2009.09.22 CC Agenda Packet
AGENDA
Edmonds City Council
Council Chambers, Public Safety Complex
250 5th Ave. North, Edmonds
______________________________________________________________
SEPTEMBER 22, 2009
6:40 p.m. - Executive Session: Negotiation of the purchase of real estate.
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-2504 Approval of City Council Meeting Minutes of September 15, 2009.
C. AM-2505 Approval of claim checks #114144 through #114248 dated September 17, 2009 for
$295,507.33. Approval of payroll direct deposits and checks #48593 through #48633 for the
pay period September 1 through September 15, 2009 for $835,740.09.
D. AM-2493 BNSF Railway Company Pipeline License Agreements
E. AM-2424 Authorize award of the contract for the South County Senior Center Entryway Repairs
Project to the lowest responsible bidder, Buntting, Inc.
F. AM-2513 Resolution approving public participation plans for the 2009 processes relating to the
Sustainability Element and Capital Facilities Plan update.
3. AM-2478
(10 Minutes)
Edmonds Business Story - Renata Churchill, Engel's Pub.
4. AM-2500
(20 Minutes)
Presentation on jail services by Sheriff John Lovick and Corrections Bureau Chief
Mark Baird.
5. AM-2503
(45 Minutes)
Continued 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. Pedestrian and bicycle projects make up
approximately 25% of Plan costs instead of approximately 5% in the 2002 Plan.
(5) Utilize planning-level cost projections based on higher per-unit prices to reflect trends.
(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-2502 Continued public hearing for the Six-Year Transportation Improvement Program
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6. AM-2502
(15 Minutes)
Continued public hearing for the Six-Year Transportation Improvement Program
(2010-2015) and proposed resolution.
7. AM-2508
(45 Minutes)
Work session on the Fire District 1 contract offer. Presentation by City Attorney Scott
Snyder regarding options for fire service regionalization.
8. (15 Minutes)Public comment on the Fire District 1 contract offer.
9.Audience Comments (3 minute limit per person)*
*Regarding matters not listed on the Agenda as Closed Record Review or as Public Hearings.
10. AM-2501
(10 Minutes)
Discussion and potential action related to four (4) Sweet Gum trees located at 5th
Avenue South & Dayton Street.
11. (15 Minutes)Council reports on outside committee/board meetings.
12. (5 Minutes)Mayor's Comments
13. (15 Minutes)Council Comments
ADJOURN
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AM-2504 2.B.
Approve 09-15-09 City Council Minutes
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Sandy Chase Time:Consent
Department:City Clerk's Office Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Approval of City Council Meeting Minutes of September 15, 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: 09-15-09 Draft City Council Minutes
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/17/2009 09:28 AM APRV
2 Mayor Gary Haakenson 09/17/2009 10:35 AM APRV
3 Final Approval Sandy Chase 09/17/2009 10:49 AM APRV
Form Started By: Sandy
Chase
Started On: 09/17/2009 08:39
AM
Final Approval Date: 09/17/2009
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Edmonds City Council Draft Minutes
September 15, 2009
Page 1
EDMONDS CITY COUNCIL DRAFT MINUTES
September 15, 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
D. J. Wilson, Council President
Michael Plunkett, Councilmember
Dave Orvis, Councilmember
Ron Wambolt, Councilmember
Strom Peterson, Councilmember
ELECTED OFFICIALS ABSENT
Peggy Pritchard Olson, Councilmember
Steve Bernheim, Councilmember
STAFF PRESENT
Tom Tomberg, Fire Chief
Mark Correira, Assistant Fire Chief
Al Compaan, Police Chief
Brian McIntosh, Parks & Recreation Director
Noel Miller, Public Works Director
Lorenzo Hines, Interim Finance Director
Debi Humann, Human Resources Director
Rich Lindsay, Parks Maintenance Manager
Mike Clugston, Planner
Sandy Chase, City Clerk
Jana Spellman, Senior Executive Council Asst.
Jeannie Dines, Recorder
1. APPROVAL OF AGENDA
COUNCILMEMBER WAMBOLT MOVED, SECONDED BY COUNCIL PRESIDENT WILSON,
TO APPROVE THE AGENDA IN CONTENT AND ORDER. MOTION CARRIED
UNANIMOUSLY.
2. CONSENT AGENDA ITEMS
COUNCILMEMBER WAMBOLT MOVED, SECONDED BY COUNCIL PRESIDENT WILSON,
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 AUGUST 17, 2009.
C. APPROVAL OF CITY COUNCIL MEETING MINUTES OF AUGUST 25, 2009.
D. APPROVAL OF CITY COUNCIL MEETING MINUTES OF SEPTEMBER 1, 2009.
E. APPROVAL OF CLAIM CHECKS #113749 THROUGH #113863 DATED AUGUST 27,
2009 FOR $699,307.91, AND CLAIM CHECKS #113864 THROUGH #114029 DATED
SEPTEMBER 3, 2009 FOR $912,834.52, AND CLAIM CHECKS #114030 THROUGH
#114143 DATED SEPTEMBER 10, 2009 FOR $161,686.90. APPROVAL OF PAYROLL
DIRECT DEPOSIT AND CHECKS #48524 THROUGH #48592 FOR THE PAY PERIOD
AUGUST 16, THROUGH AUGUST 31, 2009 FOR $737,902.56.
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Edmonds City Council Draft Minutes
September 15, 2009
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F. ACKNOWLEDGE RECEIPT OF A CLAIM FOR DAMAGES FROM JUDY HOWELL
(AMOUNT UNDETERMINED).
G. AUTHORIZATION TO CALL FOR BIDS FOR TREATMENT PLANT CHEMICALS.
H. AUTHORIZATION FOR THE MAYOR TO SIGN AN ADDENDUM TO THE
AGREEMENT WITH FOSTER PEPPER FOR WORK RELATED TO LAKE
BALLINGER.
I. RESOLUTION NO. 1205 – SETTING A PUBLIC HEARING REGARDING THE
ADOPTION OF THE 2009 PARKS PLAN ON OCTOBER 20, 2009 AND DIRECTING
STAFF TO PUBLISH NOTICE WHICH ALERTS THE PUBLIC TO THE KEY PUBLIC
POLICY ISSUES AND CHANGES CONTAINED IN THE PLAN FROM THE 2001
PARKS PLAN.
J. ORDINANCE NO. 3752 – APPROVING A CHANGE IN ZONING FOR CERTAIN REAL
PROPERTY LOCATED AT 7631 212TH STREET SW FROM RESIDENTIAL
MULTIFAMILY (RM-2.4) TO NEIGHBORHOOD BUSINESS (BN).
K. PROCLAMATION IN HONOR OF NATIONAL PREPAREDNESS MONTH,
SEPTEMBER 2009.
3. PRESENTATION ON THE FIRE DISTRICT 1 CONTRACT OFFER.
Mayor Haakenson explained approximately three weeks ago, the Fire District 1 (FD1) contract offer and
documents related to the contract were provided to the Council as well as posted on the City’s website.
Since then the Council has been provided updated documents with minor legal changes; no significant
changes have been made.
He commented since the Council authorized staff to begin negotiations with FD1, staff has made a
tremendous effort to develop a proposal they were comfortable with. He advised Fire and Finance staff
were present to answer questions and were open to any suggestions from the Council. Mayor Haakenson
noted that after providing the Council the contract offer information, he had asked for additional questions
on at least three occasions and Chief Tomberg prepared a “Frequently Asked Questions” white paper in
response.
As elected officials, Mayor Haakenson explained it was the Council’s and his responsibility to look at
how services are provided to the taxpayers of Edmonds. It is also their responsibility to provide those
services in a cost-efficient manner while still maintaining the quality of that service. Mayor Haakenson
described what the City could expect from a contract for service with FD1: nothing less than the service
levels the City had come to expect from the existing Fire Department, the same response times, and
highly trained firefighters serving residents from the three existing fire stations in the City.
Mayor Haakenson described FD1, a respected fire department that operates on the same model as the
City’s Fire Department, with better training facilities, that does more community outreach through
education and programs than Edmonds does, and that operates under a fire district model with an elected
Board of Commissioners who set policy. The contract is written to ensure Edmonds residents will always
have quality fire and medical service. The City’s expectations for service levels are laid out in the
contract. If those levels are not met, the City has the option to modify or withdraw from the agreement.
If the City chose to do that, the contract addresses how that would occur.
Mayor Haakenson commented on the cost of public safety, pointing out costs will continue to rise and
labor cost is the driving force. He described the cost to operate the Edmonds Fire Department:
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$8.0 million - 2010 budget for the Edmonds Fire Department
$1.1 million - Additional associated costs
$500,000 - Overhead costs
$9.6 million - Total cost to operate the Edmonds Fire Department
He described Fire Department revenue:
$3.9 million - EMS levy
$750,000 - Esperance contract
$370,000 - Woodway contract
$700,000 - EMS ambulance fees
$270,000 - Voted taxes for the Public Safety Building
$6 million - Total revenue
He summarized the 2010 expense to operate the Fire Department is $9.6 million; revenue taken in by the
Fire Department totals $6 million, leaving a General Fund subsidy of $3.6 million.
He reviewed the cost from a contract for service:
$6.2 million - FD1's offer for a contract for 2010
$800,000 - Recurring non-departmental fire costs that the City incurs whether or not it has its
own Fire Department
$7.0 million - Total cost to provide fire service via a contract with FD1
Mayor Haakenson summarized the total cost of contracting ($7.0 million), less revenue from EMS levy
and voted taxes for Station 17 ($4.2 million), leaves a $2.8 million General Fund subsidy. The General
Fund subsidy to operate the Edmonds Fire Department is $3.6 million; the subsidy with a contract for
service with FD1 is $2.8 million, a savings of $800,000 the first year and increasing to over $1 million in
five years as the savings increase and the cost to provide fire service decreases. He noted the Council
packet contained a schedule outlining the savings per year.
To the question of whether citizens would be taxed for the new fire contract, Mayor Haakenson assured
that aside from the continuing EMS levy, Edmonds citizens would not be taxed for this contract for
service. He assured the contract for service was not a tax and it would not show up on Edmonds
taxpayers’ property-tax statement. The contract would be paid from the City’s General Fund. The cost
for service each year will be calculated per Exhibit C in the Council packet. There is a formula for
figuring labor cost, overhead, maintenance and operations, the City’s costs for a Fire Marshal and
Inspector and an annual assessment for apparatus replacement.
In addition to maintaining quality fire/EMS service and saving $800,000 per year, the proposed contract
calls for FD1 to purchase the City’s fire stations, the land under the stations, and all fire equipment. To
determine the value, each station was assigned a replacement value by WCIA appraisers. The land was
valued by Snohomish County at 2009 valuations and the total value assigned to the three stations and land
was $8.3 million. He pointed out the assessed values of the land will decrease in 2010.
FD1 will purchase the stations and land over a four-year period with the City receiving over $2.0 million
per year. The City still owes approximately $400,000 on the previous purchase of Station 20 which will
be paid from the final proceeds of the sale. The City has fiber and other equipment in Station 17 that will
remain onsite as well as the generator. These will be handled via an inexpensive lease such as $1 per
year.
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With regard to Edmonds Fire Department employees, Mayor Haakenson explained the contract calls for
all firefighters and management staff to leave as City employees and become FD1 employees. FD1 will
assume all employee liabilities with the exception of $800,000 in sick leave and vacation accruals. The
City will have 54 fewer employees and have one less labor contract to negotiate.
FD1 will purchase 17 vehicles from the City at a value $1.4 million which was determined by Fire Trucks
Plus. This is payable in a one-time, lump-sum payment. He noted the City was scheduled to replace its
ladder truck in 2013 at a cost of approximately $1.3 million. Other Fire Department assets including
radios, gear, cameras, phones and some onboard equipment will also be purchased by FD1 in the amount
of $350,000.
With regard to concern that has been expressed regarding a loss of control, Mayor Haakenson assured the
only thing citizens should worry about controlling were the quality and cost of fire/EMS service.
Mayor Haakenson summarized with the station and land sales, the City will receive a cash infusion of
nearly $3 million in 2010 and $2 million each year through 2014. With this contract, the City’s ending
cash balance increases from slightly over $1.0 million to over $4 million in 2010 and over $5 million in
2011. It maintains those levels through 2013. Two forecasts are contained in the Council packet showing
cash flow scenarios with and without the fire service contract. He summarized the increase in the City’s
ending cash balance is possible due to the large reduction in labor costs and the addition of the contract
for service as well as the cash infusion from the station and equipment sales. It will solve the City’s
financial problems for the next four years. He emphasized this was an opportunity to put the city in great
financial shape for years to come while the Economic Development Commission does its work.
Mayor Haakenson explained the financial assumptions for the report were prepared by former Finance
Director Kathleen Junglov who now holds a similar position with FD1. To the question of whether that
represented a conflict of interest, he reviewed the following chronology:
March 2009 - Ms. Junglov applies for open position at FD1
April 2009 - FD1 sends unsolicited contract offer to the City
May/June 2009 - Ms. Junglov and City staff work on details of contract for service
July 2009 - FD1 offers job to Ms. Junglov
Mayor Haakenson explained following Ms. Junglov’s resignation, he brought on Lorenzo Hines as the
Interim Finance Director. Mr. Hines has studied the proposal and all the assumptions used in the contract
proposal. He has made some valuable recommendations, saving additional dollars. Mr. Hines agrees
with the former Finance Director on the basics of the contract.
Mayor Haakenson concluded the Council had the opportunity to ensure the provision of quality fire and
EMS services to the citizens of Edmonds at less cost than the City currently pays and receive much
needed cash to a cash-strapped City budget. He urged the Council to take advantage of this opportunity.
Councilmember Plunkett commented most citizens wanted to know whether they would receive the same
service; would firefighters and paramedics show up in the same expeditious manner. He asked who
determined response times, how response times were measured, and how the response times would be
determined and measured via this contract. Fire Chief Tom Tomberg advised Question 2 of the FAQ
addressed that question. He recalled in 2006 the Council adopted Senate House Bill 1756, now codified
as RCW 35.103, that required career Fire Departments to adopt response time standards. Consistent with
that legislative requirement, the Council adopted 11 response time standards. That standard is interwoven
throughout the contract. FD1 has a similar standard based on their current station locations and level of
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service. The contract requires they adhere to the same standard. The fire stations in Edmonds will
continue to be staffed as they are today.
Councilmember Plunkett invited Chief Tomberg to comment on the loss of control. Chief Tomberg
assured that was addressed throughout the contract via a required levels of service, formula for the
contract based on labor, overhead, maintenance and operations and vehicle replacement. The contract
also addressed how disputes would be resolved and what happened for example if a law was passed by
the legislature that forced action to be taken; the contract would be reopened and the issue worked out.
Councilmember Plunkett referred to other consolidations such as 911 dispatch, observing although the
Edmonds City Council did not control 911 dispatch, the City had a say in the organization. He asked
whether 911 dispatch was effective in southwest Snohomish County. Chief Tomberg described three
regional services provided by a consortium of governments. 911 dispatch or SnoCom is governed by a
Board; Mayor Haakenson and he are on that Board. SnoCom has been in operation for over 20 years, has
an annual budget of approximately $4 million and is responsible for providing EMS, fire and law
enforcement dispatch throughout southwest Snohomish County.
Chief Tomberg explained the City also has a seat on the Board of Emergency Service Coordinating
Agency (ESCA), and he is the current chair. ESCA provides pre, during and post disaster planning and
response services to seven communities in south Snohomish County and three communities in north King
County. A third regional organization is the Snohomish Emergency Radio System (SERS) who brought
800 MHz to every fire and law enforcement agency in Snohomish County. Mayor Haakenson is currently
the Vice Chair of the Board and has served as the Chair in the past.
Councilmember Plunkett asked if those service consolidations had been effective for Edmonds citizens.
Chief Tomberg answered they had been extremely cost effective and very successful. The region has a
fine 800 MHz system; good disaster planning, response and recovery; and very good 911 dispatch.
Councilmember Plunkett asked whether Chief Tomberg would become the Fire Chief of FD1. Chief
Tomberg answered Ed Widdis, the FD1 Fire Chief, recently signed a new 3-year contract. Chief
Tomberg assured he would not be the Fire Chief of FD1.
Councilmember Wambolt referred to the comment in Mayor Haakenson’s presentation that the City still
owed approximately $400,000 on the previous purchase of Station 20 and that would be paid off with the
proceeds of the sale. However the financial statements show $330,000 in future debt service for Station
20. Mayor Haakenson answered he assumed the amount owing on Fire Station 20 would be paid off with
the proceeds of the sale; Mr. Hines showed it remaining in the budget. That was a decision for the
Council to make. The City could continue to pay the debt service once the station was sold; he
recommended paying off the $400,000 with the proceeds of the sale.
Councilmember Wambolt requested an analysis of selling the fire stations versus retaining them. He also
questioned why Lynnwood and Mukilteo did not accept FD1’s contract for service offer. Mayor
Haakenson answered he was unaware whether the contract for service that FD1 offered to Edmonds was
the same as was offered to Lynnwood and Mukilteo. In Mukilteo, the Mayor refused to look at the offer
and did not provide it to the Council due to issues with FD1 over annexation. In Lynnwood, the Mayor
made a similar assessment. Both Lynnwood and Mukilteo are in disagreement with FD1 over annexation
issues. He believed if Edmonds entered into a contract for service with FD1, Mukilteo eventually would
follow suit, but he did not believe Lynnwood would.
Council President Wilson asked how FD1’s response times compared to Edmonds. Chief Tomberg
agreed they differed due to the location of their stations and the shape of the district. He suggested that
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question be posed to the FD1 Commissioners. He assured every Fire Department in south Snohomish
County made every effort to get to the scene of an emergency as soon as possible. He assumed FD1’s
standards were adopted in good faith based on common sense. FD1 has relocated stations in the past in
order to reach the greatest number of people in the least amount of time. He advised response times
would not be affected by the contract as long as the stations in Edmonds remained in their current
locations.
Assuming Edmonds response standards were higher and FD1 decided to close/realign/build a new station,
Council President Wilson asked the impact of that action if Edmonds were to take its Fire Department
back. Chief Tomberg assured under the contract, none of the Edmonds fire station locations would
change. FD1 is building a new fire station at 156th that would be taken over by Lynnwood if annexation
was successful. FD1 is also building a new fire station that they will own in Brier. Council President
Wilson observed response times would certainly not get worse and with luck, they would get better in the
future. Chief Tomberg commented with luck in the future there would be one single fire department in
southwest Snohomish County via merger, consolidation or Regional Fire Authority (RFA).
Council President Wilson asked whether the cities were moving toward an RFA. Mayor Haakenson
responded for cities Edmonds’ size to survive, consolidation of Fire Departments, Police Departments,
Public Works Departments, etc. would be necessary and possibly someday consolidation of cities to
improve competition with other cities for national dollars. He was hopeful consolidation of more services
would occur in the future.
Council President Wilson agreed with Councilmember Wambolt’s request for an analysis of selling
versus not selling fire stations. Mayor Haakenson answered without the sale of the fire stations, land and
equipment, the City lost one of the benefits of a contract for service - incoming cash. Although there
would still be the $800,000 per year savings in the General Fund, without a cash influx from the sale of
the fire stations, land and equipment, there would need to be a levy request to the voters. He pointed out
if the City retained the fire stations and land, they would also retain the responsibility for maintaining the
stations and grounds, insurance, etc. He summarized one of the biggest reasons for selling the fire
stations and land was to bring in cash and avoid a levy.
With regard to a citizens’ question why Mountlake Terrace retained the transport fees (currently
approximately $700,000/year) and in Edmonds’ contract those fees go to FD1, Mayor Haakenson
explained the transport fees run with the stations. Mountlake Terrace did not sell their stations and
therefore retained the fees. With the sale of the stations and land, FD1 would collect the transport fees.
He acknowledged Edmonds could retain its stations and land; the City would retain the $700,000/year in
transport fees but would not receive the $8 million cash infusion and would drop into deficit in 2013
versus 2015. He advised ending cash balance would go into deficit in 2011 without a contract for fire
service. The City goes into deficit in 2013 if the City contracts for service with FD1 and retains the
stations, land and transport fee revenue. If the proposed contract for service with FD1 is accepted, the
City does not go into deficit until 2015. Chief Tomberg suggested the question regarding
selling/retaining stations be posed when the Council meets with the Brier’s Mayor and Mountlake
Terrace’s Mayor and City Manager.
When/if a RFA is formed, Council President Wilson asked whether the assets of the fire departments
would migrate without compensation to the RFA. Chief Tomberg responded the legislation passed in
2004 that allowed RFA’s is still maturing and is being modified every legislative session. There are
many rules regarding implementation that have yet to be written. There are also challenges to the rules
that produce case law that dictates how a RFA is formed/operated. It was his understanding that upon
formation of a RFA, cities did not receive compensation for their stations.
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Council President Wilson commented the only red flag in the contract for him was in regard to the
formation of a RFA. According to the proposed contract, if the City sold its assets today and a RFA were
formed in the future, the contract would be unwound, requiring Edmonds to buy back the stations and
give them to the RFA. Mayor Haakenson responded if the Interlocal Agreement were terminated and
Edmonds re-formed its Fire Department, the same process under which they were sold would be
followed. It was his understanding if a RFA were formed, it would be to Edmonds’ benefit to have
entered into a contract for service with FD1.
Council President Wilson referred to language in Section 11.5 of the contract, “in the event that a
Regional Fire Protection Authority, RFA or other legally recognized means of providing fire service is
created, inclusive of the City and District, this agreement will be terminated.” Section 11.7 states,
“regardless of the reason for termination, the parties and District agree that like assets purchased by and
transferred to the District as part of this Agreement shall be returned to the City.” Chief Tomberg
answered the intent was that Edmonds would be part of the RFA. He agreed the language may need to be
clarified to reflect the intent.
Council President Wilson commented another policy issue was the use of funds from the sale of assets.
In his experience it was not best policy to sell assets and use the proceeds to fund operations. Mr. Hines
answered it depended on the need for the proceeds and the flexibility to put the proceeds aside or use
them for operations. As a general policy, the proceeds from the sale of assets were not used for
operations but it depended on how dire the situation was. Council President Wilson commented the
$800,000 operational savings was significant enough. He requested staff consider how to protect the
funds from the sale of assets. Mayor Haakenson commented it was up to the Council to determine
whether to place the money in a certain fund such as the emergency fund, set it aside to pay the fire
contract, etc.
Council President Wilson asked staff to explore mechanisms such as establishing a separate trust fund for
the proceeds that would be used for future asset purchases or retain the proceeds for up to five years in the
event the stations and land had to be purchased.
Councilmember Peterson asked Chief Tomberg to comment on FD1’s training facilities and the lack of an
Edmonds training facility has on the City’s fire insurance rating. Chief Tomberg answered Edmonds was
in need of a Fire Department Headquarters and a training facility. Both a headquarters and training
facility are provided via the contract for service with FD1. FD1 is currently constructing a 4-story tower
with a 2½ story residential building and smoke room, adjacent to their 40,000 square foot headquarters on
a 2.5 acre site off 128th. To duplicate those structures in Edmonds would cost millions of dollars.
With regard to fire insurance ratings, Chief Tomberg explained in the past the Washington Surveying and
Rating Bureau evaluated cities’ fire defenses and provided a rating that was then used by insurance
companies. A higher rating of the Fire Department resulted in a better insurance rate for residential and
commercial property owners. Recent research revealed a higher rating no longer resulted in a better
insurance rate. He pointed out one of Edmonds Fire Department’s deficiencies when they were rated in
1994 was the lack of a training facility; the availability of FD1’s training facility would improve the
City’s rating which although it would not result in lower insurance rates, was beneficial to the residents.
