HomeMy WebLinkAbout2024-12-04 Planning Board PacketAgenda
Edmonds Planning Board
SPECIAL MEETING
FOURTNER ROOM
121 5TH AVE N, CITY HALL - 3RD FLOOR, EDMONDS, WA 98020
DECEMBER 4, 2024, 6:30 PM
Edmonds Planning Board Agenda
December 4, 2024
Page 1
MEETING INFORMATION
This is a Hybrid meeting: The in-person portion of the meeting will now be at 7PM in the
Brackett Room on the 3rd floor of City Hall. Zoom Link below for those attending online.
Meeting Link:https://edmondswa-
gov.zoom.us/s/87322872194?pwd=WFdxTWJIQmxITG9LZkc3K0huS0l4QT09 Meeting ID: 873 2287
2194 Passcode:007978
Or Telephone : US:US: +1 253 215 8782
LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES
We acknowledge the original inhabitants of this place, the Sdohobsh (Snohomish) people and
their successors the Tulalip Tribes, who since time immemorial have hunted, fished, gathered, and
taken care of these lands. We respect their sovereignty, their right to self-determination, and we
honor their sacred spiritual connection with the land and water.
1. CALL TO ORDER
2. APPROVAL OF MINUTES
A. Previous meeting minutes
3. ANNOUNCEMENT OF AGENDA
4. AUDIENCE COMMENTS
5. ADMINISTRATIVE REPORTS
6. PUBLIC HEARINGS
7. UNFINISHED BUSINESS
A. Review of revised draft Transportation Element
B. Review of Revised Draft Comprehensive Plan
8. NEW BUSINESS
9. PLANNING BOARD EXTENDED AGENDA
A. Extended Agenda
10. PLANNING BOARD CHAIR COMMENTS
11. PLANNING BOARD MEMBER COMMENTS
Edmonds Planning Board Agenda
December 4, 2024
Page 2
12. ADJOURNMENT
Planning Board Agenda Item
Meeting Date: 12/4/2024
Previous meeting minutes
Staff Lead: Mike Clugston
Department: Planning Division
Prepared By: Michael Clugston
Background/History
Draft minutes for the following meetings are attached:
October 23, 2024 Regular Meeting
October 30, 2024 Special Meeting
November 13, 2024 Regular Meeting
Staff Recommendation
Review/Approve previous meeting minutes.
Narrative
N/A
Attachments:
October 23 draft regular meeting
October 30 Draft special meeting
November 13 draft regular meeting
2.A
Packet Pg. 3
Planning Board Regular Meeting Minutes
October 23, 2024, Page 1 of 13
DRAFT CITY OF EDMONDS PLANNING BOARD
Minutes of Hybrid Meeting October 23, 2024
Chair Mitchell called the hybrid meeting of the Edmonds Planning Board to order at 7:00 p.m. in the Brackett
Room at Edmonds City Hall and on Zoom.
LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES
The Land Acknowledgement was read by Board Member Maxwell.
CALL TO ORDER – ROLL CALL
Board Members Present
Jeremy Mitchell, Chair
Lauren Golembiewski, Vice Chair
George Bennett (alternate)
Judi Gladstone
Lee Hankins
Nick Maxwell
Steven Li
Jon Milkey
Isaac Fortin, Student Rep.
Board Members Absent
None
Staff Present
Shane Hope, Interim Planning & Development Director
Navyusha Pentakota, Urban Design Planner
Brad Shipley, Senior Planner
Mike Clugston, Acting Planning Manager
Rob English, City Engineer
Paul Sharman, Transpo Group
Shreya Malu, VIA
READING/APPROVAL OF MINUTES
None
ANNOUNCEMENT OF AGENDA
There was unanimous consent to approve the agenda as presented.
AUDIENCE COMMENTS
Sam (no last name given), addressed building heights in the 5 Corners area. He felt that a maximum of 3 floors
with no incentive for a 4th floor would provide sufficient units in that area to be consistent with the Draft
Environmental Impact Statement (DEIS) and hubs and centers concept of the draft Comp Plan.
ADMINISTRATIVE REPORTS
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 2 of 13
None
PUBLIC HEARINGS
None
UNFINISHED BUSINESS
A. 2024 Comprehensive Plan: Transportation, Climate, and Preferred Alternative Recommendation
Interim Planning & Development Director Hope indicated that the Climate Element of the Comprehensive Plan
had been reviewed previously by the Board but had remained on the agenda if further discussion was necessary.
None was forthcoming so discussion moved to the Transportation Element. She introduced Paul Sharman,
Transpo Group, and Rob English, City Engineer, to discuss the item. However, since the Transportation
Element was not available for review in the Board’s meeting packet, the Board agreed to table the topic and
revisit it at a future meeting.
Board members framed the discussion of the preferred growth alternative recommendation by agreeing that
because a hybrid recommendation was likely (some mix of Preferred Alternatives A and B), that they would
review each neighborhood hub and center area being considered, compare and contrast the alternatives, and
then create an individual recommendation for each hub and center. A discussion of the Highway 99 area was
also anticipated.
Ms. Pentakota provided a presentation about the growth alternatives being analyzed, starting with a summary
of the data supporting which hubs and centers were selected for further study as Growth Alternative A and
Growth Alternative B. A No Action alternative was also included as a baseline, but it was noted that this
alternative would not be compliant with the Growth Management Act (GMA).
Alternative A, the Focused Growth option, would feature more intense development within four neighborhood
centers (Westgate, Five Corners, Firdale Village, and Medical District Expansion). In these areas, buildings
could have up to four floors with a possible fifth floor if certain public benefits were provided. Less intense
development would occur within four hubs (Firdale North, North Bowl, East Seaview, and Perrinville).
Buildings in the hubs could have a maximum of three floors, no option for a fourth. The two Activity Centers
found in the current comprehensive plan (Downtown/Waterfront and Highway 99) would be carried forward
and updated in the 2024 Plan.
Alternative B, the Distributed Growth option, would feature a more balanced distribution of development within
the four neighborhood centers (Westgate, Five Corners, Firdale Village, and Medical District Expansion) and
seven hubs (Firdale North, North Bowl, East Seaview, and Perrinville, West Edmonds Way, Firdale North, and
Maplewood). Buildings in both the centers and hubs could have up to three floors with incentives for a fourth
floor if certain public benefits are provided. (Maplewood would not count towards GMA capacity). Less
intense development would occur within four hubs (Firdale North, North Bowl, East Seaview, and Perrinville).
The two Activity Center found in the current comprehensive plan (Downtown/Waterfront and Highway 99)
would be carried forward and updated in the 2024 Plan.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 3 of 13
Prior to reviewing each of the proposed neighborhood center and hub growth alternatives, the Board discussed
the possibility of spreading existing and planned housing capacity from the Highway 99 subarea the proposed
hubs and centers. Unit counts and capacity for the area was discussed as well as the concept of takings if
capacities in the Highway 99 subarea were reduced from those already existing. The concept of better defining
centers and hubs within the Highway 99 subarea for placemaking purposes was discussed and staff agreed to
update proposed goals for the Highway 99 subarea, as appropriate. In the future, the development code would
be updated to implement better placemaking consistent with the goals and policies of the updated
Comprehensive Plan.
Ms. Pentakota then introduced each of the centers and hubs, comparing the No Action, Focused Growth (Alt.
A), and Distributed Growth (Alt. B) alternatives. The Board reviewed and discussed each center/hub and
created a recommendation for each.
Westgate — Alternative A
There was a consensus among board members that taller buildings (up to 5 floors w/incentive) were appropriate
in this area because of the topography and existing building heights.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 4 of 13
Five Corners — Hybrid – Alternative A modified to restrict building heights to 3 stories
There was consensus among board members regarding the extent or footprint of Alternative A but with height
limited to three floors as shown in Alternative B. Staff indicated that three floors would likely not be
economically feasible along the portion of 212th Street east of Five Corners but would be feasible on Bowdoin
west of Five Corners. The Board recognized that the change may result in a reduced unit count but felt that
could be made up for across the other neighborhood centers and hubs.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 5 of 13
Medical District Expansion – Hybrid of Alternative A modified to include additional areas in Alternative B
Vice Chair Golembiewski disclosed that she is a property owner in this center but that she has already
entitlements for a project at her site so that would not affect her ability to future development capacities in the
area. Most board members supported 4 floor building heights at the corner of 212th St SW and 76th Ave W,
as presented in Alternative A, with a 5th floor possible with public benefits. There was also support to expand
the footprint of growth in this area as shown in Alternative B, but limiting the overall building height to 3 floors
within the expanded area.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 6 of 13
Firdale Village (center) & Firdale North (hub) — Alternative A
Both alternatives for Firdale Village have building heights up to 5 floors (with public benefit), which the Board
supported. While there was some interest in the expanded area of Alternative B for Firdale North, ultimately
the majority preferred Alternative A as proposed.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 7 of 13
North Bowl — Alternative B
After discussion, there was a majority preference for Alternative B given the size of the hub and the existing
development in the area.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 8 of 13
Perrinville — Alternative B
After discussion, there was a majority preference for Alternative B given the size of the hub and the existing
development in the area.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 9 of 13
East Seaview — Modified Hybrid of Alternatives A and B
The majority of board members agreed with including East Seaview in the final preferred alternative,
recognizing that any additional housing capacity would not be counted toward the final unit count. The Board
found that the taller building heights allowed in Alternative A were acceptable south of 195th St. SW but not on
the north side of that street. Alternative B was acceptable to the west along 196th Street but the footprint was
proposed to be reduced south of 196th Street, and north of the cul-de-sac at 194th Place SW. Final capacity
numbers will be recalculated and the area discussed again at a future meeting.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 10 of 13
South Lake Ballinger — Alternative B
After discussion, there was a desire to include the hub in the preferred alternative and there was a majority
preference for Alternative B given the size of the hub and the existing development in the area.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 11 of 13
West Edmonds Way — Alternative B
After discussion, there was a majority preference for Alternative B given the size of the hub and the existing
development in the area, recognizing that any additional housing capacity would not be counted toward the final
unit count because redevelopment is not feasible due to the 3 floor height limit.
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 12 of 13
Maplewood – Alternative B MODIFIED to restrict building heights to 3 stories
The Board supports including the Maplewood Alternative B in the preferred growth alternative but limiting the
building heights to 3 floors consistent with other condos/buildings in the area. It was noted that intersection
improvements at 196th St. and 88th Ave W are included in the current CIP making this expansion more feasible.
Ms. Malu indicated that the reductions in height across the centers and hubs discussed by the Planning Board
may decrease the number of units below the required minimum capacity that must met. Staff agreed to update
the center and hub maps and the unit calculations at a subsequent meeting but the Board felt confident that even
with the proposed reductions,
VICE CHAIR GOLEMBEWSKI RESTATED EACH OF THE BOARD’S RECOMMENDAITONS
REGARDING THEIR PREFERRED ALTERNTAIVES FOR THE CENTERS AND HUBS. A
MOTION WAS MADE BY BOARD MEMBER GLADSTONE, SECONDED BY BOARD MEMBER
HANKINS, MOTION PASSED 6 – 0, WITH BOARD MEMBER MILKEY ABSTAINING.
The Board agreed to create a memo for City Council summarizing their decision.
NEW BUSINESS
None
SUBCOMMITTEE REPORT
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Planning Board Regular Meeting Minutes
October 23, 2024, Page 13 of 13
None
PLANNING BOARD EXTENDED AGENDA
None
PLANNING BOARD MEMBER COMMENTS
None
PLANNING BOARD CHAIR COMMENTS
None
ADJOURNMENT:
The meeting was adjourned at 9:30 p.m.
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Planning Board Meeting Minutes
October 30, 2024 Page 1 of 4
DRAFT CITY OF EDMONDS PLANNING BOARD
Minutes of Hybrid Special Meeting October 30, 2024
Chair Mitchell called the hybrid meeting of the Edmonds Planning Board to order at 7:00 p.m. at Edmonds City
Hall and on Zoom.
LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES
The Land Acknowledgement was read by Board Member Maxwell.
Board Members Present
Jeremy Mitchell, Chair
Judi Gladstone
Lee Hankins
Nick Maxwell
Steven Li
Jon Milkey
Board Members Absent
Lauren Golembiewski, Vice Chair
George Bennett, Alternate
Staff Present
Mike Clugston, Acting Planning Manager
Bertrand Hauss, Transportation Engineer
Rob English, City Engineer
Patrick Lynch, Transpo Group
Paul Sharman, Transpo Group
Shane Hope, Interim Planning & Development Director
Tom Tatum (phonetic)
Navyusha Pentakota
READING/APPROVAL OF MINUTES
This was not addressed.
ANNOUNCEMENT OF AGENDA
THERE WAS UNANIMOUS CONSENT TO APPROVE THE AGENDA AS PRESENTED.
AUDIENCE COMMENTS
• Natalie Seitz on behalf of the Economic Development Commission, expressing support for the
economic development portion of the draft comprehensive plan. They suggested an edit to goal ED-3,
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Planning Board Meeting Minutes
October 30, 2024 Page 2 of 4
add policy ED 3.6 to more directly reference the purpose for planning for economic development, which
is to improve quality of life.
• Arlene Williams asked the board to consider a small map change for the West Gate Center and to
consider the three-story limit.
ADMINISTRATIVE REPORTS
None.
PUBLIC HEARINGS
None.
UNFINISHED BUSINESS
Discussion on Comprehensive Plan – Transportation (Comments of the Planning Board)
• Discussion regarding adding paths for walking, biking, and connecting cul-de-sacs put back into the
planning process.
• Recommendation of doing parking surveys once every other year.
• On Policy 7.1, rather than guaranteeing the financing of the Travel Improvement Plan, suggestion
was to say prioritize as possible.
• It was suggested that perhaps the text for Goal T3 and Policy T3.1 is not ideal, because a goal about
enforcing laws and another about underserved communities were put together.
• The transportation element is on the council's agenda for November 19th.
• On Goal T10 regarding parking supply, with housing growth, more on-street parking needs to be
accounted for.
• Policy T1.3 includes some things that were added but should not have been. It was also questioned
about the meaning of increasing efficiency.
• Discussion regarding left-turn lanes and what other jurisdictions have done to improve traffic
demands.
• Policies 2.1, 1.4, and 2.2 have redundancies.
• Regarding Policy T7, which relates to funding, the goal talks about coordination. Suggestion was
made to separate those out.
• Discussion regarding Goal T8 and its implications to multifamily areas and businesses in the area.
• Under Policy T 8.6, the city needs to be creative about how it addresses the emergency service access
to the waterfront.
• Under Policy 11.1, further criteria may need to be added which enable the city to scrutinize projects
around arteria roadways.
• Suggestion was made on Policy 1.3 to change "reducing" to "meeting." Also discussed that there will
be a chapter in the transportation guide about the traffic calming program.
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Planning Board Meeting Minutes
October 30, 2024 Page 3 of 4
• Regarding 8.1 and 10.1, discussed removing the word "downtown," because any beneficial policy
should be applied across the board.
• Regarding Goal T5.2, discussion on whether there is an opportunity to redesign or retrofit existing
streets, especially around those needing new sewer work or new pavement.
Discussion on Comprehensive Plan – Economic Development
• Discussion on Policy 2.4, a need to clarify what “regional” means. Also, the use of the phrase
“recognize” all throughout could be improved to state an action rather than just recognition.
• In policy ED 2.4 it states, “recognize the role of community-led organizations as catalysts for local
empowerment, advocacy and collaboration, and support them.” Support doesn't necessarily mean fund.
But it may mean a priority for where staff puts their time.
Discussion on Comprehensive Plan – Climate
• Discussion on Policy CC 4.2 to remove the current text where it lists projects such as the Edmonds
Marsh Estuary Restoration Project and Little Creek Daylight, because neither of those projects are sea
level adaptation projects.
• On 8.3, it says set aside funding for regular updates, which is over-committing the council. Better
wording would be achieve consistency on, or something to refine the wording. The section on metrics
will be revised. Refine listing the policies under the correct goals.
• There was also discussion about the need for hazard mitigation plans for earthquakes, wildfires,
windstorms, et cetera, and the need for backup power.
Review of the Draft Future Land Use Map
• Surplus units were discussed, as well as whether or not number of floors should be capped.
• The issues brought up during public comments were discussed and whether areas have been looked at
in close detail.
• Existing zoning will be changed based on what is decided in the comprehensive plan future land use
map.
• The land use process is deeper than before, having to evaluate land use in different areas.
• The preferred alternative will guide some general things that need to happen about transportation
projects and capital facility improvements.
THERE WAS A MOTION TO EXTEND THE MEETING A HALF HOUR. THE MOTION
PASSED UNANIMOUSLY.
• If there is extra capacity and a buffer, that will give the ability to, during the development code, refine
some of those edges.
• Different zones have different land use designations.
• Discussion regarding the buffer amount, i.e., 10 percent would be okay, but the 20 percent allows
freedom in planning and development perspective.
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Planning Board Meeting Minutes
October 30, 2024 Page 4 of 4
• Flexibility is desired for the planning department's sake to work through their zoning and land use
maps, but also eventually for developers to make sure that it’s developable. It’s necessary to look at
the long term.
• It was stated that in regards to whatever land use map is developed, that when the zoning is developed
for that area, it would be helpful to get a reminder of what the public comment was for those areas.
NEW BUSINESS
None.
SUBCOMMITTEE REPORT
None.
PLANNING BOARD EXTENDED AGENDA
None.
PLANNING BOARD MEMBER COMMENTS
None.
PLANNING BOARD CHAIR COMMENTS
None.
ADJOURNMENT:
The meeting was adjourned at 9:26 p.m.
2.A.b
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Planning Board Meeting Minutes
November 13, 2024 Page 1 of 3
DRAFT CITY OF EDMONDS PLANNING BOARD
Minutes of Hybrid Meeting November 13, 2024
Chair Mitchell called the hybrid meeting of the Edmonds Planning Board to order at 7:00 p.m. at Edmonds City
Hall and on Zoom.
LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES
The Land Acknowledgement was read by John Milkey.
Board Members Present
Jeremy Mitchell, Chair
Lauren Golembiewski, Vice Chair
George Bennett (alternate)
Nick Maxwell
Jon Milkey
Judi Gladstone
Isaac Fortin, Student Rep.
Board Members Absent
Lee Hankins
Steven Li
Staff Present
Navyusha Pentakota, Planning & Development
Mike Clugston, Planning Manager
READING/APPROVAL OF MINUTES
MOTION MADE BY CHAIR MITCHELL TO WAIT TO APPROVE THE MINUTES OF
OCTOBER 9TH, OCTOBER 17TH, OCTOBER 23RD, AND OCTOBER 30, 2024 UNTIL THEY
HAVE BEEN SUMMARIZED AND BROUGHT BACK TO THE BOARD, SECONDED BY VICE
CHAIR GOLEMBIEWSKI. MOTION PASSED UNANIMOUSLY.
ANNOUNCEMENT OF AGENDA
THERE WAS NO DISCUSSION ON THIS ISSUE.
AUDIENCE COMMENTS
None.
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Planning Board Meeting Minutes
November 13, 2024 Page 2 of 3
ADMINISTRATIVE REPORTS
None.
PUBLIC HEARINGS
None.
UNFINISHED BUSINESS (Comments of the Planning Board)
Potential action steps for implementing the comprehensive plan were discussed, with an emphasis on
developing the high-priority action items.
Housing Element Potential Action Items
The priority action items were suggested as follows:
Develop a housing action plan every 5 years that includes but is not limited to:
1. A racially disparate impacts analysis
2. A vacancy audit reporting mechanism for MFTEs
3. Monitoring programs for permitting a regular process to ensure they promote healthy opportunities.
Land Use Development Potential Action Items
Suggested that Item No. 16 was a priority item:
16. Adopt tools to minimize impacts on adjacent lower-density residentially zoned properties, such as landscape
buffers, tree retention, high-quality design elements, adequate parking, and low lighting and noise levels.
The suggestion was to move No. 65. From the Culture, History & Urban Design section to the Land Use section.
65. The city should invest in a set of "urban design frameworks" to be updated on an estimated 5-year cycle for
each identified Activity Center, Neighborhood Center and/or Hub.
Economic Development Potential Action Items
It was felt that although all the proposed action items were important, they perhaps would not rise to the level
of priority action items.
Capital Facilities Element Potential Action Items
No priority items were identified.
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Planning Board Meeting Minutes
November 13, 2024 Page 3 of 3
Utilities Element Potential Action Items
No priority items were identified, though it was proposed to differentiate between utilities because some may
be harder to accommodate, particularly stormwater.
Culture, History & Urban Design Potential Action Items
No. 65 from this section was moved, as stated above, to the Land Use section.
Climate Element Potential Action Items
The priority action items were suggested as follows:
Initiate the development of a climate adaptation and mitigation plan as soon as possible.
NEW BUSINESS
None.
SUBCOMMITTEE REPORT
None.
PLANNING BOARD EXTENDED AGENDA
The next meeting will be on November 25th. The revised final draft comprehensive plan will be on the agenda
for a recommendation to Council.
PLANNING BOARD MEMBER COMMENTS
There was a discussion regarding phasing in the zoning changes.
PLANNING BOARD CHAIR COMMENTS
None.
ADJOURNMENT:
The meeting was adjourned at 9:04 p.m.
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Planning Board Agenda Item
Meeting Date: 12/4/2024
Review of revised draft Transportation Element
Staff Lead: Mike Clugston
Department: Planning Division
Prepared By: Michael Clugston
Background/History
The City's Comprehensive Plan is being updated, as periodically required under the Growth
Management Act. The next due date for adoption of Edmonds' updated Comprehensive Plan, which
must include a Transportation Element, is December 31, 2024.
The Planning Board first reviewed the draft Transportation Element on October 30, 2024 (minutes
attached). The Element was subsequently updated to include analysis of the preferred growth
alternative selected by City Council to guide future growth patterns in Edmonds.
The updated Element, including a list of transportation projects and a level of service standard for
transit, was reviewed by the Planning Board at their November 25 special meeting, where the Board
proposed several additional minor revisions. Minutes are not yet available for the November 25
meeting, but the video is available through the attached weblink.
The revised Transportation Element is attached, which includes the changes the Board recommended on
November 25. Also attached are slides that highlight the changes made between the two drafts.
Staff Recommendation
The Planning Board should recommend to the City Council that the revised Transportation Element be
adopted and included in the Comprehensive Plan update.
Narrative
The Transportation Element of a citywide Comprehensive Plan must contain certain components and be
consistent with other elements of the Plan and with Growth Management Act requirements.
City engineering staff, with consultants, will present the revised information at the Planning Board's
special meeting on December 4, 2024.
Attachments:
October 30 draft excerpt minutes
Summary slides of changes to revised Transportation Element 12.4.24
Transportation Element Final Draft w PB revisions 11.26.24
November 25 Planning Board discussion of draft Transportation Element
7.A
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Planning Board Meeting Minutes
October 30, 2024 Page 2 of 4
add policy ED 3.6 to more directly reference the purpose for planning for economic development, which
is to improve quality of life.
• Arlene Williams asked the board to consider a small map change for the West Gate Center and to
consider the three-story limit.
ADMINISTRATIVE REPORTS
None.
PUBLIC HEARINGS
None.
UNFINISHED BUSINESS
Discussion on Comprehensive Plan – Transportation
• Discussion regarding adding paths for walking, biking, and connecting cul-de-sacs put back into the
planning process.
• Recommendation of doing parking surveys once every other year.
• On Policy 7.1, rather than guaranteeing the financing of the Travel Improvement Plan, suggestion
was to say prioritize as possible.
• It was suggested that perhaps the text for Goal T3 and Policy T3.1 is not ideal, because a goal about
enforcing laws and another about underserved communities were put together.
• The transportation element is on the council's agenda for November 19th.
• On Goal T10 regarding parking supply, with housing growth, more on-street parking needs to be
accounted for.
• Policy T1.3 includes some things that were added but should not have been. It was also questioned
about the meaning of increasing efficiency.
• Discussion regarding left-turn lanes and what other jurisdictions have done to improve traffic
demands.
• Policies 2.1, 1.4, and 2.2 have redundancies.
• Regarding Policy T7, which relates to funding, the goal talks about coordination. Suggestion was
made to separate those out.
• Discussion regarding Goal T8 and its implications to multifamily areas and businesses in the area.
• Under Policy T 8.6, the city needs to be creative about how it addresses the emergency service access
to the waterfront.
• Under Policy 11.1, further criteria may need to be added which enable the city to scrutinize projects
around arteria roadways.
• Suggestion was made on Policy 1.3 to change "reducing" to "meeting." Also discussed that there will
be a chapter in the transportation guide about the traffic calming program.
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Planning Board Meeting Minutes
October 30, 2024 Page 3 of 4
• Regarding 8.1 and 10.1, discussed removing the word "downtown," because any beneficial policy
should be applied across the board.
• Regarding Goal T5.2, discussion on whether there is an opportunity to redesign or retrofit existing
streets, especially around those needing new sewer work or new pavement.
Discussion on Comprehensive Plan – Economic Development
• Discussion on Policy 2.4, a need to clarify what “regional” means. Also, the use of the phrase
“recognize” all throughout could be improved to state an action rather than just recognition.
• In policy ED 2.4 it states, “recognize the role of community-led organizations as catalysts for local
empowerment, advocacy and collaboration, and support them.” Support doesn't necessarily mean fund.
But it may mean a priority for where staff puts their time.
Discussion on Comprehensive Plan – Climate
• Discussion on Policy CC 4.2 to remove the current text where it lists projects such as the Edmonds
Marsh Estuary Restoration Project and Little Creek Daylight, because neither of those projects are sea
level adaptation projects.
• On 8.3, it says set aside funding for regular updates, which is over-committing the council. Better
wording would be achieve consistency on, or something to refine the wording. The section on metrics
will be revised. Refine listing the policies under the correct goals.
• There was also discussion about the need for hazard mitigation plans for earthquakes, wildfires,
windstorms, et cetera, and the need for backup power.
Review of the Draft Future Land Use Map
• Surplus units were discussed, as well as whether or not number of floors should be capped.
• The issues brought up during public comments were discussed and whether areas have been looked at
in close detail.
• Existing zoning will be changed based on what is decided in the comprehensive plan future land use
map.
• The land use process is deeper than before, having to evaluate land use in different areas.
• The preferred alternative will guide some general things that need to happen about transportation
projects and capital facility improvements.
THERE WAS A MOTION TO EXTEND THE MEETING A HALF HOUR. THE MOTION
PASSED UNANIMOUSLY.
• If there is extra capacity and a buffer, that will give the ability to, during the development code, refine
some of those edges.
• Different zones have different land use designations.
• Discussion regarding the buffer amount, i.e., 10 percent would be okay, but the 20 percent allows
freedom in planning and development perspective.
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Ro adway & Intersection Projects
•Intersection improvements
•traffic signal
•mini-roundabout
•mid-block crossings
•additional travel lanes
•Corridor improvements
•signal adaptive systems
•revitalization projects
•access management
7.A.b
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Active Transpor tation Projects
•Active Tra nsportation
Network
o Segments from 2015 plan
o Alignment with land use
growth alternative
o Improvements needed fo r
Active Transportation LOS
‘g reen’
•A few routes will require
additional study given
geometric constraints (OVD
& 196th St. SW)
7.A.b
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To tal Project Costs
•87 Total Projects
•51 sidewalk
•11 Roadway
•9 Multiuse Paths
•8 Bike Lanes
•8 Intersection
•SR 99 Revitalization Project
Stages total $243 million –
39% of entire capital costs
Percent of
To tal Costs(2025-2044) Total Costs1Improvement Type
Transportation Capital Projects2
47%$ 291,850,000 Roadway
18%$ 111,070,000 Multi Use Path
4%$ 24,710,000 Intersection
17%$ 106,980,000 Sidewalk -Long
1%$ 8,500,000 Sidewalk -Short
3%$ 18,120,000 Bike Lanes
9%$ 56,000,000 Pavement Preservation
100%$ 617,230,000 Subtotal Capital Projects
Transportation Maintenance & Operations (M & O) Programs
100%$47,800,000 General Maintenance
100%$47,800,000 Subtotal M & O Programs
$680,660,000 To tal Costs
7.A.b
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Estimated Funding Capacity
Percent of
To tal Costs
(2025-2044) Forecast
Revenue Revenue Source
Transportation Capital Revenues
66%$103,960,000 Grant Funds
5%$8,050,000 GMA Fees/(TIF)
2%$2,860,000 State Gas Tax
2%$2,860,000 General Fund
23%$36,760,000 REET (Fund 125 & 126)
2%$2,720,000 Other (Stormwater, sewer,
water, etc.)
100%$157,210,000 Subtotal Capital Revenue
Transportation Maintenance & Operations (M & O) Revenue
54.0%$25,600,000 Tr ansportation Benefit
District
27.2%$12,880,000 Motor Vehicle Fuel Tax
17.2%$8,160,000 General Funds
1.7%$800,000 Other
100%$47,440,000 Subtotal M & O Revenue
$204,650,000 To tal Revenue
•Funding estimates based on
2022, 2023 revenue and
spending as well as 2024
budget
•Assumes continued TBD
collection at $40 /
vehicle through plan
•All costs in 2024 dollars
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Estimated Funding Shor tfall
2024-2044 TotalsRevenue / Cost Comparison
$157,210,000 Tr ansportation Capital Revenues
$617,230,000 To tal Capital Project Costs
($460,020,000)Capital Estimated Shortfall
$47,440,000 Tr ansportation M&O Revenues
$47,800,000 Tr ansportation M&O Costs
($360,000)M & O Estimated Shortfall
($460,380,000)To tal Estimated Shortfall
•Tr ansportation Capital Costs
greatly exc eed forecast
revenues.
•>50% of capital shortfall
occurs on State Routes (SR 99
& 104)
•More likely to secure
Funding through future
State appropriation
•How to prioritize capital
projects?
7.A.b
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High Priority Projects
Roadway,
$72,360,000 ,
29%
Multi Use Path,
$99,420,000 ,
40%
Sidewalk,
$10,840,000 ,
4%
Bike Lanes,
$9,840,000 , 4%
Pavement
Preservation,
$56,000,000 ,
23%
High Priority Project Costs by Type -$248 million
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Schedule
Re maining items
-Approval of Comprehensive Plan by Planning Board
-Comprehensive Plan Public Hearing
-Plan Adoption
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
ii
Table of Contents
Introduction to the Plan .............................................................................................................. 1
Plan Development ...................................................................................................................... 2
Consistency with Other Agencies ............................................................................................... 3
WSDOT Highway Improvement Program & Six-Year Transportation Improvement Program .. 3
Puget Sound Regional Council ............................................................................................... 4
Snohomish County and Adjacent Cities .................................................................................. 5
Community Transit ................................................................................................................. 5
Federal and State Air Quality Regulations .............................................................................. 5
1. Existing Transportation Facilities and Conditions ................................................................ 6
1.1. Roadway Network ...................................................................................................... 6
1.2. Traffic Operations ......................................................................................................18
1.3. Traffic Safety .............................................................................................................21
1.4. Freight Routes ...........................................................................................................23
1.5. Transit .......................................................................................................................26
1.6. Active Transportation Facilities ..................................................................................30
2. Forecasts & Evaluation ......................................................................................................34
2.1. Travel Forecast Model ...............................................................................................34
2.2. Forecast Methodology ...............................................................................................35
2.3. Forecast Evaluation ...................................................................................................35
2.4. Transportation Projects & Programs ..........................................................................47
2.5. Technology Considerations .......................................................................................61
3. Goals and Policies .............................................................................................................62
4. Plan Implementation ..........................................................................................................69
4.1. Project and Programs Cost Estimates .......................................................................69
4.2. Funding Analysis with Existing Revenue Sources ......................................................71
4.3. Forecasted Revenue Shortfall ...................................................................................74
4.4. Potential Options to Balance the Plan ........................................................................75
4.5. Reassessment Strategy .............................................................................................76
7.A.c
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
iii
List of Tables
Table 1-1 Edmonds Vehicular LOS Standards ..........................................................................14
Table 1-2 Roadway Level of Service Overview .........................................................................14
Table 1-3 - Pedestrian Level of Service Overview .....................................................................15
Table 1-4 Bicycle Level of Service Overview .............................................................................16
Table 1-5 Transit Level of Service Overview .............................................................................17
Table 1-6 Existing (Spring 2024) Roadway Level of Service Overview .....................................18
Table 1-7 Intersections with Elevated Collision Rates ...............................................................23
Table 1-8 September 2024 Community Transit Routes and Daily Ridership .............................26
Table 1-9 Edmonds Park and Rides ..........................................................................................28
Table 2-1 City of Edmonds Land Use Growth ...........................................................................35
Table 2-2 Pedestrian Transportation Plan Network Definitions ..................................................38
Table 2-3 Project Prioritization Scoring Methodology ................................................................48
Table 2-4 Roadway and Intersection Projects ...........................................................................50
Table 2-5 2044 Transportation Improvement Project List: Active Transportation .......................55
Table 2-6 Transportation Planning Studies ...............................................................................60
Table 4-1 Transportation Project and Program Costs (2024 – 2044) .........................................70
Table 4-2 2024-2044 Transportation Revenues .......................................................................72
Table 4-3 Forecasted Revenues and Costs ..............................................................................75
List of Figures
Figure 0-1 Transportation Plan Approach ................................................................................... 3
Figure 1-1 Edmonds Roadway Network ..................................................................................... 7
Figure 1-2 Roadway Functional Classification ............................................................................ 9
Figure 1-3 Existing (2023) Roadway Average Daily Traffic (ADT) .............................................12
Figure 1-4 Existing (2024) Roadway Level of Service ...............................................................20
Figure 1-5 Citywide Collision Rates (2018-2022) ......................................................................21
Figure 1-6 Citywide Collisions Map (2018 – 2022) ....................................................................22
Figure 1-7 WSDOT Freight and Goods Transportation System (FGTS) Map ............................24
Figure 1-8 Edmonds Truck Haul Map ........................................................................................25
Figure 1-9 Community Transit Fixed Routes in Edmonds .........................................................27
Figure 1-10 Existing Pedestrian Facilities ..................................................................................31
Figure 1-11 Existing Bicycle Facilities .......................................................................................33
Figure 2-1 Forecast 2044 Roadway Level of Service ................................................................36
Figure 2-2 Planned Pedestrian Network ....................................................................................39
Figure 2-3 Planned Bicycle Network .........................................................................................41
Figure 2-4 Pedestrian LOS........................................................................................................43
Figure 2-5 Bicycle LOS .............................................................................................................44
Figure 2-6 Forecast 2044 Transit LOS ......................................................................................46
Figure 2-7 Roadway and Intersection Projects ..........................................................................53
Figure 2-8 Active Transportation Projects .................................................................................59
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
1
Introduction to the Plan
The City of Edmonds’s network of highways, roads, sidewalks, trails, railroads, and transit
services move residents, visitors, and goods into, though, and out of the community. Today’s
circulation routes and infrastructure reflect the incremental development patterns of the past.
Updates have occurred as transportation modes have changed, as demands on the system
have expanded, and as the City has grown and integrated with regional highway and trail
systems. Optimizing existing infrastructure and planning for future needs is necessary to
maintain an efficient system that will serve the City into the future. A comprehensive, well-
planned, and efficiently functioning transportation system is essential to Edmonds’s long-term
growth and sustained vitality.
The Transportation Plan provides the framework to guide growth and development of the City’s
transportation infrastructure. It integrates land use and the transportation system, responding to
current needs and ensuring that all future developments are adequately served. The
Transportation Plan addresses the development of a balanced, multimodal transportation
system for the City and adjacent unincorporated portions of the Edmonds Urban Growth Area
(UGA) and recognizes the regional nature of the transportation system and the need for
continuing interagency coordination.
This Transportation Plan is based on a study of the existing transportation network in the City of
Edmonds, combined with a 20-year (2044) projection of future growth and transportation needs.
The document includes five sections:
1. Consistency with other Agencies
2. Existing Transportation Facilities and Conditions
3. Forecasts Evaluation
4. Goals and Policies
5. Implementation
As a companion document, the Transportation Plan implements the Transportation Element of
the Comprehensive Plan. Consistent with the other elements of the Comprehensive Plan, the
Transportation Element establishes a policy framework for making decisions in the City, the
guiding principles, and describes a strategy for accomplishing this over the 20-year planning
horizon. Based on the goals and policies in the Transportation Element, the Transportation Plan
is intended to serve as a guide for transportation decisions to address both short- and long-term
needs. In order to meet Growth Management Act (GMA)1 requirements, the Transportation
Element and Transportation Plan must identify existing transportation system characteristics,
establish standards for levels of service, and identify existing and future deficiencies based on
land use growth projections. The Transportation Plan also discusses roadway mobility and
accessibility needs, and identifies improvements necessary to enhance safety, travel by active
modes, and public transit support.
1 Washington State 36.70A RCW. Available at http://apps.leg.wa.gov/rcw/default.aspx?cite=36.70A
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
2
Plan Development
Development of an updated City of Edmonds Transportation Plan was commissioned by the
City Council in 2023 to replace the adopted 2015 City of Edmonds’s Transportation Plan. The
Plan addresses transportation needs, improvement projects, and funding sources to support the
projected residential and employment growth through the year 2044. The Plan is also intended
to satisfy GMA requirements.
The following sections summarize the regulatory setting and regional planning efforts that
guided the development of the Transportation Plan.
Growth Management Act
Under GMA (RCW 36.70A.070), a transportation element is required to assess the needs of a
community and determine how to provide appropriate transportation facilities for current and
future residents. A 2023 GMA amendment included requirements to develop and implement a
multimodal level of service (MMLOS) for pedestrian, bicycle and transit travel in addition to
vehicular level of service (LOS). The transportation element must contain:
• Inventory of existing multimodal facilities;
• Assessment of future multimodal facility needs to meet current and future demands;
• Multi-year plan for financing proposed vehicular and multimodal transportation
improvements;
• Forecasts of traffic for at least 10 years based on adopted land use plan;
• Level of service (LOS) standards for arterials, active transportation facilities, and public
transportation, including actions to bring deficient facilities into compliance;
• Transportation Demand Management (TDM) strategies, and;
• Identification of intergovernmental coordination efforts.
Under GMA, development may not occur if the development will cause the transportation facility
to decline below the City’s adopted level of service standard unless strategies are identified and
implemented within six years of the development to accommodate the development’s impact to
the transportation system. To accommodate the impacts of the development, local governments
may change the phasing or timing of new development, provide transportation facilities or
services to serve the new development, reduce the LOS standard, or revise the land use
element. Finally, the transportation element must include a reassessment strategy to address
how the City will respond to potential funding shortfalls.
Transportation Impact Fees
A funding program for constructing the transportation projects identified in the Plan and the
Capital Facilities Element of the Comprehensive Plan can be supplemented by a transportation
impact fee (TIF) program to assist in funding projects that will accommodate traffic growth
associated with the future land use development of the City and its arterial system. The findings
of this Plan will provide the City with documentation and justification for grant applications to
seek funding for transportation improvement projects, and a guide for prioritizing its
transportation needs to maintain adopted level of service standards.
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
3
Consistency with Other Agencies
Edmonds’s transportation system is part of, and connected to, a broader regional highway and
arterial system. The GMA works to increase coordination and compatibility between the various
agencies that are responsible for the overall transportation system. Since transportation
improvements need to be coordinated across jurisdictional boundaries, the Transportation Plan
needs to be consistent with and supportive of the objectives identified in the Washington State
Transportation Plan, PSRC’s Vision 2050, and the transportation plans or capital improvement
plans of the surrounding agencies. Developing the Transportation Plan is primarily a bottom-up
approach to planning, with the City exploring its needs based on the land use plan. Eventually,
local projects are incorporated into regional and state plans. A schematic of this approach is
shown below in Figure 0-1. The following sections provide a review of this Plan’s consistent with
neighboring jurisdictions.
Figure 0-1 Transportation Plan Approach
WSDOT Highway Improvement Program & Six-Year Transportation
Improvement Program
As required by the 1998 amendments to the GMA, the Edmonds Transportation Plan addresses
the state highway system. Specifically, the Transportation Plan addresses the following
elements related to the state highway system:
• Inventory of existing facilities – see Chapter 1
• Level of service standards – see Chapters 1 and 2
• Concurrency on state facilities – see Chapters 1 and 2
• Analysis of traffic impacts on state facilities – see Chapter 1 and 2
• Consistency with the State Highway Systems Plan – described below
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
4
Summarized below are the improvements on state facilities listed in the Statewide
Transportation Improvement Program (STIP) 2024 – 2027, which are consistent with the Plan
identified in Chapter 4.
WSDOT maintains two improvements programs, the Highway System Plan (HSP) and the State
Transportation Improvement Program (STIP). WSDOT is currently updating the HSP, which was
last updated over 12 years ago. A draft of the HSP has been published and recommends new
revenues for state highways be dedicated over the next 20 years.
The 2024-2027 STIP was approved in January 2023 and identifies 3 projects in Edmonds:
1. Hwy 99 Revitalization Project extending from 220th Street SW to 224th Street SW
(including roadway widening, ADA-compliant curb ramps, landscaping, street lighting,
additional turn lanes at Hwy 99 & 220th St SW, APS (Pedestrian Signals) installation,
and utility/stormwater infrastructure improvements).
2. Main St. Overlay (6th Ave. to 8th Ave overlay and ADA-compliant ramp upgrades)
3. Olympic View Dr. Improvement (196th St. SW to Talbot St. overlay, ADA ramps
enhancements, and installing vaned grates)
Puget Sound Regional Council
The Puget Sound Regional Council (PSRC) maintains the Regional TIP. The Regional TIP must
be a 4-year program of projects that is updated at least every 4 years. The TIP ensures that
transportation projects meet regional transportation, growth and economic development goals
and policies, and clean air requirements. Regional TIP projects are required to meet the
following criteria:
• Consistency with VISION 2050 and the Regional Transportation Plan
• Consistency with local comprehensive plans
• Funds are available or expected to be available
• Consistency with the region’s air quality conformity determination
• Consistency with federal and state requirements such as functional classification
• Consistency with PSRC’s project tracking policies
The Regional TIP identifies five projects in and around Edmonds and those projects include
(note some of these projects overlap with the STIP projects noted above):
• Expansion of Transit Demand Management (TDM) efforts for Swift BRT services
including marketing and outreach to existing and potential users promoting awareness,
education and behavior change targeting Swift BRT connections to Link Light Rail.
• Widening the intersection of 76th Ave W and 220th St SW on all approaches to add left
turn lanes and construct wider sidewalks. Installing new traffic signal system, lighting,
signage, bike lane, pavement, pavement striping, stormwater improvements, and
conversion of overhead utility lines to underground.
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
5
• Grind and overlay, stormwater upgrades, and upgrades of all curb ramps to meet ADA
standards along Main St. from 6th Ave to 8th Ave.
• Installing ADA-compliant curb ramps, landscaping enhancements, bike lane, a planter
strip between sidewalk and BAT lanes, and enhanced street lighting along Highway 99
(from 220th St SW to 224th St SW). Adding a second northbound and southbound left-
turn lane at the intersection of Hwy 99 and 220th St SW and a left -turn lane for the
westbound along 220th St SW. APS will be installed on all corners at 224th St SW and
220th St SW. Also includes new stormwater infrastructure and water and sewer utility
improvements.
• Grind and overlay along Olympic View Dr. from 196th St. SW to Talbot St. Upgrading the
ADA curb ramps and catch basins to vaned grates.
Snohomish County and Adjacent Cities
Countywide Planning Policies (CPPs) establish a countywide framework for developing and
adopting County and City comprehensive plans. The role of the CPPs is to coordinate
comprehensive plans of jurisdictions in the same county for regional issues or issues affecting
common borders. The Multicounty Planning Policies (MPPs) for transportation call for better
integrated land use and transportation planning, with a priority placed on cleaner operations,
dependable financing mechanisms, alternatives to driving alone, and lower transportation-
related energy consumption. CPPs were last adopted in June 2011 and amended in February
2022 effective March 2022. The County’s and Cities’ comprehensive plans will be made
consistent with the vision and policies in the Countywide Planning Policy Update.
Snohomish County’s six-year TIP (2024-2029) currently has no projects identified in Edmonds:
Community Transit
Community Transit is a regional transportation provider that operates transit service in the City
of Edmonds. Eight routes provide bus service for the City of Edmonds. The city supports
Community Transit’s strategic plans and coordinates with the agency to identify how transit
needs should be addressed, particularly as new development occurs.
Federal and State Air Quality Regulations
The Transportation Plan is subject to the Washington State Clean Air Conformity Act that
implements the directives of the Federal Clean Air Act. Because air quality is a region wide
issue, the City’s Comprehensive Plan must support the efforts of state, regional, and local
agencies as guided by WAC 173-420-080.
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
6
1. Existing Transportation Facilities and Conditions
The City of Edmond’s transportation system consists of various transportation facilities,
including state highways, arterials, collector street, local streets, transit services and facilities,
and pedestrian and bicycle facilities. The existing transportation system was inventoried in
conjunction with the update of this Transportation Plan. The inventory of the existing
transportation facilities covers the street system, traffic controls, traffic volumes, traffic
operations, traffic safety, transit service and facilities, and active transportation facilities.
1.1. Roadway Network
The roadway network provides mobility and access for a range of travel modes and users. The
functional classification system, traffic volumes, and traffic operations at intersections are
summarized within this section. This survey and analysis of the roadway network’s existing
conditions provides background for identifying potential transportation improvement projects and
programs. Figure 1-1 shows the existing transportation system serving the City of Edmonds.
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
7
Figure 1-1 Edmonds Roadway Network
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
8
Functional Classification
All streets in the city have a designated functional classification. The functional classification of
a street depends on the types of trips that occur on it, the basic purpose for which it was
designed, and the relative level of traffic volume it carries. The different classifications of
roadways serve different stages of a trip, with some roadways designed to prioritize mobility
while others prioritize access to adjacent land uses.
Higher classes (e.g., freeways and arterials) provide a high degree of mobility and have more
limited access to adjacent land uses, accommodating higher traffic volumes at higher speeds.
Lower classes (e.g., local access streets) provide a high degree of access to adjacent land and
are not intended to serve through traffic, carrying lower traffic volumes at lower speeds.
Collectors generally provide a more balanced emphasis on traffic mobility and access to land
uses.
Cities and counties are required to adopt a street classification system that is consistent with
these guidelines (RCW 35.78.010 and RCW 47.26.090). The functional classification
designations for City roadways are shown in Figure 1-2, and the following sections describe the
general characteristics of each category.
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Transportation Master Plan - DRAFT November 2024
9
Figure 1-2 Roadway Functional Classification
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
10
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. On-street parking is often limited
to improve capacity for through-traffic. Typically, principal arterials are multi-lane facilities and
have traffic signals at intersections with other arterials. Regional bus routes are generally
located on principal arterials, as are transfer centers and park-and-ride lots. Principal arterials
usually have sidewalks and sometimes have separate bicycle facilities, so that non-motorized
traffic is separated from vehicle traffic. In Edmonds, SR 99, SR 140, and SR 524 are principal
arterials.
Minor Arterial
Road that connects centers and facilities within the community and serves some through traffic,
while providing a greater level of access to abutting properties. Minor arterials connect with
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. Main St/212 St SW, 220th St SW, 228th St SW, 238th St SW, and N 205th St
are east-west minor arterials; 5th Ave S, 9th Ave S/9th Ave N, and 76th Ave W/Olympic View Dr
are north-south arterials.
Collector
Road designed to fulfill both functions of mobility and land access. Collectors typically serve
intra-community trips connecting residential neighborhoods with each other or activity centers,
while also providing a high degree of property access within a localized area. These roadways
“collect” vehicular trips from local access streets and distribute them to higher classification
streets. Additionally, collectors provide direct services to residential areas, local parks,
churches, and areas with similar land uses. Typically, right-of-way and paving widths are
narrower for collectors than arterials. They may only be two lanes wide and are often controlled
with stop signs. Local bus routes often run on collectors, and they usually have sidewalks on at
least one side of the street. Several north-south and east-west Collector roadways are located
throughout the City as shown in Figure 1-2.
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11
Local Access
Road with a primary function of providing access to residences. Typically, they are only a few
blocks long, are relatively narrow, and have low speeds. Local streets are generally not
designed to accommodate buses, and often do not have sidewalks. Cul-de-sacs are also
considered local access streets. All streets in Edmonds that have not been designated as an
arterial or a collector are local access streets. Local access streets make up the majority of the
miles of roadway in the city.
Other Classification Systems
In addition to the Functional Classification system adopted by the City of Edmonds, there are
federal and state roadway designations. Federal and state grant programs provide funding for
improvement projects that are on streets that have been classified with the federal or state
roadway designations.
National Highway System
The National Highway System (NHS) includes the Interstate Highway System as well as other
roads important to the nation’s economy, defense, and mobility as defined by the Federal
Highway Administration (FHWA). Within Edmonds, SR 99, SR 104 and SR 524 belong to the
NHS.
Federal Functional Classification
The Federal Functional Classification system provides a hierarchy of roadways as defined by
the Federal Highway Administration (FHWA). This classification system defines the role of travel
through a network of roadways, rather than focusing on individual roadways. As a result, the
Federal Functional Classification may differ from the City‘s Functional Classification (within
Edmonds the federal classifications almost exactly match the city’s local classifications).
Changes to the Federal Functional Classification may be submitted through the Washington
State Department of Transportation (WSDOT).
Highways of Statewide Significance
WSDOT designates interstate highways and other principal arterials that are needed to connect
major communities in the state as Highways of Statewide Significance (HSS). This designation
assists with the allocation of some state and federal funding. These roadways typically serve
corridor movements having travel characteristics indicative of substantial statewide and
interstate travel. In Edmonds, SR 104 between the Edmonds-Kingston Ferry Dock and 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 (excluding the ferry terminal).
Traffic Volumes
Traffic counts were collected at selected locations on State Highways and City roadways in
June and October 2023. Existing weekday average daily traffic (ADT) volumes are shown in
Figure 1-3.
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Figure 1-3 Existing (2023) Roadway Average Daily Traffic (ADT)
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Within Edmonds, SR 104, SR 99 and SR 524 (196th St SW) have the highest ADT. Generally
state routes carry between 10,000 and 40,000 vehicles per day, while arterials such as Main
Street, 212th St. SW, 220th St. SW, 100th Avenue NW, and 76th Avenue W carry between 5,000
and 15,000 vehicles per day.
Level of Service Standards
Transportation Level of Service (LOS) is a qualitative measure used to assess the quality and
efficiency of transportation systems. It is commonly used in transportation planning and
engineering to evaluate how well a road or transportation facility is operating in terms of traffic
flow and congestion. LOS is typically assessed on a scale from "A" to "F," with "A" representing
free-flow conditions and "F" indicating severe congestion and poor service quality.
State Highway Level of Service Standards
There are three Washington state routes located within the city.
• SR 104 (Edmonds Way) runs roughly east-west between the Edmonds-Kingston Ferry
dock and 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.
The LOS standards for Highways of Statewide Significance (HSS) are set by WSDOT. Cities
and counties are required to include the LOS standards for all state routes in the transportation
element of their local comprehensive plan (see Table 1-1). The PSRC certifies the
transportation elements of the city and county plans and ensures that the regional LOS
standards are included. PSRC notes that state law is silent on whether agencies include or
exempt non-HSS facilities from local concurrency requirements.
WSDOT applies these standards to highway segments, intersections, and freeway interchange
ramp intersections. When a proposed development affects a segment or intersection where the
level of service is already below the state’s adopted standard, then the pre-development level of
service is used as the standard. When a development has degraded the level of service on a
state highway, WSDOT works with the local jurisdiction through the Washington State
Environmental Policy Act (SEPA) process to identify reasonable and proportional mitigation to
offset the impacts. Mitigation could include access constraints, constructing improvements,
right-of-way dedication, or contribution of funding to needed improvements.
Snohomish County Level of Service Standards
Snohomish County LOS standards are defined based on arterial operations and not intersection
LOS. LOS along key arterials is measured by calculating corridor travel speeds. LOS standards
for key arterials are defined by Snohomish County based primarily on arterial classification,
number of lanes, average daily traffic (ADT) and average travel speed. In rural areas LOS
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City of Edmonds
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standards range from LOS C to LOS D depending on the roadway type. In urban areas LOS E
is considered acceptable.
City’s Level of Service (LOS) Standards
The City of Edmonds has historically used an intersection-based LOS standard but chose to
adopt a roadway speed-based LOS standard as part of the 2024 transportation plan update.
While the city chose to update the method of measuring LOS, the City chose to maintain its
existing vehicular level of service standards, as summarized in Table 1-1.
Table 1-1 Edmonds Vehicular LOS Standards
Facility LOS Standard
City Streets Arterials: LOS D or better (except state routes)
Collectors: LOS C or better
State Highways of Regional Significance SR 99 north of SR 104, SR 524: LOS E or better
State Highways of Statewide Significance SR 104., SR99 south of SR 104: not subject to city Standard, but
identify situations where WSDOT standard LOS D is not met.
Roadway level of service is based on average weekday (Tuesday – Thursday) PM peak travel
speed through a corridor, which factors the total travel time and delays at the intersections
within and at the end of each segment. The minimum average travel speed for each corridor is
based on parameters for the Urban Street Class (Class IV) per the latest edition of the Highway
Capacity Manual (HCM). Table 1-2 summarizes the translation between roadway speed and
LOS.
Table 1-2 Roadway Level of Service Overview
Percent of Speed Limit Roadway Level of
Service
> 85% LOS A
67 - 85% LOS B
50 - 67% LOS C
40 - 50% LOS D
30 - 40% LOS E
< 30% LOS F
Pedestrian LOS
The pedestrian LOS standards are presented in Table 1-3. These standards emphasize system
completion of sidewalks, pathways, or multi-use trails on arterial and collector roadways, or
along off-street corridors. The LOS designations are shown in green, orange, and red and
correspond with good, acceptable, and poor LOS, respectively. The long-term vision for the City
would be to have the planned pedestrian network roadways achieve a green or good LOS;
however, in the near-term, the objective would be to achieve, at minimum, an orange or
acceptable LOS along these roadways.
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Table 1-3 - Pedestrian Level of Service Overview
LOS Rating Standard Example Facilities*
Good
Pedestrian facilities built
as identified in planned
network
• Sidewalks on both
sides of the roadway, or;
• Multi-use path on one
side of the roadway
Acceptable
Pedestrian facilities exist,
but not as identified in
planned network
• Sidewalk along one
side of the roadway, or;
• On-street shoulder
facility for pedestrians
Poor No pedestrian facilities
present • No facilities exist
Generally, a green/good LOS indicates a roadway that provides the corresponding pedestrian
facilities identified in the planned pedestrian network, while an orange/acceptable LOS indicates
that a pedestrian facility is provided but does not align with the identified pedestrian facility in the
planned pedestrian network. A red/poor LOS generally indicates no designated facilities are
provided for pedestrians and is considered unacceptable.
Bicycle LOS
The bicycle LOS standards are presented in Table 1-4. These standards emphasize the
expansion and completion of both dedicated and shared use bicycle facilities on arterial and
collector roadways, as well as off-street corridors. The LOS designations are shown in green,
orange, and red and correspond with good, acceptable, and poor LOS, respectively. The long-
term goal would be to achieve a green bicycle LOS on all planned bicycle roadways, however in
the short term, achieving orange, or acceptable LOS is sufficient.
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Table 1-4 Bicycle Level of Service Overview
LOS Rating Standard Example Facilities*
Good
Bicycle facilities built as
identified in planned
network
• Bike lanes on both sides
of roadway, or;
• Multi-use path on one side
of the roadway
Acceptable
Bike facilities exist, but not
as identified in planned
network
• Large shoulder or bike
lanes not to standard, or;
• On-street shoulder facility
for bicyclists
Poor No bicycle facilities present • No facilities exist
Generally, a green/good LOS indicates a roadway that provides the corresponding bicycle
facilities (with appropriate striping/signage) identified in the planned bicycle network, while an
orange/acceptable LOS indicates that a bicycle facility is provided but does not align with the
identified bicycle facility in the planned bicycle network or that inadequate striping/signage is
provided to demarcate the facility. A red/poor LOS generally indicates no designated facilities
are provided for bicycles and is considered unacceptable.
The active transportation LOS standards are described in further detail in Section 2.3.
Transit LOS
The City of Edmonds is committed to making public transportation an easy, accessible and safe
mode choice for those living in and visiting Edmonds. While the City of Edmonds does not
directly provide public transit service, the City controls accessibility to transit stops and the way
buses travel on their roadways. The City has decided to focus on transit speed and reliability as
the key indicator of transit LOS within Edmonds.
Ideally, speed and reliability would be directly measured from Community Transit data.
However, due to the timing of the 2024 Transportation Master Plan development closely
aligning with major route changes from Community Transit in response to the Link Light Rail
opening in Lynnwood and Mountlake Terrace, there was not sufficient time or data to establish a
transit speed indicator. As a result, overall roadway speeds are being used in proxy of transit
speeds. It is recommended that the transit LOS measure be revisited in future updates to the
Transportation Master Plan to be based on transit speeds instead of overall roadway speeds.
