Ordinance 37670006.900000
W S S/gj z
12/3/09
ORDINANCE NO.3767
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, AMENDING THE COMPREHENSIVE
TRANSPORTATION PLAN IN ORDER TO UPDATE THE
TRANSPORTATION ELEMENT AND THE INCORPORATED
WALKWAY AND BIKEWAY PLANS, AND FIXING A TIME
WHEN THE SAME SHALL BECOME EFFECTIVE.
WHEREAS, public participation programs were adopted for the 2009
Comprehensive Plan amendments by:
• Adoption of a public participation plan for the transportation plan as a part
of the City Council's approval of consultant contracts and scope of work;
• By Resolution No. 1206 adopting a public participation program for the
sustainability and capital facilities elements.
WHEREAS, amendments to the Comprehensive Transportation Plan (plan
update) and incorporated elements were preceded by open houses conducted on June 19, 2008,
March 5, 2009 and June 30, 2009 and by public hearings before the Edmonds Planning Board on
June 10, 2009 and the Edmonds City Council on August 4, September 22 and October 20, 2009,
and
WHEREAS, the City Council finds that both individually and collectively, the
proposed amendments to the Comprehensive Plan (including the adoption of the Community
Sustainability element as a new element to the Plan):
• Are consistent with the provisions of the Comprehensive Plan and are in
the public interest.
IWSS752589.DOC;1\00006.900000\} - 1 -
• Would not be detrimental to the public interest, health, safety or welfare of
the City;
• Would not impact or do not affect the appropriate balance of land uses
within the City.
• The City Council further finds that because the amendments do not amend
the map, the findings required by ECDC 20.01.001(D) are not applicable;
NOW, THEREFORE,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON, DO
ORDAIN AS FOLLOWS:
Section 1. The Edmonds Comprehensive Plan is hereby amended by the
adoption of an updated and amended Comprehensive Transportation Plan which include the
Walkway and Bikeway plans as amended.
Section 2. A copy of the amendment is attached hereto as Exhibit A and
incorporated by this reference as fully as if herein set forth.
Section 3. Effective Date. This ordinance, being an exercise of a power specifi-
cally delegated to the City legislative body, is not subject to referendum, and shall take effect
five (5) days after passage and publication of an approved summary thereof consisting of the
title.
AP PRO ED:
M YOR ARY HAAKENSON
ATTEST/AUTHENTICATED:
CITY CLERK, SANDRA S. CHASE
{WSS752589.DOC;1\00006.900000\ } - 2 -
APPROVED AS TO FORM:
OFFICE OF S�r-
W. ATTOBY SCOTT SNYDER
FILED WITH THE CITY CLERK: 12-11-09
PASSED BY THE CITY COUNCIL: 12-15-09
PUBLISHED: 12-23-09
EFFECTIVE DATE: 12-28-09
ORDINANCE NO. 3767
{WSS752589.DOC;1\00006.900000\ } - 3 -
SUMMARY OF ORDINANCE NO.3767
of the City of Edmonds, Washington
On the 15th day of December, 2009, the City Council of the City of Edmonds,
passed Ordinance No. 3767. A summary of the content of said ordinance, consisting of the title,
provides as follows:
AN ORDINANCE OF THE CITY OF EDMONDS, WASHINGTON, AMENDING THE
COMPREHENSIVE TRANSPORTATION PLAN IN ORDER TO UPDATE THE
TRANSPORTATION ELEMENT AND THE INCORPORATED WALKWAY AND
BIKEWAY PLANS, AND FIXING A TIME WHEN THE SAME SHALL BECOME
EFFECTIVE.
The full text of this Ordinance will be mailed upon request.
DATED this 16th day of December, 2009.
���
CITY CLERK, SANDRA S. CHASE
{WSS752589.DOC;1\00006.900000\ } - 4 -
Affidavit of Publication
STATE OF WASHINGTON,
COUNTY OF SNOHOMISH } S.S.
�"�'` v
toc. 199"
SUMMARY OF ORDINANCE NO. 3767
of the City of Edmonds, Washington
On the 15th day of December, 2009, the City Council of the City
of Edmonds, passed Ordinance No. 3767. A summary of the con-
tent of said ordinance, consisting of the title, provides as follows:
AN ORDINANCE OF THE CITY OF EDMONDS, WASHINGTON,
AMENDING THE COMPREHENSIVE TRANSPORTATION PLAN
IN ORDER TO UPDATE THE TRANSPORTATION ELEMENT
AND THE INCORPORATED WALKWAY AND BIKEWAY PLANS,
AND FIXING A TIME WHEN THE SAME SHALL BECOME EF-
FECTIVE.
The full text of this Ordinance will be mailed upon request
DATED this 16th day of December, 2009.
CITY CLERK, SANDRA S. CHASE
Published: December 23, 2009.
The undersigned, being first duly sworn on oath deposes and says that she is Principal Clerk of
THE HERALD, a daily newspaper printed and published in the City of Everett, County of
Snohomish, and State of Washington; that said newspaper is a newspaper of general
circulation in said County and State; that said newspaper has been approved as a legal
newspaper by order of the Superior Court of Snohomish County and that the notice
Summary of Ordinance
No. 3767
Amending Comprehensive Transportation Plan
a printed copy of which is hereunto attached, was published in said newspaper proper and not
in supplement form, in the regular and entire edition of said paper on the following days and
times, namely:
December 23, 2009
and that said newspaper was regularly distributed to its subscribers during all of said period.
and sworn to before me this 23rd
RECEIVE-1 D
'-' day of December,
DEC 2009
Notary Public in and fortile S to of i_rn fv' ,S ohomish
ED-MOND"'
ieTLERl
Account Name: City of Edmonds Account Number. 101416 +^P �'64d z_ ���ryrer: 0001679457
NAP
OPMq I a qk
Prepared
I�
710 Second Avenue, Suite 550
Seattle, WA 98104
Henderson,
Young &
Company
8060165th Avenue NE, Suite 220
Redmond, WA 98052
With support from:
November 2009
This document should be cited as:
City of Edmonds. 2009. Comprehensive Transportation Plan. Prepared by ICF Jones & Stokes. 710 Second Avenue, Suite
550, Seattle, WA 98104. November.
Chapter• t
Purpose of the Transportation Comprehensive Plan ........................................ 1-1
PlanBackground..............................................................................................
1-2
Reports, Plans and Records..................................................................
1-2
LandUse Review... ..............................................................................
- 1-3
Regulatory Framework. .................................. ......................................
1-4
Growth Management Act.......................................................................
1-4
Washington Transportation Plan............................................................
1-4
PSRCPlans...........................................................................................
1-5
VISION2040..............................................................................
1-5
Destination2030.........................................................................
1-6
Transportation2040...................................................................
1-7
Snohomish County Countywide Planning Policies .................................
1-7
Edmonds Comprehensive Plan.... .......... ....................... --- ......
- 1-8
PublicParticipation...........................................................................................
1-9
Original 1995 Transportation Plan .........................................................
1-9
2002 Transportation Plan Update..........................................................
1-9
2009 Comprehensive Transportation Plan............................................1-10
Public Open Houses... ................................................ ....... — ....
1-10
Citizen Advisory Transportation Committee ........... ............... .....1-11
Walkway Committee......................................................... .........1-11
Edmonds Bike Group ... ...................... .................. .....................
1-11
Intergovernmental Coordination................................................1-11
Overview of the Transportation Plan Elements................................................1-12
15.25.000
State and Regional Context........................................................ 2-2
15.25.010
Streets and Highways.................................................................
2-2
15.25.020
Pedestrian and Bicycle Transportation ........................................
2-7
15.25.030
Public Transportation.................................................................2-11
15.25.040
Streetscape................................................................................2-14
15.25.050
Capital Facilities, Transportation................................................2-15
15.25.060
Traffic Calming...........................................................................2-19
15.25.070
Air Quality and Climate Change ...........
0
Comprehensive Transportation Plan
Roadway Functional Classification................................................................... 3-1
Existing Classifications...........................................................................
3-1
Evaluation of Road Functional Classifications .......................................
3-5
Street System Inventory ............... ................................. ................................. ..3-10
StateHighways ........................... ..........................................................
3-10
CityStreets ........................ ................................. ................................. .3-10
Speed Limits... __.— - - - . .......... .......... _______3-12
TrafficControl.......................................................................................3-14
Traffic Calming Devices........................................................................3-16
Parking................................................................................................3-17
StreetStandards..............................................................................................3-20
RoadConditions .... ___ .......................... ___ .......................... ___ .................
3-24
Existing Operating Conditions..... .......................... ___ .........................
3-24
Traffic volumes ............
Level of Service ..... ................................................... .................
3-24
Future Operations.................................................................................3-30
Travel Demand Forecasting Model............................................3-30
2015 Conditions without Improvements.....................................3-33
2025 Conditions without Improvements.....................................3-36
Safety Assessment..... .............. __ .......................................................
3-39
Collision History ......................... ................................................
3-39
SR 99 Traffic and Circulation Study.. ...... ____-.3-42
Residential Neighborhood Issues..............................................3-42
Recommended Road Projects and Programs..................................................3-43
Capital Improvement Projects...............................................................3-43
Concurrency Projects................................................................3-43
State Highway Projects..............................................................3-43
Safety and Other Projects.... .......................... ___ .....................
3-43
2015 Operating Conditions with Improvements ............ ................... .....
3-47
2025 Operating Conditions with Improvements...... ...... ...... __349
Road Project Priority ........... .............. ................................................. ...3-51
Traffic Calming Program.......................................................................3-53
Preservation and Maintenance Programs and Projects ........................3-53
Chapter 4. Non -Motorized System ....................................................
4-1
Comprehensive Walkway Plan......................................................................... 4-1
Walkway Inventory. .................. __ .................... __ .................... __ ....... 4-1
i�
City of Edmonds
Recommended Walkway Improvements........................................................... 4-5
Walkway Prioritization Process..............................................................
4-5
Curb Ramp Upgrade Program..............................................................4-11
Bikeway Comprehensive Plan ..... ................................................... .......... .......
4-11
Bicycle Facility Inventory ............................ ...........................................
4-12
Recommended Bikeway Improvements............ ...
Small Bikeway Projects. ... ---- ........ — .. .. I. .......... --- ........ ..........
A-14
BicycleLoops............................................................................4-14
Shared Use Lanes.....................................................................4-15
BicycleParking..........................................................................4-15
Large Bicycle Projects..........................................................................4-17
InterurbanTrail...................................................................................-A-17
11
. i . . i • r
Existing Transit Service.................................................................................... 5-1
CommunityTransit.................................................................................
5-1
Fixed Route Bus Service............................................................
5-1
Rideshare Services....................................................................
5-7
DARTParatransit.......................................................................
5-7
King County Metro Transit.....................................................................
5-7
Sound Transit Express Bus....................................................................
5-7
Park -and -Ride Facilities.........................................................................
5-8
RailService.......................................................................................................
5-8
Sounder Commuter Rail.........................................................................
5-9
AmtrakService.......................................................................................
5-9
Amtrak Cascades.......................................................................
5-9
EmpireBuilder............................................................................
5-9
Washington State Ferries.................................................................................
5-9
Transportation Demand Management.... .......................... ...... .5-1
0
Future Transit Improvements...........................................................................5-11
Bus Shelters and Benches....................................................................5-11
Transit Emphasis Corridors...................................................................5-12
Swift Bus Rapid Transit.........................................................................5-12
Additional Fixed Route Transit Service ........ ......................... ................
