signal
Install Roundabout
Add Lane/Intersection Approach
Widen Road
Project Category
Concurrency
Safety
Highway of Statewide Significance
Packet Page 216 of 407
Street System
August 2009 3-47
Table 3-15. 2015 Level of Service – with Recommended Improvements
Intersection
Traffic
Control
2015
LOS
Average
Delay
(sec/veh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive Westbound
Stop-Control
D 33 D Edmonds
2 Olympic View Drive and 76th Avenue W Signal B 12 D Edmonds
3 196th Street SW and 76th Avenue W Signal D 42 D Edmonds
4 Puget Drive (SR 524) and 88th Avenue W Signal A 7 E Edmonds
5 Puget Drive and Olympic View Drive Signal B 16 D Edmonds
6 Caspers Street and 9th Avenue N (SR 524) Signal A 9 E Edmonds
7 208th Street SW and 76th Avenue W Signal B 15 D Edmonds
8 212th Street SW and SR 99 Signal E 77 E Edmonds
9 212th Street SW and 76th Avenue W Signal D 38 D Edmonds
10 212th Street SW and 84th Avenue W Single-lane
Roundabout
B 12 D Edmonds
11 Main Street and 9th Avenue N (SR 524) Signal B 13 E Edmonds
12 Walnut Street and 9th Avenue S Signal A 8 D Edmonds
13 Main Street and 3rd Avenue N Signal A 8 D Edmonds
14 220th Street SW and SR 99 Signal E 72 E Edmonds
15 220th Street SW and 76th Avenue W Signal C 35 D Edmonds
16 220th Street SW and 84th Avenue W Signal A 9 D Edmonds
17 220th Street SW and 9th Avenue S Signal B 13 D Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
W
Signal D 36 (1) Edmonds/
WSDOT
19 238th Street SW and SR 99 Signal C 24 E Edmonds
20 238th Street SW and Edmonds Way (SR
104)
Signal B 10 (1) Edmonds/
WSDOT
21 244th Street SW (SR 104) and 76th
Avenue W
Signal D 43 (1) Edmonds/
WSDOT
22 244th Street SW (SR 104) and SR 99 Signal D 50 (1) Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W Signal B 15 D Edmonds
24 238th Street SW and Firdale Avenue Signal C 21 D Edmonds
1. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-16. 2015 Level of Service With Improvement
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
Packet Page 218 of 407
Street System
August 2009 3-49
Table 3-16. 2025 Level of Service – with Recommended Improvements
Intersection
Traffic
Control
2025
LOS
Average
Delay
(sec/veh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive Westbound
Stop-Control
D 33 D Edmonds
2 Olympic View Drive and 76th Avenue W Signal B 12 D Edmonds
3 196th Street SW and 76th Avenue W Signal D 47 D Edmonds
4 Puget Drive (SR 524) and 88th Avenue W Signal A 8 E Edmonds
5 Puget Drive and Olympic View Drive Signal B 20 D Edmonds
6 Caspers Street and 9th Avenue N (SR 524) Signal B 13 E Edmonds
7 208th Street SW and 76th Avenue W Signal B 19 D Edmonds
8 212th Street SW and SR 99 Signal E 80 E Edmonds
9 212th Street SW and 76th Avenue W Signal D 54 D Edmonds
10 212th Street SW and 84th Avenue W Single-lane
Roundabout
B 12 D Edmonds
11 Main Street and 9th Avenue N Signal B 16 D Edmonds
12 Walnut Street and 9th Avenue S Signal A 9 D Edmonds
13 Main Street and 3rd Avenue N (SR 524) Signal A 9 E Edmonds
14 220th Street SW and SR 99 Signal E 62 E Edmonds
15 220th Street SW and 76th Avenue W Signal D 52 D Edmonds
16 220th Street SW and 84th Avenue W Signal B 11 D Edmonds
17 220th Street SW and 9th Avenue S Signal B 14 D Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
W
Signal D 44 (1) Edmonds/
WSDOT
19 238th Street SW and SR 99 Signal C 33 E Edmonds
20 238th Street SW and Edmonds Way (SR
104)
Signal B 11 (1) Edmonds/
WSDOT
21 244th Street SW (SR 104) and 76th
Avenue W
Signal D 52 (1) Edmonds/
WSDOT
22 244th Street SW (SR 104) and SR 99 Signal D 55 (1) Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W Signal B 18 D Edmonds
24 238th Street SW and Firdale Avenue Signal C 27 D Edmonds
1. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 3-17. 2025 Level of Service With Improvement
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
Packet Page 220 of 407
Street System
August 2009 3-51
Road Project Priority
The road improvement projects presented in this Transportation Plan were identified to address a
variety of mobility and safety issues. The projects were prioritized according to five criteria
presented in Table 3-17.
Table 3-17. Prioritization Criteria for Roadway Projects
Criteria Weight Description Points
Concurrency 3 Is the project required to meet
concurrency?
3 Existing concurrency deficiency
2 Concurrency deficiency identified by 2015
1 Concurrency deficiency identified by 2025
0 Does not address a concurrency deficiency
Safety 3 Does the project address identified
safety issues?
3 High collision location 1.5 collisions per million
entering vehicles
2 High collision location 1.0 - 1.5 collisions per
million entering vehicles
1 <1.0 collisions per million entering vehicles
0 No historical vehicle safety issues identified
Grant
Eligibility
2 Does the project include elements, such
as strong safety and/or non-motorized
components, which would make it more
attractive for state or federal grant
funding?
3 High eligibility
2 Medium eligibility
1 Low eligibility
0 No eligibility
Magnitude of
Improvement
2 At how many locations will the project
improve travel conditions?
3 Improve LOS at 2 or more intersections
2 Improve LOS in all directions at an intersection;
and/or significantly improve pedestrian safety
1 Improve LOS in 1 or 2 directions at an
intersection
Multimodal
Elements
1 Does the project include elements that
improve safety or mobility for
pedestrians, bicyclists, and/or transit?
3 Improves transit and non-motorized travel
2 Improves non-motorized travel
1 Improves transit mobility
0 Does not include multimodal elements
Table 3-18 lists the roadway projects in ranked order, based upon the criteria described in Table
3-17. Projected costs of the recommended roadway projects are provided in Chapter 6
(Implementation and Financial Plan) of this Transportation Plan.
Packet Page 221 of 407
Comprehensive Transportation Plan
City of Edmonds 3-52
Table 3-18. Roadway Project Priority
Criteria Concurrency Safety
Grant
Eligibility Magnitude
Multimodal
Elements
Weight 3 3 2 2 1 Weighted
TotalRank Project Raw Wtd Raw Wtd Raw Wtd Raw Wtd Raw Wtd
1 228th Street SW, SR99 -
76th Avenue W
0 0 3 9 3 6 3 6 3 3 24
2 Main Street / 9th Avenue
N
3 9 1 3 2 4 2 4 3 3 23
3 212th Street SW / 76th
Avenue W
2 6 2 6 2 4 2 4 1 1 21
4 Main St / 3rd Ave signal
upgrade
0 0 3 9 3 6 2 4 2 2 21
5 84th Avenue W, 212th
Street SW - 238th Street
SW
0 0 3 9 2 4 2 4 3 3 20
6 212th Street SW / 84th
Avenue W
3 9 1 3 1 2 2 4 1 1 19
7 Walnut Street / 9th
Avenue S
3 9 1 3 1 2 1 2 3 3 19
8 Puget Drive / 196th St
SW / 88th Avenue W
3 9 1 3 1 2 1 2 2 2 18
9 Olympic View Drive / 76th
Avenue W
2 6 1 3 1 2 2 4 2 2 17
10 220th Street SW / SR 99 1 3 3 9 1 2 1 2 1 1 17
11 80th Avenue Sight
Distance
0 3 3 9 2 4 1 2 2 2 17
11 220th Street SW / 76th
Avenue W
2 6 1 3 1 2 2 4 1 1 16
12 Caspers Street / 9th
Avenue N
2 6 1 3 1 2 1 2 3 3 16
13 212th Street SW / SR 99 1 3 2 6 2 4 1 2 1 1 16
14 SR 99 Illumination 0 0 3 9 1 2 1 2 3 3 16
15 238th Street SW /
Edmonds Way (SR 104)
0 0 1 3 1 2 2 4 3 3 12
16 216th Street / SR 99 0 0 2 6 1 2 1 2 2 2 12
17 174th Street SW /
Olympic View Drive
1 3 1 3 1 2 1 2 0 0 10
18 238th Street SW, SR104 -
84th Avenue W
0 0 1 3 1 2 1 2 3 3 10
19 Shell Valley 0 0 1 3 1 2 1 2 2 2 9
20 244th Street SW (SR
104) / 76th Avenue W
0 0 1 3 1 2 1 2 1 1 8
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Street System
August 2009 3-53
Traffic Calming Program
The recommended Edmonds Neighborhood Traffic Calming program is described in detail in
Appendix B of this Transportation Plan. The program is designed to assist residents and the City
staff in responding to neighborhood traffic issues related to speeding, cut-through traffic, and
safety. Implementation of a traffic calming program allows traffic concerns to be addressed
consistently and traffic calming measures to be efficiently developed and put into operation.
In establishing a neighborhood traffic calming program, the City must take into account the
restriction that no deviation from WSDOT design standards is permitted on principal arterials,
minor arterials and collector streets without express approval of the WSDOT local programs
engineer (RCW 35.78). This limitation does not apply to local access streets, which are defined
by RCW 35.78.010 as streets “…generally limited to providing access to abutting property…
tributary to major and secondary thoroughfares… generally discouraging through traffic…”
Therefore, only local access streets are generally eligible for traffic calming programs.
The two main purposes of traffic calming techniques are to:
Reduce the use of residential streets for cut-through traffic, and
Reduce overall speeds along residential roadways.
A key component of any successful traffic calming program is citizen initiation and ongoing
resident involvement. The traffic calming process begins when residents gather eight or more
signatures on a petition, requesting that the City initiate a study. The City then undertakes a
comprehensive traffic study, gathering data on vehicle speeds, traffic volumes, collision history,
and nighttime lighting conditions. If the study reveals a need for traffic calming per the criteria
set forth in the Edmonds Traffic Calming program (Appendix B), a three-phase approach to
remediate traffic issues is used. The first phase is the start of the process, with the residents filing
a petition and the City reviewing whether or not the application qualifies. Phase 2 focuses on
solutions that can be quickly deployed, including education, signage, striping modifications, and
more police enforcement. If a follow up study indicates that these solutions are not sufficiently
effective, Phase 3 traffic calming measures are considered. Phase 3 measures, which are generally
more costly and require more time to deploy, might include physical devices such as curb bulbs,
chicanes, and traffic circles. The need for citizen involvement greatly increases in Phase 3,
because each potential solution requires resident approval prior to implementation.
Preservation and Maintenance Programs and Projects
The City’s transportation infrastructure is comprised primarily of streets with pavements,
sidewalks, illumination, and traffic control, including traffic signals, signs, and pavement
marking. Transportation infrastructure requires maintenance, repair, rehabilitation, updating, and
replacement to maintain serviceability, reliability, and safety, and to protect the public’s
investment. Maintenance of existing infrastructure enables efficiency of transportation operations,
and reduces the need for more expensive capital improvements.
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Comprehensive Transportation Plan
City of Edmonds 3-54
Maintenance of the City’s transportation infrastructure is provided primarily by the City’s Public
Works Department. Activities include the following.
Annual Street Overlays – The projects include spot repairs of failed pavement, full surface
and taper grinding of pavement, curbing and sidewalk repairs, and minor storm water system
modifications. The projects also incorporate traffic calming measures. In coordination with
this transportation plan, future projects will include retrofit of curb ramps for ADA
compliance, and may include delineating bike lanes and other bike route improvements (see
Chapter 4 for a more detailed discussion). Selection of projects includes reviewing the capital
improvement plans for water, sewer, and storm to determine if utility improvements are
programmed within the roadway segment under consideration. If there are, the projects
schedules will be coordinated.
The Principal Arterial, Minor Arterials, and Collectors are all rated once every 2 years as part
of the WSDOT Pavement Condition Survey. Those streets are assigned a Pavement
Condition Index (PCI) ranging from 0-100:
-71 – 100: Excellent (only routine maintenance necessary: activities are performed to
maintain a safe traffic condition and include pothole patching, patching around utility
structures, and crack sealing).
-50 – 70: Fair (Repair activities are done within the initial 10 year life of a new
pavement helps to prevent potholes from occurring. These activities may mean placing a
new surface (2 inches or less) on an existing road way to provide a better all weather
surfaces, a better riding surface, and to extend or renew the pavement life).
-25 – 49: Poor (Rehabilitation work generally consists of the preparatory work activities
and either thin or thick overlay. Preparatory work may involve digging out defective
asphalt, base and sub base. A rehab project typically extends the roadway life between 10
–15 years).
-Less than 25: Fail (Reconstruction is required as a majority of the pavement or
underlying base course has failed and can no longer serve as competent foundation for
flexible pavements like asphalt).
Under existing conditions, 70% of city arterials and collectors are in Excellent to Fair
condition, based upon these guidelines. The remaining 30% are in Poor to Fail condition.
Under the ideal cycle, roads with functional classification of collector or above receive an
overlay once every 20 years; and local roads receive an overlay once every 25 years.
Citywide Street Improvements – The City implements minor maintenance projects to
increase roadway life. Projects may include spot repairs of failed pavement, curbing and
sidewalk repairs, and minor storm water system modifications.
Citywide Signal Improvements – As traffic signals age, their functionality becomes more
limited and they become more difficult to maintain. The City regularly upgrades traffic
signals to maintain functionality, and to incorporate new technology.
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Street System
August 2009 3-55
Citywide Cabinet and Controller Upgrades – A signal controller is located in a
controller cabinet at each traffic signal, and determines phases and cycle length for the signal
it operates. Signal controllers are comprised of many types and many manufacturers, and as
they age, their functionality becomes more limited and they become more difficult to
maintain. The City regularly upgrades signal controllers to maintain functionality, and to
accommodate modern traffic control equipment.
Arterial Street Signal Coordination Improvements – Coordinate traffic signals located
within 1/2 –mile of each other, to maximize the operating efficiency of the overall roadway
system.
The following specific maintenance projects are also currently planned:
-Puget Drive/Olympic View Drive Signal Upgrades – Rebuild signal
-238th Street SW/100th Avenue W Signal Upgrades – Rebuild complete signal system
and install video detection
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Packet Page 226 of 407
August 2009 4-1
Chapter 4. Non-Motorized System
This chapter provides an inventory of existing pedestrian and bicycle facilities and an assessment
of existing deficiencies and improvement needs. The chapter also highlights strategies for
compliance with ADA, and provides recommendations for other improvements to address
pedestrian and bicycle mobility and safety.
Comprehensive Walkway Plan
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 goals
and objectives include:
Goal: Improve non-motorized transportation facilities and services.
Objective: Sidewalks. Safe and attractive pedestrian facilities should be provided as an
essential element of the City’s circulation and recreation system, as established in the City of
Edmonds Comprehensive Walkway Plan.
Objective: Sidewalk Construction Policy. Clarify when sidewalks should be constructed as a
condition of development.
The following inventory has been updated from the 2002 Walkway Plan, and the existing
facilities have been evaluated for ADA compliance.
Walkway Inventory
Pedestrian facilities within the city include sidewalks, walkways, roadway shoulders, and off-road
trails. Those facilities are typically more concentrated in areas with high pedestrian activity, such
as the downtown area, commercial and business centers, near schools and other public facilities.
Figure 4-1 illustrates the locations within Edmonds that have pedestrian-intensive land uses.