The Transit LOS is applicable along the following key transit corridors within the City:
• SR 99
• SR 104
• SR 524 (S 196th Street)
• 9th Ave. S / 100th St. SW
• Main Street
• 76th Avenue W
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• 84th Avenue W
The City’s Transit LOS is summarized in Table 1-5
Table 1-5 Transit Level of Service Overview
Transit LOS Rating Roadway LOS
Good Roadway LOS A, B or C
Acceptable Roadway LOS D (or LOS E on SR 99 / SR 524)
Poor LOS E or F (only LOS F on SR 99 / SR 524)
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1.2. Traffic Operations
The City of Edmonds measures LOS by assessing average travel speeds during weekday PM
peak hours on key corridor segments. LOS is based on travel time and delays, with standards
set by the Highway Capacity Manual. The city aims for LOS C on collectors and LOS D on
arterials, with travel speeds determining the LOS. The existing (spring 2024) weekday PM peak
hour travel speed LOS summary is presented in Table 1-6.
Table 1-6 Existing (Spring 2024) Roadway Level of Service Overview
Corridor Roadway Extents
Speed
Limit Direction
Existing
Speed Existing LOS
1 3rd Avenue 7th Ave N to Elm St 25 MPH NB 23.8 A
SB 23.5 A
2 Caspers St / Puget Dr 7th Ave N to 76th Ave
W 35 MPH WB 26.8 A
EB 25.7 A
3 Main St SR-104 to 84th Ave. W 25 MPH WB 19.8 C
EB 19.3 C
4 212th St SW SR 99 to 84th Ave W 30 MPH WB 21.9 B
EB 19.7 C
5 100th Ave W Caspers St to SR 104 30 MPH NB 22.2 B
SB 23.9 B
6 Firdale Ave / 244th St Hwy 99 to Firdale Ave. 35 MPH WB 23.2 C
EB 25.0 B
7 SR 104 (northern half) 100th Ave. W to Main
St. 35 MPH NB 27.3 B
SB 30.0 A
8 220th St 9th Ave to Eastern city
limits 30 MPH WB 22.1 B
EB 22.6 B
9 5th Ave Main St to SR 104 25 MPH NB 15.8 C
SB 18.1 B
10 228th Ave 73rd PI W to 95th PI W 25 MPH WB 22.5 A
EB 22.2 A
11 84th Ave 238th St. to 212th 25 MPH NB 21.1 B
SB 23.2 A
12 SR 104 (southern half) Southern city limits to
100th Ave. W 40 MPH NB 28.1 B
SB 31.4 A
13 SR 99 (southern half) 228th St to 244th St 45 MPH NB 25.6 C
SB 29.8 C
14 SR 99 (northern half) 228th St. to Northern city
limits 40 MPH NB 18.7 D
SB 23.9 C
15 76th Ave 220th St. to Northern city
limits 30 MPH NB 21.8 B
SB 23.7 B
16 76th Ave SR 104 to Hwy 99 30 MPH NB 23.7 B
SB 25.7 A
17 Olympic View Drive Puget Drive to 76th Ave 25 MPH NB / EB 26.3 A
SB / WB 26.7 A
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Existing roadway LOS in the City of Edmonds is shown in Figure 1-4. The results of the LOS
analysis indicate that all the studied roadways currently meet City LOS standards. In addition to
roadway LOS, the map also shows intersection performance. The only intersection currently not
operating well is the intersection of SR 104 (Edmonds Way) and 238th Street SW, a two-way
stop-controlled intersection that reports LOS F for the worst movement at the intersection. This
intersection involves low-volume from the side street along 238th St. SW, approaches
experiencing high vehicle delays during the PM peak hour.
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Figure 1-4 Existing (2024) Roadway Level of Service
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1.3. Traffic Safety
Collision records for the most recent complete five-year period were reviewed for all collisions
reported within the City of Edmonds. Historical safety data was collected from WSDOT for the
period of January 1, 2018 to December 31, 2022. A review of collision history was performed to
identify potential safety issues for vehicles, pedestrians, and cyclists. Figure 1-5 summarizes the
annual citywide collisions between 2018 and 2022.
Figure 1-5 Citywide Collision Rates (2018-2022)
Overall annual collisions have decreased in Edmonds since 2018. The large decrease in 2020
is due to traffic volume decreases resulting from the COVID-19 pandemic. As traffic volumes
have ‘returned to normal’ the total number of annual collisions have increased but have not
returned to pre-COVID levels. Similar to total collision numbers, annual fatal and serious injury
collisions decreased significantly in 2020, and have since increased, but have not returned to
pre-COVID highs. Figure 1-6 shows a map of the collision locations within Edmonds for the
same data period.
1 5 3 2 3
127
132
78
91 94
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100
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Figure 1-6 Citywide Collisions Map (2018 – 2022)
During the five-year study period, there were a high number of crashes along 99, including two
fatal crashes (pedestrian) and 19 crashes with serious injury (several crashes involving
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pedestrians and bicyclists). Other corridors with multiple crashes involving pedestrians and/or
bicyclists include 9th Ave S/100th Ave W, 5th Ave S, Main St, SR 104, and 76th Ave W. Most
crashes involving fatalities, serious injuries, pedestrians, or bicyclists took place on principal
roads and major or minor arterials, but at least three pedestrian-involved crashes caused
serious injury occurred on local streets.
Between 2018 and 2022 there were 71 pedestrian collisions and 36 cyclist collisions within
Edmonds. Generally, pedestrian collisions were more severe, 28 percent of which resulted in a
serious or fatal injury, while 11 percent of bicycle collisions resulted in a serious injury.
Intersection Crash Rates
The crash rate was calculated for each study intersection in terms of collisions per million
entering vehicles (MEVs). Generally, intersections that have collision rates below 1 crash per
MEVs do not warrant further safety study. In Edmonds, there are two locations with collision
rates over 1.0 per MEV, as shown in Table 1-7.
Table 1-7 Intersections with Elevated Collision Rates
Location Collisions
per Year
Collisions
per MEV Fixed Object Approach
Turn
Rear
End
Head
On
Pedestrian /
Bicyclist Angle Sideswipe
SR 99 / 228th St
SW 12.6 1.08 0 4 30 0 0 21 6
SR 99 / 220th St
SW 17.6 1.16 0 6 41 0 1 13 19
As shown in the table, the locations with observed crash rates exceeding the critical crash rates
include the intersections of 220th Street SW and 228th Street SW of SR 99. The most common
collision type at both intersections was rear-end collisions. Rear-end collisions are common at
signalized intersections, when drivers may rapidly alter vehicle speeds while approaching the
intersection in response to signal timing changes or turning vehicles. Angle and sideswipe were
the most common collision type after rear-end collisions. While there were no recorded fatalities
at these intersections, there were 48 injury collisions. Approximately one-third of the total
collisions at these intersections result in an injury.
1.4. Freight Routes
The Washington State Freight and Goods Transportation System (FGTS) classifies highways,
county roads, and city streets according to the average annual gross truck tonnage they carry.
Truck tonnage values are derived from actual or estimated truck traffic count data that is
converted into average weights by truck type. The FGTS uses five truck classifications, T-1
through T-5, depending on the annual gross tonnage the roadway carries.
• T-1: more than 10 million tons per year
• T-2: 4 million to 10 million tons per year
• T-3: 300,000 to 4 million tons per year
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• T-4: 100,000 to 300,000 tons per year
• T-5: at least 20,000 tons in 60 days and less than 100,000 tons per year
Routes with the highest annual gross tonnage, T-1 and T-2 routes, are also identified as
Strategic Freight Corridors. Within Edmonds, as shown in Figure 1-7, SR 104, SR 524 and SR
99 are identified as T-3 routes. Additionally, 76th Ave W, Firdale Avenue and 3rd Ave S are
identified as T-4 routes. Beyond these primary routes, delivery vehicles use many other streets
to reach their final destinations.
Figure 1-7 WSDOT Freight and Goods Transportation System (FGTS) Map
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A few areas prohibit certain types of vehicles. The downtown area between SR 104 and 9th Ave
S only allows single unit trucks, while SR 524, Olympic View Drive within the city, and a few
other roads are prohibited for hauling. Figure 1-8 shows the approved truck routes within the
city.
Figure 1-8 Edmonds Truck Haul Map
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1.5. Transit
The following section describes the existing service, ridership and facilities provided by
Community Transit. Community Transit currently operates 10 bus routes through Edmonds and
maintains 154 bus stops and 5 Park & Ride facilities. Community Transit, the major provider of
public transit for Snohomish County, operates three types of transit service in the city:
• Fixed bus route service
• Rideshare services
• Dial-A-Ride Transit (DART) paratransit service
Fixed Route Service
Fixed bus routes are local or commuter services that operate on a standardized schedule.
shows the bus routes that serve the city. Most of this service is provided by Community Transit,
although Sound Transit connections are available along I-5. SWIFT Bus Rapid Transit (BRT)
also operates through the city along SR 99. Table 1-8 summarizes bus routes serving the city,
providing two-way service between destinations in the city and surrounding areas, from morning
through evening. Commuter bus routes serving the city, which provide service to major
employment destinations in Snohomish and King Counties, are also shown Figure 1-9.
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. Transit routes and run times available from
Community Transit are summarized in Table 1-8.
Table 1-8 September 2024 Community Transit Routes and Daily Ridership
Route Number Route Description Hours of Operation
Route 101 Aurora Village to Mariner Park and Ride Weekdays (5:00 am – 11:30 pm)
Saturdays (7:00 am -–10:20 pm)
Sundays (7:00 am – 9:20 pm)
Route 102 Edmonds Station to Lynwood City
Center Station
Weekdays (5:00 am – 11:00 pm)
Saturdays (5:45 am – 10:00 pm)
Sundays (6:45 am – 9:00 pm)
Route 114 Aurora Village Transit Center to
Lynwood City Center Station
Weekdays (5:00 am – 10:00 pm)
Saturdays (6:45 am – 10:00 pm)
Sundays (7:45 am – 9:00 pm)
Route 119 Mountlake Terrace to Ash Way P&R Weekdays (5:45 am – 10:30 pm)
Saturdays (6:10 am - 9:45 pm)
Sundays (8:10 am – 8:45 pm)
Route 130 Lynwood City Center Station to
Edmonds Station
Weekdays (4:30 am – 10:00 pm)
Saturdays (6:45 am – 10:15 pm)
Sundays (7:45 am – 9:20 pm)
Route 166 Edmonds Station to Silver Firs Weekdays (5:00 am – 12:00 am)
Saturdays (5:50 am – 10:50 pm)
Sundays (6:50 am – 9:50 pm)
Swift Blue Line (701) Everett Station and Shoreline
North/185th Station
Weekdays (4:15 am – 12:30 am)
Saturdays (5:00 am – 11:30 pm)
Sundays (6:00 am – 10:45 pm)
Route 909 Edmonds Station to Mountlake Terrace
Station
Weekdays (5:25 am – 12:00 am)
Saturdays (5:25 am – 10:30 pm)
Sundays (7:00 am – 10:30 pm)
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Figure 1-9 shows Community Transit’s current fixed route service map operating in and around
the City of Edmonds.
Figure 1-9 Community Transit Fixed Routes in Edmonds
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Paratransit Service
Community Transit also provides paratransit services for patrons who cannot use fixed-route
bus services due to disability, in accordance with the Americans with Disabilities Act (ADA). This
service provides curb-to-curb paratransit service within ¾ mile of all local fixed-routes during
hours of fixed-route operation. Community Transit currently provides Dial-A-Ride Transit
(DART) paratransit service to eligible riders who are unable to use fixed route bus service due
to a disability. Service is available to all origins and destinations within 0.75 mile of local, non-
commuter bus routes.
Vanpool Program
Community transit also offers vanpool services for citizens who wish to carpool to work.
Vanpools must consist of at least three riders and can accommodate up to 12 per vanpool
group. Users pay a fare based on the daily round trip miles and size of the van used while
Community transit will provide the van (including routing service and maintenance), gas,
insurance and pay any highway tolls.
Park-and-Rides
Within Edmonds, there are five officially designated park and ride lots. The largest facility is the
Edmonds Park-and-Ride lot located at 72nd Avenue West and 213th Place SW. This facility,
which has a capacity for 256 cars, is owned by WSDOT and operated by Community Transit.
This facility offers direct access to routes 405, 871 and provides a one block walk to the nearest
Swift Blue line BRT. Table 1-9 summarizes the Park-and-Ride lots that serve Edmonds.
Table 1-9 Edmonds Park and Rides
Facility Routes Served Parking Capacity (if available)
Edmonds Park & Ride 102 256
Edmonds Station 102, 130, 166, 909 ~250
Edmonds Lutheran Church 114, 909 12
Edgewood Baptist Church 119 10
Korean United Presbyterian Church 909 58
Outside of the city, the Lynnwood Transit Center and Aurora Village Transit Center are the
major hubs for transferring between Community Transit local routes. Community Transit routes
connect with King County Metro service at Aurora Village, Mountlake Terrace Transit Center,
and Bothell; Everett Transit in the City of Everett; the Washington State Ferry at the Edmonds
and Mukilteo Terminals; with Sound Transit at various park-and- ride lots in the south
Snohomish County; with Link Light Rail service at the Northgate Transit Center and Island
Transit in the City of Stanwood.
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.
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Sound Transit Express Bus
Sound Transit provides regional bus service to the urban portions of Snohomish, King, and
Pierce counties, but does not have an established express bus stop in Edmonds. Sound Transit
express bus service is available at transit centers and park-and-ride lots in the vicinity of
Edmonds (Swamp Creek, Lynnwood Transit Center, and Mountlake Terrace Transit Center)
and can be accessed by Community Transit.
Rail Service
Passenger rail service in Edmonds is provided by Sound Transit’s Sounder commuter rail and
Amtrak’s intercity rail. The rail station is located at 211 Railroad Avenue and can be accessed
by Community Transit.
Sounder Commuter Rail
Operated by Sound Transit, the Sounder commuter rail line operates between Seattle and
Everett, with stops in Edmonds and Mukilteo. Through a partnership with Amtrak, Amtrak trains
are also available for commuters along this route. Sounder operates four southbound trains
during the morning commute period and four northbound trains during the evening commute
period. Amtrak operates one additional train in each direction during both the morning commute
period and the evening commute period.
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 and two southbound trains stopping in Edmonds per day. From Edmonds, the
two northbound trains terminate in Vancouver, British Columbia. Both southbound Cascades
trains originate in Vancouver, BC.
The Cascades route’s northbound service provides connections to Everett, Mount Vernon, and
Bellingham in Washington State, and Surrey, Richmond, and Vancouver in British Columbia.
Travelers who wish to take rail south to destinations between Seattle and Portland are best
served by traveling to Seattle to take the Seattle–Portland route.
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 (5:27
pm). One westbound train arrives in Edmonds each morning (10:35 am).
Washington State Ferries
The Edmonds-Kingston ferry route connects the northern portion of the Kitsap Peninsula and
the Olympic Peninsula with northern King and southern Snohomish Counties. The route is 4.5
nautical miles long, and takes approximately 30 minutes to traverse. The Edmonds-Kingston
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route operates seven days per week year-round, with average headways ranging between 35
and 70 minutes.
In 2023, the Edmonds-Kingston route carried 3.53 million people, at an average of 9,704
passengers per day. This is a 14% reduction from the 4.12 million people the route carried in
2019. The annual Washington State Ferries Traffic Statistics Report indicates that in-vehicle
boardings were the most prevalent, with about 85 percent of passengers boarding in this
manner on the average weekday. Walk-on passengers constituted 15 percent of all passengers
on an average weekday.
1.6. Active Transportation Facilities
The active transportation network consists of facilities for residents and visitors to participate in
active transportation modes and recreational activities in the City of Edmonds. A combination of
on-street facilities and off-street pathways provide the core network for walkers, cyclists, and
other non-motorized users to travel. These facilities can be used for many of the same purposes
as personal vehicles and transit, including commuter travel, grocery store trips, and other
errands within the City. Active transportation facilities, particularly off-street pathways, are also
used for recreational trips or for access to parks and other recreational destinations.
Pedestrian Facilities
In 2009, the City of Edmonds completed its Comprehensive Walkway Plan. The plan included
goals and objectives for non-motorized transportation in the city, in addition to a walkway
inventory, a review of facility standards, and recommendations for walkway projects. The
Walkway Plan has been updated in subsequent years, culminating in a full update as part of the
2015 plan.
Pedestrian Facility Inventory
Pedestrian facilities within the city include sidewalks, walkways, roadway shoulders, and off-
road trails. Sidewalks are the primary pedestrian facility within downtowns and developed areas.
Along with off-street trails, sidewalks are the primary facility type for pedestrians. Cyclists may
also use sidewalks within many of these jurisdictions provided they yield right-of-way to
pedestrians. Sidewalks within the City of Edmonds are typically provided on both sides of the
street in the downtown and adjacent neighborhoods. Figure 1-10 shows the existing sidewalks
on one or both sides of the street in the City.
Figure 1-10 shows that the sidewalk system is most complete inside the core area bounded by
SR 104, 9th Avenue N 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.
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Figure 1-10 Existing Pedestrian Facilities
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Bicycle Facilities
The city prepared a comprehensive Bikeway Plan in 2015. This plan was revised as part of the
previous transportation master plan update to outline a list of improvement projects for the
bicycle system. The types of recommended bicycle facilities range from shared-use paths to
bike lanes to bicycle parking.
• Shared use paths and trails – off-street facilities that cater to both pedestrians and
cyclists. Where paved, these facilities provide a high amenity connection for
nonmotorized users of all ages and all abilities.
• Bike lanes – portions of roadways that have been designated by striping, signing, and
pavement markings for the preferential or exclusive use by cyclists.
• Bike sharrows or common lanes- shared streets used by bikes and cars. Signed
shared roadways are shared roadways that have been identified as preferred bike routes
by posting bike route signs. Sharrows are commonly used to indicate where on the
roadway a cyclist should ride, and also to remind motorists to share the lane with
bicycles when present.
Note that these bicycle facilities can be used by human-powered and electric-assisted bicycles.
Given the hilly terrain in Edmonds, the use of electric-assisted bicycles is expected to continue
to increase.
Bicycle Facility Inventory
Figure 1-11 shows the location of existing bicycle facilities within the city. The Interurban Trail,
which links the cities of Seattle, Shoreline, Edmonds, Mountlake Terrace, Lynnwood, and
Everett, runs through the southeastern portion of Edmonds. Trails are also located along the
city’s beaches and within city parks.
There are also easy connections for cyclists to ferries, Sound Transit’s Sounder service, and
Community Transit. Bicycles are allowed on all these systems. WSF provides a reduced fare for
bicycles, Sound Transit provides bike racks, and all Community Transit vehicles have bike
racks.
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Figure 1-11 Existing Bicycle Facilities
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2. Forecasts & Evaluation
Edmonds’s Transportation Plan is developed based on the evaluation of the existing
transportation system and future transportation system needs based on planned future growth.
The City of Edmonds selected a 2044 horizon year. Year 2044 provides a long-range look at the
transportation system needed to support anticipated growth in the city and other communities in
Snohomish County. The year 2044 also corresponds to the current planning horizon for the
Comprehensive Plan overall and associated population and employment forecasts adopted in
the Snohomish County Countywide Planning Policies.
Travel forecasts have been developed and analysis has been conducted for average weekday
conditions during the PM peak hour. The weekday PM peak hour generally has the highest
overall traffic volumes in the community and thus provides the basis for identifying capacity-
related improvement needs. The travel forecasts provide a technical basis for identifying the
transportation improvement projects in the Transportation Systems Plan (Chapter 3).
2.1. Travel Forecast Model
Primary analyses of the 2044 traffic forecasts were initially based on the following travel
forecasting assumptions:
• Committed improvement projects in Edmonds’s current Transportation Improvement
Program (TIP)
• Improvement projects in available transportation plans from adjacent jurisdictions
• Puget Sound Regional Council’s (PSRC) Transportation Vision 2050 Update Regional
Capacity Projects List (as of May 2022)
• WSDOT’s 2024-2027 Statewide Transportation Improvement Program (STIP)
• City of Edmonds’s forecast land use data
• PSRC 2050 Land Use forecasts and regional trip end data from the 2050 regional travel
demand model
Based on these assumptions, travel forecasts were developed using Edmonds’s travel demand
model. This model is a tool that is used to convert existing and future land uses into weekday
vehicle trips. The Edmonds travel demand model was updated to reflect existing 2023
conditions and was used as the basis for preparing 2044 travel demand forecasts for the
Edmonds UGA. The following provides an overview of the land use assumptions, planned
network improvements, and the alternatives analysis.
Baseline Transportation Network
As a part of the forecasted 2044 conditions, no transportation improvements were included in
the forecast 2044 roadway LOS calculations.
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2.2. Forecast Methodology
A strong relationship exists between land use and the transportation facilities necessary to
provide mobility within the community. Future transportation improvements recommended in the
Transportation Projects and Programs Section have been defined to support the Land Use
Element of the Comprehensive Plan.
The 2044 forecasts of land use growth throughout the City and its Urban Growth Area (UGA)
were developed based on the land use growth estimates from the Land Use Chapter.
The Edmonds Travel Demand Model was developed in 2023 and is used as a basis for the
2024 Comprehensive Plan Update and the 2024 Transportation Plan to determine future traffic
forecasts. The model accounts for the number of households and employees within the City and
converts those into weekday PM peak hour trips. These trips were then converted to travel
modes and allocated to City roadways to understand the overall impacts on the transportation
system for the proposed 2044 land use.
Table 2-1 summarizes the existing and forecast land use assumptions (from the Land Use
Element) that form the basis of the transportation forecasting.
Table 2-1 City of Edmonds Land Use Growth
Land Use Existing Forecast 2044 Increase
Households 19,219 32,912 +13,693
Jobs 10,309 14,550 +4,241
Source: Land Use Element
As shown in Table 2-1, by 2044 the number of households is forecast to increase by 13,693 (or
approximately a 71 percent increase). The number of jobs could increase by 4,241 (or a 41
percent increase).
2.3. Forecast Evaluation
The alternative analysis is based on the land use forecast described above and used to identify
transportation needs for Edmonds, develop the framework for the transportation network, and
ultimately the 20-year transportation improvement project list. The evaluation is completed using
the City’s travel demand model to forecast transportation demands and then applying the
multimodal level of service (LOS) standards to determine both vehicular and active
transportation needs. The results of the alternatives analyses are used to develop a
recommended 2044 transportation network with improvements.
Traffic Operations
Consistent with existing conditions and methodologies, weekday PM peak hour traffic speeds
were evaluated across the collector and arterial network. Forecast travel speeds were
calculated by adding additional intersection delay incurred by traffic growth between existing
and future 2044 forecast conditions along each corridor. Forecast 2044 roadway LOS is shown
in Figure 2-1.
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Figure 2-1 Forecast 2044 Roadway Level of Service2
2 Intersection improvements at 76th Ave / 220th Street and SR 99 / 220th are currently under design, but
capital improvements are not yet funded.
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Forecast 2044 roadway operations generally result in speed decreases compared to existing
conditions. However, the roadway LOS standard is only exceeded on SR 99 in the northbound
direction from 228th St. SW to the northern city limits. The speeds are forecast to decrease to
LOS F without any improvements.
While Edmonds has adopted a roadway travel speed-based methodology for measuring
roadway LOS, intersection operations will continue to play an important role in roadway travel
speeds. While only SR 99 is forecast to operate below LOS standard, several intersections
were identified as not performing well during the development of the travel speed forecasts. The
intersections include:
• 76th Ave/Olympic View Dr (all-way stop controlled)
• 88th Ave W/Puget Dr (two-way stop-controlled)
• SR 99/228th St (signalized)
• Edmonds Way/238th St SW (two-way stop-controlled)
• Main @ 9th (all-way stop controlled)
• Edmonds Way @ 76th Ave. W (traffic signal)
The Transportation Projects and Programs provides a list of projects or programs to address
these operational deficiencies.
Active Transportation Network Vision
The City’s vision for the future roadway network is to provide active mode facilities on all
roadways unless special circumstances make it prohibitive. The City’s previous comprehensive
plan and capital facilities plan identifies numerous improvement projects to install sidewalks
and/or multi-use paths along roadways within the city that currently lack active mode facilities.
These improvements are being implemented as part of identified improvement projects or
through the ADA and sidewalk improvement program.
As part of Edmonds Municipal Code 18.80.015 (Complete Streets), the city requires that all new
transportation projects provide appropriate accommodation for pedestrians, bicyclists, transit
users and persons of all abilities. These programs have helped the city achieve parts of the
active transportation vision; however, reliance on developer-implemented improvements alone
would result in gaps within the bicycle and pedestrian network.
The planned pedestrian and bicycle networks, shown in Figure 2-2 and Figure 2-3, respectively,
identifies the future vision for a comprehensive network of active transportation facilities to serve
forecasted growth. The city envisions an interconnected system of on-road and off-road
facilities, that include sidewalks, pathways, shared-use trails, and key connections.
The pedestrian network contains a series of Primary and Secondary Routes. Corridors identified
as Primary or Secondary Routes are not indicative of a hierarchy for future active transportation
facility development, rather they are used to make a distinction between routes that are more
regional or that extend completely through the community (primary), and those that serve to
make the second leg of the journey to connect to destinations, extend into neighborhoods, or
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complete a loop (secondary). Table 2-2 further defines the functions of each tier within the
Pedestrian Transportation Plan Network.
Table 2-2 Pedestrian Transportation Plan Network Definitions
Hierarchy System Function
Primary Network Backbone of the system. Offers direct connections to majority of important community
destinations, usually on arterials or collectors. Primary Network routes are often the
most attractive route in terms of convenience in urban areas.
Secondary Network Supportive to the Primary Network, often providing system continuity by connecting
segments of the primary network with on-street or off-street facilities. Secondary
Network routes sometimes offer more comfortable routes on quieter streets, although
the route may not be as direct as the Primary network.
Local Streets This encompasses most streets within the City (including residential neighborhood
streets). While not specifically identified within the Pedestrian Transportation Plan
Network, many of these roadways provide pedestrian and/or bicycle facilities in line
with roadway design standards. Other Streets provide access to the Primary and
Secondary Networks.
Trails Trails represent the off-street pedestrian and bicycle facilities within the City. Trails
often provide the direct connectivity of Primary Network routes but are located along
alignments away from roadways (creating a more comfortable pedestrian and bicycle
environment).
Source: Transpo Group, 2024
It should be noted that the roadways within the Planned Transportation Plan Network are not
the only roadways within the city designated to have pedestrian facilities. As indicated in the
street design standards, most roadways within the City are required to provide some level of
pedestrian facilities.
The Pedestrian Transportation Network is not meant to define the type, width, and locations of
these facilities for Primary and Secondary Network roadways. Instead, the roadway design
standards and the street typology report designate the types of facilities planned for each
roadway based on its functional classification and/or street typology. The Planned
Transportation Plan Network is intended to lay out the active transportation vision for the city,
not to designate the pedestrian facilities for each roadway.
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Figure 2-2 Planned Pedestrian Network
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Unlike the pedestrian network, where corridors are identified as Primary or Secondary Routes,
the bicycle network identifies the preferred bicycle facility on each network (as shown in Figure
2-3). This network was developed iteratively, with feedback from city staff, the transportation
advisory committee and the previous comprehensive plan bicycle network. Ultimately, City staff
identified specific corridor treatments for bicyclists along each roadway and removed most
shared use facilities from the planned network in favor of dedicated facilities to promote bicyclist
safety for all ages and abilities.
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Figure 2-3 Planned Bicycle Network
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Active Transportation Level of Service
Bicycle, pedestrian, and trail facilities play a vital role in the City’s transportation environment.
The Edmonds active transportation system is comprised of facilities that promote mobility
without the aid of motorized vehicles. A well-established system encourages healthy
recreational activities, reduces vehicle demand on roadways, and enhances safety within the
community.
As described in Chapter 1 the active transportation LOS standard is based on the presence of
facilities along designated routes. Based on the system plan networks and LOS criteria,
pedestrian and bicycle networks were evaluated and summarized in Figure 2-4 and Figure 2-5,
respectively.
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Figure 2-4 Pedestrian LOS
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Figure 2-5 Bicycle LOS
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As shown in Figure 2-4, the pedestrian system meets LOS standards in most of the designated
pedestrian routes of the city. The northern and southern sections of the city are missing
facilities. Many of the missing sidewalks are along secondary or local roadways.
In contrast, the bicycle system LOS shown in Figure 2-5 does not meet LOS standards in many
areas of the city. The city lacks bicycle facilities along some of the major corridors, including the
State Routes 99, 104 and 524 (S 196th Street). The long-term project list seeks to implement
bicycle lanes or multi-use pathways to achieve an acceptable LOS for the bicycle network.
Transit LOS
The transit LOS should ideally be based on transit speeds and reliability. However, due to the
lack of available travel speed data for the recently realigned Community Transit routes, general
roadway speeds were used as a proxy for transit speeds (see Table 1-5). Given the forecast
roadway LOS summarized in the Figure 2-1, the resulting forecast 2044 transit LOS is
summarized in Figure 2-6.
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Figure 2-6 Forecast 2044 Transit LOS
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2.4. Transportation Projects & Programs
The existing and future transportation needs analysis and the proposed modal plans for the
components described above were utilized to develop a list of multimodal transportation
improvement projects to support growth in the City of Edmonds.
The project improvements address safety, capacity, connectivity, and expanded active
transportation facilities. Improvements also cover upgrades to existing roads to support the
forecast economic development and growth in the city. The roadway and intersection projects
incorporate needs for pedestrians, bicyclists, and transit riders that will use the same corridors.
The projects were categorized into two primary types:
• Roadway and Intersection Projects
• Active Transportation Projects
Project Prioritization
Given the number of projects identified (both roadway and active transportation), it is important
to prioritize their implementation. The City set about designing a project prioritization
methodology that reflects the priorities of the overall Edmonds 2044 Comprehensive Plan,
“Everyone Edmonds.” The City selected four key categories: Equity, Safety, Proximity to Activity
Centers and Other Key Locations, and Capacity as reflective of the goals of their transportation
system, as reflected in the goals and policies presented in Section 3. The project prioritization
point scoring methodology is described in Table 2-3.
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Table 2-3 Project Prioritization Scoring Methodology
Category Policy
Reference Measurement Possible
Points Points Scoring Methodology
Equity Policy 2.3 / 2.4 PSRC Opportunity
Index3 20 Very High – 0 pts, High – 5 pts, Medium – 10 pts, Low –
15 pts, Very low – 20 pts
Safety Goal 3
Areas of Safety Concern 20
Top 3 Locations of Ped/Bike/Injury/Fatal Collisions – 20
pts, next 4 locations – 15 points, next 3 locations – 12
points. etc (to min 3 pts)
Proximity to
Activity Centers
and Other Key
Locations
Policy 3.1
Proximity to Parks 10 Within 1/8 mile - 10 pts, within 1/4 mile - 5 pts
Proximity to Schools 10 Within 1/8 mile - 10 pts, within 1/4 mile - 5 pts
Proximity to Transit
Stops 5 Within 1/8 mile - 10 pts, within 1/4 mile - 5 pts
Proximity to Growth
Hubs 10
Activity Center: Within 1/8 mile - 10 pts, within 1/4
mile - 5 pts
Neighborhood Center: Within 1/8 mile - 7 pts, within
1/4 mile - 4 pts
Neighborhood Hub: Within 1/8 mile - 4 pts, within 1/4
mile - 2 pts
Proximity to Public
Buildings or Hospital 5 Within 1/8 mile - 5 pts, within 1/4 mile - 3 pts
Proximity to Commercial
Areas 5 Within 1/8 mile - 5 pts, within 1/4 mile - 3 pts
Capacity Policy 6.2
Project Adds Roadway
Capacity 15
Adds vehicle capacity to corridor with more than
20,000 ADT = 15 points,
Adds vehicle capacity to corridor with more than
10,000 ADT = 10 pts,
Adds vehicle capacity to corridor with more than 5,000
ADT = 5 pts
Total 100
Roadway and Intersection Projects were scored out of a total of 100 points, while active
transportation projects were scored out of a total of 85 points. Roadway and Intersection
projects were prioritized against one another, while active transportation projects were
prioritized separately. The top 25 percent of project scores in both project priority lists were
considered high priority, while the next 50 percent were considered medium, and the bottom 25
percent of scoring projects were considered low. The project priorities (high, medium, and low)
are shown in Table 2-4 and Table 2-5.
Roadway and Intersection Improvements
Roadway or intersection improvements were identified where existing or forecast operational
deficiencies are anticipated with growth in and around the City of Edmonds. The projects are
intended to improve operations at the identified intersections to improve intersection operations,
corridor travel time or improve safety. Some of the spot/intersection improvements were
previously identified as a need in the 6-year transportation improvement program and/or the
2015 Transportation Element and should continue to be considered to support growth into 2044.
3 https://www.psrc.org/our-work/opportunity-mapping
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The roadway and intersection improvement projects are summarized in Table 2-4 and Figure
2-7.
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Table 2-4 Roadway and Intersection Projects
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Project ID Roadway Extents Project Description Project Cost
(2024 $)
Priority
(Highest to
Lowest)
ITS-02 76TH AVE
206th St SW to 220th St
SW
Install ITS adaptive system from 206th St SW to
220th St SW $2,820,000 High
R-03
SR-99
Revitalization
Stage 3
244th St. SW to 238th St.
SW
Installation of planter strip, lighting upgrades,
utility upgrades, and capacity improvements at
Hwy 99 @ 238th St SW (additional northbound
left turn lane). Install grade separated bike lanes
and sidewalks on both sides of roadway. $28,700,000 High
ITS-01 SR 104
236th St Sw to 226th St
SW
Install ITS Adaptive System along SR-104 from
236th St. SW to 226th St. SW $4,240,000 High
R-04
SR-99
Revitalization
Stage 4
224th St. SW to 220th St.
SW
Installation of planter strip, lighting upgrades,
utility upgrades, and capacity improvements at
Hwy 99 @ 220th St SW (additional northbound /
southbound / westbound left turn lane). Install
grade separated bike lanes and sidewalk on
both sides of roadway. $36,600,000 High
R-09
SR-99
Revitalization
Stage 9
216st St SW to 500' north
of 220th St SW
Installation of planter strip, lighting upgrades,
utility upgrades, and install grade separated bike
lane and sidewalk on both sides of roadway. $22,500,000 Medium
R-06
SR-99
Revitalization
Stage 6 234th to 238th St
Installation of planter strip, lighting upgrades,
utility upgrades, and install grade separated bike
lanes and sidewalk on both sides of roadway. $22,900,000 Medium
R-08
SR-99
Revitalization
Stage 8 224th to 228th St
Installation of planter strip, lighting upgrades,
utility upgrades, and install grade separated bike
lanes and sidewalk on both sides of roadway. $39,500,000 Medium
I-04
Westgate / SR-
104 @ 100th Ave.
W Intersection
Access
Management at intersection
Provide safety improvements within proximity to
the intersection by providing better access
management on all approaches $4,460,000 Medium
R-01 84th Ave W
238th St SW to 212th St
SW
Widen roadway to add NB/SB left turn lanes at
220th Street and 228th Street intersections and
5' bike lanes. Add 7' sidewalks on each side of
the roadway with 4' planter strip. (Cost to be
shared with County based on portion of project
extents within City/County). $16,330,000 Medium
I-03
Main St. @ 9th
Ave. at intersection Installation of traffic signal or mini roundabout. $1,370,000 Medium
R-07
SR-99
Revitalization
Stage 7 234th to 228th St
Installation of planter strip, lighting upgrades,
utility upgrades, and capacity improvements at
Hwy 99 @ 228th St SW. Install grade separated
bike lane and sidewalk on both sides of
roadway. $42,800,000 Medium
I-07
SR-104 @ 76th
Ave. W
Intersection
Improvements at intersection
Extend bike lanes within proximity of intersection
in northbound and southbound directions. Install
APS on all corners and new ADA curb ramps.
Add westbound right turn lane along SR-104
(~125 ft storage length) $2,570,000 Medium
I-01
76th Ave. W @
220th St. SW
Intersection
Improvements at intersection
Add left turn lane on east and west approaches,
removing split phase, add bike lanes and
sidewalk improvements $11,640,000 Medium
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I-02
SR 524 (196th St.
SW) @ 88th Ave
W. Intersection
Improvements at intersection
Design intersection improvements (RAB or
signal) and addition of guardrail on the west side
of intersection due to 12' vertical drop (grade.
adjustment to improve sight distance to be
considered). $ 1,450,000 Low
I-05
SR-104 @ 95th
Pl. W Intersection
Improvements at intersection
Provide C-Curb with left turn channelization for
access management. $ 290,000 Low
R-02
228th St. SW
Corridor
improvements
from Hwy. 99 to
95th Pl. W SR 99 to 95th Pl. W
Widen roadway to add two-way left turn lane
along stretch or left turn lanes at specific
intersections. Install multi-use path on one side
of street. (Cost to be shared with County based
on portion of project extents within City/County). $ 24,760,000 Low
I-06
SR-104 @ 238th
St. SW
Intersection
Improvements at intersection
Install traffic signal and other intersection
improvements. $ 1,560,000 Low
R-05
SR-99
Revitalization
Stage 5
216th St. SW to 212th St.
SW
Installation of planter strip, lighting upgrades,
utility upgrades, and capacity improvements at
Hwy 99 @ 212th St SW (add left turn lane for
northbound and
southbound movements / bike lane for
eastbound & westbound movements). Install
grade separated bike lanes and sidewalk on
both sides of roadway. $ 50,700,000 Low
I-08
76th Ave W /
Olympic View
Drive at intersection Installation of traffic signal or mini roundabout. $ 1,370,000 Low
Source: Transpo Group, 2024
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Figure 2-7 Roadway and Intersection Projects
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Active Transportation Projects
While active transportation improvements will be incorporated into both the intersection and
roadway improvements, separate active transportation specific improvements have been
identified. Active transportation projects have been identified to increase accessibility and
connectivity by completing missing links in the current trail, pedestrian, and bike systems and to
increase opportunities for alternative modes of transportation such as walking and biking and
reducing reliance on vehicles. The active transportation improvements include both projects that
are already on the TIP as well as new improvements to support the Edmonds land use plan.
The active transportation improvements are summarized in Table 2-5 and Figure 2-8.
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Table 2-5 2044 Transportation Improvement Project List: Active Transportation
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Project ID Roadway Extents Project Description
Cost
(2024 $)
Priority
(Highest
to Lowest)
MUP-03 9TH AVE N
Caspers / 9th Ave / Puget
from Admiral to Olympic View
Drive Construct 10' multi-use path $11,040,000 High
MUP-05 SR 104 Sunset Ave to 100th Ave W Construct 10' multi-use path $26,300,000 High
MUP-09 212TH ST SW 74th Ave W to SR 99 Construct 10' multi-use path $5,050,000 High
MUP-06 SR 104 100th Ave W to 244th St Sw Construct 10' multi-use path $22,320,000 High
BL-05 MAIN ST Ferry Terminal to 6th Avenue
Widen roadway (narrow existing sidewalks)
to install eastbound (uphill) bicycle lane,
sharrows on westbound (downhill) $8,290,000 High
LSW-30
240TH ST SW /
78th Ave W SR 99 to 236th St SW
Build curb, gutter, 5' sidewalk to design
standards $4,270,000 High
BL-04 9TH AVE Main Street to Caspers Street Restripe and install 5' bike lanes $270,000 High
BL-01 Main St
9th Ave to 84th Avenue (5
corners) Restripe and install 5' bike lanes $570,000 High
BL-03 238TH ST SW SR 104 to 84th Ave W Widen road to install 5' bike lanes $520,000 High
LSW-28 236TH ST SW SR 99 to 76th Ave W
Build curb, gutter, 5' sidewalk to design
standards $2,180,000 High
LSW-41 236TH ST SW 94th Ave W to 84th Ave W
Build curb, gutter, 5' sidewalk to design
standards $2,980,000 High
MUP-04 SUNSET AVE N
Caspers Street to 3rd Ave N /
SR 104 Construct 10' multi-use path $5,260,000 High
MUP-08 220TH ST SW
76th Ave W to City Limits /
Interurban Trail Construct 10' multi-use path $3,030,000 High
MUP-01
OLYMPIC VIEW
DR
76th Ave W to City Limits
(Meadowdale Middle School) Construct 10' multi-use path $17,400,000 High
MUP-02 196TH ST SW 88th Ave W to 76th Ave W Construct 10' multi-use path $9,020,000 High
BL-06 76th Ave W 220th St SW to SR 99 Restripe and install 5' bike lanes $190,000 High
LSW-31 236TH ST SW 84th Ave W to SR 104
Build curb, gutter, 5' sidewalk to design
standards $1,410,000 High
SSW-04 Maple Street
Existing sidewalk at 8th to 9th
Ave
Construct curb, gutter, 5' sidewalk to design
standards $900,000 Medium
BL-07 224th St SW
76th Avenue W to Interuban
Trail Restripe and install 5' bike lanes $140,000 Medium
BL-08 9TH AVE S Bowdoin to Main St Restripe and install 5' bike lanes $120,000 Medium
BL-02 OLYMPIC AVE Main Street to Puget Drive
Widen road to install 5' bike lanes; build curb,
gutter, 5' sidewalk to design standards on
one side of street $8,020,000 Medium
LSW-10 218TH ST SW 84th Ave W to 76th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $3,800,000 Medium
MUP-07 244th St SW Firdale Ave to SR 104 Construct 10' multi-use path $11,650,000 Medium
LSW-21 MAPLEWOOD DR Main Street to 200th St SW
Build curb, gutter, 7' sidewalk to design
standards $4,410,000 Medium
LSW-22 88TH AVE W 200th St SW to 196th St SW
Build curb, gutter, 7' sidewalk to design
standards $2,090,000 Medium
LSW-04 232ND ST SW 100th Ave W to SR 104
Build curb, gutter, 5' sidewalk to design
standards $4,170,000 Medium
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Project ID Roadway Extents Project Description
Cost
(2024 $)
Priority
(Highest
to Lowest)
LSW-32 PINE ST SR 104 to 9th Ave S
Build curb, gutter, 7' sidewalk to design
standards $6,620,000 Medium
LSW-20 OLYMPIC AVE
Olympic View Drive to Puget
Drive
Build curb, gutter, 7' sidewalk to design
standards $1,210,000 Medium
LSW-39 80TH AVE W 212th St SW to 206th St SW
Build curb, gutter, 5' sidewalk to design
standards $2,820,000 Medium
LSW-18
MEADOWDALE
BEACH RD 75th Pl W to Olympic View Dr
Build curb, gutter, 7' sidewalk to design
standards $6,420,000 Medium
LSW-13 6th AVE Elm Way to Pine St
Construct curb, gutter, 5' sidewalk to design
standards $1,110,000 Medium
LSW-29
230TH ST SW /
75th Pl W
76th Ave W to City Limits
(74th Ave W)
Build curb, gutter, 5' sidewalk to design
standards $1,630,000 Medium
SSW-07 78TH AVE W 234th St SW to 236th ST SW
Build curb, gutter, 5' sidewalk to design
standards $960,000 Medium
LSW-19 80TH AVE W
188th St SW to Olympic View
Drive
Build curb, gutter, 7' sidewalk to design
standards $6,160,000 Medium
LSW-42 234TH ST SW SR 99 to 76th Ave W
Build curb, gutter, 5' sidewalk to design
standards $2,290,000 Medium
SSW-01 WALNUT ST Existing sidewalk to 7th Ave
Construct curb, gutter, 5' sidewalk to design
standards $390,000 Medium
LSW-27 ROBIN HOOD DR
106th Ave W to existing
sidewalk at Hickman Park
Build curb, gutter, 5' sidewalk to design
standards $2,130,000 Medium
LSW-11 216TH ST SW 92nd Ave W to 86th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $3,030,000 Medium
LSW-25
82ND AVE W /
208th St SW 83rd Ave W to 206th St SW
Build curb, gutter, 5' sidewalk to design
standards $1,260,000 Medium
LSW-34 186TH ST SW 185th Pl SW to 80th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $3,070,000 Medium
SSW-08 80TH AVE W 220th St SW to 218th St SW
Build curb, gutter, 5' sidewalk to design
standards $960,000 Medium
LSW-01 176 ST SW
72nd Ave W to Olympic View
Drive
Construct curb, gutter, 5' sidewalk to design
standards $1,950,000 Medium
LSW-07 184TH ST SW 88th Ave W to 80th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $3,070,000 Medium
LSW-17
N MEADOWDALE
RD 164th St SW to 68th Ave W
Build curb, gutter, 5' sidewalk to design
standards $1,160,000 Medium
LSW-36 82ND AVE W 206th St SW to 204th St SW
Construct curb, gutter, 5' sidewalk to design
standards $1,010,000 Medium
LSW-37 98TH AVE W
Existing sidewalk north of
220th St SW to 216th Pl SW
Construct curb, gutter, 5' sidewalk to design
standards $1,180,000 Medium
LSW-38 14TH ST SW 8th Ave S to 96th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $2,150,000 Medium
LSW-40 234TH ST SW 97th Ave W to 94th Ave W
Build curb, gutter, 5' sidewalk to design
standards $4,140,000 Medium
LSW-43 84TH AVE W 238th Street to 234th Street
Build curb, gutter, 4' planter strip and 7'
sidewalk with tree grates on east side of 84th
and northbound 5' bike lane $2,350,000 Medium
SSW-02 234TH ST SW
84th Ave W to existing
sidewalk by 82nd Pl W
Build curb, gutter, 5' sidewalk to design
standards $590,000 Medium
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Project ID Roadway Extents Project Description
Cost
(2024 $)
Priority
(Highest
to Lowest)
SSW-10 100TH AVE W 238th St SW to 242nd Pl SW
Build curb, gutter, 5' sidewalk to design
standards $970,000 Medium
LSW-05 189TH PL SW 80th Ave W to 76th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $2,120,000 Medium
LSW-14 12TH AVE N
Existing sidewalk end to Vista
Way
Construct curb, gutter, 5' sidewalk to design
standards $1,810,000 Low
LSW-15 12TH AVE NW
southern City limits to 238th
St SW
Construct curb, gutter, 5' sidewalk to design
standards $2,830,000 Low
LSW-23 8TH AVE S 14th St SW to Elm St
Construct curb, gutter, 5' sidewalk to design
standards $1,900,000 Low
LSW-24 95TH PL W 224th St SW to 220th St SW
Build curb, gutter, 7' sidewalk to design
standards $2,240,000 Low
LSW-26 96TH PL W 239th St SW to 234th St SW
Build curb, gutter, 5' sidewalk to design
standards $2,810,000 Low
SSW-03 234TH ST SW 97th Pl W to 96th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $860,000 Low
SSW-05 97TH AVE W 239th St SW to 240th St SW
Build curb, gutter, 5' sidewalk to design
standards $950,000 Low
LSW-12 PARADISE LN SR 104 to 7th Ave S
Construct curb, gutter, 5' sidewalk to design
standards $2,390,000 Low
LSW-02 72ND AVE W
Olympic View Drive to 176th
St SW
Construct curb, gutter, 5' sidewalk to design
standards $4,200,000 Low
LSW-09 192ND ST SW 88th Ave W to 86th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $1,010,000 Low
LSW-06 191ST ST SW 80th Ave W to 76th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $1,970,000 Low
LSW-16 188TH ST SW 92nd Ave W to 88th Ave W
Construct curb, gutter, 5' sidewalk to design
standards $1,500,000 Low
SSW-06 92ND AVE W 218th St SW to 216th St SW
Construct curb, gutter, 5' sidewalk to design
standards $950,000 Low
SSW-09 84TH AVE W 186th St SW to 188th St SW
Construct curb, gutter, 5' sidewalk to design
standards $970,000 Low
LSW-03 ANDOVER ST
184th ST SW to Olympic
View Drive
Construct curb, gutter, 5' sidewalk to design
standards $2,200,000 Low
LSW-08 92ND AVE W 189th Pl SW to 187th St SW
Construct curb, gutter, 5' sidewalk to design
standards $1,160,000 Low
LSW-35 190TH PL SW
Olympic View Drive to 94th
Ave W
Construct curb, gutter, 5' sidewalk to design
standards $1,120,000 Low
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Figure 2-8 Active Transportation Projects
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In addition to transportation capital and maintenance projects, several planning studies are
recommended to update ADA accessibility, improve safety, and conduct corridor specific active
transportation planning. The full list of recommended studies is summarized in Table 2-6.
Table 2-6 Transportation Planning Studies
Study Name Description Project Cost
(2024 $)
Citywide ADA Transition Plan Complete a compliance evaluation of all existing ADA curb ramps, as
well as long range plan on how to address all identified deficiencies.
$150,000
Pavement Rating Study Analyze the pavement condition of all arterial, collector, and local
streets to determine the stretches to be repaved as part of future
annual overlays.
$45,000 (every 3
years)
Safety Plan Update Update the City’s Safety Plan, identifying all high accident locations
through the City and establish of priority project ranking based on set
of criteria.
$250,000
Olympic View Drive Active
Transportation Feasibility Study
Complete a feasibility study to identify preferred active transportation
improvements along Olympic View Drive and develop initial design
and cost estimates.
$150,000
196th Street Active Transportation
Feasibility Study
Complete a feasibility study to identify preferred active transportation
(pedestrian and bicycle) improvements along 196th Street and
develop initial design and cost estimates.
$150,000
SR 104 Overpass Feasibility Study Conduct study for new Interurban Trail connection with bridge over
SR 104
$400,000
Transportation Plan Update Update Transportation Master Plan Document every 8-9 years $450,000
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2.5. Technology Considerations
Advances in technology impact the short and long-term use of the transportation system and its
users. The following sections describe technologies emerging or being considered in Edmonds
and the region.
Transportation System Management and Operations (TSMO)
Transportation System Management and Operations (TSMO) is an integrated approach to
optimize the performance of existing infrastructure by implementing multimodal, intermodal, and
often cross-jurisdictional systems, services, and projects. TSMO seeks to operate the existing
transportation system as safely and efficiently as possible, often maintaining or even regaining
previous capacity levels and improving safety performance levels. In practice, TSMO is applied
on a corridor or in a region as a series of operational strategies. Corridor strategies instead of
just intersection improvements.
Electric Vehicles
As the use of electric vehicles (EVs) continues to grow within transportation systems, it
becomes essential to establish an accessible EV charging infrastructure. Currently, charging
infrastructure in the city is provided at several private business locations. City-owned properties
and right of way are not currently equipped with public charging systems for electric vehicles.
The City may evaluate the benefits of entering a public private partnership to provide charging
systems on City property if electric vehicle charging stations are desired by the community in
the future.
E-Bikes / E-Scooters
E-bikes and E-scooters are electricity-assisted bicycles and scooters. Availability, diversity of
types of e-bikes/scooters, and use of e-bikes/scooters has been increasing in recent years
removing barriers and expanding transportation options for road users. Increased use of e-
bikes/e-scooters will likely result in the need for increased bike facilities and infrastructure
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3. Goals and Policies
These initiatives seek to preserve Edmonds's unique story and character, while fostering
economic resilience, and enhancing the City’s livability. Prioritizing equitable investments in
infrastructure and programs that contribute to vibrant neighborhoods, environmental protection,
and transparent governance.
The following goals and policies are registered to match the GMA & VISION 2050 requirements:
Goal T- 1 Create a complete and connected system that offers efficient
transportation options to implement the regional transportation plan.
Policy 1.1 Provide a safe, comfortable, and convenient travel experience for all users and the
movement of freight and goods.
Policy 1.2 Focus on transportation system management investments that increase efficiency while
meeting existing and future demand and capacity.
Policy 1.3 Focus new development in activity centers with pedestrian access to transit and prioritize
connectivity to transit nodes that provide important connections to regional destinations.
Policy 1.4 New and existing streets should form a well-connected network that provides for safe,
direct, and convenient access for automobiles, bicycles, and pedestrians. Prioritize
transportation investments that reinforce the City's vision of developing near transit-
oriented areas, consistent with the regional growth strategy.
Policy 1.5 Build a transportation system that enhances the City's land use vision to prioritize
multimodal investments in activity centers and transit stations.
Policy 1.6 Encourage active transportation by providing safe facilities for bicycles and pedestrians.
Policy 1.7 Encourage collaboration across departments to develop a network of walking paths
throughout the city. This network could include, but not be limited to signed loop trails in
neighborhoods, park-to-parks walking paths, and theme-related walks.
Policy 1.8 Provide bicycle lanes where feasible to encourage the use of bicycles for transportation
and recreation purposes. Sharrows can be provided on lower volume roadways to create
motorist awareness.
Policy 1.9 Where feasible, design all streets as complete streets that serve vehicular, transit,
pedestrian, and bicycle travel according to City ordinance 3842.
Policy 1.10 Maximize efficiencies of existing transportation facilities through Transportation Demand
Management; Encouraging occupants of new development to use existing sidewalk,
bicycle, and transit facilities; and Supporting technologies that improve the efficienc y of
travel, including signal improvements and changeable message signs.
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Goal T-2 Participate in land use and transportation planning with Puget Sound
Regional Council, Snohomish County, and surrounding jurisdictions to
support and promote the Regional Growth Strategy in Vision 2050.
Policy 2.1 Partner with other entities to create a logical system that integrates within the
regional transportation network and supports the regional growth strategy.
Policy 2.2 Coordinate planning, construction, maintenance, and operation of transportation facilities
and programs with the State, counties, neighboring cities, Puget Sound Regional Council,
Community Transit, Sound Transit, and other entities to ensure critical infrastructure is in
place to respond to both natural and human-caused disasters.
Policy 2.3 Position Edmonds to respond to technical innovations, such as electric vehicles,
autonomous vehicles, and other personal mobility devices. Coordinate with regional and
private entities to accommodate these modes of transportation that have the potential to
provide increased mobility and environmental benefits.
Policy 2.4 Work with transit providers to serve designated activity centers with appropriate levels of
transit service. Transit stops should be properly located throughout the activity center
and designed to serve local community and activity patterns and significant
concentrations of employment.
Goal T-3 Support and enforce traffic laws that are designed to provide safety for
vulnerable users, including people walking, biking, riding transit, and people with
mobility challenges.
Policy 3.1 Support the transportation needs of traditionally underserved neighborhoods and
vulnerable populations through investment in equitable modes of transportation in
addition to potential catch-up investment for areas in need, as necessary.
Policy 3.2 Design walking paths for use by people of all ages, abilities, and mobility levels.
Improvements to walking paths and curb cuts should meet the requirements of ADA.
Goal T-4 Develop the City's transportation system to serve existing and future land
uses and promote economic growth.
Policy 4.1 Encourage the efficient movement of people and goods through an effective and inter-
connected transportation network that includes collector and arterial streets, trails, bike
paths, public transit, and other transportation facilities.
Policy 4.2 Support a multimodal transportation system that links air, ferry, rail, bus, auto, freight, and
non-motorized travel providing access to regional transportation systems while ensuring
the quality, safety, and integrity of local commercial districts and residential
neighborhoods.
Policy 4.3 The City should work with WSDOT, BNSF, Amtrak, Sound Transit, Community Transit,
and local walking and biking advocacy groups to locate and design a multi-modal
transportation center and terminal to serve the City's needs with the following elements:
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a.) Ferry terminal that meets the operational requirements to accommodate forecast
ridership demand and that provides proper separation of automobile, bicycle, and
walk-on passenger loading
b.) Train station that meets intercity passenger service and commuter rail loading
requirements, and provides the requisite amenities, such as waiting areas, storage,
and bicycle lockers
c.) Transit center with connections to major regional destinations
d.) Linkage between stations/terminals that meets the operational and safety
requirements of each mode, including a link between the multi-modal station
terminal and to the business/commerce center in downtown Edmonds
e.) Safety features that include better separation between train traffic and other
modes of travel, particularly vehicle and passenger ferry traffic as well as the public;
and
f.) Overall facility design that minimizes the impact to the natural environment,
particularly the adjacent marshes.
Goal T-5 Minimize the adverse impacts of transportation facility improvements on
the natural environment both in established neighborhoods and undeveloped areas.
Policy 5.1 Support transportation investments that advance alternatives to driving alone as a
measure to reduce greenhouse gas emissions and in turn reduce the effect of
citywide transportation on global climate change.
Policy 5.2 Design streets with the minimum pavement areas needed and utilize innovative and
sustainable materials, where feasible, and redesign existing streets to reduce
impervious surfaces and storm water pollution. Wherever feasible, culverts under
streets should be reconstructed or removed to improve fish passage.
Policy 5.3. Include analyses of geological, topographical, and hydrological conditions, as well
as impacts to human health and safety in the planning, design, and construction of
transportation facilities.
Goal T-6 Pursuant to the Growth Management Act, maintain an inventory of the
City's transportation facilities and establish appropriate Level of Service Guidelines and
Standards.
Policy 6.1 The Transportation Element shall include mapped inventories of all major
transportation modal networks, including automobile, transit and freight vehicles;
sidewalks, bikeways, and multiuse trails; and airports, railroads, shipping terminals,
and vehicle and passenger ferry routes.
Policy 6.2 Roadway Level of Service (LOS) Standards for City of Edmonds Streets:
• Arterials = LOS D or better
• Collectors = LOS C or better
• State Highways of Regional Significance (PSRC):
o SR 524; SR 99 north of SR 104 = LOS E or better
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• State Highways of Statewide Significance (WSDOT):
o SR 104; SR 99 south of SR 104 = LOS D or better
o Not subject to City concurrency regulations, but City will identify
locations where LOS D is not being met.
Pedestrian Level of Service (LOS) Standards
o Green = Complete Pedestrian Network Facility
o Yellow = Partial or Incomplete Pedestrian Network Facility
o Red = Missing Pedestrian Network Facility
Bicycle Level of Service (LOS) Standards
o Green = Complete Bicycle Network Facility
o Yellow = Partial or Incomplete Bicycle Network Facility
o Red = Missing Bicycle Network Facility
Policy 6.3 Adopt and implement a multimodal transportation concurrency management program
based on the level of service standard measurements for intersections, public transit,
walkways, and bikeways.