5-13
Edmonds Crossing Multimodal Facility.. .............. .............. .. .. -
5-13
Chapter 6. Implementation and Financial Plan ................................
6-1
ProjectCosts.................................................................................................... 6-1
Revenue Sources............................................................................................. 6-6
ifi
Comprehensive Transportation Plan
Current Sources of Revenue.................................................................. 6-6
Other Potential Financing Options......................................................... 6-8
ProjectPrioritization.......................................................................................... 6-9
ProgramPriority..................................................................................... 6-9
ImplementationPlan ...... ................................................... ............................... 6-10
Transportation Improvement Plan 2010-2025.......................................6-10
Interjurisdictional Coordination ........ ................................... ................ ...6-13
Contingency Plan in Case of Revenue Shortfall..............................................6-13
Chapter 7. ■ .
iV
City of Edmonds
e
Table1-1.
Land Use Summary .............................................................................................................. 1-3
Table 3-1.
Miles of Roadway by Existing Federal Functional Classification ..........................................
3-5
Table 3-2.
Summary of Existing and Recommended Federal Functional Classifications... - - . ...... ----
3-7
Table 3-3.
Miles of Roadway by Recommended Federal Functional Classification ...............................
3-8
Table 3-4.
Inventory of City Streets.....................................................................................................
3-10
Table 3-5.
Inventory of Existing Traffic Calming Devices.....................................................................
3-17
Table 3-6.
Typical Roadway Cross Sections.......................................................................................
3-21
Table 3-7.
Typical Roadway Level of Service Characteristics.............................................................
3-24
Table 3-8.
Level of Service Criteria for Intersections...........................................................................
3-25
Table 3-9.
Level of Service Standards. ......... .................... .................. — ..... ----
3-26
Table 3-10.
Existing PM Peak Hour Intersection LOS...........................................................................
3-28
Table 3-11.
2015 Intersection Level of Service — without Improvements ...............................................
3-34
Table 3-12.
2025 Intersection Level of Service — without Improvements ...............................................
3-37
Table 3-13.
High Collision Locations.....................................................................................................
3-40
Table 3-14.
Recommended Capital Roadway Improvements through 2025------- ...... .........
3-44
Table 3-15.
2015 Level of Service — with Recommended Improvements ..............................................
3-47
Table 3-16.
2025 Level of Service — with Recommended Improvements ..............................................
3-49
Table 3-17.
Prioritization Criteria for Roadway Projects........................................................................
3-51
Table 3-18.
Roadway Project Priority....................................................................................................
3-52
Table 4-1.
Prioritization Criteria for Walkway Projects.......... ...... ........ ........ --
4-5
Table 4-2.
Recommended Walkway Projects........................................................................................
4-7
Table 5-1.
Community Transit Local Bus Routes..................................................................................
5-3
Table 5-2.
Community Transit Commuter Bus Routes..........................................................................
5-4
Table 5-3.
Park -and -Ride Facilities Serving Edmonds..........................................................................
5-8
Table 5-4.
Top Priority Locations for Bus Shelters and Seating..........................................................
5-11
Table 6-1.
Costs of Transportation Projects..........................................................................................
6-2
Table6-2.
Potential Revenue................................................................................................................
6-7
Table 6-3.
Potential Revenue from Additional Optional Sources...........................................................
6-9
Table 6-4.
Transportation Improvement Plan 2010-2025....................................................................
6-11
u���mr��� ��o
Comprehensive Transportation Plan
9W
Figure 3-1.
Access and Mobility Characteristics of Road Functional Classifications .............................. 3-3
Figure 3-2.
Existing Federal Functional Classifications...........................................................................
3-4
Figure 3-3.
Recommended Federal Functional Classifications...............................................................
3-9
Figure 3-4.
Speed Limits on City Streets..............................................................................................
3-13
Figure 3-5.
Existing Traffic Control Devices..........................................................................................
3-15
Figure 3-6.
Existing Traffic Calming Devices........................................................................................
3-18
Figure3-7.
Downtown Parking..............................................................................................................
3-19
Figure 3-8.
Typical Roadway Cross-Sections.......................................................................................
3-22
Figure 3-9.
Downtown Sidewalk Area....... ....................................... ..............................
3-23
Figure 3-10.
Existing Level of Service.....................................................................................................
3-29
Figure 3-11.
Transportation Analysis Zones...........................................................................................
3-31
Figure 3-12.
2015 Level of Service without Improvement.......................................................................
3-35
Figure 3-13.
2025 Level of Service without Improvement.......................................................................
3-38
Figure 3-14.
High Collision Locations.....................................................................................................
3-41
Figure 3-15.
Recommended Capital Road Improvements......................................................................
3-46
Figure 3-16.
2015 Level of Service with Improvement... _ . .............. .............. _
3-48
Figure 3-17.
2025 Level of Service with Improvement............................................................................
3-50
Figure 4-1.
Pedestrian Intensive Land Uses...........................................................................................
4-3
Figure4-2.
Existing Walkways................................................................................................................
4-4
Figure 4-3.
Recommended Walkway Projects......................................................................................
4-10
Figure 4-4.
Existing Bicycle Facilities....................................................................................................
4-13
Figure 4-5.
Recommended Signed Bicycle Loops................................................................................
4-16
Figure 4-6.
Recommended Bicycle Facilities........................................................................................
4-18
Figure 5-1.
Fixed Route Bus Service......................................................................................................
5-2
Figure 5-2.
Access to Local and Commuter Transit................................................................................
5-5
Figure 5-3.
Access to Local Transit. .............. ........................................ ..........................
5-6
Vi
City of Edmonds
no=
Appendix A — Public Participation Materials
Appendix B — Traffic Calming Program
Appendix C — ADA Ramp Inventory and Upgrade Priority
Appendix D— Walkway Projects
l
A
Americans with Disabilities Act
ADT
Average Daily Traffic
T
Bus Rapid Transit
CAC
Citizens' Advisory Committee
CIP
Capital Improvement Program
CTR
Commute Trip Reduction
DART
Dial -A -Ride Transit
CDC
Edmonds Community Development Code
FHWA
Federal Highway Administration
IFTE
full time equivalent
GMA
Growth Management Act
LID
Local Improvement District
LOS
level of service
mph
miles per hour
PRSC
Puget Sound Regional Council
RID
Roadway Improvement District
SEPA
State Environmental Policy Act
Y1i
K9iieE¢leII' 200
Comprehensive Transportation Plan
SP Sidewalk Program
SIR State Route
STP
Surface Transportation Program
C
Technical Advisory Committee
T Z
transportation analysis zone
TBD
Transportation Benefit District
TO
Transportation Improvement Board
TDM
Transportation Demand Management
TIP
Transportation Improvement Program
TSM
Transportation System Management
LIAP
Urban Arterial Program
UCP
Urban Corridor Program
WAC
Washington Administrative Code
WSDOT
Washington State Department of Transportation
WSF
Washington State Ferries
WTP
Washington Transportation Plan
City or Edmonds
Glossary
Access The ability to enter a freeway or roadway via an on -ramp or other
entry point.
Americans with Disabilities Act A federal act that was passed in 1990 and amended in 2008. ADA
( A) requires jurisdictions to provide accessible sidewalks primarily
through the installation of ADA-compliant sidewalk ramps. The
design requirements address various areas of concern such as curb
alignment with crosswalks, narrower sidewalk width, obstacles such
as utility poles, placement of the sidewalk adjacent to the curb, or
the slope of the ramps. Deficiencies in any of these areas could
render a sidewalk or sidewalk ramp to be unsafe or inaccessible for
the handicapped, or those who generally have difficulty walking.
Arterial A major street that primarily serves through traffic, but also provides
access to abutting properties. Arterials are often divided into
principal and minor classifications depending on the number of
lanes, connections made, volume of traffic, nature of traffic, speeds,
interruptions (access functions), and length.
Average Daily Traffic ( T) The average number of vehicles that travel on a roadway on a
typical day.
Capacity The maximum sustained traffic flow of a transportation facility under
prevailing traffic and roadway conditions in a specified direction.
Capital Improvement Program A long-range plan established by a city or county that encompasses
(CIP) its vision and future needs for capital facilities, including fire, police,
utilities, and transportation. The CIP also establishes the
jurisdiction's project priorities and funding methods.
Commute trip reduction (CT) Efforts related to reducing the proportion of trips made in single -
occupancy vehicles during peak commuting hours. CTR efforts may
include carpooling, telecommuting, compressed work weeks, or
using alternative modes to get to work (e.g. walking or biking).
Washington State's CTR efforts are coordinated through WSDOT
and local governments in counties with the highest levels of
automobile -related air pollution and traffic congestion. Qualified
employers in these counties are required by law to develop a
commuter program designed to achieve reductions in vehicle trips.
Comprehensive Transportation Plan
concurrncy A requirement established by the Washington State Growth
Management Act that adequate infrastructure be planned and
financed to support a jurisdiction's adopted future land use plan. For
transportation, adequacy is measured by the impact on a
jurisdiction's roadway and/or intersection LOS. If an impact is
anticipated to cause the adopted LOS standard to be exceeded,
then the jurisdiction must have a strategy in place to increase
capacity or manage demand (or a financial plan to put that strategy
in place) within 6 years of the transportation impact.
Federal Highway Administration A major agency of the United States Department of Transportation
( A) responsible for ensuring that America's roads and highways
continue to be the safest and most technologically up-to-date.
Functional classification A roadway category that is based on the types of trips that occur on
the roadway, the roadway's basic purpose, and the level of traffic
that the roadway carries. The functional classification of a roadway
can range from a freeway to principal arterial to minor arterial to
collector to local access.
Growth anagerent Act ( ) Adopted by the Washington State Legislature in 1990, and
subsequently amended to require all cities and counties in the state
to do some long-range comprehensive planning. Requirements are
more extensive for the largest and fastest -growing counties and
cities in the state. Such comprehensive plans must address several
required topics, including but not limited to land use, transportation,
capital facilities, utilities, housing, etc. The GMA requirements also
include guaranteeing the consistency of transportation and capital
facilities plans with land use plans.
Highways of Statewide Highways identified by the Washington State Transportation
Significance Commission that provide significant statewide travel and economic
linkages.
Level of service (LOS) A measure of how well a roadway or local signalized intersection
operates. For roadways, LOS is a measure of traffic congestion
based on volume -to -capacity ratios. For local intersections, LOS is
based on how long it takes a typical vehicle to clear the intersection.
Other criteria also may be used to gauge the operating performance
of transit, non -motorized, and other transportation modes.
Local Improvement District (LID) Special assessment district in which infrastructure improvements,
such as water, sewer, stormwater, or transportation system
improvements, will benefit primarily the property owners in the
district.
X
City of Edmonds
Traffic calming The combination of physical measures and educational efforts to
alter driver behavior and improve conditions for non -motorized street
users. Physical measures may include bulb -out curb extensions,
chicanes, or traffic circles, among other things. Educational efforts
may include pavement markings or increased police enforcement.
Transportation Analysis Zone Areas with similar land use characteristics that are used in travel
( ) demand models to assess traffic conditions and operations.
Transportation Benefit District A geographic area designated by a jurisdiction that is a means to
( ) funding transportation improvement projects; funding sources can
include vehicle license fees, property taxes or sales taxes. The City
of Edmonds has already enacted a $20 vehicle license fee.