Packet Page 227 of 407
Comprehensive Transportation Plan
City of Edmonds 4-2
Figure 4-2 illustrates the existing sidewalks and walkways within the city. The figure 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.
The federal ADA was passed in 1990 and amended in 2008. ADA requires jurisdictions to
provide accessible sidewalks primarily through the installation of ADA-compliant sidewalk
ramps. The design requirements address various areas of concern such as curb alignment with
crosswalks, narrower sidewalk width, obstacles such as utility poles, placement of the sidewalk
adjacent to the curb, or the slope of the ramps. Most of the city’s sidewalk ramps were
constructed in the 1980s or later. As pedestrian improvements are made along roadway corridors,
the City has upgraded sidewalk ramps or installed new ones in accordance with current standards.
Packet Page 228 of 407
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-1. Pedestrian Intensive Land Uses
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
School
Downtown
Park
Business
Government/
Community
Hospital
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-2. Existing Walkways
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Sidewalk on One Side
Sidewalk on Both Sides
Unpaved Walkway
Packet Page 230 of 407
Non-Motorized System
August 2009 4-5
All city intersections where sidewalks exist were inventoried to document where sidewalk ramps
are present. Sidewalk ramps were assessed to determine if landing areas and detection warning
meet current ADA guidelines. The curb ramp inventory is provided in Appendix D. Of
approximately 350 intersections in Edmonds, 42 intersections were found to fully meet ADA
standards, and 24 intersections partially met ADA standards.
Recommended Walkway Improvements
This section presents recommended walkway improvements, which consist of new sidewalk
connections to improve pedestrian mobility and safety, and upgrades of curb ramps to conform to
ADA standards.
Walkway Prioritization Process
Major gaps in the city walkway system were identified by the Walkway Committee. To address
those gaps, the Committee developed criteria to evaluate and prioritize walkway improvement
projects. These criteria were used to prioritize improvements to walkway sections that were
identified based on input from public meetings, Walkway Committee meetings, and deficiencies
determined from a review of the existing city walkway inventory.
The criteria were weighted according to their importance. A system of points was developed to
evaluate each proposed project against each criterion. The result was a weighted average score
that helps to compare and prioritize proposed projects. Table 4-1 describes the walkway
prioritization criteria and their relative weights and point systems.
Table 4-1. Prioritization Criteria for Walkway Projects
Criteria Weight Description Points
Pedestrian
Safety
5 How safe is the route for pedestrians?
Does this improvement:
Separate pedestrians from vehicular
traffic, especially in high traffic areas?
Improve width of walkway and surface
conditions?
Address potential conflicts at road
crossings?
3 Strong concerns for pedestrian safety along this
route
2 Some concerns for pedestrian safety along this
route
1 This route is very similar to other routes in
Edmonds
0 Not a safety concern
Connectivity
to Services
and Facilities
4 Does this route connect to facilities or
services such as schools, parks,
churches, community centers,
businesses or transit routes?
Does this improvement:
Provide direct access to facilities or
services?
Ensure that the route links to a safe
direct access to facilities or services?
3 Route provides significant access to 3 or more
services and facilities
2 Route provides access to services and facilities
1 Route provides access to 1 service or facility
0 Route does not provide access to services or
facilities
Packet Page 231 of 407
Comprehensive Transportation Plan
City of Edmonds 4-6
Criteria Weight Description Points
Continuity to
Other
Walkway
Links
3 Does this route complete gaps in the
city’s walkway system?
Does this improvement:
Complete important pedestrian
routes?
Make important destinations more
accessible to users?
Ultimately develop a web of
walkways?
3 Location is a missing link in a very important
pedestrian route
2 Location is a missing link in a pedestrian route
1 Location is one of several missing links in a
route and important
0 Not a missing link in the city walkway system
Pedestrian
Level of
Activity
3 Is this a well-traveled route, or would it
be, if improved?
Level of activity may be determined by:
Measured counts
Identification by the public and staff,
through observation and experience
3 Route is utilized by a significant number of
pedestrians
2 Route is utilized consistently by pedestrians
1 Route is occasionally used by pedestrians
0 Route is not utilized by pedestrians
Public
Support
2 Does the public support the development
of this route?
3 A support petition has been filed with a large
number of signatures from abutting and nearby
property owners and the general public
2 Route has been the subject of a number of
citizen letters along with testimony at public
meetings in support of walkways
1 Route has been the subject of some negative
concern, expressed at public meetings
0 Route has been the subject of major negative
concern, expressed at public meetings
Compatibility
with Goals
and Policies
1 Is this route consistent with the City of
Edmonds Comprehensive Plan Goals,
Policies, and Objectives?
Is this route compatible with the
surrounding land uses?
3 Route would enhance the nearby properties and
complete a portion of the City’s Walkway Plan
2 Route would enhance the nearby properties
1 Route is in a rural area which serves pedestrians
well
0 Surrounding land uses do not generate
pedestrian traffic
Environment
al Impacts
1 Will the development of the route have
any impacts on the environment?
Environmental impacts include:
Wetlands
Shorelines
Wildlife habitat
Aesthetics
3 Route has no negative environmental impact
and aesthetically improves the area
2 Route has some negative environmental impact
but aesthetically improves the area
1 Route has some negative environmental impact
0 Route will have major negative impact on the
environment
Packet Page 232 of 407
Non-Motorized System
August 2009 4-7
Criteria Weight Description Points
Distance
from Schools
1 Is this route within a mile of a public
school?
3 Route is an Elementary school route or close
proximity to school
2 Route provides access to High school students
1 Route is within 0.5 mile of school
Connectivity
with Transit
Services
1 Is this route also a route for transit or
provide access to transit?
3 This route is on a public transit route with transit
stops
2 This route is within 650 feet from a public transit
route with transit stops
1 This route provides a principal pedestrian
access corridor to public transit where sidewalks
do not exist on adjacent pedestrian routes.
(Beyond 650 feet from a public transit route.)
Availability of
Existing
Infrastructure
1 Is there existing infrastructure along this
route that will significantly reduce project
costs?
3 There is existing curb and gutter
2 There is partial curb and gutter
1 There is no curb and gutter
Walkway sections were analyzed separately depending on the section length. Walkway sections
longer than 1,000 feet are defined as “long walkways” and walkway sections shorter than 1,000
feet are defined as “short walkways”.
Using the weighted and scoring criteria, projects with more than 50 points were designated as
Priority 1, and projects with 50 points or less were designated as Priority 2. Table 4-2 summarizes
the walkways that were considered for walkway improvements by the type of projects (i.e., short
walkway or long walkway). The projects are listed in ranked order by the total points and by
priority level. Figure 4-3 shows the locations of the walkway projects. Projected costs of the
recommended walkway projects are provided in Chapter 6 (Implementation and Financial Plan)
of this Transportation Plan. A more detailed summary of each project’s limits, existing
conditions, and point tally is provided in Appendix D.
Table 4-2. Recommended Walkway Projects
ID Street Name From To
Street
Side¹
Total
Points Priority
Short Walkway Projects
S1 2nd Avenue Main Street James Street East 63 1
S2 Dayton Street 7th Avenue S 8th Avenue S South 63 1
S3 Maple Street West of 6th Avenue S 8th Avenue S South 62 1
S4 Walnut Street 6th Avenue S 7th Avenue S Either 54 1
S5 Walnut Street 3rd Avenue S 4th Avenue S South 53 1
S6 226th Street SW 106th Avenue S SR 104 South 50 1
Packet Page 233 of 407
Comprehensive Transportation Plan
City of Edmonds 4-8
ID Street Name From To
Street
Side¹
Total
Points Priority
S7 189th Place SW 80th Avenue W 78th Avenue W Either 45 2
S8 8th Avenue Walnut Avenue South of Walnut Stairway
or trail
43 2
S9 84th Avenue W 188th Street SW 186th Street SW East 43 2
S10 190th Place SW 94th Avenue W Olympic View
Drive
Either 42 2
Long Walkway Projects
L1 236th Street SW/
234th Street SW
SR 104 97th Place W South 65 1
L2 Maplewood Drive Main Street 200th Street SW West 64 1
L3 Olympic Avenue Puget Drive Main Street East 62 1
L4 Meadowdale Beach
Road
Olympic View Drive 76th Avenue W North 60 1
L5 Pine Street 9th Avenue W SR 104 South 59 1
L6 80th Avenue W/
180th Street SW
188th Street SW Olympic View
Drive
West 58 1
L7 80th Avenue W 206th Street SW 212th Street SW Either 58 1
L8 238th Street SW 104th Avenue W 100th Avenue W North 57 1
L9 238th Street SW Highway 99 76th Avenue W North 56 1
L10 232nd Street W 100th Avenue W 97th Avenue W South 54 1
L11 84th Avenue W 238th Street SW 234th Street SW East 54 1
L12 176th Street SW 72nd Avenue W Olympic View
Drive
Either 53 1
L13 188th Street SW 92nd Avenue W 88th Avenue W South 49 2
L14 Andover Street/
184th Street SW
184th Street SW/
88th Avenue W
Olympic View
Drive/
Andover Street
Either/
North2
49 2
L15 72nd Avenue W Olympic View Drive 176th Street SW Either 47 2
L16 236th Street SW SR 104 East of 84th
Avenue W
North 47 2
L17 92nd Avenue W 189th Place SW 186th Place SW Either 47 2
L18 191st Street SW 80th Avenue W 76th Avenue W Either 47 2
L19 218th Street SW 80th Avenue W 84th Avenue W Either 44 2
L20 192nd Street SW 88th Avenue W 84th Avenue W Either 42 2
L21 104th Street SW/
Robin Hood Drive
238th Street SW 106th Avenue W West 42 2
L22 186th Street SW Seaview Park/
80th Avenue W
8608 185th Place
SW
North 37 2
Packet Page 234 of 407
Non-Motorized System
August 2009 4-9
ID Street Name From To
Street
Side¹
Total
Points Priority
L23 216th Avenue SW 86th Avenue W 92nd Avenue W South 31 2
L24 92nd Avenue W Bowdoin Way 220th Street SW Either 26 2
1. Indicates where proposed walkway improvement is located
2. Project L12 is an L-shaped project in which sidewalks are proposed on either side of Andover Street (the north-south leg), and on the
north side of 184th Street SW (the east-west leg).
Pedestrian access to transit stops is a critical element of the walkway improvement program. The
City will continue to work with Community Transit to ensure that access to transit stops is as
convenient and safe as possible. Community Transit offers its support in securing funds related to
improving access to the existing transit system and transit facilities.
In addition to the projects listed in Table 4-2, a variety of non-motorized enhancements are
scheduled as part of the 4th Avenue Corridor Enhancement project. The City also plans to make
improvements to pedestrian lighting throughout the city, with a project currently planned on Main
Street between 5th Avenue and 6th Avenue. Additionally, the City is planning to update all
pedestrian signals to the “countdown” signals, in accordance with the standards set in the Manual
on Uniform Traffic Control Devices (FHWA 2001) by 2013.
Packet Page 235 of 407
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L4
L12
L15
L14
L22S9
L13
L17
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L18
L20
L3
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L16
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L8L21
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L5
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S2
S3
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L6
L9
L19
L23
L24
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-3. Existing Walkways and Recommended Walkway Projects
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Recommended Walkway Project
Existing Paved Walkway
Existing Unpaved Walkway
84th Ave W Safety Project
(includes walkway component)
Project IDXX (see also Appendix D)
Packet Page 236 of 407
Non-Motorized System
August 2009 4-11
Curb Ramp Upgrade Program
In an effort to upgrade the sidewalk ramps and meet ADA requirements, the City has developed a
Curb Ramp Upgrade Program that prioritizes future sidewalk ramp improvements at sub-standard
locations.
Citizen request for curb ramps should be addressed as they occur, and should be accommodated
close to the time of the request unless there are circumstances which would cause them to be
deferred, such as a pending construction project that would provide the ramps in a short time
frame. Priorities for future sidewalk new ramp installations or ramp upgrades are determined
based on the following priority order:
1. Downtown intersections receive priority over other locations;
2. Arterial streets receive priority over local access streets;
3. Intersections receive higher priority if they are near:
a. Community centers, senior centers, or health facilities
b. Transit stops, schools, or public buildings
c. Commercial areas and parks.
Implementation of the curb ramp upgrade program will need to occur over time, due to the costs
of those upgrades. As part of asphalt overlay projects, all ramps adjacent to the paving work must
be upgraded to meet ADA standards and new ramps installed where none exist. Sidewalk ramps
will also be installed as part of street reconstruction and sidewalk construction projects. Private
redevelopment will also fund some ramp upgrades as part of required frontage improvements.
Appendix C provides a complete list of the intersection locations and the prioritization criteria.
Bikeway Comprehensive Plan
The City updated its comprehensive Bikeway Plan in 2009. The Bikeway Plan outlines a list of
improvement projects for the bikeway system; and prioritizes bikeway projects, bicycle parking,
and bikeway signage. Before signing the routes, problem catch basin grates are replaced, sight
distance problems are addressed, and potholes and other safety hazards are corrected.
Additionally, the Bikeway Plan includes maintenance of bicycle facilities. Per RCW 35.75.060
and 36.82.145, all bicycle facilities must comply with Chapter 1020 of the WSDOT Design
Manual (WSDOT 2009) which is consistent with the Guide for the Development of Bicycle
Facilities (AASHTO 1999).
In addition to making project recommendations, the Bikeway Plan states several goals for the
bicycle network in Edmonds. These goals are:
Goal 1: To promote more bicycling.
Goal 2: To provide safer streets and paths for those who bicycle in Edmonds
Packet Page 237 of 407
Comprehensive Transportation Plan
City of Edmonds 4-12
Goal 3: To provide better access to recreational opportunities for those who bicycle
Goal 4: To provide better access to schools for those who bicycle
Goal 5: To provide better access to businesses for those who bicycle
Goal 6: To provide better access to transit for those who bicycle
Goal 7: To provide access to bicycling opportunities in other jurisdictions
Goal 8: To consider bicycle facilities and program in all City transportation programs and
funding
Goal 9: To provide enhanced parking facilities for those who bicycle, making the mode more
convenient
Goal 10: To provide maintenance provisions for City bicycle facilities
The following inventory and recommended bicycle network improvements may be considered as
complements to the Bikeway Comprehensive Plan.
Bicycle Facility Inventory
Figure 4-4 shows existing bicycle facilities within the city, which include bicycle routes, bicycle
lanes, trails, and bicycle parking facilities. Bicycle routes are designated along vehicle travel
lanes that are shared between bicycles and motor vehicles with signing. Bicycle lanes are
dedicated lanes within the traveled roadway that are reserved solely for bicyclists and
distinguished through the use of pavement markings. Bicycle lanes may be located adjacent to the
curbs or parking lanes. Trails are physically separated from vehicular traffic, and are shared with
pedestrians and other non-motorized users.
The Interurban Trail, which links the cities of Seattle, Shoreline, Edmonds, Mountlake Terrace,
Lynnwood, and Everett, runs through the southeastern portion of Edmonds. Upgrades to the trail
are included in the City’s capital improvement program. 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 of these systems; WSF provides a reduced fare
(relative to motorized vehicle fares) for bicycles, Sound Transit provides bike racks, and all
Community Transit vehicles have bike racks.
Packet Page 238 of 407
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-4. Existing Bicycle Facilities
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008); King County (2009)
City Boundary
Railroad
Water Feature
Bike Lockers
Bike Parking
Bike Lanes
Bike Routes
Trails/Paths
Interim Trail/Path
Interim Route on Roadway
(76th Ave W)
Packet Page 239 of 407
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-5. Recommended Signed Bicycle Loops
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Bike Routes
Short Loop (5 miles)
Medium Loop (7 miles)
Long Loop (20 miles)
Steep Grade/Long Hill
Packet Page 240 of 407
Comprehensive Transportation Plan
City of Edmonds 4-14
Recommended Bikeway Improvements
The 2009 Bikeway Comprehensive Plan outlines a list of improvement projects for the bikeway
system. The Bikeway Plan prioritizes bikeway projects, bicycle parking, and bikeway signage.