• Provide additional transportation facility capacity only when existing facilities are used
to their maximum level of efficiency, consistent with adopted LOS standards.
• Work with PSRC travel demand forecasts to identify state, regional, and local
multimodal transportation system improvements deemed necessary to accommodate
growth while improving safety and human health.
Policy 6.4 Keep roadways operating in safe condition by taking steps to secure roadway funding
from a variety of sources to maintain, rehabilitate, or replace roadways. Edmonds will
work with its partners to understand street maintenance and rehabilitation needs.
Prioritize roadway preservation projects and consider the long-term maintenance costs of
new capacity as part of the upfront cost of development.
Goal T-7 Establish infrastructure planning and financing strategies with other
agencies to ensure that these plans are consistent with the regional
mobility goals and land use plans.
Policy 7.1 Finance the six-year Transportation Improvement Program (TIP) within the City's financial
capacity to achieve a balance between available revenue and expenditures related to
transportation facilities.
Policy 7.2 Pursue and implement alternative and innovative transportation financing methods, such
as transportation benefit districts, variable-demand parking management pricing, user
fees, and other potential options to support ongoing maintenance, preservation, and
operation of the City’s transportation system.
Policy 7.3 Develop a 20-year finance plan that balances transportation improvement needs, costs,
and revenues available for all modes to assist in updating the Transportation Impact Fee
(TIF) program and the annual adoption of the Six-Year Transportation Improvement
Program (TIP).
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Policy 7.4 If projected funding is inadequate to finance needed transportation facilities, based on
adopted level of service (LOS) standards and forecasted growth, the City should explore
one or more of the following options:
o Lower the LOS standard
o Change the Land Use Plan
o Increase the amount of revenue from existing sources; or
o Adopt new sources of revenue
Policy 7.5 Identify funding strategies with other agencies to ensure progress on future shared-
jurisdiction projects to provide a safe and comfortable travel experience for all users .
Goal T-8 Integrate traffic calming to reduce congestion, improve safety, support
downtown, enhance neighborhoods, improve emergency access and
maintain a pedestrian-friendly environment.
Policy 8.1 Design street improvements to encourage downtown traffic circulation to flow in and
around commercial blocks, promoting customer convenience and reducing congestion.
Separate through-traffic from local traffic circulation to encourage and support customer
access.
Policy 8.2 Encourage landscaping along residential streets to preserve existing trees and
vegetation, increase open spaces, and decrease impervious surfaces. Landscaping may
be utilized to provide visual and physical barriers but should be carefully designed not to
interfere with motorists’ sight distance and traffic, pedestrian, bicycle, and wheelchair
safety. Landscaping improvements should take maintenance requirements into
consideration.
Policy 8.3 Encourage underground placements of utilities when existing roadways are improved.
Policy 8.4 Encourage placement of underground conduit for future installation of fiber optic cable as
roadways are built or improved.
Policy 8.5 Convert private streets to public streets only when:
o The City Council has determined that a public benefit would result.
o The street has been improved to the appropriate City public street standard.
o The City Engineer has determined that conversion will have minimal effect on the
City’s Street maintenance budget.
o In the case that the conversion is initiated by the owner(s) of the road, that the
owner(s) finances the survey and legal work required for the conversion.
Policy 8.6 Improve emergency service access to the waterfront, especially to the west side of train
tracks when there is a train crossing.
Policy 8.7 Design street improvements to enhance the safe and efficient movement of all modes of
transportation. Incorporate traffic calming measures where appropriate to further enhance
those conditions
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Goal T-9 Expand local and regional transit options, ensuring reliable, accessible,
and safe service, and connecting neighborhoods to key destinations to
meet diverse community needs.
Policy 9.1 Explore future funding for a city-based circulator bus that provides local shuttle service
between neighborhoods (Firdale Village, Perrinville, Five Corners, Westgate) and
downtown.
Policy 9.2 Encourage the provision of a bus rapid transit system or other high-capacity frequent
transit service along SR 104.
Policy 9.3 Work with transit providers to ensure that transit service within the city is:
o Convenient and flexible to meet community and user needs
o Dependable, affordable, and maintains regular schedules.
o Provides adequate service during evening hours, weekends, and holidays; and
o Comfortable and safe for all users.
Goal T-10 Promote efficient, sustainable parking solutions that support development
in all centers and hubs and encourage multimodal access.
Policy 10.1 Carefully review parking requirements for downtown development proposals both for
autos and bikes to promote development while still ensuring adequate balance between
parking supply and demand.
Policy 10.2 Encourage underground parking as part of new development.
Goal T-11 Prioritizes pedestrian and cyclist safety, support community access to
centers and hubs, all key destinations integrating with regional systems.
Policy 11.1 Leverage funding opportunities and the City’s right of way to complete the arterial and
collector walking path system according to the following priority list:
o Arterial and collector roadways without walking paths or shoulders on which
transit service is provided
o Arterial and collector roadways without walking paths or shoulders on which
transit service is not provided
o Arterial and collector roadways with shoulders too narrow or in or poor walking
condition for pedestrians
o Arterial and collector roadways with adequate shoulders for pedestrians but
without walking paths
o The remainder of the arterial roadway system (e.g. roads with walking paths
along one side, or roads with walking paths in disrepair)
Policy 11.2 Locate walking paths and bicycle facilities to facilitate community access to parks,
schools, neighborhoods, shopping centers and transit facilities/stops.
Policy 11.3 Place highest priority on pedestrian safety in areas frequented by children, such as near
schools, parks, and playgrounds. Provide walking paths in these areas at every
opportunity.
Policy 11.4 Maintain existing public walking paths.
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Policy 11.5 Place highest priority for improvements to bicycle facilities and installation of bike racks
and lockers near schools, commercial districts, multi-family residences, recreation areas,
and transit facilities.
Policy 11.6 Provide safe bicycle connections to existing bicycle facilities in adjacent jurisdictions
Goal T-12 Ensure transportation infrastructure keeps pace with development and
promotes sustainable mobility by integrating electric vehicle support and
mitigating traffic impacts through timely improvements.
Policy 12.1 Ensure city transportation facilities and services are provided concurrent with new
development or redevelopment to mitigate impacts created from such development.
Road improvements may be provided at the time of or within 6 years of development.
Policy 12.2 Encourage and promote the use of electric vehicles as they are developed in all
automobiles, truck, and commercial vehicle classes. Encourage the use of such vehicles
in a way that conditions are safe and don’t impede traffic flow. Provide for a broad rang e
of electric charging opportunities at public and private parking venues throughout the city,
including standards for new developments that provide parking facilities.
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4. Plan Implementation
The list of transportation improvement projects must be funded and implemented to meet
existing and future travel demands in and around the City of Edmonds. Estimated project costs
and future revenues are presented and options to fund the projects are described in this section.
Implementation strategies are discussed and include items such as coordination with WSDOT,
Snohomish County, and Puget Sound Regional Council (PSRC) to prioritize and fund regional
improvements. The implementation plan sets up the framework for the City to prioritize and fund
the improvements identified in the transportation plan.
The GMA requires the Transportation Element of the Comprehensive Plan to include a multi-
year financing plan based on the identified improvement needs in the transportation systems
plan. The financing plan is to be the basis in developing the required six-year Transportation
Improvement Program (TIP). If probable funding is less than the identified needs, then the
transportation financing program must also include a discussion of how additional funding will
be raised or how land use assumptions will be reassessed to assure that level of service
standards will be met. Alternatively, the city can adjust its level of service standards.
A summary of costs for capital improvement projects and citywide maintenance and operation
programs are presented. The capital project and maintenance and operations program costs
are compared to estimated revenues from existing sources used by the City to fund
transportation improvements. Other potential funding sources to help reduce the projected
shortfall are described. Lastly, a summary of a reassessment strategy for the city to use for
reviewing transportation funding in the context of the overall Comprehensive Plan is also
included.
4.1. Project and Programs Cost Estimates
Table 4-1 summarizes the costs of the recommended transportation improvement projects and
programs. These cover City of Edmonds capital improvements, maintenance and operations.
The costs are summarized for the life of the Plan. Improvements under the responsibility of
WSDOT or Snohomish County are not included in the summary table. However, the city may
choose to include a share of the costs of WSDOT improvements in its transportation impact fee
or other funding options.
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Table 4-1 Transportation Project and Program Costs (2024 – 2044)
Improvement Type (2024-2044) Total
Costs1 Percent of Total Costs
Transportation Capital Projects2
Roadway $291,850,000 47.3%
Multi Use Path $111,070,000 18.0%
Intersection $24,710,000 4.0%
Sidewalk - Long $106,980,000 17.3%
Sidewalk - Short $8,500,000.00 1.4%
Bike Lanes $18,120,000 2.9%
Pavement Preservation $56,000,000 9.1%
Subtotal Capital Projects $617,230,000 100%
Transportation Maintenance & Operations (M & O) Programs
General Maintenance & Operations $47,800,000 100%
Subtotal M & O Programs $47,800,000 100%
Total Costs $665,030,000
1. All costs in 2024 dollars, rounded to $1,000
2. Does not include other agency improvements
Planning-level cost estimates were developed for the capital improvements and presented in the
Forecast and Evaluation Chapter. The planning estimates were prepared based upon average
unit costs for transportation projects within the region. Planning-level costs were developed with
the assumption that costs would include associated storm water development requirements,
property acquisition, wetland mitigation, and utility extensions and/or upgrades, based upon
historic costs for those items. More detailed cost estimates will need to be prepared as the
projects are closer to design and construction. Future design studies will identify specific
property impacts and options to reduce costs and impacts on properties.
The estimated capital cost of the Transportation Plan is approximately $617 million (in 2024
dollars). Approximately 39 percent of the capital costs are associated with the various SR 99
revitalization stages. Sidewalk and multiuse path projects each account for approximately 18
percent of the capital costs, while pavement preservation needs are about 9 percent of the total
cost, with the remaining 15 percent consisting of additional roadway, intersection and bike lane
improvements.
A Pavement Rating Study was completed in 2018, identifying the Pavement Condition Index
(PCI) rating as 71. In order to maintain this PCI rating, the study indicated that the annual
overlay budget should be approximately $2.6 Million. Since the average annual funding for this
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program between 2018 and 2022 was only $1.9 Million ($700,000 below that necessary
amount), the PCI rating dropped to 66 (based on Pavement Rating Study completed in 2022).
The study then indicated that the annual budget needs to be approximately $2.8 Million in order
to maintain this PCI rating. Another pavement rating study will be completed in 2025.
Maintenance and operations costs were projected based on historic expenditures from 2022
through the 2024 budget. Maintenance and operations costs cover general administration,
roadway and storm drainage maintenance, street lighting, traffic signal and street signs, street
sweeping, and other miscellaneous safety improvement programs. To reduce the need for
extensive capital reconstruction projects, the maintenance and operations program to preserve
the existing street system is estimated to be approximately $48 million of the total $665 million
Transportation Plan cost.
4.2. Funding Analysis with Existing Revenue Sources
The City has historically used tax revenues, developer fees, and grants to construct and
maintain their transportation facilities. In 2008, Edmonds City Council amended the Edmonds
City Code to enact a new Chapter 3.65, the Edmonds Transportation Benefit District (TBD). The
Edmonds TBD boundary is coextensive with the boundary of the City of Edmonds. In 2023, City
Council voted to increase the collection amount to $40 per vehicle tax as provided by RCW
82.80.140. The TBD funds are for preservation, maintenance and operation funds only. The
TBD was set to automatically dissolve after 18 years (2026), unless extended. The financial
forecast within the Edmonds Transportation Master Plan assumes the continued collection of
TBD fees based on the updated $40 fee over the 20-year plan period (to 2044). The description
of this and other available funding sources and projected revenues are listed in Table 4-2.
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Table 4-2 2024-2044 Transportation Revenues
Revenue Source Total Revenues Percent of Total Revenues
Transportation Capital Revenues
Grant Funds $103,960,000 66.1%
GMA Fees/(TIF)1 $8,050,000 5.1%
State Gas Tax $2,860,000 1.8%
General Fund $2,860,000 1.8%
REET (Fund 125 & 126) $36,760,000 23.4%
Other (Stormwater, sewer, water, etc.) $2,720,000 1.7%
Subtotal Capital Revenues $157,210,000 100%
Transportation M & O Revenues
Transportation Benefit District2 $25,600,000 54.0%
Motor Vehicle Fuel Tax $12,880,000 27.2%
General Funds $8,160,000 17.2%
Other $800,000 1.7%
Subtotal M & O Revenues $47,440,000 100%
Total Revenues $204,650,000
1. Assumes a 25% increase in TIF collection rate based on expected TIF rate increase as part of updated transportation plan
2. Assumes $40 collection per vehicle fee based on 2023 City Council approval through the 20-year plan
Revenue projections were estimated based upon the City’s 2024 budget, 3-years of historical
revenues, and an assumed 25 percent increase to the adopted impact fee program. Based on
recent historical data, it is estimated that revenues would be approximately $204.7 million during
the 20-year period, of which approximately 76 percent would be dedicated for capital
improvements, while the remaining 24 percent would be for maintenance and operations
programs.
Of the approximately $157 million in revenues dedicated for capital improvements, grant funds
are assumed to generate approximately 66 percent of revenue. Real-estate excise taxes
(REET) are estimated to account for about 23 percent of capital funds. Impact fees, state gas
taxes and water, stormwater, sewer fees are estimated to generate the remaining capital
revenue.
Approximately $47.7 million in revenues dedicated for maintenance and operations programs
are anticipated over 20 years. The funding forecast assumes the continued collection of
Transportation Benefit District revenues beyond its current 2026 end date and is expected to
generate approximately $25.6 million by 2044.
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Developer Transportation Funding
The city uses several programs to help offset the increased traffic impacts of new development
or redevelopment. These include construction of frontage improvements such as curb, gutter,
and sidewalks, with or without dedication of right-of-way, and new roadways needed to serve
the development. The City is also required to review the potential transportation impacts of
development and define appropriate mitigation under the State Environmental Policy Act
(SEPA) and GMA concurrency requirements. In addition, the City previously adopted a
Transportation Impact Fee program as allowed for by the GMA to help fund growth-related
transportation system improvements.
Transportation Impact Fees
The GMA allows agencies to develop and implement a Transportation Impact Fee (TIF)
program to help fund part of the costs of transportation facilities needed to accommodate
growth. State law (RCW 82.02) requires that TIF programs are:
• Related to improvements to serve new growth and not existing deficiencies;
• Assessed proportional to the impact of new developments;
• Allocated for improvements that reasonably benefit new development, and;
• Spent on facilities identified in the adopted Capital Facilities Plan.
TIFs can only be used to help fund improvements that are needed to serve new growth. The
cost of projects needed to resolve existing deficiencies cannot be included.
The TIF program must allow developers to receive credits if they are required to construct all or
a portion of system improvements to the extent that the required improvements were included in
the TIF calculation. The city is in the process of updating its existing program based on the
updated Transportation Plan.
Other Developer Mitigation and Requirements
The City has adopted specific development-related requirements which will help fund the
identified improvements. These include requirements for frontage improvements, mitigation of
transportation impacts under SEPA, and concurrency requirements. The City requires
developments to fund and construct certain roadway improvements as part of their projects.
These typically include reconstructing abutting streets to meet the City’s current design
standards. These improvements can include widening of pavement, drainage improvements,
and construction of curb, gutter, and sidewalks.
Several of the projects identified in the Transportation Plan could be partially funded and
constructed as part of new developments. As noted above, to the extent that costs of a
transportation improvement are included in the TIF then credits must be provided. If
improvements to an abutting local street are not included in the TIF, then credits against the TIF
would not be required or allowed.
The city also evaluates impacts of development projects under SEPA. The SEPA review may
identify adverse transportation impacts that require mitigation beyond payment of the TIF.
These could include impacts related to safety, traffic operations, active transportation, or other
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transportation issues. The needed improvements may or may not be identified as specific
projects in the Plan. If the required improvements are included in the TIF program, then the City
must provide credits to the extent that the costs are included in the project list and impact fee
calculations.
The city also requires an evaluation of transportation concurrency for development projects. The
concurrency evaluation is intended to identify project impacts that will cause City facilities to
operate below the City’s level of service standard. To resolve such a deficiency, the applicant
can propose to fund and/or construct improvements to provide an adequate level of service.
Alternatively, the applicant can wait for the City, or another agency or developer to fund
improvements to resolve the deficiency. According to the GMA, the City must deny any
proposal that will cause the level of service for transportation facilities to decline below the
adopted standard unless a financial commitment is in place to complete measures to achieve
the LOS standard within six years. (RCW 36.70A.070(6)(b).
Grants
Over the past several years the city has had significant success in securing grants for
transportation improvements. Grant funding is typically tied to specific improvement projects and
distributed on a competitive basis, often with a local funding match.
4.3. Forecasted Revenue Shortfall
Table 4-3 summarizes the City’s proposed transportation financing strategy for the
approximately $633 million City portion of the capital improvement costs as well as the $48
million in maintenance, operations, and program expenditures. The Plan results in a shortfall of
approximately $474 million. This assumes that the level of grants and developer commitments
will be generated as estimated in the Transportation Plan. The deficit could be greater if the
level of development or the level of grant funding is less than forecast. The former would be
offset by a reduced need for transportation improvements to accommodate growth. If the City is
more successful in obtaining grants or other outside funding for projects, then the potential
deficit could be reduced, as discussed in the next section.
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Table 4-3 Forecasted Revenues and Costs
Revenue Source1 Total (2024–2044)
Transportation Capital Revenues $157,210,000
Total Capital Project Costs $617,230,000
Capital Estimated Shortfall ($460,020,000)
Transportation M&O Revenues $47,440,000
Transportation M&O Costs $47,800,000
M & O Estimated Shortfall ($360,000)
Total Estimated Shortfall ($460,380,000)
1. All revenues in 2024 dollars
2. Does not include other agency improvements
Capital Revenue Shortfall
The approximately $460 million shortfall in funding would largely affect the ability of the city to
fund all the identified capital improvement projects during the planning period.
Maintenance and Operations Revenue Shortfall
The financial forecast shows an estimated $360,000 shortfall in funding for the 20-year
maintenance and operations program needs. This assumes the continued collection of
transportation benefit district fees throughout the life of the plan. General citywide maintenance
and operations programs are expected to approximately balance with forecasted revenues over
the life of the plan; however, the city will review and adjust the maintenance and operation
programs on an annual basis to balance with anticipated dedicated revenues.
4.4. Potential Options to Balance the Plan
Delaying Improvement Projects
The City will not likely be able to fund lower priority projects within the 20-year horizon without
additional funding sources. Some of these projects may be funded through impact fees and/or
frontage improvement requirements as development (or re-development occurs). As
developments occur in these areas the city may require project-specific facility improvements
including SEPA mitigation measures, as appropriate. The city also may identify other programs
or opportunities to partially or fully fund some of these improvements.
Additional Grants and Other Agency Funding
As discussed above, the transportation financing analysis estimates that the city may receive
approximately $104 million in grant funding over the life of the Plan. If the City is able to pursue
and receive grants at a higher rate, shortfalls may be less than projected.
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Tax Increment Financing
Washington State allows cities to create “increment areas” that allows for the financing of public
improvements, including transportation projects within the area by using increased future
revenues from local property taxes generated within the area. The specific rules and
requirements are noted in the Community Revitalization Financing (CRF) Act.
The Local Infrastructure Financing Tool (LIFT) program is a potential tool for the City to pursue.
Under this concept the annual increases in local sales/use taxes and property taxes can be
used to fund various public improvements.
The city may choose to further consider these types of funding programs in the future as part of
its annual budget and six-year Transportation Improvement Program (TIP) processes.
Voter Approved Bond/Tax Package (Levy)
Bonds do not result in additional revenue unless coupled with a revenue generating mechanism,
such as a voter approved tax. The debt service on the bonds results in increased costs which
can be paid with the additional tax revenues. Although the city does not anticipate issuing bonds
in the near future, it remains an option for generating additional transportation revenues to fund
some of the higher cost improvement projects.
Local Improvement Districts
A local improvement district (LID) is a special assessment area established by a jurisdiction to
help fund specific improvements that would benefit properties within the district. LIDs could be
formed to construct sidewalks, upgrade streets, improve drainage or other similar types of
projects. A LID may be in residential, commercial, or industrial areas or combinations depending
on the needs and benefits. LIDs can be proposed either by the city or by property owners. LIDs
must be formed by a specific process which establishes the improvements, their costs, and
assessments. The assessments are added to the property tax which helps to spread the costs
over time.
4.5. Reassessment Strategy
Although the financing summary identifies the potential for a total revenue shortfall of
approximately $460 million (in 2024 dollars) over the life of the Plan, the city is committed to
reassessing transportation needs and funding sources each year as part of its six-year
Transportation Improvement Program (TIP). This allows the city to match the financing program
with the short-term improvement projects and funding. To implement the Transportation Plan,
the city will consider the following principals in its transportation funding program:
• Balance improvement costs with available revenues as part of the annual six-year
Transportation Improvement Program (TIP) for the first three years of project
expenditures (years 4-6 will remain ‘unconstrained’);
• Review project design standards to determine whether costs could be reduced through
reasonable changes in scope or deviations from design standards;
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City of Edmonds
Transportation Master Plan - DRAFT November 2024
77
• Fund improvements or require developer improvements as they become necessary to
maintain LOS standards;
• Coordinate and partner with WSDOT, Snohomish County, and others to implement
improvements to SR 99, SR 104, and SR 524;
• Vigorously pursue grant funds from state and federal sources;
• Work with Snohomish County, and other neighboring agencies to develop multiagency
grant applications for projects that serve growth in the city and around the City;
• Review and update the TIF program regularly to account for the updated capital
improvement project list, revised project cost estimates, and annexations;
Some lower priority improvements may be deferred or removed from the Transportation Plan.
The city will use the annual update of the six-year Transportation Improvement Program (TIP) to
re-evaluate priorities and timing of projects and need for alternative funding programs.
Throughout the planning period, projects will be completed, and priorities revised. This will be
accomplished by annually reviewing traffic growth and the location and intensity of land use
growth in the city and its UGA. The city will then be able to consider how to direct funding to
areas that are most impacted by growth or to roadways that may be falling below the city’s level
of service standards. The development of the TIP will be an ongoing process over the life of the
Plan and will be reviewed and amended annually.
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Planning Board Agenda Item
Meeting Date: 12/4/2024
Review of Revised Draft Comprehensive Plan
Staff Lead: Mike Clugston
Department: Planning Division
Prepared By: Michael Clugston
Background/History
The City of Edmonds, like other cities in our region, is required by state law to adopt a revised
Comprehensive Plan by December 31, 2024. A comprehensive plan is a broad-level plan that has a 20-
year horizon and provides direction for meeting forecasted growth and other community needs, such as
for environment, land use, and housing. It is implemented through more specific development
regulations, budget, programs, partnerships, and other City activities.
Staff Recommendation
Recommend that City Council adopt the revised draft comprehensive plan
Narrative
Edmonds' comprehensive plan update process began more than two years ago and included various
community engagement activities, which led to the drafting of goals and policies and ultimately, a draft
plan. On October 3, 2024, the initial Draft Comprehensive Plan was published online and public
comments were invited. A summary was posted online of the submitted public comments, arranged by
relevant Comprehensive Plan element. (See attachment.)
Taking into account public comments, input from City Council and Planning Board, and other
information, a revised draft plan was developed and posted online on November 22, 2024. (See
attachment.) The revised draft:
o Incorporated the preferred alternative (growth strategy approved by the City Council on November
4);
o Moved language about the alternative growth actions (which preceded the preferred alternative)
out of the Land Use Element and summarized these alternatives elsewhere;
o Refined some policy language;
o Added several “high priority actions” recommended by the Planning Board into the body of the Land
Use Element and Housing Element;
o Added appendices to reflect background information and to identify two variations of potential
implementation actions.
To show key changes from the initial draft plan, a "strike-through" version was prepared for each
element. (See attachments.)
On November 25, the Planning Board began discussion of the revised transportation element, along with
the rest of the revised draft plan and the preliminary draft future land use map with accompanying table.
NOTE: Because the map and table needed further work, a revised version will be provided to the Board
soon and also posted on the City's website. (Minutes from the November 25 meeting are not yet
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available but a recording can be viewed at:
https://edmondswa.iqm2.com/Citizens/SplitView.aspx?Mode=Video&MeetingID=4776&Format=Agenda
.)
NEXT STEPS:
On December 3, the City Council will begin its review of the revised draft comprehensive plan.
On December 4, the Planning Board will continue its review and potentially make a recommendation
about the revised draft plan and future land use map , which will promptly be provided to the City
Council.
A final Environmental Impact Statement (EIS) is planned for issuance on December 4. It will include the
public comments and responses, along with any changes/additions to the Draft EIS. The Final EIS will be
posted online.
On December 10, the City Council will: (a) review highlights of the Final EIS at its special 5:30 pm
meeting; and (b) hold a public hearing on the revised draft comprehensive plan during the 7:00 pm
meeting. After the hearing, the Council may further discuss and provide any direction for next steps on
the revised draft plan;
On December 17, the City Council will review the draft plan and may direct any other changes. Adoption
of the comprehensive plan, with any changes, is scheduled to occur at that time. Adopting the plan
before the end of 2024 will enable the City to be in compliance with state law and stay eligible for grants.
Technical corrections to the final plan (such as for spelling and punctuation) may be performed before
the official publication is posted online. Then, the final 2024 Edmonds Comprehensive Plan will be
submitted, as required, to the state Department of Commerce and other agencies.
In early 2025, updates to the City's development regulations to implement the Plan--including items
required by recent state legislation--will begin. These regulatory updates must be adopted by June 31.
Attachments:
Plan.Comments.Summary
Revised.Draft.Plan
01_Introduction_Background_context_V2
02_Land Use Element_V2
03_Housing Element_V2
05_Climate Element_V2
04_Economic Development_V2
06_Culture,History & Urban Design_V2
07_Capital Facilities Element_V2
08_Utilities Element_V2
09_Transportation Element_Goals & Policies
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Land Use Email Comments
Having new obstructions like utility poles and unmaintained trees in view corridors reduced the citizens enjoyment of their property and can also
reduce property ~a~~-
Modify Policy LUl.9 to read "Find opportunities in creative placemaking to celebrate the Edmonds arts community, promote local
craftsmanship, and honor Edmonds' heritage." Add Policy LU-2.5 "Support efforts to update existing spaces to increase their use as gathering
places for residents, visitors, and businesses." -Out Museum redesign is working hard to support this general LU-2 goal.
!Adi ~_l_!cy LU-9j- "Find oeportunities to celebrate Edmonds' ma~time heritag~ - - _ --~ ~
!That overwhelmingly popular statement was mysteriously changed to a "charming" city. Replacing :small town feel" with "charming" transforms 1
I the entire focus of the vision statement I
IIAll area; of th; city-should p;;:ticipate in increasing all types of housing that is mandated by the-state. One or two neighb orhoods should not be ,
the sa~ificial l_am~ and wealthy neighborhoods are let off the density hook. _ _
RS 6 and 8 apparently have a different designation than RS 10 , 12, and 20. In the interest of equity, those two groups of single-family parcels
1 should be treated as one.
:This shift away trorn single family housing should not only transpire in eastern Edmonds, but in the bowl ;nd the view properties in western
f Edmonds. The wealthy residents of Edmonds should not get a pass
1
While the tree canopy should be maintained and increased in public spaces, there should be no ordinance implemented to impact individual
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property owners and the control of their own trees on their own property.
the comp plan calls out for equity and distributive growth but it does little to talk about the fact that the bowl area has very expensive land and
I has many blocks and blocks of existing condos and apartments. Further development in these areas will require even more infrastructure
[
spending in the bowl. How is that Equitable, and how can that housing achieve the goals of affordable
housing?
I would like for the Comp Plan to have a more vigorous section about trees, especially mainJ~.!:l_ing the ~nes we have
11 would suggest that the city of Edmonds work with area artists to design signs reminding residents to be part of the solution by saving energy in
lvario~s ways. _ _ 1
the environment is missing AND it is hard to see the updating of the 2020 Comprehensive plan. As an example, state framework goals in the 2020 J
Comp plan are these very important element:
•Natural resource industries - Maintain and enhance natural resource-based Industries, Including productive timber, agricultural, and fisheries
Industries. Encourage the conservation of productive forest lands and productive agricultural lands, and discourage incompatible uses.
• Open space and recreation - Encourage the retention of open space and development of recreational opportunities.conserve fish and wildlife
habitat, increase access to natural resource lands and water, and develop parks.
• Environment - Protect the environment and enhance the state's high quality of life, Including air and water quality, and the availability of water.
I Policy LU 20.1 should be redrafted as follows: I
"Designate and protect critical areas using the best available science (BAS), in developing policies and regulations that protect the functions and
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values of critical areas pursuant to RCW 36.70A.172 and include the use of the latest [and] long-range climate change and sea level rise
pro jections." _
Also adopt these additional policies:
Future Property Protections:
Develop and apply a Critical Area Overlay Plan Designation and Zone to clearly show the property specific location of the identified critical area.
Notify all property owners with identified critical areas and the application of the Critical Area Overlay
I . . Plan Deslgnatlon and Zone.
I Areas that have steep slopes and are in major stream drainage ways should already be OPEN SPACE and this open space should be protected,
[ as much as possible, from damage from human traffic '
!The Highway Sub-Area plan IS so complex and well vetted that it should be an appendices as should the Westgate Master Plan. There is no
I mention of the GHG Centric CAP on this page. I incll!._~e the outlet_from the marsh to Puget Sound in th; 2024 Comprehensive Plan
Removal of Policy LU-22.3
Policy LU-22.3, which encourages managed recharge projects, is potentially hazardous and should not be permitted within CARAs.Studies
indicate a strong association between wat_er reuse practices and PFAS contamination in groundwater across various communities.
cr~te a defined Transit Oriented Hub within 0.25 mile walking distance of the intersection o~ Highway 9~ and 238th Street SW.
iGoal LU-12 seeks to "Enable Hwy -99 Subarea's transition to a mixed-use walkable environment", while Policy LU-12.1 seeks to "Leverage the
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pro ximity of the light rail station when proposing changes to land us or encouraging a diverse mix of uses. Prioritize developments that
complement transit access, station area's vibrancy and connectivity".
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I Integrating into the Comprehensive Plan the goals outline in Vision 2050, which is the Puget Sound Regional Councils mandate to create "High-
' capacity transit station areas within½ a mile of existing or planned light rail and streetcar stations, commuter rail stations, ferry terminals, and
I within¼ mile of all bus rapid transit stations
There needs to be a transition zone here between low single-family homes and high building heights that would be allowed in Westgate. I
I South ballinger hub - This is predominantly residential neighborhood with no sidewalks. Increased traffic at this site in addition to the church and
I other businesses located there will dangerous. In addition, a small business has just gone into this location and I hate to see them be pushed out
[for this reason.
I Concerns about allowing development on critical areas _
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- ! Land Use Element _s:;omments
, Support for Plan B, Distributed Growth. We need to create as many options as_p9ssible tor growtn and ~ousing.
While I understand the need for the City of Edmonds to comply with the state of Washington's Comprehensive Plan, I firmly believe the direction I
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in which this plan is going is not in the best of interest for all communities involved. Certain neighborhoods are simply not appropriate for the kind
1
of high density the city has proposed. Specifically, Five Corners, which is a small and fragile area. The locations for which both Plan A and Bare
1 proposed is too small to be developed in this way. The proposal for construction of these units also poses certain practical risks to the safety of ,
I a) children who must walk through the area to reach schools and b) vehicles, especially emergency vehicles, that use the area as an approach to I
, the all-important Swedish Hospital complex. I
1 I also believe the City has not thoroughly thought through the practical and financial implications of having to accommodate the increase in the 1
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school population with the number of new families for which they are planning to build the new housing.
In addition, the existing infrastructure will not sustain the increase in traffic in the area, and widening the roads leading to and from the new I
housing would amount to a practical and financial nightmare for a city already millions in debt. Also, the planned 1 parking space per unit cannot
possibly fulfill the needs of that planned new community. These several-story buildings would necessitate an underground garage, the \
construction of which could cause further environmental damage.
Therefore, I would respectfully submit that areas in the City of Edmonds other than Five Corners would be far more appropriate in which to locate I'
l new high density construction. _ -· _ _ .
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The city PROS plan says the city will "Pursue expansion of the Edmonds Marsh/Estuary to include the Unocal property. Develop funding strategy
for purchase of the Unocal property or negotiate with the State of Washington to have the property become part of the Edmonds Marsh/Estuary."
J This needs to be included in the comp plan and would become LU 19.4
'1 LU 10.1 p. 45 needs revision to clarify that the goal is to expand the Edmonds Marsh to recreate a functioning estuary that includes the Unocal
prop_erty and connects to Pu_~et Sound, allowing salr::10!1 access. -· _ _ . _
Futl!!'e Land Use maps need !_~how the outlet from t~e E~monds M_cl_[sh to the Sound. pp 36 & 37
JThe Land Use section needs to include statements about protection and enhancement of open space and the natural environment. p. 25
rAltho-ugh the statement "Seek opportunltles to r~st;r;and enha~cethe Edmon~ Marshas ~n estuary" is valuable, it needs to clarify that such
I acti~_requires u~e of th~ Unocal property. (LU 24.4 p 55) _ _ J
f
Several thousand units from the previous growth plan will be carried over to the new plan. Do you know why the previous plan was not fulfilled I
and how did this inform your a~alysis of the feasibility of the new plan?
Along the same consideration, the plan is primarily focused on redevelopment. Redevelopment implies dislocation of existing residents and I
businesses, and demolition of existing structures. Developers would have to tackle the complexity, extended negotiation, uncertainty and cost of
1 acquiring blocks of fragmented ownership, demolishing existing structures, and profitably building "affordable" housing units. Realistically only
small pockets of this plan may be achievable. Have you taken these hurdles into consideration in your planning?
!As a r~sident nea-;-the Edm;nds marsh, I am sad that this plan does not adequately addre;s returning the-Edmonds M-arsh to a fully functioning
I estuary. Please continue to update the plan to clarify that marsh restoration means reconnecting the marsh to Puget Sound through an open
f channel across the Unocal site.
I Regarding the 2024-2044 City of Edmonds Comp Plan Draft: the current draft does not adequately address returning the Edmonds Marsh to a
1fullyfunctioning estuary. I request that the update carryforward the goals for marsh estuary restoration included in previous city documents,
1 including: City Council Resolution 1508, the 2022 PROS Plan, and the Memorandum of Understanding signed by the city and WSDOT giving the
I city the first right of purchase for the Unocal property.
I -
Land Use - Please include in the comp plan update: Aquire the Unocal property in order to reconnect the Edmonds Bay marsh to Puget Sound.
\
This would:
Facilitate grant acquisition for salmon recovery and Edmonds Marsh Estuary restoration planning
Help procure outside funding for land acquisition and restoration
Emphasize that Chevron is responsible to clean up the Unocal property more thoroughly.
Land Use - FLU Maps: Show the intended future outlet from the Edmonds Marsh to Puget Sound, p. 36- 37.
I
Land Use - Waterfront: Key Driving Factors. Since the March is no longer a functioning estuary, it cannot provide critical salmon habitat. State
that the primary concern is to create a free-flowing channel to Puget Sound and restore salmon to Edmonds Marsh. p. 36 -37
I Land. Use - Waterfront Planning Context, bullet points #2 and #3 - Make the plan clear that land use of the Unocal property and Edmonds Marsh
I and Willow Creek restoration are not separate but are interrelated. Specifically state that the intent for the city is the construction of a free-
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flowing channel across the Unocal property and Marina Beach Park to Puget Sound. p. 45.
Land Use 10.1- Expand the statement "Restore and reclaim Edmonds Marsh as a vital ecological, educational and recreational area" to include
and ~esignation of this area as "Open Space" with open channel access for passive recreation and salmon restorati0!7. _page 45.
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I believe that a corridor approach to growth would better mitigate the need for increased impervious surfaces and take advantage of current
j growth trends. Edmonds primary corridors are US 99, US 104, 196th St, 212 St., and 76th Ave. Public transportation is readily available in all
five corridors and the roads and infrastructure are well established. Growth would be further distributed allowing for a 3-story limit in all
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neighborhoods (no bonus incentive floors needed). The city needs to ensure that the growth along corridors includes greenspace to offset tree
I removal and improve livability. Developer incentives should focus on creating green spaces in high-density living accommodations. I - - ·-- - -
:we need to connect the marsh to Puget Sound. The commitment to "promote access to the natural beauty of our community" should also
PRESERVE the natural environment. We need this to maintain and preserve Edmonds as a place for an "outstanding quality of life" for all it's
residents. (General-Vision Statement-page 11)
1 Edmonds Marsh is vltat to Edm~nds! We need it for ou7s~ves and generations to come. It would serve as an ecological, educational and
recreational area and needs to be expanded, along with the Unocal land. This could be designated as an Open Space with open channel access
for passive recreation and salmon restoration. (Land Use 10.1-page 45)
I Expand the Edmonds Marsh Estuary to include the unccat property: Pursue either purchase of the Unocal property or negotiate with the State of
Washington to have the proper~y become part of the E9~onds M~sh Estuary. (This would bec_c:>me LU 19.4)
I Develop a master plan to combine city-owned Edmonds Marsh and Marina Beach Park with the Unocal property once it's acquired. (This would
I become LU 19.5)
fSource: City of Edmonds 2022 PROS Plan, page 116 _
Concerns About the Edmonds Marsh, page 44, needs to be revised. The biggest concern in restoration of the marsh is that it has no free-flowing
I outlet to Puget Sound. Since it is no longer a functioning estuary, it cannot provide critical salmon habitat nor can it truly function as an
esturarine ecological environment for the benefit of all wildlife. A true estuary with free communication with the sound also would improve the
[ carbon sequestration function of the mars~. to the benE:_fit of climate change. (L~n~ Use_: Waterfront: K~y '2_riving Factors) __ .
The Edmonds Marsh is a jewel of the city. LU-24.4 mentions the marsh but does not expand on what expand and enhance mean. Is it the city's
vision to one day reconnect the marsh to the Puget Sound? I know that is a lot of support for this. Will there be a conversation?
: Land Use Element Goal H-10. I would like to see this be more precise in phrasing to encourage the initial broader changes only in areas where
housing that meets our need to plan for affordable housing units at the lower% of AMI levels [30%, 50%, & 60%]. I suggest re-wording this to
read: "Remove barriers and implement supportive development regulations in an intentional, incremental, and targeted manner that supports
development of housing for lower income residents such as medium and high-density multifamily dwellings."
I -- -
In the Land Use Element section, p 53, Figure 2.10 Critical Areas. I was surprised to see that the Earth Subsidence and Landslide Area seems to
1 be drawn west of 72ndAve W. When the landslide in the early 1990's occurred, I believe part of the slide was east of 72nd Ave W. so I think this
, figure should be double checked for accuracy.
1
Re: Land Use Element Goal LU-15, in particular LU-15.2: It seems to me that this is written in a no-limits approach whereby the plan is to just
drop any and all barriers in all sections of residential zoning without looking at where real need is - the real need is not for more housing types
throughout at residential area that will be housing still selling at levels not affordable to people earning less than$ 250,000 a year. The real need
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is for changes in zoning that encourages the building of middle housing types closer to the neighborhoods and centers in a transitional manner
, out from medium density housing types and the transportation that can support living in middle housing typologies that have no off-street or
limited on-street parking.
Stop the current hub approach.
you ask for feedback, we give it, you don't accept it, then you ask for more feedback. If you already have the answer you are pursuing, then please
'stop asking and making seem like you are interested in our feedback or that you are going to do anything with our feedback. I
make 99 the corridor you focus on. bring it vibrancy, shops, 3-5 story apartments with open green spaces and playgrounds. make it a great place
I to live.
: LU 10.1 As written fails to recognize the often expressed vision of the City to expand the Edmonds Marsh Estuary to incorporate the Unocal
property; this could easily be corrected while leaving the City with the flexibility needed for future negotiations around the property. It should also
recognize that opening a channel to Puget Sound is critical to restoration and ecological repair required for salmon rehabilitation.
r LU 19 addresses the future of the Edm;nds Marsh in part by referring to the City's PROS plan but should state more clearly that the Unocal
I property is part of the vision for expanding the Marsh and restoring the estuary.
! Guiding Principle for Land Use does not recognize the natural environment, only the built environment, as part of the City's vision. I have lived-in -
' Edmonds for 6 years and heard endless rhetoric about the value of our natural environment; if that is true it must be reflected in the Comp Plan
1 principles.
The Guiding Principle on Climate does reference the natural environment (thank you) but in talking about a climate resilient Edmonds, it also
talks about "balancing" resilience with growth. As residents of North Carolina, Valencia in Spain, and many other regions are learning you don't
"balance" resilience with growth. If the citizens and community and environment are to be safe growth must be undertaken only when resilience
is assured.
LU Waterfront (ppg 44-45) Language on waterfront planning is insufficient, especially given the time invested over past years in planning for the
1 Waterfront. At the least, the Comp Plan should acknowledge that restoration of Willow Creek and the Edmonds Marsh estuary includes opening
a free flowing channel to Puget Sound and that will involve crossing the Unocal property.
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, I think more specific work is required. Here are three important areas where stronger action statements are needed:
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I (1) W aterfront planning, including restoring the Edmonds Marsh to a fully functioning estuary.
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i (2) Planning for climate change and sea level rise.
! (3) Ensuring that our critical areas and natural resources are protected
I I A detailed plan for the waterfront is needed, including goals for reconnecting the Edmonds Marsh to Puget Sound through a channel across the ,
I Unocal property. Specific commitments are needed to address sea level rise and to protect critical areas, including floodplains, wetlands and j
1 shor~lines, even_if it limits development in_!!l e~ areas._ __ _ _ _ _ _ _ _ __
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1 support the installation of a traffic light at the intersection of 238th St SW and WA-104. I live in the neighborhood near 240th St SW and WA-104.
It is frequently difficult to turn left or right at this intersection due to drivers speeding in this area. The new light should help, but I expect
1 additional traffic calming features will be needed to prevent accidents at my intersection.
1 R~com~end that the Comp Plan be written with a "phased" approach. In othe~ .;;ords, the plan is written such that it is implemented in -phases-
! over time and that zoning laws, etc. are not all changed at one time. The plan should allow for implementation of zoning changes as needed to
, meet ACTU AL growth numbers (not predicted ones). Also, phases could be tied to potential impact on the environment. Don't scatter growth
everyw here at once.
:The "Guid;;;-g Principle" statement reads like a state~ent written by developers for developers. There is no mention in the "vision" and th~
· "guiding principles" of any commitment to providing open space and natural areas immediately adjacent to new developments, nor does it
address. preservation and restoration of existing open spaces. Such statements are essential, given that this document will be guiding Edmonds
fa~ l!!e next 20 lea rs.
Figures 2.4, 2.5 (Draft Future Land Use Maps) do not show the future intended connection of the Edmonds marsh to Puget Sound. This must be a
g~a_l t_his Compre~ensive Plan.
Pg 44 Concern about the Edmonds Marsh- There needs to a statement saying that the marsh needs to have a open, free-flowing connection to
I Puget Sound in order to restore it as a fully-functioning salt-water marsh and to be viable for supporting migrating salmon.
Pg 44 Unocal property statement- needs to be revised to clarify that it is the intent of the City of Edmonds to reconnect the Edmonds Marsh to
I Pu~e_!_~ound using the Unocal property for the channel outlet.
Pg 45 Planning Context "'bullet points": The bullet point "Desired land use of the Unocal property" should be changed to state that this property
is to be used explicitly for the restoration of the Edmonds marsh and Willow Creek and that it includes construction of a free-flowing channel
acro ss_the unocatproperty and Marina Beach park in ord~r to re-~tablish a n~ral tidal connection to P_~get Sound.
, The Draft Plan doesn't take into consideration the individual and unique qualities of the neighborhoods where they are planning to build high-
I density housing. In some cases, they have planned the so-called Hubs in locations that are simply too small and don't have the infrastructure to
I support such housing.
I
Specifically, the Five Corners neighborhood and its postage-stamp sized lots where a Hub is being proposed are not large enough to build the
'kind of apartments being planned, especially with a high number of stories. The overflow parking of vehicles from those units will detrimentally
I impact the the streets adjacent to the proposed Hub and their residents.
The surrounding streets, 84th and 212th, are 2-lane roads that cannot accommodate the volume of traffic such housing and the resulting
increase in population from these units. These streets are also important corridors leading to Chase Lake School and Woodway High School.
Construction in this area would interfere with children's safety as they walk to school, not to mention the difficulty it would cause for emergency
! vehicles trying to access the Swedish Hospital campus.
As if the above reasons weren't compelling enough, there's also the issue of runoff from Five Corners into Shell Creek. This situation is already
serious, but with the ever-increasing impact of climate change, the environmental impact will only grow worse.
I strongly urge the City of Edmonds to reconsider their plans to build a Hub at Five Corners.
Respe_ctfully submitted.
More closely meshing/ updating existing tree code laws regarding removal on private properties should be dovetailed into these plans.
I Stronger construction management /restri~tions on tree-removal/ better replacement val~es needed t; maintain canopy and reduce canopy
I fragmentation.
Put a permitting time limit on all permits submitted - one year to be used then expired. i Please more stio;;gly considering the impacts to all of these to shor;iine and u~derwater inhabitants. While Edmonds does not regulate these-
I areas they DO regulate how water and runoff gets there. So far tree removal and allowing people in lower Edmonds to develop and remove trees
without enforcement has contributed to silt run off in all creeks exiting Edmonds into the Sound.
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Policy LU 14.1 is about "neighborly transitions" in building height. the policy is only 2 sentences. But the second sentence is confusing to the
reader. If some parcels are allowed a higher max. height, and the total capacity of the subarea doesn't change, are you wanting to reduce the
hei~ht of <_!_ther PJrcels in the_subarE:_a? If you want to reduce height- just say_ that.
The Planning and development department broke their promise to the residents in the Hwy99 subarea, and City Council. When Council funded a
supplemental EIS analysis for the subarea, P&D staff strongly recommended against that because it would overly complicate the city-wide EIS
I
. that also needed to be done. The explicit promise made by this staff is that an analysis of reducing the housing capacity in the hwy 99 subarea
would be done as part of the Comp Plan update. That never happened. The Director and Manager of this department are no longer employed by
the City and cannot be asked to explain their broken promise at this time. I'm pissed! ' - - - - - -- - -
, LU-21 goal encourages LID for stormwater management. The related section of the DEIS also assumes LID. Neither the Comp Plan or the DEIS
I mentions that in south east Edmonds there is no stormwater pipe network, the stormwater soaks into the ground, and there's regular flooding in
the rainy winter season. Since the last Comp Plan, the olympic View Water and Sewer district has provided the geologic analysis that explains
there is an aquifer in this area, and it is at the surface in certain areas. So where there's regular flooding caused by stormwater runoff (and rain).
it's important to not ignore it. LID is not appropriate for areas without a pipe network that are already flooding. The CIP/CFP body of projects I
needs to start including remedies for the flooding in south east Edmonds. !
Goal LU-10,-policyLU-10.1- This comment should be expanded to explicitly include "wildlife", so as to read "Restore and reclaim Edmonds 1
Marsh as a vital ecological, educational, wildlife, and recreational area. In addition, Edmonds Marsh should be designated as "Open Space" with I
I oeen channel ac_c::ess speci_!!cally for passive recreation (i.e. wildlife watchi_ng) and salmon restoration.
Goal LU-19. Add a new policy (LU-19.4?) to expand the Edmonds Marsh Estuary to include the Unocal property. The City should develop a I
funding strategy for purchase of the Unocal property or negotiate with the State of Washington to have the property become part of the Edmonds
1
Marsh Estuary.
[ Goal LU-19. Add ~nother new policy (LU-19.5 ?) would be for the City to develop a master ptanencompasslng the Edmonds Marsh and Marina
Beach Pa!k, along with the Unocal property if it is acquired by the City O! Edmonds. _
1 Policy Lu-1.11 Protect our critical areas, they are essential to the quality of life in Edmonds.
I Policy Lu 20.4 Eliminate critical area variances
1 Policy Lu 20.5 Enlarge critical areas by taking into account climate change and sea level rise.
1 Policy 9.4 Save ~r beaches from seal level rise and include the 100 year floodp-lainin Edmonds shore lands for the shoreline master plan.
; Policy 10.1 turn the Unocal property back into an estuary.
I Policy Lu 18.3. Increase open space parkland ..
I The more I hear about the comprehensive plan, the more I worry about critical areas in Edm~~ds. Expanded housing plans do not include strong
I protections for our watersheds and the waterfront area that is the gem of our city. Please add specific language protecting our critical areas from
development. This is essential to maintaining quality of life in Edmonds. Our apparent inability to protect Shell Creek from development on its
I buffer (the property on Main above 9th St) is clear evidence of problems with existing regulations.
[ Development that does not provide adequate protection for critical areas cannot be ignored or allowed with an insignificant penalty. The comp
1 plan has focused on incentives for developers, which builders love. We need to include the stick as well as the carrot. Clear cutting several years
I ago on the hillside below the Pt Edwards development is an example of how regulations can go be ignored.
[Add language to protect buffers in critical areas. Isn't the point of a buffer to protect the critical area from harm? If development is allowed on the 1
! buffer, then the protection itself becomes a threat. I
Please ensure that the comprehensive plan supports quality of life by protecting and expanding critical areas. These include critical aquifer
1
recharge z_ones as well as watersheds and fish and wildlife protection areas.
General Comment:
It is important that the goal of acquisition of the Unocal property be included in the Comprehensive Plan Update because this statement of intent ,
;will: I
'Provide the City of Edmonds a strong foundation upon which to apply for grants and other funding for salmon recovery and Edmonds Marsh
: Estuary restoration planning; and,
! Provide additional incentive for the Washington State Department of Ecology to hold Chevron to high standards in the clean-up of the Unocal
site.
I
I
The Draft Future Land Use Maps, pages 36-37
, The Future Land Use maps need to show the long-envisioned and necessary outlet from the Edmonds Marsh across the Unocal site to Puget
Sound. This outlet is key to fully restoring the Marsh and allowing it to function as important salmon-rearing habitat. (Land Use - FLU Maps)
: Concerns About the Edmonds Marsh, Third Bullet beneath Key Driving Factors, page 44
, This section needs to be revised to make clear the vital importance of restoring the Marsh to a fully-functioning estuary by creating a free-flowing '
channel from the Marsh, across the Unocal property, to Puget Sound. Only this channel will fully restore the Marsh and provide the critical
1
salmon habitat that is essential for the health of the Puget Sound.
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I Policy LU 10.1: Restore and reclai~ Edmonds Marsh as a vital ecological, ~ducational a·nd ~ecreational area, page 45
1 This section needs to be revised to specify that the goals are to restore, expand, reclaim, and protect the Edmonds Marsh, along with the Unocal
land, as a vital ecological, educational, wildlife and recreation area. It must be designated as Open Space, with open channel access for passive
recreation and salmon restoration.
/ With regard to the educational goal, educators in Edmonds often take students on field trips to our local beaches to learn about and experience j
i Puget Sound tidelands and the creatures who inhabit them. Opening the channel from the Marsh through the Unocal site to Puget Sound to fully 1 I restore the estuary would allow educators to significantly deepen the educational opportunities these field trips provide as students learn about
salmon, our n~t~ral enviro~ment, and_~ow people interact with it. _ _ _ __ _
, Pg 26 Add the following two additional goals to the section LU-19, "Support the goals of the City's Parks Recreation and Open Space (PROS)
!Plan"
I Policy LU-19.4- Pursue expansion of the Edmonds Marsh Estuary to include the Unocal property. Develop funding strategy for purchase of the
'Unocal property or negotiate with the State of Washington to have the property become part of the Edmonds Marsh Estuary.
• Policy LU-19.5 - Develop a master plan encompassing the city-owned Edmonds Marsh and Marina Beach Park, along with the Unocal property
once it's acquired. See the City of Edmonds 2022 PROS Plan, page 116.
l
Pg 31 The statement "Seek opportunities to restore and enhance the Edmonds Marsh as an estuary," page 55, should be modified to clarify that I
this_mus!_!nclude the a~quisition of the cleaned-up Unocal property. {LU-24.4)
Pg 8 Neighborhood Centers and Neighborhood Hubs
1 Both of these sections refer to providing "public open spaces" without indicating what this "open space" actually is or how large it would be. Is it
I just an asphalt or concrete slab adjacent to a busy street? These "open spaces" need to be landscaped areas that provide shade and greenery
I for both the residents and help support local wildlife.
r - - - - - -
i PB Draft Location and Extents of Neighborhood Hubs
1 The Neighborhood Hub Firdale North has been dropped per a vote by the City Council (11/4/24 meeting) and should be removed from any future
/ consideration especially since it would be irresponsibly located on top of a CARA.
I
Re. Waterfront Goal LU-10: I applaud all the hard work that has gone into this process, and thank you for the opportunity to participate in public ! meetings concerning the "Downtown/Waterfront/Activity Center." In particular I want to voice my strongest possible support for the Waterfront
1 Goal LU-10, including points 1, 2, and 3, setting forth the goal of restoring Edmonds Marsh, as integral to the larger plan to enhance the
interconnections between the Marsh, the Sound, the Waterfront, and the Town Center and Arts/ Creative Community. This plan, when realized,
I will combine the restoration of natural habitat for wildlife, salmon, and both migratory and resident birds, with a new and badly needed
1 community educational center, as well as much-needed pathways connecting the restored Edmonds Marsh-Estuary with the Waterfront and
i Downtown Center. This will result in a program for sustainability not only for natural habitat, but for the human community as well--which, in
Edmonds, depends so intimately on our natural surroundings. What's more, this plan will create a beautiful and popular destination for our
surrounding communities as well. Edmonds will truly become the Jewel of Puget Sound. Let's Get Started!
t - - - - - -
I . . ~ -
Policy LU-1.4 Building design should discourage
I
automobile access and curb cuts that
/ interfere with pedestrian and bicycle
I activity and break up the streetscape.
! Discourage automobile access .... sounds like little planned parking to make it difficult for those who choose to drive or need to drive. Car
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1_dealerships provi~ a lot of your tax revenue. _ _
1 • Edmonds recognizes that sea level rise pertaining to climate change is likely to affect the waterfront.
Based on unproven models. Clearly Edmonds doesn't believe this or they would not have spent so much on the new Port building and the
Edmonds Wa~erfront Center w9u_l~_ b~ presumed to be at risk.
There is a lot of language that is inherantly racist and sexist in the planning. Are your Community Champions helping to unify all community
1
members or just the certain ones? It seems more like racists and sexists. As a white middle income citizen of the United States who makes
1
enough money to pay my own way, this language feels exclusionary. No one is reaching out to help me.
, Life isn't equitable. Human beings are of equal value and honor, but their abilities do not make their outcomes equal. Period. Why divide people
, into all the separate categories if we're all of equal worth? Not everyone gets to live everywhere. Many people have much finer homes than I, yet 11
1 1 have no expectation that the housing should be equal so I can have better.
I Government should reduce extra exp~nses from bureaucratic red tape to make housing more affordable and~~~evable. __ _ I
1There seems to have been a lot of expense put in to manipulate the citizens to buy into what the local and state government wants for increased
;taxes. Maybe cutting back would co_~centrate the good.
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LU: Guiding Principle
I was very surprised to read the Guiding Principles for the Land Use section and find no reference to the natural environment. As our population
grows in the 20 years, balancing growth and development with environmental protection and restoration will become an even greater challenge.
Cer~ainly the important goals of en".'.ironmemal protectioi:i ant!_restora!ion warra_n! ment~on a_s j guiding principle. _
I Draft Future Land Use Maps, pages 36 and 37
City government documents and citizen comments in Comp Plan focus groups show consistent support for restoring the Edmonds Marsh estuary
by excavating an open channel across a portion of the Unocal property to Puget Sound. This was even part of WSDOT's development plan when
they purchased the property in 2005 for a multi modal transportation facility. Now, the 1600 foot pipe that is the only outlet from the marsh to
Puget Sound is a salmon barrier. Salmon runs are dwindling and our Comprehensive Plan should show the city's intention to be part of the
solution, not part of the problem. This is especially important for obtaining grant money to develop an estuary restoration plan and to obtain
I outside funding that will enable the City to purchase the Unocal property when it comes out of escrow. This well-documented aspirational goal
I
nef)_d~o be show_n on future land use maps. __ _ _
Land Use - Waterfront: Key Driving Factors •~oncerns About the Edmonds Marsh, page 44, needs to be revised.
As written, it is unclear that the primary concern in restoration of the marsh is creating a free-flowing outlet to Puget Sound. It is too vague to
simply say "restoration." Some people are under the mistaken impression that marsh restoration means removing invasive plant species. The
Memorandum of Understanding between the city and WSDOT clarifies that the city's marsh restoration goal is to rehabilitate near-shore habitat
for salmon and related species. This can only be achieved by reconnecting the marsh to Puget Sound.
f Land Use- Waterfront: Key Driving Factors -- -
!The Unocal property statement, page 44, needs to be revised to clarify that the city's intent to reconnect the Edmonds Marsh to Puget Sound
1 involves daylighting Willow Creek where if flows through the Unocal property. I - .