Transportation Demand A set of strategies intended to maximize the efficiency of the
Management (T ) transportation network by reducing demand on the system.
Examples of TDM strategies are encouraging commuting via bus,
rail, bicycle, or walking; managing the available parking supply; or
creating a compressed work week.
Transportation Improvement A long-range (6 years) plan established by a city or county that
Program (TIP) results from the Capital Improvement Program (CIP) process. The
TIP establishes the jurisdiction's transportation deficiencies, project
priorities, and possible funding methods.
Transportation System A coordinated approach to the construction, preservation,
Management ( ) maintenance, and operations of the transportation network with the
goal of maximizing efficiency, safety, and reliability. These activities
include making intersection and signal improvements, constructing
turn lanes, improving signage and pavement markings, and
collecting data to monitor system performance.
Travel Demand Forecasting Methods for estimating the desire for travel by potential users of the
transportation system, including the number of travelers, the time of
day, travel mode, and travel routes.
Washington Transportation Plan A long-range (20 years) statewide transportation plan adopted by
( TP) the Washington Transportation Commission. The WTP describes
existing transportation conditions in the state, and outlines future
transportation needs.
�r ``1111
The purpose of the Comprehensive Transportation Plan (Transportation Plan) is to guide the
development of multimodal surface transportation within the City of Edmonds (City) in a manner
consistent with the City's adopted transportation goals, objectives, and policies (presented in
Chapter 2). The Transportation Plan serves as the transportation element of the City of Edmonds
Comprehensive Plan (Comprehensive Plan). It identifies transportation infrastructure and services
needed to support projected land use within the city through the year 2025, in compliance with
the State of Washington Growth Management Act (GMA) [RCW 36.70A, 1990, as amended].
Based upon existing and projected future land use and travel patterns, the Transportation Plan
describes street, walkway, bikeway, and public transportation infrastructure and services, and
provides an assessment of existing and projected future transportation needs. It provides a long-
range Capital Improvement Program (CIP) that establishes transportation priorities, addresses
transportation deficiencies, and guides the development of the six -year Transportation
Improvement Program (TIP). The Transportation Plan identifies safety and mobility
improvements for streets, walkways, bikeways, neighborhood traffic control, and public
transportation, as well as preservation, maintenance; and provides implementation strategies that
include concurrency management and financing. The Transportation Plan establishes direction for
development of programs and facilities that address the transportation needs for the city through
the year 2025.
Based upon the directives of the City's adopted transportation goals and policies, and the
requirements of the GMA, the objectives of the Transportation Plan are as follows:
■ Address the total transportation needs of the city through 2025;
1.1
November 2009
ComprehensiveTransportation Pupa
■ Identify transportation improvements necessary to provide a system that will function safely
and efficiently through the year 2025;
■ Ensure consistency with the land use defined in the current adopted Comprehensive Plan;
■ Contribute to economic growth within the city through an efficient transportation system;
■ Provide cost-effective accessibility and mobility for people, goods, and services;
■ Provide travel alternatives that are safe and have convenient access to employment,
education, and recreational opportunities for urban and suburban residents in the area,
■ Identify funding needs for identified transportation improvements and the appropriate
contribution by the public and private sectors of the local economy;
■ Comply with the requirements of the GMA and State Environmental Policy Act (SEPA); and
■ Support improvements to major transportation routes outside the city that will reduce
through -traffic in the community.
This Transportation Plan integrates the analysis and results of numerous plans and prior reports
that have been completed for the City. Information was obtained from the following sources:
■ City of Edmonds Transportation Element. 2002. Previous transportation plan that established
citywide transportation goals and policies and infrastructure and service needs, which was
updated for this Plan.
■ City of Edmonds Comprehensive Plan. 2008. Current GMA plan that presents the City's
planned future land use through 2025, and plans and policies established by the City to
support that land use.
■ Snohomish County Buildable Lands Report. 2008. Identifies where capacity exists to
accommodate future planned land use within cities and unincorporated areas located within
Snohomish County, including the City of Edmonds.
■ City of Edmonds Community Development Code (ECDC). December 1980, as amended.
Codifies City zoning and other land use regulations.
■ SR 99 Traffic and Circulation Study. 2006. Assesses traffic conditions on State Route (SR)
99, and recommends safety and mobility improvements to be included in the City TIP.
■ City of Edmonds Walkway Comprehensive Plan. 2002. Evaluates existing sidewalks and
pedestrian facilities throughout the City and proposes comprehensive improvements to the
walkway system. The updated Walkway Plan is incorporated into Chapter 4 of this Plan.
City of Edmonds 1.2
Introduction
= City o[Edmonds Bikeway Plan. 200U.Evaluates existing bikeways
throughout the City, and proposes comprehensive improvements to the bikeway system. The
updated Bikeway Plan imincorporated into Chapter 4ufthis Plan.
• Olympic View Drive / 176th Street SW: Intersection Traffic Analysis. 2001. Evaluates traffic
flow operations and pedestrian safety and access for the intersection, and makes
recommendations for operational and safety improvements.
The Edmonds Comprehensive Plan and ECDCguides development and growth within the city.
Future transportation infrastructure and service needs identified in this Transportation Plan were
established by evaluating the level and pattern oftravel demand generated hyplanned future land
use. Future population and employment projections fbrthcrcgiooaruumtabliabcd6vthe9ugot
Sound Regional Council (pSTLC). Snohomish County works with local jurisdictions todetermine
the expected distribution of population and employment between cities and unincorporated
county. The transportation analysis presented in this Transportation Plan is based upon these
future population and employment projections. Tab|o |-| summarizes the existing and projected
future land use growth, based upon these assessments. Within the City, the allocation of future
housing and jobs growth was based upon the Coun1y`o '^hni|dub|e |undm" assessment (Snohomish
Conudy2008), which estimates uvujluhlc land capacity for future development, accordingto the
amount o[vacant and under -developed (based upon zoning) land.
Land Use Type
Unit
Existng(2O$8)
Analysis Year
2015
2025
Single Family
Dwelling Units
11.099
11.312
11.919
Multi -Family
Dwelling Units
6,400
7,059
8,668
Retail
Jobs
2.507
2.748
3.105
Finance, Insurance, Real Estate
Jobs
1.191
1.245
1.321
Services and Government
Jobs
0.244
8.675
7.290
Wholesale, Transportation, Utilities
Jobs
32
34
30
Manufacturing
Jobs
69
75
84
Construction
Jobs
49
51
57
Education
Students
5.755
0.159
0.733
Park
Acres
202
202
202
Marina
Slips
668
608
668
Park -and -Ride
Spaces
484
484
484
1-3 1 November 2009
ComprehensiveTransportation Pupa
Growth Management Act
Transportation planning at the state, county and local levels is governed by the GMA, which
contains requirements for the preparation of the transportation element of a Comprehensive Plan.
In addition to requiring consistency with the land use element, the GMA requires that the
following components be included in transportation elements:
■ Inventory of facilities by mode of transport;
■ Level of service assessment to aid in determining the existing and future operating conditions
of the facilities;
■ Proposed actions to bring these deficient facilities into compliance;
■ Traffic forecasts, based upon planned future land use;
■ Identification of infrastructure needs to meet current and future demands;
■ Funding analysis for needed improvements, as well as possible additional funding sources;
■ Identification of intergovernmental coordination efforts; and
■ Identification of demand management strategies as available.
[RCW 36.70A.070(6)]
In addition to these elements, GMA mandates that development cannot occur unless adequate
supporting infrastructure either already exists or is built concurrent with development (the
concurrency timeframe is defined as the 6-year period from the time the need for improvement is
triggered). In addition to capital facilities, infrastructure may include transit service,
Transportation Demand Management (TDM) strategies, or Transportation System Management
(TSM) strategies.
Under the GMA, local governments and agencies must annually prepare and adopt six -year TIPs.
These programs must be consistent with the transportation element of the local comprehensive
plan, and other state and regional plans and policies as outlined below.
Washington Transportation Plan
The Washington Transportation Plan (WTP) presents the State's strategy for developing budgets
and implementing improvements over a 20-year planning horizon. The current WTP was adopted
by the Transportation Commission in 2006 and covers the period 2007 to 2026. The WTP
contains an overview of the current conditions of the statewide transportation system, and an
assessment of the State's future transportation investment needs. The WTP policy framework sets
the course for meeting those future needs.
City of Edmonds ��
Introduction
The WTP Prioritized Investment Guidelines are:
1. Preservation
2. Safety
3. Economic Vitality
4. Mobility
5. Environmental Quality and Health
The PSRC is the Regional Transportation Planning Organization for the area that includes
Snohomish, King, Pierce, and Kitsap counties, and is responsible for overseeing six -year TIPs
within the region. The PSRC works with local jurisdictions to establish regional transportation
guidelines and principles, and certifies that the transportation -related provisions within local
jurisdictions' comprehensive plans are consistent with the Regional Transportation Plan and
conform to GMA requirements.
VISION 2040 is comprised of the following four parts, developed to help guide the region as it
experiences population and employment growth:
■ Part la Sustainable environment framework — Provides the context for planning,
development, and environmental management in the region. This framework describes the
role that the environment plays — along with the benefits, challenges, and opportunities it
provides — and how it affects prosperity and quality of life.
■ Part Ila Regional Growth Strategy — Identifies an approach to promote a focused regional
growth pattern. It builds on current growth management plans, and recommits the region to
directing future development into the urban growth areas, while focusing new housing and
jobs in cities and within a limited number of designated regional growth centers. Focusing
growth in urban areas helps to protect natural resources and sensitive environmental areas,
encourages a strong economy, provides more housing opportunities for all economic
segments of the population, improves regional jobs -housing balance, and minimizes rural
residential growth. The Regional Growth Strategy describes the roles of all communities in
implementing VISION 2040.
■ art III: Multicounty planning policies — Adopted under the GMA, the policies are
divided into six major sections: Environment, Development Patterns, Housing, Economy,
Transportation, and Public Services. The policies are designed to help achieve the Regional
Growth Strategy and address region -wide issues within a collaborative and equitable
framework. They provide guidance and direction to regional, county, and local governments
on such topics as setting priorities for transportation investment, stimulating economic
development, planning for open space, making city and town centers more hospitable for
1.y
evember 2009
ComprehensiveTransportation Pupa
transit and walking, and improving transportation safety and mobility. Multicounty planning
policies lay the foundation for securing the necessary funding for services and facilities, and
provide direction for more efficient use of public and private investments. Each policy
section contains actions that lay out steps the region will need to take to achieve VISION
2040.
■Part IV: Implementation — Describes several programs and processes, including a
monitoring program that includes tracking action on agreed -upon steps, measuring progress
over time, and determining whether the region is achieving desired results. This section
includes specific measures that relate to the multicounty planning policies.
The multicounty planning policies provide direction and guidance for maintenance, safety, clean
transportation, supporting the regional growth strategy, and optimizing travel options. Policies are
provided that relate to safety and security, reducing pollution and greenhouse gas emissions,
increasing energy efficiency and the use of alternative energy, developing roadways as "complete
streets" that accommodate different modes of travel, and advancing alternatives to driving alone.
(Puget Sound Regional Council 2008)
The City's next major update to the Comprehensive Plan (due in 2011).will need to demonstrate
how it is aligning with the VISION 2040 Regional Growth Strategy, including expanded
provisions for addressing health and the built environment, design, and environmental planning
(including climate change). The transportation element will be revisited at that time, to ensure
consistency with the City's update to its fixture land use plan and the VISION 2040 provisions.