The types of bikeway facilities that are recommended projects range from shared-use paths to
bike lanes to bicycle parking. Shared-use or multiuse paths are physically separated from
motorized vehicular traffic. They are designed and built primarily for use by bicycles, but are also
used by pedestrians, joggers, skaters, wheelchair users (both non-motorized and motorized),
equestrians, and other non-motorized users. The desirable width of a shared-use path is 12 feet;
the minimum width is 10 feet.
Bike lanes are established along streets in corridors where there is current or anticipated bicycle
demand and where it would be unsafe for bicyclists to ride in the travel lane. Bike lanes delineate
the rights of way assigned to bicyclists and motorists and provide for movements that are more
predictable by each. The minimum width for a bike lane is 4 feet. However, when parking is
permitted along the bike lane, an additional width of 1 to 2 feet is recommended if parking is
substantial or the turnover of parked cars is high. With curb, guardrail, or barrier, the minimum
bike lane width is 5 feet.
Signed shared roadways are shared roadways that have been identified as preferred bike routes by
posting bike route signs. A signed shared roadway bike route is established by placing the Bicycle
Route signs or markers along the roadways according to guidelines set forth in the Manual of
Uniform Traffic Control Devices (FHWA 2001).
The Bikeway Plan categorizes bikeway projects into small bikeway projects and large bikeway
projects. The distinction between these two categories is the funding sources. The small bikeway
projects can be funded entirely through dedicated City funding; large bikeway projects will
require grant funding and may be tied to a major roadway transportation project. Projected costs
of the recommended bikeway projects are provided in Chapter 6 (Implementation and Financial
Plan) of this Transportation Plan.
Small Bikeway Projects
Bicycle Loops
Figure 4-5 shows three bicycle loops of various difficulties and lengths that are recommended
along roads that have low speeds and low vehicle volumes. The Edmonds Bike Group helped
establish these three bicycle loops.
The short bicycle loop has an easy level of difficulty and a distance of 5 miles.
The medium bicycle loop is a medium level of difficulty route; it follows a similar route as
the short bicycle loop, but has an additional 2 miles for a total length of 7 miles.
Packet Page 241 of 407
Non-Motorized System
August 2009 4-15
The long bicycle loop is a scenic route designed for experienced cyclists. The total distance
for the long bicycle loop is 20 miles with a portion located in the Town of Woodway.
Shared Use Lanes
Shared use lanes, or “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. Sharrows
consist of a roadway striping treatment, with chevron arrows and a bicycle symbol placed on the
outside portion of the travel lane. Approved by FHWA as an experimental treatment (Pedestrian
and Bicycle Information Center 2009) and expected to be included in the next edition of the
Manual of Uniform Traffic Control Devices, sharrows are a way for many jurisdictions to create
low-cost and safe bicycle facilities. The City intends to create sharrows as necessary as it
completes roadway projects.
Bicycle Parking
In planning for bicycle parking, both public and private property needs must be considered. The
recommended standard for new commercial developments is one bicycle rack for every 12
vehicle spaces provided. The City considers the following criteria when reviewing the suitability
of new bicycle racks:
The bicycle racks shall be as convenient as the majority of automobile parking spaces
provided.
All racks shall be securely anchored to the ground or building structures.
Bicycle racks shall be in a visible location, close to the building entrances.
Bicycle racks must be designed to accommodate U-shaped locks. (U-shaped locks are
designed to allow the lock both wheels and the bicycle frame to a stationary object.)
Figure 4-6 shows the proposed bicycle parking locations identified in the City’s Bikeway Plan.
Packet Page 242 of 407
Non-Motorized System
August 2009 4-17
Large Bicycle Projects
Figure 4-6 shows the locations of the proposed bicycle routes and bicycle lanes. The large
bikeway projects include bicycle lanes or bicycle routes that can be added as part of future
roadway improvement projects. The large bikeway projects are concentrated around two major
efforts: creating a north-south bicycle connection between downtown Edmonds and the
Interurban Trail, and creating an east-west bicycle connection between the northern and southern
portions of Edmonds.
The north-south bicycle projects include:
84th Avenue W, 238th Street SW - 212th Street SW
80th Avenue W, 220th Street SW - 206th Street SW
76th Avenue W, 224th Street SW - N Meadowdale Beach Drive
The east-west bicycle projects include:
Edmonds Way/Sunset Avenue, Edmonds Street - city limits
224th Street SW, 100th Avenue W - the Interurban Trail
Other large bikeway projects include:
Olympic View Drive, Puget Drive - 76th Avenue W (less steep route)
3rd Avenue N, Main Street - Caspers Street
Caspers Street, 3rd Avenue N - 9th Avenue N
9th Avenue N, Caspers Street - Puget Drive
Interurban Trail
The City is planning to complete the 1.4-mile link of the Interurban Trail between the cities of
Shoreline and Mountlake Terrace. The planned alignment runs roughly parallel to 76th Avenue
W, south of 228th Street SW. The “interurban corridor” is a former inter-city rail line, part of a
nationwide system of similar lines that operated from the 1890’s to the 1930’s. This vital project
is significant because it is the “missing link” north and beyond to Everett and south through the
recently completed Shoreline Interurban Trail to Seattle and beyond. Locally and regionally this
community supported trail will provide safe passage and a healthy alternative to connect homes,
work, services, recreation sites and other modes of transportation. The trail lies along view
corridors of Lake Ballinger with waterfront access and a respite stop with shelter and information
kiosk at 76th Ave and McAleer Way. For consistency in style, the City’s proposed design follows
the lead of surrounding communities matching them in 12-foot width, design, historical elements,
signage and landscaping. Shared road portions along busy 76th Avenue West and the quieter
residential 74th Avenue West will be reconfigured and improved to add dedicated bicycle lanes.
Traffic calming techniques will be installed at road crossings as well as appropriate signage.
Packet Page 243 of 407
Main St
76
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220th St SW
Fisher
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Av
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F
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Dayton St
7t
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0
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A
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76
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A
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Oly
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Dr
238th St SW
80
t
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A
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96
t
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A
v
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W
176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
d
A
v
e
S
244th St SW
5 th
A
v
e
S
236th St SW
3rd
A ve
N
8 4 th
A
v
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W
9t
h
A
v
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S
238th St SW
200th St SWCaspers St
76
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Puget Dr
E
d
m
o
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y
M ap
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D
r
228th St SW
9t
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52
n
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A
v e
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Meado
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Olymp i c View
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88
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196th St SW
S un
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104
99
524
Snohomish County
King County
In
t
e
r
u
r
b
a
n
T
r
a
i
l
City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 4-6. Recommended Bicycle Facilities
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Existing Bike Lockers
Existing Bike Parking
Proposed Bike Parking
Bike Lanes
Existing
Proposed
Bike Routes
Existing
Proposed
Trails/Paths
Existing
Interim
Proposed
Interim Route on Roadway
(76th Ave W)
Bike Lanes
Bike Routes
Trails/Paths
Packet Page 244 of 407
August 2009 5-1
Chapter 5. Transit and Transportation Demand
Management
This chapter provides an inventory of existing transit facilities and services, including buses, rail
and ferries. Strategies to increase transit use including Transportation Demand Management and
other transit improvements are then presented.
Existing Transit Service
Community Transit
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 Bus Service
Fixed bus routes are local or commuter services that operate on a standardized schedule. Figure 5-
1 shows the bus routes that serve the city.
Table 5-1 summarizes local bus routes serving the city, which provide two-way service between
destinations in the city and surrounding areas, from morning through evening.
Table 5-2 summarizes commuter bus routes serving the city, which provide service to major
employment destinations in Snohomish and King Counties. 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.
Packet Page 245 of 407
Main St
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220th St SW
Fisher
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76
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80
t
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96
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A
v
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W
176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
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A
v
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244th St SW
5 th
A
v
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S
236th St SW
3rd
A ve
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8 4 th
A
v
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9t
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238th St SW
200th St SWCaspers St
76
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Puget Dr
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King County
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 5-1. Fixed Route Bus Service
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Train Station/Park & Ride Lot
Park & Ride Lot
Existing Bus Routes
Community Transit Commuter Route
Community Transit Local Route
Sound Transit Express Route
Swift Bus Rapid Transit Route
Ferry Route
Commuter Rail Route
Packet Page 246 of 407
Transit and Transportation Demand Management
August 2009 5-3
Table 5-1. Community Transit Local Bus Routes
Route
Number Route Description
Days of
Operation
Hours of Operation
(approximate)
2008 Average
Weekday Daily
Boardings
101 Aurora Village (Shoreline) to
Everett
Daily 5:00 am – 1:30 am (Weekdays);
5:00 am -12:30 am (Saturdays); 6:00
am- 12:30 am (Sundays)
4,007
110 Lynnwood Transit Center to
Edmonds Senior Center
Daily 5:40 am- 9:40 pm (Weekdays); 6:45
am- 8:40 pm (Weekends)
525
112 Lynnwood Transit Center to
Edmonds Community College
Daily 5:20 am-11:40 pm (Weekdays); 6:40
am-10:40 pm (Saturdays); 6:40 am-
8:40 am (Sundays)
1,225
114 Mill Creek/Silver Firs to Edmonds
Senior Center
Daily 5:00 am-10:30 pm (Weekdays); 6:30
am-11:00 pm (Saturdays); 6:30 am-
9:00 pm (Sundays)
729
115 Mays Pond/Mill Creek to
Edmonds Senior Center
Weekdays and
Saturdays
5:20 am- 12:00 am (Weekdays);
8:00 am-7:30 pm (Saturdays)
1,698
116 Mill Creek/Silver Firs to Edmonds
Senior Center
Weekdays 5:00 am-11:30 pm (Weekdays) 726
118 Aurora Village (Shoreline) to Ash
Way Park-and-Ride (Lynnwood)
Daily 5:30 am-11:45 pm (Weekdays); 6:45
am-10:40 pm (Saturdays); 6:45 am-
8:40 pm (Sundays)
1,849
131 Aurora Village (Shoreline) to
Edmonds Community College
Transit Center
Daily 5:00 am-10:00 pm (Weekdays); 6:00
am-9:00 pm (Weekends)
702
Source: Community Transit 2009
Table 5-2. Community Transit Commuter Bus Routes
Route
Number Route Description
Days of
Operation
Hours of Operation
(approximate)
2008 Average
Weekday Daily
Boardings
100 Shoreline to Everett Weekdays 5:00 am- 8:45 am (northbound only)
and 3:00 pm-7:00 pm (southbound
only)
515
190 Edmonds Community College to
Mukilteo
Weekdays 6:30 am-10:00 am (southbound only)
and 11:30 am-8:20 pm (northbound
only)
221
404/405 Edmonds to Downtown Seattle Weekdays 5:15 am-8:45 am (southbound only)
and 3:15 pm-7:30 pm (northbound
only)
383
406 Seaview (Edmonds) to
Downtown Seattle
Weekdays 6:00 am-9:00 am (southbound only)
and 3:30 pm-7:00 pm (northbound
only)
244
Packet Page 247 of 407
Comprehensive Transportation Plan
City of Edmonds 5-4
Route
Number Route Description
Days of
Operation
Hours of Operation
(approximate)
2008 Average
Weekday Daily
Boardings
416 Edmonds to Downtown Seattle Weekdays 5:30 am-8:45 am (southbound only)
and 3:30 pm-7:15 pm (northbound
only)
352
441 Edmonds Park-and-Ride to
Redmond
Weekdays 6:15 am-8:00 am (southeast bound
only) and 4:30 pm-6:20 pm
(northwest bound only)
99
810 Everett to University District
(Seattle)
Weekdays 9:15 am-1:20 pm (both directions)
and 6:30 pm-10:45 pm (northbound
only)
296
870/871 Edmonds to University District
(Seattle)
Weekdays 6:00 am-10:20 am (southbound only)
and 12:30 pm-6:40 pm (northbound
only)
415
Source: Community Transit 2009
Accessibility to fixed route transit is considered to be ideal when transit stops are located within
0.25 mile of residents. Figure 5-2 shows the proportion of Edmonds within 0.25 mile of a fixed-
route local or commuter transit service; and Figure 5-3 shows the proportion of Edmonds within
0.25 mile of fixed-route local bus service. The figures show that approximately 64% of the
Edmonds population lives within 0.25 mile of local bus service; and approximately 81% of the
Edmonds population lives within 0.25 mile of either local or commuter service.
Packet Page 248 of 407
Main St
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76
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80
t
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96
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A
v
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W
176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
d
A
v
e
S
244th St SW
5 th
A
v
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S
236th St SW
3rd
A ve
N
8 4 th
A
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W
9t
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A
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238th St SW
200th St SWCaspers St
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S un
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Snohomish County
King County
Ed
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a
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 5-2. Access to Local and Commuter Transit
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Train Station/Park & Ride Lot
Park & Ride Lot
Community Transit Bus Stop
Existing Bus Routes
Ferry Route
Commuter Rail Route
1/4-Mile Bus Stop Zone
Approximately 81% of 2000 population
located within 1/4 mile of a transit stop.
Packet Page 249 of 407
Main St
76
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95
t
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212th St SW
220th St SW
Fisher
68
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F
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Dayton St
7t
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A
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10
0
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A
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76
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Oly
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Dr
238th St SW
80
t
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A
v
e
W
96
t
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A
v
e
W
176th St SW
Bow
doin Way
180th St SW
Walnut St
3r
d
A
v
e
S
244th St SW
5 th
A
v
e
S
236th St SW
3rd
A ve
N
8 4 th
A
v
e
W
9t
h
A
v
e
S
238th St SW
200th St SWCaspers St
76
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A
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W
Puget Dr
E
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m
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oo
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D
r
228th St SW
9t
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A
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52
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A
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Meado
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Olymp i c View
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88
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S un
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Snohomish County
King County
Ed
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City of Edmonds Comprehensive Transportation Plan
August 2009
Figure 5-3. Access to Local Transit
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Train Station/Park & Ride Lot
Park & Ride Lot
Community Transit Bus Stop- Local Route
Existing Bus Routes
Ferry Route
Commuter Rail Route
1/4 mile Local Route Bus Stop
Approximately 64% of 2000 population
located within 1/4 mile of a local bus stop.
Packet Page 250 of 407
Transit and Transportation Demand Management
August 2009 5-7
Rideshare Services
For citizens who are disinclined or unable to use fixed-route bus service, the following rideshare
services are available:
Commuter Vanpools –Community Transit provides vehicles, driver orientation, vehicle
maintenance, and assistance in forming vanpool groups. Community Transit currently
manages nine vanpools originating in Edmonds that serve the following employment
destinations:
- Amgen in Seattle
- Bangor (2 vans)
- Boeing Everett (2 vans)
- Department of Defense in Keyport
- Federal Aviation Administration (FAA) in Renton
- Holmes Electric in Bellevue
- Raytheon in Keyport
Carpools – Community Transit provides ride-matching services for people seeking carpool
partners.
DART Paratransit
DART is a specialized bus service provided by Community Transit for those who are unable to
use regular bus service due to a disability. Service is available to all origins and destinations
within 0.75 mile of local, non-commuter bus routes.
King County Metro Transit
King County Metro does not provide local service within Edmonds, but connections are available
between Community Transit and Metro routes at the Aurora Village Transit Center just south of
the city.