I
Land Use - Waterfront Planning Context, bullet points #2 and #3, page 45
As written, these bullet points suggest that land use of the Unocal property and Edmonds Marsh and Willow Creek restoration are not separate
1 items when in fact they are intricately connected. Willow Creek restoration involves the Unocal property. Also, the term "restoration" here is too
[vague. Some might think that removing invasive plants constitutes "restoration" while the city's stated intent is construction of a free-flowing
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, channel across the Unocal property and Marina Beach Park to Puget Sound. This is an important aspirational goal for the city that needs to be
, incl_lJ~d in the comp plan. _
1 LU 10.1, page 45
"Restore and reclaim Edmonds Marsh as a vital ecological, educational and recreational area" needs to be expanded to specify that the goal is
I to: Restore, expand and reclaim the Edmonds Marsh, along with the Unocal land, as a vital ecological, educational, wildlife area designated as
'open space with open channel access for passive recreation and salmon restoration.
LU 19, page 50.
I • • • • .
1
Add the following two Edmonds Marsh expansion recommendations from the City's 2022-2027 Parks Recreation and Open Space (PROS) Plan
'to the list of PROS Plan goals already included on page 50
11.ll'!ursue expansion of the Edmonds Marsh Estuary to include the Unocal property. Develop funding strategy for purchase of the Unocal property
1 or negotiate with the State of Washington to have the property become part of the Edmonds Marsh Estuary. (This would become LU 19.4)
I 2.~evelop a master plan encompassing the city-owned Edmonds Marsh and Marina Beach Park, along with the Unocal property once it's
acquired. (This would become LU 19.5)
Source: City of Edmonds 2022 PROS Plan, page 116
, LU-24.4, page 55
The statement "Seek opportunities to restore and enhance the Edmonds Marsh as an estuary is fine, as long as the comp plan clarifies elsewhere
I I that restoring the Edmonds Marsh as an estuary requires excavation of a channel across the Unocal property.
I Land Use Element: The section of Guiding Principles, page 25, for Land Use does not address the natural environment. This seems to be a I
terrible oversight, especially at this stage of the process, after so many citizens expressed their concern for protecting and enhancing the natural
I
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1 environment - especially our local treasure the Marsh. The Principles should be expanded to include environmental protection, rehabilitation,
and expansion of open spaces and "green" areas in the city.
I Land Use Element:Page 44 notes an intent to restore Edmonds Marsh. The word "Restore" is pretty general. This section should be clear that the I
I goal is to return the Marsh to a fully functioning estuary (one that can provide Salmon habitat) which necessitates the creation of a free-flowing
I channel to Puget Sound
I Parks and Recreation and Open Space (PROS) Plan: The restoration of Edmonds Marsh to a functioning estuarary impacts the current Marsh, the!
Unocal Property, Willow and Shellbanger Creeks AND Marina Beach. Therefore, the PROS Plan should include a recommendation to develop a
I master plan for all of these areas as all will be involved in opening a channel between the Marsh and the Sound.
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I Land Use Element 10.1: Page 45. Please add "support of wildlife" to the merits of the M~~;h i~ addition to it's ecological, education. and
lrecreations benefits (which seems to only address the benefits to humans).
!The density requirements for Edmonds Centers Chart 2.2 should be 3 floors with 4 floor max with green incentives. It's disingenuous to define
I max floor height at 4 floors if green incentives considered later will push max height to 5 floors. Spell this out clearly. Is it max 4 floors or 5 floors
[with green incentive?
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H o u sing Elem en t C o m m en ts
G o a t H · 7 : Is th ere an em p iric al basis fo r "ra cia l ine q u a lity in h o u sin g d istrib u ti o n "? In an y ca se , th e re are le g a l m e a su re th a t ad d re ss ove rt d iscrim in a tio n . Th e re a l qu e stio n is w h a t is th e ca u s e o f th e in e q u a lit y . In fa c t.
it has nu m ero u s ca u ses, an d the pro p e r w ay to add re ss th e se is FA R be yo n d th e sco p e o f th is p la n (vio le n c e , ab se n t fa th e rs, d ru g ab u se , e tc., etc., etc .).
This is pie-in -the -sky so cia l engine erin g th at has no place in o u r city pla n n in g . Sta y in yo u r lan e !
H -9 : This go al sh o u ld read , "re qu ire dru g treatm e n t as a co n d itio n o f re ce ivin g su b sid ize d ho u sin g ". B u t th a t w o u ld en ta il actu a ll y co e rcin g p e o p le , an d no ble e d in g he a rt co u ld ev e r co u n te n a n c e th a t. Le t's ju s t giv e
th em ne ed les an d , w h ile w e 're at it, th e drug s w ith w h ich th e y p o iso n th e m se lve s an d ero d e th e ir ow n ag e n cy.
U n le ss yo u get real, yo u w ilt lo se cred ib ility w ith avera ge citize n s.
R egardin g the G uid in g Prin cip le fo r th e H o u sin g Elem e n t: Th e te rm "dig nifi e d ho u sin g ·• is an e m o tio n -la d e n , no n -m e a su ra b le te rm . If yo u to o k at R o g e t's Th e s a u ru s , d ig n ifie d y ie ld s e lo q u e n t, sta te ly , fo rm a lize , sta te ly as
sim il ar. G o ogtin g gets you bett e r term s su c h as "se ll -resp e ctin g " an d "se ll -re sp e ctf u l". I b e li e ve yo u co u ld use th e te rm "re sp e ctf u l nc u stn g" an d be cto se rt o a m e a s u ra b le p h ra se th a n by us in g "d ig n ifie d ho u s in g ".
I de sp ise the W ashin gto n S tate fo rcing Edm o n d s to bu ild m o re ho u sin g . I live he re fo r th e pe a ce an d q u ie t an d yo u are ta kin g th a t aw a y fro m m e . I w ill m o ve aw a y if th is is th e fu tu re . A lth o u g h I su s p e c t th a t is yo u r
ho p e so yo u ca n co llec t taxes on ho m e sales.
W e have a ve ry un iq u e co m m u n ity an d nee d to keep th a t w h il e ca re fu lly an d "slo w ly" in cre a sin g h o u sin g . H o u s in g w ill ne ve r be affo rd a b le b y cu rr e n t d e fi n itio n s.
A ff o rd a b ility is re la tive . If so m e on e w an ts to m o ve to Ed m o n d s a n d th e ca n "a ff o rd " a $2 m ill io n ho m e , th e n th a t is aff o rd a b le fo r th e m
Y o u need to exclud e Sh o rt te rm ren tals, V R B O 's, beca u se if yo u le t so m e o n e b u ild an A D U o r a w h a te ve r th a t o th e r O U te rm w a s an d le t th e m sh o rt te rm re n t it yo u are no t ad d in g to th e ho u s in g m ix yo u all are su p p o se d
to ca re ab o u t:
I hea r M ac key an d co un cil peo p le talk ab o ut aff orda b le ho u s in g , b u t no o n e I ha ve he a rd de fin e s th a t. I he a r co u n cil p e o p le ta lk ab o u t a po lic e o ff ic e r th a t w o rks in E d m o n d s ca n 't aff or d to liv e th e re . W e co u ld n 't e ith e r
(a n d I did n 't exp e ct go vern m en t or an yo n e else to ge t m e th e re ). W e live d in Bo th e ll ,live d be lo w o u r m e a n s, sa ve d o u r m o n e y an d w o rke d o n p ayin g o u r ho u s e off so w e ha d eq u ity w h e n it w a s tim e fo r us to try an d ge t
to Ed m o n d s.
It is disin gen u o u s by pro m o ters and co un c il peo p le to co m p la in th a t pe rso n th a t w o rks he re ca n 't aff o rd to live h e re , I w o rke d o n a h o u se in th e H ig h la n d s o n c e a n d th o u g h t w o w m ig h t b e gre a t to liv e he re , b u t all p ip e
d re am s d o n't have to co m e to fru itio n
I am no t an un ed u c ated person , bu t the State an d th e Plan n in g ha v m a d e th is pro ce ss so co m p lic a te d , va g u e so as to go th ro u g h th e m o tio n s an d b e ab le to say w e ha d all th e s e m e e tin g s an d yo u go t to co m m e n t, ya d a
yad a and th e reaso n M e M ac Lau ghlin isn 't em p loyed anym o re is th a t sh e w a sn 't ge tt in g th e jo b do n e an d ye t sh e is as cram m in g d o w n th e re sid e n ts in E d m o n d s th ro a ts in th e sh a p e an d stru c tu re sh e is w a n te d .
It is a jo ke , w e never go t sp e cifics so w e m ight envisio n ho w th e d e cisio n s sh e w a s m a kin g fo r u s w o u ld actu a ll y sh a p e th e lo o k an d fe e t o f o u r to w n . Th e M a y o r is th e p lain e s t sp e ak e r o f w h e re w e are he a d in g . Th e re
sho u ld have bee n de sig n re q uire m ent s to kee p sty le an d sm a ll to w n fe e l. Pe o p le w a n t in fo rm a tio n to b e ab le to m a ke d e cisio n s o n , no t va g u e id e a s o f vis io n s fro m b e a u ra c ra ts w h o sa y it m ig h t b e th is o r th a t, th a t is
esp ecially tru e w h en th ey are th e sam e gro up th a t brin g us alt th e se o th e r lo ve ly su rp rise s, like a b u d g e t th a t is m illi o n s o f d o ll a rs ou t o f w h a ck, o r th a t's th e p e rso n th a t sa y s yo u ca n 't, th e p ro c e s s is em b a rra ss in g
I se e yo u arc referrin g to D A D U s as A D U s. C an you ple ase up d a te th e la n g u a g e to re fl e ct bo th ?
W ill yo u em p lo y en o ug h in sp ecto rs to be ab le to m o ve alo n g D A D U p e rm its an d in sp e cti o n s effi cie n tl y? I w ill b e b e ap p lyin g fo r a p e rm it to b u ild a D A D U o n m y p ro p e rty fo r m y ag in g m o th e r.
Pg7 H o us in g D ive rsity
Po licy H -1.2 "E n co u ra gin g infill deve lo p m en ts" sh o u ld no t re su lt in th e re d u c tio n in tre e ca n o p y by ta kin g p lo ts o r la n d th a t a re cu rr e n tl y pa rt o f la rg e r p ro p e rt ie s an d c le a r-c u tt in g th e m to lilt virt u a ll y eve ry sq u a re fo o t
w ith bu ild ings. The tree d an d vegeta te d part s of yard s in Ed m o n d s p ro vid e va lu a b le re fu g e fo r lo ca l w ild life th a t is in cre a sin g ly disap p e a rin g d u e to h a b ita t lo ss.
P 14 Goal H-3
Poticy H-3.1 "Encourage" should be changed to "Require accessible open green space and shared amenities with development of housing in centers and hubs."
P 16 Policy H·B.1
Eliminate the Multifamily Tax Exemption (MFTE) program. This program just passes the tax burden onto Edmonds residents that are already tax burdened.
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Culture Element Comments r
Why would anything about the arts be in this plan? Arts is a luxury that we can't afford. Stop spending money on unnecessary items items. Reduce spending. Don't
increase taxes.
I suspect there might be a little more work that could make sense especially
around fostering the art, history, and culture community as a community,
· found lots of policies that we are already working to align with, and I thought I would call
those out so you can see where we are coming from, I know the goal is to not get too specific
around groups outside of the City and County, but there are a few points where our heritage as
a City fits along with the arts (as it does in the Creative District) in how we want to brand
, ourselves as Edmonds.
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Climate Element Comments
Thank you for the opportunity to comment. You will no doubt receive very specific comments from others regarding individual policies and action items in the plan. My comment is more general, at a
l macro level-focusing on climate change.
[with all the demands on City government, especially during a fiscal crisis, it will be tempting to sacrifice future-forward, longer-term issues to maximize resources available for immediate pressing
I needs. But one area in which that would be a mistake is climate action, because costs to the City from climate-related events will outstrip the cost of preparedness and adaptation by orders of
magnitude.
Coastal flooding from the waterfront and into downtown will continue to become more frequent and more intense when king tides combine with more climate-triggered storms and heavier rainfall-
even before sea level rise exacerbates that further. Detailed analyses have shown that flooding damage to property, businesses, the natural environment, infrastructure, and compromising emergency
1 services can result in recovery costs exceeding 13 times the cost of resilience planning and adaptation. With each significant flooding event, property values are threatened, as are insurability and
J insurance rates, and the local economy further suffers from reduced tourism and consumer spending and lost wages- multiple hits to the City's tax revenue.
Our Climate Action Plan is long on emissions reduction but woefully short on resilience strategy, which is whyl'm so pleased to see the latest draft Comp Plan including more content regarding
adaptation. But these action items will be easy to delay with resources so stretched. We do that at our peril.
'Edmonds' intentions on climate action are pure, and much effort was expended in updating the Climate Action Plan. But make no mistake: compared to peer cities, we are not a climate leader. Failing
1 to invest in resilience to protect Edmonds from climate hazards will only put us further behind, subjecting us to ever greater economic shocks.
I Thank you for your consideration of all input received from Edmonds residents.
Section 5 Climate (pg 105) Please replace the current with the following recommended rewrite:
:Action Items
"Ihe following list outlines action items that will be pursued to guide implementation efforts. Climate mitigation, climate resilience, and carbon reduction are priorities of the city. Funding and
I resourcing will always be constraints facing the city. Planning for 2050 requires action and implementation now. The citywHl engage its large and passionate community of environmentalists and
activists to ensure progress is made. All actions selected will be designed to support the City's Climate Action Plan while ensuring compliance with the Growth Management Act {GMA).
Reducing GHG emissions is not a luxury that I can afford. I can barley buy the food necessary to feed my family. If you wantto make housing more affordable reduce the taxes that we have to pay the
, state, county and citt
Thanks for including parts of the Washington's Climate Planning Law in the Climate section!
1 New climate polocies: Form a climate advisory team. Support environmental justice. Stabilize streamflows. Treat stormwater.
1 Goal CC-9 updat_e_and ~plement the climate_aclion plan.
Potential climate action items:
"stop building in thewat~front a~eas that will flood and be subject to sea level rise.
Coordinate plans with ?nohomish County Hazard Mitigation Plan and Shoreline Master Program. Pr~pare a climate vulnerabilities assessment to prep~ar_e Edmonds for Climate change.
Implement climate ac!~~n p~ns with specific r:!le~surable goals. Set timelines for implementation.
rwe know that sea level rise is coming and it will seriously impact our waterfront areas. Plan around it. Identify plans for alternative bus, train and ferry traffic that will increasingly be affected by
flooding.
Be proactive and incorporate amendments to__t~e S_!loreline Management Ac~ prior to when they take effect.
'Expand critic_?l area boun_daries to accommo~ate future climate changes. Increase open spaces, especially those that can help control stormwater such as estuary area and beaches.
II is worth acknowledging that the goals of the Mayors' Climate Protection Agreement stated on p98 to:
- Urge the federal government and state governments to enact policies and programs to meet or beat the target of reducing global warming pollution levels to 7% below 1990 levels by 2012
- Urge the U.S. Congress to pass bipartisan greenhouse gas reduction legislation that 1) includes clear timetables and emissions limits and 2) a flexible, market-based system of tractable allowances
1among emitting industries
1
- Strive to meet or exceed Kyoto Protocol targets for reducing global warming pollution by taking actions in our own operations and community.
have failed utterly.
In a recent column in MyEdmondsNews (https://myedmondsnews.com/2024/11/climate-protection-moving-forward-with-electric-vehicles-and-heat-pumps/), Nick Maxwell, a member of the
Edmonds Planning Board and former member of the Mayor's Climate Protection Committee reports on a number of metrics that should be considered as part of the measurement plan to be enacted
1
by the city. These include:
- the percentage of new vehicle purchases that are EV which provide a leading indicator of future trends in emissions from VMT.
- the percentage ot used vehicle purchases that are EV which similarly provides a leading indicator of future trends in emissions from VMT.
- percentage of homes using electric heating vs gas, oil or other forms of fuel by year of construction.
1
Nick also tracks several other metrics that should also be considered including natural gas consumption but no longer has access to the data required for that particular metric.
1
Other useful metrics to track would be the number of heat pump installations occurring per year in Edmonds, percentage of the municipal fleet transitioned to EV, energy consumption or actual GHG
~missions levels for city o~ned buildings and some metric to track how clean the energy supplied by ~S~ and SnoPUD is in reality.
LEdmonds' response t_o climate change should be to concentrate on rising~e~
i developing a complete climate resiliency strategy, implementing the Climate Action Plan,
I reconnecting the Edmonds Marsh to Puget Sound, converting the Unocal property back into a
J saltwater marsh, considering sea level rise when planning the future of the waterfront, and adding
I tree canopy.
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Sea level rise will have a significant economic cost to Edmonds and will impact future land use.
I Extreme floods will
damage buildings and impact access to them, aHect the waterfront transportation hub, increase
flood insurance costs, and ~ve environmental consequences. It
Adopt Commerce Climate Guidance by following the five resilience steps: Step 1
Explore Climate Impacts, Step 2 Audit Plan and Policies, Step 3 Assess Vulnerability and Risk,
Step 4 Pursue Pathways, Step 5 Integrate Goals and Policies.
General topics for emphasis:
• Don't compromise our critical areas as we add housing.
• Control and treat stormwater.
: • Develop a full climate resiliency strategy.
• Update, implement, and track the progress of the Climate Action Plan.
• Reconnect the Edmonds Marsh to Puget Sound.
• Convert the Unocal property back into a saltwater marsh.
1 • Consider sea level rise when planning the future of the waterfront.
: • Protect and add tree canopy.
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Include Climate Resilience Sub Element that is complete enough to establish the City's
intentions over the next 20 years where resilience strategies and policies are concerned
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~C a p it a l F ~c iili t ie s a n d U t ili t ie s E le m e n t C o m m e n ts
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.Intrastructure is old and needs updating and to be balanced with and additional housing
I Co~cerns about stormwater assessment and utility i_nftastucture provisions
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f Capital Faciilities and Utilities Element Comment~
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Infrastructure is old and needs updating and to be balanced with and additional housing
1Concerns about stormwater assessment and utility inftastucture provisions
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Transportation Elem ent C om m ents
Unlike other H ubs pro posed for m ulti-story apartm ents, 5 C orn ers is centered around a ro undabout
that w as intended to m aintain the traffic flow around the co nvergence of 84th Ave, 212th St. and Bow do in W ay.
Fl ow cannot be m aintained w ith vehicles entering a exiting fro m m ulti-story apart m ents directl y facing or adjacent to the ro undabout. In ad dition to inc reased pedestrian traffi c this
w ould result in a backup aro und the circle com pletely defeating the purpose of the ro undabout.
M oney w ould need to be allow cated to redesign the intersectio n. G oing back to 5 stop signs or installing 5 tra ffi c signals w ould be a nightm are.
It is rem arkable that 5 Corn ers is being consider for the M A JO R ITY of developm ent w ithout taking into account the diff erent traffi c infrastructure charac teristic s of the different proposed
hubs.
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G e neral C o m m e n ts
The D E IS and the pro ce ss
lead ing to the develo p m e n t of th e D E IS do no t co n fo rm w ith S tate S E P A re q u irem e n ts . Th e D E IS d o e s no t p ro v id e th e ne c e ss a ry ba c k g ro u n d in fo rm a tio n (i.e ., A F F E C T ED
EN V IR O N M E N T ), A ltern atives , an d IM P A C T A N A LY S E S on Ed m o nd s w ate rsh ed s, th e fu n c tio n s o f critica l
areas, tree cano p y, im p e rvio u s su rfac e s, gro u n d w ate r, sa lm o n im p a c ts, P u g et S o u n d he a lth , sto rm w ate r in fra s tru c tu re , se w e r in fra s tru c tu re an d ca p a c ity , h a za rd o u s
su b stanc es in storm w ater, clim tae ch a n ge , an d oth e r att rib u tes of the Ed m o n d s en viro n m e n t th a t
w ould adversely affe ct or be ad v erse ly affec ted by in c re ase d ho u sin g in diff eren t la n d sc a p e s in Ed m o n d s . Th e cu m u la tiv e effe c ts in c lu d in g eff e c ts o f in c re a s e d ho u s in g in
ad jac ent cities tha t are w ith in ou r w ate rsh e d s or sh a re use of ou r in frastru c tu re also are no t ad d re sse d .
W itho ut suc h de sc rip tio n of th e aff e cte d env iro n m e n t and im p ac t an a lysis of diffe rin g le ve ls o f ho u sin g in c re a s e s for ea c h pro p o se d C e n te r an d H u b (a n d alte rn a tiv e lo ca tio n s fo r
ho u sing inc rease), th is D E IS also D O E S N O T se rv e th e lawf u l pu rp o se [W A C 19 7-11 -4 0 0 ) to
"inform dec isio n m a kers an d th e pu b lic of reaso n a b le alt e rn atives, in c lu d in g m itig atio n m e a su re s, th a t w o u ld av o id or m in im ize ad v e rse im p a c ts or en h a n c e e n v iro n m e n ta l
qu ality . "The SE P A req u irem e n ts in th e W ash in gto n A d m in istrative C o d e (W A C ) sh o u ld ha ve be e n m e t in th e d e v e lo p m e n t o f th e D E IS . A s su c h , an y co m m e n t o n th e
C o m p rehensive Pla n is m e a n in g le ss .
01 ln trodu ctio n
V is ion statem ent sh o u ld inc lu d e a state m e nt em p h a sizin g th a t on e of th e go a ls of th e C o m p re h e n sive P la n is "to p ro te c t, p re se rve , an d e n h a n c e th e na tu ra l en v iro n m e n t o f o u r
co m m u n ity". Resto ra tio n of the Ed m o nd s en viro n m e n t th a t ha s be e n da m ag ed by pre v io u s u n w ise d e ve lo p m e n t an d p rac tic e s sh o u ld b e re v e rse d at eve ry o p p o rtu n ity .
V isio n S tatem ent C o m m e n t, pag e 11 :
The V isio n Statem e n t m u st sh o w a co m m itm e n t to prese rve an d re sto re the na tu ral en viro n m e n t in Ed m o n d s , no t m e re ly to "p ro m o te .. . ac c e s s to th e na tu ra l be a u ty ." A s a
w aterfro nt com m u n ity w ith th e ra re op p o rtu n ity to fu ll y re sto re an estu a ry to vital sa lm o n -re a rin g ha b itat, it is in c u m b e n t up o n th e citize n s an d lo c a l g o v e rn m e n t o f Ed m o n d s to d o
all w e ca n to prese rv e , pro te ct, an d re sto re th e he alt h an d vitali ty of P u g et S o u n d , as w e ll as o th e r ele m e n ts o f o u r na tu ra l en v iro n m e n t.
P g 7 G row th A ltern a tives
A ltern ative A and A ltern a tive B a re no t rea lly alt e rn a tive s bu t slig ht va ria tio n s of th e sa m e p la n . B o th A an d B w o u ld co n v e rt ne ig h b o rh o o d s th a t a re so m e w h a t q u ie t in to no isy ,
traffic -co ngested sp a c e s th at w o u ld fu rth e r disco u rag e pe d e stria n an d bicy cle usa g e . In ad d itio n , bo th p la n s w o u ld re s u lt in th e lo ss of m o re tre e co v e r, ad d in g to th e urb a n he a t-
island effect in area s th at cu rr en tl y do n 't hav e th is pro b lem . It w o u ld m a k e m u c h m o re se n se to e n co u ra g e en v iro n m e n ta ll y se n s itive d e v e lo p m e n t alo n g th e H ig h w ay 9 9 co rr id or
w here there are cu rr en tly very lo w de n sity co m m e rc ia l pro p e rtie s th at co ver ac res o f tre e le ss im p e rm e a b le as p h a lt su rfa c e w h ic h ca n be co n ve rte d to ne ig h b o rh o o d hu b s th a t are
land sc ap ed w ith tree s an d pro vid e gre e n op e n sp a c e s re sid e n ts ca n qu ick ly w alk to . M a k e an u n sig h tly a re a b e tt e r ra th e r th a n ne g a tiv e ly im p a c tin g ne ig h b o rh o o d s . M o s t
im p or tantl y, housin g alo n g th is co rr id o r is clo se r to the Li n k lig ht ra il an d is w ell serv e d by fre q u e n t bu s ro u te s th a t are m o re re lia b le in in c le m e n t w e a th e r. Th e re fo re , b o th
A ltern ative A and A lte rn ative B sho u ld be sc ra p p e d , sin c e bo th ig no re Ed m o n d s' un iq u e to p o g ra p h y, ad d sig n ific a n t au to tra ffi c to existin g ne ig h b o rh o o d s , fu rth e r de g ra d e its
w ater reso urces (a q u ife rs, strea m s), and fo c u s deve lo p m e n t aw ay fro m tran sp o rta tio n -ric h cor rid o rs th a t w o u ld be n e fi t ra th e r th a n su ff e r fro m th o u g h tfu ll y p la n n e d
develop m ent.
G enera l
W hat abo ut regula tio n s tha t sho u ld de n y dev elo p m e n t in se ism ic ha zard zo n es? Th a t se e m s a h u g e issu e fo r Ed m o n d s , es p e c ia ll y in th e liq u e fa c tio n zo n e s alo n g th e w a te rfro n t
and in the m arsh are a . H o w is it th at th is issu e is ro u tin e ly ig no re d ? H o w co u ld th e W ate rfro n t C e n te r ha v e b e e n b u ilt th e re ? N o t o n ly o n a se is m ic ha za rd zo n e , b u t also in an
antic ipated flood zo n e w ith se a leve l rise .
Ed m o nd s co m p reh e n sive plan s ne e d m a jo r w or k.
The D E IS is inc o m p le te an d in vio latio n of state req u ire m e n ts. W ith o u t a m e a n ing fu l E IS co m m e n ts o n th e co m p re h e n s ive p la n are es se n tia ll y m e a n in g le ss . C o u p le d w ith c ity
co de s being a m ess an d a city govern m e n t w ho ha s bro u g ht us to th is situ a tio n , it ap p e a rs a p la n w ill be p ic k e d th a t d ra stic a ll y v io late s w h a t ex is tin g b u ild in g co d e s w e ha ve to
pu s h forw ard a pla n th a t w ill lik ely vio late enviro n m e ntal sta n d a rd s at least in pa rt. W e ne e d re v ise d co d e s an d a b e tte r D E IS to m a k e in fo rm e d ch o ic e s o n a co m p pla n .
The three gro w th op tio n s are base d on m o d e ls, no t fac ts . The la n g ua g e is vag u e .
This w ou ld inc lude lo w e r th re e-fl o o r ap a rtm e n ts or co n d o m in iu m s
w ith retail, com m e rcia l, or office s on th e gro u n d fl o o r in se le ct lo ca tio n s, w ith a po ssib le ad d itio n a l
bon u s flo or. A bon u s (fo u rth ) fl o o r w ou ld be po ss ib le if a de velo p e r m e e ts co m m u n ity b e n e fit
inc e ntives. The seve n N e ig hb o rh o o d H u b s w o u ld in c lu d e lo w - sca le m ixed use . This w o u ld in c lu d e
higher three-fl oor ap a rtm e nts or co n d o m in iu m s w ith re ta il, co m m e rcia l, or offi ce s on th e gro u n d fl o o r in
selec t loc atio ns, also w ith a po ssib le bo n u s fl oo r pe rm itt e d in H u b s .
D o es this m ean th ree fl o o rs of ap p a rtm e nts, plu s reta il be low ? H o w tall are th e flo or s? W h a t d o e s "m e e ts co m m u n ity be n e fit in c e n tive s" m e a n ? W ha t's a b o n u s fl o o r?
The langua ge is eith e r in tio na ll y no n tra n sp a ren t or th e plan is no t fig u re d ou t yet. N e ith e r is go o d .
V is io n S tatem e nt: •i!j he V isio n State m e n t's co m m itm e nt to "p ro m o te ac ce ss to the na tu ra l b e a u ty o f ou r co m m u n ity ", p a g e 11 , d o e s no t m e n tio n pre s e rv in g th e na tu ra l
enviro nm ent. If Ed m o n d s is to co n tin u e to off er an "o u tsta nd ing q u a lity of life ," prote c tin g a n d ev e n re sto rin g th e na tu ra l en v iro n m e n t m u s t be em p h a s ize d . T h e m a n y
enviro nm ent al organ izatio n s an d vo lu n te e r gro u p s in Ed m o n d s co n firm tha t en viro n m e n ta l ste w a rd s h ip is a b ig pa rt of o u r cu rre n t cu ltu re . W h y do e s n 't o u r fo rw a rd -lo o k in g vis io n
statem ent ca rr y th is in to th e fu tu re ? A lso su rp rising , th e cu rr en t visio n sta tem e n t m a ke s no re fe re n c e to ou r lo c a tio n o n P u g e t S o u n d . A b u m p e r stic k e r of m a n y ye a rs ag o
cap tu red this sp irit: Ed m o n d s, G e m of Pu g et S o u n d . O u r w ate r-related ac tivitie s are a m a in att ra c tio n , bo th fo r th o se w h o ch o o s e to live he re a n d fo r th o s e w h o co m e to vis it.
G e nera l C o m m ent: W h e rever ap p ro p ria te, th e C O M P Plan sh o u ld be up d a te d to refl e c t th e d e sire of o u r co m m u n ity to ac q u ire a n d m a n a g e th e U n o c a l p ro p e rty as an ad d itio n to
the Ed m o nds M a rsh . The Plan sh o u ld also be cle ar th a t th e go al is to resto re sa lm o n to th e M a rsh an d it's trib u ta rie s w h ic h w ill re q u ire re n o v a tio n s in c lu d in g cre a tin g a n ou tl e t to
Puget Sou nd .
I Growth Targets/ Growth Alts/Heights
concerns regarding the building heights, specifically the proposal to allow a fifth floor/story in four
centers in Edmonds, which are Westgate, the Medical Center, Firdale, and Five Corners.
7.B.a
Packet Pg. 139
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I re q u e s t th a t b u il d in g h e ig h t s in E d m o n d s b e li m it e d t o th r e e a n d fo u r s t o r ie s to k e e p
th e s c a l e o f fu t u r e d e v e l o p m e n t a p p ro p r ia t e to th e c h a r m in g s u b u r b a n c o m m u n ity
a m c h a g r in e d to s e e , h o w e v e r , o n p a g e 7 9 y o u r r e c o m m e n d a t io n to e n c o u r a g e b u ild in g s
o f fiv e s t o r ie s (w it h a b o n u s h e ig h t s in c e n t iv e ).
w o u ld lik e t o re q u e s t t h a t th e C it y m it ig a t e f u t u r e p la n s fo r b u il d in g h e ig h t s b y ta k in g
a l t e rn a t e m e a s u r e s t o a c h ie v e d e n s it y in c r e a s e s in t h e c o m p r e h e n s iv e p la n
I re c o m m e n d th e C it y a d o p t A lt e rn a t iv e 8 a s is W IT H O U T C O N S ID ER A T IO N O F A D D IN G
A D D IT IO N A L U N IT S .
I w o u l d li k e t o c o m m e n t t h a t th e a s s u m p t io n o f E d m o n d s n e e d in g 9 ,0 6 9 h o u s in g u n it s a lo n g w it h
t h e a d d e d p l a n n e d a m o u n t f o r b u ff e r is w a y o v e r p la n n in g .
E d m o n d s c o n t in u e s to b e h e r a ld e d a s "T h e G e m o f P u g e t S o u n d ,".
A .4 . A n y g ro w t h o r d e v e l o p m e n t s h o u ld s t r iv e to p r e s e rv e fo r it s e lf a n d it s
n e ig h b o r s th e fo ll o w in g v a l u e s :
A .4 .a Li g h t (in c l u d in g d ire c t s u n li g h t )
A .4 .b P r iv a c y
A .4 .c P u b li c v ie w s , o p e n s p a c e s , s h o r e li n e s a n d o t h e r n a t u r a l fe a t u r e s .
A .4 .d F r e e d o m fr o m a ir , w a t e r , n o is e , a n d v is u a l p o ll u t io n .
T h is s e e m s s o o b v io u s b u t in s t e a d o f c h a n g in g n e ig h b o r s th a t a r e fin e to li v e in , w h y n o t
in v e s t in th e p r o b l e m a r e a a lo n g A u ro r a h wy 9 9 ?
T h e G u id in g P r in c ip le s p a g e 1 2 a r e la c k in g o n fu ll y c o m p r e h e n d in g th e n e e d to p ro t e c t o u r
enviro nm ent
Multiple comments-
At Five Corners, I urge you to:
1. Limit building height to only 3 stories, with no incentives for 4 or more stories.
2. Require 2 parking spaces per housing unit.
On page 10 the "Draft Vision Statement" Figure 1.2 is inaccurate and should be removed.
7.B.a
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7.B.b
Packet Pg. 164
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Packet Pg. 165
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7.B.b
Packet Pg. 166
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7.B.b
Packet Pg. 167
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7.B.b
Packet Pg. 168
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7.B.b
Packet Pg. 169
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7.B.b
Packet Pg. 170
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7.B.b
Packet Pg. 171
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7.B.b
Packet Pg. 172
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7.B.b
Packet Pg. 173
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7.B.b
Packet Pg. 174
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7.B.b
Packet Pg. 175
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7.B.b
Packet Pg. 176
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7.B.b
Packet Pg. 177
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7.B.b
Packet Pg. 178
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7.B.b
Packet Pg. 179
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7.B.b
Packet Pg. 180
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7.B.b
Packet Pg. 181
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7.B.b
Packet Pg. 182
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7.B.b
Packet Pg. 183
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7.B.b
Packet Pg. 184
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7.B.b
Packet Pg. 185
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7.B.b
Packet Pg. 186
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7.B.b
Packet Pg. 187
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7.B.b
Packet Pg. 188
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7.B.b
Packet Pg. 189
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7.B.b
Packet Pg. 190
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7.B.b
Packet Pg. 191
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7.B.b
Packet Pg. 192
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7.B.b
Packet Pg. 193
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7.B.b
Packet Pg. 194
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7.B.b
Packet Pg. 195
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7.B.b
Packet Pg. 196
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7.B.b
Packet Pg. 197
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7.B.b
Packet Pg. 198
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7.B.b
Packet Pg. 199
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7.B.b
Packet Pg. 200
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7.B.b
Packet Pg. 201
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7.B.b
Packet Pg. 202
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7.B.b
Packet Pg. 203
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7.B.b
Packet Pg. 204
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7.B.b
Packet Pg. 205
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7.B.b
Packet Pg. 206
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7.B.b
Packet Pg. 207
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7.B.b
Packet Pg. 208
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7.B.b
Packet Pg. 209
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7.B.b
Packet Pg. 210
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7.B.b
Packet Pg. 211
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7.B.b
Packet Pg. 212
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7.B.b
Packet Pg. 213
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7.B.b
Packet Pg. 214
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7.B.b
Packet Pg. 215
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7.B.b
Packet Pg. 216
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7.B.b
Packet Pg. 217
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7.B.b
Packet Pg. 218
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7.B.b
Packet Pg. 219
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7.B.b
Packet Pg. 220
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7.B.b
Packet Pg. 221
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7.B.b
Packet Pg. 222
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7.B.b
Packet Pg. 223
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7.B.b
Packet Pg. 224
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7.B.b
Packet Pg. 225
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7.B.b
Packet Pg. 226
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7.B.b
Packet Pg. 227
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7.B.b
Packet Pg. 228
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7.B.b
Packet Pg. 229
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7.B.b
Packet Pg. 230
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7.B.b
Packet Pg. 231
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7.B.b
Packet Pg. 232
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7.B.b
Packet Pg. 233
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7.B.b
Packet Pg. 234
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7.B.b
Packet Pg. 235
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7.B.b
Packet Pg. 236
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7.B.b
Packet Pg. 237
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7.B.b
Packet Pg. 238
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7.B.b
Packet Pg. 239
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7.B.b
Packet Pg. 240
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7.B.b
Packet Pg. 241
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7.B.b
Packet Pg. 242
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7.B.b
Packet Pg. 243
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7.B.b
Packet Pg. 244
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7.B.b
Packet Pg. 245
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7.B.b
Packet Pg. 246
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7.B.b
Packet Pg. 247
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7.B.b
Packet Pg. 248
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7.B.b
Packet Pg. 249
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7.B.b
Packet Pg. 250
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7.B.b
Packet Pg. 251
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7.B.b
Packet Pg. 252
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7.B.b
Packet Pg. 253
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7.B.b
Packet Pg. 254
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7.B.b
Packet Pg. 255
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7.B.b
Packet Pg. 256
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7.B.b
Packet Pg. 257
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7.B.b
Packet Pg. 258
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7.B.b
Packet Pg. 259
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7.B.b
Packet Pg. 260
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7.B.b
Packet Pg. 261
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7.B.b
Packet Pg. 262
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7.B.b
Packet Pg. 263
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7.B.b
Packet Pg. 264
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7.B.b
Packet Pg. 265
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7.B.b
Packet Pg. 266
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7.B.b
Packet Pg. 267
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7.B.b
Packet Pg. 268
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7.B.b
Packet Pg. 269
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7.B.b
Packet Pg. 270
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7.B.b
Packet Pg. 271
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7.B.b
Packet Pg. 272
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7.B.b
Packet Pg. 273
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7.B.b
Packet Pg. 274
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7.B.b
Packet Pg. 275
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7.B.b
Packet Pg. 276
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7.B.b
Packet Pg. 277
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7.B.b
Packet Pg. 278
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Packet Pg. 279
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Packet Pg. 280
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7.B.b
Packet Pg. 281
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7.B.b
Packet Pg. 282
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7.B.b
Packet Pg. 283
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7.B.b
Packet Pg. 284
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7.B.b
Packet Pg. 285
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7.B.b
Packet Pg. 286
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7.B.b
Packet Pg. 287
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7.B.b
Packet Pg. 288
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7.B.b
Packet Pg. 289
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7.B.b
Packet Pg. 290
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7.B.b
Packet Pg. 291
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7.B.b
Packet Pg. 292
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7.B.b
Packet Pg. 293
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7.B.b
Packet Pg. 294
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7.B.b
Packet Pg. 295
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7.B.b
Packet Pg. 296
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7.B.b
Packet Pg. 297
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7.B.b
Packet Pg. 298
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7.B.b
Packet Pg. 299
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7.B.b
Packet Pg. 300
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7.B.b
Packet Pg. 301
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7.B.b
Packet Pg. 302
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7.B.b
Packet Pg. 303
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7.B.b
Packet Pg. 304
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7.B.b
Packet Pg. 305
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7.B.b
Packet Pg. 306
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7.B.b
Packet Pg. 307
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7.B.b
Packet Pg. 308
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7.B.b
Packet Pg. 309
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7.B.b
Packet Pg. 310
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7.B.b
Packet Pg. 311
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7.B.b
Packet Pg. 312
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7.B.b
Packet Pg. 313
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7.B.b
Packet Pg. 314
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7.B.b
Packet Pg. 315
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7.B.b
Packet Pg. 316
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7.B.b
Packet Pg. 317
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7.B.b
Packet Pg. 318
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7.B.b
Packet Pg. 319
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7.B.b
Packet Pg. 320
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7.B.b
Packet Pg. 321
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7.B.b
Packet Pg. 322
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7.B.b
Packet Pg. 323
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7.B.b
Packet Pg. 324
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7.B.b
Packet Pg. 325
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7.B.b
Packet Pg. 326
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7.B.b
Packet Pg. 327
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7.B.b
Packet Pg. 328
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7.B.b
Packet Pg. 329
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7.B.b
Packet Pg. 330
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7.B.b
Packet Pg. 331
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7.B.b
Packet Pg. 332
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7.B.b
Packet Pg. 333
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7.B.b
Packet Pg. 334
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7.B.b
Packet Pg. 335
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7.B.b
Packet Pg. 336
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7.B.b
Packet Pg. 337
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7.B.b
Packet Pg. 338
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7.B.b
Packet Pg. 339
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7.B.b
Packet Pg. 340
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7.B.b
Packet Pg. 341
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7.B.b
Packet Pg. 342
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7.B.b
Packet Pg. 343
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7.B.b
Packet Pg. 344
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7.B.b
Packet Pg. 345
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7.B.b
Packet Pg. 346
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7.B.b
Packet Pg. 347
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7.B.b
Packet Pg. 348
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7.B.b
Packet Pg. 349
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7.B.b
Packet Pg. 350
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7.B.b
Packet Pg. 351
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7.B.b
Packet Pg. 352
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7.B.b
Packet Pg. 353
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7.B.b
Packet Pg. 354
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7.B.b
Packet Pg. 355
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7.B.b
Packet Pg. 356
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7.B.b
Packet Pg. 357
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7.B.b
Packet Pg. 358
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7.B.b
Packet Pg. 359
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7.B.b
Packet Pg. 360
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7.B.b
Packet Pg. 361
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7.B.b
Packet Pg. 362
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7.B.b
Packet Pg. 363
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7.B.b
Packet Pg. 364
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7.B.b
Packet Pg. 365
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7.B.b
Packet Pg. 366
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7.B.b
Packet Pg. 367
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7.B.b
Packet Pg. 368
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7.B.b
Packet Pg. 369
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7.B.b
Packet Pg. 370
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7.B.b
Packet Pg. 371
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7.B.b
Packet Pg. 372
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7.B.b
Packet Pg. 373
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7.B.b
Packet Pg. 374
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7.B.b
Packet Pg. 375
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7.B.b
Packet Pg. 376
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7.B.b
Packet Pg. 377
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7.B.b
Packet Pg. 378
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7.B.b
Packet Pg. 379
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7.B.b
Packet Pg. 380
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7.B.b
Packet Pg. 381
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7.B.b
Packet Pg. 382
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7.B.b
Packet Pg. 383
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7.B.b
Packet Pg. 384
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7.B.b
Packet Pg. 385
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7.B.b
Packet Pg. 386
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7.B.b
Packet Pg. 387
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7.B.b
Packet Pg. 388
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7.B.b
Packet Pg. 389
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7.B.b
Packet Pg. 390
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7.B.b
Packet Pg. 391
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7.B.b
Packet Pg. 392
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6/27/2024 Draft Introduction and Context 1
Introduction
Edmonds is a vibrant city renowned for its scenic beauty, rich cultural heritage, and strong
community spirit. Situated along the shores of Puget Sound, Edmonds blends small-town charm
with modern amenities, offering residents and visitors alike a unique blend of coastal living and
urban convenience. As a hub of creativity and innovation, Edmonds is home to a thriving arts
scene, diverse local businesses, and a deep commitment to sustainability. With its picturesque
downtown, bustling waterfront, and abundant parks and recreational areas, the city attracts
individuals and families seeking a high quality of life in a welcoming and inclusive environment.
Edmonds prides itself on its strong sense of community, where neighbors come together to
celebrate local traditions, support local initiatives, and shape the future through active civic
engagement.
Everyone's Edmonds is Edmonds’ 2044 Comprehensive Plan, the city’s primary policy
document that outlines a long-term vision and provides direction for future growth and
development over the next 20 years. As Edmonds continues to evolve, the Plan will provide
clear direction on critical issues such as housing, job creation, transportation improvements, and
capital investments in essential infrastructure like utilities, sidewalks, and parks.
The plan serves as the cornerstone for the city's major decisions on growth and development,
helping preserve the unique charm while embracing opportunities for progress and innovation. It
outlines how the city will look, feel, and function in the years to come. It prepares Edmonds to
face present and future challenges with resilience and adaptability, fostering a thriving,
inclusive, and environmentally sustainable community. By aligning with the values and vision of
Edmonds' residents, this Plan aims to create a future where everyone can prosper and enjoy an
exceptional quality of life.
Vision and Guiding Principles
The vision statement was crafted through an inclusive community visioning process that
encouraged broad participation and input from Edmonds residents. Following this collaborative
effort, the statement underwent review and refinement by both the Edmonds Planning Board
and the City Council. This process ensured that the vision reflected the aspirations and priorities
of the community while aligning with strategic goals for the city's future .
“Edmonds is a charming and welcoming city offering outstanding quality of life for all with
vibrant and diverse neighborhoods, safe streets, parks, and a thriving arts scene shaped
in a way to promote healthy lifestyles, climate resiliency, and access to the natural beauty of our
community.”
“Guiding Principles”
The Vision ties directly to the guiding principles listed following. Guiding Principles create the
framework for decision-making and actions in each of the the plan’s “elements” that provide the
city’s long-range policy direction. They pull forward the core values, goals, and aspirations
embedded within the vision, guiding how each element’s strategies and policies can contribute
to a desired future.
Comprehensive Plan Background Context
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6/27/2024 Draft Introduction and Context 2
Land use:
Grow mindfully with a place-driven approach that integrates all aspects of the built environment-
-land use, transportation, economic development, infrastructure, and social amenities to foster
well-designed and livable environments for all.
Housing
Edmonds is an inclusive community where every resident, regardless of their income,
background, or ability, has access to safe, affordable, and dignified housing.
Economic Development
Edmonds’ economy is resilient and celebrates its unique identity, provides support and
opportunities to the community and businesses to flourish.
Climate
Edmonds is committed to strengthen our resilience to climate change while balancing growth
and protecting and expanding our environmental assets. It will prioritize creating sustainable,
and low-carbon Edmonds that can enhance quality of life for residents.
Community Culture, History, and Urban Design:
Community quality of life in Edmonds is enhanced by weaving culture, arts, historic
preservation, and thoughtful urban design into community activities and placemaking.
Transportation
Edmonds will create well-designed streets that are safe, welcoming, and accessible for all
residents, regardless of age, ability, or mode of transportation
Edmonds centers people in the city’s work, to contribute to a better quality of life, and promote
equitable opportunities for all.
Public Utilities and Capital Facilities:
Edmonds will ensure reliable, efficient, and sustainable delivery of essential public utilities,
including water, electricity, gas, and telecommunications, to all residents and businesses.
Context
Planning Area
The City of Edmonds is in south Snohomish County on the western shores of Puget Sound
approximately 14 miles north of Seattle. Situated within the urbanized Puget Sound region, the
city encompasses approximately 8.9 square miles (5,700 acres) in area, including 5 linear miles
(26,240 feet) of marine shoreline. Roughly triangular in shape, the city is bounded by Puget
Sound on the west; Lynnwood and Mountlake Terrace on the east; unincorporated Snohomish
County on the north; and the town of Woodway and the City of Shoreline on the south.
The 2044 Plan update focuses on creating compact efficient land use patterns to accommodate
growth with integrated place-making as an approach to urban planning and development that
considers the interconnectedness of social, economic, environmental, and cultural elements.
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This method emphasizes the active involvement of community members in designing and
maintaining spaces that reflect their identity and meet their diverse needs.
Planning History
The earliest documented inhabitants of the area were Native American tribes. The Edmonds
area was an integral part of the Coast Salish tribes’ way of life for thousands of years before the
settlers arrived. The area was rich in natural resources harvested by Coast Salish tribes. The
marsh provided bark and cattails, the Puget Sound provided ample fishing, and berries, roots
and other resources could be found on trails stretching to Lake Ballinger.
Although there is no archaeological evidence of an established village in Edmonds, the area —
especially the marsh — was an important summer destination for the Coast Salish tribes, which
helped sustain them during the winter months. While they came to harvest fish, shellfish, reeds,
medicinal plants and other resources, they also spent weeks sharing the marsh bounty and
socializing, and held marriage ceremonies connecting different tribes. Before settlement, the
marsh stretched nearly 100 acres. Continued development over the years has reduced the area
to its current 22.5 acres.
As European exploration and settlement in the Pacific Northwest increased, settlers began
homesteading and logging activities in the general area of the present-day city. The community
that became the City of Edmonds grew out of a homestead and logging operation started by
George Brackett in 1876. Logging and shingle-splitting were the dominant economic activities in
the community during the 1880s and 1890s. The town continued to grow as other industries
including box making, pulp mill, a cigar factory, and increased waterfront activities developed.
The Great North Railroad reached the town in 1891 and for many years provided access for
goods and passenger travel to Everett and Seattle as well as to the eastern part of the state.
Although fires destroyed many of the waterfront mills, shingle production continued to be the
primary industry in the city into the 1940s. Ferry service to Kingston began in 1923 when a ferry
terminal was built near the location of the existing ferry dock. The present ferry terminal was
built in the early 1950s after acquisition of the ferry system by the State of Washington.
The city continued to grow during the 1940s and 50s, resulting in a more active role of the
municipality in providing water, sewer, and streets for the residential and commercial expansion.
The Port District was formed in 1948 and began waterfront improvements. Commercial and
retail businesses within the downtown provided a wide range of services to the community.
Completion of Interstate 5 and increased growth in the Puget Sound region led to a gradual
change in the character of city with more emphasis on residential development and a decline in
the retail importance of the downtown. Although the city is now primarily a residential
community, it also provides many amenities for residents and visitors, including restaurants and
specialized shopping as well as a long list of festivals and cultural events.
The City of Edmonds was incorporated in 1890 with the original town site encompassing
approximately 550 acres. The original town site is now occupied primarily by the downtown and
adjacent residential areas. The City has expanded in area through annexations to a land area of
approximately 8.9 square miles or approximately 9.2 square miles including portions of Lake
Ballinger and Puget Sound tidelands.
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Planning Framework
Adopted state and regional goals provide the framework for local comprehensive plans and
implementation strategies. Through these goals, local governments are assured that important
issues facing the state and other local governments in the Puget Sound region can be
comprehensively addressed.
State and Regional Planning Framework
Growth Management Act
The Washington Growth Management Act (GMA) establishes a framework for jurisdictions to
manage and accommodate growth. The GMA sets requirements for comprehensive planning to
guide future growth towards shared goals and ensure consistency and coordination between
jurisdictions. State, regional and local jurisdictions undertaking growth management planning
are required to adopt plans and implementation strategies that form a coordinated approach to
actively plan for the future. The purpose of the GMA is to manage growth to support a high
quality of life, sustainability, economic
development, and environmental conservation (RCW 36.70A.010).
The Growth Management Act (GMA) directs coordinated regional and countywide planning,
which serves as the foundation provides guidance for locally adopted comprehensive plans and
development regulations across cities and counties. The GMA establishes the comprehensive
plan as the centerpiece of local long-range planning, which contains a vision, goals, objectives,
policies, and implementation actions that are intended to guide day-to-day decisions by elected
officials and local government staff. In regions like Central Puget Sound and throughout most of
Washington state, counties and cities are required to develop comprehensive plans that
encompass objectives, principles, standards, and a future land use map (FLUM) which provides
guidance for zoning and other development regulations. GMA requires comprehensive plans to
include mandatory elements such as land use, housing, capital facilities, utilities, transportation,
parks and recreation, and climate change resilience (RCW 36.70A.070).
Local governments have the flexibility to include additional elements as desired. Development
regulations, including zoning, must align with the objectives outlined in each jurisdiction's
comprehensive plan. Compliance with the GMA, including periodic updates, is crucial for
counties and cities to qualify for grants and loans from specific state infrastructure programs,
ensuring their readiness to support sustainable growth and development.
In recent years, amendments to the GMA have mandated jurisdictions to plan for and facilitate
housing that meets the needs of all economic segments of the population (HB 1220).
Additionally, these amendments require jurisdictions to identify and mitigate racially disparate
impacts (HB 1220), simplify regulations to expand accessory dwelling unit (ADU) options (HB
1337), and enhance opportunities for middle housing (HB 1110).
Under RCW 36.70A.020, the GMA establishes a series of 15 goals that should act as the basis
of all comprehensive plans. These GMA contains are the statewide planning goals
(Summarized below) intended to guide the development and adoption of comprehensive plans.
• Urban growth. Encourage development in urban areas where adequate public facilities
and services exist or can be provided in an efficient manner.
• Reduce sprawl. Reduce the inappropriate conversion of undeveloped land into
sprawling, low-density development.
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• Transportation. Encourage efficient multimodal transportation systems that are based on
regional priorities and coordinated with county and city comprehensive plans.
• Housing. Encourage the availability of affordable housing to all economic segments of
the population of this state, promote a variety of residential densities and housing types,
and encourage preservation of existing housing stock.
• Economic development. Encourage economic development throughout the state that is
consistent with adopted comprehensive plans, promote economic opportunity for all
citizens of this state, especially for unemployed and for disadvantaged persons, promote
the retention and expansion of existing businesses and recruitment of new businesses,
recognize regional differences impacting economic development opportunities, and
encourage growth in areas experiencing insufficient economic growth, all within the
capacities of the state’s natural resources, public services, and public facilities
• Property rights. Private property shall not be taken for public use without just
compensation having been made. The property rights of landowners shall be protected
from arbitrary and discriminatory actions.
• Permits. Applications for both state and local government permits should be processed
in a timely and fair manner to ensure predictability.
• Natural resource industries. Maintain and enhance natural resource-based industries,
including productive timber, agricultural, and fisheries industries. Encourage the
conservation of productive forestlands and productive agricultural lands, and discourage
incompatible uses.
• Open space and recreation. Retain open space, enhance recreational opportunities,
conserve fish and wildlife habitat, increase access to natural resource lands and water,
and develop parks and recreation facilities.
• Environment. Protect the environment and enhance the state’s high quality of life,
including air and water quality, and the availability of water.
• Citizen participation and coordination. Encourage the involvement of citizens in the
planning process and ensure coordination between communities and jurisdictions to
reconcile conflicts.
• Public facilities and services. Ensure that those public facilities and services necessary
to support development shall be adequate to serve the development at the time the
development is available for occupancy and use without decreasing current service
levels below locally established minimum standards.
• Historic preservation. Identify and encourage the preservation of lands, sites, and
structures, that have historical or archaeological significance.
• Climate change and resiliency. Ensure that comprehensive plans, development
regulations, and regional policies, plans, and strategies under RCW 36.70A.210 and
chapter 47.80 RCW adapt to and mitigate the effects of a changing climate; support
reductions in greenhouse gas emissions and per capita vehicle miles traveled; prepare
for climate impact scenarios; foster resiliency to climate impacts and natural hazards;
protect and enhance environmental, economic, and human health and safety; and
advance environmental justice.
• Shorelines of the state. For shorelines of the state, the goals and policies of the
shoreline management act as set forth in RCW 90.58.020 shall be considered an
element of the county’s or city’s comprehensive plan.
• Encourage development in urban areas where adequate public facilities and services
exist
• Reduce sprawl
• Encourage efficient multimodal transportation systems
• Plan for and accommodate affordable housing to all economic segments
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• Promote a variety of residential densities and housing types and encourage preservation
of existing housing stock
• Promote economic opportunity for all.
• Promote the retention and expansion of existing businesses and recruitment of new
businesses
• Protecting property rights of landowners
• Ensure timely and fair permit process.
• Maintain and enhance natural resource-based Industries
• Encourage the conservation of productive forest lands and productive agricultural lands
and discourage incompatible uses.
• Retain open space and green space, increase access to natural resource lands and
water, and develop parks and recreation facilities.
• Protect and enhance the environment Encourage community participation including
vulnerable populations and overburdened communities
• Public facilities and services - Ensure adequate public facilities and services necessary
to support development Identify and encourage historic preservation
• Ensure that comprehensive plans, development regulations, and regional policies, plans,
and strategies adapt to and mitigate the effects of a changing climate.
• The goals and policies of the Shoreline Management Act as set forth in RCW 90.58.020
shall be considered an element
Regional Goals
The Puget Sound Regional Council (PSRC) is a Regional Transportation Planning Organization
under chapter 47.80 RCW. In its major planning document, Vision 2040, the PSRC is described
as:
“…an association of cities, towns, counties, ports, and state agencies that serves as a
forum for developing policies and making decisions about regional growth
management, environmental, economic, and transportation issues in the four-county
central Puget Sound region of Washington state.”
The City of Edmonds is a member of PSRC.
PSRC’s VISION 2050
VISION 2050 is the region’s plan for growth. By 2050, the region's population will reach 5.8 million
people. The region’s cities, counties, Tribes, ports, agencies, businesses, and communities have worked
together to develop VISION 2050 to prepare for this growth and serve as a guide for sustaining a healthy
environment, thriving communities and a strong economy. VISION 2050 is a plan for the long -term that
can be adjusted as the region changes.
The Puget Sound Regional Council's long-range plan, Vision 2050, provides a framework to
guide sustainable growth across the region through integrated transportation, land use, and
economic strategies. It envisions a future where communities thrive with affordable housing,
efficient transportation systems, and equitable access to jobs and amenities. The plan
emphasizes environmental stewardship, promoting compact urban growth while preserving
natural resources and open spaces. Vision 2050 aims to enhance regional connectivity,
resilience to climate change, and social equity by fostering vibrant, inclusive communities where
residents enjoy a high quality of life and economic opportunities, ensuring a sustainable and
prosperous future for generations to come.
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Regional collaboration is a foundational component of Vision 2050. It responds to the
coordinated planning component of the GMA, recognizing the interdependency of jurisdictions
and the imperative nature of consistency across systems. The document focuses on
coordination in planning development with related entities, and emphasizes equity and health
requirements for the region.
To implement this vision, VISION 2050 contains the following Overarching Goals:
Regional Collaboration: The region plans collaboratively for a healthy environment, thriving
communities, and opportunities for all.
Regional Growth Strategy - The region accommodates growth in urban areas, focused in
designated centers and near transit stations, to create healthy, equitable, vibrant communities
well-served by infrastructure and services. Rural and resource lands continue to be vital parts of
the region that retain important cultural, economic, and rural lifestyle opportunities over the long
term.