However, the updates reflected in this Transportation Plan, particularly the increased emphasis on
non -motorized elements and alternative transportation modes, are consistent with the policy
direction that VISION 2040 provides.
The central Puget Sound region's current long-range plan, Destination 2030, addresses long-term
transportation strategies and investments in King, Pierce, Snohomish, and Kitsap Counties.
Adopted in 2001, Destination 2030 was developed to maintain and expand the regional vision of
a growth management strategy, supporting compact urban areas connected by a high capacity
transportation system. Destination 2030 focuses on preserving and managing the existing
transportation system and ensuring the development of a balanced multi -modal transportation
system that includes choices for private vehicles, public transit, ride sharing, walking and
bicycling, and freight modes. Destination 2030 coordinates the diverse ambitions of the region's
counties, cities, towns, and neighborhoods, and emphasizes the connection between land use and
transportation to reduce long-term infrastructure costs and provide better links between home,
work, and other activities. Destination 2030 meets requirements governing Regional
Transportation Plans in central Puget Sound.
Destination 2030 was updated in 2007, satisfying new requirements and preparing for more
extensive plan updates in 2010. The updates address emerging transportation trends and enhance
the safety, security and special needs transportation aspects of Destination 2030. The
City of Edmonds
�_s
Introduction
improvements also add provisions related to congestion management, commute trip reduction,
and environmental mitigation.
Transportation 2040
PSRC is updating the current regional transportation plan, Destination 2030. The new plan,
Transportation 2040, will extend the region's long-range transportation vision to the year 2040
and respond to the recently updated regional growth strategy, VISION 2040. The plan is expected
to be adopted in 2010. (Puget Sound Regional Council 2009)
Six alternatives —the baseline plus five action alternatives —have been created during the initial
planning process and each includes a funding strategy. The alternatives consider two related
approaches to transportation investment: improving efficiency and strategic expansion. Improving
efficiency means making better use of the system to move people and goods; and reducing the
demands on the system during peak hour travel. Efficiency also depends on better use of land to
reduce the need to drive and to increase bicycle and pedestrian options. The updated plan will
continue to meet federal and state transportation planning requirements. (Puget Sound Regional
Council 2009)
The Snohomish County Countywide Planning Policies are written policies used to establish a
countywide framework from which the county and cities' comprehensive plans are developed.
The Countywide Planning Policies were originally adopted in 1994 and were last amended in
2008. Future amendments will be in response to changes in the countywide growth strategy,
changes in the GMA, decisions of the Growth Management Hearings Board, and issues involving
local plan implementation.
Countywide Planning Policies include the following:
■ Policies to implement urban growth areas;
■ Policies for the promotion of contiguous and orderly development and provision of urban
services;
■ Policies for rural land use;
■ Policies for housing;
■ Policies for the siting of public capital facilities of a countywide or statewide nature;
■ Policies for economic development and employment;
■ Fiscal impact analysis;
■ Policies for transportation.
Transportation policies are intended to guide transportation planning by the county and cities
within Snohomish County and to provide the basis for regional coordination with WSDOT and
1.7 1 November 2009
ComprehensiveTransportation Pupa
transportation operating agencies. The policies ensure that the countywide transportation systems
are adequate to serve the level of land development that is allowed and forecasted.
•MY ff-I ' . ,
The most current update of the City's Comprehensive Plan was adopted in December 2008. The
Comprehensive Plan has the following purposes:
■ To serve as the basis for municipal policy on development and to provide guiding principles
and objectives for the development of regulations.
■ To promote the public health, safety, order, convenience, prosperity and the general welfare
and values of the community.
■ To anticipate and influence the orderly and coordinated development of land and building use
of the city and its environs, and conserve and restore natural beauty and other natural
resources.
■ To encourage coordinated development and discourage piecemeal, spot or strip zoning and
inharmonious subdividing.
■ To facilitate adequate provisions for public services such as transportation, police and fire
protection, water supply, sewage treatment, and parks.
(City of Edmonds 2008)
The Comprehensive Plan serves as the City's primary growth management tool. A community
such as Edmonds, with attractive natural features, a pleasant residential atmosphere and proximity
to a large urban center, is subject to constant growth pressures. Growth management is intended
to provide a long-range strategy guiding how the City will develop and how services will be
provided.
GMA requires that jurisdictions plan to accommodate housing and employment forecasts for the
next 20 years within Urban Growth Areas. The City of Edmonds' share of regional growth by the
year 2025 is 5,420 additional residents (approximately 3,079 residential units) compared to 2000.
By 2025, total population is expected to reach 44,880 residents.
An extensive public process was conducted for the 2004 comprehensive plan update. It included
numerous public workshops, open houses, and televised work sessions both at the Planning Board
and City Council. Three public hearings were held at the Planning Board and two public hearings
were held at the City Council.
The Comprehensive Transportation Plan serves as the transportation element of the City's
Comprehensive Plan. As discussed in the VISION 2040 discussion above, the City's next major
update to the Comprehensive Plan is due in 2011, and will demonstrate alignment with the
VISION 2040 Regional Growth Strategy, including expanded provisions for addressing health
and the built environment, design, environmental planning and climate change.
City of Edmonds1.8
Introduction
The Comprehensive Transportation Plan has included a significant amount of community
involvement at all stages of the planning and development process, starting with the original Plan
development in 1995, and continuing in the major Plan updates that have been completed in 2002
and 2009.
ta •' . T► , M
When the Transportation Element was initially created in 1995, citizens were encouraged to
participate through completion of questionnaires and involvement in public open houses. In
addition, a six -member Citizen Advisory Committee was established to oversee all aspects of the
plan as it was developed.
The project was launched with a brochure mailed to each of the approximately 14,000 residences
and businesses in the city. The brochure explained the purpose of the Transportation Plan, the
planning process, the components of the plan, and public participation opportunities. The
brochure also contained a mail -back questionnaire through which respondents could identify
problems with congestion, speeding and safety, as well as any other traffic problems that they
perceived. Approximately 150 citizens provided input by returning the questionnaires.
For the 2002 update of the Transportation Plan, the City implemented a community involvement
strategy that included public open houses and the participation of the Technical Advisory
Committee (TAC) and Citizens' Advisory Committee (CAC).
Two public open houses provided a forum for the citizens to identify high priority transportation
issues, and to review and provide comments on various components of the proposed
Transportation Plan. Participants in the open houses provided suggestions for improving roadway
infrastructure (i.e. signals, pavement marking, roadway width), transit, and pedestrian access; and
identified issues related to roadway connectivity, speeding and cut -through traffic (with support
for traffic calming), and access issues for disabled citizens.
Two advisory committees, the TAC and CAC, were fanned to oversee the 2002 Transportation.
Element Update. The TAC was made up in part by representatives from various City
departments, including Engineering, Planning, Public Works, Parks, Fire, Police, and the School
Districts. In addition, the TAC membership included representatives from WSDOT, Snohomish
County, Washington State Ferries, Community Transit, Sound Transit, and the neighboring City
of Lynnwood. Membership in the CAC included representatives from Bicycle Facilities, Parking,
Development, as well as a wide variety of neighborhoods and corridors throughout the city.
�•s
C w,rxaW,100
ComprehensiveTransportation Pupa
In addition to the jurisdictions represented on the TAC, the following agencies reviewed the
Transportation Plan: the City of Mountlake Terrace, the City of Shoreline, the Town of
Woodway, and PSRC.
Feedback obtained from open houses, citizen committee involvement, and intergovernmental
coordination was very useful to the initial development and subsequent revision of the
Transportation Plan, greatly enhancing its effectiveness. These efforts led to more realistic
assessments of existing conditions and impacts of forecasted growth, as well as the identification
of appropriate measures to address both current and future conditions.
Three public open houses were held at Edmonds City Hall to inform the community about the
Comprehensive Transportation Plan and gather comments on transportation improvement
priorities.
The first open house was held on June 19, 2008. The purpose of this meeting was to introduce the
project to citizens, share the existing transportation inventories and existing conditions analyses
that had been completed, and gather input from participants on the transportation issues they felt
are most important. The second meeting was held on March 5, 2009. The purpose of this meeting
was to share the results of future conditions analyses, present the preliminary list of
recommended transportation projects, present that preliminary cost and revenue projections, and
solicit citizen input on project funding priorities. The third meeting was held on June 30, 2009.
The purpose of this meeting was to share the recommended transportation projects, which had
been refined to incorporate the feedback gathered on the preliminary list, and also to discuss the
financial outlook for transportation capital projects and solicit citizen input on potential funding
strategies. Each meeting began with a presentation by project staff, providing an overview of
project objectives, and specifics such as the existing conditions assessment, potential
transportation improvement projects, anticipated costs and available revenues, and potential
funding opportunities. Following each presentation, participants were invited to view display
boards and fact sheets, talk with project staff, and submit comment cards. Citizen comments
helped guide the city staff in identifying project priorities and viable funding sources, and finalize
the recommended Transportation Plan.
The public open houses were publicized through notice in the City newsletter, City website,
advertisement on the local government channel, and meeting notification in the local newspaper.
Public participation materials used for this update process are included in Appendix A.
City of Edmonds 1A10
Introduction
The City of Edmonds Citizen Advisory Transportation Committee is comprised of eight citizens
who meet monthly with City engineering staff. The purpose of the Committee is to:
■ Monitor and make recommendations relating to motorized and non -motorized transportation
issues, systems, and funding;
■ Contribute input to updates of the City Comprehensive Transportation Plan and monitor the
City's efforts to implement the improvements detailed in the Plan; and
■ Enhance communication with the public with regard to transportation needs.
The Transportation Committee provided transportation recommendations for updates reflected in
this Transportation Plan. City staff worked with Transportation Committee members throughout
the Plan development to update the City's transportation goals and policies, discuss Plan
elements, and determine how best to produce a balanced multimodal plan.
The Edmonds Walkway Committee is comprised of 1.2 citizen volunteers, who walk frequently
and live throughout the city. Their role is to evaluate criteria such as safety and access to schools
and parks; prioritize proposed sidewalk project based on the criteria•, and to provide feedback and
recommendations related to the City Comprehensive Walkway Plan. The Walkway Committee
met monthly from March 2008 through September 2008 and provided walkway recommendations
presented in Chapter 4 of this Transportation Plan.
The long-standing group meets monthly to discuss bicycle transportation issues. Membership
includes over 50 residents, with about 10 members who regularly attend monthly group meetings.
Members represent Edmonds and Woodway, and are interested in improving citywide bicycle
infrastructure and conditions for bicycle travel. The Bike Group helped establish three bicycle
loop trails as well as a bike map indicating existing local bicycle lanes and where lanes should be
added as part of future roadway improvement projects. The Bike Group's recommendations are
also presented in Chapter 4 of this Transportation Plan.
107,
, I " •
The following agencies reviewed this Comprehensive Transportation Plan: WSDOT, PSRC,
Community Transit, Snohomish County, the City of Mountlake Terrace, the City of Shoreline,
and the Town of Woodway.
ComprehensiveTransportation Pupa
Overview of the Transportation Plan Elements
This Comprehensive Transportation Plan includes the following elements:
■ Chapter 0 Goals, Objectives, and Policies — Presents the transportation goals,
objectives, and policies that guide the assessments of existing and future conditions, and the
development of the Recommended Transportation Plan.