Sound Transit Express Bus
Sound Transit (ST), which provides regional bus service to the urban portions of Snohomish,
King, and Pierce counties, does not have an established express bus stop in Edmonds. However,
ST express bus service is available at transit centers or park-and-ride lots in the vicinity of
Edmonds (Swamp Creek, Lynnwood Transit Center, Mountlake Terrace Transit Center) and can
be accessed by Community Transit.
Packet Page 251 of 407
Comprehensive Transportation Plan
City of Edmonds 5-8
Park-and-Ride Facilities
The primary commuter parking facility in the city is the Edmonds park-and-ride lot located at
72nd Avenue West and 213th Place SW. This facility, which has a capacity for 255 cars, is
owned by WSDOT and operated by Community Transit. This facility offers bus service to
Lynnwood, downtown Seattle, Redmond, Everett, Shoreline and Seattle’s University District.
The average utilization rate of this facility is 71% (Community Transit 2008).
Many routes also serve the Edmonds Senior Center, Edmonds Station and Edmonds Ferry
Terminal. Parking available in the vicinity of these facilities includes a total of 220 spaces near
the ferry terminal and 179 spaces at the Edmonds Station. Edmonds Community College also
serves as a transit hub, but no public parking is available at this location. Table 5-3 summarizes
the park-and-ride lots that serve Edmonds.
Table 5-3. Park-and-Ride Facilities Serving Edmonds
Lot Name Location Routes Parking Capacity
Edgewood Baptist Church 20406 76th Avenue W 112, 406 10
Edmonds Lutheran Church 8330 212th Street SW 118, 131, 404, 870 10
Westgate Chapel 22901 Edmonds Way 416 9
Edmonds Lutheran Church 23525 84th Avenue W 118 21
Korean United Presbyterian Church 8506 238th Street SW 416 64
Edmonds Park-and-Ride 21300 72nd Avenue W 110, 404, 405, 406, 441,
810, 870, 871
255
Mountlake Terrace Transit Center 236th Street SW and
I-5 Northbound Ramp
130, 408, 414, 810, 851,
871, King County Metro
880
Edmonds Ferry Terminal SR 104 WSF 220
Edmonds Station 210 Railroad Avenue Sounder, Amtrak 179
Source: Community Transit, Sound Transit and WSF
Outside of the city, the Lynnwood Transit Center and Aurora Village Transit Center are the major
hubs for transferring between Community Transit local routes. Other transfer hubs include
Edmonds Community College and Mountlake Terrace Transit Center. These Community Transit
routes connect with King County Metro service at Aurora Village, Mountlake Terrace, 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; and Island Transit in the City of Stanwood.
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.
Packet Page 252 of 407
Transit and Transportation Demand Management
August 2009 5-9
Sounder Commuter Rail
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.
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
northbound trains (8:07 am and 7:07 pm) and two southbound trains (10:21 am and 9:19 pm)
stopping in Edmonds per day. From Edmonds, one of the two northbound trains terminates in
Bellingham while the other terminates in Vancouver, British Columbia. One southbound
Cascades train originates in Bellingham while the other begins in Vancouver, BC.
The Cascades route’s northbound service provides connections to Everett, Mount Vernon, and
Bellingham in Washington State, and Surrey, Richmond, and Vancouver in British Columbia.
Southbound service terminates in Seattle. 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.
Empire Builder
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 (5:17
pm). One westbound train arrives in Edmonds each morning (9:05 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
75 minutes.
In 2006, the Edmonds-Kingston route carried 4.3 million people, at an average of 12,200
passengers per day (WSF Origin Destination Onboard Survey 2006). A 2006 Washington State
Ferries (WSF) survey indicates that in-vehicle boardings were the most prevalent, with about 87
Packet Page 253 of 407
Comprehensive Transportation Plan
City of Edmonds 5-10
percent of passengers boarding in this manner on the average weekday. Walk-on passengers
constituted 13 percent of all passengers on an average weekday. The WSF survey indicates that
during the PM peak period (3 PM to 7 PM), approximately two-thirds of the total passengers on
the Edmonds-Kingston route are traveling west to the Kitsap / Olympic Peninsulas from
Edmonds, and about one-third are traveling eastbound to Edmonds from the west.
Transportation Demand Management
TDM consists of strategies that seek to maximize the efficiency of the transportation system by
reducing demand on the system. The results of successful TDM can include the following
benefits:
Travelers switch from driving alone to high-occupancy vehicle modes such as transit,
vanpools, or carpools.
Travelers switch from driving to non-motorized modes such as bicycling or walking.
Travelers change the time they make trips from more congested to less congested times of
day.
Travelers eliminate trips altogether either through means such as compressed work weeks,
consolidation of errands, or use of telecommunications.
Within the State of Washington, alternative transportation solutions are necessitated by the
objectives of the Commute Trip Reduction (CTR) Law. Passed in 1991 as a section of the
Washington Clean Air Act (RCW 70.94), the CTR Law seeks to reduce workplace commute
trips. The purpose of CTR is to help maintain air quality in metropolitan areas by reducing
congestion and air pollution. This law requires Edmonds to adopt a CTR plan requiring private
and public employers with 100 or more employees to implement TDM programs. Programs
provide various incentives or disincentives to encourage use of alternative transportation modes
other than the single-occupant vehicle.
The City promotes TDM through policy and/or investments that may include, but are not limited
to, the following:
Parking management;
Trip reduction ordinances;
Restricted access to facilities and activity centers; and
Transit-oriented and pedestrian-friendly design.
The City can support the CTR Law and regional vehicle trip reduction strategies by working with
employers to encourage the reduction of commuter single-occupant vehicle use. Community
Transit assists employers in developing plans that meet specific trip reduction needs as required
by the CTR Law. Flex time, parking management, vanpooling, and carpooling are some of the
available options. Community Transit offers free Employee Transportation Coordinator Training
Packet Page 254 of 407
Transit and Transportation Demand Management
August 2009 5-11
Workshops for employers affected by CTR. Transportation consulting services are also available
to interested employers not affected by CTR. Community Transit also conducts community
outreach programs that fall within the realm of TDM.
There are three employers in Edmonds that participate in the CTR program: the City of Edmonds,
Stevens Hospital, and Edmonds Family Medicine Clinic. Each employer measures its progress
toward its goal of reducing single-occupant vehicle trips by conducting an employee survey every
other year. Community Transit assists in this effort, and reviews the results to see if the
employers are in compliance with CTR goals.
Future Transit Improvements
Chapter 2 of this Transportation Plan identifies a number of specific goals, objectives and policies
aiming at enhancing transit options and operations in the City. One of the City’s goals is to
“prioritize and finance improvements for the greatest public benefit, emphasizing transit, demand
management, and maintenance of current facilities”.
Bus Shelters and Benches
Providing additional shelters and benches at bus stops has been identified as a high priority for
the City. At all appropriate locations, sidewalk improvement or construction projects will include
the creation of boarding pads to allow for shelters. The City will continue to work with
Community Transit to ensure that bus stops and shelters fit in with the local street design.
Community Transit is also committed to expanding the number of locations with stop shelters,
adding 25 new locations each year (on the entire system) in addition to maintaining and replacing
existing shelters. Table 5-4 lists the top priority locations identified by the City for bus shelters
and seating.
Table 5-4. Top Priority Locations for Bus Shelters and Seating
Ranking Location Shelter Bench
Simme
Seat1 Comments
1 7901 212th Street SW X X Located across from Edmonds
High School fence right behind
back sidewalk. Additional right
of way needed.
2 123 3rd Avenue S X
3 1675 220th Street SW X X
4 126 3rd Avenue S X X
5 3rd Avenue N at Edmonds
Street (NB)
X X
8 Dayton Street (in front of
Old Milltown)
X X Additional right of way needed.
Packet Page 255 of 407
Comprehensive Transportation Plan
City of Edmonds 5-12
Ranking Location Shelter Bench
Simme
Seat1 Comments
7 220th Street SW in front
Top Foods
X X Additional right of way needed.
9 7805 220th Street SW X
10 8330 212th Street SW X
11 7407 212th Street SW X
12 12810 76th Avenue W X
13 12827 76th Avenue W X
14 Dayton Street at 5th
Avenue N (WB)
X Existing shelter with bank
roofing
15 233 3rd Avenue N X Existing shelter with complex
roofing
16 533 5th Avenue S X Limited space for bus shelter
because building structure
17 1054 Bowdoin Way X
18 1051 Walnut Street X
19 8415 238th Street SW X
1. A Simme-Seat is a double seat that is attached to a bus stop pole.
Transit Emphasis Corridors
Community Transit’s Six Year Transit Development Plan and 20 Year Long Range Plan describe
a network of Transit Emphasis Corridors on arterial streets and highways connecting urban
centers in Snohomish County. SR 99 and 196th Street SW are Transit Emphasis Corridors in
Edmonds. The long-term vision for these corridors is coordinated land use, infrastructure, and
transit planning that will encourage transit market development and will enable effective service
by Community Transit. The Transit Development Plan calls for increasing the frequency and span
of local service providing east-west connections across south Snohomish County between Mill
Creek, Lynnwood and Edmonds including the 164th St SW and 196th St SW transit emphasis
corridors.
Swift Bus Rapid Transit
This process is moving forward on SR 99 with the implementation of Swift Bus Rapid Transit
(BRT), which will begin service in fall 2009. Swift will operate throughout the day, seven days a
week, providing service between Shoreline and Everett. Swift will operate with 10-minute
frequency from 5:00 am to 7:00 pm, and with 20-minute frequency from 7:00 pm to midnight and
on weekends. Swift BRT will serve landmark stations located at approximately one mile intervals
along the route. The City worked closely with Community Transit on the Swift BRT alignment
Packet Page 256 of 407
Transit and Transportation Demand Management
August 2009 5-13
and station locations. There are two stations located along SR 99 in Edmonds: at 238th St SW and
at 216th St SW. Local service on Route 101 will continue to operate in the corridor.
Additional Fixed Route Transit Service
The City will continue to coordinate with Community Transit regarding additional bus transit
service on Olympic View Drive or east of 76th Avenue N.
In addition, the City has adopted a policy (see Policy 8.12 in Chapter 2) to explore future funding
for a city-based circulator bus that provides local shuttle service between neighborhoods (Firdale
Village, Perrinville, Five Corners, Westgate) and downtown.
Edmonds Crossing Multimodal Facility
The City is also a partner in the Edmonds Crossing multimodal ferry, bus, and rail facility. Sound
Transit is planning to relocate Edmonds station as part of the larger Edmonds Crossing
Multimodal project being led by WSDOT. The location of the preferred alternative for the
multimodal project in the Final Environmental Impact Statement would relocate the station south
of Edmonds marina, near Point Edwards. The project would also improve traffic circulation in
downtown Edmonds by eliminating at-grade railroad crossings. The Washington legislature
approved $4 million for the project during the 2007-2009 biennium. However, funding for the
remaining $122 million is not secured.
Packet Page 257 of 407
Packet Page 258 of 407
August 2009 6-1
Chapter 6. Implementation and Financial Plan
This chapter provides a summary of the projects, project prioritization, total costs, projected
revenue, and implementation strategies for recommended improvements through 2025.
Project Costs
Preliminary costs for proposed transportation projects were estimated at a planning level, based
on 2009 dollars. Estimates were based on typical unit costs, as applied to each type of
improvement, and are not the result of preliminary engineering. Annual programs such as asphalt
street overlay show projected expenditures beginning in 2010. These planning-level estimates of
probable cost were the basis for the financial plan.
Table 6-1 summarizes the estimated costs for the recommended transportation projects and
programs through 2025. The table shows that the cost of fully funding all operations, safety, and
maintenance projects and programs through 2025, as presented in this Transportation Plan, is
$103,046,300.
Packet Page 259 of 407
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Packet Page 263 of 407
Comprehensive Transportation Plan
City of Edmonds 6-6
Revenue Sources
Current Sources of Revenue
Revenue sources available to the City for financing the transportation improvements are listed
below.
Grants – State and federal grants may be obtained through a competitive application process.
Grant sources include the following:
-FHWA – The federal government has funds that are made available to the State of
Washington and local agencies from federal gas taxes. The allocations are based on the
competitive evaluation of specific projects against other projects within the State and
region. To be eligible for funding, a project must be located on a route designated as
arterial or collector in the federal classification (see Figures 3-2 and 3-3). Grant programs
include Congestion Mitigation Air Quality, Intersection and Corridor Safety, Surface
Transportation Program (STP) Regional, Transportation Enhancement Program (statewide),
and direct allocations.
-Federal Department of Housing and Urban Development – Federal funds are distributed as
Community Development Block Grants through Snohomish County. Grants are
competitive based on the merits of the projects and are targeted to benefit low income
areas. Typically, a project must be located in a census tract or block with a majority of
residents with low to moderate income. Through the grant amounts are relatively small they
can be used on local streets in residential areas for sidewalk and sidewalk ramp
construction.
-Transportation Improvement Board (TIB) – The Transportation Improvement Board provides
grants using the State’s portion of the gas tax. Projects are selected on a competitive basis
and programs vary from sidewalks to corridor improvements. To be eligible a project must
be located on an arterial or collector. The TIB is an independent state agency that
distributes grant funding, which comes from the revenue generated by three cents of the
statewide gas tax, to cities and counties for funding transportation projects. The TIB
provides funding to its urban customers through three state-funded grant programs:
Urban Arterial Program (UAP)– best suited for roadway projects that improve safety and
mobility.
Urban Corridor Program (UCP) – best suited for roadway projects with multiple funding
partners that expand capacity.
Sidewalk Program (SP) – best suited for sidewalk projects that improve safety and
connectivity.
-Additional State Grants – Other grants available at the state level include, but are not
excluded to, Pedestrian and Bicycle Safety and Safe Routes to Schools.
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Implementation and Financial Plan
August 2009 6-7
Traffic Impact / Mitigation Fees – Impact fees were recently instituted within the City and
are paid by developers to mitigate the impacts on the transportation system.
Real Estate Excise Tax –This is a tax on all sales of real estate, measured by the full
selling price, including the amount of any liens, mortgages and other debts given to secure the
purchase at a rate of 1.28 percent. The City is eligible to receive proceeds from the tax if they
have planned under the Growth Management Act. The funds must be used for capital
improvements. The State and Counties receive 0.78 percent and the City 0.5 percent.
Motor Vehicle Fuel Tax – The motor vehicle fuel tax is collected by the State and 2.4 cents
per gallon are distributed to cities for roadway construction purposes. The money is
distributed based on the population of each city.
General Fund – The General Fund includes a broad range of taxes and fees such as sales tax
and building permit fees. These revenue sources may be used for all City activities.
Joint Agency Funding – Edmonds adjoins unincorporated Snohomish County and several
other cities. When projects are located in two more jurisdictions, resources are combined to
fund them.
General Obligation Bonds – These are bonds issued by the City that are financed through
future anticipated tax revenues.
Parks Funding – Funding provided through the City Parks Department, to be used jointly
with transportation funding for pedestrian and bicycle projects.
Table 6-2 summarizes potential revenue projected through 2025, based upon current sources and
funding history.
Table 6-2. Potential Revenue
Source Amount
Grants (unsecured) $12,080,650
Traffic Impact / Mitigation Fees 6,353,485
Real Estate Excise Tax 4,000,000
Motor Vehicle Fuel Tax 2,000,000
Transfers from Other Funds 2,062,650
Utility Resurfacing 1,795,488
Joint Agency1 8,000,000
Interest Income 511,331
Development Sidewalks 23,021
Parks Funding – Interurban Trail 1,326,000
Parks Funding - 4th Ave Enhancement 2,365,000
Miscellaneous 193,306
TOTAL $40,710,931
1. Assumes joint funding with Snohomish County for the recommended 84th Avenue improvement.
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Comprehensive Transportation Plan
City of Edmonds 6-8
Based upon the total costs of recommended projects summarized in Table 6-1, and the potential
revenue based upon current sources and funding history, the estimated total revenue shortfall
through 2025 is $62,335,369.