Council President Wilson advised City Attorney Scott Snyder would report to the Council next week on
his experience with regionalization as a City Attorney for other municipalities including reverse
annexations and other ways regionalization could be accomplished. On October 6 Brier’s Mayor and
Mountlake Terrace’s Mayor and City Manager will meet with the Council. On October 13 there will be a
joint City Council/Fire District 1 Commission meeting which may be held in the Brackett Room. Public
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comment will be accepted at all meetings. He anticipated the Council may be prepared to take a vote on
October 20 or 27 assuming no major issues arise.
(Councilmember Plunkett left the meeting at 8:00 p.m.)
4. PRESENTATION ON TOURISM PROMOTION AREA BY SNOHOMISH COUNTY LODGING
ASSOCIATION.
Shawn Walker, President, Snohomish County Lodging Association, explained a Tourism Promotion
Area (TPA) is a self-imposed assessment by the lodging industry to generate funds to increase tourism
and convention business, attract and welcome tourists and operate tourism designation marketing
organizations. Senate Bill 6026 passed in 2003 provided this tool. TPAs have been successfully
established in Spokane, Tri Cities, Clark County, Liberty Lake, Yakima, and Wenatchee, and Tacoma is
in the process of establishing a TPA.
He reviewed the process for Establishing a TPA:
1. Support of local hotels - hotels generating 60% of the revenue must agree. These hotels in
Snohomish County have approved forming the TPA.
2. County Council adopts a resolution of intention to establish a TPA, conducts a hearing, adopts an
ordinance, and imposes the charge.
3. Requires interlocal agreements with affected municipalities.
He reviewed the outcome of balloting of the 44 eligible properties in Snohomish County:
55% voted in support
5% voted no
41% did not respond
Of the 4,312 eligible rooms:
64% were supportive
3% were not supportive
33% did not respond
In Edmonds:
1 of 3 (33%) eligible properties voted to support (Best Western Edmonds Harbor Inn)
48% eligible rooms support
No Edmonds hotels voted against the TPA but 2 did not respond to numerous attempts to contact
the owners
Edmonds represents 5% of the eligible rooms and 7% of the eligible properties in Snohomish
County
The initiation petition induces the TPA boundary, assessment amount, Advisory Board composition,
approved uses, grant application overview and method to halt assessments and dissolve the TPA. He
reviewed the following details regarding the TPA:
Boundary: Snohomish County
Zone: Properties with 50 or more rooms
Rate: $1.00 per room night
Estimated annual revenue: $944, 547
Mr. Walker reviewed the composition of the Snohomish County TPA Advisory Board: 9 voting
members which include 1 lodging representative from each of the 5 County Council Districts and 4
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lodging representatives at large and must include 1 each from Everett, Lynnwood and SCLA Executive
Committee. The Board will also include 5 ex-officio members, 1 from each County Council District.
The members serve 3 year terms, staggered. The Board meets annually or more frequently as needed.
He provided examples of approved uses for the funds, advising all uses must relate to tourism
development and generate overnight stays in commercial lodging in Snohomish County. He reviewed the
grant application process which is patterned after the existing Lodging Tax Advisory Committee
application. He also described how the TPA could be dissolved or modified.
He reviewed next steps for forming the TPA:
Signatures of approval have been gathered - complete
Petition to initiate TPA has been authored - complete
County Council Resolution to adopt a TPA is estimated for 3rd quarter 2009
Public hearing is estimated for late 2009
Interlocal agreements are estimated fourth quarter 2009
Begin collecting fee first quarter 2010
Councilmember Orvis asked if the money raised in Edmonds from the 3 hotels would be returned for use
in the City. Mr. Walker answered although Edmonds hotels contributed only 5% of the total revenue they
had the opportunity to obtain as much of the funds as there were events that attracted overnight stays. He
commented in poor economic times, more marketing was necessary to increase occupancy levels.
Councilmember Orvis asked who would submit requests for the funds. Mr. Walker anticipated it would
be the same organizations that currently request Lodging Tax Advisory funds.
5. AUDIENCE COMMENTS
Ray Martin, Edmonds, expressed reservations about the contract for service with Fire District 1, fearing
it was too good to be true. He pointed out the City had been giving away at least $500,000/year in
subsidies to Fire District 1 and Woodway for the past 5-10 years and suggested obtaining a full
accounting. He commented the contract for service with Fire District 1 would be good for the firefighters
and for the City’s coffers, but would not be good for the Edmonds taxpayers. He was concerned a final
vote was being anticipated when there had not yet been a public discussion of the issue. He pointed out
Mayor Haakenson and Council President Wilson had also proposed closing Yost Pool permanently and
cut funds to the Senior Center. He urged the Council to give this matter a great deal of serious thought
before rushing to approve a contract for fire service with Fire District 1.
Diane Buckshnis, Edmonds, expressed appreciation to the Interim Finance Director Lorenzo Hines. She
referred to the Finance Committee’s consideration of the biennium budget amendments, pointing out the
beginning cash for the 2009 General Fund which included the Emergency Reserve Fund did not match the
ending cash balance for 2008; there is a difference of approximately $2.2 million. She stated Mr. Hines
agreed to work on reconciling those numbers. Next, she pointed out a reduction of $121,000 from the
Parks Trust Fund ($85,000 from Yost and $36,500 from the Flower Program) into the General Fund.
Ordinance 3466 states City Council approval is required prior to any fund reductions, yet there has not
been any City Council discussion regarding the fund reduction. She audited the Parks Trust Fund and
found the funds had never been removed. She advised the income from Yost Pool in June reflected a
50% higher income than budget or approximately $117,400. She was concerned Ordinance 3466 was not
being administered properly.
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Edmonds City Council Draft Minutes
September 15, 2009
Page 10
Al Rutledge, Edmonds, reported the Fire District 1 meeting scheduled for tonight was rescheduled to
September 17 due to a lack of a quorum. One of the items on the agenda is the Edmonds contract
proposal. Next, he advised the change to allow residents to have 3 animals versus 5 animals was adopted
in January 2001.
Roger Hertrich, Edmonds, questioned how the City could get more for less via the Fire District 1
contract. Next, he referred to the application submitted by Al Dykes for a contract rezone for the former
Safeway/Antique Mall property for development of a “sky castle,” 60-80 foot towers. He advised the
public could now comment on the SEPA process and there would also be an opportunity for comment at
the public hearing at the Planning Board after the SEPA process was complete. The final decision will be
made by the City Council. He commented on campaign literature on Council websites that was later
removed. He urged candidates to file timely financial reports with the Public Disclosure Commission
(PDC) regarding campaign donations.
George Murray, Edmonds, commented an $8 million return for giving up $700,000 in revenue was an
8.7% return. However, he noted it may be worthwhile to continue that revenue stream. He agreed the
contract for service with Fire District 1 may be “too good to be true,” explaining his skepticism was due
to a May 2008 meeting where the issue of regionalizing the Fire Department was tabled because the
taxpayers paid for fire service via property taxes. He also questioned how Fire District 1 could operate
their Fire Department cheaper than Edmonds Fire Department. With regard to training, he commented
the City’s firefighters were well trained. Next, he pointed out Al Dykes submitted an application to
rezone the waterfront area two days after the Council’s action to change Chapter 20. Notice of
development application was published on August 28, providing an opportunity for public comment of
14-30 days. Although the notice was published in the Everett Herald, it was not posted on the property
until today. He suggested the period for comment on the project be reopened.
Jack Jacobsen, Edmonds, suggested Councilmembers walk on the south side of Main Street where
blacktop patches were being installed to keep people from falling and suing the City. He urged the
Council to have the large trees removed and replaced with trees that would not damage the sidewalk.
With regard to the comments concerning the Council websites, Mayor Haakenson advised Mr. Martin had
filed a complaint with the PDC. The City Attorney advised the Council was not to engage in any
dialogue over that issue. With regard to comments that the contract for service with FD1 was too good to
be true, Mayor Haakenson advised the Mayor and City Manager of Mountlake Terrace and the Mayor of
Brier will meet with the Council on October 6. Mountlake Terrace and Brier have had a contract for
service with FD1 for approximately eight years. Next, he pointed out a Regional Fire Authority and a
contract for service were completely different; the RFA meetings were tabled due to Mukilteo and
Lynnwood’s disagreement with FD1 over annexation. Discussions were delayed until those issues are
resolved. He commented Lynnwood and Mukilteo were reconsidering the annexations due to the
economic climate.
Mayor Haakenson clarified he never said the Edmonds firefighters did not have any training; he has said
that the firefighters do not have a training facility.
6. REPORT ON CITY COUNCIL COMMITTEE MEETINGS OF SEPTEMBER 8, 2009.
Community Services/Development Services Committee
Councilmember Orvis reported staff provided the Committee an update to the City’s subdivision
regulations as part of the code rewrite. No action was required. Staff also presented a draft ordinance to
amend provisions of Title 18 to correct references to Chapter 20. The proposed code revisions will be
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Edmonds City Council Draft Minutes
September 15, 2009
Page 11
presented to the full Council for discussion, noting a split vote of Committee Members Councilmember
Olson and Councilmember Orvis.
Finance Committee
Councilmember Wambolt reported staff briefed the Committee on surplus of computers and monitors
which was forwarded to the Council as a Consent Agenda item. Next, Mr. Hines reviewed the revenue
and expenditure trends of the General Fund for July and August 2009. Expenses are on budget and
revenues are below forecast but in line with year-to-date projections. REET revenues improved slightly,
August 2009 was the same as August 2008. Mr. Hines also provided the Committee an overview of the
proposed budget amendment which was forwarded to the full Council for discussion on the September 22
agenda.
7. MAYOR'S COMMENTS
Mayor Haakenson recalled he emailed the Council two weeks ago requesting they look at the six trees
between 5th & Dayton and 4th & Dayton. The City’s Arborist determined the trees were damaged and
needed to be removed. One of the trees is bolted together to keep it from splitting, another has a large
rotten section and a portion of that tree broke off during last winter’s storm. An independent arborist also
prepared a report which he emailed to the Council yesterday. He had intended to add this as an agenda
item tonight but neglected to do so. He relayed Public Works Director Noel Miller’s determination that
next week was the last possible date to take action and not disrupt the Dayton overlay project. It was the
consensus of the Council to schedule it on next week’s agenda.
Mayor Haakenson referred to a memo from Parks & Recreation Director Brian McIntosh regarding the
final revenue/expenditures for the 2009 Yost Pool season. The loss of $17,000 will be covered by a
portion of the approximately $50,000 raised by the citizen group, leaving approximately $34,000 in that
fund. He advised reducing the pool’s hours and staff saved $29,000 over 2008 and revenues were
approximately $24,000 higher than 2008. Staff’s recommendation is to operate Yost Pool in 2010 with
the same hours and schedules, staff will again review the fees. Lynnwood’s pool will be closed in 2010
which may increase attendance at Yost Pool. Staff does not plan to do a RFP/RFQ for a pool operator
next year; the City will continue to operate the pool and use the funds raised by the citizen group to cover
any subsidy. The Council also has several options to consider with regard to an aquatics facility.
8. COUNCIL COMMENTS
Council President Wilson recalled there had been consideration of a September 29 meeting for a joint
meeting with the Fire District 1 Commission, that has now been scheduled for the October 13 meeting.
Although there were several items on the September 22 and October 6 agendas, he recommended not
holding a meeting on September 29, the fifth Tuesday. Following a brief discussion, it was the consensus
of the Council to schedule a meeting on September 29 and move items from the September 22 and
October 6 agendas to the September 29 agenda.
Council President Wilson referred to the update to the legal contract with Foster Pepper for work related
to Lake Ballinger not to exceed 10 hours or $3600 that was approved on the Consent Agenda. Although
there was $20,000 included in the budget for Lake Ballinger, funds in the Council budget for professional
services as well as funds in the Council Contingency Fund, he recommended the legal fees come from
Council Contingency. This would retain the funds in the professional services budget for consultants,
legal services, etc. and retain the $20,000 for future Lake Ballinger expenditures.
With regard to the comments that the FD1 contract for service was too good to be true, Council President
Wilson commented that same sentiment was expressed by some members of the Firefighters Union; they
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Edmonds City Council Draft Minutes
September 15, 2009
Page 12
have since worked through their concerns and skepticism. He acknowledged that he also had a high
degree of skepticism that he was working through. The process over the next two months will provide
ample opportunity to examine the issue particularly with the addition of meetings on September 29 and
October 13. If the Council was not ready to vote by October 27, the process would be extended as long as
necessary to ensure all questions were answered.
Council President Wilson expressed his appreciation to Mr. Martin for his watchdog role with regard to
Yost Pool and the Senior Center, pointing out he supported including an additional $100,000 for the
Senior Center in the levy. With regard to the Councilmembers’ websites, he assured the City’s policy has
always mirrored the State’s policy and it was appropriate for the PDC to address any questions.
Councilmember Peterson reported the Edmonds Classic Car Show, the Edmonds Bird Fest and the 3-Day
Walk were great events. He thanked everyone who volunteered at those events.
Councilmember Wambolt reported when he was collecting his campaign signs, he noticed many of his as
well as other candidates’ signs had been vandalized. He pointed out the signs cost approximately $5 each
plus the labor to put them up and it was highly illegal to vandalise campaign signs. He estimated 99% of
the signs were in authorized locations; if they were displayed on private property, it was because the
candidates had obtained permission. He urged citizens to call 911 if they observed anyone vandalizing
candidates’ signs; the penalties are severe and can include jail time.
9. ADJOURN
With no further business, the Council meeting was adjourned at 8:50 p.m.
Packet Page 15 of 380
AM-2505 2.C.
Approval of Claim Checks and Payroll Direct Deposits and Checks
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Debbie Karber Time:Consent
Department:Finance Type:Action
Review Committee:
Committee Action:Approved for Consent Agenda
Information
Subject Title
Approval of claim checks #114144 through #114248 dated September 17, 2009 for $295,507.33.
Approval of payroll direct deposits and checks #48593 through #48633 for the pay period
September 1 through September 15, 2009 for $835,740.09.
Recommendation from Mayor and Staff
Approval of claim checks and payroll direct deposits and 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:$1,131,247.42
Fiscal Impact:
Claims: $295,507.33
Payroll: $835,740.09
Attachments
Link: Claim cks 9-17-09
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Finance Debra Sharp 09/17/2009 11:07 AM APRV
2 City Clerk Sandy Chase 09/17/2009 11:45 AM APRV
3 Mayor Gary Haakenson 09/17/2009 02:04 PM APRV
4 Final Approval Sandy Chase 09/17/2009 02:05 PM APRV
Form Started By: Debbie Started On: 09/17/2009 09:15
Packet Page 16 of 380
Form Started By: Debbie
Karber
Started On: 09/17/2009 09:15
AM
Final Approval Date: 09/17/2009
Packet Page 17 of 380
09/17/2009
Voucher List
City of Edmonds
1
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114144 9/17/2009 066054 ADIX'S BED & BATH FOR DOGS AND AUGUST 2009 REPLACES VOID CK 113293 8/6/09
ANIMAL BOARDING FOR 08/09
001.000.410.521.700.410.00 2,032.66
Total :2,032.66
114145 9/17/2009 063863 ADVANCED TRAFFIC PRODUCTS 0000000349 Traffic /Roadway - Ped Push Button
Traffic /Roadway - Ped Push Button
111.000.653.542.640.310.00 290.00
9.5% Sales Tax
111.000.653.542.640.310.00 27.55
Total :317.55
114146 9/17/2009 000850 ALDERWOOD WATER DISTRICT 8762 Monthly Wholesale Water Charges for
Monthly Wholesale Water Charges for
411.000.654.534.800.330.00 180,659.64
Total :180,659.64
114147 9/17/2009 061540 ALLIED WASTE SERVICES 0197-001128066 ~
~
001.000.650.519.910.470.00 24.24
~
111.000.653.542.900.470.00 92.10
~
411.000.654.534.800.470.00 92.10
~
411.000.655.535.800.470.00 92.10
~
511.000.657.548.680.470.00 92.10
~
411.000.652.542.900.470.00 92.12
garbage for F/S #160197-001128136
garbage for F/S #16
001.000.651.519.920.470.00 124.74
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114147 9/17/2009 (Continued)061540 ALLIED WASTE SERVICES
garbage for MCC0197-001128822
garbage for MCC
001.000.651.519.920.470.00 57.40
Total :666.90
114148 9/17/2009 063862 ALPINE PRODUCTS INC TM-103323 Traffic/Roadway - 100 drums Yellow or.
Traffic/Roadway - 100 drums Yellow or.
111.000.653.542.640.310.00 893.00
Freight
111.000.653.542.640.310.00 67.00
9.5% Sales Tax
111.000.653.542.640.310.00 91.20
Total :1,051.20
114149 9/17/2009 069751 ARAMARK 655-4484379 UNIFORM SERVICES
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
114150 9/17/2009 069751 ARAMARK 655-4472126 Fac Maint Uniform Svc
Fac Maint Uniform Svc
001.000.651.519.920.240.00 40.44
9.5% Sales Tax
001.000.651.519.920.240.00 3.84
Street/Storm Uniform Svc655-4476681
Street/Storm Uniform Svc
111.000.653.542.900.240.00 3.51
Street/Storm Uniform Svc
411.000.652.542.900.240.00 3.51
9.5% Sales Tax
111.000.653.542.900.240.00 0.34
9.5% Sales Tax
411.000.652.542.900.240.00 0.33
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :51.971141509/17/2009 069751 069751 ARAMARK
114151 9/17/2009 064343 AT&T 425-776-5316 PARKS FAX MODEM
PARKS FAX MODEM
001.000.640.576.800.420.00 44.53
Total :44.53
114152 9/17/2009 064343 AT&T 425-774-0944 STATION #20 FAX
STATION #20 FAX
001.000.510.522.200.420.00 35.64
Total :35.64
114153 9/17/2009 002100 BARNARD, EARL 65 LEOFF 1 Reimbursement
LEOFF 1 Reimbursement
617.000.510.522.200.230.00 16.00
Total :16.00
114154 9/17/2009 072748 BARNES, STEVE BLD20090101 Peer Review Fees overpayment.
Peer Review Fees overpayment.
001.000.000.257.620.000.00 659.17
Total :659.17
114155 9/17/2009 066238 BARNETT IMPLEMENT 02 1219945 MOWER SUPPLIES
EXTENSIONS, HOOKS
001.000.640.576.800.310.00 18.60
9.5% Sales Tax
001.000.640.576.800.310.00 2.25
Freight
001.000.640.576.800.310.00 7.55
Total :28.40
114156 9/17/2009 069218 BISHOP, PAUL 187 8/15-9/15/09 WEB SITE MAINTENANCE
8/15-9/15/09 Web Site Maintenance
001.000.310.518.880.410.00 390.00
Total :390.00
114157 9/17/2009 002500 BLUMENTHAL UNIFORM CO INC 761372 INV#761372 EDMONDS PD - JACKET PATCHES
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9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114157 9/17/2009 (Continued)002500 BLUMENTHAL UNIFORM CO INC
SEW EMBLEM ON JACKETS
001.000.410.521.100.240.00 15.00
REFLECTIVE "POLICE" PANELS
001.000.410.521.100.240.00 35.85
9.5% Sales Tax
001.000.410.521.100.240.00 4.83
INV#761372-80 EDMONDS PD - JACKETS761372-80
NET CREDIT ON PANELG
001.000.410.521.100.240.00 -3.95
REFUND OF SEWING CHARGE
001.000.410.521.100.240.00 -5.00
9.5% Sales Tax
001.000.410.521.100.240.00 -0.85
INV#761372-81 EDMONDS PD - JACKETS761372-81
NET CREDIT ON PANELS
001.000.410.521.100.240.00 -7.90
REFUND OF SEWING CHARGE
001.000.410.521.100.240.00 -10.00
9.5% Sales Tax
001.000.410.521.100.240.00 -1.70
INV#761457 EDMONDS PD - BROMAN761457
UNIFORM BLACK PANTS
001.000.410.521.110.240.00 99.90
9.5% Sales Tax
001.000.410.521.110.240.00 9.49
INV#765828 - EDMONDS PD - CRYSTAL765828
SUREFIRE X300 LIGHT WEAPON
001.000.410.521.210.310.00 249.00
9.5% Sales Tax
001.000.410.521.210.310.00 23.66
Total :408.33
114158 9/17/2009 018495 CALPORTLAND COMPANY 90824472 Street - Cement
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114158 9/17/2009 (Continued)018495 CALPORTLAND COMPANY
Street - Cement
111.000.653.542.610.310.00 331.50
9.5% Sales Tax
111.000.653.542.610.310.00 31.49
Total :362.99
114159 9/17/2009 068484 CEMEX / RINKER MATERIALS 9417821247 Roadway/Traffic - Asphalt
Roadway/Traffic - Asphalt
111.000.653.542.310.310.00 371.56
9.5% Sales Tax
111.000.653.542.310.310.00 35.30
Roadway/Traffic - Concrete Dump Fees9417839027
Roadway/Traffic - Concrete Dump Fees
411.000.652.542.320.490.00 51.45
Total :458.31
114160 9/17/2009 066382 CINTAS CORPORATION 460503255 OPS UNIFORMS
Stn. 20
001.000.510.522.200.240.00 113.30
9.5% Sales Tax
001.000.510.522.200.240.00 10.76
UNIFORMS460508023
Stn. 17 - ALS
001.000.510.526.100.240.00 113.19
Stn. 17 - OPS
001.000.510.522.200.240.00 113.19
9.5% Sales Tax
001.000.510.526.100.240.00 10.76
9.5% Sales Tax
001.000.510.522.200.240.00 10.75
OPS UNIFORMS460508044
Stn. 20
001.000.510.522.200.240.00 116.30
9.5% Sales Tax
001.000.510.522.200.240.00 11.05
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114160 9/17/2009 (Continued)066382 CINTAS CORPORATION
OPS UNIFORMS460510156
Stn. 16
001.000.510.522.200.240.00 130.30
9.5% Sales Tax
001.000.510.522.200.240.00 12.38
UNIFORMS460510157
Volunteers
001.000.510.522.200.240.00 21.16
9.5% Sales Tax
001.000.510.522.200.240.00 2.01
Total :665.15
114161 9/17/2009 019215 CITY OF LYNNWOOD 7277 INV#7277, CUST#47 EDMONDS PD-R&B 07/09
PRISONER R&B FOR 07/09
001.000.410.523.600.510.00 5,199.58
INV#7282, CUST #1430, EDMONDS PD7282
VERIZON PHONE 08/09 - NARCS
104.000.410.521.210.420.00 49.82
Total :5,249.40
114162 9/17/2009 019215 CITY OF LYNNWOOD 7261 MONTHLY MAINT/OPERATIONS SEWER COSTS
MONTHLY MAINT/OPERATIONS SEWER COSTS
411.000.655.535.800.470.00 13,800.83
Total :13,800.83
114163 9/17/2009 004095 COASTWIDE LABS W2104286 OPS SUPPLIES
stnts' cleaning supplies
001.000.510.522.200.310.00 499.43
9.5% Sales Tax
001.000.510.522.200.310.00 47.45
Total :546.88
114164 9/17/2009 065683 CORRY'S FINE DRY CLEANING AUG 2009 DRYCLEANING/LAUNDRY 08/09 EDMONDS PD
DRY CLEANING FOR AUGUST 2009
001.000.410.521.220.240.00 743.35
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Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :743.351141649/17/2009 065683 065683 CORRY'S FINE DRY CLEANING
114165 9/17/2009 065683 CORRY'S FINE DRY CLEANING 510-0128 OPS UNIFORMS
Training BC
001.000.510.522.200.240.00 28.73
OPS UNIFORMS510-1354
Batt chiefs
001.000.510.522.200.240.00 50.63
PREVENTION UNIFORMS510-1524
Batt Chiefs
001.000.510.522.200.240.00 30.12
ADMIN UNIFORMS510-1884
Fire Chief
001.000.510.522.100.240.00 10.95
OPS UNIFORMS510-2341
Asst. chief
001.000.510.522.200.240.00 31.48
Total :151.91
114166 9/17/2009 066368 CRYSTAL AND SIERRA SPRINGS 0809 2989771 5374044 INV#0809 2989771 5374044 EDMONDS PD
HOT/COLD COOLER RENTAL
001.000.410.521.100.310.00 10.00
5 GALLON DRINKING H20 BOTTLES
001.000.410.521.100.310.00 83.49
ENERGY SURCHARGE
001.000.410.521.100.310.00 1.87
9.5% Sales Tax
001.000.410.521.100.310.00 0.95
Total :96.31
114167 9/17/2009 006626 DEPT OF ECOLOGY Kernen Lein Registration for "Public Issues and
Registration for "Public Issues and
001.000.620.558.600.490.00 95.00
Total :95.00
114168 9/17/2009 064531 DINES, JEANNIE 09-3026 INV#09-3026 EDMONDS PD
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114168 9/17/2009 (Continued)064531 DINES, JEANNIE
TRANSCRIPTION CASE #09-2942
001.000.410.521.210.410.00 129.00
TRANSCRIPTION CASE#09-2808
001.000.410.521.210.410.00 90.00
TRANSCRIPTION CASE #09-2949
001.000.410.521.210.410.00 120.00
TRANSCRIPTION CASE #09-1539
001.000.410.521.210.410.00 123.00
Total :462.00
114169 9/17/2009 061384 DRIFTWOOD PLAYERS DRIFTWOOD0914 TOURISM PROMOTION AGREEMENT
TOURISM PROMOTION AGREEMENT
123.000.640.573.100.410.00 1,650.00
Total :1,650.00
114170 9/17/2009 007625 EDMONDS ARTS FESTIVAL EAF0914 TOURISM PROMOTION AGREEMENT
TOURISM PROMOTION AGREEMENT
123.000.640.573.100.410.00 1,000.00
Total :1,000.00
114171 9/17/2009 007675 EDMONDS AUTO PARTS 13902 SUPPLIES
BATTERY
001.000.640.576.800.310.00 42.99
9.5% Sales Tax
001.000.640.576.800.310.00 4.08
Total :47.07
114172 9/17/2009 008550 EDMONDS SCHOOL DISTRICT #15 ESD0904 REFUND OF DAMAGE DEPOSIT
REFUND OF DAMAGE DEPOSIT FOR PLAZA ROOM
001.000.000.239.200.000.00 200.00
Total :200.00
114173 9/17/2009 031060 ELECSYS INTERNATIONAL CORP 080953 Monthly Maint Fee Oct 09
Monthly Maint Fee Oct 09
411.000.654.534.800.480.00 152.00
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Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :152.001141739/17/2009 031060 031060 ELECSYS INTERNATIONAL CORP
114174 9/17/2009 008812 ELECTRONIC BUSINESS MACHINES 048090 Copies (b & w excess)- 5870 copier (8/7
Copies (b & w excess)- 5870 copier (8/7
001.000.610.519.700.480.00 1.68
Copies (b & w excess)- 5870 copier (8/7
001.000.210.513.100.480.00 1.69
Copies (per copy charge) - 5870 copier
001.000.610.519.700.480.00 51.83
Copies (per copy charge) - 5870 copier
001.000.220.516.100.480.00 51.82
Copies (per copy charge) - 5870 copier
001.000.210.513.100.480.00 51.82
9.5% Sales Tax
001.000.220.516.100.480.00 5.08
9.5% Sales Tax
001.000.210.513.100.480.00 5.09
Copies (b & w excess)- 5870 copier (8/7
001.000.220.516.100.480.00 1.68
9.5% Sales Tax
001.000.610.519.700.480.00 5.08
Total :175.77
114175 9/17/2009 008975 ENTENMANN ROVIN CO 0054874-IN INV#0054874-IN, ACCT#0011847 EDMONDS PD
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114175 9/17/2009 (Continued)008975 ENTENMANN ROVIN CO
CHIEF'S BADGE
001.000.410.521.100.310.00 81.00
CLIPPER FOR CHIEF'S BADGE
001.000.410.521.100.310.00 9.00
BADGE TIE TACK, 30 YEAR
001.000.410.521.100.310.00 348.00
BADGE TIE TACK, 25 YEAR
001.000.410.521.100.310.00 170.00
BADGE TIE TACK, 20 YEAR
001.000.410.521.100.310.00 168.00
BADGE TIE TACK, 15 YEAR
001.000.410.521.100.310.00 288.00
BADGE TIE TACK, 10 YEAR
001.000.410.521.100.310.00 168.00
Freight
001.000.410.521.100.310.00 13.45
Total :1,245.45
114176 9/17/2009 072486 EUREKA GROUP 1026 Washington State Retain Survey-2009.