■ Chapter 3: Street System — Provides an inventory of existing streets, existing and
projected future traffic volumes, assessment of existing and projected future roadway
operations, safety assessment, standards for different street types, and recommended
improvements to address safety and mobility needs.
■ Chapter 4e Non -Motorized System — Provides an inventory of existing walkways and
bikeways, assessment of needs, strategy for compliance with the Americans with Disabilities
Act (ADA), and recommended improvements to address pedestrian and bicycle mobility and
safety.
■ Chapter 5: Transit and Transportation Demand Management — Provides an inventory
of existing transit facilities and service, including buses, rail and ferries; and presents
strategies to support transit and commute trip reduction.
■ Chapter 6: Implementation and Financial Plan — Provides a summary of the projects,
project prioritization, total costs, and financial strategies and projected revenue for
recommended improvements through 2025.
City of Edmonds 1-12
�r `'' i' ` ` ♦ `
Assessments of existing and future conditions, as well as development of the Transportation Plan,
are guided by transportation goals, objectives, and policies developed by the City. A major update
of the goals, objectives, and policies took place as part of the 2002 update of the Transportation
Element, under the direction of the Citizen Advisory and Technical Advisory Committees. The
goals, objectives, and policies were further refined as part of the 2009 Transportation Plan, under
the direction of the Citizen Advisory Transportation Committee.
Goals, objectives and policies are defined under the following major categories:
■ State and Regional Context
■ Streets and Highways
■ Pedestrian and Bicycle Transportation
■ Public Transportation
■ Streetscape
■ Capital Facilities
■ Traffic Calming
■ Air Quality and Climate Change
Under each category, the following information is provided:
A. General consists of a general discussion of the context, issues and priorities behind the
development of the goals, objectives and policies for that category.
B. GoalS are generalized statements which broadly relate the physical environment to values,
but for which no test for fulfillment can be readily applied.
C. ObjectiveS are specific measurable statements related to the attainment of goals.
a•D
ComprehensiveTransportation Pupa
D. Under each objective, PolicieS are listed that provide specific direction for meeting the
objectives.
The transportation element of the Comprehensive Plan is guided by the following transportation
goals and policies, initially developed for the 1995 Transportation Element and updated in 2002
and 2009. Inevitably, conflict will occasionally arise between a transportation policy and real -
world constraints and opportunities, or even between two policies. After the specifics of the
situation and the purpose of the policies are fully understood, the conflict will be resolved using
the best judgment of the City Council, as advised by City staff and the Citizen Advisory
Transportation Committee.
The following sub -sections define each of the Transportation Policies to guide the development
of transportation in the city, within the broader framework of the Goals and Objectives.
A. General: The combination of an increasing population, demand for transportation, and ever
tightening limits on funding has led to a need to plan for future transportation systems that are
more efficient movers of people and goods. Public transportation is expected to play an
increasing role in the transportation system, and state and regional priorities are being shifted
to encourage this goal. For this strategy to work, however, it also requires a commitment to
maintaining existing transportation networks and investments, and to providing connections
between different modes of travel.
B. State Goal: Encourage efficient multi -modal transportation systems that are based on
regional priorities and coordinated with county and city comprehensive plans.
Regional Goal: Strategically invest in a variety of mobility options and demand
management to support the regional system of activity centers.
A. General. The street system in Edmonds is established on the Official Street Map and Arterial
System Map. New right-of-way additions occur primarily in subdivisions. Within the city,
three state highways, rail, and ferry facilities serve regional travel.
A significant challenge facing the City is to bring substandard streets to City standards by
providing such facilities as underground utilities, sidewalks, bikeways and landscaping. Key
intersections that are operating at or beyond capacity must be improved.
Feedback from citizens who participated in public meetings has clearly indicated concern
about the types of potential transportation improvements, and the impact of improvements on
existing neighborhoods. By placing an emphasis on providing facilities for bicycles,
pedestrians, and buses, streetscapes can become a friendlier environment for all users.
City of Edmonds2.2
Goals, Objectives, and Policies
Speed and noise can be problems where arterial streets adjoin residential neighborhoods.
Land use changes frequently occur where major arterial streets are improved.
B. Goal I: Develop transportation systems that complement the land use, parks, cultural, and
sustainability elements of the Comprehensive Plan.
o{ {{: Provide transportation services that enhance the safety of the community, maximize
the use of the existing street system, and maintain the unique character of the city and its
neighborhoods.
Goal {{L° Implement transportation improvements in a way that minimizes adverse impacts on
the natural environment, air quality, climate change, and energy consumption.
Goal {V: Develop transportation improvements that support commuting in a way that
discourages the use of local streets.
Goal V: Prioritize and finance transportation improvements for the greatest public benefit,
emphasizing transit, demand management, and maintenance of current facilities.
Goal L Take a leadership role in coordinating the transportation actions of both local and
non -local agencies. Seek to promote creative, coordinated solutions that do the following:
■ Meet transportation service needs;
■ Link local transportation networks with regional, state and national transportation
systems;
■ Increase use of public transit and non -motorized transportation;
■ Reduce congestion;
■ Reduce energy consumption;
■ Provide solutions consistent with the City's land use and cultural goals, and
sustainability initiatives.
C. Objective 1: Community Standards. The goals of the Comprehensive Plan, the needs and
desires of its citizens, the integrity of its neighborhoods, shopping areas, parks, recreation
facilities, schools and other public facilities are the criteria for measuring the effectiveness
and success of transportation programs and improvements.
Policy 1.1 Locate and design streets and highways to meet the demands of both
existing and projected land uses as provided for in the Comprehensive
Plan.
Policy 1.2 Locate and design street and highway improvements to respect the
residential character of the community and its quality living
environment.
Policy 1.3 Minimize the adverse impact of street and highway improvements on the
natural environment.
2.3
ComprehensiveTransportation Pupa
Policy 1.4 Design streets to minimize environmental impacts on established
neighborhoods.
Policy 1.5 Develop roadway design standards with sufficient flexibility to reflect
the differences in character and function of different roadways.
Objective 2m Conservation. Streets, sidewalks and bikeways should be located, designed
and improved in a manner that will conserve land, materials and energy. New streets must
meet minimum City standards and code requirements. Streets and highways should be
integrated into the total transportation system to facilitate the development of public
transportation and increase mobility while reducing travel time and costs of construction and
maintenance, in accordance with the following policies:
Policy 2.1 Design streets with the minimum pavement areas needed, to reduce
impervious surfaces.
Policy 2.2 Include pedestrian and bicycle elements in roadway improvements to
encourage energy conservation.
Policy 2.3 Utilize innovative materials where feasible to reduce impervious
surfaces.
Policy 2.4 Design arterial and collector streets as complete streets that serve
automobile, transit, pedestrian and bicycle travel.
Objective e Design Standards. Design requirements for streets and alleys should be
related to needs and desires of the local community within reasonable guidelines for safety,
function, aesthetic appearance and cost. Each new street improvement should be scaled to the
density, land use, and overall function that the roadway is designed to serve, in accordance
with the following policies:
Policy 3.1 Design local residential streets to prevent or discourage use as shortcuts
for vehicle through -traffic. Coordinate local traffic control measures with
the affected neighborhood.
Policy 3.2 Periodically review functional classifications of city streets, and adjust
the classifications when appropriate.
Policy 3.3 Provide on -street parking as a secondary street function, only in
specifically designated areas such as in the downtown business district
and in residential areas where onsite parking is limited. Streets should
not be designed to provide on -street parking as a primary function,
particularly in areas with frequent transit service
Policy 3.4 Encourage parking on one side rather than both sides of streets with
narrow rights -of -way.
City of Edmonds2.4
Goals, Objectives, and Policies
Policy 3.5 Design streets to accommodate vehicles that use the street most
frequently; rather than large vehicles that may use the street only
occasionally.
Policy 3.6 Relate required street widths to the function and operating standards for
the street.
Policy 3.7 Include analyses of geological, topographical, and hydrological
conditions in street design.
Policy 3.8 Encourage landscaping on residential streets to preserve existing trees
and vegetation, increase open spaces, and decrease impervious surfaces.
Landscaping may be utilized to provide visual and physical barriers but
should be carefully designed not to interfere with motorists' sight
distance and traffic, pedestrian, bicycle, and wheel chair safety.
Landscaping improvements should take maintenance requirements into
consideration.
Policy 3.9 Encourage underground placements of utilities at the time of extensive
street improvement.
Policy 3.1.0 Encourage placement of underground conduit for future installation of
fiber optic cable at the time of extensive street improvement.
Policy 3.11 Design street improvements so as not to impair the safe and efficient
movement of pedestrians and bicycle traffic.
Policy 3.1.2 Restrict access between non -arterial streets and the SR 99 commercial
corridor to the extent necessary to prevent nonresidential traffic from
entering residential areas, and to maintain efficient traffic flow and
turning movements on SR 99.
Policy 3.13 Design street improvements to encourage downtown traffic circulation to
flow in and around commercial blocks, promoting customer convenience
and reducing congestion. Separate through -traffic from local traffic
circulation to encourage and support customer access.
Policy 3.1.4 Carefully review parking requirements for downtown development
proposals; to promote the development while still ensuring adequate
balance between parking supply and demand.
Policy 3.15 Provide access between private property and the public street system that
is safe and convenient, and incorporates the following considerations:
a. Limit and provide access to the street network in a manner consistent
with the function and purpose of each roadway. Encourage the
preparation of comprehensive access plans and consolidation of
access points in commercial and residential areas through shared
driveways and local access streets.
a•s
November 2009
ComprehensiveTransportation Pupa
b. Require new development to consolidate and minimize access points
along all state highways, principal arterials, and minor arterials.
Place a high priority on consolidating existing access points onto all
arterial streets in the city. This effort should be coordinated with
local business and property owners in conjunction with
improvements to the arterial system and redevelopment of adjacent
land parcels.
d. Design the street system so that the majority of direct residential
access is provided via local streets.
e. For access onto state highways, implement Chapter 468-52 of the
Washington Administrative Code (WAC), Highway Access
Management -- Access Control Classification System and Standards.
Policy 3.16 Encourage underground parking as part of new development.
Objective 4e Circulation. Circulation and connectivity throughout the city should be
provided via the system of arterial and collector streets, bikeways and pedestrian paths. Local
streets should be utilized for local property access and designed in a manner to discourage
cut -through vehicular traffic.
Policy 4.1 Encourage the efficient movement of people and goods through an
effective and inter -connected collector and arterial street system.
Policy 4.2 The use of dead end streets and culs-de-sac should be avoided. When
unavoidable, the length of a dead end street, including cul-de-sac, should
be limited to 600 feet, with a minimum 35-foot radius to back of curb on
the cul-de-sac.
Policy 4.3 Complete the arterial sidewalk system according to the following priority
list:
a. Arterial roadways without sidewalks or shoulders on which transit
service is provided;
b. Arterial roadways without sidewalks or shoulders on which transit
service is not provided;
c. Arterial roadways with shoulders too narrow or in or poor walking
condition for pedestrians;
d. Arterial roadways with adequate shoulders for pedestrians but
without sidewalks; and
e. The remainder of the arterial roadway system (e.g. roads with
sidewalks along one side, or roads with sidewalks in disrepair).
Policy 4.4 Design streets to accommodate emergency service vehicles.