Other Potential Financing Options
The City will continue to explore new options to fund transportation projects and programs that
are important to citizens. Options that could be considered include the following:
Transportation Benefit District – A Transportation Benefit District (TBD) can fund any
transportation improvement contained in any existing state or regional transportation plan that
is necessitated by existing or reasonably foreseeable congestion levels. The legislative
authority of a city to create a TBD by ordinance is set forth in RCW 36.73. Projects covered
by a TBD can include maintenance and improvements to city streets, county roads, state
highways, investments in high capacity transportation, public transportation, transportation
demand management and other transportation projects identified in a regional transportation
planning organization plan or state plan. A variety of revenue options are available. An
annual vehicle license fee of up to $20 per license can be passed by the City of Edmonds
TBD, and is not subject to voter approval. The legislation also allows a TBD the ability to
collect additional annual vehicle license fees up to a total of $100 per license per year in
addition to sales and property taxes, subject to voter approval.
The City has already enacted the $20 per year vehicle license fee, which is slated to fund City
Street Operations only. Additional TBD funding above the amount of the TBD in Edmonds
would be subject to voter approval.
If additional TBD funding were implemented, the City would work with PSRC to incorporate
projects into the regional transportation so that they would be eligible for funding. The
regional and state plans have already identified a broad range of local transportation
improvements as priorities, and the multi-modal mobility and safety projects presented in this
Transportation Plan are consistent with those priorities.
Local Improvement District/Roadway Improvement District –LIDs, enabled under
RCW 35.43, are a means of assisting benefitting properties in financing needed capital
improvements. A special type of LID is a Roadway Improvement District (RID). LIDs may
be applied to water, sewer and storm sewer facilities, as well as roads; but RIDs may only be
applied to street improvements. LIDs and RIDs are special assessment districts in which
improvements will specially benefit primarily the property owners in the district. They are
created under the sponsorship of a municipal government and are not self governing special
purpose districts. To the extent and in the manner noted in the enabling statutes, they must be
approved by both the local government and benefited property owners.
Additional Grants – Revenue projections summarized in Table 6-2 assume that the City
will be able obtain future grant funding at levels consistent with what has been obtained
historically. It may be possible for the City to obtain higher levels of grant funding than what
has been historically obtained. However, state and federal grants are obtained through a
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Implementation and Financial Plan
August 2009 6-9
highly competitive process, and other municipalities are also likely to increase their requests
for grant funding to address their own revenue shortfalls, so it is likely that only a small
portion of the City’s revenue shortfall could be covered through additional grant funding.
Business License Fee for Transportation – Cities have the option of including a fee to
fund transportation projects, as part of business license fees. This is typically an annual fee
that is charged per full time equivalent (FTE) employee. In order for this type of fee to be
successful, cities typically collaborate very closely with business owners, to identify projects
and programs for funding that would be of most benefit to local businesses.
Table 6-3 summarizes potential levels of revenue that could be obtained by these additional
sources, if they were approved by the City Council and by citizens. The table shows that the
transportation funding shortfall could be covered by a combination of these optional revenue
sources.
Table 6-3. Potential Revenue from Additional Optional Sources
Source Amount
TBD license fee at $80 per license per year1 $ 46,592,000
Local Improvement District / Roadway Improvement District2 15,743,369
Additional grants3
Additional joint agency funding4
Business license fee for transportation
$62,335,369
1. Assumes 36,000 vehicles (40,000 population x 0.91 vehicles per capita) for 16 years. The total amount shown is that portion above the $20
portion that has already been passed and committed to fund transportation operations.
2. Enacted to pay for specific projects with the district that is defined. Any funding obtained through an LID or RID would lower the fees needed from
the other optional sources.
3. Obtained through application process for specific projects. Any funding obtained through additional grants would lower the fees needed from the
other optional sources.
4. Obtained from adjacent jurisdictions in which specific projects are co-located. Several recommended projects are located in areas also under the
jurisdiction of the cities of Mountlake Terrace, Lynnwood, Shoreline, Snohomish County, and/or WSDOT.
Project Prioritization
Program Priority
Although all projects and programs presented in this Transportation Plan are important to the
City, they can only be implemented as funding becomes available. Guided by feedback from
citizens, and also by state laws, the following priority order has been established.
1.Maintenance and Preservation – The City is committed to maintaining existing
transportation facilities in which substantial public investment have been made, and which
are critical to maintaining transportation mobility and safety. This has also been identified as
the top priority by citizens.
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Comprehensive Transportation Plan
City of Edmonds 6-10
2.Safety Improvements on City Streets – Road safety projects are also identified as a high
priority by citizens. Some concurrency projects also address safety issues; however,
additional safety projects will be a high priority if additional funding is obtained from
alternative sources.
3.Concurrency – GMA requires that projects needed to maintain concurrency must be in
place within six years of the time that they are triggered by development. If concurrency
projects are not implemented, new development that those projects would support cannot be
approved. Thus, concurrency projects must be implemented to support planned land use
identified in the Comprehensive Plan.
4.Walkway Connections – Completion of walkway connections is consistent with the City’s
policies to support a strong pedestrian network, and has also been identified as a high priority
by citizens. Completing walkway connections will be a high priority if additional funding is
obtained from alternative sources.
5.Curb Ramp Upgrades – ADA requires that the City have a program in place to retrofit
curb ramps that do not meet ADA standards. The City will continue to implement curb ramp
upgrades in conjunction with street construction and maintenance projects, but completion of
the Curb Ramp Upgrade Program by 2025 will require additional funding over current
projections.
6.Bicycle Route Signing and Facility Upgrade – The City will continue to incorporate
bikeways into street improvement and maintenance projects where feasible, whether they
consist of separate bicycle lanes, or marking for shared bicycle/vehicle lanes. However,
completion of the Bike Plan, including signing and provision of bicycle parking, will require
additional funding over current projections.
7.Improvements on SR 104 (Edmonds Way) – Operational deficiencies have been
projected for SR 104. As a Highway of Statewide significance, this road is not subject to
local concurrency rules. The City will continue to coordinate with WSDOT to address
problems as they are identified, but will not be able to fund improvements on this road unless
additional sources of funds over current projections are obtained.
8.Traffic Calming Program – The City will continue to address neighborhood traffic safety
issues on a case by case basis as they are identified; however, implementation of the full
Traffic Calming Program will require additional funding over current projections to be
obtained.
Implementation Plan
Transportation Improvement Plan 2010-2025
The Comprehensive Transportation Plan serves to guide the development of surface
transportation within the City, based upon evaluation of existing conditions, projection and
Packet Page 268 of 407
Implementation and Financial Plan
August 2009 6-11
evaluation of future conditions that result from the City’s adopted future land use plan, and
priorities stated by Edmonds citizens.
Table 6-4 summarizes the recommended Transportation Improvement Plan, 2010 through 2025,
which is a comprehensive multimodal plan that is based on extensive public input and reflects a
major update of the 2003 Plan.
Table 6-4. Transportation Improvement Plan 2010–2025
Project 2010 – 2015 2016 – 2025 Total
Annual Street Overlays $ 9,000,000 $ 15,000,000 $ 24,000,000
Citywide Street Improvements 90,000 150,000 240,000
Citywide Signal Improvements 30,000 50,000 80,000
Citywide Cabinet and Controller Upgrades 30,000 50,000 80,000
Puget & Olympic View Drive 198,000 198,000
Downtown Bicycle Parking 22,500 37,500 60,000
238th / 100th Ave Signal Upgrades 236,000 236,000
Puget Drive / 196th St SW / 88th Avenue W 879,000 879,000
Main Street / 9th Avenue N 874,400 874,400
Walnut Street / 9th Avenue S 874,400 874,400
212th Street SW / 84th Avenue W 1,910,100 1,910,100
Caspers Street / 9th Avenue N 818,000 818,000
212th Street SW / 76th Avenue W 2,313,800 2,313,800
Olympic View Drive / 76th Avenue W 1,146,800 1,146,800
220th Street SW / SR 99 3,147,300 3,147,300
220th Street SW / 76th Avenue W 138,300 138,300
228th Street SW, SR99 - 76th Avenue W 3,948,200 3,948,200
84th Avenue W, 212th Street SW - 238th Street SW 16,355,500 16,355,500
80th Avenue Sight Distance 292,000 292,000
SR 99 Illumination 400,000 400,000
Main St / 3rd Ave signal upgrade 138,000 138,000
Shell Valley Access Road 530,000 530,000
212th Street SW / SR 99 3,265,500 3,265,500
216th Street / SR 99 719,800 719,800
174th Street SW / Olympic View Drive 724,200 724,200
238th Street SW / Edmonds Way (SR 104) 5,444,600 5,444,600
238th Street SW, SR104 - 84th Avenue W 2,519,700 2,519,700
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Comprehensive Transportation Plan
City of Edmonds 6-12
Project 2010 – 2015 2016 – 2025 Total
244th Street SW (SR 104) / 76th Avenue W 3,321,600 3,321,600
Interurban Trail 1,535,000 1,535,000
Citywide Upgrade to Countdown Pedestrian Signals 43,000 43,000
Citywide Walkway Projects 5,512,125 9,186,875 14,699,000
ADA Transition Plan 1,571,063 2,618,438 4,189,500
Citywide Pedestrian Lighting 30,000 50,000 80,000
Bike Route Signing 25,000 25,000
Citywide Bikeway Projects 45,000 75,000 120,000
Citywide Traffic Calming Program 60,000 100,000 160,000
Operational Enhancements 90,000 150,000 240,000
Future Transportation Plan Updates 225,000 375,000 600,000
Debt Service on 220th Street SW Project 231,225 385,375 616,600
4th Avenue Corridor Enhancement 5,500,000 5,500,000
Main Street Pedestrian Lighting 533,000 533,000
Arterial Street Signal Coordination 50,000 50,000
TOTAL $30,541,812 $72,504,488 $103,046,300
Projected Revenue $15,266,599 $25,444,332 $40,710,931
Shortfall, unless alternative funding identified 15,275,213 47,060,156 $62,335,369
Interjurisdictional Coordination
The City will coordinate with the following agencies to implement projects and strategies
presented in this Transportation Plan:
Revise the federal functional classification of some city streets to be consistent with the
City’s adopted functional classifications (see Table 3-2).
Coordinate with WSDOT on projects to address future operational deficiencies on SR 104.
Coordinate with Snohomish County for joint agency funding of the proposed 84th Avenue
improvement.
If a higher funding level of TBD is put forward and approved by voters, coordinate with
PSRC to include projects in the regional transportation plan so that they will be eligible for
funding.
Coordinate with WSDOT and the FHWA to move forward with the Edmonds Crossing
Multimodal Project.
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Implementation and Financial Plan
August 2009 6-13
Coordinate with Community Transit to implement transit investments that are consistent with
the City’s priorities; including construction of additional bus shelters and benches, and new
transit routes.
Contingency Plan in Case of Revenue Shortfall
Some revenue sources are very secure and highly reliable. However, other revenue sources are
volatile, and therefore difficult to predict with confidence. To cover the shortfall identified in the
previous section, or in the event that revenue from one or more of these sources is not
forthcoming in the amounts forecasted in this Transportation Plan, the City has several options:
Change the LOS standard, and therefore reduce the need for road capacity improvement
projects.
Increase the amount of revenue from existing sources.
Find new sources of revenue which could include additional federal and state grants,
additional TBD funding, business license fee for transportation, and/or LID/RIDs.
Require developers to provide such facilities at their own expense.
Change the Land Use Element in the Comprehensive Plan to reduce the amount of
development, and thus reduce the need for additional public facilities; or to further
concentrate growth along higher capacity roads that are served by transit.
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August 2009 7-1
Chapter 7. References
American Association of State Highway and Transportation Officials (AASHTO). 1999. Guide
for the Development of Bicycle Facilities.
Association of Washington Cities. 2002. Tax & User Fee Survey, Part II Land Use Fees.
Association of Washington Cities. 2007. Transportation Benefit District Fact Sheet. September.
http://www.awcnet.org/documents/TBDFactSheet0907.pdf
CH2M Hill. 2001. Edmonds Crossing: Pine Street Ferry Traffic Study. Prepared for the City of
Edmonds. October 10.
Community Transit. 2009. System Performance Report Year 2008. Produced by Research and
Statistics Section, Strategic Planning and Grants Division.
Edmonds, City of. 2008. Comprehensive Plan.
Ewing, Reid. 1999. Traffic Calming: State of the Practice. Report No. FHWA-RD-99-135.
Prepared by the Institute of Transportation Engineers for the US Department of
Transportation and the Federal Highway Administration. 1999.
Federal Highway Administration (FHWA). 1989. Highway Functional Classification: Concepts,
Criteria and Procedures. http://www.fhwa.dot.gov/planning/fcsec1_1.htm
Federal Highway Administration (FHWA). 2000. Roundabouts: An informational Guide.
Publication No. FHWA-RD-00-067. June.
Federal Highway Administration (FHWA). 2001. Manual on Uniform Traffic Control Devices
(MUTCD). US Department of Transportation. Publication No. MUTCD-1.
Institute of Traffic Engineers (ITE). Traffic Engineering Handbook. 5th Edition, James L. Pline,
editor. Publication No. TB-010A. Washington, DC. 1999.
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City of Edmonds 7-2
JHK and Associates. City of Edmonds Bikeway and Walkway Plan. June 4, 1992.
Municipal Research and Services Center (MRSC) of Washington. 2003. Washington State Local
Improvement District Manual. Fifth Edition. Report No. 52. Prepared with the American
Public Works Association, Washington chapter. October.
Parsons Brinkerhoff. Washington State Ferry (WSF) 1999 Travel Survey: Edmonds – Kingston
Route. 1999.
Pedestrian and Bicycle Information Center. How are "Sharrows" or shared-lane markings used to
improve bicyclist safety? Accessed May4, 2009.
http://www.bicyclinginfo.org/faqs/answer.cfm?id=972
Perteet. 2007. SR 99 Traffic and Circulation Study. Prepared for the City of Edmonds.
November.
Puget Sound Regional Council. 2008. VISION 2040.
Puget Sound Regional Council, 2009. PSRC Transportation 2040 Working Group. May.
http://www.psrc.org/boards/advisory/T2040working_group.htm
Snohomish County. 2008. Buildable Lands Report.
Snohomish County. 2000. General Policy Plan – Transportation Element.
Sound Transit. Sound Move – The 10-Year Regional Transit System Plan. Adopted May 31,
1996. http://www.soundtransit.org/stnews/publications/soundmove/pubsSMTOC.htm
State of Washington. Growth Management Act. RCW 36.70A. 1990.
The Transpo Group. Report to City of Edmonds on State “Level of Service Bill” Impact on the
City’s Comprehensive Plan. August 2001.
Transportation Research Board. Highway Capacity Manual. Special Report 209. National
Research Council. Washington, DC. (1997 and 2000 updates).
Washington State Department of Transportation (WSDOT). 2007. Washington State Highway
System Plan: 2007 – 2026. Olympia, WA. Prepared by the WSDOT Planning Office.
December 2007.
Washington State Department of Transportation (WSDOT). 2008. Local Agency Guidelines
Manual. Prepared by the Highways and Local Programs Division. October.