Washington State Retain Survey-2009.
001.000.620.558.600.490.00 160.00
Freight
001.000.620.558.600.490.00 6.00
Total :166.00
114177 9/17/2009 066378 FASTENAL COMPANY WAMOU17782 CEMETERY SUPPLIES
CEMETERY SUPPLIES
130.000.640.536.500.310.00 4.89
9.5% Sales Tax
130.000.640.536.500.310.00 0.46
Total :5.35
114178 9/17/2009 009895 FELDMAN, JAMES A 83109 PUBLIC DEFENDER FEE
PUBLIC DEFENDER FEE
001.000.390.512.520.410.00 11,980.00
10Page:
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :11,980.001141789/17/2009 009895 009895 FELDMAN, JAMES A
114179 9/17/2009 069469 FLINT TRADING INC 110490 Traffic/Roadway - RT Turn Arrows, LT
Traffic/Roadway - RT Turn Arrows, LT
111.000.653.542.640.310.00 8,842.16
9.5% Sales Tax
111.000.653.542.640.310.00 840.00
Total :9,682.16
114180 9/17/2009 065198 GAMETIME 776159 ADA SWING FOR HICKMAN PARK
ADA SWINGS FOR HICKMAN PARK
125.000.640.576.800.310.00 841.64
Freight
125.000.640.576.800.310.00 58.20
9.5% Sales Tax
125.000.640.576.800.310.00 85.47
Total :985.31
114181 9/17/2009 072896 GIBSON & ASSOCIATES 1461.1 Contracting fees for Lorenzo Hines
Contracting fees for Lorenzo Hines
001.000.310.514.230.410.00 1,152.20
Total :1,152.20
114182 9/17/2009 068617 GLEISNER, BARBARA GLEISNER11079 QIGONG CLASSES
QIGONG #11079
001.000.640.575.540.410.00 97.50
Total :97.50
114183 9/17/2009 072515 GOOGLE INC 840480 INTERNET ANTI-VIRUS & SPAM MAINT FEE
Sept-09 Internet Anti-Virus & Spam
001.000.310.518.880.480.00 552.64
Total :552.64
114184 9/17/2009 072747 HAMMOND, CHRIS BLD20090101A Peer Review Fee overpayment.
Peer Review Fee overpayment.
001.000.000.257.620.000.00 586.67
11Page:
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City of Edmonds
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :586.671141849/17/2009 072747 072747 HAMMOND, CHRIS
114185 9/17/2009 064721 HATZENBUHLER, HAROLD 66 LEOFF 1 Reimbursement
LEOFF 1 Reimbursement
617.000.510.522.200.230.00 200.00
Total :200.00
114186 9/17/2009 010900 HD FOWLER CO INC I2566732 Water Supplies - Resetters, Meter
Water Supplies - Resetters, Meter
411.000.654.534.800.310.00 2,530.26
9.5% Sales Tax
411.000.654.534.800.310.00 240.38
Water Supplies - ResettersI2594382
Water Supplies - Resetters
411.000.654.534.800.310.00 1,519.75
9.5% Sales Tax
411.000.654.534.800.310.00 144.37
Total :4,434.76
114187 9/17/2009 069332 HEALTHFORCE OCCMED 1030-133 Drug & alcohol testing services
Drug & alcohol testing services
411.000.652.542.900.410.00 85.00
Total :85.00
114188 9/17/2009 069332 HEALTHFORCE OCCMED 5651-25 DIVE EXAM 8/27/09
BASELINE DIVE EXAM
001.000.410.521.220.410.00 335.00
Total :335.00
114189 9/17/2009 072861 HINES, LORENZO 9/14/09 Hours worked from 9/7 - 9/11/09 (33.5
Hours worked from 9/7 - 9/11/09 (33.5
001.000.310.514.230.410.00 2,010.00
Total :2,010.00
114190 9/17/2009 013500 HINGSON, ROBERT 64 LEOFF 1 Reimbursement
LEOFF 1 Reimbursement
009.000.390.517.370.230.00 23.00
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
(Continued)Total :23.001141909/17/2009 013500 013500 HINGSON, ROBERT
114191 9/17/2009 072891 HYDRO FLOW PRODUCTS 19977 Water Supplies - Hose Monster, Hose,
Water Supplies - Hose Monster, Hose,
411.000.654.534.800.310.00 1,352.00
Freight
411.000.654.534.800.310.00 50.00
Total :1,402.00
114192 9/17/2009 070042 IKON FINANCIAL SERVICES 80309389 COPIER LEASING
Cannon Image Runner 7/22-8/24
001.000.250.514.300.450.00 997.88
Total :997.88
114193 9/17/2009 070042 IKON FINANCIAL SERVICES 80249461 Rent on new reception copier from
Rent on new reception copier from
001.000.620.558.800.450.00 30.66
Total :30.66
114194 9/17/2009 006841 IKON OFFICE SOLUTIONS 5012291187 Balance due on meter charges from
Balance due on meter charges from
001.000.620.558.800.450.00 11.28
Meter charges on reception copier from5012308562
Meter charges on reception copier from
001.000.620.558.800.450.00 13.87
Total :25.15
114195 9/17/2009 017050 KWICK'N KLEEN CAR WASH 09092009-01 INV#09092009-01 EDMONDS PD
56 CAR WASHES @$5.03 - 08/09
001.000.410.521.220.480.00 281.68
Total :281.68
114196 9/17/2009 060132 LAB SAFETY SUPPLY 1014084601 OPS SUPPLIES
lock
001.000.510.522.200.310.00 22.27
Total :22.27
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114197 9/17/2009 017135 LANDAU ASSOCIATES INC 25559 Rockery Review.
Rockery Review.
001.000.000.245.900.621.00 483.38
Total :483.38
114198 9/17/2009 018980 LYNNWOOD HONDA 675623 MOWER PARTS
HOLDERS
001.000.640.576.800.310.00 135.96
9.5% Sales Tax
001.000.640.576.800.310.00 12.92
Total :148.88
114199 9/17/2009 068950 MARYSVILLE FIRE DISTRICT 09-047 TRAINING MISC
BMc "Conflict Res"
001.000.510.522.400.490.00 99.00
TRAINING MISC09-050
Fischer "Conflct & Res"
001.000.510.522.400.490.00 99.00
Total :198.00
114200 9/17/2009 020450 MICRO DATA 40710-60A INV#40710-60A EDMONDS PD
10,800 INFRACTION FORMS
001.000.410.521.110.310.00 2,052.00
Freight
001.000.410.521.110.310.00 38.10
9.5% Sales Tax
001.000.410.521.110.310.00 198.56
Total :2,288.66
114201 9/17/2009 072569 NAC ARCHITECTURE INC 7 AQUATIC FEASIBILITY STUDY
EDMONDS AQUATICS FEASIBILITY STUDY
125.000.640.594.750.410.00 13,189.82
Total :13,189.82
114202 9/17/2009 064570 NATIONAL SAFETY INC 0257274-IN Storm - Sensor for PHD+/Ultra
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Voucher Date Vendor Invoice PO #Description/Account Amount
114202 9/17/2009 (Continued)064570 NATIONAL SAFETY INC
Storm - Sensor for PHD+/Ultra
411.000.652.542.400.310.00 173.00
Freight
411.000.652.542.400.310.00 10.68
9.5% Sales Tax
411.000.652.542.400.310.00 17.45
Total :201.13
114203 9/17/2009 024300 NEBAR HOSE & FITTINGS LLC 208400-001 HOSE & FITTINGS
FLEXOGEN HOSE, FITTINGS
001.000.640.576.810.310.00 101.98
Freight
001.000.640.576.810.310.00 11.80
Total :113.78
114204 9/17/2009 061013 NORTHWEST CASCADE INC 1-0002830 HONEY BUCKET RENTAL
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 180.29
HONEY BUCKET RENTAL1-0002831
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 180.29
HONEY BUCKET RENTAL1-005328
MARINA BEACH HANDICAPPED & REGULAR
001.000.640.576.800.450.00 758.96
HONEY BUCKET RENTAL1-006236
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 98.02
HONEY BUCKET RENTAL1-006273
HONEY BUCKET RENTAL:~
001.000.640.576.800.450.00 180.29
Total :1,397.85
114205 9/17/2009 063511 OFFICE MAX INC 174861 INV#174861 ACCT#520437 250POL EDMONDS PD
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114205 9/17/2009 (Continued)063511 OFFICE MAX INC
MULTI USE COPY PAPER
001.000.410.521.100.310.00 332.90
STENO BOOKS 6X9
001.000.410.521.100.310.00 9.60
LEGAL RULED PADS
001.000.410.521.100.310.00 5.51
MEMO BOOKS (PATROL)
001.000.410.521.100.310.00 11.04
BINDER CLIPS, SMALL
001.000.410.521.100.310.00 1.00
BINDER CLIPS, MEDIUM
001.000.410.521.100.310.00 2.00
BINDER CLIPS, LARGE
001.000.410.521.100.310.00 5.05
HP LASERJET CARTRIDGE
001.000.410.521.100.310.00 99.80
9.5% Sales Tax
001.000.410.521.100.310.00 44.35
Total :511.25
114206 9/17/2009 063511 OFFICE MAX INC 135376 Office Supplies - HR
Office Supplies - HR
001.000.220.516.100.310.00 65.66
Copy paper
001.000.610.519.700.310.00 16.14
Copy paper
001.000.220.516.100.310.00 16.13
Copy paper
001.000.210.513.100.310.00 16.13
9.5% Sales Tax
001.000.220.516.100.310.00 7.77
9.5% Sales Tax
001.000.610.519.700.310.00 1.53
9.5% Sales Tax
001.000.210.513.100.310.00 1.54
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114206 9/17/2009 (Continued)063511 OFFICE MAX INC
Office supplies - HR147170
Office supplies - HR
001.000.220.516.100.310.00 38.71
9.5% Sales Tax
001.000.220.516.100.310.00 3.68
Office supplies - HR221864
Office supplies - HR
001.000.220.516.100.310.00 12.00
Office supplies - HR
001.000.220.516.100.310.00 22.02
Copy paper
001.000.610.519.700.310.00 8.07
Copy paper
001.000.220.516.100.310.00 8.07
Copy paper
001.000.210.513.100.310.00 8.06
9.5% Sales Tax
001.000.220.516.100.310.00 3.99
9.5% Sales Tax
001.000.610.519.700.310.00 0.77
9.5% Sales Tax
001.000.210.513.100.310.00 0.76
Total :231.03
114207 9/17/2009 063511 OFFICE MAX INC 122057 GEL PENS, CHALK
WOTS SUPPLIES:~
117.100.640.573.100.310.00 16.73
9.5% Sales Tax
117.100.640.573.100.310.00 1.59
PARK MAINTENANCE SUPPLIES129846
PARK MAINTENANCE PAPER
001.000.640.576.800.310.00 97.40
9.5% Sales Tax
001.000.640.576.800.310.00 9.26
17Page:
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City of Edmonds
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114207 9/17/2009 (Continued)063511 OFFICE MAX INC
OFFICE SUPPLIES130892
AA BATTERIES
001.000.640.574.100.310.00 11.87
9.5% Sales Tax
001.000.640.574.100.310.00 1.13
OFFICE SUPPLIES146832
FRONT DESK LASERJET TONER
001.000.640.574.100.310.00 134.78
9.5% Sales Tax
001.000.640.574.100.310.00 12.80
OFFICE SUPPLIES172685
TONER
001.000.640.576.800.310.00 99.80
9.5% Sales Tax
001.000.640.576.800.310.00 9.49
OFFICE SUPPLIES188698
PUMPKIN PAPER
001.000.640.574.100.310.00 6.98
9.5% Sales Tax
001.000.640.574.100.310.00 0.66
OFFICE SUPPLIES221869
ENVELOPES, POST ITS, CALENDAR
001.000.640.574.100.310.00 51.60
9.5% Sales Tax
001.000.640.574.100.310.00 4.89
FIRST AID SUPPLIES231494
FIRST AID KIT SUPPLIES:~
001.000.640.574.100.310.00 22.99
9.5% Sales Tax
001.000.640.574.100.310.00 2.19
Total :484.16
114208 9/17/2009 063511 OFFICE MAX INC 189411 OFFICE SUPPLIES
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9:07:51AM
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Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114208 9/17/2009 (Continued)063511 OFFICE MAX INC
Office Supplies
001.000.250.514.300.310.00 12.53
9.5% Sales Tax
001.000.250.514.300.310.00 1.18
Total :13.71
114209 9/17/2009 063511 OFFICE MAX INC 185917 Storm - Ink for Printer
Storm - Ink for Printer
411.000.652.542.900.310.00 73.30
Sewer - Ink for Printer
411.000.655.535.800.310.00 50.61
9.5% Sales Tax
411.000.652.542.900.310.00 6.96
9.5% Sales Tax
411.000.655.535.800.310.00 4.81
PW Admin Supplies - Note pads, File207043
PW Admin Supplies - Note pads, File
001.000.650.519.910.310.00 51.52
9.5% Sales Tax
001.000.650.519.910.310.00 4.89
Total :192.09
114210 9/17/2009 063511 OFFICE MAX INC 217440 Misc. office supplies including 3-month
Misc. office supplies including 3-month
001.000.620.558.800.310.00 489.81
9.5% Sales Tax
001.000.620.558.800.310.00 46.54
Back order - Desk Pad Calendar for217617
Back order - Desk Pad Calendar for
001.000.620.558.800.310.00 11.11
9.5% Sales Tax
001.000.620.558.800.310.00 1.05
19Page:
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City of Edmonds
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9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114210 9/17/2009 (Continued)063511 OFFICE MAX INC
Back order - counter calendar for232174
Back order - counter calendar for
001.000.620.558.800.310.00 28.21
9.5% Sales Tax
001.000.620.558.800.310.00 2.67
Back order - mouse for Theresa.232175
Back order - mouse for Theresa.
001.000.620.558.800.310.00 63.94
9.5% Sales Tax
001.000.620.558.800.310.00 6.08
Total :649.41
114211 9/17/2009 066339 PACIFIC OFFICE AUTOMATION 895985 B/W copy overage fee (346) Aug 09
20Page:
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City of Edmonds
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114211 9/17/2009 (Continued)066339 PACIFIC OFFICE AUTOMATION
B/W copy overage fee (346) Aug 09
411.000.654.534.800.480.00 1.57
B/W copy overage fee (346) Aug 09
411.000.655.535.800.480.00 1.57
B/W copy overage fee (346) Aug 09
411.000.652.542.900.480.00 1.57
B/W copy overage fee (346) Aug 09
111.000.653.542.900.480.00 1.57
Color copy overage fee (840) Aug 09
411.000.654.534.800.480.00 22.62
Color copy overage fee (840) Aug 09
411.000.655.535.800.480.00 22.62
Color copy overage fee (840) Aug 09
411.000.652.542.900.480.00 22.62
Color copy overage fee (840) Aug 09
111.000.653.542.900.480.00 22.60
9.5% Sales Tax
411.000.654.534.800.480.00 2.30
9.5% Sales Tax
411.000.655.535.800.480.00 2.30
9.5% Sales Tax
411.000.652.542.900.480.00 2.30
9.5% Sales Tax
111.000.653.542.900.480.00 2.29
Total :105.93
114212 9/17/2009 065787 PATRIOT DIAMOND INC 96863 Water Supplies - Asphalt Blade
Water Supplies - Asphalt Blade
411.000.654.534.800.310.00 173.00
Freight
411.000.654.534.800.310.00 12.00
Total :185.00
114213 9/17/2009 008400 PETTY CASH - EPD PTTY CASH 3RD QTR 09 EPD ADMIN PETTY CASH 3RD QUARTER 2009
21Page:
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City of Edmonds
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114213 9/17/2009 (Continued)008400 PETTY CASH - EPD
FBI NAA LUNCH - GANNON/LAWLESS
001.000.410.521.400.430.00 44.00
3 PACK OF THUMB DRIVES
001.000.410.521.210.310.00 31.31
4 BOXES OF CHLOROX WIPES
001.000.410.521.100.310.00 11.51
MUGS-ACCREDITATION ASSESSORS
001.000.410.521.100.310.00 50.00
FUEL - WHILE ON SURVEILLANCE
104.000.410.521.210.320.00 30.50
POSTAGE - GRANT INVOICE TO OLY.