City of Edmonds nds 2.6
Goals, Objectives, and Policies
Policy 4.5 Coordinate traffic signals located within 1/2 mile of each other to decrease
delay and improve operations.
Objective 5: New Development. Improve traffic safety and reduce congestion through
appropriate street design and site layout during the development process.
Policy 5.1 Require new development to dedicate adequate street rights -of -way for
public streets as specified by City Standards.
Policy 5.2 Use public rights -of -way only for public purposes. The private use of a
public right-of-way is prohibited unless expressly granted by the City.
Policy 5.3 Acquire easements and/or development rights in lieu of rights -of -way for
installation of some smaller facilities such as sidewalks and bikeways.
Policy 5.4 Convert private streets to public streets only when:
a. The City Council has determined that a public benefit would result.
b. The street has been improved to the appropriate City public street
standard.
c. The City Engineer has determined that conversion will have minimal
effect on the City's street maintenance budget.
d. In the case that the conversion is initiated by the owner(s) of the
road, that the owner(s) finance the survey and legal work required
for the conversion.
A. General. Walking and bicycling are beneficial forms of recreation, transportation, and a
means of maintaining physical fitness, in addition to an excellent means of exploring the
community. Carefully targeted investments in the city's non -motorized network have the
potential to provide an enhanced level of accessibility and mobility to residents at a relatively
low cost. With geographically strategic investments in facilities such as sidewalks,
crosswalks, bicycle paths and bicycle lanes, many short trips that are currently taken by car
could be shifted to walking or bicycling trips.
Recreational walkways are discussed in the City of Edmonds Comprehensive Walkway Plan
(summarized in Chapter 4 of this Transportation Plan) and incorporate existing sidewalks and
natural trails. Sidewalks exist on many major streets but some improvements are needed as
well as addition of these facilities on several important routes.
Although bicycling has rapidly expanded as a recreational activity in the community, it is also
an important means of transportation. For many people, it provides the only available form of
local transportation. The Bikeway Comprehensive Plan (summarized in Chapter 4 of this
Transportation Plan) provides guidance and prioritizes bicycle improvements throughout the
city.
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Planning for and implementing a connected system of walkways and bikeways is a way to
promote community health, as recognized in the "Community Sustainability Element" of the
Comprehensive Plan currently being developed by the City.
B. Goal lla Improve non -motorized transportation facilities and services.
C. Objective 6: Sidewalks. Provide safe, efficient and attractive pedestrian facilities as an
essential element of the city circulation and recreation system. Safe walkways must be an
integral part of the City's street and recreation plans to encourage and promote walking for
both transportation and recreational purposes.
Policy 6.1 Construct pedestrian facilities on all streets and highways,
interconnecting with other modes of transportation.
Policy 6.2 Design sidewalks for use by people at all mobility levels. Sidewalks and
curb cuts should meet the requirements of the ADA.
Policy 6.3 Construct sidewalks with durable materials.
Policy 6.4 Construct sidewalks in an ecologically friendly manner, encouraging the
use of pervious paving materials where feasible.
Policy 6.5 Locate sidewalk amenities, including but not limited to poles, benches,
planters, trashcans, bike racks, and awnings, so as to not obstruct non -
motorized traffic or transit access.
Policy 6.6 Place highest priority on provision of lighting on sidewalks and
crosswalks that regularly carry non -motorized traffic at night.
Policy 6.7 Locate sidewalks to facilitate community access to parks, schools,
neighborhoods, and shopping centers.
Policy 6.8 Locate sidewalks along transit routes to provide easy access to transit
stops.
Policy 6.9 Implement a curb ramp retrofit program to upgrade existing sub -standard
pedestrian ramps and curb cuts to meet the requirements of the ADA.
Policy 6.10 Maintain existing public sidewalks.
Policy 6.11 Place highest priority on pedestrian safety in areas frequented by
children, such as near schools, parks, and playgrounds. Provide
walkways in these areas at every opportunity.
Policy 6.12 Periodically review and update walkway construction priorities in the
Transportation Plan.
Policy 6.13 Design pedestrian improvements to include curbs, gutters and sidewalks,
in accordance with the Edmonds Streetscape Plan (City of Edmonds
2006), including the Street Tree Plan. Provide tree grates between the
curb and sidewalk, where appropriate, with adequate levels of
City of Edmonds nds 2.8
Goals, Objectives, and Policies
illumination and low water requirements. The landscape buffers must not
obstruct minimum sight distances.
Policy 6.14 Require sidewalk construction along street frontages to complete missing
links, increase pedestrian safety, and provide linkages to key
destinations, as a condition of development approval in accordance with
ECDC 18.90 and Transportation Policies 7.1 through 7.4.
Policy 6.15 Conduct pedestrian safety studies at locations where regular pedestrian
crossings are observed along unstriped stretches of road. Install
crosswalks at locations where the study indicates they are warranted, and
where a minimum sight distance between pedestrians and drivers are
met.
Policy 6.16 Encourage the use of innovative crosswalk treatments, such as pedestrian
actuated flashing signals or pedestrian crossing flags.
Policy 6.17 Encourage collaboration between the Engineering and Parks departments
to develop a network of walkways throughout the city. This network
could include but not be limited to signed loop trails in neighborhoods,
park -to -park walkways, and theme -related walks.
Policy 6.18 Encourage separation of walkways from bikeways, where feasible.
Policy 6.19 Provide a complete sidewalk network in commercial areas, especially
downtown, as an element of public open space that supports pedestrian
and commercial activity.
Objective 7e Sidewalk Construction Policy. Require sidewalks to be constructed as a
condition of development, for those projects that increase the number of residential units, or
include commercial development or other uses that generate pedestrian activity.
Policy 7.1 The City Engineer will determine whether sidewalks are required as a
condition of approval for development projects. If they are required, the
developer shall construct sidewalks along the street(s) fronted by the
project, including new streets constructed as part of the development. If
one or a combination of the following criteria is applicable to a project,
sidewalks will be required as a condition of approval:
a. Sidewalks are required by ECDC 18.90.030;
b. Any sidewalks presently exist within 1,000 feet of the proposed
development project on the street(s) on which the project fronts;
c. The current Walkway Plan (chapter 4) indicates sidewalks/walkways
are proposed at the project location (see Figure 4.3);
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d. The current Bikeway Plan (chapter 4) indicates a designated or
proposed designated bikeway at the project location (see Figure 4-6);
and/or
e. The project is located within 1,000 feet and on a street leading to
facilities such as parks, schools, churches, shopping/commercial
establishments, etc., that generate pedestrian traffic.
Policy 7.2 Require sidewalks on both sides of the street inside the designated
Downtown Sidewalk Area (see Figure 3-9).
Policy 7.3 Sidewalks will not be required as a condition of approval if:
a. The City Engineer makes an affirmative determination that none of
the above criteria apply to the project, and that sidewalks are not
necessary and will not be necessary for the foreseeable future; and/or
b. The City Engineer, with the approval of the Planning Manager,
determines that, in accordance with ECDC 18.90.030.13, special
circumstances exist related to topography, insufficient right-of-way,
or other factors making construction of sidewalks economically
unfeasible or physically impossible.
Policy 7.4 When the City Engineer determines that sidewalks are required as a
condition of approval, payment -in -lieu of construction will be allowed
only if:
a. The City's six -year Capital Improvement Program (CIP) includes a
specifically identified City project for sidewalks at the location of the
development project, and
b. The City Engineer determines that it will be in the best interest of the
City to construct sidewalks at the development project location as
part of and concurrently with the City's identified capital project.
Objective a Bicycle Facilities. Provide safe and efficient bicycle facilities as an essential
element of the city circulation and recreation system. Safe bicycle facilities must be an
integral part of the City's street and recreation plans to encourage and promote bicycling for
both transportation and recreational purposes.
Policy 8.1 Seek opportunities to improve safety for those who bicycle in the city.
Policy 8.2 Place highest priority for improvements to bicycle facilities near schools,
commercial districts, and transit facilities.
Policy 8.3 Provide connections to bicycle facilities in adjacent jurisdictions.
Policy 8.4 Provide bicycle lanes on arterial streets, where feasible, to encourage the
use of bicycles for transportation and recreation purposes.
Policy 8.5 Identify bicycle routes through signage.
City of Edmonds 2-10
Goals, Objectives, and Policies
Policy 8.6 Provide bicycle racks or bicycle lockers in commercial, school, multi-
family residences, and recreational areas.
Policy 8.7 Ensure that existing public bicycle facilities are maintained, and
upgraded when feasible.
A. General. The City is well served by public transportation providers including Community
Transit, Sound Transit, Amtrak, Washington State Ferries and the Edmonds School District.
Transportation options include bus, van, ferry, and rail.
Public transportation provides a range of benefits for our community:
■ Primary mobility for those who cannot drive, including many of our youth, seniors,
and citizens with disabilities.
■ Mobility options for people who choose not to drive — either to avoid congestion,
save money, or support the environment.
■ Preserves the quality of our environment by conserving energy, supporting better air
quality, and reducing congestion on our roadways.
Community Transit is the primary public transit provider in Edmonds, offering local and
commuter bus services, specialized door-to-door transportation for persons with disabilities,
commuter vanpools, carpool matching, park -and -ride lots, transportation consulting for
employers, training programs for youth, seniors and persons with disabilities, and overall
customer assistance. Sound Transit (Commuter Rail Station) provides rail and bus service
between Everett, Seattle, and Tacoma. King County Metro does not provide local service
within the city, but connections are available between. Community Transit and Metro routes
at the Aurora Village Transit Center.
Additionally, the Washington State Ferry system provides ferry service between Edmonds
and the City of Kingston on the Olympic Peninsula; and Amtrak provides intercity rail
service. The Edmonds School District provides bus service to schools. Additionally, some
school bus service is provided by Community Transit.
The location of the city along Puget Sound with the convergence of the state ferry terminal,
passenger rail service, a highway of statewide significance SR 104, bus service, and a
pedestrian and bicycle network, offers unique opportunities for coordinated service as the hub
of a public transportation network. The potential for multi -modal transportation facilities
should continue to be examined and evaluated.
B. Goal Mlle The public transportation system should provide alternatives for transportation
that enable all persons to have reasonable access to locations of employment, health care,
education, and community business and recreational facilities.
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Goal IX: Enhance the movement of people, services and goods. Transportation system
improvements should encourage the use of travel alternatives to the single occupancy vehicle.
C. Objective 9: Operations. Enhance public transit options and operations to provide
alternatives to the automobile and as a means of reducing air pollution, conserving energy,
and relieving traffic congestion in accordance with the following policies:
Policy 9.1 Work with transit providers to ensure that transit service within the city
is:
a. Convenient and flexible to meet community needs;
b. Dependable, affordable, and maintains regular schedules;
c. Provides adequate service during evening hours, weekends, and
holidays; and
d. Comfortable and safe for all users.
Policy 9.2 Work with transit providers to ensure that public transit is accessible
within reasonable distance of any address in the system area. A desirable
maximum distance is 0.25 mile.
Policy 9.3 Work with transit providers to serve designated activity centers with
appropriate levels of transit service. Transit stops should be properly
located throughout the activity center, and designed to serve local
commuting and activity patterns, and significant concentrations of
employment.
Policy 9.4 Design new development and redevelopment in activity centers to
provide pedestrian access to transit.
Policy 9.5 Works with transit providers to coordinate public transit with school
district transportation systems to provide transportation for school
children.