Washington State Transportation Commission (WSTC). 2006. Transportation Commission List
of Highways of Statewide Significance. Passed by Resolution 660. June 7.
http://www.wsdot.wa.gov/NR/rdonlyres/6C953258-50A4-419E-AD79-
BDE4EF775845/0/HSSlist2008.pdf
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August 2009 7-3
Washington State Department of Transportation (WSDOT). 2008. Collision Data (1/1/2005 –
12/31/2007) within the City of Edmonds. Collected and compiled by the WSDOT
Collision Data and Analysis Branch.
Washington State Department of Transportation (WSDOT). 2009. Design Manual. Publication
Number M 22-01. Prepared by the Design Office, Engineering and Regional Operations
Division. January. http://www.wsdot.wa.gov/Publications/Manuals/M22-01.htm
Washington State Transportation Commission (WSTC). 1998. Transportation Commission List
of Highways of Statewide Significance. Passed by Resolution #584. December.
http://www.wsdot.wa.gov/ppsc/hsp/HSSLIST.pdf
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Appendix A
Public Participation Materials
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OpenHouse#1
June9,2008
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Packet Page 285 of 407
Packet Page 286 of 407
OpenHouse#2
March5,2009
Packet Page 287 of 407
Packet Page 288 of 407
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Packet Page 289 of 407
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Packet Page 294 of 407
Page1
TransportationPlanUpdate–OpenHouse#2
ProjectPriorityQuestionnaire
Fromthelistbelow,pleaseidentify fiveprojecttypesthatyoufeelshouldhavehighestfunding
priority.Ofthefiveprojecttypesyouchoose,pleaserankthem1through5,with1ashighestpriority
and5aslowest.Pleaseassignonlyonerankedvalue perprojecttype,andchoosenomorethanfive .
Top5
FundingPriority
(Rank1through5)
ProjectType
BicycleRouteSigning
Providesigningforbicyclerouteswithinthecity.
CapacityImprovementsonCityStreets
Addlanesorimprovetraffic controlatco ngestedintersections.
Capacity/SafetyImprovementsonSR104(EdmondsWay)
Improvevehiclechannelizationand/ortraffic controlatcongestedintersections–
requiresclosecoordinationwiththeWashingtonStateDepartmentofTransportation.
CurbRampUpgrades
Buildorrebuildcurbrampsso thatintersectioncro ssingsmeetthere quirementsofthe
AmericanswithDisabilitiesAct.
MultimodalFacilityEdmondsCrossingProject
Constructnewmultimodalfacilityatferryterminal,connectingferry,automobile,
transit,bicycle,andpedes triantrafficindowntownEdmonds.
PavementMaintenance
Provideimprovementstomaintainpav ementoncitystreets,suchasasphaltoverlays
andfillingofpotholes.
SafetyImprovementsonCityStreets
Addlanesorimprovetrafficcontrolat locationswheresafetyissueshavebeen
identified.
SpotImprovementsonCityStreets
Providelowercostimprovements suchassignaltimingupgr adesorlocalizedstreet
improvementstoimprovevehicle safetyandmobility.
SpotImprovementsforWalkwaysandBikeways
Providelowercostimprovementssuchaspedest rianlightingand bicycleparkingto
improvenonmotorizedsafetyandmobility.
TrafficCalmingProgram
Implementmeasurestoslowdowntrafficand /ordiscouragecutthroughtrafficin
neighborhoods,attheneighborhoodresidents’request.
Transit–BusShelters
Provideadditionalbussheltersand/orimprovementsatexistingshelters–requires
closecoordinationwithCommunityTransit.
WalkwayConnections
Constructnewwalkwaysandwalkwayconnections.
Packet Page 295 of 407
Page2
Arethereanyspecificprojects presentedatthisopenhousethatshouldbeofhighestpriorityfor
funding?
Arethereanyspecificprojects presentedatthisopenhousethatshouldnotbeimplemented?
Arethereanyspecificprojectsorprojecttypesthat shouldbefunded,butarenotonthislist?
Anyothercommentsorsuggestions?
Name(optional) Address(optional)
Phone(optional)Email(optional)
Pleasedropthisforminthecommentboxormailyourcommentsby Friday,March20,2009 to:
BertrandHauss,CityofEdmonds
1215thAvenueNorth
Edmonds,WA98020
Phone:(425)7710220
Fax:(425)6725750
Thankyouforyourparticipation!
Packet Page 296 of 407
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Packet Page 299 of 407
Packet Page 300 of 407
OpenHouse#3
June30,2009
Packet Page 301 of 407
Packet Page 302 of 407
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Packet Page 305 of 407
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Packet Page 311 of 407
Packet Page 312 of 407
Appendix B
Traffic Calming Program
Packet Page 313 of 407
Packet Page 314 of 407
Traffic Calming Program
The City of Edmonds Traffic Calming Program is designed to assist residents and City staff in
responding to neighborhood traffic issues related to speeding, cut-through traffic, and safety.
Implementation of a traffic calming program allows traffic concerns to be addressed consistently
and traffic calming measures to be efficiently developed and put into operation.
In establishing a neighborhood traffic calming program, the City must take into account the
restriction that no deviation from Washington State Department of Transportation (WSDOT)
design standards is permitted on principal arterials, minor arterials and collector streets without
express approval of the WSDOT local programs engineer (RCW 35.78). This limitation does not
apply to local access streets, which are defined by RCW 35.78.010 as streets “…generally limited
to providing access to abutting property… tributary to major and secondary thoroughfares…
generally discouraging through traffic…” Therefore, the City’s traffic calming program focuses
on local access streets.
The Traffic Calming Program consists of a three-phase process:
• Phase 1 Petition and Review for Qualification): To begin the process, residents submit a
petition for local street traffic concerns, and the City reviews the application and investigates
the site to determine if the application qualifies for the Traffic Calming Program.
• Phase 2 (Education and Enforcement) focuses on education and enforcement solutions,
including educational flyers, police enforcement, neighborhood speed watch, signing, and
striping modifications. If those solutions are not effective in reducing speed or cut-through
traffic, then the process moves on to Phase 3.
Phase 3 (Installation of Traffic Calming Device) consists of working with residents to
identify the appropriate traffic calming device to be installed, which could include traffic
circles, chicanes, and narrowed lanes. If approved by residents in the affected area, the device
is planned for installation.
Packet Page 315 of 407
Exhibit A illustrates the three-phase process. Each phase of the Traffic Calming Program is
summarized in the following sections.
Due to economic considerations, city streets that are ineligible for the Traffic Calming Program
include:
1. Streets classified other than local streets, including dead-end streets.
2. Streets scheduled for resurfacing within the next two years.
3. Streets with grades, curvatures or other physical conditions where addition of any device
would create unsafe conditions.
4. Streets not meeting average daily traffic requirements (see Phase 1 Qualification section).
Packet Page 316 of 407
End with
notice
letter
Phase 1
Petition and
Review for
(2–3 months)
Residents petition for
local street traffic concerns
(minimum of 8 signatures)
Qualifies
Does
not
qualify
Phase 2
Education and
Enforcement
(8–14 months)
Qualifies
Staff and residents develop
education and enforcement solutions
Implement education and enforcement solutions
3-6 months later
Phase 3
Installation of
Traffic Calming Device
(14–24 months)
Staff evaluates effectiveness of solutions
85th percentile speed
≤ 8 mph over speed limit
Residents vote on
approval of traffic
calming device
≥ 60% of residents
who return ballots
approve
Design and install traffic calming device
< 60% of
residents
approve
6–12 months later
Staff evaluates effectiveness of device
Staff reviews and collects data
Qualification for traffic calming program
and
tBOEDVUUIrPVHIQFSIPVr, or
tUIQFrcFnUJMFTQFFE NQIovFSTQFFEMJNJt
8 mph <
85th percentile speed
≤ 10 mph
85th percentile speed
> 10 mph over speed limit
or
Cut-through traffic per hour
< 25% and 15 vehiclesEnd with notice letter stating
program objectives have been met
Review
other
solutions
End with
notice
letter.
Staff reviews traffic calming devices
for funding, priority, technical feasibility
Staff develops traffic calming solutions
with police and fire departments’ approval
August 2009
Exhibit A. Traffic Calming Program Process
Program applies to neighborhood residential through streets.
Packet Page 317 of 407
Phase 1 – Petition and Review for Qualification
Phase 1 of the program includes resident petition to begin the process and City review for
qualification of the application. Phase 1 consists of the following steps:
Citizen Action Request and Petition
The program begins when a resident turns in a “Citizen Action Request Form” and a “Petition
Form” to show neighborhood consensus of the traffic concerns.
• The Citizen Action Request Form, as shown in Exhibit B, identifies the type of traffic
concerns, such as cut-through traffic, vehicle speed, and safety concerns present in the
neighborhood.
The Petition Form, as shown in Exhibit C, indicates neighborhood consensus that the traffic
concerns should be studied. A minimum of eight adult resident signatures from separate
addresses on the subject street will be required prior to going forward with the program.
City Staff Review
City staff will research the issues and acknowledge the requestor if the petition is a candidate for
the program.
• The issues must be on a local access (non-arterial/non-collector) street. If the traffic concern
is on an arterial or collector, City staff will inform the Police Department of the concern and
ask for additional enforcement.
City staff will also acknowledge the requestor if the issues have been previously reviewed
and action was taken; if previous investigations have deemed the problem unsolvable, and if
the problem is part of an ongoing investigation/action.
Site Visit and Data Collection
City staff will schedule a meeting with the residents at the problem location to investigate the
traffic concerns. City staff will survey traffic signing, pavement markings, sight distances,
parking, and road conditions along the subject street.
• If there appear to be simple solutions to the issues, such as brush trimming, speed limit signs,
or channelization, City will implement them as soon as feasible.
If the issues are not easy to identify from the site survey, City staff will collect baseline traffic
data (traffic volume counts, cut-through traffic, travel speed, and historical accident data) for
problem clarification and for future evaluation.
Packet Page 318 of 407
Qualification
City staff will compare the baseline traffic data to the following criteria to determine if the
petition qualifies for the program. The criteria to determine if a petition qualifies for the program
include the following:
• The average daily traffic volume on the subject street must be between 500 and 3,000
vehicles per day, because average daily traffic below or above these limits is not suitable for a
neighborhood traffic calming device.
• If the traffic concern is related to safety, there have been at least 3 reported collisions in the
past 3 years at the same location.
• If the traffic concern is related to cut-through traffic, the peak hour (AM or PM, whatever is
higher) cut-through traffic is greater than 25% of total traffic and greater than 15 vehicles per
hour.
• If the traffic concern is related to speeding, the daily 85th percentile speed (the speed below
which 85% of the cars are traveling) is 8 mph over the posted speed limit.
If the baseline traffic data show that the criteria are not met, the City will inform the requestor,
record the request and continue to monitor the situation.
Packet Page 319 of 407
Exhibit B. Citizen Action Request Form for the Traffic Calming Program
Citizen Action Request Form - Traffic Calming Program
Contact Name: _______________________________ Day Phone: ___________________
E-mail Address: _____________________________________________________________
Address: __________________________________________________________________
Location of Concern: ________________________________________________________
Neighborhood Traffic Concern (Check applicable concerns):
___ Speeding ___ Cut-Through Traffic ___ Pedestrian/Bicycle/Traffic Safety
____ Other: ________________________________________________________________
What, in your opinion, is the root cause of the problem?
__________________________________________________________________________
__________________________________________________________________________
Thank you for taking the time to complete the Citizen Action Request Form.
Please send the completed form with the Neighborhood Petition Form to:
City of Edmonds
Attn: Public Works Engineering Department
121 5th Avenue N
Edmonds, WA 98020
Once we receive the form, the Public Works Engineering Department will investigate
your request. If you have questions or comments, please call the transportation
engineer at (425) 771-0220.
Packet Page 320 of 407
Exhibit C. Neighborhood Petition Form for the Traffic Calming Program
Neighborhood Petition Form - Traffic Calming Program
Contact Name: _____________________________
Location of Concern: ________________________________________________________
Eight (8) neighbor signatures, one per household, are required prior to initiate the
Traffic Calming process in our neighborhood. If you agree that the issues stated in the
Citizen Action Request Form exist on our residential street, please sign below with your
address and phone number.
The Traffic Calming process involves active participation of our community. The
decision making process may require us to set and attend neighborhood meetings and
conduct further petition campaigns.
Name Address Phone Signature
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________
Make additional copies as necessary.
Packet Page 321 of 407
Phase 2 – Education and Enforcement
Phase 2 of the program focuses solutions that include education of drivers on existing traffic
regulations, and a focus on enforcement of those regulations. During this phase, neighborhood
concerns are addressed by informing drivers of safety issues, by using traffic enforcement
techniques, or by adding signs or pavement markings to change driver behavior. These solutions
can be an effective way to address speeding within neighborhoods by residents themselves. The
City can implement these less restrictive solutions more easily and quickly than physical traffic
calming devices. It is recognized, however, that these solutions may produce benefits that are
only temporary, and that conditions need to be monitored. Phase 2 consists of the following steps:
Development of Solutions
If the application is qualified for the program, then City staff will use the baseline traffic data,
along with insights and suggestions from area residents, to determine which solutions will be
used to improve the traffic issues.
Table 1provides a comparison of advantages, disadvantages, and effectiveness of potential Phase
2 solutions.
Implementation
Once the solutions are determined, they will be implemented with the assistance of the
neighborhood residents. The solutions would be implemented for at least three months to provide
a traffic adjustment period.
Evaluation
Eight to fourteen months after the Phase 2 solutions have been implemented, conditions will be
evaluated by City staff based on new traffic, speed, and accident data. The results will be
compared with the previous data to measure the effectiveness of these traffic calming solutions.
There are three possible outcomes based on the results:
• If the daily 85th percentile speed is 5 mph or less over the posted limit; or if peak hour (AM
or PM) cut-through traffic is at or less than 25% of the total traffic or less than 15 cut-through
vehicles, no further action will be taken.
• If the daily 85th percentile speed is at or below 10 mph but above 8 mph over the posted
limit, another Phase 2 solution will be developed and implemented. The City staff will meet
with the requestor and neighborhood residents to review if other solutions would be more
effective.
• The application will move to Phase 3 if it meets the following conditions:
• The daily 85th percentile is over 10 mph greater than the posted limit; or
• The peak hour (AM or PM) cut-through traffic is greater than 25% of the total traffic and
greater than 15 vehicles per hour.
Packet Page 322 of 407
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Packet Page 324 of 407
Phase 3 – Installation of Traffic Calming Devices
Phase 3 of the program involves modifying the physical geometry of the roadway to install traffic
calming devices. Traffic calming devices are much more expensive and more restrictive to local
traffic than the education and enforcement solutions in Phase 2. Because of this, traffic calming
devices require a much greater level of resident involvement and agreement for implementation.
Phase 3 consists of the following steps:
City Staff Review
If the petition qualifies for a traffic calming device, City staff will conduct a preliminary review
with the following tasks.
• City staff will score the petition by using the Scoring Criteria shown in Table 2. Because
traffic calming devices are much more expensive to implement than Phase 2 solutions, the
City will use the score to decide the priority to fund a traffic calming device. Applications
will be processed in order of priority, in accordance with available funding.
• City staff will identify the technical feasibility and constraints of potential traffic calming
devices. The following are technical aspects that will be considered when reviewing the
proposed placement of a traffic calming device:
• Traffic rerouting. It must be assured that the problem will not shift to adjacent streets.
• Adequate provisions should be made for buses (school, metro, para-transit), garbage
collection, moving vans, construction equipment, pedestrians, and bicyclists, where
traffic calming devices are installed.
• Emergency response times and the need to move vehicles through the area should be
considered. The cumulative effect of traffic calming devices on emergency vehicle
response times should also be considered.
• Drainage. It must be assured that devices will allow adequate drainage.
• If curbs and gutters are not present, the design of individual devices may need to be
modified to restrict drivers from using the shoulders to avoid the devices.