001.000.410.521.100.420.00 1.05
EDMONDS SHARE - PERRY PLAQUE
001.000.410.521.100.310.00 10.00
COURT DOCUMENTS 09-3130
001.000.410.521.210.310.00 9.50
PARKING FOR COURT 09-3130
001.000.410.521.210.430.00 9.00
200 DVD-R FOR DETECTIVES
001.000.410.521.210.310.00 35.09
MAIL CERTIFIED LETTER
001.000.410.521.100.420.00 5.54
LEDGER FOR MARIJUANA TESTING
001.000.410.521.220.310.00 28.79
Total :266.29
114214 9/17/2009 064167 POLLARDWATER.COM-EAST I257253-IN Water Supplies - 4 1/2" Reducer
Water Supplies - 4 1/2" Reducer
411.000.654.534.800.310.00 129.00
Freight
411.000.654.534.800.310.00 13.99
Sales Tax
411.000.654.534.800.310.00 12.87
Total :155.86
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City of Edmonds
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114215 9/17/2009 030780 QUIRING MONUMENTS INC 102550 INSCRIPTION
MARKER INSCRIPTION:~
130.000.640.536.200.340.00 170.00
INSCRIPTION102551
INSCRIPTION: LAWS
130.000.640.536.200.340.00 80.00
MARKER102552
MARKER INSCRIPTION: STRONG
130.000.640.536.200.340.00 80.00
INSCRIPTION102553
INSCRIPTION: MECORD
130.000.640.536.200.340.00 260.00
Total :590.00
114216 9/17/2009 062657 REGIONAL DISPOSAL COMPANY 001221 Storm Sweep Dump Fees
Storm Sweep Dump Fees
411.000.652.542.320.490.00 387.59
Storm Sweep Dump Fees001222
Storm Sweep Dump Fees
411.000.652.542.320.490.00 8,717.97
Total :9,105.56
114217 9/17/2009 072254 RIVER OAKS COMMUNICATIONS CORP 09012009 VERIZON/FRONTIER FRANCHISE TRANSFER
Verizon/Frontier Franchise Transfer
001.000.390.519.900.410.00 902.29
Total :902.29
114218 9/17/2009 033300 SAFETY & SUPPLY CO 157314-1 OPS SUPPLIES
gas alert
001.000.510.522.200.310.00 135.00
Freight
001.000.510.522.200.310.00 5.00
9.5% Sales Tax
001.000.510.522.200.310.00 13.31
Total :153.31
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Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114219 9/17/2009 036070 SHANNON TOWING INC 193653 INV#193653 - EDMONDS PD CASE#09-3243
TOW 2005 FORD ESCAPE 719XOT
001.000.410.521.220.410.00 158.00
9.5% Sales Tax
001.000.410.521.220.410.00 15.01
Total :173.01
114220 9/17/2009 060855 SILVER LAKE TROPHY &17211 Retirement plaque for Dorothy
Retirement plaque for Dorothy
001.000.210.513.100.310.00 32.95
9.5% Sales Tax
001.000.210.513.100.310.00 3.13
Total :36.08
114221 9/17/2009 065803 SKYHAWKS SPORTS ACADEMY SKYHAWKS10794 SPORTS CAMPS
CAMP #10794
001.000.640.575.520.410.00 426.43
CAMP #10789
001.000.640.575.520.410.00 1,049.00
CAMP #10775
001.000.640.575.520.410.00 547.04
CAMP #10785
001.000.640.575.520.410.00 937.50
CAMP #10770
001.000.640.575.520.410.00 156.75
Total :3,116.72
114222 9/17/2009 037375 SNO CO PUD NO 1 2460018753 CITY PARK RESTROOMS
CITY PARK RESTROOMS
001.000.640.576.800.470.00 36.78
UTILITY BILLING3160831347
23700 104TH AVE W
001.000.640.576.800.470.00 142.33
PLAYFIELD BLEACHERS3280017173
PLAYFIELD BLEACHERS
001.000.640.576.800.470.00 80.51
24Page:
Packet Page 41 of 380
09/17/2009
Voucher List
City of Edmonds
25
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114222 9/17/2009 (Continued)037375 SNO CO PUD NO 1
PARK GAZEBO3660016779
PARK GAZEBO
001.000.640.576.800.470.00 29.39
PLAYFIELD LIGHTS3690017839
PLAYFIELD LIGHTS
001.000.640.576.800.470.00 252.49
CITY PARK SOUTH RESTROOMS & COVERED5030011778
CITY PARK SOUTH RESTROOMS & COVERED
001.000.640.576.800.470.00 69.96
IRRIGATION SYSTEM5070014245
IRRIGATION SYSTEM
001.000.640.576.800.470.00 29.39
Total :640.85
114223 9/17/2009 037375 SNO CO PUD NO 1 2400010746 LIFT STATION #10
LIFT STATION #10
411.000.655.535.800.470.00 110.76
SCHOOL FLASHING LIGHT3380016430
SCHOOL FLASHING LIGHT
111.000.653.542.640.470.00 29.89
SCHOOL FLASHING LIGHT3970013581
SCHOOL FLASHING LIGHT
111.000.653.542.640.470.00 30.89
Total :171.54
114224 9/17/2009 038100 SNO-KING STAMP 43098 Roadway/Traffic Stamp
Roadway/Traffic Stamp
111.000.653.542.310.310.00 50.91
Freight
111.000.653.542.310.310.00 2.50
9.5% Sales Tax
111.000.653.542.310.310.00 5.07
Total :58.48
114225 9/17/2009 038100 SNO-KING STAMP 43141 Planning Division stamp.
25Page:
Packet Page 42 of 380
09/17/2009
Voucher List
City of Edmonds
26
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114225 9/17/2009 (Continued)038100 SNO-KING STAMP
Planning Division stamp.
001.000.620.558.800.310.00 18.89
Total :18.89
114226 9/17/2009 067609 SNOHOMISH COUNTY CITIES 9/14/09 L. CARL MEETING - 8/27/09
L. Carl meeting - 8/27/09
001.000.210.513.100.490.00 25.00
Total :25.00
114227 9/17/2009 070677 SPRINT 502779811-021 INV#502779811-021 EDMONDS PD
DATA CARDS 09/07 - 10/06/09
001.000.410.521.220.420.00 169.97
Total :169.97
114228 9/17/2009 039775 STATE AUDITOR'S OFFICE L79042 Aug-09 Audit Fees
Aug-09 Audit Fees
001.000.390.519.900.510.00 327.33
Aug-09 Audit Fees
411.000.652.542.900.510.00 13.64
Aug-09 Audit Fees
411.000.654.534.800.510.00 54.56
Aug-09 Audit Fees
411.000.655.535.800.510.00 54.56
Aug-09 Audit Fees
411.000.656.538.800.510.00 54.56
Aug-09 Audit Fees
111.000.653.543.300.510.00 13.64
Aug-09 Audit Fees
511.000.657.548.680.510.00 27.26
Total :545.55
114229 9/17/2009 071585 STERICYCLE INC 3000607714 INV#3000607714 CUST#6076358 EDMONDS PD
26Page:
Packet Page 43 of 380
09/17/2009
Voucher List
City of Edmonds
27
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114229 9/17/2009 (Continued)071585 STERICYCLE INC
MINIMUM MONTHLY SERVICE CHG
001.000.410.521.910.410.00 10.00
9.5% Sales Tax
001.000.410.521.910.410.00 0.36
Total :10.36
114230 9/17/2009 040430 STONEWAY ELECTRIC SUPPLY 1969439 Water Supplies - UY2 Connectors
Water Supplies - UY2 Connectors
411.000.654.534.800.310.00 17.02
9.5% Sales Tax
411.000.654.534.800.310.00 1.62
Total :18.64
114231 9/17/2009 067803 TACTICAL TAILOR INC 601049 A INV#601049 A - EDMONDS PD
E&E HORIZONTAL POUCH-BK
104.000.410.521.210.350.00 25.16
9.5% Sales Tax
104.000.410.521.210.350.00 2.39
Total :27.55
114232 9/17/2009 068201 THE ACTIVE NETWORK INC 10000021356 ITHACA RECEIPT PAPER
RECEIPT PAPER FOR ITHACA PRINTER
001.000.640.574.100.310.00 45.00
9.5% Sales Tax
001.000.640.574.100.310.00 4.28
Total :49.28
114233 9/17/2009 009350 THE DAILY HERALD COMPANY 1662861 Jansen/CU-09-38 Legal Notices.
Jansen/CU-09-38 Legal Notices.
001.000.620.558.600.440.00 34.88
Oasis/CU-09-37 Legal Notices.1662862
Oasis/CU-09-37 Legal Notices.
001.000.620.558.600.440.00 36.52
27Page:
Packet Page 44 of 380
09/17/2009
Voucher List
City of Edmonds
28
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114233 9/17/2009 (Continued)009350 THE DAILY HERALD COMPANY
ESCA/AMD-09-13 Legal Notices.1663618
ESCA/AMD-09-13 Legal Notices.
001.000.620.558.600.440.00 72.60
Griffin/ADU-09-33 Legal Notices.1663918
Griffin/ADU-09-33 Legal Notices.
001.000.620.558.600.440.00 24.22
Total :168.22
114234 9/17/2009 071590 TOWEILL RICE TAYLOR LLC Aug2009-Edmonds Hearing Examiner Services for September
Hearing Examiner Services for September
001.000.620.558.600.410.00 3,500.00
Total :3,500.00
114235 9/17/2009 072146 TRUAX, BREANNE TRUAX0913 PLAZA ROOM MONITOR
PLAZA ROOM MONITOR~
001.000.640.574.100.410.00 210.00
Total :210.00
114236 9/17/2009 061192 UNITED PIPE & SUPPLY 8305351 IRRIGATION SUPPLIES
CONNECTORS
001.000.640.576.800.310.00 202.50
Freight
001.000.640.576.800.310.00 15.00
9.5% Sales Tax
001.000.640.576.800.310.00 19.24
Total :236.74
114237 9/17/2009 062693 US BANK 3181 INV#3181 09/07/09 - BARD- EDMONDS PD
FRANKLIN COVEY SEMINAR-BARD
001.000.410.521.400.490.00 765.96
1ST LINE SUPERVISION-BARKER
001.000.410.521.400.490.00 275.00
28Page:
Packet Page 45 of 380
09/17/2009
Voucher List
City of Edmonds
29
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114237 9/17/2009 (Continued)062693 US BANK
INV#3520 09/07/09-TRAINING - EDMONDS PD3520
DINNER/SPANISH-FROLAND/FRAUSTO
001.000.410.521.400.430.00 61.99
BKFT/SPANISH-FROLAND/FRAUSTO/M
001.000.410.521.400.430.00 13.44
LUNCH/SPANISH-FROLAND/FRAUSTO
001.000.410.521.400.430.00 41.00
LUNCH/ ADV.SWAT-LIM
001.000.410.521.400.430.00 8.40
DINNER/ADV.SWAT- LIM/DREYER
001.000.410.521.400.430.00 30.71
BKFT/ADV.SWAT- LIM/DREYER
001.000.410.521.400.430.00 25.99
DINNER/ADV.SWAT-LIM
001.000.410.521.400.430.00 27.00
DINNER/ADV..SWAT-LIM/DREYER
001.000.410.521.400.430.00 32.19
BKFT/ADV.SWAT-LIM/DREYER
001.000.410.521.400.430.00 18.66
FUEL /ADV. SWAT - LIM/DREYER
001.000.410.521.400.430.00 79.41
MEALS/ADV.SWAT- LIM/DREYER
001.000.410.521.400.430.00 53.16
MEALS/ADV.SWAT - LIM/DREYER
001.000.410.521.400.430.00 20.41
BFST/ADV.SWAT - LIM
001.000.410.521.400.430.00 12.19
LODGING/ADV.SWAT - DREYER
001.000.410.521.400.430.00 396.70
LODGING/ADV.SWAT - LIM
001.000.410.521.400.430.00 396.70
Total :2,258.91
114238 9/17/2009 062693 US BANK 3207 Edmonds calendar - Sound Publishing
29Page:
Packet Page 46 of 380
09/17/2009
Voucher List
City of Edmonds
30
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114238 9/17/2009 (Continued)062693 US BANK
Edmonds calendar - Sound Publishing
120.000.310.575.420.440.00 1,370.00
Mayor's Meeting 8/5 & 9/2/093264
Mayor's Meeting 8/5 & 9/2/09
001.000.210.513.100.490.00 40.05
Anti-virus software for Mayor's
001.000.210.513.100.490.00 54.74
WWTP MW, #09-25 ad3280
WWTP MW, #09-25 ad
001.000.220.516.100.440.00 25.00
Finance Director, #09-23 ad
001.000.220.516.100.440.00 25.00
PT Receptionist, #09-27 ad
001.000.220.516.100.440.00 25.00
FMLA booklets
001.000.220.516.100.310.00 94.80
Total :1,634.59
114239 9/17/2009 062693 US BANK 2462 CDW-G - HP Laptop Battery City Clerk
CDW-G - HP Laptop Battery City Clerk
001.000.250.514.300.310.00 102.67
Office Max - Supplies
001.000.310.518.880.310.00 54.74
Batteryfast.com - batteries
001.000.310.518.880.310.00 77.81
Ace Hardware - Hooks & Fasterners
001.000.310.518.880.310.00 12.18
boatersmarinesupply.com - Blackberry
001.000.310.518.880.310.00 20.34
CDW-G - Ergonomic Mouse P&R
001.000.640.574.100.310.00 101.50
Total :369.24
114240 9/17/2009 062693 US BANK 3389 Council Refreshments
30Page:
Packet Page 47 of 380
09/17/2009
Voucher List
City of Edmonds
31
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114240 9/17/2009 (Continued)062693 US BANK
Council Refreshments
001.000.110.511.100.310.00 37.24
Total :37.24
114241 9/17/2009 062693 US BANK 3272 HEPLER
Instructor Text & Study Guide
001.000.510.522.400.310.00 318.70
PROTECTIVE CLOTHING3488
gloves
001.000.510.522.200.250.00 90.89
Total :409.59
114242 9/17/2009 044960 UTILITIES UNDERGROUND LOC CTR 9080108 utility locates Aug 09
utility locates Aug 09
411.000.654.534.800.410.00 78.29
utility locates Aug 09
411.000.655.535.800.410.00 78.29
utility locates Aug 09
411.000.652.542.900.410.00 78.32
Total :234.90
114243 9/17/2009 011900 VERIZON NORTHWEST 425-744-1681 SEAVIEW PARK IRRIGATION MODEM
SEAVIEW PARK IRRIGATION MODEM
001.000.640.576.800.420.00 42.77
SIERRA PARK IRRIGATION MODEM425-744-1691
SIERRA PARK IRRIGATION MODEM
001.000.640.576.800.420.00 42.11
GROUNDS MAINTENANCE FAX MODEM425-776-5316
GROUNDS MAINTENANCE FAX MODEM
001.000.640.576.800.420.00 108.72
Total :193.60
114244 9/17/2009 067917 WALLY'S TOWING INC 42647 INV#42647 - EDMONDS PD - CASE#09-3424
31Page:
Packet Page 48 of 380
09/17/2009
Voucher List
City of Edmonds
32
9:07:51AM
Page:vchlist
Bank code :front
Voucher Date Vendor Invoice PO #Description/Account Amount
114244 9/17/2009 (Continued)067917 WALLY'S TOWING INC
TOW 1999 TOYOTA COROLLA 467YGX
001.000.410.521.220.410.00 158.00
9.5% Sales Tax
001.000.410.521.220.410.00 15.01
Total :173.01
114245 9/17/2009 065035 WASHINGTON STATE PATROL I10001542 INV#I10001542 EDM301
BACKGROUND CHECKS 08/09
001.000.000.237.100.000.00 96.25
Total :96.25
114246 9/17/2009 068227 WCFA 824 CONVENTION REGISTRATION
CONVENTION REGISTRATON FOR~
130.000.640.536.200.490.00 295.00
Total :295.00
114247 9/17/2009 049902 WHITMAN, TIMOTHY 67 LEOFF 1 Reimbursement
LEOFF 1 Reimbursement
009.000.390.517.370.230.00 474.67
Total :474.67
114248 9/17/2009 069969 WILLIAMS, PAMELA WILLIAMS0819 MILEAGE REIMBURSEMENT
MILEAGE REIMBURSEMENT FOR DISCOVERY
001.000.640.574.350.430.00 29.15
Total :29.15
Bank total :295,507.33105 Vouchers for bank code :front
295,507.33Total vouchers :Vouchers in this report105
32Page:
Packet Page 49 of 380
AM-2493 2.D.
BNSF Railway Company Pipeline License Agreements
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Conni Curtis
Submitted For:Robert English Time:Consent
Department:Engineering Type:Action
Review Committee:
Committee Action:
Information
Subject Title
BNSF Railway Company Pipeline License Agreements
Recommendation from Mayor and Staff
Council authorize Mayor to sign Pipeline License Agreements with BNSF Railway Company.
Previous Council Action
None
Narrative
BNSF Railway Company is planning to construct a future second track along the waterfront to
accommodate freight and passenger trains. In preparation for this work, the City is required to
upgrade its existing utility crossings within BNSF's right-of-way. During the design phase, it was
determined that two existing storm drain pipelines will require modifications within the BNSF
right-of-way.
The proposed BNSF Licenses address the conditions for allowing the storm drain modifications.
The fees for both Licenses have been waived by BNSF. The City will need to purchase Railroad
Protective Liability Insurance to complete the work and the cost for this coverage is $1,000 per
License. This project is being funded by the 412 Utility Fund.
Fiscal Impact
Attachments
Link: BNSF Pipeline License Agreement 1
Link: BNSF Pipeline License Agreement 2
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Engineering Robert English 09/10/2009 12:03 PM APRV
2 Public Works Noel Miller 09/10/2009 01:13 PM APRV
3 City Clerk Sandy Chase 09/15/2009 08:44 AM APRV
4 Mayor Gary Haakenson 09/15/2009 08:49 AM APRV
5 Final Approval Sandy Chase 09/16/2009 11:19 AM APRV
Packet Page 50 of 380
Form Started By: Conni
Curtis
Started On: 09/09/2009 02:04
PM
Final Approval Date: 09/16/2009
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AM-2424 2.E.
SCSC Entryway Repairs Project Contract
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Jim Stevens, Public Works Time:Consent
Department:Public Works Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Authorize award of the contract for the South County Senior Center Entryway Repairs Project to
the lowest responsible bidder, Buntting, Inc.
Recommendation from Mayor and Staff
Authorize the award of this contract to Buntting, Inc. in the amount of $120,450.00 including
Washington State Sales Tax.
Previous Council Action
On October 26, 2004, the Council approved submitting for 2005 CDBG funding, and on January
25, 2005, the Council approved a revision for this application, designated, among other project
items, to address the failing main entry of the South County Senior Center. At the City Council
meeting July 7, 2009, approval was given to solicit construction bids for this project.
Narrative
As a result of applying for a Community Development Block Grant (CDBG) award for 2005, the
City of Edmonds obtained federal funding for a number of projects at the South County Senior
Center (SCSC). So far, this funding has been used to install a new fire alarm system and to
perform a structural study of the building. The remainder of this grant will be used to fund
construction of a replacement for the existing SCSC entryway structure.
The main entry of the South County Senior Center consists primarily of a foyer that was added on
to the existing structure around 1980. However, it was built simply upon the concrete walkway
outside the main doors, rather than constructed on sound footings. In the nearly 30 years since its
construction, the ground beneath this foyer has sunk to the point that the tops of its windows
have gaps up to an inch high between the glass and the frames. Additionally, one of the
supporting beams for the breezeway immediately outside the foyer has needed to be jacked up and
shored with wood to hold it level. The exterior foyer doors periodically come off their hinges
because the vertical distance they span keeps growing.
The project design team, consisting of representatives of the SCSC, the architect, Calvin Jordan,
and the City, has participated in selecting a solution for this problem that is functional,
welcoming, and aesthetically consistent. The base bid covers the replacement of the entry
structure itself. There is one alternate, adding brick wainscoting to the exterior to match existing
remaining brick on the Center.
Packet Page 82 of 380
The dollar value of the lowest bid is $120,450.00, including WSST. With the customary 10%
additional reserved for contingencies on such repair work, the total budget set aside for this project
will need to be $140,195.00. Between CDBG funding available from the 2005 grant awarded the
City and a CTED grant awarded directly to the SCSC itself, all construction costs will be
reimbursed to the City. This project completes the remaining improvements to the Senior Center
which were funded from the 2005 CDBG grant.
See the attached file on the SCSC Entryway Repairs Project Bids for a recap of all infomation
from the opening held August 17, 2009.
Fiscal Impact
Attachments
Link: SCSC Bid 8-17-09
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Public Works Noel Miller 09/17/2009 12:01 PM APRV
2 City Clerk Sandy Chase 09/17/2009 12:04 PM APRV
3 Mayor Gary Haakenson 09/17/2009 02:04 PM APRV
4 Final Approval Sandy Chase 09/17/2009 02:05 PM APRV
Form Started By: Jim
Stevens
Started On: 07/28/2009 09:39
AM
Final Approval Date: 09/17/2009
Packet Page 83 of 380
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a
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86
of
38
0
AM-2513 2.F.
Public Participation Plans / Sustainability Element & Capital Facilities Plan Update
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Rob Chave Time:Consent
Department:Planning Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Resolution approving public participation plans for the 2009 processes relating to the
Sustainability Element and Capital Facilities Plan update.
Recommendation from Mayor and Staff
Approve the draft resolution (Exhibit 1).
Previous Council Action
None.
Narrative
The City Attorney has drafted a resolution confirming the City's public participation process for
the last two comprehensive plan amendments being considered by the City this year.
Fiscal Impact
Attachments
Link: Exhibit 1: Proposed Resolution
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/18/2009 08:30 AM APRV
2 Mayor Gary Haakenson 09/18/2009 08:41 AM APRV
3 Final Approval Sandy Chase 09/18/2009 08:43 AM APRV
Form Started By: Rob
Chave
Started On: 09/17/2009 05:13
PM
Final Approval Date: 09/18/2009
Packet Page 87 of 380
{WSS741960.DOC;1\00006.900000\ } - 1 -
0006.90000
WSS/gjz
9/16/09
RESOLUTION NO. ______
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
EDMONDS, WASHINGTON, APPROVING PUBLIC
PARTICIPATION PLANS FOR THE 2009 PROCESSES
RELATING TO THE SUSTAINABILITY ELEMENT AND
CAPITAL FACILITIES PLAN UPDATE.
WHEREAS, the City Council has adopted a general outline for public
participation with regard to the adoption and amendment of its Comprehensive Plan elements,
and,
WHEREAS, the staff has recommended a process relating to the 2009
amendments to the Sustainability Element and a Capital Facilities Plan update, and
WHEREAS, a copy of the Public Participation Plan is attached hereto as Exhibit
A and incorporated by this reference as fully as if herein set forth, and
WHEREAS, the City Council finds the provisions to comply with its prior
direction and the provisions of state law, Now Therefore,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON,
HEREBY RESOLVES AS FOLLOWS:
Section 1. The Public Participation Plan for the 2009 Comprehensive Plan
amendments attached hereto as Exhibit A and incorporated by this reference as fully as if herein
set forth, is hereby approved.
RESOLVED this ___ day of ________________, 2009.
APPROVED:
MAYOR, GARY HAAKENSON
Packet Page 88 of 380
{WSS741960.DOC;1\00006.900000\ } - 2 -
ATTEST/AUTHENTICATED:
CITY CLERK, SANDRA S. CHASE
FILED WITH THE CITY CLERK:
PASSED BY THE CITY COUNCIL:
RESOLUTION NO.
Packet Page 89 of 380
Exhibit A
2009 Comprehensive Plan Amendments
Public Participation Plan
This Public Participation Plan covers the following plan amendments which are proposed
for consideration and adoption in 2009:
2009 Sustainability Element
2009 Capital Facilities Plan Update
A. Public Participation Goal
It is the goal of the City of Edmonds to provide early and continuous public notice for the
proposed comprehensive plan amendments in advance of all opportunities to comment on
the proposals, and to allow those who express an interest in any of the amendments to be
able to track their progress through the legislative decision process.
B. Timing of Amendments
In order to provide adequate time for public comment to be heard and responded to, and
due to logistic considerations, the Edmonds Planning Board and City Council will hold
separate hearings on each plan amendment proposal. However, the City Council will
consider and adopt the amendments described here, along with those amendments subject
to other adopted public participation process(es), at one public meeting, which will occur
during the final quarter of 2009. All public meetings will be advertised according to
methods and standards described in this participation plan.
B. Participation Methods
The City of Edmonds will use the following methods to provide early and ongoing public
notice of the proposed amendments.
1. Publishing notice of public meetings (including public hearings) in the Everett
Herald, a newspaper of general circulation within the City.
2. Advertising public meetings and hearings on the local public access television
channel, Channel 21.
3. Placing notices in the City newsletter, which is available online via the City
website.
4. Compiling a mailing list of all interested parties, and sending notices of meetings
and hearings to all those on the mailing list. Two types of lists will be maintained:
an email list, and a list of postal addresses. It is the choice of the individual as to
which list they wish to be placed on.
5. Using the City’s website (www.ci.edmonds.wa.us) to track progress, provide draft
documents and plans, and provide information on how to comment or be added to
a mailing list for the proposals.
Packet Page 90 of 380
C. Participation Standards
Information provided by the City of Edmonds as part of this public participation process
will be designed to:
1. Use plain understandable language.
2. Provide broad dissemination of information regarding the proposals.
3. Provide early and continuous notification.
4. Provide opportunities for commenting in a variety of ways – verbally, in writing,
and via email.
D. Formal Public Hearings
In addition to providing early and continuous information on the plan amendment
proposals, the City of Edmonds will provide a formal adoption process with public
hearings as follows:
1. The initial public hearing will take place with the Edmonds Planning Board. This
is the first opportunity for formal public testimony on draft plan amendments.
Public notice will be provided at least two weeks prior to the date of the hearing,
via the methods described in Section B, above. Information on the documents and
plans being considered will be available for free via the City’s website, and
printed documents may also be purchased at the cost of duplication, upon request.
The Planning Board conclude its hearing(s) before making a recommendation to
the City Council regarding the proposals.