Policy 9.6 Integrate existing ferry terminal, urban design and feasibility studies into
the City planning process for the planned relocation of the ferry dock to
serve future transportation needs while maintaining the community's
character.
Policy 9.7 Coordinate and link ferry, rail, bus, auto, and non -motorized travel to
form a multi -modal system providing access to regional transportation
systems while ensuring the quality, safety, and integrity of local
commercial districts and residential neighborhoods.
Policy 9.8 Develop a multi -modal transportation center along the
downtown/waterfront of the city that is the focal point for increasing the
capacity, interconnectivity, and efficiency of moving people and goods
along state and interstate highway routes, intercity passenger and
City of Edmonds 2-12
Goals, Objectives, and Policies
commuter railroad systems, public transit system, and local and regional.
bikeways and bike routes.
Policy 9.9 Locate and design a multi -modal transportation center and terminal to
serve the city's needs with the following elements:
■ A ferry terminal that meets the operational requirements to
accommodate forecast ridership demand and that provides proper
separation of automobile, bicycle and walk-on passenger loading;
■ A train station that meets intercity passenger service and commuter
rail loading requirements, and provides the requisite amenities such
as waiting areas, storage and bicycle lockers;
■ A transit center that meets the local and regional transit system
requirements;
■ A linkage between stations/terminals that meets the operational and
safety requirements of each mode, including a link between the
multi -modal station terminal to the business/commerce center in
downtown Edmonds;
■ Safety features that include better separation between train traffic
and other modes of travel, particularly vehicle and passenger ferry
traffic as well as the general public; and
■ Overall facility design that minimizes the impact to the natural
environment, in particular the adjacent marshes.
Policy 9.10 Encourage joint public/private efforts to participate in transportation
demand management and traffic reduction strategies.
Policy 9.11 Work with other government agencies that cause additional
transportation impacts or costs to the City, so that the agencies mitigate
the impacts and/or defray the costs.
Policy 9.12 Explore future funding for a city -based circulator bus that provides local
shuttle service between neighborhoods (Firdale Village, Perrinville, Five
Corners, Westgate) and downtown.
Objective 1 o Coordination. Coordinate with neighboring jurisdictions, state and regional
transportation agencies, Community Transit, Washington State Department of Transportation
(WSDOT), Washington State Ferries, and Amtrak in the development and location of
transportation facilities.
Policy 10.1 Participate in local and regional forums to coordinate strategies and
programs that further the goals of the Comprehensive Plan.
Policy 10.2 Work with neighboring jurisdictions and regional and state agencies to
coordinate transportation system improvements and assure that funding
requirements are met.
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Policy 10.3 Encourage public transportation providers within the city to coordinate
services to ensure the most effective transportation system possible.
Policy 10.4 Coordinate with neighboring jurisdictions and regional and state agencies
to encourage their support of the City's policies and planning processes.
Policy 10.5 Participate on the boards of Community Transit and other public transit
providers, and regularly share citizen and business comments regarding
transit services to the appropriate provider.
Objective 11 m Access. Provide safe and convenient pedestrian access to bus stops, and
inter -modal transfer locations, the rail station, and the ferry terminal.
Policy 11.1 Place priority on coordinating bus routes and bus stop sites in City plans
for street lighting improvements.
Policy 11.2 Place priority on corridors served by transit for sidewalk improvements,
especially in locations that connect neighborhoods, parks, schools and
businesses to bus stops. Sidewalks should also be a priority on
connecting roads within 0.25 mile of a transit corridor.
Policy 11.3 Include boarding pads at bus stop sites as part of sidewalk construction
projects, to allow for shelters.
Policy 11.4 Work with Community Transit to provide additional passenger shelters
and benches at bus stops sites within Edmonds.
Objective 12: Roadway infrastructure. Provide a roadway network that supports the
provision of public transportation within the city.
Policy 12.1 Design Arterial and Collector roadways to accommodate buses and other
modes of public transportation (including the use of high occupancy
vehicle priority treatments, transit signal priority, queue bypass lanes,
boarding pads and shelter pads, and transit -only lanes where
appropriate).
Policy 12.2 Coordinate with local public transit agencies and private transit providers
regarding road closures or other events that may disrupt normal transit
operations in order to minimize impacts to transit customers.
WINNIBIWITTU . i -
A. General. The City is a place with unique character and beauty. The street system has a
tremendous impact on the scenic quality of our community and should complement our
setting, while supporting our neighborhoods.
B. Goal s Incorporate streetscape design in the development and redevelopment of city streets
to enhance the scenic beauty of, and help preserve, our neighborhoods. The Edmonds
City of Edmonds 2-14
Goals, Objectives, and Policies
Streetscape Plan (City of Edmonds 2006), including the Street Tree Plan, shall guide the
development of these design standards, which need to also recognize the unique
neighborhood characteristics.
C. Objective 1 3a Design Standards. Develop design standards that result in an attractive
street system consistent with the character of the city.
Policy 13.1 Crosswalks should be eight feet wide.
Policy 13.2 Streetlights should be the main light source for public streets, with the
following minimum standards:
a. The intersection of arterial and collector streets should have a
minimum of two standard street lights with additional street lights
placed at a maximum of 250-foot spacing between intersections.
b. The intersection of residential local streets should have at least one
standard street light.
c. Streetlights and poles should be of a high design quality, with
specifications guided by the Edmonds Streetscape Plan.
Policy 13.3 Street trees should be installed at 50-foot intervals or one per lot
whichever is greater. Plant materials should be specified by the City
Parks Department and maintained in conformance with City policies.
Care should be taken in both the selection and placement of landscaping
materials to protect existing scenic views and vistas.
A. General. The following goals, objectives and policies address capital facility planning and
financing for projects contained in the transportation element of the Edmonds Comprehensive
Plan. These criteria will serve to guide agencies planning public capital facilities and services
in Edmonds.
B. Goal Xla Provide adequate transportation facilities concurrent with the impact of new
development.
Goal Xlle Coordinate the City's transportation element plans with state, county, and local
agencies.
Goal XI11 a Maintain a six -year TIP as part of the capital facilities plan of the Comprehensive
Plan.
Goal XI : Prepare and maintain a TIP that is financially feasible and financially constrained.
Goal X; Ensure development pays a proportionate cost of transportation improvements
required to mitigate impacts associated with the development.
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Comprehensive Transportation pupa
Goal ilia Locate and design transportation facilities in keeping with the community
character, and to be compatible with surrounding land uses and the environment.
C. Objective 14: inventory. Identify and define the transportation facilities in the city.
Policy 14.1 Maintain an inventory of existing transportation facilities owned or
operated by the City and State within Edmonds; include the locations and
capacities of such facilities and systems.
Objective 15: Level of Service. Establish level of service (LOS) standards for City owned
transportation facilities in Edmonds and coordinate with the State on LOS standards for state
owned facilities.
Policy 15.1 The Highway Capacity Manual (Transportation Research Board, Special
Report 209) is the City's recognized source for roadway LOS definition
and analysis techniques. The quality of traffic operation is graded into
one of six LOS designations, A through F, with LOS A representing the
free flow traffic operation and LOS F representing the worst levels of
traffic congestion.
Policy 15.2 Establish LOS standards which (1) measure the LOS preferred by city
residents, (2) that can be achieved and maintained for existing
development and growth anticipated in the land use plan, and (3) are
achievable with the TIP and Comprehensive Plan.
Policy 15.3 Minimum LOS standards are established as follows. LOS is measured at
intersections during a typical weekday PM peak hour, using analysis
methods outlined in the Highway Capacity Manual (Transportation
Research Board 2000). For intersections of roads with different
functional classifications, the standard for the higher classification shall
apply.
Facility Standard
City Streets Arterials: LOS D or better (except state routes);
Collectors: LOS C or better.
State Routes' SR 99 north of SR 104; SR 524: LOS E or better.
1. State routes for which a standard is designated are Highways of Regional Significance, and are subject
to City concurrency requirements. State routes designated as Highways of Statewide Significance (SR
104; and SR 99 south of SR 104) are not subject to concurrency and thus no City standard is defined for
these facilities. However, to monitor operations on Highways of Statewide Significance, the City identifies
existing or potential future deficiencies if LOS D is exceeded.
Policy 15.4 When a lower order roadway intersects with one of higher order, apply
the LOS standard for the higher order roadway (e.g., when a collector
and arterial street intersect, the LOS for the arterial street will apply).
Policy 15.5 Use LOS standards to (1) determine the need for transportation facilities,
and (2) test the adequacy of such facilities to serve proposed
City of Edmonds 2-16
Goals, Objectives, and Policies
development. In addition, use LOS standards for City -owned
transportation facilities to help develop the City's annual budget and 6-
year transportation improvements program.
Policy 15.6 Reassess the TIP annually to ensure that transportation facilities needs,
financing, and levels of service are consistent with the City's land use
plan. The annual update should be coordinated with the annual budget
process, and the annual amendment of the Comprehensive Plan.
Policy 15.7 Work toward development of a multi -modal LOS standard that considers
transit and non -motorized operations as well as automobile operations.
Objective 1 o Transportation System Efficiency. Implement a variety of strategies that
respond to the demands of growth on transportation facilities while maximizing the efficiency
of the existing infrastructure.
Policy 16.1 Ensure city transportation facilities and services are provided concurrent
with new development or redevelopment to mitigate impacts created
from such development. Road improvements may be funded with.
mitigation fees, and provided at the time of or within six years of
development.
Policy 16.2 Maximize efficiencies of existing transportation facilities, using
techniques such as:
■ Transportation Demand Management
■ Encouraging development to use existing facilities
■ Other methods of improved efficiency.
Policy 16.3 Provide additional transportation facility capacity when existing facilities
are used to their maximum level of efficiency consistent with adopted
LOS standards.
Policy 16.4 Encourage development where adequate transportation facilities and
services exist or can be provided in an efficient manner. Prioritize
location of large trip generators (e.g. community centers, recreation
facilities, shopping, entertainment, public facilities, etc.) within 0.25 mile
of Transit Emphasis Corridors as identified in Community Transit's Six
Year Transit Development Plan and Long Range Transit Plan.
Policy 16.5 Work with Community Transit to encourage ridesharing at employment
centers.
Objective 1 is Coordination. Coordinate transportation planning and programming with
state, regional, county, and local agencies
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Policy 17.1 Coordinate with non -City providers of transportation facilities and
services on a joint program for maintaining adopted LOS standards,
funding, and construction of capital improvements. Work in partnership
with non -City transportation facility providers to prepare functional plans
consistent with the City Comprehensive Plan.
Policy 17.2 Regularly coordinate with WSDOT, Washington State Ferries,
Community Transit, King County Metro, Snohomish County, the Town
of Woodway, and the Cities of Mountlake Terrace, Lynnwood,
Shoreline, and Mukilteo, to ensure levels of service for transportation
facilities are compatible.
Objective 1 s Financing. Establish mechanisms to ensure that required transportation
facilities are financially feasible.
Policy 18.1 Base the financing plan for transportation facilities on estimates of
current local revenues and external revenues that are reasonably
anticipated to be received by the City.