• Proximity to other traffic calming devices and intersections.
• Roadway surface conditions. Traffic calming devices should be installed on paved
roadways with good surface conditions.
• Roadway grade. Some traffic calming devices should not be used on grades exceeding
8%.
• Effect of the devices on street sweeping and other maintenance activities.
• Potential loss of on-street parking.
• Potential increase in noise levels due to the device.
• Potential changes to community character.
• Sight distance obstructions related to landscaping, fences, roadway alignment, grade, etc.
Packet Page 325 of 407
• Potential impact to residential driveways.
• City staff will define the study area to ensure it includes all residents that could be affected by
a traffic calming device.
Table 2. Scoring Criteria for Traffic Calming Devices
Criterion Points
Average Weekday Daily Traffic (AWDT)
500 – 1,000 vehicles/day 1
1,001 – 2,000 vehicles/day 2
2,001 – 3,000 vehicles/day 3
Traffic Speed (85th Percentile)
5.1 – 8.0 mph above posted limit 2
8.1 – 10.0 mph above posted limit 4
More than 10 mph above posted limit 6
Cut-Through Traffic
25% - 49% of AWDT 1
50% - 74% of AWDT 2
More than 74% of AWDT 3
Accident History of Past 3 Years
1 accident/year 3
2 accidents/year 4
3 accidents/year 5
More than 3 accidents/year 7
Parks / Schools
Greater than 6 blocks 1
Between 3 and 6 blocks 2
Within 3 blocks 3
Street Conditions
Sidewalks on both sides of street 1
Sidewalks on one side of street 2
No Sidewalks 3
Packet Page 326 of 407
Development of Traffic Calming Solutions
City staff will hold a public meeting for all residents within the study area. In conjunction with
neighborhood volunteers, City staff will organize the meeting and ensure the neighborhood
residents are notified of the meeting. The meeting may include following discussions.
• Review the effectiveness of Phase 2 solutions.
• Discuss the funding and priority of the application among other traffic calming applications
within the City.
• Discuss possible traffic calming devices and advantages, disadvantages, and special concerns
of these devices.
• Discuss the entire process for Phase 3 implementation.
• Establish workgroups to allow residents to work out the solutions with the help of City staff.
Include the Fire and Police Departments to discuss possible reduction in response times with
traffic calming devices, cumulative effect with existing devices, and other issues relating to
specific concerns of the neighborhood layout.
The workgroups will discuss the problems and alternative solutions with their neighbors and
report their findings to the rest of the group and City staff. The City staff will evaluate technical
feasibility of the traffic calming devices that are selected by the neighborhood workgroups. The
City staff will then determine the preferred traffic calming device with the approval from the Fire
and Police Departments.
Table 3 provides a comparison of advantages, disadvantages, and effectiveness of potential traffic
calming devices.
Approval for Preferred Device
When a preferred traffic calming device is selected, the City staff will send out a voting sheet to
each of the affected residents. For a traffic calming device to be implemented, 60% of the
households, based on returned ballots, must approve the installation of the proposed traffic
calming device.
Installation of Traffic Calming Device
Once funding is available for the application, the City will begin the design and construction of
the approved traffic calming device. Tasks before the construction of the device are discussed
below.
Baseline Data Collection
Before the installation of the device, City staff will collect baseline traffic data within the study
area for future comparison and effectiveness evaluation. This traffic data will be used to evaluate
whether traffic shifted from the subject street to adjacent streets and to what extent the traffic
Packet Page 327 of 407
shifted after a device was installed. The baseline data will also be used to evaluate the
effectiveness of a device by comparison to future traffic data.
Installation of Temporary Device
A temporary device may be installed for traffic calming measures, such as diverter, full closure,
and partial closure. If appropriate, the City will install a temporary device for up to 6 months to
provide a trial period.
If proposed by the City, the City will evaluate the effectiveness of the device and examine
whether traffic shifted from the subject street to adjacent local streets. If more than 150 vehicles
per day have been added to an adjacent street as a result of the traffic calming device, the City
may modify the traffic calming solution.
Maintenance of Landscaping
Landscaping can be included in the installation of some traffic calming devices. However,
neighborhood volunteers must sign up to maintain the landscaping. Otherwise, decorative paving
will be used. In some areas of the City, landscaping is provided through the flower program.
Evaluation
If proposed by the City, 6 to 12 months after the traffic calming device has been installed, City
staff will collect traffic data on surrounding streets to ensure the device did not shift traffic from
the subject street to adjacent local access streets.
Packet Page 328 of 407
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Packet Page 329 of 407
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Packet Page 330 of 407
Removal of a Traffic Calming Device
If the device is determined to be a safety issue, the device will be removed immediately by the City at no
cost to the residents. If the device is determined to be ineffective, it may be removed by the City if it
conflicts with the installation of future traffic control devices at no cost to the residents. However, if
residents wish to remove a traffic calming device after it is installed following the steps of this program,
residents shall be petitioned for 60% agreement, and residents shall pay for the removal.
Packet Page 331 of 407
Packet Page 332 of 407
Appendix C
ADA Ramp Inventory and Upgrade Priority
Packet Page 333 of 407
Packet Page 334 of 407
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Packet Page 336 of 407
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Packet Page 343 of 407
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Packet Page 345 of 407
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S
W
44
X
AD
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1
0
2
3
7
t
h
&
1
0
6
t
h
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L
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1
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2
3
7
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&
1
0
7
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h
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44
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b
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n
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&
1
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44
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AD
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2
4
8
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P
l
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1
5
t
h
SE
,
S
W
44
X
AD
A
3
3
1
88
t
h
&
2
0
5
t
h
NW
44
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3
3
2
88
t
h
&
2
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4
3
20
6
t
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8
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N
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A
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4
4
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m
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&
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r
r
a
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4
4
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5
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M
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a
d
o
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&
1
6
4
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h
S
W
,
N
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4
4
X
No
t
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1
:
"
1
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=
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r
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n
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,
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2
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=
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3
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=
C
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4
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c
a
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t
No
t
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2
:
N
o
t
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4
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n
d
i
c
a
t
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s
r
a
m
p
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t
h
a
t
w
i
l
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p
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a
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d
t
o
n
e
w
A
D
A
s
t
a
n
d
a
r
d
s
a
s
p
a
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t
o
f
a
f
u
t
u
r
e
C
i
t
y
p
r
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j
e
c
t
s
c
u
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e
n
t
l
y
w
o
r
k
i
n
g
o
n
No
t
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3
:
C
r
i
t
e
r
i
a
N
u
m
b
e
r
1
i
s
t
h
e
l
o
c
a
t
i
o
n
w
i
t
h
i
n
D
o
w
n
t
o
w
n
E
d
m
o
n
d
s
.
L
O
C
A
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T
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P
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g
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1
2
f
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N
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s
1
-
3
K:
\
p
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1
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6
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,
I
n
c
.
Pr
i
n
t
e
d
:
4
/
2
4
/
2
0
0
9
Packet Page 346 of 407
Appendix D
Walkway Projects
Packet Page 347 of 407
Packet Page 348 of 407
ID
S
t
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e
t
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F
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T
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(f
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)
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.
8
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c
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si
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w
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k
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c
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s
.
Ex
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C
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d
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s
Re
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o
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d
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m
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Sh
o
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W
a
l
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5
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c
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s
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.
Ye
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,
dr
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a
g
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.
In
s
t
a
l
l
5
f
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w
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c
o
n
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w
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k
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n
e
c
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x
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5
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c
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c
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d
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w
a
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w
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.
$6
3
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0
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3
,
0
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a
p
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S
t
W
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6
t
h
Av
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8t
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A
v
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2
5
0
N
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r
r
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w
c
o
n
c
r
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t
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s
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d
e
w
a
l
k
s
(
3
-
4
f
t
)
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t
h
di
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c
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t
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u
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d
s
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k
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n
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s
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d
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be
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w
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n
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v
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.
No
In
s
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5
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.
5
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w
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.
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6
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A
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7
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A
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7
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C
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n
c
r
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t
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s
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w
a
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k
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s
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s
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n
d
.
N
o
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d
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w
a
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k
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p
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d
sh
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d
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f
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h
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s
t
o
f
s
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g
m
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n
t
.
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s
,
dr
a
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n
a
g
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.
In
s
t
a
l
l
5
f
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w
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c
o
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c
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w
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k
s
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e
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si
d
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f
s
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r
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t
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c
o
n
n
e
c
t
e
x
i
s
t
i
n
g
s
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d
e
w
a
l
k
s
.
5
f
t
w
i
d
e
c
o
n
c
r
e
t
e
si
d
e
w
a
l
k
s
w
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t
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c
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b
s
a
n
d
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t
t
e
r
s
$1
7
5
,
0
0
0
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a
l
n
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3
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d
A
v
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A
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3
5
0
C
o
n
c
r
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t
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s
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d
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w
a
l
k
s
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n
n
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t
h
s
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d
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.
N
o
si
d
e
w
a
l
k
s
/
s
h
o
u
l
d
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r
s
o
n
s
o
u
t
h
s
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d
e
.
Ye
s
,
dr
a
i
n
a
g
e
.
In
s
t
a
l
l
8
f
t
w
i
d
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c
o
n
c
r
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t
e
s
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d
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w
a
l
k
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h
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d
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f
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w
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k
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.
8
f
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w
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d
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c
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n
c
r
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d
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w
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k
s
w
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c
u
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b
s
a
n
d
gu
t
t
e
r
s
.
$8
8
,
0
0
0
Packet Page 349 of 407
ID
S
t
r
e
e
t
N
a
m
e
F
r
o
m
T
o
Le
n
g
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(f
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t
)
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s
c
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p
t
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G ut
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r
/
Dr
a
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n
a
g
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/
Di
t
c
h
P
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D
e
s
c
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p
t
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o
n
W
a
l
k
w
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T
y
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Pr
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p
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1
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A
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,
dr
a
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on
n
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t
h
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d
e
.
In
s
t
a
l
l
5
f
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w
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c
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k
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f
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8
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5
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w
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c
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c
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w
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c
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.
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8
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A
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d
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w
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.
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t
5
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.
5
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w
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c
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d
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w
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w
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c
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d
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.
$1
4
0
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0
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0
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f
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l
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n
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2
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c
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Packet Page 357 of 407
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Packet Page 358 of 407
Packet Page 359 of 407
Packet Page 360 of 407
Packet Page 361 of 407
Packet Page 362 of 407
City of Edmonds Planning Division
Date:July 27, 2009
To:Rob English, City Engineer
From:Rob Chave, Planning Manager
Subject:Transportation Plan Update – Plan Consistency
This is a short note regarding consistency of the 2009 Transportation Plan update with the City’s
Comprehensive Plan.
Bertrand Hauss and the consultants for the project have done a good job of involving relevant
City agencies (including Planning) during the process of developing the plan update. This has
provided an ongoing process for checking consistency with the planning efforts lead by these
other agencies. For example, Planning’s involvement has focused on assuring that the underlying
assumptions and baseline data in the Transportation Plan reflect current land use and buildable
lands data. To the best of my knowledge, this cross-checking and incorporation of input from
other departments and plans has been done effectively.
In direct terms, the Transportation Plan update provides updated data and analysis based on
existing City plans (including current data on land use, buildable lands, parks, utilities, public
facilities, and economic development priorities). The Transportation Plan also anticipates some of
the work being done by the Planning Board and other City agencies on sustainability and transit-
oriented and non-motorized priorities. This is an important aspect of the Transportation Plan
update; it not only reflects current plans but also seeks to be consistent with emerging City plans
and priorities.
In technical terms, the Transportation Plan update appears to be solidly based on current
transportation and concurrency methods and techniques. The Plan provides a thorough analysis of
level-of-service and funding options, which should support clear decision-making during the
planning period.
MEMORANDUM
Packet Page 363 of 407
AM-2426 6.
Public Hearing on 2010-2015 Transportation Improvement Program
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Conni Curtis, Engineering
Submitted For:Robert English Time:15 Minutes
Department:Engineering Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Public hearing for the Six-Year Transportation Improvement Program (2010-2015) and
proposed Resolution.
Recommendation from Mayor and Staff
Council approve the Six-Year Transportation Improvement Program (2010-2015) and adopt the
Resolution.
Previous Council Action
None
Narrative
The Six Year Transportation Improvement Program (TIP) is a transportation planning document
that identifies funded, partially funded, and unfunded projects that are planned or needed over the
next six calendar years. The TIP also identifies the expenditures and secured or reasonably
expected revenues for each of the projects included in the TIP.
RCW 35.77.010 and 36.81.121 require that each city update and adopt their TIP prior to adoption
of the budget. A copy of the adopted TIP will be submitted to the Puget Sound Regional Council
and Washington State Department of Transportation.
The Comprehensive Transportation Plan update prepared during 2008-09 was used to develop the
proposed 2010-2015 TIP. The TIP document includes a current project list with updated project
costs and funding from the Plan.
Due to a shortfall in transportation funding, the TIP includes new revenue from the Transportation
Benefit District (TBD) beginning in year 2013. The future TBD revenue is based on a $40
increase to the current $20 vehicle license fee authorized by the TBD earlier this year. Any
increase above the current $20 vehicle license fee would require voter approval. Staff
recommends the TBD begin a comprehensive investigation in 2010 to determine whether the TBD
revenue should be increased and a timeline for implementation, if an increase is pursued.
A number of unsecured State and Federal transportation grants have been programmed in the TIP.
Most transportation grants are competitive, and the success of how many grants are secured in the
Packet Page 364 of 407
future will depend on other transportation needs and funding requests in the region.
Staff recommends the Council approve the Six-Year Transportation Improvement Program and
adopt the Resolution.
Fiscal Impact
Attachments
Link: TIP Presentation for Council
Link: Final Six-Year TIP (2010-2015)
Link: 2009 TIP Resolution
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Engineering Robert English 07/30/2009 02:02 PM APRV
2 City Clerk Sandy Chase 07/30/2009 03:35 PM APRV
3 Mayor Gary Haakenson 07/30/2009 03:36 PM APRV
4 Final Approval Sandy Chase 07/30/2009 04:33 PM APRV
Form Started By: Conni
Curtis
Started On: 07/29/2009 09:31
AM
Final Approval Date: 07/30/2009
Packet Page 365 of 407
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- 1 -
RESOLUTION NO. ______
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
EDMONDS, WASHINGTON, APPROVING A
TRANSPORTATION IMPROVEMENT PLAN (TIP), AND
DIRECTING FILING OF THE ADOPTED PROGRAM WITH
THE WASHINGTON STATE DEPARTMENT OF
TRANSPORTATION.
WHEREAS, RCW 35.77.010 and 36.81.121 require that each city and town is
required to adopt a Transportation Improvement Plan (TIP) and update it annually, prior to
adoption of the budget, and file a copy of such adopted program with the Washington State
Department of Transportation (WSDOT); and,
WHEREAS, a public hearing was held on the TIP on August 4, 2009; and,
WHEREAS, the City Council wishes to adopt such a program stating its desire
and intent that the staff pursue additional forms of funding in order to accelerate street overlay/
improvements and walkway, sidewalk and bikeway improvements in the City if such funds can
be obtained; and
WHEREAS, the Council finds that the proposed amendment to the TIP is
consistent with the City’s adopted comprehensive plan, and specifically the Transportation
Element, Bikeway and Comprehensive Walkway Plan; now, therefore,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON,
HEREBY RESOLVES AS FOLLOWS:
Section 1. A Transportation Improvement Plan is hereby adopted pursuant to the
requirements of RCW 35.77.010 and 36.81.121 to be effective on August 4, 2009 and to
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- 2 -
continue in full force and effect until amended. A copy of such Transportation Improvement
Plan for the years 2010 to 2015 is attached hereto as Exhibit A and incorporated by this reference
as fully as if herein set forth.