2. The draft plan amendments will be considered in a public hearing before the City
Council, along with the recommendations of the Planning Board. Public notice
will be provided at least two weeks prior to the date of the hearing, via the
methods described in Section B, above. Information on the documents and plans
being considered will be available for free via the City’s website, and printed
documents may also be purchased at the cost of duplication, upon request.
E. Contact Information
Information on the 2009 Sustainability Element and 2009 Capital Facilities Plan Update
can be obtained from:
Mail:
City of Edmonds Planning Division
121 5th Avenue North
Edmonds, WA 98020
Phone:
425-771-0220
Website:
http://www.ci.edmonds.wa.us
Packet Page 91 of 380
AM-2478 3.
Edmonds Business Story - Renata Churchill, Engel's Pub
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Jana Spellman
Submitted For:Council President D.J. Wilson Time:10 Minutes
Department:City Council Type:Information
Review Committee:
Committee Action:
Information
Subject Title
Edmonds Business Story - Renata Churchill, Engel's Pub.
Recommendation from Mayor and Staff
Previous Council Action
Edmonds Business Story - Renata Churchill, Engel's Pub.
Narrative
Renata Churchill will make a presentation to the Edmonds City Council regarding Engel's Pub.
Fiscal Impact
Attachments
No file(s) attached.
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/16/2009 11:10 AM APRV
2 Mayor Gary Haakenson 09/16/2009 11:27 AM APRV
3 Final Approval Sandy Chase 09/16/2009 12:00 PM APRV
Form Started By: Jana
Spellman
Started On: 08/27/2009 03:01
PM
Final Approval Date: 09/16/2009
Packet Page 92 of 380
AM-2500 4.
Presentation on Jail Services
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Sandy Chase Time:20 Minutes
Department:City Clerk's Office Type:Information
Review Committee:
Committee Action:
Information
Subject Title
Presentation on jail services by Sheriff John Lovick and Corrections Bureau Chief Mark
Baird.
Recommendation from Mayor and Staff
This is an information item.
Previous Council Action
N/A
Narrative
Sheriff John Lovick and Corrections Bureau Chief Mark Baird will provide a presentation on jail
services.
Fiscal Impact
Attachments
No file(s) attached.
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/16/2009 11:19 AM APRV
2 Mayor Gary Haakenson 09/16/2009 11:27 AM APRV
3 Final Approval Sandy Chase 09/16/2009 12:00 PM APRV
Form Started By: Sandy
Chase
Started On: 09/16/2009 11:14
AM
Final Approval Date: 09/16/2009
Packet Page 93 of 380
AM-2503 5.
Continued Public Hearing Regarding Update of 2002 Transportation Plan
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Conni Curtis
Submitted For:Robert English Time:45 Minutes
Department:Engineering Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Continued 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. Pedestrian and bicycle projects make up
approximately 25% of Plan costs instead of approximately 5% in the 2002 Plan.
(5) Utilize planning-level cost projections based on higher per-unit prices to reflect trends.
(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.
On August 4, 2009, Council held a public hearing on the Comprehensive Transportation Plan.
Narrative
On August 4, 2009, a public hearing was held on the proposed Comprehensive Transportation
Packet Page 94 of 380
On August 4, 2009, a public hearing was held on the proposed Comprehensive Transportation
Plan Update. Following discussion of the Plan, Council requested staff provide responses to
questions raised during the hearing and to continue the public hearing to the September 1st Council
meeting. The September 1st Council meeting was canceled and the hearing was rescheduled to the
September 22nd meeting.
Attached are the responses to the questions raised during the initial public hearing. Additional
information related to the following items has been added to the Response to Public Comments
document since the September 1st meeting:
* Reason for upgrading Olympic Avenue from a local to a collector street (recommended by
Staff); and
* Additional information on the Edmonds Rail Station and future ridership.
The additional information can be found at the beginning of the document on pages 1-3.
Several minor revisions have been made to the plan based on public comments. These revisions
are identified in the attached set of red-lined pages and also red-lined in the full Plan.
Staff recommends the Council approve the 2009 Comprehensive Transportation Plan and begin an
investigation in 2010 for additional revenue from the Transportation Benefit District.
Narrative from August 4th Council Meeting:
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: Revised Text Pages
Link: Transportation Plan w/Redlines
Packet Page 95 of 380
Link: Letters of Support
Link: Planning Consistency Memo
Link: Response to Public Comments
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Engineering Robert English 09/17/2009 12:45 PM APRV
2 Public Works Noel Miller 09/17/2009 01:47 PM APRV
3 City Clerk Sandy Chase 09/17/2009 01:58 PM APRV
4 Mayor Gary Haakenson 09/17/2009 02:04 PM APRV
5 Final Approval Sandy Chase 09/17/2009 02:05 PM APRV
Form Started By: Conni
Curtis
Started On: 09/17/2009 07:31
AM
Final Approval Date: 09/17/2009
Packet Page 96 of 380
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Introduction
September 2009 1-3
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 12,53711,099 12,87711,312 13,35711,919
Multi-Family Dwelling Units 6,7426,496 7,6367,059 8,9148,668
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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Comprehensive Transportation Plan
City of Edmonds 2-6
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 The use of dead end streets and culs-de-sac should be avoided. When
unavoidable, the length of a dead end street, including cul-de-sac, should
be limited to 600 feet, with a minimum 35-foot radius to back of curb on
the cul-de-sac.
Policy 4.32 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 4.43 Design streets to accommodate emergency service vehicles.
Packet Page 103 of 380
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
Olympic Avenue Puget Drive – Main 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 1516 9.6%10.2% 5% – 10%
Local Access 115114 73.2%72.6% 65% – 80%
Total 157
1. Source: Federal Highway Administration 1989.
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Main St
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
September 2009
Figure 3-3. Recommended Road Functional Classifications
0 0.5 1
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
Principal Arterial
Minor Arterial
Collector
Local Street
Olympic Avenue betweenPuget Drive and Main Streetadded as recommended collector
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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.3 Edmonds
12 Walnut Street and 9th Avenue S 2009 Install traffic signal.3 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
Packet Page 106 of 380
Street System
September 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.
3. Analysis indicates that identified deficiencies could also be addressed by removal of parking along the entire length of 9th Avenue
between the northbound approach of Walnut and the southbound approach of Main, and restriping and signing so that this section of 9th
would be 4 lanes wide. This would result in two lanes of traffic at the northbound and southbound stop-controlled approaches of both
intersections. 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.
Packet Page 107 of 380
Implementation and Financial Plan
September 2009 6-11
evaluation of future conditions that result from the City’s adopted future land use plan, and
priorities stated by Edmonds citizens.
A six-year Transportation Improvement Program (TIP) is prepared each year, which identifies
transportation projects needed to respond to planned growth of the community, and to meet safety
and mobility objectives. The TIP integrates City transportation improvement projects and
resources with other agencies in order to maximize financing opportunities such as grants, bonds,
city funds, donations, impact fees, and other available funding.
The TIP is maintained as follows:
1. Provide for annual review by the City Council as part of the Capital Improvement Plan (CIP)
contained in the Comprehensive Plan capital facilities element.
2. Ensure that the TIP:
Is consistent with the Comprehensive Plan;
Defines a project’s need, and links it to LOS and facility plans;
Includes construction costs, timing, and funding sources; and considers operations and
maintenance impacts where appropriate; and
Establishes project development priorities.
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. The table also identifies which projects are recommended for
inclusion in the 2010-2015 TIP.
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
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Packet Page 109 of 380
Packet Page 110 of 380
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
September 2009
Packet Page 111 of 380
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 112 of 380
September 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
15.25.000State and Regional Context ........................................................ 2-2
15.25.010Streets and Highways ................................................................. 2-2
15.25.020Pedestrian and Bicycle Transportation ........................................ 2-7
15.25.030Public Transportation .................................................................2-11
15.25.040Streetscape ................................................................................2-14
15.25.050Capital Facilities, Transportation ................................................2-15
15.25.060Traffic Calming ...........................................................................2-19
15.25.070Air Quality and Climate Change .................................................2-20
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Comprehensive Transportation Plan
City of Edmonds
ii
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 ....................................3-46
Road Project Priority .............................................................................3-52
Traffic Calming Program .......................................................................3-54
Preservation and Maintenance Programs and Projects ........................3-54
Chapter 4.Non-Motorized System .................................................... 4-1
Comprehensive Walkway Plan ......................................................................... 4-1
Walkway Inventory ................................................................................. 4-1
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September 2009 iii
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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Comprehensive Transportation Plan
City of Edmonds
iv
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 ..............................................................6-13
Contingency Plan in Case of Revenue Shortfall..............................................6-13
Chapter 7.References ........................................................................ 7-1
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Table of Contents
September 2009 v
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 .............................................. 3-48
Table 3-16.2025 Level of Service – with Recommended Improvements .............................................. 3-50
Table 3-17.Prioritization Criteria for Roadway Projects ........................................................................ 3-52
Table 3-18.Roadway Project Priority .................................................................................................... 3-53
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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City of Edmonds
vi
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 ...................................................................... 3-47
Figure 3-16.2015 Level of Service with Improvement ............................................................................ 3-49
Figure 3-17.2025 Level of Service with Improvement ............................................................................ 3-51
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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Table of Contents
September 2009 vii
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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City of Edmonds
viii
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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Table of Contents
September 2009 ix
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 12,53711,099 12,87711,312 13,35711,919
Multi-Family Dwelling Units 6,7426,496 7,6367,059 8,9148,668
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:
x Policies to implement urban growth areas;
x Policies for the promotion of contiguous and orderly development and provision of urban
services;
x Policies for rural land use;
x Policies for housing;
x Policies for the siting of public capital facilities of a countywide or statewide nature;
x Policies for economic development and employment;
x Fiscal impact analysis;
x 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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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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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 The use of dead end streets and culs-de-sac should be avoided. When
unavoidable, the length of a dead end street, including cul-de-sac, should
be limited to 600 feet, with a minimum 35-foot radius to back of curb on
the cul-de-sac.
Policy 4.32 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 4.43 Design streets to accommodate emergency service vehicles.
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Policy 4.54 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.
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.
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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.
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
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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
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);
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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.
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.
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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.
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.
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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:
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
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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:
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.
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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.
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
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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.
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.
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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.
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
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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.
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
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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,
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.
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Goals, Objectives, and Policies
September 2009 2-19
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.
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
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City of Edmonds 2-20
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).
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.
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Goals, Objectives, and Policies
September 2009 2-21
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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September 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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City of Edmonds Comprehensive Transportation Plan
Figure 3-1. Access and Mobility Characteristics of Road Functional Clasifications
FREEWAY
COLLECTOR
CULDESAC
LOCAL
MINOR ARTERIAL
PRINCIPAL ARTERIAL
LAND
ACCESS
MOBILITY
Road
Functional
Classification
Increasing access to land uses
In
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No
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Complete
access
control
Unrestricted
access
Source: Federal Highway Administration 1989
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524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
September 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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Street System
September 2009 3-5
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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City of Edmonds 3-6
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
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Street System
September 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 ---
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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
Olympic Avenue Puget Drive – Main 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 1516 9.6%10.2%5% – 10%
Local Access 115114 73.2%72.6%65% – 80%
Total 157
1. Source: Federal Highway Administration 1989.
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King County
City of Edmonds Comprehensive Transportation Plan
September 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
Olympic Avenue between
Puget Drive and Main Street
added as recommended collector
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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 168 of 380
Street System
September 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 169 of 380
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 170 of 380
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Snohomish County
King County
524
99
104
City of Edmonds Comprehensive Transportation Plan
September 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 171 of 380
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 172 of 380
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524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
September 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 173 of 380
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 174 of 380
Street System
September 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 175 of 380
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King County
City of Edmonds Comprehensive Transportation Plan
September 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 176 of 380
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City of Edmonds Comprehensive Transportation Plan
September 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 177 of 380
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 178 of 380
Street System
September 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 179 of 380
City of Edmonds Comprehensive Transportation Plan
September 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 180 of 380
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City of Edmonds Comprehensive Transportation Plan
September 2009
Figure 3-9. Downtown SidewalkArea
0 500 1,000
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 181 of 380
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.
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September 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 183 of 380
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 184 of 380
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September 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 185 of 380
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 186 of 380
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
September 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 187 of 380
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 188 of 380
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City of Edmonds Comprehensive Transportation Plan
September 2009
Figure 3-11. TransportationAnalysis Zones
00.51
Miles
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
City Boundary
Railroad
Water Feature
City TAZ Boundaries
Packet Page 189 of 380
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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September 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 D to
be an operational deficiency, and will work with WSDOT to address it.
Packet Page 191 of 380
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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King County
City of Edmonds Comprehensive Transportation Plan
September 2009
Figure 3-12. 2015 Level of Service Without Improvement
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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 193 of 380
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.
Packet Page 194 of 380
Street System
September 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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City of Edmonds Comprehensive Transportation Plan
September 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
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Highway of Statewide Significance
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Packet Page 196 of 380
Street System
September 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 197 of 380
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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City of Edmonds Comprehensive Transportation Plan
September 2009
Figure 3-14. High Collision Locations
00.51
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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
Packet Page 199 of 380
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.
Packet Page 200 of 380
Street System
September 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
Packet Page 201 of 380
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.3 Edmonds
12 Walnut Street and 9th Avenue S 2009 Install traffic signal.3 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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Street System
September 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.
3. Analysis indicates that identified deficiencies could also be addressed by removal of parking along the entire length of 9th Avenue
between the northbound approach of Walnut and the southbound approach of Main, and restriping and signing so that this section of 9th
would be 4 lanes wide. This would result in two lanes of traffic at the northbound and southbound stop-controlled approaches of both
intersections. 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.
Packet Page 203 of 380
Comprehensive Transportation Plan
City of Edmonds 3-46
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
September 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 205 of 380
Comprehensive Transportation Plan
City of Edmonds 3-48
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
September 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 207 of 380
Comprehensive Transportation Plan
City of Edmonds 3-50
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
September 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 209 of 380
Comprehensive Transportation Plan
City of Edmonds 3-52
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 210 of 380
Street System
September 2009 3-53
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
Packet Page 211 of 380
Comprehensive Transportation Plan
City of Edmonds 3-54
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.
Packet Page 212 of 380
Street System
September 2009 3-55
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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Comprehensive Transportation Plan
City of Edmonds 3-56
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
Packet Page 214 of 380
September 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 215 of 380
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 216 of 380
City of Edmonds Comprehensive Transportation Plan
September 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
Main St
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Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan
September 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 218 of 380
Non-Motorized System
September 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 219 of 380
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 220 of 380
Non-Motorized System
September 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 221 of 380
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 222 of 380
Non-Motorized System
September 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 223 of 380
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Snohomish County
King County
L4
L12
L15
L14
L22S9
L13
L17
S10
S7
L18
L20
L3
L2
L7
L11
L16
L1
L10
L8L21
S6
L5
S1
S2
S3
S8
S4
S5
L6
L9
L19
L23
L24
City of Edmonds Comprehensive Transportation Plan
September 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 224 of 380
Non-Motorized System
September 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 225 of 380
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 226 of 380
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Snohomish County
King County
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City of Edmonds Comprehensive Transportation Plan
September 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 227 of 380
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 228 of 380
Non-Motorized System
September 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 229 of 380
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City of Edmonds Comprehensive Transportation Plan
September 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 230 of 380
Non-Motorized System
September 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 231 of 380
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King County
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City of Edmonds Comprehensive Transportation Plan
September 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 232 of 380
September 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.
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City of Edmonds Comprehensive Transportation Plan
September 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 234 of 380
Transit and Transportation Demand Management
September 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 235 of 380
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.
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City of Edmonds Comprehensive Transportation Plan
September 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.
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City of Edmonds Comprehensive Transportation Plan
September 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 238 of 380
Transit and Transportation Demand Management
September 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 239 of 380
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 240 of 380
Transit and Transportation Demand Management
September 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 241 of 380
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 242 of 380
Transit and Transportation Demand Management
September 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 243 of 380
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 244 of 380
Transit and Transportation Demand Management
September 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 245 of 380
Packet Page 246 of 380
September 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 247 of 380
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Packet Page 251 of 380
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:
x Urban Arterial Program (UAP)– best suited for roadway projects that improve safety and
mobility.
x Urban Corridor Program (UCP) – best suited for roadway projects with multiple funding
partners that expand capacity.
x 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.
Packet Page 252 of 380
Implementation and Financial Plan
September 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.
Packet Page 253 of 380
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
Packet Page 254 of 380
Implementation and Financial Plan
September 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.
Packet Page 255 of 380
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 256 of 380
Implementation and Financial Plan
September 2009 6-11
evaluation of future conditions that result from the City’s adopted future land use plan, and
priorities stated by Edmonds citizens.
A six-year Transportation Improvement Program (TIP) is prepared each year, which identifies
transportation projects needed to respond to planned growth of the community, and to meet safety
and mobility objectives. The TIP integrates City transportation improvement projects and
resources with other agencies in order to maximize financing opportunities such as grants, bonds,
city funds, donations, impact fees, and other available funding.
The TIP is maintained as follows:
1.Provide for annual review by the City Council as part of the Capital Improvement Plan (CIP)
contained in the Comprehensive Plan capital facilities element.
2.Ensure that the TIP:
Is consistent with the Comprehensive Plan;
Defines a project’s need, and links it to LOS and facility plans;
Includes construction costs, timing, and funding sources; and considers operations and
maintenance impacts where appropriate; and
Establishes project development priorities.
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. The table also identifies which projects are recommended for
inclusion in the 2010-2015 TIP.
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
Packet Page 257 of 380
Comprehensive Transportation Plan
City of Edmonds 6-12
Project 2010 – 2015 2016 – 2025 Total
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
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
Packet Page 258 of 380
Implementation and Financial Plan
September 2009 6-13
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.
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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Comprehensive Transportation Plan
City of Edmonds 6-14
Packet Page 260 of 380
September 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.
Packet Page 261 of 380
Comprehensive Transportation Plan
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
Packet Page 262 of 380
Appendix A
Public Participation Materials
Packet Page 263 of 380
Packet Page 264 of 380
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 265 of 380
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 266 of 380
City of Edmonds Comprehensive Transportation Plan Update
Welcome
Please sign in here.
Meeting Objectives
Review Draft Transportation Plan
Potential projects and programs
Costs and revenue projections
Provide input on project priorities for Transportation Plan
Review and comment on preliminary design of
SR-99 / W 76th Avenue Intersection Improvement
Meeting Agenda
5:00–5:30 p.m. Sign in.
5:30–5:45 p.m. Presentation
5:45–6:30 p.m. Visit stations, talk to project team members
Provide comments
6:30–6:45 p.m. Presentation
6:45–7:30 p.m. Visit stations, talk to project team members
Provide comments
7:30 p.m. End of meeting
Packet Page 267 of 380
LOS Characteristic Traffi c Flow
Average Delay
(seconds per vehicle)
Signalized Stop Controlled
A
Free fl ow, little or no restriction on
speed or maneuverability caused by the
presence of other vehicles.
≤ 10 ≤ 10
B Stable fl ow, operating speed is beginning
to be restricted by other traffi c.> 10–20 > 10–15
C
Stable fl ow, volume and density levels
are beginning to restrict drivers in their
maneuverability.
> 20–35 > 15–25
D Stable fl ow, speeds and maneuverability
closely controlled due to higher volumes.> 35–55 > 25–35
E Approaching unstable fl ow, low speeds,
freedom to maneuver is diffi cult.> 55–80 > 35–50
F Forced traffi c fl ow, very low speeds, long
delays with stop-and-go traffi c.> 80 > 50
City of Edmonds Comprehensive Transportation Plan Update
Intersection Operation at 212th Street SW and 76th Avenue W
Level of Service
(LOS) measures
the operating
quality of a road.
LO S is graded
A (free fl ow)
through
F (grid lock).
F Average Delay
138 seconds/vehicle
Average Delay
166 seconds/vehicle
F
Average Delay
94 seconds/vehicle
F
Average Delay
131 seconds/vehicle
F
2025
WITHOUT
IMPROVEMENTS
Average intersection LOS = F
Average intersection delay =
136 seconds/vehicle Average Delay
53 seconds/vehicle
Average Delay
61 seconds/vehicle
Average Delay
58 seconds/vehicle
D
E
E
Average Delay
37 seconds/vehicle
D
2025
WITH
IMPROVEMENTS
Average intersection LOS = D
Average intersection delay =
54 seconds/vehicle
212th Street SW
76
th
Av
e
n
u
e
W
212th Street SW
76
th
Av
e
n
u
e
W
Note: Operations are similar at 212th Street SW/State Route 99 and 220th Street SW/76th Avenue W.
Level of Service
Packet Page 268 of 380
City of Edmonds Comprehensive Transportation Plan Update
Level of Service
with and without Improvements
Snohomish County
King County
Snohomish County
King County
Main St
76
t
h
Av
e
W
75
t h P
lW
208th St SW
9 5t
h
Pl
W
212th St SW
220th St
S
W
68
t
h
A ve
W
Dayton St
7t
h
A
e
N
10
0
t
h
A
v
e
W
76
t
h
A
v
e
W
O lym
p ic
V
iew
D
r
238th St SW
176th St SW
Bowdoin
W
a
y
180th St SW
Walnut St
3r
d
A
v
e
S
244th
S
t S W
5t
h
A
v
e
S
236th St SW
3rd
A
v
e
N
8 4 th
A
ve
W
9t
h
A
v
e
S
238th
S
t
SW
200th St SWCaspers St
7 6 t h
A
v e
W
Puget Dr
E
d
m
o
n
d
s
W
y
Ma
p
l e wo
o
dD
r
228th StSW
9t
h
A
v
e
N
5 2 n d
Av
eW
Meado
w
d
a
l
e
B
e
a
c
h
R
o
a
d
O l y m p ic V i ew
D
r
8 0t
h
A
v
e
W
8 8t
h
Av
e
W
196th St SW
Su
n
s
e
t
A
v
e
104
99
524
O l y m p i c V i e w
D r
Level of Service (LOS) Key
meets LOS standard
exceeds LOS standard
not subject to LOS standard
no improvements recommended
LOS Standards
City arterials = LOS D
State Route 99 = LOS E
C DF
D
D F F
BB
D D D
D F F
BB
F F F
BA
C E F
BA
B B B
A A A D F F
BB
E F F
BB
D F F
BB
E F F
AA
B B B
D F F
BB
D E F
E
D F F
BB
F F F
BB
B B B
C D D
D F F
BB
D F F
DD
D F F
BB
D E F
EDFF
BB
D E E
DC
A A B
B C C
B C C
D F F
BB
F F F
BB
D D E
D F F
B
D E F
D
00.51
Miles
without
improvements
with
improvementsB
2015 2025
B
without
improvements
existing
FFD
Packet Page 269 of 380
0 0.5 1
Miles
yyy
ymismish Countysh CountmisSnohomnohommishthuyyuuuuooohoohosh Countsh CountSSh Counh CounhhhhhhiiiiiimmmmmmnohomnohomoSnohoiiSSnohommmmmiiiissshhhhhCouuntttty
yyyyioountytyyyyutKing CouKingguuuuuuuuooooCoCo ttttnnnnnnKinKinooKiiKingCooooouuuuunnnttttyyyyyyyytyyyyy
Main St
76
th
A
v
eW
75
t
h
P l
W
208th St SW
9 5 th
P l
W
212th St SW
220th St S W
6 8 t hA
v
e
W
Dayton St
7t
h
A
e
N
10
0
t
h
A
v
e
W
76
t
h
A
ve
W
Oly
m
p
i
c Vi
e
w
Dr
238th St S W
176th St SW
Bowdoin Way
180th StSW
Walnut St
3r
d
A
v
e
S
244th St SW
5t
h
A
v
e
S
236th St SW
3 rd
A
v
eN
8 4 t hA
v
eW
9t
h
A
v
e
S
238th St
S
W
200th St SWCaspersSt
7 6t
hA
v
e
W
Puget Dr
E
d
m
o
n
d
s
W
y
Ma
p l ew
o
o d D
r
228th St SW
9t
h
A
v
e
N
Meado
w
d
a
l
e
B
e
a
c
h
R
o
a
d
Ol y m pi c View
D
r
8 0 th
A
v
eW
8 8 th
A
v
eW
196th St SW
Su
n
s
e
t
A
v
e
104
99
524
O l y m p i c V i e w
D r
City of Edmonds Comprehensive Transportation Plan Update
Recommended Roadway Projects
Imrovement Types
Install signal
Install roundabout
Add lane on intersection approach
Widen road
Project Category
Concurrency
Safety
Highway of Statewide Signifi cance
0 0.5 1
Miles
City boundary
Railroad
Water feature
Packet Page 270 of 380
City of Edmonds Comprehensive Transportation Plan Update
Draft Traffi c Calming Program
Phase 1 Residents Petition
for local street traffi c concerns:
cut-through, travel speed, safety
(minimum of 8 signatures)
Staff Reviews
qualifi cation for traffi c calming program
• 25% or 15 cut-through per hour, or
• 85th percentile speed >5 mph over speed limit, or
• 3 collisions in past 3 years
and
• minimum average daily traffi c of 500 vehicles
Qualifi es
Does Not Qualify
Phase 2 Staff and Residents
Develop Less Restrictive Solutions
brush trimming, educational campaign, pavement markings,
police enforcement, portable radar trailer, signing,
speed watch program
Implement and Evaluate Less Restrictive Solutions
Less Restrictive
Solutions Are
Not Eff ective
Less Restrictive
Solutions Are
Eff ective
Phase 3 Staff Reviews Tra ffi c Calming Devices
funding, priority, technical feasibility
Staff Develops Tra ffi c Calming Solutions with Police and
Firefi ghter Approval
bulb-outs, chicanes, diagonal diverters, full closure, medians,
partial closure, traffi c circles
Residents Vote on
Approval of Tra ffi c Calming Device
60% or
Greater
Residents
Approve
Install Tra ffi c Calming Device
Fewer than
60% Residents
Approve
Bulb Out
Chicane
Partial Closure
Tra ffi c Circle
End
End
End
This program applies to neighborhood residential through-streets.