Environment - The region cares for the natural environment by protecting and restoring natural
systems, conserving habitat, improving water quality, and reducing air pollutants. The health of
all residents and the economy is connected to the health of the environment. Planning at all
levels considers the impacts of land use, development, and transportation on the ecosystem.
Climate Change - The region substantially reduces emissions of greenhouse gases that
contribute to climate change in accordance with the goals of the Puget Sound Clean Air Agency
(50% below 1990 levels by 2030 and 80% below 1990 levels by 2050) and prepares for climate
change impacts.
Development Patterns - The region creates healthy, walkable, compact, and equitable transit-
oriented communities that maintain unique character and local culture, while conserving rural
areas and creating and preserving open space and natural areas
Housing - The region will preserve, improve, and expand its housing stock to provide a range of
affordable, healthy, and safe housing choices to every resident. The region will continue to
promote fair and equal access to housing for all people.
Economy - The region will have a prospering and sustainable regional economy by supporting
businesses and job creation, investing in all people and their health, sustaining environmental
quality, and creating great central places, diverse communities, and high quality of life.
Transportation - The region has a sustainable, equitable, affordable, safe, and efficient
multimodal transportation system, with specific emphasis on an integrated regional transit
network that supports the Regional Growth Strategy and promotes vitality of the economy,
environment, and health.
Public Services - The region will support development with adequate public facilities and
services in a coordinated, efficient, and cost-effective manner that supports local and regional
growth planning objectives.
VISION 2050, focuses greater amounts of growth within regional growth centers and high-
capacity transit station areas. High-capacity transit station areas are areas within ½ a mile of
existing or planned light rail and streetcar stations, commuter rail stations, ferry terminals, and
within ¼ mile of all bus rapid transit stations.
The City of Edmonds is identified as a High-Capacity Transit Community. As the regional transit
system grows, Edmonds will play a key role in accommodating employment and population
growth by supporting mobility and reducing vehicle trips. Edmonds’ Comprehensive Plan is
consistent with and helps implement Vision 2050. It supports the role of Edmonds as a high-
capacity transit hub within the larger regional system and is in alignment with the goals, policies,
and actions established at the regional level.
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Multicounty Planning Policies (MPPs) are included as a part of Vision 2050, adopted under
the state’s as required by the GMA, to provide an integrated framework for addressing land use,
economic development, transportation, other infrastructure, environmental, and climate change
planning. Their role is to implement the Regional Growth Strategy, create a planning framework
to ensure consistency across local plans, and provide the policy structure for other regional
plans. MPPs inform Countywide Planning Policies and local jurisdiction Comprehensive Plans.
County’s Planning Framework
Snohomish County Countywide Planning Policies (CPPs) provide a framework for
developing and adopting comprehensive plans for all jurisdictions within the county. CPPs
ensure countywide consistency in growth management in compliance with MPPs and the GMA.
This framework addresses issues at the regional level and establishes a shared vision for the
county. General and joint framework are provided to guide and coordinate the development of
plans at the county and city level. Topic specific policies are provided for the following subject
areas: land use, housing, capital facilities, utilities, transportation, economic development, and
parks and recreation.
City Profile
Edmonds has a history of annexation that has expanded its boundaries over the years. The
original incorporation in 1890 included about 600 acres along the waterfront and up the hill to
the east. Major annexations occurred in the 1950s and 1960s as Edmonds expanded into the
surrounding suburban areas. By 1963, Edmonds had completed its largest annexations,
growing to a population of around 19,000. The city reached its present eastern boundary along
State Route 99 in May 1959.
Edmonds gradually annexed portions of the unincorporated area of Esperance. This process
occurred over several decades, with Edmonds annexing pieces of Esperance for industrial
development and to increase its tax base. By the early 2000s, only 5 precincts of Esperance
remain unincorporated, completely surrounded by Edmonds. These annexations have
contributed to Edmonds’ growth from its original 600 acres to its current size of about 8.9 square
miles, making it the third most populous city in Snohomish County.
Demographics
The rate of population growth has been relatively stable over the years with major increases
occurring primarily as a result of annexations during the 1950s, 1960s, and 1990s. The
population growth during these decades was 289.7 percent, 195.5 percent, and 28.5 percent
respectively. Maps detailing the annexation timeline for Edmonds are shown below.
The city has experienced moderate population growth and demographic shifts between 2000
and 2024. The growth rate was marginal between 2000- 2010 at 0.5 percent. The city’s
population increased from 39,709 in the 2010 census to an estimated 42,658 in 2024,
representing a growth of about 7.4%. Edmonds has an older population compared to state and
national averages, with a median age of 45.8 years in 2024. The average household size in
Edmonds has slightly decreased from 2.262 in 2010 to 2.0 in 2020. The city is relatively affluent,
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6/27/2024 Draft Introduction and Context 9
with a median household income of $96,775 and a low poverty rate of 4.19%. Edmonds also
boasts a well-educated population, with high rates of educational attainment.
The racial composition has become slightly more diverse, with the White population decreasing
from 83.4% in 2010 to 77.06% in 2024, while the Asian population increased from 7.1% to
9.34%.
The data suggests that while Edmonds experienced overall population growth from 2013 to
2022, the proportion of youth in the population has decreased. This trend aligns with the city’s
increasing median age and growing percentage of residents over 65, indicating that Edmonds is
becoming a more mature community with a smaller proportion of young families and children.
However, it’s important to note that these are current trends and may evolve in the future as
demographic patterns shift and new development or policy changes potentially attract younger
residents and families to the area.
Demographic analysis for Audience Prioritization
Source: Equitable Engagement Framework, City of Edmonds
Knowing the audience helps prioritize which audiences to engage, and how to reach them.
Using information gathered from interviews, best practices for engaging specific populations,
and demographic information by census tract, the following is a list of suggested priority
audiences along with recommendations for engaging community members in each geographic
area.
The rate of population growth has been relatively stable over the years with major increases
occurring primarily as a result of annexations during the 1950s, 1960s, and 1990s. The
population growth during these decades was 289.7 percent, 195.5 percent, and 28.5 percent
respectively. Maps detailing the annexation timeline for Edmonds are shown below. The growth
rate was marginal between 2000- 2010 at 0.5 percent.
Between 2010- 2024,
Land Use Pattern
Single-family residential uses are relatively evenly dispersed throughout the city and occupy the
majority of the city's land use base. Approximately 3,460 acres, or 58.5 percent of the city's
area, is developed for single-family residential uses. Higher density residential development
(including apartments and condominiums) is primarily located south and north of the downtown;
in the vicinity of the Edmonds-Woodway High School site and Swedish-Edmonds Hospital; and
adjacent to 196th Street, 76th Avenue and Highway 99. Together, single-family and multi-family
residential units comprise approximately 3,959.9 acres (just over 64 percent of the total
developed land within the city).
Commercial activity is concentrated in two principal areas -- the Downtown/Waterfront and the
Highway 99 corridor (which includes the retail and medical development in the vicinity of
Swedish Edmonds Hospital). These two areas were designated as Activity Centers in the 2015
Comprehensive Plan, and over the years, various strategies and actions have been
implemented to establish them as key hubs of economic activity within the city.
There are several smaller commercial nodes of varying sizes that help to serve adjacent
neighborhoods, such as Westgate, Five Corners, Firdale, Perrinville, and Puget Drive.
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6/27/2024 Draft Introduction and Context 10
The Port of Edmonds is located in the southern portion of the city's waterfront. The Port owns
and manages 33 upland acres as well as a small boat harbor and marina, with space for 1,000
boats (approximately 11 acres). A variety of services and marine-related businesses are located
on the Port's properties.Waterfront area revitalization is one of the key considerations of the
2024 plan update. With the revocation of ‘Edmonds Crossing’ project, waterfront has created
new set of opportunities and challenges to address to accommodate growth and maintain it’s
status as a unique destination of the puget sound region.
Regional parks and beaches figure prominently in the city, including Brackett’s Landing North
and South, the Edmonds Fishing Pier, Edmonds Memorial Cemetery, Edmonds Underwater
Park, Marina Beach Park, Olympic Beach Park, local tidelands, and the Edmonds Senior
Center. The Edmonds Marsh is a significant City-owned open space (23 acres), while Yost
Memorial Park is the largest community park owned by the City (44 acres). The largest County
resources are Southwest County Park (118 acres) and Meadowdale Beach County Park (144
acres). All together, parks, recreation, and open space lands account for 5.8 percent of City
land.
City’s Growth Strategy Growth Alternatives
As mentioned above, City is expected to grow by 13,000 people and approximately 9,000
housing units plus 3000 jobs.
Growth Projection Growth Targets
Per the Growth Management Act, the state Office of Financial Management sets a range of
demographic projections for each county. Counties, working with the Puget Sound Regional
Council, then pick a target within a range set by the OFM. Counties are then responsible for
allocating growth to their constituent cities. Edmonds population in the 2020 census was 42,853.
Edmonds population target for 2044 is 55,966, as determined by the Snohomish County
Tomorrow Steering Committee. This decision was based on General Framework policy GF-5,
found in Countywide Planning Policies. This policy states that population growth should be
allocated per “each community’s vision and regional role as described in [Puget Sound Regional
Council’s Regional Growth Strategy], levels of infrastructure investment, market conditions, and
other factors…”
The Growth Management Act requires the state Office of Financial Management (OFM) to set
demographic projections for each county, from which counties, in coordination with the Puget
Sound Regional Council, select a growth target and allocate it among their cities.
In the 2020 Census, Edmonds had a population of 42,853. Its 2044 population target, set by the
Snohomish County Tomorrow Steering Committee, is 55,966, reflecting a projected increase of
13,113 residents. This target aligns with the Countywide Planning Policies' General Framework
Policy GF-5, which advises allocating growth according to each community’s vision,
infrastructure, and role in the region.
Edmonds’ projected 30% population increase by 2044 is below the countywide average of 37%
and the 43% increase projected for the Urban Growth Area (UGA). This reflects Edmonds’ more
limited capacity for growth compared to areas along major transit corridors, though it still plays a
role in supporting countywide growth targets.
Translating Population Growth to Housing Targets
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6/27/2024 Draft Introduction and Context 11
Snohomish County’s approach to setting housing targets based on population growth uses the
Department of Commerce’s Housing For All Planning Tool (HAPT), with an exception for cost-
burdened owner-occupied housing, which the county excludes from increased housing needs.
This results in a housing target for 9,068 new housing units, with assumptions on household
size consistent with the Snohomish County H0-5 Report.
The Housing and Land Use Elements plan for Edmonds’s adopted targets for 2044. Table 1.1
summarizes the adopted housing and employment growth targets as set in the Snohomish
County CPPs.
Table: Growth Targets for the City of Edmonds for 2044 as set by Snohomish County
CPP.
2020 Estimate 2044 Target Proposed Growth
Population 42,853 55,966 13,113
Housing 19,005 28,073 9,069*
Jobs 14,174 17,232 3,058
This total of 9068 housing units is further defined by various income levels and capacity needed
to achieve under each of the income band. Table XX in the Housing Element summarizes
Edmonds’ adopted housing targets by income band and emergency housing required. Similarly,
Economic Development element summarizes the adopted employment targets as set by the
Snohomish County.
The city has existing capacity for accommodating some of the housing and jobs growth targets.
This capacity is calculated and summarized in Snohomish County Buildable Lands Report
(2021) and explained in the Land Use Element.
To meet growth targets, the City must identify key areas and implement strategies to
accommodate projected growth over the next 20 years. Based on previous planning efforts, the
City already has some capacity for housing and job growth, carried over from the last plan
update. This available capacity is detailed in the 2021 Snohomish County Buildable Lands
Report and further explained in the Land Use Element.
For a detailed break down and explanation of county adopted growth targets, refer to Appendix -
B
Subtracting the existing capacity and applying the HB 1220 requirements, the city must increase
its housing unit capacity by 4,123 and jobs capacity by 510, in this planning cycle. (The House
Bills’ requirements are explained in detail in Appendix A of this document).
Growth Alternatives
To accommodate the growth, two growth scenarios were proposed as growth
alternatives to create vibrant neighborhoods with suitable and affordable housing for all
income levels, enhancing quality of life and promoting social equity. Both the Growth
Alternatives proposed focused on the 2024–2044 planning period and will plan to
accommodate new housing and employment growth targets, be compliant with the state
legislative house bills and stay consistent with the Snohomish County Countywide
Planning Policies (CPPs).
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The State Environmental Policy Act (SEPA) provides an environmental analysis
opportunity for both specific development projects and broader planning efforts. An
environmental analysis at the “development project” level requires more detailed
analysis of the site conditions, including proximity to critical areas and other factors. An
environmental analysis at the planning (“non-project” level) is a higher-level look at
potential impacts of implementing the proposed plan and identifies mitigation measures
for the potential significant impacts. For example, an Environmental Impact Statement
(EIS) for a long-range citywide comprehensive plan would identify general issues (such
as increased population and the need for more housing) and recognize mitigation
measures (such as application of critical area and stormwater regulations) that would be
required for future development.
SEPA mandates that cities study the environmental impacts of the proposed alternatives
to ensure that no growth is being planned in such a way that it impacts the surrounding
environment. This study also included a No-Action alternative where City continues to
follow the 2015 Comprehensive Plan, amended in 2020, and current zoning regulations.
It would maintain the existing land use designations without modifications and would not
follow would not include the effects of House Bill (HB) 1110, HB 1220, and HB 1337.
Under SEPA, as part of the City’s evaluation of the growth alternatives for the draft
comprehensive plan, Edmonds considered not only potential impacts and mitigation
measures for the two Growth Alternatives, but also for the “No Action” alternative,
whereby the City would continue to follow the 2015 Comprehensive Plan, as amended in
2020, and current zoning regulations. The “No-Action” alternative would also maintain
the existing land use designations without modifications and would not include meeting
the requirements of House Bill (HB) 1110, HB 1220, and HB 1337. Both action
alternatives assume minimum compliance with recently adopted House Bills 1110, 1337
and 1220.
Both action alternatives assume minimum compliance with recently adopted House Bills
1110, 1337 and 1220.
A final decision was made by the City Council seeking recommendations from the
Planning Board to choose the extents and heights of the potential areas of change. The
approved growth scenario defined significant changes in future land use designations
within the Comprehensive Plan's Land Use element. The housing element address the
distribution and types of housing needed to meet various income levels.
To read more about the proposed alternatives, refer to the Appendix C
Community Engagement Framework
The City of Edmonds aims to ensure timely and consistent public notification regarding
proposed comprehensive plan amendments. This includes providing advance notice of all
opportunities for public comment on the proposals and enabling interested parties t o monitor
their progress throughout the legislative decision-making process.
Equitable Engagement Framework
The City of Edmonds' Equitable Engagement Framework is a guiding document for inclusive
and equitable community engagement. Its key principles include fostering mutual respect,
prioritizing engagement with overlooked communities, being responsive to community input,
investing in resources for engagement, and building lasting relationships with community
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representatives. The framework outlines specific roles and responsibilities for engagement,
tailored approaches for different projects, and methods to measure success.
The demographic analysis within the framework identifies key population characteristics within
ten geographic locations in Edmonds using data from the 2020 American Community Survey.
The analysis focused on individual-level demographics (age, sex, race, ethnicity, poverty level,
citizenship status, disability status, language spoken at home) and household-level
demographics (age groups of household members, rented units, transit dependency, computer
use, internet subscription, household income).
The Framework recommends the city make use of practices such as
• Prioritizing appropriate outreach for specific audiences, including households with
incomes less than $50,000, families with children, non-citizens, and those who speak
languages other than English.
• Providing childcare, scheduling meetings at convenient times, and using local media and
social media platforms to reach these communities.
• Ensuring broad participation and mutual benefit by working with Community Based
Organizations (CBOs) organizations and compensating them for time, vision, input, and
expertise.
Community Champions
The Community Champions pilot program is a strategic part of the city’s Equitable Engagement
Framework. It seeks to serve the communities who identify as:
• Black, indigenous, or as a person of color
• Speak a language other than English at home
• Immigrants or refugees
• Having disabilities
• LGBTQIA+
• Low-income households
• Youth who may be future Edmonds residents, voters, and business owners
• Social service agencies
• Small business owners
Community Champions Network brings underrepresented and historically marginalized voices
into the process. Their involvement is helping to ensure Edmonds’ planning efforts reflect their
needs and priorities.
How to use the Plan?
Intended Use & Document Organization
The Everyone’s Edmonds Comprehensive Plan is intended for use by all members of the
community and is a tool to assist City Council, City staff, and others involved in making land use
and public infrastructure decisions. The Plan is organized into elements or chapters. Each topic-
specific element contains a summary of existing conditions and goals and policies.
Elements are organized as follows:
1. Introduction and Context
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6/27/2024 Draft Introduction and Context 14
2. Land Use
3. Housing
4. Economic Development
5. Community Culture, History, and Urban Design
6. Climate
7. Capital Facilities
8. Utilities
Note: Transportation Element is published as a separate document from the Draft Plan.
Guiding Principles are derived from the Vision statement and provide a foundational
framework for achieving the Vision. They are broad, enduring statements that set the tone for
decision-making and planning processes. These principles embody the core values and
priorities of the community.
Goals translate the Vision and Guiding Principles into specific, and achievable outcomes. Each
Goal outlines the desired results that the city seeks to achieve, providing a clear direction for
policy. Goals are ambitious yet attainable, reflecting both the aspirations and practical realities
of the community.
Policies are the actionable steps and strategies that will be implemented to achieve the Goals.
They provide detailed guidance on how the city will manage growth, allocate resources, and
address specific issues. Policies are designed to offer concrete actions that can be taken by the
city’s staff, leaders, and community partners.
Goals and policies work together to support the community’s vision and guiding principles.
System plans and other city plans—such as the Parks, Recreation, and Open Space (PROS)
Plan—further reinforce the Comprehensive Plan with infrastructure, programs, and detailed
strategies. The Comprehensive Plan and its supporting plans are implemented through
regulations and permits, including the City’s development regulations (e.g., zoning code) and
other ordinances.
Appendices
A. Methodology and Assumptions for City of Edmonds Land Use Capacity Analysis
B. Publicly owned facilities in City of Edmonds
Implementation
Edmonds’ Comprehensive Plan is implemented through numerous actions, including day-to-day
operations, capital investments, review of new development projects, and related system plans.
Implementation actions are steps that are intended to be taken within a specified timeframe to
address high priority sustainability goals. GMA requires larger counties and cities to submit an
implementation progress report detailing the progress they have achieved in implementing their
plans five years after they been updated. This report should include regulations, zoning and
land use changes, and other legislative and administrative actions needed for
implementation. In addition, the Comprehensive Plan contains a small number performance
measures (no more than one per element) that can be used to monitor and annually report on
the implementation and effectiveness of the Comprehensive Plan.
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Performance measures, as identified in the Comprehensive Plan, are specific, meaningful, and
easily obtainable items that relate to sustainability and can be reported on an annual basis.
They are intended to help assess progress toward achieving the goals and policy direction of
each major Comprehensive Plan element.
The City staff will annually report on the progress and effectiveness of implementation actions
and performance measures to City Council and Planning Board.
Related documents include:
Documents Incorporated into the Comprehensive Plan:
Shoreline Master Program
Highway 99 Sub Area Plan
Capital Facilities Plan and Capital Improvement Program
2022-2027 Parks, Recreation, and open Space Plan
DocumentstsDocuments Adopted into the Comprehensive Plan by reference:
Comprehensive Water System Plan (2017)
Comprehensive Sanitary Sewer Plan (2013)
Storm & Surface Water Management Comprehensive Plan (2010)
Amending the Comprehensive Plan
Comprehensive Plan is an evolving document that undergoes periodic review and revision as
new information becomes available and as public interests and legislative policies evolve. Minor
updates are incorporated annually, while major “periodic reviews” are conducted every 10
years. Proposed changes are reviewed and recommended by the Planning Board, and then
considered and decided upon by the City Council.
Each time the Plan is amended, it’s essential to ensure alignment with applicable laws and
maintain internal consistency across all elements. Development regulations should also align
with and help implement the Comprehensive Plan.
ACKNOWLEDGEMENTS
The city of Edmonds wishes to acknowledge the contributions made by the community to the
Everyone’s Edmonds Comprehensive Plan and its participation in a series of events, surveys,
and meetings.
City Council:
Vivian Olson
Chris Eck
Will Chen
Neil Tibott
Michelle Dotsh
Susan Paine
Jenna Nand
Planning Board:
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6/27/2024 Draft Introduction and Context 16
Jon Milkey
Lauren Golembiewski, Vice Chair
Jeremy Mitchell, Chair
Steven Li
Judi Gladstone
Lee Hankins
Nick Maxwell
George Bennett (Alternate)
Isaac Fortin (Student Rep)
Others:
Economic Development Commission
Architectural Design Board
Transportation Advisory Commission
Community Champions
City Staff:
Shane Hope, Planning & Develeopment Development Director
Phil Williams, Public Works Director
Angie Feser, Parks, Recreation & Human Services Director
Todd Tadum, Community, Culture, Economic Development Director
Mike Clugston, Acting Planning Manager
Brad Shipley, Senior Planner
Navyusha Pentakota, Urban Design Planner
Robert English, City Engineer
Bertrand Hauss, Traffic Engineer
Mike DeLilla, Senior Utilities Engineer
Consultants
Perkins Eastman
Stepherson and Associates
Forum Placemaking
Herrera
Transpo
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 1
Introduction
The Land Use Element for the City of Edmonds outlines the vision and policies for land
use to guide future development and environmental conservation, taking into account
community needs, along with state and federal laws. Key objectives include preserving
and enhancing community quality of life, providing diverse housing opportunities,
enhancing economic vitality, and ensuring adequate infrastructure. The element offers
guidance on how development regulations can contribute to a high quality of life and
achieve environmental justice, including efforts to avoid creating or worsening
environmental health disparities.
In alignment with the Edmonds’ 2044 vision, the Land Use element follows this guiding
principle “Grow mindfully with place-driven approach that integrates all aspects of the
built environment- land use, transportation, economic development, infrastructure, and
social amenities to foster well-designed and livable environments for all."
The Land Use Element includes an assessment of current land use patterns, zoning
regulations, and future land needs. It establishes goals and policies to steer the
development of desired land use patterns within the community.
The Natural Environment section focuses on protecting and enhancing a community’s
ecological resources. It includes strategies for conserving critical areas like wetlands
and wildlife habitats, maintaining water quality, managing stormwater, and preserving
open spaces. By balancing development with environmental stewardship, it aims to
ensure the long-term health of natural resources, support ecological functions, and
maintain quality of life while accommodating growth.
The Future Land Use Map (FLUM) delineates general land use designations, serving as
the basis for more specific zoning districts and development regulations that set
parameters for residential, commercial, recreational, and other uses within Edmonds, as
well as parks, open spaces, and protected natural areas.
The Future Land Use map and the policies outlined in this element identify areas for
focused growth and investment. These strategic decisions aim to support equitable and
sustainable expansion over the next two decades, ensuring Edmonds continues to
thrive, creating a welcoming environment that promotes a sense of belonging among
residents, businesses, and visitors alike.
Comprehensive Plan Draft Land Use Element
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 2
Edmonds Today
Edmonds is a historic waterfront city, providing
housing, retail and restaurants, medical
facilities, services, regional cultural attractions,
parks, and much more. As of 2020, the city has
a population of 42,853 residents, residing in
19,005 housing units, with approximately 14,174
jobs available locally.
The existing land use map indicates generally
how these residents and jobs are distributed in
homes and businesses throughout the city, as
well as supportive functions such as healthcare,
education, and parks. Most of the city’s land
area is characterized by single-unit residential
lots, representing about 75% of the total area.
Currently, future growth is focused in two
defined “activity centers”, including the
Medical/Highway 99 Activity Center and the
Downtown/Waterfront Activity Center. The vast
majority of Edmonds’ existing growth capacity in both housing and jobs is along the
Highway 99 corridor. is a historic waterfront city, providing housing, retail and
restaurants, medical facilities, services, regional cultural attractions, parks, and much
more.
As of 2020, the city has a population of 42,853 residents, residing in 19,005 housing
units, with approximately 14,174 jobs available locally.
The existing land use map indicates generally how these residents and jobs are
distributed in homes and businesses throughout the city, as well as supportive functions
such as healthcare, education, and parks. Most of the city’s land area is characterized
by single-unit residential lots, representing about 75% of the total area. Currently, future
growth is focused in two defined “activitycenters”, including the Medical/Highway 99
Activity Center and the Downtown/Waterfront Activity
Center. The vast majority of Edmonds’ existing growth capacity in both housing and
jobs is along the Highway 99 corridor.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 3
Existing Zoning
The comprehensive plan identifies land areas for future types of uses and has broad
policies that provide general direction for the implementation of specific development
regulations, programs, and investments. An example of a more specific regulation is
the zoning regulations that apply to one or more zoning districts and prescribe height
limits and other dimensional requirements for development. Through the zoning
regulations, three-story story heights are allowed for much of the city with few
exceptions. The largest exception is the allowance of 75 feet in height along the
Highway 99 corridor (as defined in the Highway 99 Subarea Plan). For some zoning
districts, the regulations also prescribe minimum square footage for a legal lot and/or
the number of units allowed per acre. Other development and environmental
regulations, including for stormwater and environmentally critical areas, further affect
development options.
Edmonds’ corresponding zoning regulations provide more detail than a comprehensive
plan would. For example, a comprehensive plan identifies land areas for future types of
uses and has broad policies that provide general direction for the implementation of
specific development regulations, programs, and investments. An example of a more
specific regulation is the zoning regulations that apply to one or more zoning districts
and prescribe height limits and other dimensional requirements for development.
Through the zoning regulations, three-story story heights are allowed for much of the
city with few exceptions. The largest exception is the allowance of 75 feet in height
along the Highway 99 corridor (as defined in the Highway 99 Subarea Plan). For some
zoning districts, the regulations also prescribe minimum square footage for a legal lot
and/or the number of units allowed per acre. Other development and environmental
regulations, including for stormwater and environmentally critical areas, further affect
development options.
Currently, future growth is focused in two defined “activity centers”, including the
Medical/Highway 99 Activity Center and the Downtown/Waterfront Activity Center. The
vast majority of Edmonds’ existing growth capacity in both housing and jobs is along the
Highway 99 corridor.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 4
Edmonds 2044
One of the key principles of the Growth Management Act and regional planning is that
jurisdictions must accommodate their fair share of the region’s growth. Growth targets in
Edmonds are set by Snohomish County through the Snohomish County Tomorrow
process.
Snohomish County periodically produces a “Buildable lands Report” based on
countywide population projections. The most recent version was adopted in 2021. A
detailed methodology defined by the county process determines the “baseline” capacity
available for growth within each city. Between 2020 and 2044, Edmonds population is
forecasted to increase by 31%. the housing units by 48%, and jobs are expected to
increase by 22%. This represents a significant increase in growth targets compared to
the previous comprehensive plan.
The housing and land use sections of this comprehensive plan aim to accommodate
growth and other needs in a way that is consistent with Edmonds’ principles and goals
while delivering the greatest community benefit. For more technical information on
legislative background and housing and jobs capacity calculation methods, please see
the Appendix A
Growth Targets for the City of Edmonds for 2044 as set by Snohomish County
CPP.
2020
Estimate
2044 Target Proposed
Growth
Existing
Capacity2
Net 2044
Target3
Population 42,853 55,966 13,113
Housing 19,005 28,073 9,0691 5,148 3,921
Jobs 14,174 17,232 3,058 2,548 510
1. These 9,069 units must be distributed according to the requirements and affordability
levels designated in HB 1220.
2. Source: Snohomish County Buildable Lands Report 2021
3. Proposed Land Use alternatives are distributing this required net growth capacity
Opportunity for Edmonds:
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 5
Integrated Place-making:
To meet anticipated growth targets and respond to the rising demands for housing
opportunities and broader accessibility to goods and services, the City’s land use
approach emphasizes the creation of appropriately scaled, vibrant, sustainable, and
inclusive community places. A place-driven approach integrates all aspects of the built
environment- land use, transportation, economic development, infrastructure, and social
amenities to foster well-designed and livable environments that promote healthy
lifestyles, climate resiliency, and access to natural beauty.
Climate-change responsiveness
The approach emphasizes mixed land use, pedestrian-friendly infrastructure, and
efficient public transportation to create a sustainable, resilient, and livable city that can
adapt to changing environmental conditions while meeting the needs of its residents.
Protecting critical areas, such as wetlands, floodplains, and habitats, is essential for
maintaining biodiversity and ecosystem health. Preserving and expanding t he urban
tree canopy helps improve air quality, reduce heat, and enhance the city's aesthetic
appeal.
Walkable neighborhoods
A place-driven approach can help residents be more active, healthy, and engaged in
their community, by bringing shopping, employment, education, recreation, and other
community resources within reach of walking, biking, and transit. Organizing land use to
efficiently provide infrastructure and create enough demand for services and amenities
within a given walkable area requires a curated mix of uses as well as density,
particularly in housing. Given that significant multifamily housing growth is needed in the
city, thoughtful land use planning can leverage this growth as an asset to create a more
complete and livable community by supporting both neighborhood and citywide serving
businesses, services, and amenities.
Supporting mobility for people
Transportation infrastructure is critical to support land use, including through sidewalks,
crosswalks, bicycle infrastructure, traffic management, and more. To address this,
Edmonds has brought a Multi-Modal Level of Service (MMLOS) approach to planning
this infrastructure. The MMLOS approach prioritizes investments to promote sustainable
and equitable transportation options. The transportation section of this comprehensive
plan has more information.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 6
Growth Strategy Alternatives
Per Snohomish County adopted targets, City is expected to grow by approximately
13,000 people and approximately 9,000 housing units plus 3000 jobs.
The city has proposed two distinct it’s growth strategies for managing population
growth, land use, and development in Edmonds. BothThe Growth strategy strategies is
the approach city chose to achieve the overall vision and objectives of the proposal.
This must reflects the needs of residents and businesses; guide Edmonds in investing
in parks, transportation, public infrastructure, and social services; meaningfully serve
the City as it grows and becomes more diverse; protect Edmonds’ natural resources;
and manage sustainable growth.
The Growth Strategy must also align with the City’s 2044 growth targets, addressing the
same level of projected growth targets while ensuring compliance with recently adopted
House Bills 1110, 1337 and 1220.
They are organized around a basic land-use theme of Centers and Hubs located in
different locations. The alternatives examine a different distribution of growth to highlight
a range of choices.
For the final updated Plan, either Alternative A or B or a combination of Alternatives A
and B may be selected to create an option that meets the City’s goals. The preferred
alternative will represent Edmonds’ preferred policy direction for the comprehensi ve
plan and will help guide portions of the plan update.
Minimum compliance with recently adopted Washington State legislation
• House Bill 1110 (Increasing middle housing consisting of duplexes, triplexes,
townhomes, quadplexes (with one affordable unit), stacked flats, and cottage
style and courtyard apartments in areas traditionally dedicated to single family
residential detached housing).
• House Bill 1337 (Expanding housing options by easing barriers to the
construction and use of accessory dwelling units [ADUs]).
● House Bill 1220 (Supporting emergency shelters and housing through local
planning and development regulations.) This bill updates the housing goals of the
Growth Management Act to include planning for and accommodating affordable
housing and requires jurisdictions to address moderate, low, very low, and
extremely low-income housing in the housing element of the comprehensive
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 7
plan. It also requires jurisdictions to address racially disparate impacts and
displacement in the housing element of the comprehensive plan.
As part of this growth strategy city has identified potential growth areas called
Neighborhood Centers and Neighborhood Hubs to achieve sustainable, resilient, and
equitable distribution of growth. They offer a variety of capacities to support housing and
job growth, diverse housing types, and citywide infrastructure investments.
New Types of Activity Centers as Areas of Change:
The approach proposed A similar approach has been proposed as part of the 2015
periodic update of the plan, where in the current Comprehensive Plan for Edmonds is to
strategically planned for future development in two activity centers located within the
community, the Medical/Highway 99 Activity Center and the Downtown/Waterfront
Activity Center.
Activity Centers
Activity Centers in Edmonds are intended to address the following framework goals:
• Pedestrian-oriented - Provide a pedestrian-oriented streetscape environment for
residential and commercial activity.
• Mixed-use - Encourage mixed-use development patterns that provide a variety of
commercial and residential opportunities, including both multi-family and small-lot single
family development.
• Community character - Build on historical character and natural relationships, such as
historic buildings, slopes with views, and the waterfront.
• Multimodal -Encourage transit service and access.
• Balanced (re)development - Strategically plan for development and redevelopment
that achieves a balanced and coordinated approach to economic development and
housing, along with cultural and environmental goals.
● Concurrency: Coordinate the plans and actions of both the public and private
sectors.
● Adaptive reuse: Provide incentives to encourage adaptive reuse as an alternative
to redevelopment of historic structures to preserve these resources.
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 8
To plan growth sustainably and equitably, City wanted to set frameworks in place for
other potential areas of growth for the next 20 years. These areas are named
Neighborhood Centers and Neighborhood Hubs. Neighborhood Centers and
Neighborhood Hubs will be new types of relatively smaller scale activity centers in
Edmonds. Of the two, centers are larger while hubs are smaller. The City took into
account various criteria when locating these areas, including:
● Redevelopable parcels within the City boundaries as outlined in the 2021
Snohomish County Buildable Lands Report (Snohomish County 2021
● Existing mixeduse and multifamily land use designated areas
● Existing transit corridors
● Exclusion of activity centers
● Overlaying critical areas
Additionally, the selection process considered the PSRC displacement risk mapping,
which identifies neighborhoods at higher risk of displacement. This mapping includes
both residents and businesses, with the majority of Edmonds being categorized as low
risk.
Both Centers and Hubs are underutilized areas with existing commercial and multi
family units targeted for redevelopment to align with community goals and enhance the
public realm. They feature a mix of retail and commercial businesses and benefit from
good multimodal access, including existing transit services. These are key nodes with
the potential for strong multimodal connectivity, including transit services.
The
Neighborhood Centers and Neighborhood Hubs will be new types of smaller scale
activity centers in Edmonds. Of the two, centers are larger while hubs are smaller. Both
Action Alternatives include these features in Neighborhood Centers and Neighborhood
Hubs:
Some of the Key characteristics of the neighborhood centers and hubs are
● Commercial and Mixed Use: Provide a mix of retail, commercial, and services
to a variety of areas in the City. Hubs offer a relatively small scale
retail/commercial businesses and mixed use developments compared to centers.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 9
● Complementary Uses: Enable compact building forms, providing the ability to
accomplish many daily tasks without a car.
● Vibrant: Create a town-center atmosphere, with larger open spaces and
walkable streetscapes.
● Public Realm: Offer opportunities for public art and areas for festivals and other
civic activities.
● Range of Housing Choices: Enable housing options for current and future
residents of Edmonds, including senior- and family-oriented mid-rise and mixed-
use multifamily buildings.
● Transit Accessible: Conveniently located with solid transit access. Positioned to
ensure good multimodal access, including existing transit services
Neighborhood Centers
Neighborhood centers leverage already established mixed commercial areas to
accommodate additional growth, while providing amenities, services, and economic
activity closer to mature residential neighborhoods. Centers permit a wide range of
building types and will offer the ability to accomplish daily tasks without a car to large
sectors of the city. Centers are active with larger public open spaces, and walkable
streetscapes. Centers will include amenities such as public art and areas for street
markets, festivals, and other civic activities. Housing in centers includes senior and
family-oriented mid-rise and mixed-use multifamily buildings. The addition of housing to
centers will help build a customer base for local businesses to thrive.
This approach to neighborhood centers leaves open the potential for each center to
respond and grow within its unique context, working in coordination with other activity
centers to best serve community needs. However, the medical neighborhood center will
require a fundamentally unique approach. The medical center is located adjacent to the
Health District within the Highway 99 Subarea, and as such presents an opportunity to
serve a large region of Edmonds as a neighborhood center while supporting the
Highway 99 healthcare cluster with the addition of unique health -focused amenities,
services, and communities.
Selection Criteria for Neighborhood Centers
● Potential for redevelopment (underutilized) to meet community goals and
enhance the public realm
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 10
● Existing retail and other commercial businesses
● Existing moderate scale multifamily residential land uses
● Potential for good multimodal access with existing transit service
Locations and Extents of Neighborhood Centers
Neighborhood Hubs
Neighborhood hubs are smaller focal points within the city, bringing neighborhood
serving retail, amenities, and services within proximity to residents. “Third places” such
as local coffee shops and bookstores for neighborhood gathering and connection can
be located here. Hubs will offer small scale open spaces that primarily serve the
surrounding neighborhood with improved pedestrian and bicycle infrastructure. Housing
choices available in hubs such as townhomes and apartments allow seniors to stay in
their community, and young families to start out.
Selection Criteria for Neighborhood Hubs
● Potential for redevelopment (underutilized) to meet community goals and
enhance the public realm
● Existing mixed-use with small-scale retail or commercial businesses
● Existing low-rise apartments or missing middle housing
● Potential for good multimodal access with existing transit service
Locations and Extents of Neighborhood Hubs
The extents of the Neighborhood Hubs vary for each of the action alternative.
● South Lake Ballinger
● Firdale North
● West Edmonds Way
● North Bowl
● Maplewood
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 11
● East Seaview
● Perrinvilleh
Through the Neighborhood Centers and Hubs, the City’s growth strategy focuses on
fostering compact, walkable neighborhoods where people can live, work, and play.
This approach aims to enhance quality of life, promote equity, and support
sustainable growth. Initially, two alternative approaches were studied to evaluate
growth impacts and mitigation measures. Ultimately, the Council approved a final
growth scenario that designates four centers—Westgate, Five Corners, Firdale, and
the Medical District Expansion—and six hubs: West Edmonds Way, South Lake
Ballinger, East Sea View, North Bowl, Maplewood, and Perrinville.
Outlined below are the details of the area boundaries and the proposed building
heights, and the housing capacity anticipated for each location.
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 12
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 13
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 14
Future Land Use Designations
Each of the action alternatives follows the same land use designation guide, which
shows what types of buildings are proposed, how tall they are, and what sort of homes,
commercial spaces, or offices would be there.
FLU Crosswalk
FLUM Designation Land Use Type
Key Characteristics
Compatible
Zoning
Classification
s
Relevant
2020 Zoning
Designations
Notes
Downtown/Waterfro
nt Activity Center
Mix of uses; refer to
specific plan designations
within activity center
Refer to
specific
activity center
discussion in
plan
Same as
Existing
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 15
Same as
existing
Low Density
Residential 1
Primarily detached
houses with low-scale
middle housing types
including a mix of
Duplexes, townhomes,
stacked flats and
Accessory Dwelling
Units.
Residential uses.
Buildings are primarily
single family detached,
with some accessory
dwelling units and low-
scale middle housing
types.
RS - 6 and
RS-8
House Bills
Compliance
Low Density
Residential 2
Primarily detached
houses with low-scale
middle housing types
including a mix of
Duplexes, townhomes,
stacked flats and
Accessory Dwelling
Units.
Residential uses.
Buildings are primarily
single family detached,
with some accessory
dwelling units and low-
scale middle housing
types.
RS-10, RSW-
12, RS-12,
RS-20
House Bills
Compliance
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 16
Moderate Density
Residential
Housing types consist of
a mix of detached and
attached housing,
including townhouses,
multiplexes, courtyard
apartments and other
smaller scale
multifamily.
Intended to combine
existing high and medium
density multi family
designations. Housing
types consist of a mix of
detached and attached
housing, including
townhouses, multiplexes,
courtyard apartments and
other smaller scale
multifamily.
All RM zones
(RM 1.5, 2.4,
3.0)
Combining
existing high
and medium
density multi
family
designations
Mixed-Use 3 Housing types same as
moderate density
residential.
Neighborhood-scale retail
on ground floor allowed.
Residential uses with
neighborhood-scale retail
and service uses permitted
on ground floor within a
designated street front.
Typical buildings include all
middle housing typologies
and shopfront. This zone
primarily apply to the
Neighborhood Hubs. This
zone may also serve as a
Replaces
Mixed Use
Commercial,
Community
Commercial,
and
Neighborhoo
d
Commercial.
NEW Zoning
classification
required.
Replaces
General
Commercial,
Westgate
In
Neighborhoo
d Hubs. Max
ht of 3 floors
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 17
transition zone between
lower and higher zoning
designations and within
current RM zones that
already have a commercial
presence.
Height limited to a
maximum of 3 floors.
Mixed Use
WMU, and
Neighborhoo
d Business.
Mixed-Use 4 Housing types same as
moderate density
residential.
Neighborhood-scale retail
on ground floor allowed.
Mixed use environment
with a wide range of
building types. This zone
applies to designated
Neighborhood Centers
and hubs where heights
are allowed upto 4 floors
including the bonus floor
incentives where
applicable.
Replaces
Mixed Use
Commercial,
Community
Commercial,
and
Neighborhoo
d
Commercial.
NEW Zoning
classification
required.
Replaces
General
Commercial,
Westgate
Mixed Use
WMU, and
Neighborhoo
d Business.
In
Neighborhoo
d Centers
and Hubs.
Max ht of 4
floors
7.B.d
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 18
Mixed-Use 5 Mix of office, residential,
civic and retail or other
commercial services with
a focus on medium-
density multifamily
residential (Multi-story
development,
Apartments/Condominium
s) and supporting retail
and services.
Commercial ground floor
uses may be required in
select locations and
encouraged everywhere
else
Mix of office, residential,
civic and retail or other
commercial services with
a focus on medium-
density multifamily
residential (Multi-story
development,
Apartments/Condominium
s) and supporting retail
and services. This zone
includes specific hospital
and medical
uses.Commercial ground
floor uses may be
required in select
locations and encouraged
everywhere else.
Replaces
Mixed Use
Commercial,
Community
Commercial,
and
Neighborhoo
d
Commercial.
NEW Zoning
classification
required.
Replaces
General
Commercial,
Westgate
Mixed Use
WMU, and
Neighborhoo
d Business.
In
Neighborhoo
d Centers
only. Max ht
of 5 floors
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 19
Applies to Medical District
Neighborhood center
only. Height allowance is
upto 5 floors (with bonus
floor incentive).
Mixed-Use 5
(Medical)
In addition to uses
allowed in Mixed Use 5,
includes hospital and
medical uses
HM, Mixed
Use zones for
Medical
Uses
In Medical
District
Neighborhoo
d center
only
Highway 99 Mixed
Use
Mix of office, residential,
and retail or other
commercial services with
a focus on higher-density
multifamily residential and
supporting retail and
services along the H-99
corridor.
CG Max ht 75’,
As per
Highway 99
Subarea
Plan
Hospital/ Medical Special Use District Hospital or
Medical Use
– Same as
existing zone
Same as
Existing
Edmonds Way
Corridor
Mixed Use BP, BN, BC,
or similar
commercial
zone; RM
zones
Same as
Existing
Planned
Neighborhood
Mixed Use BP or BN Same as
Existing
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 20
Master Plan
Development
Mixed Use MP1 or MP2 Same as
Existing
Public Uses Includes public
institutional uses, such as
public schools, libraries,
community centers, police
stations, fire stations, and
municipal or school
district administration
buildings.
Playfields, Wastewater
Treatment Plant, Frances
Anderson Center, Public
Safety Building and
Veteran's Plaza,
Edmonds Center for the
Arts, Edmonds Woodway
High School.
Same as
Existing
Parks and Open
Space
Public parks, trails,
recreation facilities, open
space. Environmentally
sensitive, publicly owned
land
P, OS, or RS
equivalent
classification
Same as
Existing
Edmonds Waterfront:
Under both action alternatives, the Plan removes references to Edmonds Crossing and
examines key planning issues and objectives within the waterfront’s evolving context.
Critical issues to address include sea level rise, climate resilience, access and
circulation for all modes of transportation, marsh restoration, land use and development,
sustainability, and design character.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 21
The two action alternatives are outlined below;
Alternative A: Focused Growth
Alternative A would consist of four Neighborhood Centers of mid-scale mixed use (Figure 2.4).
This would include four-floor apartments or condominiums with retail, commercial, or offices on
the ground floor in select locations, with a possible additional bonus floor. A bonus (fifth) floor
would be possible if a developer meets community benefit incentives. The four Neighborhood
Hubs would include low-scale mixed use. This would include three-floor apartments or
condominiums with retail, commercial, or offices on the ground floor in select locations, with no
bonus floors permitted in Hubs.
Alternative B: Distributed Growth
Alternative B would consist of four smaller Neighborhood Centers compared to Alternative A,
each of mid-scale mixed use (Figure 2.5). This would include lower three-floor apartments or
condominiums with retail, commercial, or offices on the ground floor in select locations, with a
possible additional bonus floor. A bonus (fourth) floor would be possible if a developer meets
community benefit incentives. The seven Neighborhood Hubs would include low--scale mixed
use. This would include higher three-floor apartments or condominiums with retail, commercial,
or offices on the ground floor in select locations, also with a possible bonus floor permitted in
Hubs.
Citywide
Goal LU-1 Goal LU-1 Ensure growth enhances the quality of life for current and
future residents, workers, businesses, and visitors while upholding the
community's vision
Policy LU-1.1 Direct new growth to areas with existing infrastructure and services to
promote efficiency, reduce environmental impacts, and enhance community
cohesion.
Policy LU-1.2 Promote place-based solutions to mitigate existing corridor development to
enable walkability, livability and access to open space, while encouraging
efficient land use management
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 22
Policy LU-1.3 Support and maintain significant public investments, including government
and cultural facilities, landscaping, street furnishings, public art, and civic
features that enhance the pedestrian experience and foster community.
Policy LU-1.4 Building design should discourage automobile access and curb cuts that
interfere with pedestrian and bicycle activity and break up the streetscape.
Encourage the use of alley entrances to reduce vehicle and pedestrian
conflicts and provide for an attractive street front.
Policy LU-1.5 Prioritize capital facility improvements, including for open space and
community gathering places, in historically underserved areas.
Policy LU-1.6 Implement appropriate development regulations to create opportunities for
housing and jobs consistent with state and regional goals and targets for the
planning period ending in 2044, as shown in Table YY.
Policy LU-1.7 Foster vibrant retail, office, and entertainment spaces supported by local
residents and the broader Edmonds community in activity, neighborhood
centers and hubs,
Policy LU-1.8 Enhance Edmonds' imageability by preserving and leveraging its strong
visual quality.
Policy LU-1.9 Find opportunities in creative placemaking to celebrate the Edmonds arts
and heritage community and promote local craftsmanship.
Policy LU-1.10 The City Council may consider a proposal affecting its Municipal Urban
Growth Area (MUGA) boundary after receiving adequate information to
determine whether it is in the City’s best interest to take action on the
proposal. The information should include
• (a) whether any other jurisdiction affected by the proposed MUGA
boundary change is willing to approve or consider approving the
change;
• (b) an engineering analysis of how the infrastructure of the
proposed MUGA expansion area meets or does not meet the
City’s standards for level of service;
• (c) the improvements that may be needed (including any
downstream capacity-related improvements) and their cost as
estimated by a qualified engineering firm, for the area to meet the
City’s standards.
The City Council may consider the resulting information, along with any other relevant
factors, and identify whether additional information should be obtained and/or potential
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 23
tools, such as an LID process to achieve the infrastructure improvements deemed
necessary, be required as part of a City decision to pursue a MUGA boundary change.
Policy LU-1.11 As resources allow, annex the unincorporated urban growth area designated
for the City of Edmonds per the Snohomish County Countywide Planning
Policies.
Policy LU-1.12 Consider carefully any proposed changes to the Municipal Urban Growth
Area boundaries that would affect Edmonds, taking into account financial
impacts, infrastructure, and other factors.
Call out: The Parks, Recreation, and Open Space (PROS) Plan details a parks system
gap analysis, which was conducted to examine and assess the current distribution of
parks throughout the city. The analysis reviewed the locations and types of existing
facilities, land use classifications, transportation/ access barriers, and other factors to
identify preliminary acquisition target areas.
Additional analysis was conducted to examine the park system through an equity lens.
The analysis illustrates which parks may be underdeveloped or require additional
upkeep or enhancements, which could guide future capital planning to bring parity to
existing developed parks.
This analysis should be part of assessment studies conducted under Policy LU 1.3.
Goal LU-2 Maintain and grow a welcoming environment that promotes a sense of
belonging among residents, visitors, and businesses.
Policy LU-2.1 Avoid racially disparate impacts on historically marginalized communities
when considering City investments, programs, and regulations.
Policy LU-2.2 Continue to support pedestrian scale development through appropriate land
use regulations and design guidelines.
Policy LU-2.3 Encourage opportunities for public views of Puget Sound and other natural
settings in the city.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 24
Policy LU-2.4 As opportunities arise, seek to de-pave underutilized or undefined
impervious areas through landscaping, high quality furnishings, permeable
surfaces and tree canopy while incorporating green infrastructure.
Policy LU-2.5 Encourage and support the enhancement of existing spaces to serve as
vibrant gathering areas, fostering community engagement and inclusivity.
This includes promoting upgrades, amenities, and adaptable features that
increase the usability, accessibility, and attractiveness of public and semi-
public spaces for all members of the community.
Activity Centers:
Over the past decade, Edmonds has strategically planned for future development in
Activity Centers. During the last Comprehensive Plan Process in 2015, these were
identified as the Downtown/Waterfront Activity Center and Medical/Highway 99 Activity
Center.
Most of the Edmonds’ development capacity currently is on Highway 99, which is a
major regional transportation spine linking multiple cities between I -5 and the Puget
sound. The Highway 99 subarea plan and complementary policies in this document,
such as guidance to develop distinct character areas, can guide the development of this
area to better serve the neighborhood and community.
Edmonds Downtown, which includes the arts district, and Waterfront serve as the City’s
primary destination for residents to come together and enjoy the natural and cultural
assets of the City. The two areas are complimentary - connected by their physical
proximity, streets, views, and uses. Policies in this plan reinforce this seamless
connection, as well as describe approaches appropriate to each location.
The Activity Centers are intended to have the following attributes:
• Pedestrian-oriented: high quality pedestrian-oriented streetscape environment
that encourages walking. lingering and staying within residential and
commercial activity.
• Mixed-use: mixed-use development patterns that support a variety of
commercial and residential opportunities, including both multi-family and
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 25
small-lot single family development, fewer vehicular trips and neighborhood
walkability.
• Community character: historical character and natural relationships, such as
historic buildings, slopes with views, and the waterfront.
• Multimodal: pedestrian and bike network transit service and access.
• Balanced (re)development: a balanced and coordinated approach to
economic development and housing, along with cultural and environmental
goals.
• Concurrency: Involves investment from the public and private sectors for
adequate infrastructure.
• Adaptive reuse: An alternative approach to redevelopment of historic
structures to preserve these resources when feasible.
Quality of life in Edmonds will be further improved by growing its unique, thriving
neighborhoods and anchoring them with social gathering points which are well
connected by safe streets and parks. To that end, Neighborhood Centers and Hubs
apply these principles of integrated place-making to encourage collaboration among the
community, policymakers, and private developers to ensure that urban spaces are not
only functional but also context specific and socially cohesive.
Edmonds will have five types of activity centers, each of which prescribes a contextually
sensitive place-based approach to future land use.
• Downtown
• Waterfront
• Highway 99
• Neighborhood Centers (Westgate, Five Corners, Firdale Village and Medical
District)
• Neighborhood Hubs (North Bowl, Firdale North, Perrinville, East Seaview, West
Edmonds Way, South Lake Ballinger and Maplewood)
Outside of these activity centers, land use decisions will be guided by other elements of
this document. Other elements of this document may also inform decisions in activity
centers where appropriate.
Neighborhood Centers and Hubs
Goal LU-3 Promote development within the centers and hubs as the focus for
growth in a way that enhances a sense of place and provides a good
quality of life for all residents.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 26
Policy LU-3.1 Encourage multi-family residential development alongside a diverse mix of
retail and commercial spaces within centers and hubs to enable efficient land
utilization and strengthen community cohesion.
Policy LU-3.2 Establish Centers and Hubs as focal points for residents’ needs, services,
jobs, housing with mobility options and recreational opportunities.Collaborate
with organizations and agencies to support local businesses at risk of
displacement, helping them have the resources to thrive.
Policy LU-3.3 Incentivize development that provides signature pedestrian facilities and
public space, supports local business and incorporates affordable housing.
Policy LU-3.4 Coordinate with Community Transit to enable more frequent services and
last-mile connections as development occurs to support transit use.
Policy LU-3.5 Manage the transition between the core of neighborhood centers to the
surrounding community with stepped-down densities and heights, and retail
uses that are more neighborhood serving and associated with less traffic
demand.
Goal LU-4 Enable mixed-use areas to be distinct, human-scale environments that
foster placemaking opportunities.
Call out: WHAT IS HUMAN SCALE?
In its simplest definition, creating a “human scale” environment means
making sure that the objects that we interact with every day are of a size
and shape that is reasonable for an average person to use.
The human scale in any given community depends upon what that
community perceives as human scale.
Source: People for Public Spaces (www.pps.org)
It is important to create urban spaces that are both appealing and vibrant.
This is achieved through offering lots of activities and detail, oriented to
engage pedestrians at frequent intervals, ideally every 6 seconds. This
concept aims to create dynamic, lively environments that encourage
walking, social interaction, and economic activity.
Source: Paraphrased from “Jan Gehl: Planning Cities on the Human Scale”
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 27
"Human scale" refers to the design of buildings, streets, and spaces that consider the
physical and sensory experiences of people. It's about creating environments that
people find comfortable, engaging, and conducive to their daily activities, fostering a
sense of belonging and community.
Key aspects of human scale are
Built form: Design elements shall be scaled and designed with human dimensions and
senses in mind - such as the first 30’ of building height, widths of buildings, frequent
entrances, and the distances between buildings to ensure that proportions are relatable
and do not detract from the pedestrian experience
Facades: Textures, materials, and transparency to create visual interest at the
pedestrian eye level
Pedestrian-Friendly Details: Streets adhere to complete street design standards with
landscaping, wide sidewalks, and calm vehicular traffic.
Ensure that urban spaces are accessible to people of all ages and abilities. This
includes designing for mobility and creating spaces that are easy to navigate for
everyone.
Policy LU-4.1 Support satellite civic uses and capital investments, where practical, to serve
as anchors in centers and hubs.
Policy LU-4.2 Adopt regulations that reduce barriers for mixed use, multifamily
developments while providing for context-appropriate design.
Policy LU-4.3 Continue transition of overhead wires and poles to underground facilities.
Policy LU-4.4 Promote pedestrian-friendly ground-level activities and street-facing
storefronts and commercial spaces that create opportunities for community
engagement in all mixed-use areas.
Goal LU-5 Foster healthy and thriving community places.
Policy LU-5.1 Support active transportation (e.g., walking and bicycling) access to public
facilities, schools, parks and open space, employment centers, and other
amenities and resources.
Policy LU-5.2 Support increased greenspace, tree canopy, and integration of nature within
urban settings.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 28
Policy LU-5.3 Open space should be equitably distributed throughout the citycenters and
hubs, promoting active and passive recreation, foster social interactions and
community engagement
Policy LU-5.4 Facilitate partnerships between the city, neighborhoods, business, and
property owners/developers to reduce or share costs associated with
neighborhood improvements.
Policy LU-5.5 Encourage space sharing between properties to serve neighborhood
businesses for staging garbage, recycling and compost
Policy LU-5.6 Find opportunities to integrate small open spaces such as pocket parks,
expanded outdoor café seating areas, and intimate plazas appropriate for
small community gatherings and impromptu meetings between neighbors.
Goal LU-6 Support efficient parking management strategies
Policy LU-6.1 Foster shared parking arrangements between different land uses (e.g., office
and residential) to optimize the use of existing parking spaces.
Policy LU-6.2 Encourage adaptable building design for parking garages to have flat floors,
which will allow for future use conversion.
Policy LU-6.3 Consider opportunities to reflect changing parking demand as single-
occupancy vehicle uses evolve and where transit or other alternatives
become available.
Downtown
In downtown, goals and policies focus on encouraging uses that complement existing
businesses to improve vibrancy and vitality. Downtown land use will allow a range of
amenities and activities that complement its walkable environment, creative and cultural
sector, restaurants and retail, and historic buildings which are intrinsic to Edmonds’
identity. Landmarks and gathering spaces can serve as focal points to attract people,
including visitors, to beloved Edmonds events such as arts festivals and farmers
markets.
Strategically introducing ground floor residential uses along the edges of downtown
with, design and street frontage considerations will increase public safety by placing
“eyes on the street” while supporting the retail core, providing housing choices
appropriate for seniors, and more productively utilizing land. Further modification of
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 29
downtown design standards can help ensure success of ground floor residential and
retail space and improve building quality while maintaining the scale of downtown.
A major highlight of downtown will continue to be the 4th Avenue arts corridor. To
complement this and add to the ecosystem of the Edmonds arts community, Dayton St.
will be supported as a live-work corridor. This will further serve to connect downtown
and the waterfront and add vitality to the south downtown in a way that complements
rather than competes with Main Street.
Goal LU-7 Strengthen and expand the unique identity of Downtown
Policy LU-7.1 Encourage the adaptive reuse of historic structures by facilitating s eismic
retrofits, accessibility, and code upgrades
Policy LU-7.2 Reinforce the public realm along the “5th Ave and Main St corridor”
supporting various retail, public uses, and pedestrian activities.
Goal LU-8 Strengthen and expand the creative identity of Edmonds Downtown
Creative District.
Policy LU-8.1 Strengthen meaningful connections and representation of indigenous culture,
past and present.
Policy LU-8.2 Provide flexibility for creative uses, including retail, small-scale production
spaces, and live work uses.