Section 2. The City Clerk is hereby requested and directed to file a certified copy
of the Transportation Improvement Plan with the Washington State Department of
Transportation.
RESOLVED this ___ day of ________________, 2009.
APPROVED:
MAYOR, GARY HAAKENSON
ATTEST/AUTHENTICATED:
CITY CLERK, SANDRA S. CHASE
FILED WITH THE CITY CLERK:
PASSED BY THE CITY COUNCIL:
RESOLUTION NO.
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AM-2413 8.
Discussion Regarding the Raising and Keeping of Chickens
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Jana Spellman, City Council
Submitted For:Councilmember Bernheim Time:10 Minutes
Department:City Council Type:Information
Review Committee:
Committee Action:
Information
Subject Title
Discussion regarding the raising and keeping of chickens.
Recommendation from Mayor and Staff
Previous Council Action
On May 11, 1999 the Edmonds City Council held a work session on a Draft Animal Regulation
Ordinance.
On May 18, 1999 the Edmonds City Council held a Public Hearing on interim Ordinance No. 3248
declaring a zoning moratorium on zoning code enforcement actions relating to the keeping of
animals.
On November 16, 1999 the Edmonds City Council held a public hearing regarding proposed
amendments to Edmonds Community Development Code Chapter 17.35 animals. The purpose of
this public hearing was to gather public comment on the City’s land use regulations governing
animals. Land use regulations determine how many animals may be kept in each zoning
classification. The regulations had not been reviewed for many years, and public complaints had
been received by the City in recent years concerning some types of animals (e.g. horses, chickens)
kept in single family neighborhoods.
On January 16, 2001 the Edmonds City Council held a Public hearing regarding proposed
amendments to Edmonds Community Development Code Chapter 17.35, regulation of animals in
the zoning code. The City Council was seeking public comment on an update to the zoning code
which would allow the following:
• INCREASE THE NUMBER OF “DOMESTIC ANIMALS” (DOGS, CATS, ETC.)
PERMITTED FROM 3 TO 5.
• PERMIT “COVERED ANIMALS” (HORSES, COWS, ETC.) SO LONG AS THEY COMPLY
WITH ADOPTED ANIMAL CONTROL REGULATIONS GOVERNING SIZE OF LOT AND
HOW THE ANIMALS MUST BE CARED FOR (NO CHANGE FROM EXISTING CODE)
• PERMIT FOWL (CHICKENS, DUCKS, ETC.) AS A “GRANDFATHERED” USE ONLY,
AND ESTABLISH A REGISTRATION PROCESS TO IDENTIFY THE EXISTING
GRANDFATHERED USES.
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The Council passed Ordinance 3343 an ordinance amending Title 17 of the Edmonds Community
Development Code by adding a new Chapter 17.35 thereto for the purpose of regulating the
keeping of animals within residential zones, and fixing a time when the same shall become
effective.
The Council passed Ordinance 3655 in July, 2007, amending city codes related to "poultry."
Legalization of Hens was discussed at the May 12, 2009 CS/DS Committee Meeting.
Rob Chave noted the lengthy history related to changes in the city’s animal regulations (dating
primarily back to 1999), which was the source of the current ban on poultry in the city’s land use
code. He noted that the changes made at that time separated the land use regulations (numbers and
types of animals allowed) from the regulations addressing how various types of animals are ‘kept’
or cared for (these are in the animal control portion of the code, Chapter 5.05 ECC). He referred
the Committee to the memo from Councilmember Bernheim which summarized the proposal,
which was to allow up to “three domestic female fowl” in single family zones.
ACTION: The Committee voted to forward the proposal to the Planning Board for consideration
and recommendation.
Attachment 1: 05-12-09 CS/DS Minutes
Narrative
Councilmember Bernheim has requested that this matter be put before the Council for discussion.
Attached are documents submitted by Mr. Bernheim.
Attachment 2: Bernheim Documents
Fiscal Impact
Attachments
Link: Attachment 1: CS/DS Minutes
Link: Attachment 2: Bernheim Documents
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:44 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Jana
Spellman
Started On: 07/21/2009 02:30
PM
Final Approval Date: 07/30/2009
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AM-2430 9.
Framework for Public Participation in Comprehensive Plan Amendment Processes
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Rob Chave, Planning Time:10 Minutes
Department:Planning Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Review of proposed resolution of the City Council of the City of Edmonds, Washington,
establishing a framework for public participation in comprehensive plan amendment
processes.
Recommendation from Mayor and Staff
Approve the proposed resolution (Exhibit 1).
Previous Council Action
N/A
Narrative
The City Attorney has developed a proposed "framework" statement for Council adoption to
clarify the City's procedures for establishing comprehensive plan amendment processes. The
proposed resolution is attached. Scott Snyder will address the issue during discussion.
Fiscal Impact
Attachments
Link: Exhibit 1: Proposed resolution
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 01:44 PM APRV
2 Mayor Gary Haakenson 07/30/2009 02:07 PM APRV
3 Final Approval Sandy Chase 07/30/2009 02:12 PM APRV
Form Started By: Rob
Chave
Started On: 07/30/2009 08:01
AM
Final Approval Date: 07/30/2009
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{WSS732431.DOC;1\00006.900000\} - 1 -
DISCUSSION DRAFT
0006.90000
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6/23/09
R:7/30/09
RESOLUTION NO. ______
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
EDMONDS, WASHINGTON, ESTABLISHING A
FRAMEWORK FOR PUBLIC PARTICIPATION IN
COMPREHENSIVE PLAN AMENDMENT PROCESSES.
WHEREAS, Chapter 20.00 ECDC establishes hearing processes before the
Edmonds City Council and Edmonds Planning Board regarding comprehensive plan
amendments, and,
WHEREAS, RCW 36.70A.035 and WAC 365-195-600 establish respectively,
requirements that planning jurisdictions establish and disseminate public participation programs
and recommendations regarding such programs; and
WHEREAS, the City as any planning jurisdiction has broad discretion to tailor its
programs to meet specific needs and circumstances, and
WHEREAS, the City Council wishes to establish a framework for its public
participation programs, subject to tailoring individual programs to meet the needs of specific
situations, prior to the Planning Board and City Council consideration, now therefore,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON,
HEREBY RESOLVES AS FOLLOWS:
Section 1. Prior to commencement of any comprehensive plan update process,
the staff is requested to present its recommendations for a public participation process for that
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{WSS732431.DOC;1\00006.900000\} - 2 -
update. The City staff is directed to use as a general outline for such public participation
programs for its recommendation to the City Council to incorporate as appropriate the
recommendations contained in Washington Administrative Code provision 165-195-600.
Section 2. The specific detail of any public participation program prior to the
commencement of Planning Board hearings on a specific Comprehensive Plan amendment, may
be established by the City Council by either the approval of a consulting agreement for such
services or by a resolution.
Section 3. During the course of such process, notice of public hearings and
meetings shall be published in the City’s legal newspaper, available on the City’s website and
shown on the agenda televised on Channel 21, the City’s governmental access channel. Notices
may also be posted at public locations throughout the City.
Section 4. Electronic copies of agendas, minutes, proposals, recommendations,
draft Comprehensive Plan or Development Regulation amendments are available on the City’s
website. Members of the public may also request paper copies pursuant to the Public Records
Act through the City Clerk or Planning Department by e-mailing the City or making a written
request for such documents. Copies will be provided in accordance with the Public Records Act
requirements. Copies of all proposals, agendas and minutes related to a Comprehensive Plan
amendment may also be reviewed at the City’s Planning Department at City Hall, 121 5th
Avenue North.
Section 5. The public is also encouraged to provide written comments relating to
any proposed Comprehensive Plan or development regulation amendment. Written comments
should be directed to the City Clerk at 121 5th Avenue North, Edmonds, WA 98020.
Section 6. Notices shall contain the following information:
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A. The time, date and location of any public meeting or hearing; and
B. The general nature of the action to be taken. In the case of a request to
amend the Comprehensive Plan to change the designation of any property, the approximate
location of the property and proposed change in Comprehensive Plan designation shall be
incorporated. Notice of Comprehensive Plan updates or amendments shall provide a general
listing of significant changes or amendments to be considered. The public should refer to either
the City’s website or paper copies on file with the City Clerk or Planning Department, as
appropriate, to determine the specific details of the proposals under consideration.
Section 7. The City is attempting to conserve resources by utilizing, where
possible, a paperless environment. By so doing, the City seeks to conserve both natural
resources and to reduce the public’s costs. Members of the public are encouraged to utilize City
websites or to review documents at the City’s office. The public is encouraged to educate itself
prior to public hearings in order to better exercise its right of public comment and should be
aware that depending upon the length of documents or proposals, copies may not be available at
the public hearing.
Section 8. Any error in the application of these rules shall not invalidate an
action by the City Council so long as:
A. The public has notice of the general nature of significant amendments to
the Comprehensive Plan, or development regulations; and
B. There is an opportunity for early and continuous public participation in the
planning process.
RESOLVED this ___ day of ________________, 2009.
APPROVED:
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{WSS732431.DOC;1\00006.900000\} - 4 -
MAYOR, GARY HAAKENSON
ATTEST/AUTHENTICATED:
CITY CLERK, SANDRA S. CHASE
FILED WITH THE CITY CLERK:
PASSED BY THE CITY COUNCIL:
RESOLUTION NO.
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AM-2429 10.
Ordinance Repealing Edmonds City Code Chapter 4.74, Community Impact
Statements
Edmonds City Council Meeting
Date:08/04/2009
Submitted By:Rob Chave, Planning Time:10 Minutes
Department:Planning Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Review and potential action on an ordinance of the City of Edmonds, Washington, amending
the provisions of the Edmonds City Code by repeal of Chapter 4.74, Community Impact
Statements, and fixing a time when the same shall become effective.
Recommendation from Mayor and Staff
Approve the proposed ordinance.
Previous Council Action
N/A
Narrative
The City Attorney's office has reviewed Chapter 4.74 of the City Code regarding "Community
Impact Statements" and has recommended that the provisions of that chapter be repealed, since
the provisions of the ordinance are both unconstitutionally vague and in violation of case law.
Please refer to the memo from the City Attorney for further detail.
Fiscal Impact
Attachments
Link: Exhibit 1: Proposed Ordinance
Link: Exhibit 2: City Attorney memo
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 07/30/2009 08:28 AM APRV
2 Mayor Gary Haakenson 07/30/2009 08:43 AM APRV
3 Final Approval Sandy Chase 07/30/2009 10:23 AM APRV
Form Started By: Rob
Chave
Started On: 07/30/2009 07:48
AM
Final Approval Date: 07/30/2009
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0006.90000
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05/22/09
ORDINANCE NO. _______
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, AMENDING THE PROVISIONS OF THE
EDMONDS CITY CODE BY REPEAL OF CHAPTER 4.74
COMMUNITY IMPACT STATEMENTS, AND FIXING A
TIME WHEN THE SAME SHALL BECOME EFFECTIVE.
WHEREAS, Ordinance 2167 enacted in 1980 establishes a process for
community impact statements related to businesses which are "not family oriented . . ."; and
WHEREAS, the City Council finds the provisions of the ordinance to be
unconstitutionally vague and in conflict with decisions of the Washington State Supreme Court
and the United States Supreme Court; NOW, THEREFORE,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON, DO
ORDAIN AS FOLLOWS:
Section 1. The Edmonds City Code Chapter 4.7 is hereby amended by the repeal
of Section 4.74 Community Impact Statements.
Section 2. Effective Date. This ordinance, being an exercise of a power specifi-
cally delegated to the City legislative body, is not subject to referendum, and shall take effect
five (5) days after passage and publication of an approved summary thereof consisting of the
title.
APPROVED:
MAYOR GARY HAAKENSON
ATTEST/AUTHENTICATED:
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{WSS729422.DOC;1/00006.900000/} - 2 -
CITY CLERK, SANDRA S. CHASE
APPROVED AS TO FORM:
OFFICE OF THE CITY ATTORNEY:
BY
W. SCOTT SNYDER
FILED WITH THE CITY CLERK:
PASSED BY THE CITY COUNCIL:
PUBLISHED:
EFFECTIVE DATE:
ORDINANCE NO.
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SUMMARY OF ORDINANCE NO. __________
of the City of Edmonds, Washington
On the ____ day of ___________, 2009, the City Council of the City of Edmonds,
passed Ordinance No. _____________. A summary of the content of said ordinance, consisting
of the title, provides as follows:
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, AMENDING THE PROVISIONS OF THE
EDMONDS CITY CODE BY REPEAL OF CHAPTER 4.74
COMMUNITY IMPACT STATEMENTS, AND FIXING A
TIME WHEN THE SAME SHALL BECOME EFFECTIVE.
The full text of this Ordinance will be mailed upon request.
DATED this _____ day of ________________, 2009.
CITY CLERK, SANDRA S. CHASE
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A MEMBER OF THE INTERNATIONAL LAWYERS NETWORK WITH INDEPENDENT MEMBER LAW FIRMS WORLDWIDE
1601 Fifth Avenue, Suite 2100 Seattle, WA 98101-1686 206.447.7000 Fax: 206.447.0215
Web: www.omwlaw.com
{WSS729425.DOC;1\00006.900000\}
MEMORANDUM
DATE: July 15, 2009
TO: Edmonds City Council
City of Edmonds
FROM: W. Scott Snyder, Office of the City Attorney
RE: Chapter 4.74 Community Impact Statements
Mr. Chave referred Chapter 4.74 Community Impact Statements to our office for review. In our
opinion, the provisions of the ordinance are both unconstitutionally vague and in violation of
case law involving adult entertainment issued by both the Washington State and the United
States Supreme Courts.
Since the date of its enactment, both the State Supreme Court and the US Supreme Court have
clarified the limits of a City’s ability to regulate “adult entertainment.” We are currently
reviewing the City’s Adult Entertainment provisions. This chapter in addition to being a prior
restraint on protected activities, is also vague. As the Washington State Supreme Court stated:
An ordinance is vague if ‘persons of common intelligence must
necessarily guess as to its meaning and differ as to its application.’
City of Pasco v. Shaw, 161 Wash. 2d 450, 462-63 (2007).
The chapter was enacted in 1980 prior to major court cases involving adult entertainment and
dance as 1st Amendment exercises. Renton v. Playtime Theaters, Inc., 106 S.Ct. 925, 475 US
41, 89 L.Ed2d 29 (1986), Furfaro v. City of Seattle, 44 Wash.2d 363 (Wash. 2001). Case law
requires an extensive legislative record to support ordinances that attempt to regulate the impacts
of adult entertainment and an adequate record was not established. In addition, the method used
-- potential denial of a right to do business based on subjective assessment of the “family” nature
of an activity -- is unconstitutional.
“…[P]rior restraint of protected expression is per se
unconstitutional.”
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Scone, LLC v. City of Shoreline, 128 Wash. App. 1019 (Div I 2005) [“nude dancing clings to the
edge of protected expression”; case involves licensing of dance club].
Please note that the ordinance is designed to prohibit the issuance of building licenses to business
activities "oriented toward serving or attracting a special population of customers and not
oriented toward activities reasonably related to the health, education, safety and welfare of the
family." The terms used in the ordinance are neither defined in the ordinance, by statute, nor in
case law. It is my understanding that this ordinance has never been applied nor has any
community impact study been conducted.
Therefore, we strongly recommend that this ordinance be repealed at the Council's earliest
opportunity. We are currently reviewing the City’s Adult Entertainment ordinances to ensure that
they contain the maximum allowable protections and will report to you regarding any
recommended changes later this month.
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