6–12
months
later
Staff Evaluates Eff ectiveness of Device
Note: T his is a recommended future program. No funding is currently available.
Packet Page 271 of 380
Main St
76
t
h
A ve
W
75
t
h
P
l
W
O l ym
p i c V
i e w D r
208th St SW
9 5t
h
Pl
W
212th St SW
220t h St SW
6 8t
h
A
ve
W
F
i
r
d
a
l
e
A
v
e
Dayton St
7t
h
A
e
N
10
0
t
h
A
v
e
W
76
t
h
A
ve
W
O l ym
p ic
V
i
e
w
D
r
238th St SW
176th St SW
Bow
doin Way
180thSt SW
Walnut St
3r
d
A
v
e
S
244th St SW
5t
h
A
v
e
S
236th St SW
3 rd
A
v
e
N
8 4t
h
A
ve
W
9t
h
A
v
e
S
238th StSW
200th St SWCaspers St
7 6 th
A
v e W
Puget Dr
E
d
m
o
n
d
s
W
y
M ap
l
ew
o o
dD
r
228t h St SW
9t
h
A
v
e
N
Meado
w
d
a
l
e
B
e
a
c
h
R
o
a
d
Oly m pic View
D
r
80
t
hA
v
eW
8 8 t hA
v
eW
196th St SW
Su
n
s
e
t
A
v
e
104
99
524
Snohomish County
King County
Ed
monds- K
i
n
g
sto
n
To/
F
r
o
m
E
v
e
r
e
t
t
T
o
/
F
r
o
m
S
e
a
t
t
l
e
City of Edmonds Comprehensive Transportation Plan Update
Access to Transit
Train station/park-and-ride lot
Park-and-ride lot
Community Transit bus stop
Existing bus route
Ferry route
Commuter rail route
0.25-mile bus stop zone
0 0.5 1
Miles
City boundary
Railroad
Water feature
Approximately 81%
of 2000 population is
located within 0.25-mile
of a transit stop.
Approximately 700 buses
serve Edmonds daily
Packet Page 272 of 380
104
99
524
Snohomish County
King County
Main
S
t
7 6 th
A
v
eW
75
t
h P
l
W
Oly
m
pic
V
i
ew
D r
208th St
S
W
9 5 t h
P l
W
212th St SW
220th St S W
6 8 th
A v e W
F
i
r
d
a
l
e
A
v
e
Dayt on St
7t
h
A
e
N
10
0
t
h
A
v
e
W
76
t
h
A
ve
W
Oly
m
p
i
c
Vi
e
w D r
238th St S W
176th St SW
Bowd
o
i
n Way
180th StSW
Walnut St
3r
d
A
v
e
S
244th St SW
5t
h
A
v
e
S
236th
S
t SW
3rd
A
v
e
N
8 4 t hA
v
eW
9t
h
A
v
e
S
238th St SW
200th St SWCaspersSt
76
t hA
v
e
W
Puget Dr
E
d
m
o
n
d
s
W
y
Ma
p
l
e
wo
o d
D
r
228th St
S
W
9t
h
A
v
e
N
Meado
w
d
a
l
e
B
e
a
c
h
R
o
a
d
Olym pic View
D
r
8 0
th
A
v
eW
8 8 th
A
v
eW
196th St SW
Su
n
s
e
t
A
v
e
176th St SW
184th St SW
72
n
d
A
v
e
W
2n
d
A
v
e
S
Pine St
226th St SW
8t
h
A
v
e
S
Maple St
Ol
y
m
p
i
c
A
v
e
190th Pl SW
92
n
d
A
v
e
W
188th St SW
186th St SW
192nd St SW
84
t
h
A
v
e
W
An
d
o
v
e
r
S
t
189th Pl SW
191st St SW
80
t
h
A
v
e
W
Ro
b
i
n
H
o
o
d
D
r
232nd St SW
234th St SW
236th St SW
City of Edmonds Comprehensive Transportation Plan Update
Recommended Walkway Projects
Short walkway project
Long walkway project
0 0.5 1
Miles
City boundary
Railroad
Water feature
Packet Page 273 of 380
City of Edmonds Comprehensive Transportation Plan Update
Draft Curb Ramp Program
This program consists of upgrades of intersection curb ramps to
meet the requirements of the Americans with Disabilities Act (ADA).
Of approximately 350 intersections in Edmonds:
42 fully meet ADA standards
2 4 par tially meet ADA standards
Priority for upgrades of curb ramps at sub-standard locations:
1. Downtown receives priority over locations outside of downtown
2. Arterial streets receive priority over local access streets
3. Intersections receive higher priority if they are near:
a. Community Centers / Senior Center / Health Facilities
b. Transit stops / Schools / Public Buildings
c. Commercial areas and parks
Note: T his is a future recommended program and is currently
unfunded.
Packet Page 274 of 380
Main
S
t
76
t
hA
ve
W
7 5t
h
P lW
Oly
m
p i cV
i e wD
r
208th St SW
95
th
P
lW
212th St SW
220t h St SW
68
th
A
v
eW
F
i
r
d
a
l
e
A
v
e
Dayton St
7t
h
A
e
N
10
0
t
h
A
v
e
W
76
t
h
A
ve
W
Ol ym
pi c V i e wD
r
238t h St SW
176th St SW
Bowd
oin Way
180th St SW
Walnut St
3r
d
A
v
e
S
244thStSW
5t
h
A
v
e
S
236th St SW
3 rd
A
v
e
N
8 4 t h
Av
e
W
9t
h
A
v
e
S
238th St SW
200th St SWCaspersSt
7 6 t hA
v eW
Pug et Dr
E
d
m
o
n
d
s
W
y
M ap
le
w
o o
d D
r
228th St SW
9t
h
A
v
e
N
Meado
w
d
a
l
e
B
e
a
c
h
R
o
a
d
Ol y m p i cView D
r
80
t hA
ve
W
88
th
A
v
e
W
196th St SW
Su
n
s
e
t
A
v
e
104
99
524
Snohomish County
King County
City of Edmonds Comprehensive Transportation Plan Update
Proposed Bicycle Routes
Short bicycle loop (5 miles)
Medium bicycle loop (7 miles)
Long bicycle loop (20 miles)
0 0.5 1
Miles
City boundary
Railroad
Water feature
Packet Page 275 of 380
City of Edmonds Comprehensive Transportation Plan Update
Edmonds Crossing Project
Construct new multimodal facility at ferry terminal, connecting
ferry, automobile, transit, bicycle, and pedestrian traffi c in
downtown Edmonds.
Pavement Maintenance Program
Provide improvements to maintain pavement on city streets, such
as asphalt overlays and fi lling of potholes.
Spot Improvements on City Streets
Provide lower cost improvements such as signal timing upgrades
or localized street improvements to improve vehicle safety
and mobility.
Spot Improvements for Walkways and Bikeways
Provide lower cost improvements such as pedestrian lighting and
bicycle parking to improve non-motorized safety and mobility.
Other Transportation Projects
Packet Page 276 of 380
City of Edmonds Comprehensive Transportation Plan Update
Costs Verses Projected Revenue
through 2025
Summary of Project Costs
through 2025
Total Costs through 2025 = $109,044,500
Costs and Revenue
Total Revenue Identiied through 2025 = $41,443,300
Joint Agency Funding
Interest Income
Real Estate Excise Tax
Development Sidewalks
Sources of Identifi ed Revenue:
Grants (unsecured)
Motor Vehicle Fuel Tax
Traffi c Impact/Mitigation Fees
Transfers from Other Funds
Utility Resurfacing
Identified
Funding,
$41,433,300
Shortfall,
$67,611,200
Concurrency 2010-2015,
$8,954,800
Concurrency 2016-2025,
$7,137,000
HSS Operational,
$9,706,400
Safety, $24,081,200
Walkway, $13,435,000
Curb Ramp Upgrade,
$4,189,500
Bikeway, $145,000
Preservation &
Maintenance,
$16,776,000
Edmonds Crossing,
$17,500,000
Traffic Calming,
$160,000
Spot Roadway
Enhancements,
$240,000
Other, $6,719,600
Packet Page 277 of 380
Packet Page 278 of 380
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Packet Page 280 of 380
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Packet Page 281 of 380
Packet Page 282 of 380
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Ci
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Packet Page 287 of 380
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Packet Page 288 of 380
Appendix B
Traffic Calming Program
Packet Page 289 of 380
Packet Page 290 of 380
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 291 of 380
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 292 of 380
End with
notice
letter
Phase 1 Residents petition for
local street traffic concerns
(minimum of 8 signatures)
Qualifies
Does
not
qualify
Phase 2
Qualifies
Staff and residents develop
education and enforcement solutions
Implement education and enforcement solutions
3-6 months later
Phase 3
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
≤ 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 293 of 380
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 Re uest 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 294 of 380
ualification
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 295 of 380
Exhibit B. Citizen Action Re uest Form for the Traffic Calming Program
Citizen Action Re uest 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
T
hank you for taking the time to complete the Citizen Action Re uest 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 re uest. If you have uestions or comments, please call the transportation
engineer at (425) 771-0220.
Packet Page 296 of 380
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 re uired prior to initiate the
Traffic Calming process in our neighborhood. If you agree that the issues stated in the
Citizen Action Re uest 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 re uire us to set and attend neighborhood meetings and
conduct further petition campaigns.
Name Address Phone Signature
Make additional copies as necessary.
Packet Page 297 of 380
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 298 of 380
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Packet Page 299 of 380
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Packet Page 300 of 380
Packet Page 301 of 380
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 302 of 380
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 303 of 380
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 304 of 380
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 305 of 380
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Packet Page 306 of 380
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Packet Page 307 of 380
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 308 of 380
Appendix C
ADA Ramp Inventory and Upgrade Priority
Packet Page 309 of 380
Packet Page 310 of 380
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Packet Page 314 of 380
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4
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9
Packet Page 322 of 380
Appendix D
Walkway Projects
Packet Page 323 of 380
Packet Page 324 of 380
ID
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8
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Ex
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R
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3
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c
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(
3
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4
f
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)
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be
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No
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5
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t
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m
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s
,
dr
a
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g
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.
In
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a
l
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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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g
s
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w
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k
s
.
5
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w
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c
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c
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d
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w
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k
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w
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c
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7
5
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0
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5
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c
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w
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k
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d
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w
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s
,
dr
a
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.
In
s
t
a
l
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8
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w
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c
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c
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w
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8
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w
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gu
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s
.
$8
8
,
0
0
0
Packet Page 325 of 380
ID
S
t
r
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e
t
N
a
m
e
F
r
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m
T
o
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n
g
t
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(f
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p
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G ut
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r
/
Dr
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Di
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c
h
P
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D
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c
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p
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n
W
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k
w
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T
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Pr
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,
dr
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on
n
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.
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s
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5
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c
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d
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w
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.
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7
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8
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s
t
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c
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5
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w
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c
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c
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s
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e
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t
.
5
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t
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c
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w
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d
c
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c
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Wa
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No
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o
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s
t
r
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c
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p
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d
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s
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r
i
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.
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a
l
l
5
f
t
w
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c
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No
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r
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c
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t
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Packet Page 326 of 380
ID
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s
t
r
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c
t
5
f
t
w
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t
.
5
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c
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w
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p
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c
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0
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A sp
h
a
l
t
s
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o
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e
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,
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a
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.
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a
c
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s
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n
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w
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w
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.
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0
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M
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a
d
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w
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d
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h
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w
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k
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s
i
d
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s
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c
t
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g
si
d
e
w
a
l
k
s
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5
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w
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c
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n
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w
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w
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t
en
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y
(
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a
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d
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No
In
s
t
a
l
l
5
f
t
w
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c
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c
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e
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w
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k
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s
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w
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d
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w
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Packet Page 327 of 380
ID
S
t
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t
N
a
m
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F
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T
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h
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t
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s
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.
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s
t
a
l
l
5
f
t
w
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c
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c
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s
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t
.
5
f
t
w
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c
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c
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d
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w
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c
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.
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5
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,
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Packet Page 333 of 380
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Packet Page 334 of 380
Implementation and Financial Plan
September 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
Packet Page 335 of 380
Packet Page 336 of 380
Packet Page 337 of 380
Packet Page 338 of 380
Packet Page 339 of 380
Packet Page 340 of 380
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 341 of 380
1
Additional response to public comments (since September 1, 2009)
1/ Olympic Avenue classification upgrade (addition to comment f(3) in the response to Lora
Petso’s letter)
The recommendation to upgrade the functional classification of Olympic Avenue between Puget
Drive and Main Street is intended to reflect the function that staff believes the road is already
serving; it is not intended to promote an increased function of the road. This recommendation
was inadvertently omitted from the draft Transportation Plan, which was realized in the course of
responding to questions about the sidewalk improvement proposed at this location. According to
the criteria presented on pages 3-5 and 3-6, Olympic Avenue functions as follows:
• Average Daily Traffic (ADT) – The ADT, as of the last count in 2004, is 1,920. This
falls within the typical range for a collector street of 1,000 to 5,000 ADT.
• Non-Motorized Use – The road serves as a direct link between two pedestrian
generators, Edmonds Elementary School and Yost Park (see Figure 4-1). Based upon the
criteria applied to prioritize proposed walkway projects (see Table 4-1), a walkway along
Olympic Avenue ranked third out of 24 long walkway projects ( 1,000 feet in length)
proposed citywide.
• Street Length – Olympic Avenue is approximately 0.75-mile long between Puget Drive
and Main Street, with no major intersections along that length. Regardless of how it is
classified, this road does provide connection to higher classified roads (Puget Drive is a
Principal Arterial and Main Street is a Minor Arterial) with limited number of turns,
stops, or other distractions that typically limit mobility; and as such will be attractive to
some travelers as a path to connect to these roads.
• Street Spacing – The spacing between Maplewood Drive and 9th Avenue is
approximately 0.6 mile, which is slightly greater than the typical collector spacing of
0.25–0.50 mile. If Olympic Avenue were classified as a collector, it would be located
approximately 0.25 mile from the nearest classified road to the west (9th Avenue) and
approximately 0.35 mile from the nearest classified road to the east (Maplewood Drive).
• Street Connectivity – Olympic Avenue provides direct connection between the
downtown area (via Main Street) and north Edmonds. It also provides direct connection
to Edmonds Elementary and Yost Park. While it is not the only connection to these areas,
the ADT indicates that a greater number of travelers, other than those living along
Olympic Avenue, are using this segment of road. Based upon the observations noted in
the previous bullets, the road appears to be serving more than just the function of local
access. Unlike Principal and Minor arterials (which are intended to serve higher mobility
function and lower access function, see Figure 3-1), a collector more equally serves both
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functions of mobility and local access, which does appear to be the situation on Olympic
Avenue.
The measures listed above serve as guidelines, not as hard and fast rules. Table 3-6 in the Plan
identifies the typical roadway standards for the different roadway classifications, guidelines that
Edmonds will follow for future developments. The difference in typical standard requirements
between local and collector streets is very minor. One difference is the minimum required right-
of-way (ROW), which is 55 feet for collectors and 33 feet for local access streets. However,
Olympic Avenue currently has a 60-foot ROW for most of its length and an 80-foot ROW for a
short portion, so the collector ROW guidelines would already be met if this roadway
classification upgrade were to take place (no additional ROW would be needed to meet the
City’s guidelines for future developments).
While City Staff has recommended this upgrade, the City may still opt to leave the functional
classification as a local access street. Unless the road is redesigned to discourage through-traffic,
the street would continue to function as it currently does, regardless of how it is classified. The
primary implication of leaving Olympic Avenue classified as a local access street is that it would
limit potential funding sources, other than local city funds, for construction of the sidewalk that
is proposed along the road. Regardless of the road’s classification, no improvements or upgrades
to the roadway itself are planned, other than the sidewalk project
2/ Comments pertaining to Rail Station improvements and future ridership (addition to
comment e) in response to Roger Hertrich’s comments)
On November 4, 2008, voters of the Central Puget Sound region approved a Sound Transit 2
ballot measure, which provides for additional regional express bus and commuter rail service,
and 36 additional miles of light rail to form a 55-mile regional system. Sound Transit will deliver
this program between 2009 and 2023.
The rail portion of the Edmonds Crossing multimodal project is listed as a provisional element
under Sound Transit 2. Partnering with the City of Edmonds, Washington State Ferries (WSF),
and Burlington Northern Santa Fe (BNSF) railroad, Sound Transit would construct a new
permanent station and expand parking for Sounder riders to up to 300 structured stalls to
accommodate the future Sounder demand. This project is dependent upon implementation of the
Edmonds Crossing project by WSF, and on BNSF’s relocation of mainline railroad tracks. The
addition of Sound Transit service would then become a possibility by making this mode of
transportation more attractive with the added capacity to the parking lot (approximately 2 times
greater than at the existing station). Therefore, the daily ridership would be expected to increase.
Certain measures would be incorporated into the project to guarantee a safe and efficient vehicle
movement such as a realignment of SR 104 from its current intersection with Pine Street to
provide better access. Since the updated Plan does not assume completion of the Edmonds
Crossing project within the 2025 planning horizon, increased vehicle traffic that would result
from completion of the project is not reflected in the Plan’s traffic projections. At the time that
sufficient funding is secured to allow the project to move forward, an Environmental Impact
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Statement (EIS) would be required, and would need to include an assessment of the project on
the City’s transportation system; which could then be incorporated into a future Plan update.
Sound Transit currently operates Sounder commuter rail service in Edmonds from a temporary
platform. Planning is underway for improvements to the station to meet passenger needs until the
future Edmonds Crossing multimodal project is built. The improvements to the interim station
will be completed in two phases. In Spring 2010, construction of a new east platform is
scheduled to begin, consisting of larger loading passenger areas and shelters. Additionally, the
parking area will be updated, improved lighting will cover the platforms and parking area, secure
bike storage will be provided. A bus terminal on the northern end of Railroad Street will be the
last addition of Phase 1 (18 month construction period). At a later date, a west platform will be
added, which will be tied to BNSF’s construction schedule of the second track. BNSF is building
the second track to accommodate their business demand and to increase overall efficiency of
train crossings in Edmonds.
On a daily basis, the current total train traffic along this stretch is 39 trains (8 Sound Transit, 6
Amtrak, and 25 BNSF trains). Sound Transit has informed the City that they do not plan to
increase the number of trains in Edmonds within their 2025 planning horizon. Amtrak hasn’t
identified any additional service stops within the same planning horizon. The future growth in
passenger service related to Amtrak and Sound Transit may increase, but the growth thru 2025 is
limited to the train service currently provided by each agency. If the passenger rail service was
to change significantly in the future, then a future evaluation could be made and included in the
next update to the Transportation Plan.
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Initial response to public comments (for September 1st Council Meeting):
1/ Response to Lora Petso’s letter:
The response to each comment is provided in the same order it was provided in the letter:
a. General concern about the policy changes in the Plan
Overall, the updated Transportation Plan does not reflect a shift in the City’s transportation
policy direction. Staff worked with the Transportation Committee to update the
transportation policies, over the course of four committee meetings. In general, the
Committee’s review and update of the policies sought to (1) tighten the language so that it is
more specific, and also grammatically consistent; (2) remove redundancies; (3) reflect
programs or initiatives that the City has implemented since the last Plan update in 2002; and
(4) remove policies that are actually development standards, and are more appropriately
placed in the City’s development regulations, as codified in Edmonds Community
Development Code (ECDC) Title 9 (Streets and Sidewalks) and Title 18 (Public Works
Requirements).
For the fourth category listed above, it has been determined by staff that some of the
standards reflected in the 2002 Plan are not covered in ECDC, and that it will not be feasible
to amend the ECDC prior to adoption of the Comprehensive Plan amendments. In this case,
the policies that cover these areas have been put back into the Transportation Plan as a stop-
gap measure; but staff will move these standards into the ECDC as part of a comprehensive
review and update of the code.
In addition to the revisions listed above, the goals, objectives and policies were renumbered
so that they could be more easily cited (e.g. under the 2002 Plan, numbering of goals,
objectives, and policies restarted at “1” under each policy section, so there were numerous
policies with the same policy number. For the 2009 update, policies were renumbered
consecutively from section to section, so that each policy now has its own unique number).
Responses to specific policy concerns that have been raised are addressed in section (f)
below.
b. General concern about procedures for adopting Comprehensive Plan
Procedures set forth by staff for adopting the Transportation Plan are consistent with the
requirements of the Washington State Growth Management Act (GMA). The Transportation
Plan serves as the transportation element of the City Comprehensive Plan. The GMA allows
cities to adopt amendments to their comprehensive plans once per year. Thus, the updated
Transportation Plan will be adopted toward the end of this year, at the same time as any other
2009 amendments to the Comprehensive Plan. Staff is requesting that the Council approve
(but not adopt) the Transportation Plan at this time, with intent to adopt as part of the overall
annual Comprehensive Plan updates. This is mainly because work on the Transportation
Plan, which began last year, is ahead of the other proposed amendments. Staff thought it
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would ease the process for the community and Council to review the Transportation Plan
earlier (because it is ready for review, and includes a lot of information), and then be able to
focus on the other proposed amendments later.
However, if it is shown that anything in the other proposed Comprehensive Plan amendments
would affect the recommendations in the Transportation Plan, there will be time to make any
needed adjustments to the Transportation Plan prior to adoption.