Policy LU-8.3 Explore programs that support interim, transitional, or temporary creative
uses that can transform underutilized spaces with temporary arts .
Policy LU-8.4 Continue to explore strategies to nurture the working arts for example
through access to supportive facilities (working spaces and venues) and
facilitating an affordable cost of living.
Waterfront
Introduction:
Nestled within a walkable distance from the vibrant downtown core, the Edmonds
Waterfront stands as a unique and captivating destination. This picturesque setting, with
stunning views of the Puget Sound and the Olympic Mountains, blends natural beauty ,
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 30
recreation, active businesses, and significant transportation facilities, Community
members possess a deep interest in protecting the area’s scenery, enjoying activities
there, and providing educational opportunities for natural resource conservation.
The City of Edmonds' beaches are celebrated as marine protected areas, and the
Edmonds Marsh stands as one of the few remaining urban, tidally influenced saltwater
estuaries in the Puget Sound area. Restoration of fish habitat is a key priority in this
area. Adding to the city’s waterfront charm is the Edmonds Underwater Dive Park,
located just north of the Edmonds-Kingston Ferry Landing, which stands as the most
popular of Washington’s 10 underwater parks.
The waterfront is also home to a port district—the Port of Edmonds—and many local
businesses, including a hotel, restaurants, retail shops, and services. The Port district
operates a long-time marina, which includes service for water-related commercial
activities, as well as public access, and provides space for local businesses at Harbor
Square. Nearby, the Cascadia Art Museum, which is operated by an educational
nonprofit organization, operates in its own renovated building. A little further north, the
Edmonds Community Center was recently rebuilt along the waterfront to provide a
welcoming and scenic public space. Redevelopment there included cleanup of
contamination from old piers.
In this same general vicinity, BNSF operates a north-south train system that includes
frequent freight service on a set of single tracks roughly paralleling the shoreline and
separating the western-most portion of the waterfront area from the remainder. On this
track, Amtrak provides passenger rail services, including commuter service to Seattle.
BNSF has proposed double-tracking along here but the timing remains uncertain.
Close to the shoreline, Washington State Ferries operates a ferry terminal. It serves as
the western gateway to downtown and provides ferry transportation between Edmonds
and Kingston, with a connection to Hwy 104 in Edmonds. Proposed by Washington
state, the Edmonds Crossing project included relocation of ferry terminal from its
downtown setting to a less developed area to the south. Due to the extremely high
relocation costs and significant implementation challenges, the Edmo nds Crossing
project was eventually removed from Washington State's plans.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 31
Given the area's many attributes, diverse property ownerships, and increasing
popularity, establishing a clear vision to implement complementary strategies and
partnerships is more crucial than ever for the future of the Edmonds Waterfront.
Key Driving factors
• Preparation for the Edmonds Crossing project was incorporated into the
Edmonds Comprehensive Plan in 2015 and its 2020 update. Due to cancelation
of the project, land use assumptions and opportunities need reconsideration.
• Edmonds recognizes that sea level rise pertaining to climate change is likely to
affect the waterfront.
• Concerns about the Edmonds Marsh: The marsh extents have been reduced to
what they were years. Today, much of the remaining Marsh is protected from
development while opportunities for public viewing, viable bird habitat, and low -
impact pedestrian access have increased.
• Emergency access between the waterfront and the city: Grade-level access is
frequently blocked by train traffic for periods of each day and at times for
sustained period of time, when a train has to stop on the tracks. As the train
traffic through Edmonds increases, providing emergency services can become
challenging
• The Unocal property has been going through years-long cleanup. The state has
been overseeing this cleanup, which is expected to result in new ownership of
the property and possibly more opportunities. Meanwhile, the City has invested
significant resources, including grant funds—to protect the adjacent natural
environment, enhance passive recreational opportunities, and also to operate a
regional sewage treatment facility and other types of public infrastructure.
• waterfront’s connection with downtown. This connection is an important part of
Edmonds’ identify. Moreover, the economic value and convenience of having
businesses and public facilities in both the waterfront and historic downtown
areas significantly contribute to the city's tax revenues, which in turn fund
essential services for local residents.
Planning Context
In 2021, the City conducted a waterfront study to understand new information about the
waterfront area and to make some corresponding preliminary recommendations for
considering the area’s future. The preliminary study recommended that a vision be
developed to address:
• land use and transportation policies that recognize the existing ferry terminal
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 32
• the desired land use of the Unocal property
• the Edmonds Marsh and Willow Creek restoration project, including refined cost
estimates, design, and flood mitigation planning.
• emergency management needs of the waterfront.
The 2021 study was a good start. It led to initial public engagement exercises that
identified ideas and amenities of interest to community members. Going forward, a
variety of interested parties, including the tribes, the Port, environmental advocates,
businesses, and affected property owners, also will be involved in developing a future
vision that considers different needs and practical next steps.
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Goals & Policies
Goal LU-9 Promote Edmonds waterfront as a destination with enhanced
pedestrian experiences and vibrant public realm.
Policy LU-9.1 Maintain existing parks as high-quality, safe places and consider
opportunities to create new public spaces, and plazas through partnerships
and capital investments.
Policy LU-9.2 Enhance pedestrian safety and walkability along the waterfront, with
improved infrastructure, signalized intersections, and new pedestrian
connections.
Policy LU-9.3 Encourage gathering spaces for cultural festivals, music, and seasonal
events to foster community interaction and cultural appreciation.
Policy LU-9.4 Identify and promote opportunities to celebrate Edmonds' maritime heritage
Goal LU-10 Enhance ecological functionality and promote the restoration of natural
habitats, supporting community education, recreation and natural
habitat sustainability.
Policy LU-10.1 Restore and reclaim Edmonds Marsh as a vital ecological, educational and
recreational area.
Policy LU-10.2 Prioritize salmon restoration in ecological planning and development.
Policy LU-10.3 Remove or modify barriers, such as culverts, to improve fish passage where
appropriate.
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Goal LU-11 Encourage economic vitality, public safety, and recreational and
cultural activities.
Policy LU-11.1 Support opportunities for businesses and services to operate or expand in
appropriate locations.
Policy LU-11.2 Include economic considerations in planning for the waterfront
Policy LU-11.3 Seek and implement improvements, as feasible, to ensure emergency
access to the waterfront.
Policy LU-11.4 Maintain and enhance the connection of parks and public spaces with the
waterfront and downtown.
Highway 99 Activity Center and Subarea
The Edmonds Highway 99 subarea is located along approximately 2 miles of Highway
99 and bordered by several jurisdictions – Lynnwood, Mountlake Terrace, Shoreline,
and the unincorporated Snohomish County neighborhood of Esperance. It is mostly
comprised of strip of retail and commercial uses bounded by residential neighborhoods.
The city adopted the Highway 99 Subarea Plan in 2017. This subarea plan describes
concepts for the area with direction for transportation facilities and the built environment.
The subarea plan also describes relationships to surrounding residential areas and
themed “character areas” (Gateway, International, and Health districts).
The basis for land use decision-making along Highway 99 will continue to be the
Highway 99 Subarea Plan. However, several area-wide themes will be emphasized, as
well as further development of each of the three character areas along Highway 99.
Gateway District
The goal of the gateway district is to provide a positive experience entering Edmonds
and an anchor for the south end of the Highway 99 corridor. Key to this is creating
community gathering spaces and activity nodes, building a community through mixed
use development, retaining local businesses, addressing traffic and intersection
challenges, connecting to the interurban trail, and maintaining and expanding the tree
canopy. Quality design of the built environment should be emphasized. A possible
implementation strategy for the gateway district is a community renewal area.
International District
The international district is known for its cultural significance and diversity. As a great
asset to Edmonds, the land use strategy plays a vital role in protecting and growing this
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community. The community has expressed interest in venues that can host live music,
festivals, and markets, as well as outdoor spaces such as Asian gardens. Business
growth and retention is particularly important for this character area. Development
should include a variety of culturally relevant design features that, when taken as a
whole, clearly indicate to visitors the extents of the district.
Health District
With a large hospital complex at its heart, the Highway 99 health district aims to grow its
healthcare-adjacent business, amenities, and services. Housing needs include short
term housing such as hotels to serve visitors to the hospital, as well as housing for
seniors and others who could benefit from direct access to medical services and
facilities. The proposed new Neighborhood center called the Medical District Expansion
is developed as continuation of this district outside the subarea plan boundary.
Goal LU-12 Enable Hwy-99 Subarea’s transition to a mixed-use, walkable
environment.
Policy LU-12.1 Leverage the proximity of the light rail station when proposing changes to
land use or encouraging a diverse mix of uses. Prioritize developments that
complement transit access, such as mixed-use buildings, pedestrian-friendly
amenities, and services that enhance the station area's vibrancy and
connectivity.
Policy LU-12.2 Promote pedestrian- and bike-friendly growth, with a focus on providing safe
access, through-block connections, adequate lighting, and high-quality
streetscapes.
Policy LU-12.3 Explore funding opportunities at the state and regional level for infrastructure
improvements that can support the subarea’s land use strategies
Policy LU-12.4 Increase frequency and visibility of pedestrian crossings at key cross streets
and bus stops on Highway 99.
Policy LU-12.5 Apply traffic calming best practices to facilitate pedestrian, business, and
residential access while maintaining traffic capacity along Highway 99.
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Continue to collaborate with WSDOT to develop a circulation management
plan.
Policy LU-12.6 Prioritize access through side streets and minimize curb cuts for new and
existing developments to enhance safety while minimizing impacts to
surrounding residential neighborhoods.
Goal LU-13 Emphasize the unique opportunities along the Gateway, International,
and Health districts along Highway 99.
Policy LU-13.1 Foster and enhance the unique character of the International District by:
• Protecting and supporting the business cluster while mitigating
displacement due to redevelopment.
• Incorporating culturally significant design elements into public spaces,
buildings, and infrastructure to preserve and enhance the districts' unique
identity
Policy LU-13.2 Develop the Gateway District as a distinct transition point on Highway 99 by:
• Promoting urban design features in the southern gateway district and the
northern entry to Edmonds along HWY 99 that create a sense of arrival.
• Integrating public art, high-quality streetscape features, and encouraging
high-quality gateway features on private development within these areas.
Policy LU-13.3 Develop the Health district as a complement to the Medical Activity Center,
to grow a diverse and comprehensive health-focused area. Encourage
research partnerships, health and wellness advocacy and education
opportunities. Expand housing choices to meet specific needs such as short-
term housing for families and individuals, specialized housing for people with
chronic illnesses and disabilities, especially for low-income groups.
Goal LU-14 Encourage transitioning of development scale between certain districts
and seek small-scale necessary improvements for public spaces.
Policy LU-14.1 Support neighborly transitions between low—density residential and more
intense types of development in selected areas within the subarea boundary.
Explore increasing the height allowance for some parcels adjacent to
Highway 99 and SWIFT BRT bus stops while ensuring the net growth
capacity of the Highway 99 subarea is not affected.
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Policy LU-14.2 Consider branding elements expressed through public and local art, street
furniture, bus shelter designs, pavement patterns, special lighting fixtures,
colored crosswalks, or banners.
Policy LU-14.3 Encourage signage and wayfinding elements along the corridor should
indicate that the corridor is within the City of Edmonds and show how
connections can be made to key Edmonds destinations. to highlight
connections to key destinations, improve accessibility, and strengthen the
corridor’s identity as an integral part of Edmonds.
Priority-Use Areas
Residential Neighborhoods
Goal LU-15 Ensure the availability of quality housing to all sections of the
community, accommodating the spectrum of housing needs and
preferences.
Policy LU-15.1 Encourage creating transition zones between low/med density residential
areas to enable walkability, vibrant public realm and urban character
Policy LU-15.2 Encourage and monitor the shift from single-family dominant residential
zoning to low-density and medium-density residential zones to provide a
wide variety of housing types and sizes, while keeping the quality of living a
priority.
Policy LU-15.3 Adjust development standards and regulations that act as barriers to the
possibility of middle housing in residential zones,
Policy LU-15.4 Encourage middle housing typologies of different sizes and affordability
levels to make housing available for individuals and families of all sizes , in
compliance with the state legislation.
Policy LU-15.5 Apply contextually appropriate standards and regulations to transition
between low density, medium residential and mixed-use zone.
Commercial Areas
Goal LU-16 Locate commercial development in Edmonds to take advantage of its
unique economic opportunities while being compatible with the
surrounding neighborhood.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 37
Policy LU-16.1 The design and location of commercial sites should provide for convenient
and safe access for customers, employees, and suppliers.
Policy LU-16.2 Commercial developments should be designed to minimize the impacts of
traffic and noise.
Policy LU-16.3 Discourage poorly connected strip commercial areas along Edmonds streets
and highways.
Policy LU-16.4 Encourage location of vehicular parking behind buildings to promote a
pedestrian friendly street frontage
Policy LU-16.5 Minimize curb cuts where possible, especially along streets with pedestrian
traffic.
Policy LU-16.6 Promote inclusion of public amenities such as pocket parks, plazas, and
community spaces in commercial developments.
Industrial Areas
Goal LU-17 Ensure that any new industrial development in Edmonds contributes to
economic growth and stability while preserving the quality of life and
protecting the environment
Policy LU-17.1 Light industrial uses should be given preference over heavy industrial uses.
The industry type should not degrade Edmonds’ natural or residential living
environment.
Policy LU-17.2 Adequate buffers for landscaping, compatible transitional land uses and
open space should be utilized to protect surrounding land areas from the
adverse effects of industrial land use. Particular attention should be given to
protecting residential areas, parks and other public-institutional land uses.
Policy LU-17.3 All industrial areas should be located where direct access can be provided to
regional ground transportation systems (major State Highways and/or
railroad lines).
Open Space
The 2022 Parks, Recreation & Open Space Plan (PROS Plan) is a six-year guide and
strategic plan for managing and enhancing park and recreation services in Edmonds. It
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 38
establishes a path forward for providing high quality, community-driven parks, trails,
open spaces and recreational opportunities.
The Edmonds community is fortunate to have retained several significant natural areas
across the City. Approximately 75 acres of open space are owned and managed by the
City, in coordination with the acreage of developed parks. These open space properties
include forested lands, waterfronts, and wetlands across 13 different sites.
The open space classification distinguishes natural lands from parks developed for
active recreation and other highly managed landscapes. Open space may refer to public
properties that are exclusively natural areas or portions of larger parks that are
managed as natural areas. These open space lands are managed to preserve, restore,
and conserve ecosystem functions, native vegetation, and wildlife habitat. Open space
properties are undeveloped, primarily left in their natural form, and are managed to
retain or enhance natural or scenic resources. However, open space may include trails
or interpretive signs, along with modest support amenities such as parking or restrooms.
Goal LU-18 Expand and enhance open space in the community to improve
environmental quality and overall community well-being
Policy LU-18.1 Evaluate the suitability of undeveloped public properties to serve as open
space.
Policy LU-18.2 No city-owned property should be relinquished until reasonable community
uses and related costs have been explored.
Policy LU-18.3 Seek opportunities to maintain the existing and increase expand new open
spaces, especially:
• Natural and green belt areas adjacent to highways and arterials
• Areas that have steep slopes or are in major stream drainage ways
• Wetlands
• Land that can serve as buffers between high noise environments and
sensitive uses.
• Lands that would have unique suitability for future passive or active
recreational use.
• Lands that increase estuary habitat, preserve beaches, act as fish and
wildlife habitat, and can help control stormwater
Goal LU-19 Support the goals of the City’s Parks Recreation and Open Space
(PROS) Plan
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Policy LU-19.1 Provide an interconnected park system that offers a wide variety of year-
round recreation opportunities and experiences which support and enhance
Edmonds’ cultural identity and the natural environment .
Policy LU-19.2 Preserve and pursue opportunities to expand public access and enjoyment
of Edmonds open space and recreational facilities.
Policy LU-19.3 Conserve and provide access to natural resource lands for habitat
conservation, recreation, and environmental education .
Environment
The Natural Environment section serves as a guiding framework for the responsible
stewardship of natural resources within the city, aligning with the community's vision
and priorities. It encompasses considerations such as soils and vegetation, wildlife,
open space preservation, equity, harmonious integration of built and natural
environments, and collaboration on regional natural resource issues. Natural critical
areas require careful management to balance development with environmental
conservation. These areas, such as marshes, floodplains, and steep slopes, play crucial
roles in maintaining biodiversity, mitigating natural hazards, and preserving water
quality.
In 2022, the city became aware of two Critical Aquifer Recharge Areas (CARAs) in
Edmonds. They are Olympic View Water and Sewer District wellhead protection areas.
According to the state Growth Management Act, CARAs are critical areas which must
be regulated and protected using best available science (BAS).
The Shoreline Master Program (SMP) applies to shorelines within the City and
establishes standards for shoreline development. The shoreline areas within the City of
Edmonds jurisdiction include Puget Sound, Lake Ballinger, and the tidally influenced
portions of the Edmonds Marsh. Shoreline Jurisdiction also applies to upland areas
within 200 feet of the shoreline edge (ordinary high-water mark) and associated
wetlands.
Maps:
1. MAP - Critical Areas - CARA (Critical Aquifer Recharge Areas); Slope and
Topography
2. Vegetation and Wildlife
3. Creek Daylighting- estuary related maps?
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 40
Goal LU-20 New development should be compatible with the natural constraints of
slopes, soils, geology, drainage, vegetation and habitat.
Critical Areas
Policy LU-20.1 Designate and protect critical areas using the best available science (BAS)
pursuant to RCW 36.70A.172 and long-range climate change projections.
Policy LU-20.2 In addition to regulations, provide incentives that encourage environmental
stewardship, resource conservation, and environmental enhancement during
development activities.
Policy LU-20.3 When an alteration to a critical area or its buffer is proposed, such alteration
should be avoided, minimized, or compensated. Where appropriate, use
adaptive management to monitor and evaluate effectiveness of such
alterations and consider whether regulations should be update standards d
to achieve the level of protection intended in the regulations.
Goal LU-21 Encourage low impact development approaches for managing
stormwater.
Policy LU-21.1 Encourage Promote retaining native vegetation, reducing impervious
surfaces, and protecting habitat.
Policy LU-21.2 Promote the use of best management practices (BMPs) for stormwater to
enhance infiltration and reduce runoff, such as permeable pavements, green
roofs, green streets, rain gardens, and retention basins.
Policy LU-21.3 Review drainage, flooding, and stormwater runoff in the area and nearby
jurisdictions and provide guidance for corrective actions to mitigate or
cleanse those discharges that pollute waters of the state, including Puget
Sound or waters entering Puget Sound.
Goal LU-22 Protect the quality and quantity of groundwater used for public water
supplies.
Policy LU-22.1 Limit land use activities that would negatively impact groundwater recharge.
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Policy LU-22.2 Restrict or prohibit activities that pose a high risk of contaminating the
aquifer.
Policy LU-22.3 Encourage projects that actively enhance aquifer recharge, such as artificial
recharge basins, managed aquifer recharge (MAR) systems, and restoring
natural recharge areas.
Policy LU-22.4 Collaborate with Olympic View Water and Sewer District to monitor periodic
assessment of groundwater levels, recharge rates, and water quality.
Policy LU-22.5 Use environmental regulations that reflect the best available science for
Critical Aquifer Recharge Areas (CARAs), to protect groundwater resources.
Policy LU-22.6 Consider investing in stormwater management facilities to reduce impacts on
groundwater resources, especially in Critical Aquifer Recharge Areas.
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Soil and Topography
Goal LU-23 Facilitate responsible development practices in areas with steep slopes
and potentially hazardous soil conditions.
Policy LU-23.1 Designate areas where development is restricted or prohibited based on
slope gradients and soil stability assessments.
Policy LU-23.2 Require special permits for developments in identified high-risk areas,
ensuring thorough review and compliance with safety standards.
Policy LU-23.3 Consider flexible lot line adjustment and lot combination and division to allow
parcels with steep slopes to preserve the site and reduce impervious
surfaces, cuts, and fills.
Policy LU-23.4 Encourage streets and access ways to conform to the natural topography,
reducing runoff and minimize grading of hillsides.
Policy LU-23.5 Use special design and building standards based upon best management
practices to mitigate the impacts of development on and adjacent to steep
slopes, erosion hazard, and landslide hazard areas.
• Regularly update City building and development codes to incorporate the
best and latest standards for minimizing damage caused by seismic
activities and consider such hazards when locating land uses and
intensities.
Policy LU-23.6 Encourage opportunities for increasing seismic safety while retaining historic
buildings.
Policy LU-23.7 Provide for buffers around the perimeter of undevelopable landslide hazard
areas to minimize the risk to human life and safety.
Policy LU-23.8 Reduce and mitigate the risk to lives and property posed by wildfires by
using land use planning tools and through wildfire preparedness and fire
adaptation measures
Habitat, Vegetation and Wildlife
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 43
Goal LU-24 Preserve and enhance natural habitats woodlands, marshes, wetlands
and other natural areas.
Policy LU-24.1 Improve water quality, fish habitat, and wildlife resources consistent with
adopted state and federal standards.
Policy LU-24.2 Participate in regional efforts to recover Priority Habitats and Species1
including through watershed planning, restoration, implementation efforts,
the WRIA 8 Salmon Recovery program, and other recovery actions.
Policy LU-24.3 Avoid introduction of invasive plant and animal species into natural areas.
Prioritize the use of native plants in landscaping of public properties and right
of ways. Apply best available science to support habitat restoration and
expansion.
Policy LU-24.4 Seek opportunities to restore and enhance the Edmonds Marsh as an
estuary.
Policy LU-24.5 Identify and implement targeted public projects to improve salmon habitat
and help ensure the protection and recovery of the native salmon population.
1 https://wdfw.wa.gov/species-habitats/at-risk/phs
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 44
Goal LU-25 Promote and increase public awareness and pride in Edmonds’ wildlife
heritage.
Policy LU-25.1 Through partnerships and coordination, seek to provide education and
recreational programs and activities for all age levels.
Policy LU-25.2 Encourage public educational displays that identify some of the more
common plants and animals and their ecosystems and habitats, including at
streams, beaches, and marshes.
Tree Canopy
The urban forest in Edmonds is a vital component of the city's infrastructure. However,
as with many communities, Edmonds is facing environmental challenges while seeking
to balance development and conservation. A healthy city-wide tree canopy is crucial for
maintaining this balance, serving as a valuable resource for the well -being of current
and future generations. Trees comprising a broad age distribution, and a variety of
species ensure a robust and healthy tree canopy over time.
According to the Tree Canopy assessment report released in 2022, gains in tree canopy
outpaced losses by a very small amount. This may be attributable to incremental growth
of existing trees, highlighting the importance of preservation efforts for significant trees
and allowing flexibility to accomplish housing and community objectives while prioritizing
trees and other natural resources.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 45
Goal LU-26 Expand the tree canopy cover over the next 20 years with a goal of no
net loss.
Policy LU-26.1 Invest in tree plantings in areas that have documented high summer
temperatures, risk of flooding and low tree canopy to enhance ecosystem
services and improve equity.
Policy LU-26.2 Prioritize tree preservation within riparian corridors, wetlands, and associated
buffers, and minimize deforestation on steep slopes to maintain stability.
Policy LU-26.3 Reduce clearcutting or other development impacts on the urban forest.
Policy LU-26.4 Promote “Right tree, right place” which ensures a balanced combination of
long-lived native trees and nursery-grown street trees, planted in locations
that are suitable for their growth and contribute to a sustainable urban forest.
Policy LU-26.5 Partner with local nurseries, gardening clubs, environmental organizations,
and schools to promote tree care initiatives and provide resources such as
give-away trees and/or tree vouchers for use in Edmonds.
Policy LU-26.6 Protect significant trees within the community, so that they continue to
provide environmental, aesthetic, and social benefits.
Goal LU-27 Plan for phased growth of communities to be economically viable,
supported by planned urban infrastructure, and served by public transit
Policy LU-27.1 Support Joint planning and urban development standards for urban
unincorporated areas
Policy LU-27.2 coordinate with the county to plan for annexation of unincorporated areas of
the MUGA as necessary.
Priority Action Steps
• Create a “Street Design Manual” to guide the planning and design of street projects,
offering functional solutions, incorporating Green Street features where feasible, and
supporting stormwater management initiatives.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 46
Potential Action Items
The following list outlines potential action items that can be further
explored to guide implementationefforts, considering the city’s
priorities, available resources, and other critical factors. Any such
action that is selected will be designed to support the City’s long-
term vision while ensuring compliance with the Growth Management
Act (GMA).
• Develop a ‘complete streets’ street typology manual that considers
land use in street design and functionality.
• Develop a street activation toolkit to facilitate community led
events that temporarily utilize the right of way for local gatherings in
all centers and hubs
• Utilize the Green Street manual as a tool to identify and design
transportation and stormwater projects citywide
• Conduct a well-reasoned analysis of local policies and regulations
contributing to racially disparate impacts, displacement, and
exclusion at neighborhood level and take necessary actions to undo
impacts.
• Identify festival streets that could serve as periodic public spaces,
designed with the goal of pedestrian comfort and providing flexibility
to accommodate occasional events
• Adopt tools to minimize impacts on adjacent lower-density
residentially zoned properties, such as landscape buffers, tree
retention, high-quality design elements, adequate parking, and low
lighting and noise levels
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 47
• Encourage developers to unbundle parking costs from rent,
allowing tenants to opt out of paying for parking spaces they do not
need.
Waterfront:
• Create people centered hubs that are pedestrian-only zones, free
of vehicular traffic, to expand usable open spaces for recreating,
socializing and hosting events.
• Develop signature pedestrian routes, with wide sidewalks, lighting
and wayfinding, that connect parks, key activity nodes, and
downtown Edmonds
• Use interpretative signage and/or art to highlight the historic and
ecological significance of the waterfront.
• Develop additional pocket parks and open spaces along the
boardwalk, connected by bike and pedestrian pathways for
increased accessibility.
• Provide diverse and inclusive amenities and activities that cater to
all community members, visitors enhancing the recreational and
cultural vibrancy of the waterfront.
• Design a network of pathways, boardwalks, and trails that prioritize
pedestrians and connect key destinations.
• Continue implementing a continuous shoreline walkway
(boardwalk/esplanade) from Brackett’s Landing North to Marina
Beach Park. Work with the Port of Edmonds to integrate recreation
and marina functions into the long-term plan.
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 48
• Rebuild Marina Beach Park to enhance access and incorporate
green spaces, providing a revitalized recreational area for the
community.
• Restore and reclaim Edmonds Marsh as a vital ecological,
educational and recreational area, designating it as an open space
with water access for passive recreation.
• Support evaluation and establishment of a regional wildlife
sanctuary and recreation area at the southern end of the Edmonds
Waterfront. (Includes but not limited to the Edmonds Marsh-Estuary,
adjacent wetland open spaces, the Unocal/WSDOT property,
Marina Beach, city park, Willow Creek, and Shellabarger creek
• Prioritize salmon restoration in all ecological planning and
development. Support projects like Willow creek daylighting
encouraging salmon restoration. Facilitate expansion of “Willow
Creek Salmon Hatchery & Habitat Center” as the gateway to the
restored Edmonds Marsh at SR 104/ Pine St.
• Redevelop Marina Beach Park to enhance recreational amenities
while preserving natural habitats.
• Design boardwalk loop with viewing platforms, observation decks,
educational signage, and wide landscape promenades to the
Edmonds Marsh without impacting the environment, enhancing its
ecological, educational and recreational value
• Create pathways to protect flora and fauna, minimize ecological
disturbance, and prevent habitat destruction.
• Rehabilitate and protect riparian zones along streams to improve
water quality and provide essential habitat for salmon
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 49
• Identify, remove or modify barriers such as culverts, dams, pipes
and weirs that impede salmon migration, ensuring free passage for
all life stages of salmon
• Partner with organizations to educate community, partner with
landowners, Tribes, government agencies, community groups,
businesses and other nonprofits to develop supportive programs
and exhibits to educate local residents and visitors about Edmonds
unique eco systems, ecological conservation and significance.
• Encourage programs related to ecological education in local
schools
• Facilitate the growth of the education centers such as Restoration
Education Center or Willow Creek Salmon Hatchery, Watershed
Education Center, to provide learning opportunities related to the
local watershed and salmon habitat.
Highway 99 Subarea
• Establish a structured and regular schedule for engaging with the
Highway 99 community to ensure ongoing, meaningful participation
and input.
Critical Areas
• Implement performance-based standards that encourage
developers to meet specific environmental outcomes rather than
prescriptive requirements
Soil & Topography
• Grading, filling, and tree cutting should be restricted to building
pads, reasonable construction clearance, driveways, access ways
and other impervious surfaces
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 50
• Grading should not jeopardize the stability of any slope, or of an
adjacent property
• Only minimal amounts of cut and fill on hillsides should be
permitted so that the natural topography can be preserved. Fill
should not be used to create a yard on steeply sloped property
• Fill and excavated dirt shall not be pushed down the slope
• Minimize deforestation and encourage planting of deep-rooted
vegetation and mulch (of suitable native varieties) to prevent
siltation of drainage ways and improve stability on steep slopes
• Ensure proper design and maintenance of drainage systems to
manage surface water runoff and prevent soil saturation
Tree Canopy
• Reassess city tree canopy at five-year intervals to monitor change
and make strategic management decisions.
• Include a tree planting budget and a maintenance plan in all rights -
of-way and other capital transportation projects
• Create volunteer programs to assist elderly or disabled residents
with tree care tasks, leveraging community involvement and support
• Consider a tree protection ordinance that outlines the criteria for
significant trees (factors such as size, species, age, historical
significance, and ecological value) and specifies the protections
afforded to them
• Consider requiring permits for any activity that could potentially
impact significant trees, including pruning, removal, and
construction activities within the tree’s critical root zone
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COMPREHENSIVE PLAN DRFAT GOALS & POLICIES (LAND USE) 51
• Consider the replacement of removed significant trees with
appropriate species and sizes, ensuring no net loss of tree canopy
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 1
Introduction
The Housing Element for the City of Edmonds outlines the strategies and policies to ensure
the availability of safe, affordable, and diverse housing options for all residents. It includes an
assessment of current housing conditions. It plays a pivotal role in guiding the development,
preservation, and enhancement of the housing stock to meet current and future demands in
alignment with local regulations and sustainability goals.
Housing in Edmonds offers a diverse mix, predominantly featuring single-family homes that
contribute to the city’s traditional, suburban feel. These homes are often situated in well-
established neighborhoods, many of which boast mature trees, scenic views, and a close-knit
community atmosphere. Alongside these, townhouses provide a more compact and often
more affordable option, catering to those seeking a balance between private living space and
lower maintenance. In recent years, there has been a noticeable increase in multifamily
developments, including apartments and condominiums.
The city is committed to providing a range of housing options to meet the needs of its
residents, from young families to retirees, while maintaining the natural features, historic
character and its unique character and charm that make Edmonds a desirable place to live.
As the city continues to grow, housing affordability and availability are key concerns.
Edmonds strives to balance new development with the preservation of its established
neighborhoods, ensuring that housing options are accessible and sustainable for all
residents. The city's housing policies are designed to promote a diverse housing stock,
encourage sustainable building practices, and support the creation of affordable hou sing
options that align with the community's values and future growth plans.
Edmonds Housing Today
Edmonds’ well-established neighborhoods are one of the City’s most desirable assets, and
critical building blocks to a great community. The city is home to 42,853 people as of 2020
and is anticipated to welcome about 13,113 new residents by 2044. According to the Office of
Financial Management (OFM), there were an estimated 18,8 47 housing units within the City
of Edmonds in 2020.
Housing Types
As of 2024, Edmonds’ current housing stock contains a mix of low density detached units,
attached townhomes, and larger apartments and condominiums. The current mix of housing
stock is shown in Figure YY.
Figure Caption: Existing housing by type (source: Census 2020)
Comprehensive Plan Draft Housing Element
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 2
Since Edmonds does not have much undeveloped land, future development existing
accommodating population growth. This will be accomplished with sensitivity and care to
maintain the charm of Edmonds’ distinct neighborhoods. More detail on this can be found in
the Land Use chapter of this comprehensive plan.
Household Size and Vacancy
Although regional household size has been trending downwards for decades due to an
increasingly senior population with fewer children, household size has grown since 2010.
Washington State Department of Commerce attributes the increase in average household
size to the under-building of housing, leading to people living in multigenerational housing or
with roommates, not by choice but because of the lack of affordable housing . However, the
Department of Commerce assumes a continued decline in household size coincident with
demographic trends. Likewise, the city of Edmonds has a vacancy rate of 4.2%, which is
artificially small due to low housing availability. The Washington St ate Department of
Commerce has directed cities to plan for an economically healthy vacancy rate of 6%.
Household size is generally related to the number of bedrooms. The distribution in number of
bedrooms for the city of Edmonds existing housing stock is as follows:
No of bedrooms distribution -Census 2020
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 3
Edmonds Housing Targets
Edmonds is committed to guiding growth in a manner that is equitable and sustainable.
This will be done by increasing the quantity of housing stock and diversity of housing
choices, including middle housing and accessory dwelling units (see Appendix X
(methodology memo)), and identifying and addressing racially disparate impacts of
housing policy. As part of doing its part in addressing critical regional needs, Snohomish
County’s H0-5 Report (adopted May 2023)1 relates the City of Edmonds’ housing targets.
Edmonds has a future land supply established in 2021 of 5,148 (see Figure 1).2
1 Housing Characteristics and Needs in Snohomish County Report prepared pursuant to Countywide Planning
Policy HO-5 by The Planning Advisory Committee of Snohomish County Tomorrow May 2023
https://snohomishcountywa.gov/6039/Housing-Characteristics-and-Needs-Report
2 Snohomish County Buildable Lands Report (2021) see p. 9
https://snohomishcountywa.gov/DocumentCenter/View/84919/Letter-to-Dept-of-Commerce---Snohomish-
County-Buildable-Lands-Report?bidId=
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 4
In this planning cycle to accommodate population growth, the City must increase its unit
capacity by 3,921, for a total of 9,069 housing units. These 9,069 units must be
distributed according to the requirements and affordability levels designated in HB 12 20.
Edmonds’ designation as a “high-cost community” impacts the required allocation for
types of housing units.
Edmonds must plan for:
6,814 units at the Low 0-80% AMI Income level - Low-Rise or Mid-Rise Multi-family; e.g.
walk-up
apartment buildings – this is the largest category of need in Edmonds.
• 2,129 units at the Moderate <80-120% AMI Income level – these may be ADUs.
• 126 units at the High Income level - these may be Moderate Density (duplex, quad,
triplex)
Edmonds current supply comprises of 5,148 units of which 201 units are single family
detached, 84 units are
Moderate Density (e.g. duplex, triplex, quad) and 4,862 units are Low-rise or Mid-Rise
Multi-family (walk up
apartments), Note that ADUs were not assessed by the BLR.8
During the 2024 update cycle, the City of Edmonds must provide a net capacity change of
the following as
• A net increase of at least 1,952 units that are in the Low-rise or Mid-rise multi-family
apartment category.
• A net increase of at least 2,129 ADUs, or that are in the Low-rise or Mid-rise multi-family
apartment category.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 5
• A net increase of at least 42 units that are Moderate density, or that are ADUs or in the
Low-rise or Mid-rise multi-family apartment category.
Area Median
Income (AMI) Range
(Assumed
affordability level)
Typical Housing Types
allowed
No of
Housing
Units for
each
category
Existing
Capacity
NET No of
Housing
Units for each
category
Low 0-80% AMI Low-Rise or Mid-Rise Multi-
family. (For eg. Walk-up
apartment buildings)
6,814 4,862 1,952
Moderate <80-120%
AMI
ADUs or Low-rise/ Mid-rise 2,129 0 2,129
Higher Income
>120% AMI
Detached single family homes,
Middle Housing- Townhomes,
Duplex, Triplex, Quadplex
126 84 42
By 2044, the unit mix for Edmonds is anticipated to be more diverse, providing a greater
amount of housing choices, especially among housing types such as apartments and
condominiums, which tend to be more affordable than others.
There are two categories of land for which a net change in capacity will be calculated. The first is
Edmonds’ single family/low density Residential land use areas making up much of the City’s land
area, and the second is its denser multi-family and mixed-use land use areas.
With implementation of Under HB 1110 and 1337, single family residential/low density Residential
land use area capacity assumptions must shift.
These legislative changes effectively eliminate the State’s allowance for one-family detached
zoning. Consequently, Edmonds’ single-family/low-density residential areas can now be assumed
to have the potential for (re)development under any of the following density scenarios:
Effectively the State no longer allows one-family detached zoning. As such Edmonds’ single
family residential/low density residential land use areas may be assumed to have the ability to
(re)develop to any one of the following density scenarios:
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 6
• two additional ADUs in attached or detached configurations
• two units in any configuration
• four units in any configuration if one unit is affordable, i.e., rented or purchase price restricted
and
limited to lower income tenants or purchasers
Applying the two House Bills, HB 1110 and HB 1337, capacity of ADUs and Middle Housing Units
that may count towards the housing targets is calculated. Department of commerce has provided
guidance on implementing the house bills. Based on this guidance, a set of methods and
assumptions were created. Refer Appendix A for Method and Assumptions for calculating the
new housing capacity.
how cities can make assumptions , so that each parcel has the potential to (re)develop to the
minimum provisions of each Bill, but at a “realistic level” of participation by applying a)
feasibility/market factors, and b) a process that designates, and screens out parcels unlikely to
have redevelopment potential.
Refer to Appendix – X for Method and Assumptions for calculating a new capacity
To accommodate the projected growth, i.e housing and employment targets City has
identified potential growth areas called Neighborhood Centers and Neighborhood Hubs to
achieve sustainable, resilient, and equitable distribution of growth. They offer a varie ty of
capacities to support housing and job growth, diverse housing types, and citywide
infrastructure investments
Refer to the Appendix C for a detailed summary of Growth alternatives.Section __ in the Land Use
element of this Plan details the areas of centers and hubs along with the capacities achieved. Below is
the summary of capacity enabled based on the City’s selected approach
Housing Target 9069
Centers
Medical District Expansion 1152
Westgate 1185
5 Corners 461
Firdale Village 294
Hubs
North Bowl 216
East Seaview 219
Perrinville 116
West Edmonds Way 33
South Lake Ballinger 70
Maplewood 203
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 7
Low Rise/Mid Rise Apartments NEW 3949
ADUs 1973
Middle Housing 42
Existing Capacity 4226
10190
Housing Diversity
Goal H-1. Enable and promote diverse housing types for people of all economic and
demographic backgrounds.
Policy H-1.1 Housing developments within the neighborhood centers and hubs should
promote diverse housing. Provide a mix of housing types and densities shaped
through integrated place-making strategies.
Policy H-1.2 Promote middle housing types to create equity and diversity...
Policy H-1.3 Encourage infill developments supporting neighborhood life and businesses in
centers and hubs.
Policy H-1.4 Enable and promote live-work developments in areas that already allow
commercial, and retail uses to accommodate living and employment within the
same premises.
Policy H-1.5 Establish partnerships with employers, local businesses, developers, nonprofits
to promote housing projects affordable and accessible to the local workforce with
focus on employees in critical sectors such as healthcare, retail, education, and
hospitality.
Policy H-1.6 Explore funding opportunities and grants to support the development of diverse
housing typologies.
Policy H-1.7 Identify and remove existing regulatory barriers and provide opportunities to
support co-housing.
Call out: In a co-housing community, residents typically have their own private living spaces,
such as individual apartments or houses, and share some common facilities and
amenities.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 8
Housing Affordability and Equity
Housing affordability is defined as area rents and home prices relative to area incomes and is
a result of a combination of various factors. The Puget Sound’s growth as a powerful
economic engine has not been matched with regional housing production, and t hus has had
significant impacts on regional housing affordability. Like most communities in the Puget
Sound, Edmonds access to job centers has led to a steep increase in home prices, stalled
only briefly by the COVID-19 pandemic and its subsequent economic effects. Edmonds
natural beauty furthermore attracts many homebuyers, leading to higher housing costs.
The falling affordability of Edmonds can be seen in the home sales affordability index,
showing a reduced proportion of homes being sold at prices that would be affordable to low -
and moderate-income brackets since 2010.
Home Sales Affordability (Source: AHA)
Edmonds’ housing stock is older than its regional peers, which means that some of these
homes are more affordable than comparable newer ones in other communities. Much of the
Income Category Required income and Affordable sale price range
Extremely Low Income Required Income <$40,000, Sale Price <$200,000
Very Low Income Required Income <$68,000, Sale Price <$300,000
Low Income Required Income <$99,900, Sale Price <$460,000
Moderate Income Required Income <$128,800, Sale Price <$590,000
Middle Income Required Income <$162,700, Sale Price <$900,000
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 9
existing housing stock was built between 1950 and 1969. As part of the greater Seattle
metropolitan area, Edmonds experienced growth earlier than most in Snohomish County.
Older properties that have multifamily development are particularly valuable in addressing
affordable housing needs, and the maintenance and preservation of this housing should be
prioritized when identifying places to address regional housing supply goals.
Age distribution of housing stock (Source: Census 2020)
While there have been benefits to many residents associated with increased home
values, others have experienced rising costs as burdens and barriers. These people
include the members of the community who are renters, seniors on fixed incomes, young
families, and community members who fill roles critical to maintaining Edmonds
community, such as artists, teachers, firefighters, retail workers, and other community-
supportive jobs.
Selected Monthly Owner Costs as a Percentage of Household Income (SMOCAPI) and Gross
Rent as a Percentage of Household Income (GRAPI)
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 10
It is necessary to proactively address housing affordability to ensure those that serve the
has limited ability to directly participate in the construction or provision of affordable
housing, so it has chosen instead to affect the cost of housing by reducing government
regulation, providing flexible development standards, and otherwise minimize housing
costs that would be passed on to prospective owners or renters. Beyond increasing the
allowances of unit types such as middle housing and accessory dwelling units (ADUs),
apartments and condominiums tend to be more affordable, Edmonds is committed to
further supporting housing affordability through streamlined permitting and opportunities
for different lot configurations.
Most of Edmonds’ new housing capacity will be created in newly designated Centers and
Hubs (see the Land Use Chapter of this comprehensive plan for more information). These
areas will serve as hearts for vibrant and diverse neighborhoods while concentrating
growth in areas best served by existing infrastructure, transit, and community amenities.
This approach both reduces the cost of land development, allowing for lower home
purchase prices and rents, and enables a lower-cost lifestyle for residents, allowing them,
for example, to forgo automobile trips for more affordable transportation options when
feasible.
Addressing Racial Equity and Displacement
The city of Edmonds encourages fair and accessible housing opportunities for all families
and individuals in the community regardless of their race, age, sex, religion, disability or
economic circumstances. A racially disparate impacts analysis has guided the formation
of this housing plan, and the housing and land use strategy is aimed at reducing these
impacts. At present, Edmonds has a higher share of minorities who are cost burdened as
well as a higher share of minorities who are renters. This indicates that these community
members are at higher risk of displacement both due to rising housing costs, as well as
redevelopment necessary to address these rising housing costs. Thus, it is critical to
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 11
identify where these communities lie to ensure redevelopment areas do not
disproportionately fall on these communities.
% Occupied Units by Race
% Cost Burdened Units (Owner and Renter)
% Rental Units by Race
Race distribution here is alone or in combination with one or more other races
Cost burdened is defined as spending more than 30% of income on housing needs
The Snohomish County social vulnerability (Ref Figure No YY) shows where vulnerable
populations reside, while the Washington State environmental health disparities map (Ref
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 12
Figure No ZZ) shows where environmental impacts associated with negative health
outcomes are. Although both analyses are limited in resolution to the tract level, they
indicate that there is increased environmental health issues and social vulnerability near
the Highway 99 corridor.
Social Vulnerability Index based on Household Composition and Disability, Housing type and
transportation, Race and Ethnicity and Socio-economic determinants
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 13
Environment Health Disparities Map
The city's approach prioritizes the equitable distribution of growth, public investment, and
housing resources through the proposed neighborhood centers and hubs located
throughout the city, many of which are in areas of greater opportunity and greater
environmental health. By dispersing growth and providing affordable housing
opportunities in these areas, the city is reducing the concentration of future development
previously allocated toward the Highway 99 corridor, thus reducing spatial inequalities
and promoting inclusive development that benefits members of the community across all
socio-economic sectors.
Housing Displacement Risk
The Puget Sound Regional Council’s Study of Housing Displacement Risk has placed
Edmonds at “low” displacement relative to the Puget Sound region. The city of Edmonds
is becoming increasingly racially diverse over the past decade, and there is little to no
pattern of historic displacement. However, the city recognizes that unprecedented
changes to housing policy within this comprehensive plan could nonetheless result in
future displacement if not informed by environmental justice, equitable distribution of
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 14
opportunities, and sensitivity to existing land use. The city’s approach reduces potential
displacement by accommodating necessary growth through encouraging redevelopment
of underutilized commercial property, rather than existing affordable housing.
Furthermore, the ability to move lot lines will likely have a greater impact facilitating new
housing in neighborhoods with environmentally critical areas, which are also currently
among the more expensive and less diverse neighborhoods relative to the rest of the city.
Many of the measures outlined below will further assist in reducing the potential for future
displacement and equitably distributing the benefits of investment and growth.
Housing Displacement Risk
Source: https://www.psrc.org/our-work/displacement-risk-mapping
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 15
Goal H-2. Implement measures to increase the affordable housing supply while
enhancing the public realm in growth areas.
Policy H-2.1 Consider an incentive zoning program to achieve desired housing diversity and
public amenities in growth areas. Consider bonus density incentives, expedited
permit review and/or waivers from site development standards to implement a
community amenity provision. Consider amenities such as, but not limited to:
• Community dedicated spaces
• Beyond-code requirements for pedestrian facilities and connections
• High-quality public realm or on-site landscape features
Policy H-2.2 Allow affordable housing development on land owned by religious institutions as
a permitted use. The affordability requirement should correspond with HB1337
legislation.
Policy H-2.3 Provide for a higher number of units per lot around the transit stops in activity
centers, neighborhood centers and hubs.
Policy H-2.4 Consider the reduction of parking requirements for residential developments in
areas proximate to transit service or based on planned occupancy (such as
seniors, affordable units) to reduce construction costs and to promote
affordability of residential development.
Policy H-2.5 Leverage public-private partnerships to create affordable housing integrated
with community resources, such as libraries, enhancing both housing availability
and community amenities.
Goal H-3. Achieve a net positive number of housing units per lot in activity centers,
neighborhood centers and hubs.
Policy H-3.1 Explore a requirement for an equal or greater number of housing units when
property in a center or hub is redeveloped.
Policy H-3.2 Encourage accessible open space and shared amenities with development of
housing in centers and hubs.
People’s Policies
Goal H-4. Promote rehabilitating and restoring suitable housing stock.
Policy H-4.1 Partner with the Edmonds Historic Preservation Commission to engage with
property owners, developers, preservationists, and community members to
gather input and build support for historic preservation.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 16
Policy H-4.2 Provide incentives for homeowners who adopt sustainable design practices,
materials and green technologies, in their remodeling projects.
Policy H-4.3 Preserve and support the retention of Recognize the value of retaining
manufactured homes and other lower-cost housing types to provide affordable housing.
Goal H-5. Foster access to quality housing for low income, differently abled,
impaired and senior residents.
Policy H-5.1 Seek to identify and utilize State and Federal housing resources to assist in
providing adequate housing opportunities for low income, disabled, or senior
residents.
Support the efforts of public and private non-profit agencies that develop
assisted housing and/or housing-related human services, such as services
enabling residents to remain in their homes or neighborhoods.
Policy H-5.2 Support co living, co-housing, micro housing and other types of shared housing
arrangements to make housing affordable for seniors, recent graduates,
students, and young adults.
Policy H-5.3 Partner with non-profit organizations and agencies that specialize in managing
shared housing arrangements and other services.
Goal H-6. Avoid actions that result in the displacement of existing residents,
particularly low-income and marginalized communities.
Policy H-6.1 Explore policies and programs to help support renters at risk of displacement.
includes providing rental assistance, establishing tenant protections,
expanding access to legal aid, offering relocation support, and creating
incentives for landlords to maintain affordable rental units.
Prioritize measures that address the root causes of displacement, such as
rising housing costs, while collaborating with community organizations to
ensure vulnerable populations have access to resources and advocacy.
Policy H-6.2 Encourage shared housing arrangements to provide affordable housing
options, prevent displacement and offer mental health benefits by alleviating
loneliness, particularly among seniors living in isolation.
Policy H-6.3 Partner with nonprofit organizations or local housing authority such as Housing
Authority of Snohomish County (HASCO) to create a centralized matching
service that connects individuals seeking housing with homeowners or tenants
who have available rooms.
Goal H-7. Work towards eliminating racial inequity in housing distribution.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 17
Policy H-7.1 Engage and partner with communities most disproportionately impacted by
housing challenges in the decision-making process to shape/inform
strategies, actions, regulations, and resource allocation that address and
mitigate their housing-related issues.
Policy H-7.2 Identify local policies and regulations that result in racially disparate impacts,
displacement, and exclusion in housing, including:
· Zoning that may have a discriminatory effect;
· Disinvestment; and
· Infrastructure availability
Policy H-7.3 establish policies and regulations that address and begin to undo racially
disparate impacts, displacement, and exclusion in housing caused by local
policies, plans, and actions.
Goal H-8. Evaluate, leverage and implement housing financing opportunities.
Policy H-8.1 Through the Multifamily Tax Exemption (MFTE) program, support the
development of affordable housing while ensuring long-term sustainability.
Consider adjusting the eligibility criteria, tax benefit periods, and affordability
requirements to reflect current housing market conditions and community
needs such as family-oriented housing options.
Policy H-8.2 Explore options for an inclusionary zoning program that provides developers
with the flexibility to either incorporate affordable housing units within their
projects or contribute to a housing fund.
Policy H-8.3 Per RCW 82.14.540, use the City of Edmonds’ share of the existing state
sales tax that is reserved for affordable housing to:
• Provide short-term rental assistance to low-income households in
Edmonds.
• Contribute to a regional organization, which could be the County, the
Alliance for Housing Affordability (AHA), or a partnership of cities in
southwest Snohomish County to support long term goals of providing
affordable housing in the sub-region.
• Support public private partnerships to develop affordable housing.
Supportive Housing
Assisted Housing Availability
HUD-assisted developments provide units for low-income, senior residents within the City of
Edmonds. The Housing Authority of Snohomish County is also authorized to operate units
within the city but mostly administers Section 8 rent supplement certificates and vouchers
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 18
within the city. In addition, various adult family homes provide shelter for residents with
special needs.
Goal H-9. Encourage stable housing and wraparound services to individuals
experiencing housing insecurity or at risk of becoming unhoused.
Policy H-9.1 Support county and nonprofit efforts to provide stable housing to individuals
experiencing housing insecurity or at risk of becoming unhoused.
Policy H-9.2 Support development of low-income (subsidized), low-barrier, permanent
supportive housing.
Policy H-9.3 Explore opportunities for small scale housing types, such as micro-housing
(shared kitchen and restrooms)
Policy H-9.4 Work with faith-based organizations that are interested in adding single-person
shelters, overnight shelters, and temporary small houses on property owned or
controlled by a religious organization.
Policy H-9.5 Allow transitional housing and permanent supportive housing in any zones that
allow residential dwelling units or hotels (RCW 35.21.683 and RCW
35A.21.430).
Policy H-9.6 Allow emergency shelters and emergency housing in any zones that allow
hotels.
Policy H-9.7 Allow permanent supportive housing in areas where multifamily housing is
permitted (RCW 35.21.689 and RCW 35A.21.305).
Policy H-9.8 Exempt emergency housing from impact fees (RCW 82.02.090).
Regulatory Framework
Goal H-10. Remove barriers and implement supportive development regulations.
Policy H-10.1 Provide options for lot combination, lot-line adjustment, and subdivisions to
accommodate a modest amount of additional housing and consider adjusting
lot coverage requirements to enable ADU and middle housing typologies per
state legislation.
Policy H-10.2 Encourage design that requires varied and articulated roof lines in
developments, preventing the construction of large, monolithic structures with
single, unbroken roof lines
Policy H-10.3 Explore options for Planned Residential Development provisions in mixed-use
zones to achieve site-specific flexibility.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 19
Policy H-10.4 Consider options to reduce off-street parking requirements that impact housing
affordability.
Policy H-10.5 Consider adjusting permit fees, impact fees, and utility connection fees if they
become barriers to the development of affordable housing. Identify modifications
needed to reduce or avoid impediment to meeting the City’s housing target.
Policy H-10.6 Explore allowing shared use covenants for open spaces, enabling neighboring
residential units to access and utilize these areas for recreational and communal
activities.
Policy H-10.7 Encourage agreements between the city, homeowners' associations, and
neighboring units for the shared maintenance and stewardship of park spaces
Establish an educational/awareness program that informs applicants about retrofitting
opportunities and the benefits of incorporating retrofitting measures into new
constructions. This program may include workshops, informational materials, and one -on-
one consultations to guide applicants through the process.
Goal H-11. Provide predictability, effectiveness, and efficiency in government
permitting processes and regulatory systems to support housing
development.
Policy H-11.1 Implement clear, efficient, and standardized administrative procedures.
Policy H-11.2 Conduct periodic reviews of the permitting process to identify inefficiencies and
opportunities for improvement.
Policy H-11.3 Explore opportunities to collaborate with neighboring jurisdictions to be
consistent with regulations and processes where feasible.
Sustainability/ Adapting to Climate Change
Energy used in buildings is the largest source of local greenhouse gas (GHG) emissions in
Edmonds. Residential buildings emit roughly twice the quantity of GHGs than commercial and
industrial buildings. Energy consumption in buildings could be cut by about 30–50% through
investment in energy efficiency.
Low-income urban households have an energy burden in the proportion of income spent on
energy, which is three times higher than that of higher income households. Improved energy
efficiency can lower living costs and improve the quality of housing, while also reducing
greenhouse gas emissions. By supporting weatherization, the city of Edmonds helps increase
energy efficiency of homes while reducing cost burden on vulnerable populations and
preserving housing likely to be more affordable.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 20
Goal H-12. Continue to advance building sustainability through regulations and
incentives.
Policy H-12.1 Explore regulations for transitioning to clean energy and moving away from
fossil fuels for new developments and redevelopments.
Policy H-12.2 Encourage green building practices with appropriate incentives and technical
assistance.
Policy H-12.3 Seek funding from state and federal grants, utility programs, and private sector
partners to support sustainable development.
Priority Action Steps
• Develop preapproved plans for ADUs
• Develop a Housing Action Plan every 5 years that includes but not limited to
housing supply, housing for vulnerable populations, Disparate Impacts Analysis,
displacement, vacancy audit for MFTE units.
• Establish performance metrics, timelines and monitoring programs for permitting
and regulatory processes
• Adopt tools to minimize impacts on adjacent lower-density residentially zoned
properties
The following list outlines potential action items that can be further explored to guide
implementation efforts, considering the city’s priorities, available resources, and other
critical factors. Any such action that is selected will be designed to support the City’s long-
term vision while ensuring compliance with the Growth Management Act (GMA).
• Develop a “Housing Action Plan” every 5 years including assessments of housing
supply relative to vulnerable populations’ needs, in partnership with key stakeholders,
such as Affordable Housing Alliance.
• Establish local housing funds for relocation and eviction and/or foreclosure assistance,
such as counseling services to educate tenants about their rights and directing residents
to resources that may be available.
• Conduct Racially Disparate Impacts Analysis every five years to ensure residential
development helps meet Edmonds’ housing affordability targets.
• Establish a vacancy audit and reporting mechanism requiring property owners to report
vacant units, with particular attention to ensuring that MFTE units are not left unoccupied.
• Conduct a periodic review of the MFTE program to assess its effectiveness, including an
analysis of occupancy rates, demographic reach, and community feedback.
• Identify opportunities for shared parking lots that provide a net reduction in parking
spaces while still reasonably meeting parking demand. Opportunities could include a
shared parking system or parking districts.
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COMPREHENSIVE PLAN DRAFT HOUSING ELEMENT 21
• Develop pre-approved plans for ADU’s for faster permitting.
• Publish performance metrics and timelines for the permitting process
• Establish monitoring programs for permitting and regulatory processes to ensure that
they promote housing opportunities and avoid, to the extent possible, adding to the cost
of housing
• Define key performance indicators (KPIs) to measure the success of the Green Building
program, such as the number of projects incentivized, energy savings achieved, and/or
reductions in greenhouse gas emissions.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 1
Introduction
The Climate element provides a vision, goals, and policies that respond to new
legislation that requires a climate change element (HB 1181) as part of a
comprehensive plan. Climate elements must maximize economic, environmental, and
social co-benefits and prioritize environmental justice to avoid worsening environmental
health disparities. The element must include:
• Resilience Sub-element that addresses adaptation to hazards exacerbated by
climate change.
• Mitigation Sub-element that identifies goals and policies addressing greenhouse
gas emissions reductions
The Climate Element addresses strategies to mitigate and adapt to climate change. It
includes reducing greenhouse gas emissions through sustainable practices, enhancing
energy efficiency, and promoting renewable energy sources. The element emphasizes
climate adaptation measures, such as protecting against sea level rise, mitigating the
urban heat island effect, and improving stormwater management. It also focuses on
preserving natural resources and critical areas, expanding green infrastructure, and
increasing urban tree canopy. Public education and community engagement are key
components, aiming to foster a resilient and sustainable city capable of withstanding
climate impacts.
The City of Edmonds is currently developing this element and requires more detailed
analysis to ensure complete.
Guiding Principle: Edmonds is committed to strengthen its resilience to climate change
while balancing growth and protecting and expanding our environmental assets.
City of Edmonds- Regional leader in environmental stewardship
The City of Edmonds recognizes that global climate change brings significant risks to
our community as a shoreline city. At the same time, the City understands that we have
a responsibility to play a leadership role both within our own community as well as the
larger Puget Sound region.
Recognizing the importance of addressing the issues surrounding the environment and
climate change, in September 2006, the City of Edmonds formally expressed support
for the Kyoto Protocol and adopted the U.S. Mayors Climate Protection Agreement by
Resolution No. 1129, and joined the International Council for Local Environmental
Initiatives (ICLEI) by Resolution No. 1130.
Comprehensive Plan Draft Climate Element
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5/13/2024 Draft Sustainability Element (Goals and Policies) 2
Scientific evidence and consensus continue to strengthen the idea that climate change
is an urgent threat to the environmental and economic health of our communities. Many
cities, in this country and abroad, already have strong local policies and programs in
place to reduce global warming pollution, but more action is needed at the local, state,
and federal levels to meet the challenge. On February 16, 2005 the Kyoto Protocol, the
international agreement to address climate change, became law for the 141 cou ntries
that have ratified it to date. On that day, Seattle Mayor Greg Nickels launched an
initiative to advance the goals of the Kyoto Protocol through leadership and action by at
least 141 American cities.
The City of Edmonds has formally approved the U.S. Mayors Climate Protection
Agreement which was endorsed by the 73rd Annual U.S. Conference of Mayors
meeting, Chicago, 2005. Under the Agreement, participating cities committed to take
three sets of actions:
1. Urge the federal government and state governments to enact policies and
programs to meet or beat the target of reducing global warming pollution levels to
7 percent below 1990 levels by 2012.
2. Urge the U.S. Congress to pass bipartisan greenhouse gas reduction legislation
that 1) includes clear timetables and emissions limits and 2) a flexible, market -
based system of tradable allowances among emitting industries
3. Strive to meet or exceed Kyoto Protocol targets for reducing global warming
pollution by taking actions in our own operations and community.
Edmonds Climate Action Plan (CAP)
The Climate Action Plan (CAP) was first published in 2010 to set goals to reduce
greenhouse gas emissions (GHG). In 2023 the CAP was updated to redefine climate
action goals to meet targets that had not been met by the Edmonds community. The
CPA provides steps for the City, individuals and businesses to work towards being
carbon neutral by 2050 and identifies actions through 2035. The interconnection of
equity and climate action is integrated throughout the plan, with Frontline communities
identified as leaders for reducing consumption, and as those facing the biggest threats
related to climate change. The CAP discusses the inevitability of impacts from climate
change and identifies steps to prepare and respond to those impacts. The
Comprehensive Plan has integrated the Strategies and Actions provided in the plan,
along with the overall approach to Climate Equity.
CAP sets goals to reduce greenhouse gas emissions (GHG). In 2023 the CAP was
updated to provide steps for the City, individuals and businesses to work towards
carbon neutrality by 2050. It identifies actions through 2035. The CAP discusses
impacts from climate change and identifies steps to prepare and respond to those
impacts.
The history of inequity in climate action provides context for CAP recommendations, as
environmental crises disproportionately impact vulnerable populations.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 3
Definitions:
• Climate Resilience: The ongoing process of anticipating, preparing for, and
adapting to changes in climate; minimizing negative impacts to our natural
systems, infrastructure, and communities
• Mitigation: Actions taken to reduce or eliminate the emissions of greenhouse
gases (present and future) to reduce the rate and extent of climate change
damage. It may also be referred to as greenhouse gas emissions GHG
reduction.
• Climate Equity: Recognition that the impacts of climate change are felt by the
most vulnerable populations. A climate equity approach not only enhances
ecosystem services but also contributes to building resilience in these vulnerable
communities, prioritizing those areas that already lack infrastructure to mitigate
surface runoff, lack tree canopy or shade or cooling, or other impacts.
Climate Equity
The City of Edmonds is committed to embedding climate equity at the forefront of
development projects and city-funded capital projects. This means proactively
addressing the disproportionate impacts of climate change on vulnerable populations,
including low-income communities, communities of color, and other marginalized
groups.
The CAP discusses the interconnection between equity and climate action and the
benefits of integrating the two in strategic planning. The history of inequity in climate
action provides context for key recommendations, highlighting Frontline communities as
key demographics to consider. These communities will receive benefits directly as
environmental crises disproportionately impact vulnerable populations.
Environmental justice, climate change, and equity are deeply interconnected, with
geographic and socioeconomic factors creating distinct exposures and outcomes. For
instance, the Bowl area benefits from cooler temperatures during heatwaves due to its
proximity to Puget Sound, while communities along the Highway 99 Corridor face higher
environmental health risks. The unique contexts and frontline communities that exist
within Edmonds need to be considered in the assessment and prioritization of climate
change resources.
Frontline Communities in Edmonds:
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5/13/2024 Draft Sustainability Element (Goals and Policies) 4
The City of Edmonds is home to frontline communities including the elderly, BIPOC,
non-English speakers, those with no health care coverage, renters, persons below the
poverty line, those experiencing homelessness, and those without a bachelor’s degree
or higher, among others.
Goal CC-1. Provide information and opportunities for Edmonds residents to learn more
about the climate crisis and take action.
Policy CC-1.1 Partner with environmental organizations to leverage their expertise.
Policy CC-1.2 Encourage access to healthcare services in underserved areas, particularly
those disproportionately affected by climate change, to address both immediate
and long-term health risks.
Policy CC-1.3 Develop a public participation plan to share information and support the goals of
the plan
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5/13/2024 Draft Sustainability Element (Goals and Policies) 5
Goal CC-2. Seek to alleviate environmental and health disparities on vulnerable
populations resulting from climate change
Policy CC-2.1 Encourage public health systems to anticipate and respond to emerging climate-
related health threats, including the integration of climate considerations into
disease surveillance, emergency response, and health education programs.
Policy CC-2.2 Support programs to ensure that all residents, regardless of race, social, or
economic status, have clean air, clean water, and other elements of a healthy
environment.
Climate Resilience Sub Element
Develop, implement and monitor climate resilience strategies responsive to the impacts
of climate change and support public health and safety, the economy, public and private
infrastructure, water resources, and habitat
Snohomish County 2020 Hazard Mitigation Plan (HMP): The City of Edmonds
adopted the HMP which was developed in cooperation with other jurisdictions in
Snohomish County. HMP identifies resources, information, and strategies for reducing
risk from natural hazards. The plan guides and coordinates mitigation ac tivities
throughout Snohomish County.
Integration of Climate Adaptation and Hazard Mitigation: This approach recognizes
the interconnectedness between climate change impacts, such as extreme weather
events, sea-level rise, and heatwaves, and existing vulnerabilities to natural hazards,
such as floods, hurricanes, earthquakes, and wildfires. They both require deliberative
long-term actions in the built and natural environments to reduce harm resulting from
hazards. Both frameworks center around vulnerability and risk assessment as the
fundamental analyses, making them highly comparable in structure and approach. By
integrating climate adaptation and hazard mitigation efforts, communities can:
• Recognize and address the compounding risks posed by climate change and
natural hazard
• Identify opportunities to implement measures that provide multiple benefits
• Build resilience by incorporating adaptive strategies into hazard mitigation plans,
• Integrate climate projections and future risk assessments into hazard mitigation
planning processes to ensure that mitigation measures are robust and effective
in the face of changing climate conditions.
• Identify opportunities to leverage funding and resources from multiple sources
Goal CC-3. Fulfill requirements of HB 1181 for addressing climate change.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 6
Policy CC-3.1 Conduct a climate change risk assessment and impact analysis, consistent with
state guidance.
Text Pull out: Next steps to adopt Commerce Climate Guidance:
Step 1 Explore Climate Impacts
Step 2 Audit Plan and Policies
Step 3 Assess Vulnerability and Risk
Step 4 Pursue Pathways
Step 5 Integrate Goals and Policies.
Policy CC-3.2 Broadly engage the public, including through equitable public outreach processes
and best practices for addressing climate issues.
Policy CC-3.3 Consider strategies that coordinate with the Snohomish County Hazard
Mitigation Plan (HMP) and Shoreline Master Program. The strategies may
include but are not limited to:
• “Extreme Heat Response Plan”, such as creating a network of emergency
cooling centers to be available during extreme heat events.
• “Floodplain Management Plan”, such as updating development regulations for
high-risk zones and green storm infrastructure.
• “Wildfires Prevention Plan”, such as for fuel management and fire-resistant
landscaping.
Goal CC-4. Seek to reduce community exposure to extreme heat, precipitation, smoke,
sea-level rise, and other climate-exacerbated events
Policy CC-4.1 Address the impacts of sea level rise by developing and implementing a
comprehensive adaptation plan that protects Edmonds’ coastal areas,
infrastructure, and communities.
Policy CC-4.2 Seek funding sources, including grants, state and federal funding, and public-
private partnerships for sea level rise adaptation projects such as the Edmonds
Marsh Estuary restoration project, Willow Creek Daylighting project or others, as
appropriate.
Policy CC-4.3 Enhance emergency preparedness, response, and recovery efforts to mitigate
risks and impacts associated with extreme weather and other hazards worsened
by climate change.
Policy CC-4.4 The City of Edmonds should communicate with, and support climate resilience
planning efforts of, other districts and county programs, such as the Snohomish
County Hazard Mitigation Plan process, the Snohomish Health District, the Port
District, the Alderwood Water Wastewater District, the Snohomish County Public
Utility District, and others.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 7
GHG Emissions Reduction Sub-element
Edmonds Climate Action Plan’s GHG inventory and analysis aligns with Pathway 3 of
the GHG Emissions Reduction Sub-Element analysis as outlined in Section 4.3 of
Climate Element Planning Guidance published by WA State Department of Commerce.
Pathway 3 leads to developing GHG reduction goals and policies based on emissions
inventory modeling results.
However, per the guidance document, Edmonds should use 2022 as their emissions
baseline year and set incremental targets that lead to achieving net zero emissions in
2050, consistent with Washington's statewide targets. The current CAP has 2017 as the
baseline year. Commerce also recommends that the emissions inventory be updated
every five years to evaluate progress toward your GHG reduction goals and targets.
Since 2008, the City has launched numerous initiatives aimed at creating energy -
efficient and sustainable public facilities.
• Completed an energy audit of major City buildings and facilities to identify
opportunities for improved efficiency.
• Reduced electrical usage at the library by approximately 45% after completing a
capital improvement project.
• Upgraded the wastewater treatment plant with new technology that reduced
electrical consumption by 19% and fuel oil consumption by 44%, a reduction of
221 MT CO2e annually.
• Upgraded energy efficiency of City facilities, including interior lighting, insulation,
and 10kW of community solar at the Anderson Center; insulated glazing at City
Hall; and high efficiency boiler and hot water tank at the Public Safety building.
• Worked with PUD to replace 1600 streetlights with energy-efficient LED fixtures.
• Installed a 100-kilowatt project on Edmonds’ public safety building in 2022 using
WA state grant
Goal CC-5. Promote green building practices and embrace renewable energy sources
to reduce carbon emissions
Call out: Efficiency First bill, requires owners of large buildings (commercial and
multifamily buildings over a size threshold) to benchmark their building’s energy usage
and report it to the State of Washington. The state will then publish this data online so
that owners can see how each building compares to its peers.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 8
Policy CC-5.1 Strengthen energy efficiency codes, consistent with best practices.
Policy CC-5.2 Support programs and incentives that encourage existing land use, buildings,
and infrastructure to reduce their carbon footprint. Encourage or incentivize new
developments to use low emission construction practices, low or zero net lifetime
energy requirements and “green” building techniques
Policy CC-5.3 Encourage electric heat pumps and consider limiting the use of natural gas in
new commercial and residential construction
Policy CC-5.4 Partner with Puget Sound Energy and other organizations with the goals to
identify and select appropriate and cost-effective energy improvements.
Policy CC-5.5 Explore financial assistance programs such as low interest loans or grants for
installation of solar energy projects and energy efficient equipment for affordable
housing projects, including residences and community facilities.
Policy CC-5.6 Remove barriers for installing residential and small business renewable energy
systems, as well as community solar (streamline permitting, lower fees, etc.)
Goal CC-6. Reduce vehicle miles traveled (VMT) by promoting active transportation
and mobility by all modes to achieve greenhouse gas reduction goals.
Policy CC-6.1 Prioritize multimodal investments where needed in neighborhood centers and
hubs and the activity centers.
Call out: TDM strategies that are meant to reduce congestion, ease traffic, and improve
the range of transportation options by encouraging carpooling, biking, public transit, or
Telecommuting.
Policy CC-6.2 Continue to promote active transportation to reduce VMTs through:
• Encourage development in centers and hubs to support a sustainable land use
framework
• Support transit capital improvement in partnership with Community Transit to
improve transit stops that serve centers and hubs.
Policy CC-6.3 Establish guidelines for the installation of EV charging stations in the public
Right-of-Way (ROW) while balancing the competing demands for curb space,
including the needs of pedestrians, cyclists, public transit, and other users.
Policy CC-6.4 Explore and expand practical options for transitioning more of the municipal fleet
to electric vehicles to maximize climate benefits and cost savings.
Goal CC-7. Reduce material consumption, waste generation, and resource depletion
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5/13/2024 Draft Sustainability Element (Goals and Policies) 9
Policy CC-7.1 Promote zero-waste programs and educational initiatives to “reduce, re-use, and
recycle”
Policy CC-7.2 Promote local farmers’ markets at activity centers (including proposed
Neighborhood Centers and Hubs) throughout the city.
Policy CC-7.3 Ensure that the City sets an example by promoting sustainable practices when
organizing events, with a focus on reducing waste in materials, food, and other
resources.
Implementation Actions
Performance Measures
Goal CC-8. Develop a set of climate metrics that can be tracked, assessed and
reported on by the City on an on-going basis.
Policy CC-8.1 Create an interactive dashboard that can display tracked information and
reporting from the monitoring program.
Policy CC-8.2 Climate Action Plan (CAP) should be updated every five years to be in
compliance with HB 1181 and Commerce’s GHG Emissions Reduction sub -
element requirements.
Policy CC-8.3 Set aside funding for regular updates to the inventory analyzed in CAP.
Policy CC-8.4 Plan for data collection, target setting, progress reporting and adjustments to
program needs.
Policy CC-8.5 Continue to inventory and monitor both public facility, and community
greenhouse gas emissions targets as designated in the 2023 CAP.
Goal CC-9. Consider long-range, strategic, and short-term planning and decision-
making in making progress toward community sustainability.
Policy CC-9.1 Develop benchmarks and indicators to measure progress toward sustainability
goals. They should be both understandable and obtainable so that they can be
easily explained and used.
Policy CC-9.2 Schedule planning and budgeting decision processes to form a logical and linked
progression so that each process builds on and informs related decisions.
Policy CC-9.3 Long-range, strategic, and short-term planning should acknowledge the other
time frames, decisions, and resources involved. For example, short -term
budgetary and regulatory decisions should be designed to effect strategic and
long-term goals.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 10
The following list outlines potential action items that can be further explored to guide
implementation efforts, considering the city’s priorities, available resources, and other critical
factors. Any such action that is selected will be designed to support the City’s long-term vision
while ensuring compliance with the Growth Management Act (GMA).
• Allocate resources to enhance climate literacy for the community with emphasis on educating
community leaders, youth, and organizations by facilitating regular workshops and seminars on
climate
• Create a centralized resource providing information and updates
• Conduct regular climate risk assessments to identify vulnerabilities, inform housing resilience
strategies, and make relevant updates to the building codes
• Establish advisory boards such as Climate Champions with representatives from vulnerable
communities to guide program development and implementation
• Conduct thorough climate equity assessments to evaluate how proposed city funded capital
projects
may affect vulnerable populations, with a focus on reducing disparities in climate resilience and
access to resources
• Conduct Health Impact Assessments (HIA) for large-scale projects to evaluate and address
potential health impacts on vulnerable populations and neighborhoods. Define threshold criteria
for determining which projects require an HIA based on factors such as project size and type,
potential health impacts, and the characteristics of the affected populations
• Expand responsibilities of the existing Climate Protection Committee to act as the Climate
Policy Advisory Team as defined in Section 2.1 of the guidance document
• Develop a climate change risk assessment and impact analysis for city government facilities
and operations
• Develop a climate risk assessment and impact analysis for the Edmonds community. Consider
the potential impacts to economic, land use, and other community patterns due to the short-
and long-term risks associated with climate change using tools specified in Section 3.1 of the
guidance document
• Undertake a Climate Equity Strategic Plan that identifies issues, and targets actions that
address climate equity. Include planning tools appropriate to both public and private
participants.
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5/13/2024 Draft Sustainability Element (Goals and Policies) 11
The following activities should be part of the plan:
• Utilize Edmonds Equitable Engagement Framework to inform equitable public outreach
processes and best practices. Incorporate surveys and other forms of data collection to find
populations needing support. Engage with advocacy groups and elevate local needs and
priorities.
• Assess the effects of climate risk on vulnerable populations, e.g. seniors, and those on fixed
incomes.
• Develop recommendations for community programs responsive to findings.
• Coordinate with, and leverage state and regional goals and initiatives.
• Implement a monitoring schedule: Align the periodic assessment with scheduled updates to
Vulnerability analysis for regular evaluation and timely update of strategies and actions.
• Undertake a policy review of City comprehensive, strategic, and specific plans to ensure that
City policies are appropriately targeted to prepare for and mitigate potential impacts of climate
change.
• The reviews may be done to correspond with scheduled plan updates or accelerated where
either a higher priority is identified, or the next update is not specifically scheduled
• Develop and implement robust development standards that are adaptable to the impacts of
climate change, enhancing the resilience of the city’s infrastructure, buildings, and communities
• Update building codes to incorporate climate-resilient materials and construction practices that
can withstand extreme weather events such as heatwaves, floods, and storms
• Update land use plans for climate adaptation and resilience based on the strategies identified
within climate change risk assessment and impact analysis to address sea level rise, flooding,
wildfire, extreme heat, and other hazards
• Implement urban cooling strategies such as increasing green spaces, greater tree canopy,
opportunities for water-based recreation, installing cool roofs and pavements, (Refer UDF goals
in Community Design Element)
• Develop and implement policies to enhance carbon sequestration through natural and
engineered solutions, contributing to the city’s climate goals and improving environmental
health
• Conduct a detailed vulnerability assessment of coastal areas, identifying critical infrastructure,
properties, and natural habitats at risk from sea level rise
• Establish and maintain monitoring systems to track sea level changes and the effectiveness of
adaptation measures over time
• Conduct an economic impacts analysis of sea level rise and the costs and benefits of different
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5/13/2024 Draft Sustainability Element (Goals and Policies) 12
adaptation strategies
• Regularly update and implement the City’s Emergency Management Plan (EMP) including
identification of multimodal emergency and evacuation routes.
• Include measures to ensure resilience of local energy supply at City operated mass care
facilities, such as solar power and battery storage, in the event of electrical outages due to
extreme weather or fires
• Conduct community drills and education programs to ensure residents are informed and
prepared
• Support local schools in integrating climate and sustainability education into curriculum
• Explore carbon credits on the voluntary carbon market as a funding source for energy
improvement programs/incentives for small businesses
• Pursue the use of transportation demand management (TDM) strategies as a means of
reducing traffic congestion and greenhouse gas emissions.
• Operationalizing complete street approach
• Explore a market-based vehicle, bike and scooter share program in Edmonds.
• Promote the use of electric vehicles (EVs) by expanding charging infrastructure especially
within City- owned facilities including parks
• Partner with utility companies to create favorable EV charging rates and infrastructure
development programs
• Establish a monitoring program which should include measures that:
• Enable a comparison between measurement periods
• Measure progress toward greenhouse gas reduction goals
• Identify opportunities and obstacles for meeting greenhouse gas emission targets
• Evaluate the effectiveness to achieve these goals.
• Develop benchmarks and indicators to measure progress toward sustainability goals. They
should beboth understandable and obtainable so that they can be easily explained and used
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5/13/2024 Draft Economic Development (Goals and Policies) Element 1
Context
The Economic Development Element is intended to provide comprehensive policy direction
for maintaining, expanding, and attracting economic activity across the city. This objective
focuses on fostering sustainable growth that balances development with environmental
stewardship, ensuring long-term prosperity and an enhanced quality of life for residents.
Key priorities include supporting existing businesses through resources and infrastructure
improvements, attracting new businesses by leveraging the city’s strengths and
opportunities, and fostering a skilled workforce.
The element aims to enhance the city's livability by supporting mixed-use development and
cultural amenities. Additionally, it promotes inclusive economic development to ensure that
all residents benefit from economic opportunities, while encouraging regional collaboration
and resilience to adapt to economic shifts and market disruptions.
Text Pull Out
The International Economic Development Council defines the general objective of economic
development as “Improving the economic wellbeing of a community through efforts that
entail job creation, job retention, tax base enhancements and quality of life.”
Edmonds Today
Key Employment Sectors
Key employment sectors are the primary areas of economic activity within a region or
economy that generate significant employment opportunities. These sectors typically
represent the largest contributors to employment and economic output. Based on a review
of local and regional employment data, the City of Edmonds either already excels in or has
the capacity to excel in the following employment categories. referred henceforth as “Key
Employment Sectors.”
A variety of terms are used to describe various employment sectors. Most of the names of
the key employment sectors below are from the American Community Survey (ACS, a part
of the US Census). The sector names in bold italics below are from the PSRC Regional
Economic Development Strategy (2021); these sectors have been identified as significant
drivers of the regional economy. An underlying assumption of the employment sectors is
that flexible work schedules and quality of life of the employees will remain a key
consideration in luring business to Edmonds.
•Health care, Life Sciences, and Global Health
•Knowledge workers
o Professional, scientific, management, and other services
Comprehensive Plan Draft Economic Development Element
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o Business Services; Finance, insurance, and real estate
o Information & Communication Technology
• The Creative Economy, which includes arts, tourism, small-scale artisanal
manufacturing, and craft producers, including microbreweries, distilleries, specialty
foods, creative technology, and other sectors. The Creative Economy is characterized by
a significant number of non-traditional workers who operate sole-proprietorships, sole-
owner LLCs and who are small business owners, independent contractors, and
freelancers.
• Retail/Commercial
Employed Edmonds Residents by Industry
Figure 1 shows the number of Edmonds residents who are employed in various industries.
Consistent with the Key Employment Sectors section above, health care, knowledge work
including professional services and finance, retail, and arts and recreation are among the
industries in which the most residents are employed.
Figure 1. Employed Edmonds Residents by Industry, 2020
Source: American Community Survey (ACS), 2020, via PSRC. For the civilian employed
population 16 years and older. https://www.psrc.org/our-work/census-and-american-
community-survey
Figure 2 compares Edmonds to Bothell and Woodinville on their share of employed
residents for various industries.
• Key Regional Export Industries are PSRC’s terms for the industry categories
described in the ACS/U.S. Census; For example, PSRC focuses on “life sciences”
Industry Category Employed
Edmonds'
Residents
Health care and education 4,672
Professional, scientific, management, and other services 3,604
Retail trade 2,647
Finance, insurance, and real estate 1,913
Manufacturing 1,886
Construction 1,860
Arts, recreation, accommodation and food services 1,830
Other services 991
Transportation and warehousing, and utilities 843
Public administration 653
Information 487
Wholesale trade 429
Agriculture, forestry, and mining 94
Total 21,909
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while the Census tracks jobs in the “health care and education” industries. Many of
these industries, are important both regionally and locally in Edmonds—including
health care/life sciences, knowledge work/business services, arts and
recreation/tourism, and information. However, other industries are key drivers of the
regional economy, but are probably less critical to the City of Edmonds. These
industries include aerospace, maritime, and military and defense. It is possible that
Edmonds could excel in these industries, but neither anecdotal evidence nor
government data seem to suggest that Edmonds currently excels in them.
• The columns on the right compare the share of employed Edmonds residents in
each industry to the share of employed residents in Bothell and Woodinville, and
Snohomish County, respectively. Bothell and Woodinville were selected because of
their somewhat similar locations in the region, and size.
• Edmonds’ economy is similar and different to nearby cities and the County. Edmonds
has more employed residents than the comparison cities in healthcare, construction,
finance, and arts/recreation. It has fewer employed residents in the professional
services, information, and manufacturing industries. Compared to the County,
Edmonds has a significantly larger share of employed residents working in health
care, arts/recreation, and professional services; it has far few employed residents in
manufacturing.
Figure 2. Key Export Industries and Comparison of Edmonds to Nearby Cities
Note: Figure shows the number of employed Edmonds residents. Source: American
Community Survey (ACS), 2020, via PSRC. For the civilian employed population 16 years
and older. https://www.psrc.org/our-work/census-and-american-community-survey
Industry Category Key Regional Export Industries (Clusters)Edmonds Edmonds
(ACS/U.S. Census)(PSRC)vs Bothell &vs Snohomish
Woodinville County
Health care and education Life Sciences & Global Health 2.9%1.3%
Construction 2.2%-0.2%
Finance, insurance, and real estate Business Services 1.9%3.0%
Arts, recreation, accommodation and food services Tourism 1.6%0.3%
Professional, scientific, management, & other services Business Services; Aerospace; Clean Technology -5.0%3.6%
Retail trade 0.7%0.2%
Transportation and warehousing, and utilities Transportation & Logistics 0.8%-0.4%
Other services 0.1%-0.1%
Public administration 0.0%-1.0%
Agriculture, forestry, and mining -0.1%-0.3%
Wholesale trade -0.5%-0.1%
Information Information & Communication Technology -1.8%-0.1%
Manufacturing Aerospace; Maritime, Military & Defense; Clean Technology -2.8%-6.3%
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Where Edmonds Residents Work
Understanding where Edmonds residents work is a critical piece of the City’s economy.
During and following 2020, the COVID-19 pandemic and other factors led to significant
changes in work locations across the country. Thus, U.S. Census’ LEHD program 2019 data
was selected to represent pre-pandemic employment locations for this study.
Figure 3 shows that, in 2019, the vast majority (92%) of employed Edmonds residents
commuted to work elsewhere, and that only 8% of employed Edmonds residents both lived
and worked in Edmonds. Therefore, Edmonds can accurately be called a “bedroom
community.” Workers and their families are making a choice to live in Edmonds, even
though their jobs are located elsewhere.
Figure 3. Where Edmonds Residents Work, 2019
Source: Longitudinal Employer-Household Dynamics (LEHD) program, U.S. Census
Bureau, 2019. Note that the data source for Figure 3 (LEHD) is different than the data
source for Figure 1 (ACS). While the two data sources identify similar overall employment
dynamics, specific figures are
. different between the two sources.
There are about 55% more employed residents who commute elsewhere than there are
employees who commute into Edmonds. These employed residents are critical to the City’s
economic health and contribute heavily to municipal revenue streams such as property and
sales taxes. The comprehensive plan should focus on improving quality of life for these
employed residents, not just oriented towards attracting employers to Edmonds.
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Figure 4 shows the direction and distance that employed Edmonds residents commuted in
2019. While about 40% of employed residents remain “close to home” and commute less
than 10 miles, an even larger share (47.6%) of employed residents commute between 10
and 24 miles. A very large share of these commuters have been commuting south, to
central parts of the City of Seattle, including Downtown and the University District.
Figure 4. Commute Direction and Distance for Employed Edmonds Residents, 2019
Source: Longitudinal Employer-Household Dynamics (LEHD) program, U.S. Census
Bureau, 2019.
Work From Home / Remote Work
Prior to the COVID pandemic, a relatively small share of the workforce nationwide worked
from home (about 5%). During and following the pandemic, this share increased
dramatically, as more workers found they could do their jobs from home and other locations,
aided by new technologies such as remote video conferencing. We expect remote work to
be a critical employment trend throughout the duration of the Edmonds comprehensive plan.
In 2022, data from the American Community Survey (ACS) / U.S. Census Bureau indicate
that 25.3% of workers in the Edmonds area were working from home or working remotely.
This suggests that approximately 4,500 Edmonds residents are working from home or
working remotely (e.g., from coffee shops, co-working spaces, etc.) Edmonds’ 25% work
from home share is similar to other nearby areas, and lower than Bothell and Mill Creek
(33%), Shoreline (30%), and Redmond (38%). One source notes that, “[ACS] data shows
remote work is stable over the last year [2021 to 2022], and if anything, has increased
slightly. There is no sign that return-to-office is gaining steam on a national scale.”
This means that ensuring that Edmonds is a functional and desirable place to work remotely
is key to Edmonds ongoing economic success. Apart from any specific industry sector,
accommodating work from home employees is its own key employment sector.
The Adjacent Possible
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Recent academic research into economic development has shown that economies tend to
grow into the “adjacent possible,” rather than by taking giant leaps into “distant” economic
sectors. (Source: MIT, Bloomberg.)
Put in more concrete terms, this means that local economies grow by building from the
things they are already good at into industries that are adjacent to their existing business
and employment base. For example, the Puget Sound’s strong software industry grew into
online shopping in the early 2000s. Its strength as a location where gourmet coffee has
been brewed and enjoyed for decades enabled the region to produce traded sector
companies that serve coffee worldwide. It’s aeronautics and aerospace industry has
spawned many other complex manufacturing companies in Snohomish County.
However, the region is not a notable hub (at a nationally notable scale) for movie production
(LA) or oil and gas production (Houston). Both at a regional and City of Edmonds scale, it
does not make sense to try to pursue these non-adjacent industries.
The City should incrementally seek to grow into adjacent possible industries. For example,
while its Life Sciences employment base is small compared to other Puget Sound cities,
Edmonds has strong health care and professional service sectors, and quality of life. It is
possible that it can use these to attract additional Life Science businesses and employees.
The Key Employment Sectors reflect this approach of pursuing the adjacent possible.
Edmonds 2044
Employment Targets
Per Snohomish County adopted Growth Targets, City of Edmonds is expected to increase
its employ-ment capacity by 3,058 in number by 2044. Per the Snohomish County Buildable
Lands Study, Edmonds has existing capacity for 2,548 jobs. Therefore, Edmonds must
show a net addition in capacity for 510 jobs for the 2024-2044 planning period.
This net new capacity will be met by a combination of two factors. The first is calculating
change in capacity associated with proposed land use changes. The second is calculating
the change in capacity that is not associated with land use – that is, effective capacity
associated with working from home. The actual capacity change of a proposed future land
use alternative will be calculated by combining the net capacity change from future land use
changes, and the remote and hybrid work strategy.
Jobs Capacity and Remote and Hybrid Work
The population of Edmonds is expected to grow by more than 13,000 between 2020 and
2044. Ed-monds labor participation rate is assumed to be 60%, similar to the current
statewide average of 65% (It is assumed to be lower due to the relatively large proportion of
older population). This implies that the number of employed Edmonds residents is expected
to grow by more than 7,800 over the next two decades. Considering the current trends,
many of these new residents will work from home.
Population growth, 2020-2044 13,113
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Labor Participation Rate 60%
Growth in number of employed Edmonds Residents, 2020-
2044 7,868
% of employed residents which can be counted towards job
capacity 20%*
Job Capacity generated due to Work from Home trends 1,570
Table: Employment growth by demographic trends (Source: Labor Participation Rate:
Federal Reserve Bank of St. Louis)
* Assuming contingencies and changes in trends, we assume that work from home rates in
the future (2044) will be about 20%. See Appendix A for details.
The method for calculating jobs capacity, much like the method for calculating housing
capacity, starts with assumed capacity per the Buildable Lands Report (BLR). Then, for
parcels where a change in future land use is identified, change in net jobs capacity is
calculated for those parcels if they are considered (re)developable.
Job Capacity generated due to Work from Home trends 1,570
Job Capacity generated in neighborhood centers and hubs,
which support local, diverse businesses 3,029
4,599
Table: Employment capacity for 2044
For more information on how a parcel is considered (re)developable and therefore countable
toward capacity, please see section 2.2 of Appendix A .
Activity Centers, Neighborhood Centers, and Hubs
The 2024 Comprehensive Plan Update envisions a hierarchy of centers and hubs, with two
major activity centers (Downtown/Waterfront, and Highway 99), multiple Neighborhood
Centers (e.g., Westgate, Five Corners), and multiple smaller Hubs (e.g., North Bowl and
Perrinville). These centers and hubs are described in more detail in the Land Use Element
of the Comprehensive Plan.
The City envisions that all centers and hubs will include a mix of land uses that are
physically integrated, and ideally would include places to live, work, shop, and play in close
proximity to each other. This is a significant difference in approach from the previous
Comprehensive Plan, which emphasized the importance of “business districts.” This shift is
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intentional and seeks to focus the City’s attention on people and integrated, mixed-use
places, rather than single-use business districts, or industrial or office parks.
Neighborhoods of Opportunity
Numerous studies completed in recent decades have shown that the neighborhoods that
children grow up in have a significant impact on their lives, including the education they
receive, the jobs they hold, their future income, and other outcomes. Raj Chetty, Professor
of Economics at Harvard University and Director of Opportunity Insights has led the detailed
analysis of this phenomenon. Residents’ levels of education is one of the best predictors of
incomes and thriving economies.
The fact that where people live affect their opportunities in life means that Edmonds has an
opportunity to provide its residents with great opportunities through the thoughtful
implementation of this plan. Some of the findings of the Opportunity Insights lab include:
• The neighborhoods in which children grow up shape children’s outcomes in adulthood.
• Education quality - even as early as Pre-Kindergarten - has large effects on kid's lives
• Currently, low-income families are segregated into lower-opportunity areas.
• A booming economy does not necessarily lead to increased upward mobility for local
children.
• Place-focused approaches to improving economic mobility—such as making
investments to improve outcomes in areas that currently have low levels of mobility or
helping families move to higher opportunity areas—are important.
• Support for policies that integrate households of various incomes to reduce segregation
and concentrated poverty, such as building affordable and middle-income housing,
changes in zoning laws, and efforts to improve local public schools.
Placemaking and Destination Development1
Placemaking can be defined as creating and sustaining places in the built and natural
environments that people want to go to, linger, and spend time in with family, friends, and
neighbors.
Examples of great places can be small or large, and include Downtown Edmonds, many
places on the Puget Sound waterfront, and small neighborhood cafes or pocket parks where
neighbors meet and connect.
Figure 5 shows a street scene in Downtown Edmonds and illustrates one reason that
placemaking is relevant to economic development: When people enjoy going to places and
spending time in them because the buildings and public spaces there are well designed,
1 Placemaking and destination development have been studied by numerous organizations, including:
• The Urban Land Institute: Creative Placemaking, Sparking Development with Arts and Culture, 2020,
https://knowledge.uli.org/-/media/files/research-reports/2020/creative-placemaking-v2.pdf.
• The Brookings Institution: Why we need to invest in transformative placemaking, 2018,
https://www.brookings.edu/articles/why-we-need-to-invest-in-transformative-placemaking/
• The Project for Public Spaces, https://www.pps.org/article/what-is-placemaking
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they often spend money there, and enable the businesses and organizations located there
to be more successful. Many high-quality places are also places with correspondingly high
measures of business strength, such as commercial rents and property values.
Figure 5. Downtown Edmonds
Source: City of Edmonds.
While placemaking is desirable for local businesses and business districts, it is also an
important part of modern economic development citywide. This is because:
• Highly educated “knowledge workers” in Edmonds’ Key Employment Sectors drive a
significant share of economic growth, An increase in knowledge workers brings up to
three times more corollary jobs than the manufacturing sector most often in the service
sector.
• Knowledge workers are increasingly mobile and can choose where to live. This has
been true since the mid-20th century and is even more the case now in the post-COVID
world, where working on a hybrid or remote basis has become more common.
• By investing in placemaking, cities such as Edmonds can increase the likelihood that
residents, employees, and businesses want to live in Edmonds, which should drive job
creation and public sector revenues such as property values and retail sales.
Destination development is a term highly related to placemaking but is focused on visitation.
Destination development can be defined as: The strategic planning and advancement of
defined areas to support the evolution of desirable destinations for visitors, by providing
compelling experiences, quality infrastructure, and remarkable services to entice visitation.
Public Revenues
As per the definition of economic development, tax base enhancements are a key
component of this work. A resilient and differentiated tax base is essential to creating the
conditions for the remainder of the components of economic development.
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The two figures below show the 2023 revenues for the City of Edmonds for all funds (Error!
Reference source not found.) and the General Fund (Error! Reference source not
found.).
2024 revenues for the City of Edmonds for all funds
• Property, retail sales and use taxes make up nearly 36% of all of City’s revenues for
all funds. These taxes are directly related to economic development outcomes, such
as demand for residential and commercial property in Edmonds, and the amount of
retail sales and business enterprises that take place in Edmonds.
• Charges for services generate more than 41% of total City revenue. Charges for
services are primarily related to the provision of utilities, including water,
wastewater/sewer, stormwater, telephone, cellular, gas, electric, cable garbage.
Demand for utilities is also related to economic development, since residents and
businesses generate demand for utilities.
• Thus, a thriving economy with prosperous households and businesses, and some
growth in population and jobs, drives at least 77% of the City’s revenues. Some
intergovernmental transfers are also related to population and job growth, growth
management, and other economic development related issues.
Figure 6. Percentage Revenue by Type – All Funds, 2023
Sources: 202 Adopted Budget, City of Edmonds; page 27. Edmonds Taxes and Incentives,
City of Edmonds.
2023 revenues for the City of Edmonds for General funds
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• The General Fund is used for most ordinary government operations, such as staffing
for parks and recreation, public works, facilities maintenance, and administrative
offices.
• Other funds, such as Enterprise Funds, pay for specific City projects such as those
related to sewer and water utilities and capital projects.
• Property and retail sales and use taxes—provide 58% of the revenues for the
general fund. Therefore, creating policies to increase the amount of goods sold and
the total value of property in the City is critically important to providing quality public
services.
Figure 7. Percentage Revenue by Type - General Fund, 2023
Sources: 202 Adopted Budget, City of Edmonds; page 30. Edmonds Taxes and Incentives,
City of Edmonds.
Vision, Goals, and Policies
The Edmonds Economic Development Vision
Edmonds Economic Development vision or “mantra” can be visualized as the place where
the City’s four economic development goals overlap, as shown below. Between 2024 and
2044, Edmonds hopes to:
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*An integrated place-based strategy for economic resiliency.
Goal ED-1. Diversify and grow the City’s jobs and economy to build robust and
differentiated key employment sectors, enhance local employment
opportunities, strengthen the city’s unique identities, attract spending from
nearby communities, and increase municipal tax revenues to support local
services.
Policy ED-1.1 Grow employment within Edmonds’ key employment sectors by enabling existing
employers in these sectors to thrive, and actively attracting employers and jobs in
these sectors. Identify and prioritize areas with blighted commercial areas for
investment. Develop or maintain business recruitment programs, including a tool kit
of incentives, to encourage business growth.
Policy ED-1.2 Be an exceptional place for employees to work remotely—from home, community
spaces, or other “third places.” Explore features that could enhance Edmonds’
desirability for remote workers, including high quality of life, reliable internet
connectivity, and transportation infrastructure.
Policy ED-1.3 Market Edmonds as a year-round destination to visitors from within and beyond the
Puget Sound region, for its waterfront location, historic downtown, arts and culture,
eating and drinking establishments, international shopping and dining, natural
amenities, gardens and flower displays, parks and recreational assets, etc.
Policy ED-1.4 Actively partner with local and regional economic development organizations such as
the Edmonds Chamber of Commerce, Port of Edmonds, Snohomish County, PSRC’s
Central Puget Sound Economic Development District Board, and the Department of
Commerce to grow the City’s economy, particularly in low opportunity areas.
Continue to solicit and address feedback to enhance the business environment.
Policy ED-1.5 Acknowledge that producing adequate affordable and workforce housing requires an
active role from city government. While community-based organizations and housing
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developers are the primary movers of this work, the city should allocate staff time to
partnership, grant writing, planning, policymaking, and advocating in this space.
Facilitate a variety of home ownership opportunities by allowing and supporting
condos, community cooperatives, associations, and equity building
Goal ED-2. Revitalize and enhance the city’s activity centers, neighborhood centers and
hubs through integrated, mixed-use placemaking and destination development
approaches, in recognition of the needs for housing, commerce and economic
development.
Policy ED-2.1 Commit to, and invest in, an active and continuous engagement with the entire
community, with particular emphasis on neighborhoods.
Policy ED-2.2 Create destination management plans for the City’s Activity Centers and engage in
holistic planning, implementation, and reporting of their progress. Branding and
destination marketing are key elements of destination management.
Policy ED-2.3 Prioritize revitalization and enhancements to communities with a low opportunity
index. Actively target infrastructure improvements to provide equitable access to
public facilities and services. Plan, track, and create realistic financing strategies to
improve place. Consider effective use of community renewal planning in the Highway
99 area or other areas where such a tool is appropriate.
Policy ED-2.4 Acknowledge that this work is regional and requires a steady investment in time,
energy, and focus over years to address imbalances in public investment. It requires
work at every level of our government.
Policy ED-2.5 Address business displacement through supporting businesses – directly where
feasible or through conveners - with grants, technical assistance, capacity-building
expertise, marketing, and branding.
Policy ED-2.6 Improve access to commercial parcels negatively impacted by state highway
infrastructure. Promote access and walkability to, and within, commercial areas in
areas less effectively served by pedestrian enhancements.
Goal ED-3. Support and enhance the community’s quality of life for residents of all
backgrounds and incomes, workers, and visitors to sustain and attract
business and investment and enhance economic well-being.
Policy ED-3.1 Promote strategies and policies that expand access to opportunity and remove
barriers ensuring all Edmonds residents have the opportunity to thrive—regardless of
age, race, gender, and other factors
Policy ED-3.2 Recognize the role of community-led organizations as catalysts for local
empowerment, advocacy, and collaboration and support them to strengthen their
capacity and enhance their effectiveness in serving the community
o Facilitate access to resources, information, and networks.
o Foster collaborative partnerships between city agencies and CBOs to
address community needs and achieve shared goals
Policy ED-3.3 Support green job growth: Encourage Investment in skilled workers, green workforce
development training, and new low carbon technologies like clean energy and
renewable materials.
Policy ED-3.4 Recognize that investments providing attractive and integrated public facilities, civic
spaces, and mixed-use development help the City’s growing population to gather,
connect, and that building community increases our competitiveness in the regional
economy as well as improving quality of life for residents
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Policy ED-3.5 Support, recognize, and empower businesses with cultural significance to the
community.
Goal ED-4. Ensure a predictable and efficient regulatory environment that facilitates
economic development, via the City’s zoning, permitting, business support,
and investments.
Policy ED-4.1 Continually strive to offer an efficient, timely and predictable regulatory environment,
and a high level of customer service to those seeking permits from the City.
Establish performance metrics and track them, acknowledging that learning and
improving is the primary goal of this work.
Policy ED-4.2 Align the following City’s investments and programs with the economic development
goals.
o Capital Improvement Program
o Impact fees structures, which can vary based on the
degree to which a project supports comprehensive plan
goals. For example, projects that create more walk trips
and fewer auto trips may pay lower impact fees.
o Taxes, including overall tax burden.
o Programs, grants, loans, and other incentives, particularly
those which support anti-displacement strategies and
support for existing entrepreneurs, such as relocation
assistance.
Policy ED-4.3 Become experts in all aspects of municipal project financing. Investigate Tax
Increment Financing, Local Improvement Districts, Congressionally Directed
Spending, state and federal grants, area-specific impact fees and other methods to
improve infrastructure in targeted areas of the city.
Policy ED-4.4 Ensure that equity is central to the decision-making process of city government, with
a commitment to fairness, inclusion, and justice for all residents
Policy ED-4.5 Be a connector for our small businesses to programs that offer business support,
financial or managerial assistance, and technical training
Priority Action Steps
Establish metrics to monitor job growth/ business activity as well as to identify and address
business displacement, enabling timely and effective responses to support the local
economy
The following list outlines potential action items that can be further explored to guide
implementation efforts, considering the city’s priorities, available resources, and other critical
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factors. Any such action that is selected will be designed to support the City’s long-term
vision while ensuring compliance with the Growth Management Act (GMA).
• Develop relocation options in Edmonds for those displaced from mobile home parks and
engage with communities to make those resources known.
• Provide additional support for safety, community space, and walkability improvements
through securing grants and other financial support
• Establish a shared metric for quality of life that incorporates the following measures as a
starting point, possibly with the addition of other elements to be determined:
• Connection
• Mobility
• Sociability
• Stability – particularly with respect to housing stability
• Health
• Safety
• Continue to foster an open and accepting community culture that respects diversity, in part
because progressive communities are better able to attract and retain business.
• Identify sources of risk where displacement risk is high
• Develop programs that mitigate and manage displacement risk.
• Identify meaningful investments in areas with lower economic opportunity.
• Develop incentives to manage and preserve affordable commercial spaces within mixed-
use areas that support small local businesses
• Assist in applications for grants, subsidies, or if feasible, provide direct funding
opportunities
• Simplify administrative processes and requirements for community-based organizations
seeking permits, licenses, or approvals to carry out their activities
• Minimize housing displacement created from development – identify properties at risk of
commercial and housing displacement in commercial areas
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5/13/2024 Draft Economic Development (Goals and Policies) Element 16
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6/17/2024 Draft Community Design Element 1
Guiding Principle: Community quality of life in Edmonds is enhanced by weaving culture, arts,
historic preservation, and thoughtful urban design into community activities and placemaking.
Introduction
The purpose of the culture, history and urban design element is to ensure that the city’s growth
and development reflect its unique cultural identity while enhancing the quality of the built
environment. This element emphasizes the importance of preserving historical landmarks,
promoting local arts and traditions, and designing spaces that celebrate the community’s
heritage. It also guides the aesthetic and functional aspects of urban spaces, ensuring they are
both visually appealing and culturally significant, fostering a strong sense of place.
The integration of culture, history, and design elements is essential in shaping vibrant and
meaningful spaces that resonate with communities and attract visitors. Culture reflects the
values, traditions, and identity of a place, while history provides context and continuity,
connecting the past with the present. Thoughtful design, informed by these aspects, not only
enhances the aesthetic and functional quality of a space but also fosters a sense of belonging
and pride among residents.
Arts and Culture
Edmonds is one of the oldest settlements in the southwest county area. It lies within
territory once attributed to the Snohomish, Suquamish and Snoqualmie tribes, all of whom
spoke
Coast Salish languages. Later explorations were made by both British and Americans. Certain
geographical areas and sites within Edmonds have special significance because of historical,
archeological, architectural, recreational, social, cultural and scenic importance. Contemporary
Edmonds has a reputation as an arts community with strong local organizations supporting
visual,performing and literary arts.
To expand public experience throughout the broad spectrum of the arts, the city has planned for
and invested in arts and culture, including through the establishment of the Edmonds Arts
Commission in 1975. The Community Cultural Plan (CCP), developed by the Edmonda Arts
Commission and last updated in 2014, has been adopted by reference as a part of the
Comprehensive Plan. This provides the vision, goals, and implementation strategies for the
cultural development of the community. The plan seeks to integrate artistic and cultural
experiences into everyday life, work, and visits in Edmonds.
Edmonds Community Cultural Plan 2014
Goal 1. Reflect Edmonds’ commitment to arts and culture through integration of the arts in the city’s
physical infrastructure, event planning, image, and brand.
Comprehensive Plan Draft Culture, History, and Design Element
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6/17/2024 Draft Community Design Element 2
Goal 2. Embrace an expansive view of art and culture to include and respond to multiple forms of artistic
and cultural expression.
Goal 3. Foster creative community partnerships to increase and secure accessibility to the arts and
cultural experiences.
Goal 4. Maximize and diversify use of spaces for arts and cultural activities in Edmonds.
Goal 5. Strengthen communication among arts and cultural organizations and projects to enhance
scheduling, information sharing and collaboration and to increase cultural awareness in the community.
As an implementation strategy of the CCP, Edmonds downtown became Washington’s first
Certified Creative District in 2018. An economic impact study shows Edmonds’ arts and culture
sector consists of over 100 arts and culture-related entities, organizations and businesses with
an estimated revenue of $19.6 million in revenue to the local economy, 440 full-time jobs and
$17 million in labor income (2017). The Edmonds Arts Festival has been a draw for 60 years,
the Edmonds Center for the Arts opened 10 years ago and brings about 90,000 people through
its doors a year.
Edmonds’ Public Art program includes a permanent collection of sculpture, 2D works, temporary
installations, and special commissions. The collection includes over 65 outdoor installations
permanently sited downtown and in other locations throughout the city. Over 150 portable two-
and three-dimensional original works are located within several City buildings.
The Community Cultural Plan encourages the expanded use of public spaces as flexible and
accessible venues for a wide range of artistic and cultural activities.
Goal CD-1. Strengthen Edmonds’ creative identity.
Policy CD-1.1 Recognize and encourage the City’s role as a regional arts destination - with
participation from interested organizations and stakeholders.
Policy CD-1.2 Support strategies from the Community Cultural Plan to enrich Edmonds’
physical environment, including public spaces.
Policy CD-1.3 Strategize distribution of restricted funds collected for the acquisition,
installation and maintenance of public art.
Goal CD-2. Leverage the creative arts to foster dialogue with diverse
communities
Policy CD-2.1 Infuse art into existing city programs and services. Partner with local artists to
create more accessible and inclusive community engagement processes,
such as facilitating a community meeting, exploring future scenarios, or
storytelling.
Policy CD-2.2 Seek opportunities to support the next generation of Edmond’s artists,
including through programs for youth and young adults.
Goal CD-3. Advance neighborhood pride through investments in the cultural
arts
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6/17/2024 Draft Community Design Element 3
Policy CD-3.1 Encourage programs and pilot ideas about how to creatively use Edmond’s
public places.
Policy CD-3.2 Encourage a diverse, year-round audience for Edmonds’ neighborhood and
city-wide events, such as festivals, installations, and exhibitions. Energize
and activate neighborhood public spaces with innovative performances and
exhibits.
Policy CD-3.3 Identify, maintain, and develop cultural facilities, especially for areas of the
city that lack cultural spaces.
Policy CD-3.4 Seek to support public art projects such as neighborhood murals, art, bus
shelters, pocket parks and streetscapes.
Celebrating our Heritage
Certain geographic areas and sites within Edmonds hold special significance due to their
archaeological, architectural, recreational, social, cultural, and scenic importance. Historic
preservation aims to understand, acknowledge, and conserve the cultural heritage of a
community.
The Edmonds Historic Preservation Commission (HPC) maintains a register of historic places.
HPC promotes historic preservation in the community and encourages owners of historically
significant properties to voluntarily add them to the Edmonds Register of Historic Places. The
HPC partners with arts and historical organizations, such as the Edmonds Arts Commission,
and Edmonds South Snohomish County Historical Society and Museum, in pursuing its mission.
Edmonds' Carnegie Library houses the Edmonds Historical Museum operated by the
Edmonds–South Snohomish County Historical Society. The museum offers text, oral and
photographic archives of the town’s early history. The museum’s collection includes more than
32,000 objects that includes artifacts, clothing, text, and oral and photographic archives of the
town’s early history. The museum’s 1910 building is on the National Register of Historic Places,
striving to bring a historical context to local events throughout the City. It collaborates with the
HPC, Arts groups, and other historical societies around the county, and it provides its resources
to local schools The museum’s 1910 building is on the National Register of Historic Places.
On a statewide level, the Washington State Department of Archaeology and Historic
Preservation helps identify and preserve cultural resources and historic properties. This
includes using the Washington Statewide Archaeological Predictive Model (WSAPM) by
analyzing sites based on a selection of environmental variables—such as slope aspect and
percentage, elevation, distance to water, geology, soils, and landforms—to help determine
areas that may have a high probability of containing previously unknown archaeological
materials.
Goal CD-4. Continue to identify, celebrate, preserve, and maintain the cultural
resources and historic sites that reflect Edmonds' heritage.
Policy CD-4.1 Support programs for the preservation of the city’s historic architectural,
archeological, and cultural resources through incentives, regulations, and
informational activities.
Policy CD-4.2 Continue to maintain and expand the inventory of historic properties.
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6/17/2024 Draft Community Design Element 4
Policy CD-4.3 Collaborate with public agencies and the Edmonds Historic Preservation
Commission to determine priorities and incentives for identifying and preserving
historic properties.
Policy CD-4.4 Collaborate with agencies like Edmonds-South Snohomish County Historical
Society to enhance the history of the indigenous tribes and other
underrepresented groups in the area.
Urban Design
Urban design is a term that refers to the art and practice of designing buildings and the
spaces around them in a way that meets both aesthetic and functional objectives. Cities
often employ urban design concepts and standards to shape the built environment. In
turn, the built environment, as it evolves, is an important factor in a community’s qualify
of life.
Use of Urban Design Standards
Edmonds practices design review of many types of development, with specific standards that
apply to types of use or designated areas of the city. The process for design review is carried
out by the Architectural Design Board and/or City staff, consistent with city regulations. Over the
past decade, Edmonds has used urban design guidelines and standards for development in
designated Activity Centers - namely, the Downtown/Waterfront Area and Highway 99 Subarea.
Some of these urban design standards have been included in sections of the municipal code
and some in elements of previous comprehensive plans. Having design standards in the
Comprehensive Plan, which is generally considered a broad policy document, rather than in the
development regulations, is confusing for development applicants, who normally rely on
adopted regulations to set the rules for design. It also makes review more time-consuming for
City staff and the Architectural Design Board. Updating City regulations to incorporate, add to,
and/or update all design standards would be a more effective approach.
In addition, recent state legislation has directed the need for changes to some aspects of local
design review processes, with the intent to enable more predictability and timeliness.
Place-making
Place-making is about creating attractive, comfortable spaces that reflect the identity, physical
features and objectives for a site or neighborhood. A place-making approach is particularly
useful in designing public places.
The approach works best when it is based on understanding how people will use the space and
the barriers and opportunities that that will influence their choices
Over the past decade, Edmonds has strategically planned for future development in Activity
Centers- the Downtown/Waterfront Area and Highway 99 Corridor. Complementary to Activity
Centers, the 2024 Comprehensive Plan identifies a Neighborhood Centers and Hubs strategy to
strengthen existing neighborhood mixed-use areas by accommodating growth while providing
for local needs and amenities. In designing public places for any particular site or use, three
critical human needs should be considered, namely: enjoyment comfort, and protection. The
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6/17/2024 Draft Community Design Element 5
following figure illustrates this concept, showing various factors related to the three critical
human needs.
Goal CD-5. Achieve well-planned areas and public spaces within the city.
Policy CD-5.1 Create neighborhood-level plans for key centers and hubs to guide place-
making and public investments that reflect the needs and characteristics of
the area.
Policy CD-5.2 Ensure that the City has appropriate design standards for development,
especially for multifamily housing and commercial development. The
standards may reflect unique characteristics and opportunities for a particular
center or hub.
Policy CD-5.3 Until specific design standards are adopted by code or are preempted by
state law for the downtown and waterfront area, the following sections from
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6/17/2024 Draft Community Design Element 6
the Culture and Urban Design Element of the Edmonds 2020 Comprehensive
Plan shall continue to serve as design guidelines for the development of
buildings and sites: .the Urban Design Goals and Policies section, the
General Design Objectives section, and the Urban Design Goals and Policies
for Specific Areas.
Policy CD-5.4 Consider place-making opportunities for public spaces and rights-of-way., as
needs and resources allow.
Pop out:
Definition of art installation: Temporary or permanent work of art created specifically for a
particular space or environment. It often involves the arrangement and placement of objects,
materials, or media in a way that transforms the space and engages viewers in a unique
aesthetic or conceptual experience. Art installations can vary widely in form and medium,
ranging from sculptures and multimedia presentations to immersive environments and
interactive displays.
The study should be carefully designed to enable comparison between spaces in the city and to
other locations. It is recommended to use the “Public Life Data Protocol” (developed by Gehl
Institute). This data set should be used over time to track, share, and compare information
about the relative success of the City’s public spaces. Data should be collected through:
• Observation
• On-site Surveys
• Focus Groups
• Qualitative ranking on urban quality criteria
Policy CD-5.5 Ensure that the Edmonds design review process uses clear and objective
standards and processes that comply with state law for timely and predictable design review.
Priority Action Steps
Create “Urban Design Frameworks” for each Neighborhood Center, and Hub, with updates on a
5-year cycle to define the built character, guide public realm investments for placemaking.
The following list outlines potential action items that can be further explored to guide
implementation efforts, considering the city’s priorities, available resources, and other critical
factors. Any such action that is selected will be designed to support the City’s long-term vision
while ensuring compliance with the Growth Management Act (GMA).
• Strategize distribution of restricted funds collected for the acquisition, installation and
maintenance of public art.
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6/17/2024 Draft Community Design Element 7
• Work with local schools and youth organizations to dedicate spaces for youth perspectives in
community-wide conversations.
• Support the maintenance of a strategic plan to guide the priorities and activities of the
Historic Preservation Commission.
• The city should invest in a set of “urban design frameworks” to be updated on an estimated 5-
year cycle for each identified Activity Center, Neighborhood Center and/or Hub
• Urban design frameworks should follow a standardized method, such as the “12 urban quality
criteria” developed by the Gehl Institute and shown in Figure 6.4 to assess urban design
opportunities along with the utilization of the Gehl Public Life Data Protocol to inform public
realm investments. These criteria center around three critical human needs – protection,
comfort, and enjoyment. (Gehl, J. (1987). Life between Buildings. New York: Van Nostrand-
Reinhold.)