Regarding change to level of service (LOS) standards, one reduction is reflected in the 2009
update, which is a change in the standard for SR 524 from LOS D to LOS E. This is a result
of feedback provided on July 2nd, 2009 by WSDOT after their review of the Public Review
Draft of the Transportation Plan. The additional public hearing (scheduled for September 1)
was requested by staff to allow sufficient public review of this change. Additional
information about LOS standards is provided below.
c. Concern about use of REET revenue to fund transportation projects
The Transportation Plan does not recommend any changes in the use of Real Estate Excise
Tax (REET) funds for transportation; but revenue projections do reflect REET as a source of
funding as it is reflected in current City policy. Under current City policy, the first $750,000
of REET revenue collected each year is dedicated to parks, and additional revenue collected
beyond that level goes to transportation. This has resulted in a wide variance in REET funds
that have gone to transportation over the years, from a considerable amount in real estate
‘boom’ years, to little or no funding in other years. The revenue projections in the 2009
update reflect a conservative level of future REET funding for transportation, based upon
typical levels that have been generated across the past 10 years or so.
d. Concern about establishment of a business license fee to fund transportation projects
The business license fee is not identified as a specific source of funding in the Final
Transportation Plan. It is mentioned as one of the options that are ‘out there’ but it is not an
option that the staff recommends pursuing at this time. In early drafts of the 2009 update,
calculation was provided to show what the order of magnitude could be for this type of fee.
However, the calculation was dropped from the final recommended Plan since it is not part of
staff’s recommended revenue source. It is still mentioned in the Plan as a theoretical revenue
source that is an option for the City to pursue in the future (along with other potential sources
such as Local Improvement Districts, joint agency funding, and additional grant funding).
e. Concern about Point Wells
To clarify, because the Point Wells site is under Snohomish County jurisdiction, it is the
County that has completed the initial analysis of the site, to support a programmatic EIS on
the proposed land use change. As discussed during the 8/4/09 City Council meeting, the
Point Wells analysis was not included in the City’s modeling because the proposed change in
land use designation at that site has not been adopted by Snohomish County. Reflection of
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adopted land use plans in transportation analysis is consistent with GMA requirements. In
addition:
• The proposal before the County is a requested change in land use designation, not a
site proposal. The purpose of the programmatic EIS prepared by the County for the
Point Wells request was to help inform the County Council’s decision on whether to
approve or reject the proposed land use designation; and as such, the transportation
analysis assessed the high end of what could occur under the proposed change in
designation (which does identify potentially a high level of transportation impacts in
Edmonds, Woodway, and Shoreline). However, for the purpose of the City’s
Transportation Plan, which is to identify projects that the City desires to fund over the
next 16 years, it would be premature and highly speculative to try to ‘guess’ what will
occur at this site beyond the adopted land use.
• If the County approves a change in land use designation at the Point Wells site,
whatever development is specifically proposed at the site is still subject to the State
Environmental Policy Act (SEPA) before any development can occur. As part of this
process, the County’s programmatic EIS indicates that a high level of coordination
with affected jurisdictions would need to occur – this would include identifying
impacts and appropriate mitigation for a specific site plan – with the developer
responsible for mitigating its share of transportation impacts. The City’s current
Transportation Plan would provide a solid basis to allow such coordination to occur,
because it shows what the City expects transportation conditions in Edmonds to be
without a change in land use at Point Wells. The Transportation Plan provides the
City with a baseline that will allow comparison of additional impacts of development
at this site, which in turn would clarify the share of mitigation within the City for
which the developer would be responsible.
However, we do recognize that the County’s Comprehensive Plan amendment process is
occurring concurrent to the City’s, and it is possible that a change in land use designation
could be adopted by the County by the end of this year. In this case, development at the Point
Wells site cannot occur right away for the reasons stated above, so the City will have time to
incorporate this change into its next Comprehensive Plan update, which is scheduled for
2011. This illustrates why comprehensive plans are continuously reviewed and potentially
updated every year, even though they are long-range planning documents.
f. Concern about specific policy changes
(1) Cul-de-sac policy
This policy was not dropped because anyone disagrees with it, but because it is a design
standard that more appropriately belongs in the City’s development code. This standard
distance came from the American Institute of Certified Planners (AICP), a nationwide
institute providing standards for planning practice. Additionally many local jurisdictions are
currently using 600’ as their standard maximum cul-de-sac length. However, upon review by
staff from the Development Services Department, it has been determined that this standard is
not covered in the ECDC, so it has been added back into the Transportation Plan as a stop-
gap measure, as discussed in section (a) above.
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(2) Street right-of-way requirements for new development
The comment references Policy 5.2 in the previous plan, but to clarify, the policy mentioned
is actually Policy 5.1. This policy is also numbered 5.1 in the update. Right-of-way
requirements for new development are specified in the Standards Details, which are codified
in the ECDC. Right-of-way requirements for specific development proposals are not dictated
by the Comprehensive Plan. Thus, the reference to the Transportation Element was removed
for consistency with city procedures and to eliminate confusion.
(3) Sidewalk location policies, and locations of proposed new sidewalks
The previous Policy 1.2 (“Sidewalks should be located in areas where there is sufficient
pedestrian traffic”) and Policy 1.3 (“Sidewalk design should be related to the function and
the anticipated amount of pedestrian traffic”) were replaced with numerous policies
(numbered 6.1 through 6.19) that are consistent with the spirit of the original policies, but
provide much more specific direction.
Sidewalk projects were identified and prioritized through an extensive process that was
conducted by the citizens’ Walkway Committee. The Walkway Committee consisted of 12
members who live in across the different geographical areas of the city, who walk the city
regularly. Table 4-1 in the Transportation Plan summarizes the prioritization criteria that
were established (which are a refinement of the criteria presented in the 2002 Plan). The
criteria place the highest emphasis on safety, connectivity, and level of pedestrian activity.
Appendix D of the Transportation Plan summarizes the scores for each of the projects on the
list.
Proposed sidewalk projects were presented at Open House #2 (on 3/5/09), and again in the
proposed priority order at Open House #3 (on 6/30/09). Some projects were added based
upon feedback received on the Public Review Draft Transportation Plan, prior to Open
House #3.
All potential projects were evaluated very thoroughly by the Walkway Committee members.
Regarding the priority of specific projects, N. Meadowdale Beach Road is one of the only
remaining collectors in the City without sidewalks. This addition would create a pedestrian
connection between 76th Avenue W (sidewalk currently under construction) and Olympic
View Drive (sidewalk recently added during Phase 1 of OVD project). Pine Street is also
included in the Walkway Plan and was ranked lower than the previous project because of
lower vehicle speeds and stop-controlled intersections. Olympic Avenue has an existing
walkway with rolled curb on the east side of this street. This stretch has high pedestrian
volume with access to Yost Park and Edmonds Elementary School to go along with high
vehicular activity. Additionally a roadway classification upgrade (from local to collector) is
recommended for Olympic Avenue.
(4) Sidewalk construction policies
Similar to the cul-de-sac policy, the sidewalk construction policies were initially dropped
from the Draft Transportation Plan because they are development requirements that more
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appropriately belong in the City’s development code. However, upon review by staff from
the Development Services Department in June 2009, it was determined that these
requirements are not covered in the ECDC, so they were added back into the Transportation
Plan as a stop-gap measure, as discussed in section (a) above. These are included as Policy
7.1 through 7.4 in the updated Transportation Plan.
(5) Goal to establish level of service standards
The goal to “Establish appropriate levels of service for transportation facilities to adequately
serve existing and future developments” was removed because the LOS standards are
actually established under Policy 15.3, so it was considered redundant.
(6) LOS Policies
Transit policy:
The 2002 policy indicated that a maximum distance of ¼ mile access to transit is “desirable”,
but that ½ mile is “acceptable”. Since the City does not control where transit is provided, the
purpose of transit policies in the Transportation Plan is mainly to communicate the City’s
priorities to the agencies that provide transit service – for local bus service, this is
Community Transit. It was determined by the Transportation Committee that presenting
“desirable” verses “acceptable” distances to transit did not provide very strong direction
regarding the City’s priorities on access to transit – so the policy was revised to state only
that “A desirable maximum distance is ¼ mile.” (Policy 9.2 in the updated Plan).
LOS standards for roads:
The following information was provided at the August 4 City Council Meeting
City Local Streets
The purpose of the City’s concurrency standards is to maintain mobility on city streets, in
line with current levels of development. Since the primary function of local streets is to
provide access, and not serve a high level of mobility, the project team determined that it is
not appropriate to define a concurrency standard for local streets. In addition to concurrency
objectives being counter to the function of local streets, it is simply not practical for the City
to monitor LOS on all local streets (which make up about 76% of the streets in the City) for
the purpose of concurrency. For these two reasons, the LOS B standard that was defined for
local streets in the 2002 Plan was dropped. However, even though a standard was defined in
the 2002 Plan, no concurrency locations in that plan consisted of the intersection of two local
streets –so this decision does not affect the analyses or conclusions of either version of the
Plan.
Please note, also, that the addition of the Traffic Calming Program in the 2009 update does
address the potential for operational issues on local streets in a way that correctly lines up
with their purpose, and thus is much more effective than concurrency for monitoring and
addressing traffic operations on local streets. If local streets are experiencing traffic volumes
that are too high or speeds that are too fast, this program lays out the steps that the City will
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take to address those issues. We feel that application of a Traffic Calming Program is
superior to concurrency in addressing traffic issues on local streets.
The concurrency standard of LOS C for collectors and LOS D for arterials is the same in the
2009 update as it was for the 2002 Plan.
State Highways
Any state highway not designated as Highway Statewide Significance (HSS) is automatically
considered as a Highway Regional Significance (HRS). Local jurisdictions may choose to
include them in their concurrency program. In Edmonds, SR 524 and SR 99 north of SR 104
are HRS. In the 2002 Plan, SR 524 was held to the City’s arterial standard of LOS D – and
no standard was applied to SR 99. In 2005, PSRC developed LOS standards for HRS
facilities, in collaboration with local jurisdictions within the region. As they were emerging,
the HRS standards were often treated as suggestions, with many local jurisdictions
maintaining their locally adopted standards on these facilities. However, in its review of the
June 2009 draft, WSDOT directed the City that the PSRC standards must be applied to HRS
facilities. Thus, the 2009 update applies the PSRC standard of LOS E to these facilities.
(7) TIP policy section dropped
The TIP section was dropped from the policies because the requirements are dictated by state
law, and the policy section was just a repeat of those requirements. In addition, the
2010-2015 TIP is included in the Implementation section of Chapter 6. However, to clarify
how the annual TIP process ties to the overall Transportation Plan, this information, which
was removed from the policies, will be added into the Implementation Section of Chapter 6.
(8) Disagreement with project priorities
Walkway project priorities – please see response (f.3) above.
Roadway project priorities – Table 3-17 summarizes the prioritization criteria that were
developed for roadway projects. The criteria place the strongest weight on safety and
compliance with concurrency, with additional weight given for projects with high grant
eligibility, high magnitude of improvement (e.g. improve a greater number of traffic
movements), and/or provide multimodal improvements.
With regard to the extension of 228th Street SW in Ballinger, it was added in the updated
Plan after being ranked as the #1 project in the SR 99 Study conducted by the City in 2006.
This project received the highest safety score and also ranks high because of grant eligibility
with the regional magnitude of the project. It would help reduce the intersection delay to
many intersections east of SR 99 along both SR 104 and 220th Street SW. It also adds
pedestrian connection and provides a safe direct access for Edmonds residents to the
Mountlake Terrace Transit Center from SR 99.
(9) Omission of inter-jurisdictional efforts on SR 99 and Point Wells development
This section specifies the inter-jurisdictional coordination needed by the City to implement
the projects and recommendations presented in the Transportation Plan. For the reasons
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stated earlier, it is premature to incorporate potential future development at Point Wells into
transportation recommendations or into the implementation plan.
10) Road resurfacing projects
The resurfacing of road projects is explained in more detail on pages 3-52 and 3-53. The
selection of projects depends on the review of pavement survey conducted every 2 years as
part of the WSDOT Pavement Condition Survey. All principal arterials, minor arterials, and
collectors are assigned a Pavement Condition Index (PCI) from 0 to 100 based on the quality
of the pavement. Additionally, Public Works will respond each time a citizen concern is
received regarding pavement defects on a local street. The complaint will be assessed and
prioritized with regard to public safety. Those issues that are capable of resolve using city
forces are dealt with. Those that are too large are added to future overlay considerations. The
utility projects are also taken into account, whether a water, sewer, or storm project is
programmed in the near future. The final selection of projects is based on the proximity of
those different projects. The budget shortfall has limited the number of overlay projects over
the last couple of years. During the next overlay program, all roadway segments will be
considered based on pavement condition and proximity to the utility projects.
11) Future planned development included in model
The summary in Table 1-1 originally included projected development in the unincorporated
Esperance area that is surrounded by the incorporated City. The table has been corrected so
that it only includes projected development (residential and non-residential) within the city
limits, which does match up to the land use element of the Comprehensive Plan.
2/ Response to Roger Hertrich’s comments:
a. Questions the use of concurrency to classify streets, anticipating streets with a higher
level of service classification would receive the most money
The GMA requires that cities and counties each adopt a concurrency management system,
but leaves it to the local jurisdictions to determine what their concurrency requirements will
be. In the City’s adopted program, concurrency is not used to classify streets, but the street
functional classification does determine its concurrency requirements (defined in Policy 15.3
in the updated Plan). Under the city’s concurrency system, higher classified streets actually
have a lower standard than lower classified streets. However, it is often true that
improvements to higher classified streets are more costly than improvements to lower
classified streets. This is in part why the concurrency requirements are often lower on higher
classified streets. The other part of the reason is that drivers tend to accept higher levels of
congestion on higher classified streets.
b. Questions the high level improvement that is projected with a traffic signal installed at
various locations
For the stop-controlled intersection of 196th and 88th, the existing LOS is:
- northbound: LOS C
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- southbound: LOS F
LOS F is projected in both directions by 2015.
In developing transportation improvements to address identified deficiencies, it is the goal to
identify the least expensive level of improvement needed to address the problem, while still
meeting overall mobility objectives. Since installation of a traffic signal is “all or nothing”
(as compared to a widening, which is typically proposed only in the direction of traffic
movements that are experiencing problems), it can end up adding more capacity than is
needed to meet concurrency, which is the expected case at 196th and 88th, and also at
Caspers and 9th. In each of these cases, no lower level of project improvement that would
allow all traffic movements (such as adding lanes in certain directions) was identified that
would solve the identified concurrency deficiency.
However, at 196th and 88th, an alternate project that allows right-turn only out of 88th has
been identified in the Plan as another option that would allow the intersection to meet
concurrency requirements. While this solution does restrict the mobility of some movements
by prohibiting northbound and southbound left turns / through movements, it is expected to
address the LOS deficiency with less additional capacity.
c. Concerns about proposed future signal at Main and 9th
The intersections of both Main and Walnut with 9th Avenue are operating at LOS E under
existing conditions, and are projected to operate at LOS F by 2015. Similar to the discussion
above, it is not the goal of concurrency to improve to anything higher than LOS D, but
installation of a traffic signal would add capacity to both intersections beyond that required to
meet concurrency.
The project team did evaluate a “non-traffic signal solution” at the intersections of 9th with
Main and Walnut. Under this solution, parking would be removed along the entire length of
9th Avenue between the northbound approach of Walnut and the southbound approach of
Main, and so that this section of 9th would be 4 lanes wide. This would result in two lanes of
traffic at the northbound and southbound stop-controlled approaches of both intersections.
While it not common to see two lanes at stop-controlled approaches, it is not unheard of.
Because it would likely take drivers a little time to adjust to this configuration, staff initially
opted for the more conventional traffic signal solution. However, this solution will be added
to the Plan as an alternate improvement to address deficiencies at these two locations.
d. Recommend using safety as the basis for prioritizing projects
Safety is a strong consideration in prioritizing the City’s projects, as is specified in
Table 3-17. In fact, three of the top five projects listed in Table 3-18 are identified in the Plan
primarily as safety projects. However, safety is not the only consideration. The GMA
requires that jurisdictions identify and fund projects that are needed to maintain their adopted
concurrency programs (projects must be funded, or have funding identified, within 6 years of
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the year that they are triggered). In many cases, concurrency projects would also improve
safety conditions at the locations where they are implemented.
e. Question about the traffic concerns / congestion issues to / from Ferry Terminal and
Sound Transit Station (not referenced in Plan)
The Edmonds Crossing Multimodal Facility is mentioned in Chapter 5 of the Plan and the
policy section. This project is still planned as a long-range project (in Washington State Ferry
plan) and addresses many safety improvements, such as a better separation between all the
different modes of transportation. Additionally, WSF recently chose the Kingston to
Edmonds route to participate in the reservation pilot program. The main purpose of this
program is to reduce ferry queuing with a reservation system. The pre-design study began in
July and an implementation date could be as early as 2011. If implemented, congestion along
SR-104 during ferry queuing peak hours would be significantly reduced. Traffic generated by
the existing ferry terminal was taken into account in the modeling and LOS analysis that was
completed for the Plan.
3/ Response to Al Rutledge’s comments:
a) Concerns about SR 99 @ 220th St. SW not being mentioned in plan
The intersection of SR 99 and 220th is addressed in the plan, and included in the 2016-2025
Transportation Improvement Plan. The proposed improvements consist of widening the
westbound right turn lane of 220th and the southbound left turn lane of SR 99. Since this
intersection is along a Highway of Regional Significance (HRS), the intersection was
analyzed against a concurrency standard of LOS E and therefore not meeting those by 2025
with LOS F.
b) Question about Edmonds Way @ 238th St. SW (during TIP Public Hearing)
This intersection is also identified in the plan, and included in the 2016-2025 Transportation
Improvement Plan. The existing LOS is F (see Figure 3-10). Since the intersection is along a
Highway of Statewide Significance, (HSS), the intersection isn’t subject to concurrency and
thus no City standard is defined. The improvement consists of installing a traffic signal
(along with meeting one of the traffic signal warrant per analysis and WSDOT approval) – or
the City would need to coordinate with WSDOT to determine an alternative solution to the
operational issues that have been identified.
4/ Response to Council President Wilson’s comment:
- Question about providing additional traffic signal warrant studies at 196th @ 88th
Staff has evaluated the accidents that have occurred at this location from 2008 (end previous
study) to the present. The Manual of Uniform Traffic Control Devices (MUTCD) states that a
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traffic signal can be warranted (Warrant 7) at an intersection if: “5 or more reported crashes,
of types susceptible to correction by a traffic control signal, have occurred within a 12-
month period”. During that time period, only 4 accidents have been recorded at or near the
intersection and none are characterized as correctable by the installation of a traffic signal.
Therefore, the intersection currently doesn’t warrant a traffic signal based on the Crash
Experience Warrant. Since the existing LOS is F (below PSRC Standards as along SR 524),
the City will continue to monitor the intersection to explore if any other warrants may be met
(such as volume warrant). Additionally, an alternative was identified in the Plan by limiting
northbound and southbound movements to right turn only – analysis indicates that this would
address the LOS problem without installation of a signal.
If you have any additional questions prior to the upcoming Transportation Plan Public Hearing
(09/01/09), please address them to the City Engineer, Mr. Rob English at:
english@ci.edmonds.wa.us.
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AM-2502 6.
Continued Public Hearing for Six-Year Transportation Improvement Program
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Conni Curtis
Submitted For:Robert English Time:15 Minutes
Department:Engineering Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Continued 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
proposed resolution.
Previous Council Action
On August 4, 2009, Council held a public hearing on the Six-Year Transportation Improvement
Program (2010-2015).
Narrative
On August 4, 2009, Council held a public hearing on the Six-Year Transportation Improvement
Program (TIP). The public hearing was to be continued on the September 1st Council meeting
and was rescheduled after the meeting was cancelled. The 2009 update to the Comprehensive
Transportation Plan was used to develop the Six-Year TIP. Since the Comprehensive
Transportation Plan public hearing is continued to the September 22nd Council meeting, a second
public hearing on the 2010-2015 TIP will be held during the same meeting.
Narrative from August 4 Council Meeting:
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.
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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
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: 2010-2015 TIP
Link: 2009 TIP Resolution
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 Engineering Robert English 09/17/2009 09:45 AM APRV
2 Public Works Noel Miller 09/17/2009 11:57 AM APRV
3 City Clerk Sandy Chase 09/17/2009 12:04 PM APRV
4 Mayor Gary Haakenson 09/17/2009 02:04 PM APRV
5 Final Approval Sandy Chase 09/17/2009 02:05 PM APRV
Form Started By: Conni
Curtis
Started On: 09/16/2009 03:23
PM
Final Approval Date: 09/17/2009
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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 and September 22,
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:
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- 2 -
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 September 22, 2009 and to
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-2508 7.
Work Session on Fire District 1 Contract Offer
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Sandy Chase Time:45 Minutes
Department:City Clerk's Office Type:Information
Review Committee:
Committee Action:
Information
Subject Title
Work session on the Fire District 1 contract offer. Presentation by City Attorney Scott
Snyder regarding options for fire service regionalization.
Recommendation from Mayor and Staff
Previous Council Action
On July 7, 2009, the City Council Agenda included a discussion regarding the Fire District 1
proposal related to the Edmonds Fire Department.
On September 15, 2009, the City Council Agenda included a presentation on the Fire District 1
contract offer.
Narrative
As part of the work session discussion for this evening, City Attorney Scott Snyder will give a
presentation related to options for fire service regionalization. Attached is a memorandum on this
topic prepared by Mr. Snyder.
Fiscal Impact
Attachments
Link: City Attorney Memo - Forms of Providing Fire Service
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/17/2009 09:53 AM APRV
2 Mayor Gary Haakenson 09/17/2009 10:35 AM APRV
3 Final Approval Sandy Chase 09/17/2009 10:49 AM APRV
Form Started By: Sandy
Chase
Started On: 09/17/2009 09:32
AM
Final Approval Date: 09/17/2009
Packet Page 362 of 380
{WSS740046.DOC;1\00006.070045\ }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
MEMORANDUM
DATE: August 31, 2009
TO: Edmonds City Council
FROM: W. Scott Snyder; Kristin N. Eick
RE: Fire Department Transition: Primer on Contracts for Fire Services, Annexation
to Fire Districts, and Regional Fire Authorities
This memorandum provides an overview of the various ways local governments may contract for
or obtain fire services. This memorandum addresses the formation, governance, financial, and
employment/labor considerations involved in choosing the form of fire services to be adopted.
Specifically, this memorandum addresses the following options: (1) Contracting with the
Snohomish County Fire District #1 for fire services; (2) Annexation to Snohomish County Fire
District #1; and (3) Formation of a Regional Fire Authority.
Contracting for Service
This option requires the adoption of an interlocal agreement between the City and the fire
district, which would require the City to pay the fire district a certain amount of property tax
revenues in exchange for fire services, including fire prevention, fire suppression, emergency
medical services, code compliance and inspection services, building plan review, fire
investigation, and public education services. This choice clearly gives the contracting parties
greater freedom to allocate responsibilities in the manner most suited to the relationship. Fire
Chief Tomberg’s memorandum further discusses this option. From the taxpayer perspective
there are no new taxes; the City is reallocating existing revenue.
Annexation to Fire District
A city or town may annex to a fire protection district, including a fire protection district located
in another county contiguous with city territory,1 as authorized by RCW 52.04.061. Annexation
is initiated by the city council adopting an ordinance stating an intent to join the fire protection
district. The ordinance is then forwarded to the board of fire commissioners of the fire protection
1 RCW 52.04.141.
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Edmonds City Council
August 31, 2009
Page 2
{WSS740046.DOC;1\00006.070045\ }
district. If the board concurs in the annexation, notification is transmitted to the legislative
authority or authorities of the county in which the city and the district are situated.2 The county
legislative authority then calls a special election to be held in the city and in the fire protection
district.3 However, prior to the special election, annexation to a fire district may also trigger
review by the Boundary Review Board.4 If a majority of the voters in the city and a majority of
the voters in the district are in favor of the annexation, then the city is annexed to the fire
protection district.5 The annual tax levy imposed by the fire protection district then applies
throughout the district, including within the corporate limits of the city that has annexed to the
district. Any city or town annexed to a fire protection district is entitled to levy up to three
dollars and sixty cents per thousand dollars of assessed valuation less any regular levy made by
the fire protection district, provided that the limitations upon regular property taxes imposed by
Chapter 84.55 RCW apply.6 Currently 49 cities are known to have annexed to fire protection
districts.7
Consequently, the choice to annex to Snohomish County Fire District No. 1 will have the
following results: (1) the City of Edmonds will no longer have governance control over the fire
services provided within the district, and the City will essentially have no responsibility for
providing fire services, unless otherwise provided in a preannexation agreement; (2) a
preannexation agreement will likely be used to formalize the terms and conditions by which the
transition will occur if the vote to annex is successful, including allocation of responsibility for
emergency services, fire prevention and investigative services (including development plan
review and approval, fire investigations for origin and cause of fires and explosions, testing of
sprinkler systems in new construction, occupancy inspections, code interpretation and
enforcement in conjunction with construction, testing of fire alarm systems in new construction,
etc.), and public education services, as well as a statement of the ownership and possession rights
of real and personal property of the city and district; (3) prior to making the decision to adopt a
notice of intent to annex, the City would need to notify affected collective bargaining groups and
negotiate with respect to the impacts of the decision; (4) the tax revenues in the general fund
previously used to support the city’s fire department will no longer be dedicated to such purposes
and will be available for other uses as the fire district taxes will fund the fire district; and (5) the
city will still be required to pay for fire protection for city buildings and property.8
2 RCW 52.04.061.
3 The date of the special election is determined according to RCW 29A.04.321. The county legislative authority
must also publish notice of the special election as provided for in RCW 29A.52.351 (notice must be given by at least
one publication not more than ten nor less than three days before the election by the county auditor or the officer
conducting the election, in one or more newspapers of general circulation within the county).
4 RCW 52.04.010; RCW 36.93.090
5 RCW 52.04.071.
6 RCW 52.04.081.
7 Municipal Research Services Center, Interlocal Cooperation in Fire Services (Oct. 2008),
http://www.mrsc.org/Subjects/PubSafe/fire/ig-fire.aspx.
8 RCW 52.30.020; Att’y Gen. Op. No. 5 (1974).
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Edmonds City Council
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{WSS740046.DOC;1\00006.070045\ }
Regional Fire Authority
As an alternative to operation of a regular city fire department, or annexing to a fire protection
district (a county process), the Washington state legislature empowered municipal entities
(including fire protection districts) to form regional fire protection service authorities (RFAs).9
An RFA may be created by a single vote of the people approving a regional fire protection
services authority plan and approving the creation of the authority. as with the other options,
impact bargaining is required.
The plan is created by a planning committee composed of three elected officials appointed by the
governing bodies of each of the participating fire protection districts and city fire departments
making up the proposed RFA.10 The plan that is implemented by the authority, after it is
developed, and after financing is arranged by the committee (as a part of the plan), may be for
capital projects, fire and emergency service operations, preservation and maintenance of existing
or future facilities, and ambulance service in limited circumstances where the population is not
adequately served by existing private ambulance services. Additionally, the plan must be
reviewed every ten years.
RCW 52.26.030(6) provides that the planning committee may dissolve itself at any time by a
majority vote of the total membership of the planning committee, and any participating fire
protection jurisdiction may withdraw upon thirty calendar days' written notice to the other
jurisdictions.
The financing options include fire benefit charges, as provided for fire protection districts, and
three $0.50 per $1,000 assessed value voter-approved excess property tax levies.11 Benefit
charges are imposed, per the voter-approved plan, on personal property and improvements to real
property which are located within the authority on the date specified and which have received or
will receive the benefits provided by the authority.12 The aggregate amount of these benefit
charges in any one year may not exceed an amount equal to sixty percent of the operating budget
for the year in which the benefit charge is to be collected.13 The benefit charge must be
reasonably proportioned to the measurable benefits received by the property resulting from the
services afforded by the authority, and a property owner may request an itemized list of charges
for each measurable benefit attributed to the property.14 The regional authority would then
contract with the county treasurer to collect the benefit charges prior to their imposition.15 This
option frees existing tax revenue for general fund purposes. Tax increases are voter approved
9 Chapter 52.26 RCW.
10 RCW 52.26.030(2). As an aside, the governing bodies from which the members of the planning committee are
appointed may individually determine at their discretion to pay their appointees compensation at the rate of $70 per
day up to $700 per year for serving on the planning committee. Id.
11 RCW 52.26.050(1)
12 RCW 52.26.180(1).
13 Id.
14 RCW 52.26.180(2)-(3).
15 RCW 52.26.210.
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Edmonds City Council
August 31, 2009
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Generally, a simple majority vote of the voters in the territory of the authority is required for
approval of the ballot measure forming the RFA. However, if the plan authorizes the authority to
impose benefit charges or sixty percent voter approved taxes, then a 60% majority of the voters
of the RFA voting at a general election or at a special election called by the authority for that
purpose must approve the plan.16 Each year that benefit charges are imposed, the regional
authority must hold public hearings regarding those benefit charges.17
The taxing authority of the regional authority is an alternative to, rather than in addition to, the
existing taxing authority of the participating jurisdictions. Once created, the authority may issue
its own debt maturing in up to ten years and notes maturing in up to 20 years. It may also pledge
taxes of the authority, by contract of up to 25 years, to pay principal and interest on bonds issued
by the authority. The authority may incur general indebtedness and issue general obligation
bonds maturing in up to ten years to be paid by voter-approved excess property tax levies.
An RFA can also, in addition to the three $.50 per $1,000 assessed value voter-approved excess
property tax levies, levy up to a $.50 per $1,000 assessed value EMS levy.18 This levy would be
limited by any amount Snohomish County currently levies for EMS services. Thus, if
Snohomish County levies $.50 per $1,000 assessed value, the RFA would not be able to impose
the tax.
Clearly, this method of providing fire service involves a great deal of cooperation with the
neighboring fire district, and the City maintains an active role in the governance of the regional
fire authority board. However, like annexation to a fire district, creation of an RFA will
generally raise taxes for property owners within the City. In each case, the increases are voter
approved.
Formation of a Fire District
Finally, it is important to mention that it is not legally permissible for a city to establish its own
fire district, i.e., a fire district covering only its existing jurisdictional boundaries. The statute
governing the formation of fire protection districts, RCW 52.02.020, specifically states that the
formation process is exclusive for areas outside of cities and towns, except where the cities and
towns have been annexed into a fire protection district. The legislature does not appear to give
cities the option of giving their fire departments independent taxing authority. Thus, annexation
to a fire district or contracting for services is the only method of obtaining fire services from a
fire district.
WSS/KNE
16 RCW 52.26.220.
17 RCW 52.26.230.
18 RCW 84.52.069.
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AM-2501 10.
Four Sweet Gum Trees Located at 5th Avenue South & Dayton Street
Edmonds City Council Meeting
Date:09/22/2009
Submitted By:Kim Karas
Submitted For:Noel Miller Time:10 Minutes
Department:Public Works Type:Action
Review Committee:
Committee Action:
Information
Subject Title
Discussion and potential action related to four (4) Sweet Gum trees located at 5th Avenue
South & Dayton Street.
Recommendation from Mayor and Staff
It is recommended that the City Council allow an exception to the Street Tree Removal
Moratorium and allow for the removal and replacement of the existing Sweet Gum trees with
October Glory Maple Trees at the 5th Avenue and Dayton Street intersection.
Previous Council Action
In 2006, the Street Tree Plan was adopted by City Council. On May 26, 2009, City Council
authorized the Mayor to sign a right of entry agreement with Horizon Bank to remove and replace
trees abutting their frontage on Dayton Street; and on August 25, 2009 a moratorium on the
removal of street trees was established.
Narrative
After Council's decision on August 25th, to not remove the sweet gum trees at 5th & Dayton, the
City Arborist, Dave Timbrook expressed to the Mayor, Public Works Director and the Parks
Maintenance Manager his additional concerns in regards to the continued sustainability of the
trees. In order to substantiate the City Arborist's concerns, staff hired an independent certified
arborist to provide a more comprehensive analysis.
The attached report can be summarized by three basic findings. First, the branches of this species
of tree are becoming structurally weak as they grow larger. Some of the branches have broken off
or will eventually break off which poses a hazard to pedestrians. This also results in the loss of the
streetscape canopy. Secondly, the trees are planted in relatively narrow planting strips. Sweet gum
trees have fast shallow and root growth which quickly fills up the planting strip area and then
migrates into the adjacent sidewalk space, thus uplifting the sidewalks. Finally, this type of tree
has a relatively short life span in an urban environment. These findings summarize why sweet
gum trees are not a recommended street tree in the City’s Street Tree Plan.
The City Council is aware that the ADA ramps and the butting sidewalks will be replaced as part
of the Dayton Street pavement resurfacing project. By removing and replacing the sweet gum
trees now, staff will be able to have the sidewalks permanently replaced as part of this project. If
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Council elects to continue the street tree moratorium, for this intersection, temporary sidewalk
repairs with asphalt will need to be made as the tree roots will damage permanent concrete
sidewalk panels in a relatively short amount of time. Staff believes that installing rubber
sidewalks and ramps in this location is not practical since the curb ramp elevations need to remain
fixed per ADA requirements and the tree root growth will change the slope and elevation over
time. In addition, each curb ramp at this intersection is a unique size and shape, and ordering
uniquely sized ramps becomes impractical and expensive. Finally, special approvals from the
State DOT and the Federal Highway Administration would be required (and would very likely be
rejected) since rubberized sidewalk material is not recognized as an acceptable product for street
projects.
Fiscal Impact
Attachments
Link: Arborist's Report
Link: Report Exhibits
Link: Intersection Drawings & Pictures
Form Routing/Status
Route Seq Inbox Approved By Date Status
1 City Clerk Sandy Chase 09/17/2009 09:28 AM APRV
2 Mayor Gary Haakenson 09/17/2009 10:35 AM APRV
3 Final Approval Sandy Chase 09/17/2009 10:49 AM APRV
Form Started By: Kim
Karas
Started On: 09/16/2009 02:43
PM
Final Approval Date: 09/17/2009
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14823 10th Ave. SE Mill Creek, WA 98012 Telephone: 206-755-2871
ARBORICULTURAL
C O N S U L T I N G , L L C
September 10, 2009
Noel F. Miller
Public Works Director
City of Edmonds
7110 210th St. SW
Edmonds, WA
98026
RE:Tree Condition Evaluations and Sidewalk Damage Assessments
City of Edmonds, 5th and Dayton
Noel:
This report is provided at your request to address the conditions of four
sweetgum (Liquidambar styraciflua ), located at the northwest and northeast
corners of the intersection of 5th and Dayton in downtown Edmonds. The
purpose of the report is provide my opinion on the following:
• The present conditions of the trees as they relate to hazard
potential, and conflicts with pedestrian and vehicular traffic;
• Lifespan of these trees in the urban setting;
• Sidewalk damage related to root growth;
• Timing of replacement of trees coordinating with replacement of
sidewalks.
The contents of this report include the following:
• Purpose of this report;
• Conditions at present;
• Proposed sidewalk and planting strip improvements;
• Concerns over trees, and
• Recommendations.
I recently met with you, Dave Timbrook (City Arborist), Rich Lindsay (Park
Maintenance Manager), and Tod Moles (Street/Storm Manager) for the purpose
of hearing your concerns over the situations with these trees, to assess the trees
themselves and surrounding site conditions and to gather photos of the trees and
sidewalk conditions.
1.0 Purpose of This Report
1.1 Outside Professional Opinion
As expressed during our site meeting, the driver for my involvement in this
project is request by the City to have an outside professional opinion of the best
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
Page 2 of 7
ARBORICULTURAL
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approach to managing these trees. It is important to note that I understand your
desire is to remove these four trees, repair the sidewalks and replace them trees
with October glory maples (Acer rubrum ‘October Glory’). My role and objective
are not to support your opinion and approach but to give my professional opinion
on the present situation, the conditions and ages of the trees and to make
recommendations that are both practical and prudent. Supporting your opinion
and that of Dave Timbrook is not the intention of my evaluations and report. The
intention is to provide my professional opinion regardless of those already
expressed.
1.2 Relative Professional Background
I have been a consulting arborist in the Pacific Northwest for more than 10 years.
In that period of time, I have consulted on a variety of tree related issues,
including street trees, particularly the problems that surface as street trees age. I
have been involved in two legal conflicts between cities and citizens where the
issue was injury to the citizen resulting from tripping over lifted sidewalk sections.
In each case, the sidewalk lifting was caused by root-growth of nearby street
trees, and in each case, the nearest tree was a sweet gum.
Prior to beginning my career as a consulting arborist, I worked with the City of
Everett’s Urban Forestry Division as a street tree care professional. During my
tenure with the city, I conducted regular maintenance on many street trees and
addressed situations where tree growth caused sidewalk damage. In many
situations, the trees causing the damage, while established and stately providing
an ideal streetscape scene, were eventually removed and replaced, along with
the damaged sidewalk sections, as the liability was considered to be too great to
assume and the age of the trees beyond their optimal lifespan in the confined
planting space of the urban environment.
Partly because of the issues related to sidewalk lifting, during my tenure with the
city, the city arborist instituted a street-tree replacement program designed to
identify potential problem situations before problems developed. This required
the cataloging of each tree, when it was planted, species, growth habits both
above and below ground and surrounding conditions. As a result, many trees
were put on the list to be removed and replaced with younger, more suitable
species.
Finally, as a graduate student at the Center for Urban Horticulture at the
University of Washington, I focused my studies on the physiology of large woody
plants, namely trees. A primary philosophy when approaching the selection of
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
Page 3 of 7
ARBORICULTURAL
CONSULTING, LLC
species for use in the urban environment and for managing the urban forest was
driven home to me several times by my research advisor and that was, “the right
plant for the right place.” Essentially, what that statement means is that in
considering tree selection, one must take into account the site constraints and
conditions and the tree’s eventual size and special requirements. Sometimes, a
tree when planted out that was the right plant for the right place, grows beyond
its constraints and becomes the wrong plant for the place.
2.0 Conditions at Present
2.1 Tree Condition
Sweet gum is characterized by relatively fast growth, broad-spreading crown and
a surface dwelling root system. In the streetscape of the urban environment
where the tree is located in small planting strips surrounded by impervious
surface, the last quality is exacerbated by the need for the tree to reach the
surface where the necessary resources, namely water, are located. As a result,
the root systems tend to be closer to the surface in these situations than in, say,
a park where the tree is surrounded by grass which allows water to readily
percolate into the soil.
In addition, sweetgum is also notorious for developing co-dominant leaders with
weak attachments. This condition is shown in figure 1 of two trees are located at
the northeast corner of the intersection. The red circles identify the connections
between co-dominant leaders on each of these trees. Co-dominant leaders are
situations where two leaders of relatively the same size emerge from the main
trunk, both growing upward, as if they are the main leader themselves. The
problem with them is that they tend to be fast growing. As a result of their fast-
growing habit, their tight connection (more V-shaped than L-shaped) and each
being relatively the same size, the connections between them tend to be weak
and prone to the development of included bark. Included bark is a situation
where the bark at the base of each co-leader at the point of the connection grows
against the bark of the other co-leader. This creates pressure predisposing one
of the co-dominant leaders to failure during a windstorm or even in the absence
of winds. Both of these trees possess a structure that is prone to failure leaving
a large wound and a misshapen form such as the tree in figure 2, located at the
northwest corner of the intersection. The other tree the northwest corner of the
intersection, has several large branches that grow upward, as opposed to
laterally, with tight connections to the main leader that could develop included
bark as the branches and main leader continue to increase in girth. The tree that
has suffered loss of one of its co-dominant leaders in figure 2 has developed a
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
Page 4 of 7
ARBORICULTURAL
CONSULTING, LLC
deep decay cavity from the wound where the leader failed. This poses a problem
with both the future health of the tree and its structural integrity, increasing its
failure potential.
2.2 Spatial Constraints
All four of these trees are planted in very narrow and small planting strips, no
more than four feet wide. The base of each trunk is considerably large leaving
little room for continued growth without causing considerable damage to both the
trees and the sidewalks. While the trunks themselves may not outgrow the
planting area for a while, the root flare, which is the location where the trunk
becomes the roots just below the ground surface, spreads out beyond the trunk
at the surface for a considerable distance. As this continues to grow, it will come
in direct contact with the concrete causing damage to both the concrete and the
tree itself. The roots of these trees, growing so close to the surface have already
damaged the sidewalks causing uplift of sections as high as 1 1/2 inches in
places (see figures 3 and 4). This uplift is more than enough to pose a tripping
hazard to passersby. As I stated earlier in the report, I have been involved in
more than one court case involving a citizen suing the City of Seattle over injuries
sustained from tripping over a lifted portion of a sidewalk caused by the roots of
sweet gum trees.
Above ground, the lower branches of a few of the trees are low enough to be
damaged by traffic, namely large trucks. I did note some damage to branches on
the tree to the left in figure 1. While these branches can be pruned out, it is yet
another statement to how these trees have outgrown their available space.
2.3 Urban Tree Lifespan
It was passed on by one of the men at the meeting that these trees have been in
these planting strips for at least 25 years, and potentially as long as 40. Whether
25 or 40, each is a very long time for a tree in such a highly urbanized setting
where the conditions are harsh and the constraints are considerable.
While I was unable to find any hard and fast information on the longevity of trees
in the urban environment, the common approach to replacement is done on a
tree by tree basis and based upon the condition of the tree its surroundings.
Factors determining whether or not replacement is warranted include tree size,
species (whether or not it is still an appropriate species for the urban setting it is
in), damage that the tree may be causing to the surrounding landscape and
weighing the benefits of keeping the tree and either assuming liability for
hardscape damage or regularly replacing the damaged pieces versus simply
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
Page 5 of 7
ARBORICULTURAL
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replacing the tree. Quite often, when the approach is to remove the tree(s) and
replace them, a policy and plan are established to require regular replacement of
trees at either set intervals or when certain criteria are met regarding either
damage or special constraints.
Sweet gum is no longer recommended by the City of Edmonds to be used as a
street tree. This policy indicates a conscious understanding by the city of its fast
growth rate, potential for developing growth forms that make it prone to failure,
it’s special requirements and its tendency to conflict with elements of the urban
landscape, such as sidewalks and vehicular traffic.
3.0 Planned Improvements
3.1 Sidewalk Replacement
It was shared with me during our site meeting that the damaged sidewalks
adjacent to these trees (shown in figures 3 and 4) are scheduled to be replaced
in the near future. Because of the obvious presence of roots just below the
surface of the existing sidewalks, measures would have to be taken during
installation of the new sidewalks to make room for the required thickness of the
new slabs and to prevent the roots currently causing the uplift from cracking the
new sections in the very near future.
The only approach I’m aware of is pruning the roots below where the new
sections will go. I recommend against this for two reasons. One, removing all
the roots that could potentially damage sidewalks in the future, which when
exposed would likely be determined to be many, would affect the health and
longevity of these trees, and two, removing such large roots so close to the tree
(referred to as anchoring roots) would increase the potential for root crown failure
of these trees.
3.2 Preferred Tree Replacement
I understand that the hope is to replace the four trees with October glory maples.
In my opinion, this species is much more appropriate for these locations both
because it is not as fast-growing as sweet gums and also because its maximum
spread is 25’-35’ versus that of 45’ for sweet gums. In addition, planting new
trees now, at a time when street tree maintenance policies are more than likely
more thorough and defined than when these sweet gums were planted, will
address their growth through regular maintence.
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
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ARBORICULTURAL
CONSULTING, LLC
4.0 Concerns and Recommendations
4.1 Concerns
My main concern regards the lifted sidewalk sections and the tripping hazard
they present. I’ve seen first hand photos of injuries caused by tripping over lifted
sidewalks and depending upon the age and condition injured, the injuries can be
considerable. Beyond the injuries, in the event that someone does trip and is
injured and chooses to take the city to court, a legal suit over damages sustained
can require the city to allocate considerable funds to the case whether or not the
appellant is awarded charges. In my opinion, the liability is considerable and
funds would be better spent in replacing the trees and repairing the sidewalks.
The second concern is the potential for failure of one form or another of these
trees. As previously discussed, the included bark that can develop between the
co-dominant leaders can cause failure of one of them at anytime leaving a large
wound which not only leaves the tree misshapen and unsightly (such as the
westernmost tree in the northwest corner of the intersection), but also leaves the
tree susceptible to the development of decay, affecting its health and structural
integrity.
4.2 Recommendations
Based upon the conditions of these trees, the damage they have caused to the
sidewalks and the planned replacement of the sidewalks, I recommend the
following:
1. These four trees should be removed and replaced with the proposed
October glory maples;
2. Until the sidewalks are removed, they should be repaired as soon as
possible by installing ramps, for lack of a better word, from the lower
section to the uplifted portion simply as a means of eliminating the abrupt
separation between each section. This will lessen the likelihood for a
tripping incident to occur, and
3. If not already in place, the City of Edmonds should draft and institute a
policy and plan for regularly inspecting and replacing street trees at either
set intervals or when certain criteria are met. In my opinion, following
such a policy would not only decrease the likelihood for sidewalk damage,
but would also lessen the controversy when future removals are proposed.
These recommendations are based upon my understanding of the conditions of
the trees, the current site conditions, the estimated ages of the trees and my
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City of Edmonds
RE: Tree Condition Evaluation and Sidewalk Damage Assessment
September 10, 2009
Page 7 of 7
ARBORICULTURAL
CONSULTING, LLC
experiences with similar situations in the urban landscape and are made to both
remove the hazards associated with these trees, to install species more
appropriate for the situations and to institute measures aimed at preventing this
situation from occurring in the future.
5.0 Use of This Report
This report is provided to the City of Edmonds as a means of providing my
opinion of the four trees of concern located at the northeast and northwest
corners of the intersection of 5th and Dayton. The intention of this report is not to
support any other opinion, but to present my findings on the conditions of the
trees, the damage to the sidewalks, the potential for continued damage to occur
and, perhaps most importantly, the trip hazard created by the lifting sidewalk
sections. With that information, the intention of this report is also to make my
recommendations for what is the best option to both mitigate the hazardous
circumstances and provide for a visually aesthetic downtown environment. This
report is based largely on readily observable conditions and, to a lesser extent,
on readily ascertainable conditions. No attempt has been made to determine
hidden or concealed conditions. Arboricultural Consulting, LLC cannot be held
liable for any injuries related to tripping over the lifted sidewalk sections, or
injuries or damage to property occurring during removal of the trees or in the
event of their failure.
Please contact me if you have need for my services in the future.
Cordially,
Tony Shoffner
Consulting Arborist, ISA Certified Arborist #PN-0909
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14823 10th Ave. SE Mill Creek, WA 98012 Telephone: 206-755-2871
ARBORICULTURAL
C O N S U L T I N G , L L C
Figure 1. Co-dominant leaders of trees in northeast corner of intersection.
Figure 2. Crown damage and codominant leaders of trees in northwest corner of intersection.
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Tree Figures
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ARBORICULTURAL
CONSULTING, LLC
Figure 3. Sidewalk uplift caused by tree roots in NW corner of intersection.
Figure 4. Sidewalk uplift caused by tree roots in NE corner of intersection.
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