• The urban Design framework shall be developed with participation from relevant city
departments including Planning & Development, Public Works, Community, Culture &
Economic Development and Parks, Recreation and Human Services. The framework should be
developed with Edmonds’ identity as an arts destination as one of the key criteria for
assessment.
• The Urban Design Frameworks shall include a “Public life study”. The public life study should
include data on items such as:
• The scale and urban characteristics of the space
• How many people are there, and for how long
• Who is there, by gender, age, etc.
• What activities are people engaging in
• Mapping of existing public spaces, transportation networks and community amenities including
art installations.
• Using data collected through public life studies, the city should create Public Life Action Plans
as a core component of each urban design framework to identify both design and programming
opportunities, gaps and areas for improvement. integrating artistic expression and cultural
activities to enrich the community’s distinct character and enhance quality of life.
• Update and develop policy to implement the goals as defined in the Community Cultural plan
with a focus on strategies of the ‘Creative Arts’ to enrich Edmonds’ physical environment,
including public spaces.
• Strategize distribution of restricted funds collected for the acquisition, installation ad
maintenance of public art under ‘Municipal arts fund’ and ‘Public art acquisition fund’.
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6/17/2024 Draft Community Design Element 8
• Based on Urban Design Framework and the completed Public Life Studies, identify areas with
Limited access to cultural resources and opportunities for artistic expression.
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7/12/2024 DRAFT Capital Facilities Element 1
Guiding Principle: Edmonds will develop required capital facilities through
strategic planning and resource management while maximizing long-term
environmental, economic, equity, health, and other benefits and improved quality
of life for all residents.
The Capital Facilities element of the Comprehensive Plan is a critical component that
addresses the planning, development, and management of the essential facilities and
infrastructure required to support existing residents, businesses and visitors and future
growth for the next 20 years as outlined in the Land Use Element. This element
encompasses a wide range of facilities owned, operated and maintained by the City,
including facilities for police and fire, parks and recreation, library, City office spaces,
arts and cultural venues, and maintenance shops and yards. While City-operated utility
facilities also fall under capital facilities, they are primarily funded by rate revenues and
are detailed in the Utilities element of this Plan.
Capital facilities are fundamental to maintaining the high quality of life that residents of
Edmonds enjoy. Most capital facility planning is targeted to maintaining existing level of
service standards and expanding the quality of life of its citizens with new or expanded
facilities. They provide the necessary services and amenities that support daily living,
enhance community well-being, promote economic development and protect the natural
environment. Effective planning and investment in these facilities ensure that the city
can meet current demands while anticipating future needs.
In addition to City-operated facilities, this element also considers the infrastructure and
services provided by other public entities, including parks, schools and transit services.
These facilities play a crucial role in serving the Edmonds community and are integral to
the city's overall infrastructure network. Service standards are described for some of the
elements used to assist in developing both short and long range capital improvements
projects.
The Capital Facilities element aims to ensure that capital facilities are developed and
managed in a way that is efficient, sustainable, and aligned with the community's vision
for the future. By doing so, it supports the broader goals of the Comprehensive Plan,
fostering a well-equipped, resilient, and vibrant city for all residents and visitors.
Essential Public Facilities: These are the facilities that are typically difficult to site, such
as state education facilities and state or regional transportation facilities as defined in
RCW 47.06.140. Each city and county planning under Growth Management Act (GMA)
must include a process for identifying and siting essential public facilities. No local
comprehensive plan or development regulation may preclude the siting of essential
public facilities.
Comprehensive Plan Draft Capital Facilities Element
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7/12/2024 DRAFT Capital Facilities Element 2
The GMA establishes five requirements for the Capital Facilities Element:
1. An inventory of existing capital facilities owned by public entities
2. A forecast of the future needs for such capital facilities
3. The proposed locations and capacities of expanded or new capital facilities
4. A financing plan for needed facilities; and
5. Reassess the land use element if probable funding falls short of meeting existing
needs.
Capital Facilities Inventory
The City of Edmonds owns and maintains a range of public infrastructure, with each
responsible department conducting continuous planning, operations, maintenance and
renovations to ensure effective management and improvement of these facilities.
Larger systems, such as water, sewer, and stormwater utilities, have dedicated
functional plans. The City of Edmonds owns, operates, and maintains infrastructure to
provide drinking water, wastewater, and stormwater and surface water services to
residents and businesses. Continued investment in this infrastructure is essential for the
uninterrupted delivery of utility services. The goals and policies for both city -owned and
non-city-owned utilities are detailed in the Utilities element.
The city also owns and manages a collection of recreational facilities, including parks,
trails, open space, swimming pool and spray pad, playgrounds, and community center.
A detailed inventory and discussion of goals and policies for these recreational facilities
are included in the PROS Plan adopted in 2022..A few of these facilities, while owned
by the City, are operated by other entities. For example, fire stations are currently
owned by the City but operated by Fire District 1. Other facilities are owned by different
governmental agencies, such as the Port of Edmonds and the Edmonds School District.
In addition to the facilities covered by functional plans, the City of Edmonds maintains
and utilizes several other facilities for city administrative functions. Table XX provides a
list and description of both types of facilities. The adoption by reference of other
agencies’ capital facilities plans is not intended to control or direct Edmonds’ land use
planning. If there is a conflict, the goals, policies, and implementing actions in Edmonds'
Comprehensive Plan shall prevail, subject to the extent of the City's statutory authority.
Publicly owned facilities in City of Edmonds
Name of Facility Ownership
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7/12/2024 DRAFT Capital Facilities Element 3
Boys And Girls Club City of Edmonds
Cemetery Columbarium and Building City of Edmonds
City Hall City of Edmonds
Frances Anderson Center City of Edmonds
Fire Station 16 City of Edmonds
Fire Station 17 City of Edmonds
Fire Station 20 City of Edmonds
Historic Log Cabin City of Edmonds
Historical Museum City of Edmonds
Library And Plaza Room City of Edmonds
Meadowdale Club House City of Edmonds
Old Public Works City of Edmonds
Parks and Facilities Maintenance Building and Yard City of Edmonds
Public Safety Building City of Edmonds
Public Works O&M Center City of Edmonds
Wade James Theater City of Edmonds
Yost Pool and Building City of Edmonds
Hatchery Building City of Edmonds
Chase Lake Elementary Edmonds School District 15
Edmonds Elementary School Edmonds School District 15
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7/12/2024 DRAFT Capital Facilities Element 4
Edmonds-Woodway High School Edmonds School District 15
Former Woodway High School (Edmonds
Homeschool Resource (K-12), Schriber Lake High
School)
Edmonds School District 15
Madrona School (K-8) Edmonds School District 15
Maplewood Parent Cooperative (K-8) (Maplewood
Center K-12) Edmonds School District 15
Seaview Elementary Edmonds School District 15
Westgate Elementary Edmonds School District 15
Woodway Elementary Edmonds School District 15
Marina Port of Edmonds
Waterfront Businesses Port of Edmonds
Harbor Square Business Complex Port of Edmonds
Waterfront seawalls Port of Edmonds
Edmonds Center for the Arts Edmonds Public Facilities District
Edmonds Fishing Pier Washington Department of Fish & Wildlife
Edmonds Underwater Park and Higgins Trail Washington State Department of Natural
Resources
Olympic View Water District Maintenance Facility Olympic View Water District
Public Utility Water District #1 Public Utility District
Table XX Capital Facilities, Service Providers and Relevant Plans and Documents:
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7/12/2024 DRAFT Capital Facilities Element 5
Service Provider(s) Description Functional Plan
with Detailed
Inventory
Information
City General
Offices
City of Edmonds Public buildings
(e.g., City Hall)
providing general
City services.
City Budget
Maintenance
Facilities
City of Edmonds City maintenance
shop facilities and
fleet storage and
maintenance
City Budget, PROS
Plan
Parks &
Recreation
City of Edmonds,
Snohomish County
Parks, trails,
recreation
facilities,
Community Center
and open space.
Parks, Recreation,
and Open Space
(PROS) Plan 2022
Streets and Active
Transportation
City of Edmonds,
WSDOT,
Snohomish County,
PUD (Street
Lighting), Amtrak,
Community Transit
Streets, traffic
controls, and street
lighting as well as
sidewalk, bike,
and other non-
motorized
transportation
facilities.
See the
Transportation
element
Police Services City of Edmonds Provides facilities
that support the
provision of law
enforcement
services.
City Budget
Fire & EMS South County Fire
stations, Snohomish
County Emergency
Management
Under contract- City
Budget
Public Schools Edmonds School
District
Edmonds School
District Capital
Facilities Plan (CFP)
2017-2027
Surface Water
Management /
Stormwater
City of Edmonds
Storm Utility
Manages water
quality and flood
risks to reduce
flooding, improve
water quality, and
preserve natural
resources.
2010 Storm &
Surface Water
Management
Comprehensive
Plan
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7/12/2024 DRAFT Capital Facilities Element 6
Service Provider(s) Description Functional Plan
with Detailed
Inventory
Information
Sewer/Wastewater
collection and
treatment
City of Edmonds
Sewer Utility,
Olympic View Water
Sewer District
Domestic and
commercial
wastewater
systems using a
combination of
municipal sewers
and onsite
wastewater
disposal.
2013
Comprehensive
Sanitary Sewer Plan
Potable Water City of Edmonds
Water Utility,
Olympic View Water
Sewer District
Infrastructure for
providing drinking
water and water
for fire
suppression.
2017
Comprehensive
Water System Plan
Library Sno-Isle Libraries Library services
provided by District
within city-own
facility.
Capital Plan
adopted by Sno-Isle
Libraries Board of
Trustees
Other Public
Facilities
City of Edmonds Cultural facilities City Budget
Future needs
Capital facilities are proposed to serve growth in the city limits over the 20-year planning
period. Edmonds is planning for new housing types and targets by affordability and to
meet jobs targets (see the Land Use Element). The GMA mandates that capital
improvement planning be integrated with the city's broader land use planning
framework. The city must monitor the progress of development against planned
conditions and review and update plans as necessary. It is essential that the c ity
ensures adequate capital facilities are available to meet the needs of development as it
occurs.
The facility needs are identified based on adopted level of service standards.
The following documents identify the facilities needed to support projected growth:
• Public Works 2024-2029 Six-Year Capital Facilities Plan and Capital
Improvement Program
• 2024-2029 Six-Year Capital Facilities Plan and Capital Improvement Program for
Parks, Recreation & Human Services
• List of planned facilities/projects within 2022 PROS Plan
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7/12/2024 DRAFT Capital Facilities Element 7
• List of planned facilities/projects within Transportation element)The following
appendices identify the facilities needed to support projected growth:
Appendix 1: List of planned facilities/projects within 2022 PROS Plan and 2024‐
2029 Six‐Year Capital Improvement Program Capital Facilities Plan for Parks,
Recreation and Human Services department.
Appendix 2: List of planned facilities/projects within Transportation element
Funding the Capital Facilities Plan
The objective is to identify capital facility needs and funding mechanisms to finance the
construction, reconstruction, and acquisition of assets required due to population
growth, aging infrastructure, evolving needs, or Edmonds' commitment to enhancing t he
city's capital investments.
The city may use many revenue sources to fund the capital investment projects
identified in the plan. These include but are not limited to:
1. General Capital Revenues: Revenues under the category of general capital
revenues are the revenues required by law to be used for capital projects. The
general capital revenues in Edmonds consist of REET 1 and REET 2 and are
used for both public works and park capital projects.
2. Dedicated Capital Revenues: Dedicated revenues are required to be used for
certain types of capital spending, outlined by the law. The dedicated capital
revenue source in Edmonds include impact fees and SEPA mitigation fees,
dedicated property tax revenues, street funds, bonds, and federal, state, county
or other grants.
3. Enterprise Fund Revenues: The City operates utility enterprise funds for water,
sewer, and storm & surface water. As part of the annual budget process, the City
determines the amount in each utility fund to set aside for capital improvement
projects. The funding sources available for allocation toward capital projects are
customer user fees, facility charges/connection fees, mitigation fees, grants,
loans, and revenue bonds.
4. Impact Fees: To mitigate the impacts of growth and development, the City uses
impact fees, as authorized by state law, to help pay for improvements to
transportation infrastructure and park facilities
5. Additional tools and resources are sometimes available to fund capital projects.
• Operating Transfers: The City may transfer funds from the General Fund to
support capital projects.
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7/12/2024 DRAFT Capital Facilities Element 8
• Grants: S Federal, state, and county grant programs may be pursued, sometimes
recognizing city proposals would need to fit with competitive regional priorities for
infrastructure investments.
• Bonds: The City can continue to use bonds to support capital facilities funding. A
challenge with bond funding is the annual debt service requirement, which would
become a long-term obligation for the operating budget and could limit other
funding priorities.
• Local Improvement District/Road Improvement District (LID/RID): Local
Improvement Districts (LIDs) at the neighborhood level help finance capital
improvements, such as public realm improvements, installation of sidewalks,
curbs, and gutters.
• Tax Increment Financing: In 2021, the Washington State Legislature authorized
local jurisdictions to form tax increment financing (TIF) districts. A TIF can be
used to fund public infrastructure in targeted areas to encourage private
development and investment.
• Transportation Levy: The City could explore options to institute a street and
sidewalk levy to specifically fund the construction, repair, and maintenance of
streets and sidewalks.
• Parks Levy: The City could explore options to institute a Parks levy to fund future
capital projects or could also be used with a combination of smaller projects. This
effort could be analyzed as a funding mechanism for projects contained within
the Parks, Recreation and Open Space Plan.
• Funding generated from leasing or selling city-owned lands, buildings, or other
assets.
Goals and Policies
Level of Service (LOS)
Goal CF-1. Establish level of service standards for city-provided services to provide
public facilities and services that meet citizens’ needs and enhance the
community’s quality of life.
"Level of service" means an established minimum capacity of public facilities or services
that must be provided per unit of demand or other appropriate measure of need. Level
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of service standards are synonymous with locally established minimum standards.
(WAC 365-196-210(21))
Proposed level of service (LOS):
Facility Type Draft LOS Standards
City General Offices,
Maintenance Facilities
No quantifiable standard. Adequate to serve citizen
needs and administrative requirements
Parks Refer to PROS Plan
Streets and Active
Transportation
See Transportation element
Police Services Adequate to meet public safety and police service
needs
Fire & EMS Locate and staff fire stations to facilitate achievement
and maintenance of the adopted overall response time
operational
Public Schools The city adopts level of service guidelines specified
within the Edmonds school district’s CFP
Solid Waste and Recycling Comply with Washington State Solid and Hazardous
Waste Plan guidance on minimum functional standards
for solid waste handling
Surface Water
Management / Stormwater
Consistency with 2019 DOES Stormwater Management
Manual for Western Washing, supplement with
Edmonds January 2024 Addendum
Sewer/Wastewater
collection and treatment
Comply with Department of Ecology of Washington
State’s guidelines specified in wastewater discharge
permits.
Potable Water Supply,
Storage and Distribution
Potable Water Supply: Comply with Washington State
Department of Health (DOH) requirements concerning
provision for peak day demands and maintenance of
drinking water quality.
Potable Water Storage: Comply with DOH requirements
for operational, equalizing, standby, fire suppression,
and dead storage.
Potable Water Distribution: Comply with DOH
requirements concerning minimum system pressure and
fire flow.
Library The city adopts level of service guidelines specified
within the Capital Plan adopted by Sno-Isle Libraries
Board of Trustees.
Strategic Planning and Investment Prioritization
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7/12/2024 DRAFT Capital Facilities Element 10
As Edmonds faces the dual imperative of fiscal responsibility and meeting community
needs effectively, it is essential to establish strategic priorities for the City’s investments
is capital facilities and with limited resources. By prioritizing projects that align with the
community's most pressing needs and long-term goals, the City can ensure that each
dollar spent has the maximum possible impact.
Emphasizing convenience and efficiency, cities are increasingly consolidating
administrative functions into centralized locations. The city of Edmonds is exploring this
approach not only to streamline processes and reduce costs but also to enhance
service delivery and coordination across departments.
Edmonds is continually seeking to better allocate resources, prioritize essential
services, and foster transparency. This balanced approach ensures that Edmonds
remains financially prudent while fulfilling its commitment to provide essential and
accessible services that enhance quality of life for all residents and support tourism.
Goal CF-2. Develop and expand capital facilities to effectively meet the needs of a
growing city.
Policy CF2.1 Identify opportunities to improve public facilities serving existing development,
based on adopted LOS guidelines and other relevant considerations. Prioritize
addressing existing deficiencies where vulnerable and underserved communities
are located.
Policy CF2.2 Prioritize funding and the preservation of existing capital facilities to ensure their
continued reliability, safety, and efficiency.
Policy CF2.3 Identify new or improved capacity of existing capital facilities needed to support
the location and intensity of housing and employment growth anticipated in the
growth strategy.
Policy CF2.4 Establish a clear set of criteria to prioritize capital projects based on urgency,
impact, and alignment with the city's strategic goals. Periodically review the
criteria and resources to help address these needs.
Policy CF2.5 Seek to provide community facilities and services that are appropriate for the size
and composition of the population they serve.
Policy CF2.6 Ensure essential public facilities are not precluded, consistent with state law, and
are sited in an equitable manner and with appropriate mitigation that balances
local and regional objectives.
Goal CF-3. Maintain at least a 6-year plan to finance needed City capital facilities within
projected funding capacities and ensure adequate levels of service across the
city.
Policy CF3.1 Identify sources of funds for capital facilities in the finance plan and update the
plan bi-annually (once in two years).
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7/12/2024 DRAFT Capital Facilities Element 11
Policy CF3.2 If probable funding falls short of meeting existing capital facility needs, the land
use element and any other relevant information shall be reassessed to ensure the
land use element, capital facilities element, and financing plan within the capital
facilities element are consistent. i.
Policy CF3.3 Evaluate and coordinate the provision of capital facility improvements with both
budgeting and long-term financial planning. Ensure 20-year projected growth,
levels of service, and funding projections are also considered in functional plans
for transportation, parks, and utilities.
Policy CF3.4 Utilize a coordinated range of mechanisms and revenue sources to fund needed
capital facilities.
Policy CF3.5 Develop or adjust, as needed, impact fees, utility facility charges, and utility user
rates, as part of the financing for public facilities.
Goal CF-4. Optimize government operations for efficiency and effectiveness.
Policy CF4.1 Continue to analyze city operations and strategize to achieve efficient
performance of city government functions. Strategies may include outsourcing
part of services when they can be more efficiently provided by the private sector
or other governmental entities.
Policy CF4.2 Explore co-locating and “right-sizing” compatible city functions by encouraging
multi-use facilities, shared services, or re-location. Multiple approaches may be
explored for operational feasibility, such as:
• Co-locating public-facing services provided by City Hall, Human Services,
Emergency services etc.
• Developing dedicated office spaces for operational city functions and separating
them from emergency operations.
Identify existing City-owned land and buildings to repurpose, upgrade, demolish, rebuild
or sell off, based on cost-benefit analysis, functional efficacy and the Edmonds Facility
Condition Index).
Pull out:
A high FCI may indicate the need for major repairs or improvements, while a low
score means the facility is well-maintained and in good shape. Cities regularly
commission ‘Facility Condition Assessments’ of public facilities to inform both capital
and operating budgets, prioritize maintenance efforts, and optimize planning
processes as replacements and upgrades of assets and facility systems become
necessary in the future.
Policy CF4.3 Comprehensively evaluate the City’s current capital facility assets, considering
both operational efficiency and physical assessment.
Policy CF4.4 Review programming for projects currently underway and/or committed and seek
to incorporate these projects.
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7/12/2024 DRAFT Capital Facilities Element 12
Goal CF-5. Coordinate with other governmental entities to align capital planning efforts
and leverage shared resources. This collaboration can lead to cost savings
and enhanced service delivery across jurisdictions.
Policy CF5.1 Explore opportunities to streamline service provision within the city by outsourcing
government services to neighboring jurisdictions.
Policy CF5.2 Explore opportunities to utilize existing infrastructure by offering paid services to
neighboring jurisdictions, such as fleet maintenance, to generate additional funds
for facility upgrades.
Policy CF5.3 Foster a productive and supportive relationship with Edmonds School District to
facilitate sharing of resources and facilities; to collaborate in long -term planning to
anticipate future needs and challenges and ensuring that city policies and
initiatives are aligned with educational goals and priorities set by the school
district.
Policy CF5.4 Emphasize continued cooperation through interlocal agreements with neighboring
fire districts and law enforcement agencies of adjacent jurisdictions as well as
other public safety service providers.
Sustainability goals for Capital facility projects
The capital facility projects should be designed, constructed, and operated in line with
the uCity’s commitment to sustainability, energy efficiency, and environmental
stewardship, ensuring compliance with the state clean energy building act. This includes
prioritizing renewable energy, resource conservation, climate resilience, and community
engagement to create facilities that not only meet current needs but also enhance the
well-being of future generations.
Goal CF-6. The City of Edmonds aims to achieve resiliency, sustainability, and high
levels of environmental performance in all public facilities and Capital
facility projects.
Policy CF6.1 Investigate compliance with State Clean Building Act to include buildings of
appropriate sizes30,000 sf and below and new lower Energy Use Intensity EUI
requirements.
Policy CF6.2 Develop capital facilities and services that protect and minimize their impact on
the natural environment, particularly to critical areas.
Policy CF6.3 Consider future climate conditions during siting and design—including changes to
temperature, precipitation, and flooding—to help ensure facilities can continue to
exist and function as intended over their planned life cycle.
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7/12/2024 DRAFT Capital Facilities Element 13
Policy CF6.4 Continue City’s programs aimed at reducing energy consumption at its
wastewater treatment plant.
Policy CF6.5 Continue to promote energy-efficiency programs sponsored by the utilities and
energy companies, including water conservation.
Policy CF6.6 Support Puget Sound Energy’s efforts to reduce its carbon footprint by supporting
statewide legislation to require natural gas supply systems to be carbon neutra l.
Performance Measure: Project delivery results
Potential Action Items
The following list outlines potential action items that can be further explored to guide
implementation
efforts, considering the city’s priorities, available resources, and other critical factors.
Any such action
that is selected will be designed to support the City’s long-term vision while ensuring
compliance with
the Growth Management Act (GMA).
• Create and maintain a long-range Municipal Capital Facility Plan.
• Integrate preservation priorities into the long-term strategic planning.
• Develop program requirements for City departments to support the delivery of
City services
considering department adjacencies and square footage needed for current and
future growth
requirements.
• Identify deficiencies, gaps, and areas of improvement in the existing capital
facility asset inventory based on projected growth, service levels of public facing
services and deferred maintenance backlogs.
• Implement a phased facility implementation plan that includes overarching
strategic facility goals.
• Use an achievable funding strategy and phasing program, which considers
financing options, impact fees, property sales or trades, and joint -use
opportunities with partners.
• Conduct feasibility studies for each existing building, projecting usage, utility
costs, and carbon
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7/12/2024 DRAFT Capital Facilities Element 14
reduction goals over the next 10-20 years, while also assessing the cost-benefit
of potential updates such as conversion to electric heating and hot water.
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Guiding Principle:
Edmonds will strive to deliver all essential utilities and services in the most reliable,
efficient, and sustainable manner, ensuring they support the community's well-being
and align with future population growth
Introduction
The utilities element must detail the general and proposed locations, as well as the
capacity, of all existing and planned utilities like water, sewer, electrical,
telecommunications, and natural gas systems. The city is to identify and work with all
public entities that own these utility systems, including special purpose districts to
gather and include necessary information .The element includes policies to identify
issues and propose regulatory changes for maintaining the existing and upgrading
infrastructure, to ensure that utility provisions are effectively aligned with the growth
projections outlined in the Land Use Element.
This element outlines a comprehensive strategy for delivering adequate utility services
to the community. The City uses the utility element to identify issues, policies, and
regulatory changes required to ensure that utility provisions are effectively aligned with
the growth projections outlined in the Land Use Element.
Utilities today
The City of Edmonds provides water, sewer, and stormwater services. It also
coordinates and collaborates with other utility providers, including those identified in the
table below. Planning for utilities is primarily the responsibility of the respective utility
providers, which are also responsible for managing utility needs and repairs in aging
systems, , responding to consumer demands, and adapting to new technologies.
The City is reliant upon the plans provided by the system utility. Table XX outlines the
utilities, providers, and relevant plans that guide these agencies for the City of
Edmonds.
Utilities have several layers of State and Federal regulations that preempt local controls.
Table XX Utility providers in City of Edmonds and Functional Plans
Utility Type Name of Utility Provider Applicable Plans as of Dec. 2024
Water
•City of Edmonds Water
Utility
•Olympic View Water Sewer
District
•2017 Comprehensive Water System
Plan
•2016 District Water System Plan,
2023 Watershed Protection Plan
Comprehensive Plan Draft Utilities Element
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Utility Type Name of Utility Provider Applicable Plans as of Dec. 2024
Sewer
• City of Edmonds Sewer
Utility
• Olympic View Water Sewer
District
• 2013 Comprehensive Sanitary
Sewer Plan
• 2007 Sewer Comprehensive Plan
and amendments
Storm City of Edmonds Storm Utility
2010 Storm & Surface Water
Management Comprehensive Plan
Electricity Snohomish County Public
Utility District (PUD)
2021 Integrated Resource Plan
(2022-2045 Study Period), 2023
Integrated Resource Plan (IRP)
Update, 2023-2027 Strategic Plan
Natural Gas Puget Sound Energy (PSE)
2023 Gas Utility Integrated Resource
Plan, Clean Energy Action Plan, and
Clean Energy
Implementation Plan
Solid Waste
and
Recycling
Waste Management Inc.,
Republic Services Inc., Sound
Disposal, Inc.
Snohomish County Comprehensive
Solid and Hazardous Waste
Management Plan - 2021
Telecom City of Edmonds, Comcast,
Astound, Ziply
The Washington Utilities and
Transportation Commission (WUTC)
regulates the rates and
services of telephone companies
operating in Washington per WAC
480-120. The WUTC doesnot
normally regulate cable, internet,
wireless phones, and VoIP (Voice
over Internet Protocol).
Water
Drinking water in Edmonds is provided by the City of Edmonds Water Utility and the
Olympic View Water and Sewer District. The service area extents are shown in Figure
XX.
The City of Edmonds water utility has sourced all of its potable water through a long-
term wholesale purchase agreement with the Alderwood Water and Wastewater District.
The district, in turn, purchases its water from the City of Everett’s regional water system.
Everett’s water source is the upper Sultan River and the water from that basin is
collected in Spada Lake, approximately 30 miles east of downtown Everett. It flo ws from
there to Chaplain Reservoir where it is treated and placed into one of four large
transmission main lines that move it westward to the urbanized areas of Snohomish
County. The City of Edmonds distributes this water on a retail basis to local customers
and bills them for this service. Edmonds provides for operation, maintenance, capital
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improvements, and replacement of the “end-user” system that provides storage to cover
peak usage periods and that further provides required fire protection volumes and
maintains the required the minimum and maximum allowable pressures.
The Water Division is responsible for the maintenance and operation of constant and
safe delivery of potable water to over 10,000 customer accounts through 138 miles of
distribution mains, 18 pressure reducing stations, three 1.5 -million-gallon reservoirs,
and one three-million-gallon reservoir and pumping station.
Goals, policies, and design criteria for operating the water system are developed as
part of the City’s Comprehensive Water System Plan, which will be updated after the
2024 citywide comprehensive plan update . The City is required to update and submit a
water system plan to the state Department of Health for review and approval every ten
years in accordance with current drinking water regulations. The updated plan will be
used by City staff to help maintain the water system to ensure both existing and future
customers are provided with a safe and reliable supply of drinking water for the next 20
years. The Water System Plan provides information on water supply and quality, usage
and demands, planned improvements based on the water system analysis. The water
system plan establish priorities for the utility’s operation and maintenance budgets as
well as its six-year and 20-year capital plans.
Edmonds’ current utility system rate structure was designed to fund a long-range
program of replacing the community’s aging network of water mains and sewer mains
from current rate revenues rather than debt financing.
Sanitary Sewer
Sewer facilities in Edmonds are provided by the City of Edmonds Public Works
Department and the Olympic View Water and Sewer District. The service area extents
are shown in Figure XX.
The City of Edmonds’ (City) Comprehensive Sewer Plan (the Plan) reviews the City’s
current sewage capacities and looks at the impact of projected growth on the City’s
sewage collection and conveyance system.
The Plan evaluates existing and future capacity, material types of the various pieces of
infrastructure, pipe inspection assessments of the sewer system, anticipated future
wastewater flow rates, and the structural condition of the sewer collection system.
Future wastewater flow rates are estimated from existing flow data using population
growth projected within the sewer service area.
The City of Edmonds and the Olympic View Water and Sewer District are responsible
for the long-range planning, design and construction management of public sewer
system improvements and extensions within their respective jurisdictions. The City’s
Sewer Division is responsible for the maintenance and operation of 14 sanitary sewer
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pump stations, 26 residential grinder pumps, 3,200 sanitary sewer manholes, and over
186 miles of sanitary sewer mains serving over 9,800 customer accounts.
Call out: The Edmonds Wastewater Treatment Plant (WWTP) is a regional facility.
The original Primary Treatment plant was built in 1957. The plant was upgraded two
times by 1967 to handle increased flows due to population growth. Partnerships with
Mountlake Terrace and Ronald Sewer District were established in 1959 and with
Olympic View Water and Sewer District in the late 1960's. From 1986 to 1991 the
treatment plant was expanded to incorporate secondary treatment. In April 2020,
Ronald WWP was merged into shoreline
An implementation plan is provided as part of the adopted Sanitary Sewer
Comprehensive Plans for the respective jurisdictions. This includes an estimated
timeline for constructing selected projects that need maintenance or upsizing. The
financial analysis includes asset management of the system along with a utility rate
structures to support the policies and goals set forth in the Sanitary Sewer
Comprehensive Plan.
Similar to the Water Utility, the Sewer Utility includes a program to convert from debt-
financing pipe replacements to one where the program can be funded directly from rate
revenues.
Sanitary Sewer System Goals and Policies
The City’s goals and policies for its Sanitary Sewer System are contained in the City’s
Comprehensive Sewer Plan. The Plan is guided by policies adopted by the City
Council and coordinated with the sewer plans from adjacent agencies.
The adopted Comprehensive Sanitary Sewer Plan provides guidance to the City for
management and operation of its sewer system and sets the timing for expansions and
upgrades to sewer infrastructure over the next twenty years.
The City’s adopted Plan serves as a guide for policy development and decision making
for the City. It also provides other agencies and the public with information regarding the
City’s plans for sewer system extensions within its service area. This approach allows
the City to maintain its goal of providing high quality service to its customers while
protecting environmental quality, primarily the water quality of both Puget Sound and
the coastal streams located in Edmonds.
Storm and Surface Water Management
The City owns and operates an extensive network of detention systems,+
drainage pipes and ditches and associated catch basins and marshlands to convey
stormwater runoff to streams, lakes, and Puget Sound in a manner designed to prevent
and minimize damage to private property, streets, and other infrastructure. A more
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detailed description of this system is contained in the adopted Storm & Surface Water
Management Comprehensive Plan (2010).
City crews perform maintenance and repairs to the entire City-owned system to reduce
flooding, improve water quality and protect the environment. Maintenance includes
inspection and cleaning of catch basins, street sweeping, emergency flood response,
creek maintenance, inspection and monitoring of private stormwater detention systems,
and minor capital improvement and replacement project construction.
Private property owners are responsible for properly maintaining the stormwater
infrastructure on their property to ensure it operates as designed. The City has
developed an inspection program to ensure private property owners are properly
maintaining their stormwater systems.
Due to extensive alteration of the natural landscape in most areas of the City, the
amount of stormwater that runs off the land in larger storm events is substantial, and
runoff in all storm events carries a variety of pollutants that wash off of their sou rce
areas into receiving waters. The City is faced with the challenge of conveying
stormwater runoff safely and cost-effectively while preventing or minimizing adverse
high flow impacts (erosion, flooding, and sediment deposition), water quality
degradation in lakes and streams receiving runoff, and degradation of aquatic habitat
caused by high flows and water quality degradation.
Local governments manage their stormwater under the National Pollutant Discharge
Elimination System(NPAES), which includes permit issued by the state Department of
Ecology that stems from the Federal Clean Water Act. For many cities in Western
Washington, such as Edmonds, the key permit is the Western Washington Phase II
Municipal Stormwater Permit. This Permit allows” the City to discharge its collected
stormwater into streams, lakes, and Puget Sound if a series of programs and activities
are implemented to help improve water quality. This Permit has and will continue to
have a significant impact on the workload and operational budget of the Public Works
Department. Much of the total stormwater operational budget is spent on permit-related
compliance programs.
Call out: The campaign, Puget Sound Starts Here, tells residents how changes in their
everyday actions can help save local waterways and the Sound. The effort is the largest
in history to save Puget Sound, and is led by the Puget Sound Partnership, S.T.O.R.M.
(Stormwater Outreach for Regional Municipalities) and the Washington State
Department of Ecology.
Solid Waste
Solid waste collection and disposal have become increasingly sophisticated, continually
adopting more efficient and economical methods. Waste prevention and recycling now
play a fundamental role in solid waste management planning. For most residences,
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businesses, and schools, services like curbside recycling and yard and food waste
collection have become standard daily practices. These positive behaviors help
conserve resources, reduce litter, save energy, and contribute to efforts aimed at
reducing greenhouse gas emissions.
The City is a signatory on the Snohomish County Solid Waste Management
Comprehensive Plan and an active participant on the County’s Solid Waste Advisory
Committee. The County Plan provides a blueprint for which the City is able to provide
education and outreach to all sectors in regards to proper disposal and recycling, and
opportunities for collection and proper handling of several common unwanted materials.
Future Projections and Challenges
High-quality, affordable, safe, and reliable utility services are essential for Edmonds
residents, businesses and visitors. As development progresses and demand increases,
system and facility improvements and maintenance must keep pace. These need to be
completed within set timeframes to ensure that service levels remain adequate.
Challenges for utilities in Edmonds include:
• Aging Infrastructure: Water, sewer and storm water infrastructure are facing the
challenge of maintaining and upgrading aging infrastructure, which is leading to
instances of flooding and increased operational costs. Population growth could
also strain the system in specific areas, particularly those with older infrastructure
or high-density development.
• Evolving Usage Patterns: the rise of remote work following the pandemic adds
another layer of complexity for the City of Edmonds. It can potentially shift peak
demand hours which can further stress the system.
• Climate Change: Extreme weather events and changing climate patterns can
stress utility systems and water supply, leading to challenges in ensuring reliable
service and managing environmental impacts.
• Funding and Investment: Securing funding for basic infrastructure improvements
and maintenance has been difficult especially as the city is facing budget
constraints.
• Technological Integration: Adopting and integrating new technologies, such as
advanced metering systems, can be costly and require significant planning and
training. Even when cost effective in the long run, upfront costs are prohibitive
with respect to current fiscal challenges facing the city.
• Community Expectations: Managing public expectations for service reliability,
affordability, and sustainability requires careful balancing
Although the City does not directly control all the utilities, it can take steps to influence
their direction to align with the values of the Edmonds community, such as advocating
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for clean and resilient programs and encouraging cost-effective measures. The City will
continue to coordinate with utility providers to ensure that utility planning aligns with land
use and anticipated growth.
Goals and Policies
Goal UT-1. Utilities should be developed and improved at the appropriate levels of
service (LOS) to serve existing and future growth.
Policy UT-1.1 Coordinate with city owned and non-city utility providers to ensure services
are aligned with community growth, land use planning, climate change and
emergency preparedness. System component sizing should be based on the
area's land use plan, while allowing utility providers to determine the
implementation sequence of the utility plan elements.
Policy UT-1.2 Allow new development only when and where necessary public utilities can
adequately serve demand.
Policy UT-1.3 Support the adoption of new technologies and innovative practices that
improve efficiency, reduce environmental impact, and enhance service
delivery when they are cost effective. Encourage the adoption of cost-
effective new technologies, renewable energy, and innovative sustainable
practices that improve efficiency, reduce environmental impact, and enhance
service delivery. Public and private utility plans should be required to identify
long-range system needs and that are coordinated with the City’s
Comprehensive Plan.
Policy UT-1.4 Encourage a holistic approach for all utility projects to All utility projects
should be coordinated to provide opportunities for projects to address more
than one system improvements or maintenance needs.
Call out: For example, undergrounding of new utility distribution lines or replacing an
aging water main is significantly easier and more cost-effective to implement when
new roads are constructed or during planned major roadwork. This approach not
only addresses the immediate need for road improvement but also ensures the
water or power infrastructure is upgraded, minimizing future disruptions and
reducing overall project costs.
Policy UT-1.5 Prioritize the regular maintenance, repair, and upgrading of utility infrastructure
to ensure
reliability
resiliency and meet future demand in harmony with the
climate element, in consistent with the climate element
Policy UT-1.6 Ensure that utility services are accessible and affordable to all residents, with
particular attention to vulnerable populations.
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Policy UT-1.7 Implement policies that minimize the environmental impact of utility operations,
such as reducing emissions, protecting water quality, and managing waste
responsibly.
Policy UT-1.8 Protect water quality by serving new urban development with sanitary sewer
systems and requiring failing septic systems to be replaced.
Policy UT-1.9 Ensure that all utility operations comply with local, state, and federal
regulations, including health and safety standards.
Policy UT-1.10 Coordinate emergency preparedness and response with local and regional
utility partners.
Policy UT-1.11 Collaborate with providers to develop a long-term telecommunications
infrastructure master plan that supports the city’s growth and development
objectives.
Policy UT-1.12 Encourage providers to report on infrastructure performance, service quality,
and community impact regularly, ensuring alignment with city standards and
public expectations.
Policy UT-1.13 Seek to include adaptive clauses in the franchise agreements to
accommodate advancements in technology and changing community needs
over time.
Goal UT-2. Promote public awareness and education on utility-related issues
Policy UT-2.1 Work with utility providers Support efforts to educate and inform the public
about the costs and benefits of emerging technologies related to the services
offered by the City.
Policy UT-2.2 Promote public awareness on issues such as conservation efforts, service
changes, and the importance of infrastructure investment.
Goal UT-3. Minimize impacts associated with the siting, development, and operation
of utility services and facilities on adjacent properties and the natural
environment.
Policy UT-3.1 Design, construct and maintain facilities to minimize their impact on
surrounding neighborhoods.
Policy UT-3.2 Utility structures should be located or sited so that they are as unobtrusive as
possible and are integrated with the design of their site and surrounding area.
Policy UT-3.3 Ensure that the location, type and size of all public facilities is determined
and/or approved by the city.
Policy UT-3.4 Promote strategies to enhance the resilience of utility systems against natural
disasters, climate change, and other potential disruption
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Storm and Surface Water Management
As flood risks and stormwater volumes continue to rise due to climate change and
urbanization, older plans and development that occurred without an understanding of
evolving needs and prior to modern stormwater management requirements, relied on
outdated assumptions. about weather patterns are no longer sufficient. Good
stormwater management planning, such as the Stormwater Comprehensive Plan that
Edmonds adopted in the past and will be significantly updating in the next year or two,
help analyze the issues and identify system improvements to be made and best
practices to be followed. Furthermore, strong stormwater codes serve as essential tools
to manage the challenges, ensuring that new developments are designed and built with
improved standards that mitigate the impact of increased stormwater. Edmonds has an
adopted system management plan and a set of codes that meet state requirements,
promoting practices such as enhanced drainage systems, permeable surfaces, on-site
treatment, and retention basins, which reduce runoff and its associated risks.
The growing challenges calls for shifting toward even more resilient planning strategies,
integrating green infrastructure, stormwater management innovations, and policies that
prioritize adaptability and sustainability. Proactive, forward-thinking measures, including
the adoption and enforcement of robust stormwater codes, are critical to protecting
communities and ecosystems from escalating risks.
Goal UT-4. Develop policies for Storm and Surface Water Management that focus
on effective management, protection, and enhancement of water
resources.
Policy UT-4.1 Implement measures to mitigate flood risks through proper planning,
infrastructure improvements, and land use controls.
Policy UT-4.2 Enforce practices and regulations to protect and improve the quality of
stormwater and surface water, including the control of pollutants and
runoff.
Policy UT-4.3 Promote the use of sustainable drainage systems and green
infrastructure to manage stormwater and reduce environmental impact.
(See Land Use Policy XX for Low Impact Development)
Policy UT-4.4 Coordinate stormwater management with other land use and
environmental planning efforts to achieve holistic and effective water
management.
Policy UT-4.5 Educate the community about stormwater management practices and
encourage public participation in maintaining and protecting water
resources.
Policy UT-4.6 Preserve, protect, and (where feasible) restore surface water resources
to provide beneficial uses to humans, fish, and wildlife. (See Land Use
element policies for critical areas)
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Policy UT-4.7 Provide adequate funding through an equitable stormwater utility rate
structure and outside funding sources to support necessary programs
which may include an asset management-based replacement program)
Solid Waste
Goal UT-5. Maintain a safe, cost-effective and responsive solid waste collection
system that provides convenient, efficient, environmentally friendly
and visually unobtrusive components and services.
Policy UT-5.1 Encourage and actively seek an effective regional approach to solid waste
management.
Policy UT-5.2 Work directly with County Solid Waste staff to implement
recommendations that strengthen recycling, organics diversion, waste
prevention, and product stewardship programs.
Policy UT-5.3 Manage solid waste collection to minimize litter and neighborhood
disruption
Policy UT-5.4 Cooperate with other private and public agencies in the region to manage
and control hazardous waste and moderate risk waste, including medical
wastes and hazardous household substances.
Call out: See Climate element policies aimed at reduction of material consumption,
waste generation, and resource depletion
Potential Action Items
The following list outlines potential action items that can be further explored to guide
implementation
efforts, considering the city’s priorities, available resources, and other critical factors. Any
such action
that is selected will be designed to support the City’s long-term vision while ensuring
compliance with
the Growth Management Act (GMA).
• Develop strategies to enhance the resilience of utility systems against natural disasters,
climate
change, and other potential disruptions
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Goal T- 1 Create a complete and connected system that offers efficient
transportation options to implement the regional transportation plan.
Policy T - 1.1. Partner with other entities to create a logical system that integrates within the
regional transportation network and supports the regional growth strategy.
Policy T - 1.2. Provide a safe, comfortable, and convenient travel experience for all users and the
movement freight and goods.
Policy T - 1.3. Focus on transportation system management investments that increase efficiency while
meeting existing and future reducing demand and the need for capacity.
Policy T - 1.4. Focus new development in activity centers with pedestrian access to transit and prioritize
connectivity to transit nodes that provide important connections to regional destinations.
Policy T - 1.5. Coordinate planning, construction, maintenance, and operation of transportation facilities
and programs with the State, counties, neighboring cities, Puget Sound Regional Council,
Community Transit, Sound Transit, and other entities to ensure critical infr astructure is in
place to respond to both natural and human-caused disasters.
Policy T - 1.6. Position Edmonds to respond to technical innovations, such as electric vehicles,
autonomous vehicles, and other personal mobility devices. Coordinate with regional and
private entities to accommodate these modes of transportation that have the potential to
provide increased mobility and environmental benefits.
Policy T - 1.7. New and existing streets should form a well-connected network that provides for
safe, direct, and convenient access for automobiles, bicycles, and pedestrians.
Prioritize transportation investments that reinforce the City's vision of developing
near transit-oriented areas, consistent with the regional growth strategy.
Policy T - 1.8. Build a transportation system that enhances the City's land use vision to prioritize
multimodal investments in activity centers and transit stations.
Policy T - 1.9. Encourage active transportation by providing safe facilities for bicycles and pedestrians.
Policy T - 1.10. Encourage collaboration across departments to develop a network of walking paths
throughout the city. This network could include, but not be limited to signed loop trails in
neighborhoods, park-to-parks walking paths, and theme-related walks.
Policy T - 1.11. Provide bicycle lanes where feasible to encourage the use of bicycles for transportation
and recreation purposes. Sharrows can be provided on lower volume roadways to create
motorist awareness.
Policy T - 1.12. Where feasible, design all streets as complete streets that serve automobile, transit,
pedestrian, and bicycle travel according to City ordinance 3842.
Policy T - 1.13. Maximize efficiencies of existing transportation facilities through Transportation Demand
Management; Encouraging occupants of new development to use existing sidewalk,
bicycle, and transit facilities; and Supporting technologies that improve the efficienc y of
travel, including signal improvements and changeable message signs.
Comprehensive Plan Draft Transportation Element
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Goal T- 2 Participate in land use and transportation planning with Puget Sound
Regional Council, Snohomish County, and surrounding jurisdictions to
support and promote the Regional Growth Strategy in Vision 2050.
Policy T - 2.1. Partner with other entities to create a logical system that integrates within the
regional transportation network and supports the regional growth strategy.
Policy T - 2.2. Work with transit providers to serve designated activity centers with appropriate levels of
transit service. Transit stops should be properly located throughout the activity center
and designed to serve local community and activity patterns and significant
concentrations of employment.
Policy T - 2.3. Encourage active transportation by providing safe facilities for bicycles and pedestrians.
Policy T - 2.4. Encourage collaboration across departments to develop a network of walking paths
throughout the city. This network could include, but not be limited to signed loop trails in
neighborhoods, park-to-parks walking paths, and theme-related walks.
Policy T - 2.5. Provide bicycle lanes where feasible to encourage the use of bicycles for transportation
and recreation purposes. Sharrows can be provided on lower volume roadways to create
motorist awareness.
Policy T - 2.6. Where feasible, design all streets as complete streets that serve automobile, transit,
pedestrian, and bicycle travel according to City ordinance 3842.
Policy T - 2.7. Maximize efficiencies of existing transportation facilities through Transportation Demand
Management; Encouraging occupants of new development to use existing sidewalk,
bicycle, and transit facilities; and Supporting technologies that improve the efficiency of
travel, including signal improvements and changeable message signs.
Goal T- 3 Support and enforce traffic laws that are designed to provide safety for
vulnerable users, including people walking, biking, riding transit, and
people with mobility challenges.
Policy T - 3.1. Support the transportation needs of traditionally underserved neighborhoods and
vulnerable populations through investment in equitable modes of transportation in
addition to potential catch-up investment for areas in need, as necessary.
Policy T - 3.2. Design walking paths for use by people of all ages, abilities, and mobility levels.
Improvements to walking paths and curb cuts should meet the requirements of ADA.
Goal T- 4 Goal 4. Develop the City's transportation system to serve existing and
future land uses and promote economic growth.
Policy T - 4.1. Encourage the efficient movement of people and goods through an effective and inter -
connected transportation network that includes collector and arterial streets, trails, bike
paths, public transit, and other transportation facilities.
Policy T - 4.2. Support a multimodal transportation system that links air, ferry, rail, bus, auto, freight, and
non-motorized travel providing access to regional transportation systems while ensuring
the quality, safety, and integrity of local commercial districts and residential
neighborhoods.
Policy T - 4.3. The City should work with WSDOT, BNSF, Amtrak, Sound Transit, Community Transit,
and local walking and biking advocacy groups to locate and design a multi-modal
transportation center and terminal to serve the City's needs with the following elements:
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a.) Ferry terminal that meets the operational requirements to accommodate
forecast ridership demand and that provides proper separation of automobile,
bicycle, and walk-on passenger loading
b.) Train station that meets intercity passenger service and commuter rail
loading requirements, and provides the requisite amenities, such as waiting
areas, storage, and bicycle lockers
c.) Transit center with connections to major regional destinations
d.) Linkage between stations/terminals that meets the operational and safety
requirements of each mode, including a link between the multi-modal station
terminal and to the business/commerce center in downtown Edmonds
e.) Safety features that include better separation between train traffic and other
modes of travel, particularly vehicle and passenger ferry traffic as well as the
public; and
f.) Overall facility design that minimizes the impact to the natural environment,
particularly the adjacent marshes.
Goal T- 5 Minimize the adverse impacts of transportation facility improvements on
the natural environment both in established neighborhoods and
undeveloped areas.
Policy T - 5.1. Support transportation investments that advance alternatives to driving alone as a
measure to reduce greenhouse gas emissions and in turn reduce the effect of citywide
transportation on global climate change.
Policy T - 5.2. Design streets with the minimum pavement areas needed and utilize innovative and
sustainable materials, where feasible, and redesign existing streets to reduce impervious
surfaces and storm water pollution. Wherever feasible, culverts under streets should be
reconstructed or removed to improve fish passage.
Policy T - 5.3. Policy 5.3. Include analyses of geological, topographical, and hydrological conditions, as
well as impacts to human health and safety in the planning, design, and construction of
transportation facilities.
Goal T- 6 Pursuant to the Growth Management Act, maintain an inventory of the
City's transportation facilities and establish appropriate Level of Service
Guidelines and Standards.
Policy T - 6.1. The Transportation Element shall include mapped inventories of all major transportation
modal networks, including automobile, transit and freight vehicles; sidewalks, bikeways,
and multiuse trails; and airports, railroads, shipping terminals, and vehicle and passenger
ferry routes.
Policy T - 6.2. Roadway Level of Service (LOS) Standards for City of Edmonds Streets:
• Arterials = LOS D or better
• Collectors = LOS C or better
• State Highways of Regional Significance (PSRC):
▪ SR 524; SR 99 north of SR 104 = LOS E or better
▪ State Highways of Statewide Significance (WSDOT):
• SR 104; SR 99 south of SR 104 = LOS D or better
• Not subject to City concurrency regulations, but City will identify locations where
LOS D is not being met.
Policy T - 6.3. Pedestrian Level of Service (LOS) Standards
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▪ Green = Complete Pedestrian Network Facility
▪ Yellow = Partial or Incomplete Pedestrian Network Facility
▪ Red = Missing Pedestrian Network Facility
Policy T - 6.4. Bicycle Level of Service (LOS) Standards
▪ Green = Complete Bicycle Network Facility
▪ Yellow = Partial or Incomplete Bicycle Network Facility
▪ Red = Missing Bicycle Network Facility
Policy T - 6.5. Adopt and implement a multimodal transportation concurrency management program
based on the level of service standard measurements for intersections, public transit,
walkways, and bikeways.
Policy T - 6.6. Provide additional transportation facility capacity only when existing facilities are used to
their maximum level of efficiency, consistent with adopted LOS standards.
Policy T - 6.7. Work with PSRC travel demand forecasts to identify state, regional, and local multimodal
transportation system improvements deemed necessary to accommodate growth while
improving safety and human health.
Policy T - 6.8. Keep roadways operating in safe condition by taking steps to secure roadway funding
from a variety of sources to maintain, rehabilitate, or replace roadways. Edmonds will
work with its partners to understand street maintenance and rehabilitation needs.
Prioritize roadway preservation projects and consider the long-term maintenance costs of
new capacity as part of the upfront cost of development.
Goal T- 7 Coordinate Establish infrastructure planning and financing strategies with
other agencies to ensure that these plans are consistent with the regional
mobility goals and land use plans.
Policy T - 7.1. Finance the six-year Transportation Improvement Program (TIP) within the City's financial
capacity to achieve a balance between available revenue and expenditures related to
transportation facilities.
Policy T - 7.2. Pursue and implement alternative and innovative transportation financing methods, such
as transportation benefit districts, variable-demand parking management pricing, user
fees, and other potential options to support ongoing maintenance, preservation, and
operation of the City’s transportation system.
Policy T - 7.3. Develop a 20-year finance plan that balances transportation improvement needs, costs,
and revenues available for all modes to assist in updating the Transportation Impact Fee
(TIF) program and the annual adoption of the Six-Year Transportation Improvement
Program (TIP).
Policy T - 7.4. If projected funding is inadequate to finance needed transportation facilities, based on
adopted level of service (LOS) standards and forecasted growth, the City should explore
one or more of the following options:
• Lower the LOS standard
• Change the Land Use Plan
• Increase the amount of revenue from existing sources; or
• Adopt new sources of revenue
Policy T - 7.5. Identify funding strategies with other agencies to ensure progress on future shared-
jurisdiction projects to provide a safe and comfortable travel experience for all users
Goal T- 8 Street Design and Traffic Calming Goal: Integrate traffic calming to reduce
congestion, improve safety, support downtown, enhance neighborhoods,
improves emergency access and maintain a pedestrian-friendly
environment.
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Policy T - 8.1. Design street improvements to encourage downtown traffic circulation to flow in and
around commercial blocks, promoting customer convenience and reducing congestion.
Separate through-traffic from local traffic circulation to encourage and support customer
access.
Policy T - 8.2. Encourage landscaping along residential streets to preserve existing trees and
vegetation, increase open spaces, and decrease impervious surfaces. Landscaping may
be utilized to provide visual and physical barriers but should be carefully designed not to
interfere with motorists’ sight distance and traffic, pedestrian, bicycle, and wheelchair
safety. Landscaping improvements should take maintenance requirements into
consideration.
Policy T - 8.3. Encourage underground placements of utilities when existing roadways are improved.
Policy T - 8.4. Encourage placement of underground conduit for future installation of fiber optic cable as
roadways are built or improved.
Policy T - 8.5. Convert private streets to public streets only when:
▪ The City Council has determined that a public benefit would result.
▪ The street has been improved to the appropriate City public street standard.
▪ The City Engineer has determined that conversion will have minimal effect on
the City’s Street maintenance budget.
▪ In the case that the conversion is initiated by the owner(s) of the road, that the
owner(s) finance the survey and legal work required for the conversion.
Policy T - 8.6. Improve emergency service access to the waterfront, especially to west side of train
tracks when there is a train crossing.
Policy T - 8.7. Design street improvements to enhance the safe and efficient movement
of all modes of transportation. Incorporate traffic calming measures where
appropriate to further enhance those conditions
Goal T- 9 Public Transit and Transportation Demand Management Goal: Expand local
and regional transit options, ensuring reliable, accessible, and safe service,
and connecting neighborhoods to key destinations to meet diverse
community needs.
Policy T - 9.1. Explore future funding for a city-based circulator bus that provides local shuttle service
between neighborhoods (Firdale Village, Perrinville, Five Corners, Westgate) and
downtown.
Policy T - 9.2. Encourage the provision of a bus rapid transit system or other high-capacity frequent
transit service along SR 104.
Policy T - 9.3. Work with transit providers to ensure that transit service within the city is:
▪ Convenient and flexible to meet community and user needs
▪ Dependable, affordable, and maintains regular schedules.
▪ Provides adequate service during evening hours, weekends, and holidays; and
▪ Comfortable and safe for all users.
Goal T- 10 Parking Supply Goal Promote efficient, sustainable parking solutions that
support development in all centers and hubs and encourage multimodal
access.
Policy T - 10.1. Carefully review parking requirements for downtown development proposals both for
autos and bikes to promote development while still ensuring adequate balance between
parking supply and demand.
Policy T - 10.2. Encourage underground parking as part of new development.
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Goal T- 11 Additional Active Transportation Goal Prioritizes pedestrian and cyclist
safety, support community access to centers and hubs, all key destinations
integrating with regional systems.
Policy T - 11.1. Leverage funding opportunities and the City’s right of way to complete the arterial and
collector walking path system according to the following priority list:
o Arterial and collector roadways without walking paths or shoulders on which transit
service is provided
o Arterial and collector roadways without walking paths or shoulders on which transit
service is not provided
o Arterial and collector roadways with shoulders too narrow or in or poor walking
condition for pedestrians
o Arterial and collector roadways with adequate shoulders for pedestrians but without
walking paths
o The remainder of the arterial roadway system (e.g. roads with walking paths along
one side, or roads with walking paths in disrepair)
Policy T - 11.2. Locate walking paths and bicycle facilities to facilitate community access to parks,
schools, neighborhoods, shopping centers and transit facilities/stops.
Policy T - 11.3. Place highest priority on pedestrian safety in areas frequented by children, such as near
schools, parks, and playgrounds. Provide walking paths in these areas at every
opportunity.
Policy T - 11.4. Maintain existing public walking paths.
Policy T - 11.5. Place highest priority for improvements to bicycle facilities and installation of bike racks
and lockers near schools, commercial districts, multi-family residences, recreation areas,
and transit facilities.
Policy T - 11.6. Provide safe bicycle connections to existing bicycle facilities in adjacent jurisdictions.
Goal T- 12 Land Use – Transportation – Environment Goal Ensure transportation
infrastructure keeps pace with development and promotes sustainable
mobility by integrating electric vehicle support and mitigating traffic
impacts through timely improvements.
Policy T - 12.1. Ensure city transportation facilities and services are provided concurrent with new
development or redevelopment to mitigate impacts created from such development.
Road improvements may be provided at the time of or within 6 years of development.
Policy T - 12.2. Encourage and promote the use of electric vehicles as they are developed in all
automobiles, truck, and commercial vehicle classes. Encourage the use of such vehicles
in a way that conditions are safe and don’t impede traffic flow. Provide for a broad range
of electric charging opportunities at public and private parking venues throughout the ci ty,
including standards for new developments that provide parking facilities.
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Planning Board Agenda Item
Meeting Date: 12/4/2024
Extended Agenda
Staff Lead: Michael Clugston
Department: Planning Division
Prepared By: Michael Clugston
Background/History
N/A
Staff Recommendation
Review the attached extended agenda. It has been updated to include more accurate dates for code
touches in the first half of 2025. Also note the summer break has been tentatively scheduled for August
27 - this would coincide with the Council's break during the last week of August and first week of
September.
Narrative
N/A
9.A
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