Policy 18.2 Finance the six -year TIP within the City's financial capacity to achieve a
balance between available revenue and expenditures related to
transportation facilities. If projected funding is inadequate to finance
needed transportation facilities, based on adopted LOS standards and
forecasted growth, the City should explore one or more of the following
options:
■ Lower the LOS standard
■ Change the Land Use Plan
■ Increase the amount of revenue from existing sources
■ Adopt new sources of revenue
Policy 18.3 Encourage Neighborhood planning to afford neighborhoods the
opportunity to form Local Improvement Districts (LIDS) to develop
locally based improvements that exceed City standards (e.g. for parking,
median strips, landscaping, traffic calming, walkways or other locally -
determined projects).
Policy 18.4 Seek to balance funding to support multimodal solutions to
transportation needs.
Objective 1 a Revenue. Establish mechanisms to ensure that required transportation.
facilities are fully funded.
Policy 19.1 Match revenue sources to transportation improvements on the basis of
sound fiscal policies.
City of Edmonds nds 2-18
Goals, Objectives, and Policies
Policy 19.2 Revise the TIP in the event that revenue sources for transportation
improvements, which require voter approval in a local referendum, are
not approved.
Policy 19.3 Ensure that ongoing operating and maintenance costs associated with a
transportation facility are financially feasible prior to constructing the
facility.
Objective 0: ConcurrenCy. Ensure existing and future development pays for the costs of
needed transportation improvements.
Policy 20.1 Ensure that existing development pays for transportation improvements
that reduce or eliminate existing deficiencies, and pays for some or all of
the cost to replace obsolete or worn out facilities. Existing development
may also pay a portion of the cost of transportation improvements
needed by future development. Existing development's payments may
take the form of user fees, charges for services, special assessments, and
taxes.
Policy 20.2 Ensure that future development pays a proportionate share of the cost to
mitigate impacts associated with new facilities. Future development may
also pay a portion of the cost to replace obsolete or worn-out facilities.
Future development's payments may take the form of voluntary
contributions for the benefit of any transportation facility, impact fees,
mitigation payments, capacity fees, dedications of land, provision of
transportation facilities, and future payments of users fees, charges for
services, special assessments, and taxes.
Objective 21 a Partnerships. Seek to mitigate disproportionate financial burdens to the
City due to the location of essential transportation facilities.
Policy 21.1 Through joint planning or inter -local agreements, the City should seek to
mitigate disproportionate financial burdens that result from the location
of essential transportation facilities.
Policy 21.2 Seek amenities or incentives for neighborhoods in which the facilities are
located, to compensate for adverse impacts.
A. General. Speeding is the single most received complaint regarding traffic. Locations include
arterials, local access and commercial access streets, and in residential neighborhoods.
Citizens have expressed concern about the safety of children walking along roadways or
playing near the street, vehicles entering streets from driveways or at intersections, and cut -
through traffic. The City should establish a systematic and consistent way of responding to
requests for action, while respecting the City's limited finances and staff resources. The City
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must also remain cognizant of the transportation system's need to carry vehicles efficiently
and effectively.
B. Goal 11: Respond to citizen requests concerning traffic speed and pass through traffic in a
consistent, systematic and responsive manner, while maintaining the basic function of the
Edmonds street system.
C. Objective 22- Traffic Calming. Maintain a response system to citizen requests concerning
traffic calming procedures by implementing the Traffic Calming program described in this
Transportation Plan (see Appendix B).
Policy 22.1
Use a formal written procedure for traffic calming requests, and an
acknowledgement procedure for receipt of request.
Policy 22.2
Use field investigation procedures that include short-term solutions.
Policy 22.3
Use neighborhood speed watch program.
Policy 22.4
Publicize the formal procedure for traffic calming requests (Policy 22.1)
and neighborhood speed watch program (Policy 22.3).
Policy 22.5
Use permanent traffic calming request procedures and evaluation
procedures.
Policy 22.6
Use permanent traffic calming design criteria.
Policy 22.7
Use a permanent traffic calming authorization procedure.
Policy 22.8
Use a permanent traffic calming implementation procedure.
Policy 22.9
Traffic calming measures should be located and designed so as not to
interfere with bus operation, travel speed, or on -time performance.
15.25.070 Air Quality and Climate Change
A. General. The Washington State Clean Air Conformity Act establishes guidelines and
directives for implementing the Federal Clean Air Act Amendments. The Washington
Administrative Code requires local transportation plans to include policies that promote the
reduction of criteria pollutants that exceed national ambient air quality standards.
Environmental quality is recognized as a critical part of what people often describe as the
"character" of Edmonds. In the "Community Sustainability Element" of the Comprehensive
Plan, the City recognizes that global climate change brings significant risks to the
community, and that appropriate transportation policies are required.
B. Goal X1110 Comply with Federal and State air quality requirements.
Goal XI : Promote transportation options such as bicycle trails, commute trip reduction
programs, incentives for car pooling and public transit, in an effort to meet or exceed Kyoto
protocol targets for reducing global warming pollution.
City of Cdunwid 2-20
Goals, Objectives, and Policies
C. Objective 22: Air Quality. Participate in efforts by Puget Sound agencies to improve air
quality as it is affected by the movement of people and goods through and around the city.
Policy 23.1 Strive to conform to the Federal and State Clean Air Acts by working to
help implement the Metropolitan Transportation Plan of the PSRC and
by following the requirements of Chapter 173-420 of the WAC.
Policy 23.2 Support transportation investments that advance alternatives to driving
alone, as a measure to reduce greenhouse gas emissions and in turn
reduce the effect of citywide transportation on global climate change.
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Chapter 3. Street System
This chapter provides an inventory of the existing street system, assessment of existing and
projected future roadway operations, safety assessment, design standards for different street
types, and recommended projects and programs to address safety and mobility needs.
All streets in the city have a designated functional classification. The functional classification of a
street depends on the types of trips that occur on it, the basic purpose for which it was designed,
and the relative level of traffic volume it carries. The different classifications of roadways serve
different stages of a trip:
■ Traveler accesses roadway system from origin (access),
■ Traveler travels through roadway system (mobility), and
■ Traveler accesses destination from roadway system (access).
The different types of roads that serve these functions are classified as follows.
■ Freeway — Multi -lane, high-speed, high -capacity road intended exclusively for motorized
traffic. All access is controlled by interchanges and road crossings are grade -separated. No
freeways pass through Edmonds, though Interstate-5 (1-5) runs to the east of the city limits.
■ Principal Arterial — Road that connects major activity centers and facilities, typically
constructed with limited direct access to abutting land uses. The primary function of principal
arterials is to provide a high degree of vehicle mobility, but they may provide a minor amount
of land access. Principal arterials serve high traffic volume corridors, carrying the greatest
portion of through or long-distance traffic within a city, and serving inter -community trips.
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On -street parking is often limited to improve capacity for through -traffic. Typically, principal
arterials are multi -lane facilities and have traffic signals at intersections with other arterials.
Regional bus routes are generally located on principal arterials, as are transfer centers and
park -and -ride lots. Principal arterials usually have sidewalks and sometimes have separate
bicycle facilities, so that non -motorized traffic is separated from vehicle traffic.
■ Minor rt rial — Road that connects centers and facilities within the community and serves
some through -traffic, while providing a greater level of access to abutting properties. Minor
arterials connect with other arterial and collector roads, and serve less concentrated traffic -
generating areas, such as neighborhood shopping centers and schools. Provision for on -street
parking varies by location. Although the dominant function of minor arterials is the
movement of through -traffic, they also provide for considerable local traffic with origins or
destinations at points along the corridor. Minor arterials also carry local and commuter bus
routes. They usually have sidewalks and sometimes have separate bicycle facilities, so that
non -motorized traffic is separated from vehicular traffic.
■ Collector — Road designed to fulfill both functions of mobility and land access. Collectors
typically serve intra-community trips connecting residential neighborhoods with each other or
activity centers, while also providing a high degree of property access within a localized area.
These roadways "collect" vehicular trips from local access streets and distribute them to
higher classification streets. Additionally, collectors provide direct services to residential
areas, local parks, churches and areas with similar uses of the land. Typically, right-of-way
and paving widths are narrower for collectors than arterials. They may only be two lanes
wide and are quite often controlled with stop signs. Local bus routes often run on collectors,
and they usually have sidewalks on at least one side of the street.
■ Local Access — Road with a primary function of providing access to residences. Typically,
they are only a few blocks long, are relatively narrow, and have low speeds. Local streets are
generally not designed to accommodate buses, and often do not have sidewalks. Culs-de-sac
are also considered local access streets. All streets in Edmonds that have not been designated
as an arterial or a collector are local access streets. Local access streets make up the majority
of the miles of roadway in the city.
Figure 3-1 illustrates the basic tradeoffs that occur between mobility and access among the
different functional classifications of roadways. Higher classes (e.g. freeways and arterials)
provide a high degree of mobility and have more limited access to adjacent land uses,
accommodating higher traffic volumes at higher speeds. Lower classes (e.g., local access streets)
provide a high degree of access to adjacent land and are not intended to serve through traffic,
carrying lower traffic volumes at lower speeds. Collectors generally provide a more balanced
emphasis on traffic mobility and access to land uses.
Cities and counties are required to adopt a street classification system that is consistent with these
guidelines (RCW 35.78.010 and RCW 47.26.090). Figure 3-2 shows the existing road functional
classifications for city streets.
City of Edmond 3.2
Road
Functional
No local
Classification
access
traffic
FREEWAY
a
ra
'r3
uk�
ARTERIAL
s -PRINCIPAL
0
c
0
MINOR ARTERIAL
1E......
nay � a�g'� � � ff az � ,COLLECTOR
.N
r,'
L
LAND
ACCESS
rcaaaz:�'sttar.amw
ns4¢smx xn mamiRaxmCesxroa Eusrcaas �r,smmse xattxxwa:ex�.xmsra,�awnn.nx rar am �x.mnxes�xra a�.i22m. wx LOCAL
No
through
CUL-DE-sAC
traffic
Increasing access to land uses
Complete
Unrestricted
access
control
access
Source: Federal Highway Administration 1989
Figure 3-1. Access and Mobility Characteristics of Road Functional Clasifications
City of Edmonds Comprehensive Transportation Plan
November 2009
,---I
L-1 City Boundary
i Railroad
Water Feature
Principal Arterial
Minor Arterial
Collector
Local Street
All
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 3-2. Existing Federal Functional Classifications
City of Edmonds Comprehensive Transportation Plan
November 2009
Table 3-1 summarizes the total miles of roadway located within the city by existing functional
classification. The table compares the miles of roadway to Federal Highway Administration
(FHWA) guidelines (FHWA 1989). The table shows that miles of minor arterial are slightly
lower than FHWA guidelines, and miles of all other classifications are within guidelines. The
total miles of principal and minor arterial are within guidelines for total amount of arterial.
Functional
Classification
Miles of Roadway in
Edmonds
Proportion of Total
Roadway
Typical Proportion based on
FHWAui eline '
Principal Arterial
12
7.6%
5%—10%
Minor Arterial
12
7.6%
10% —15%
Collector
14
9.0%
5% —10%
Local Access
119
75.8%
65% — 80%
Total
157
1. Source: Federal Highway Administration 1989
Over time, changes in traffic volumes and shifts in land use and traffic patterns may cause the
function of a road to change. Thus, it is important to periodically review the functions city roads
serve, and evaluate whether any changes in classification are warranted. The following guidelines
are used for evaluating the classifications.
1. Average Daily Traffic (ADT) — Roadways with higher functional classifications typically
carry higher traffic volumes. On high volume roadways, the demand for traffic mobility is
more likely to outweigh the need for access to abutting land. Conversely, where volumes are
lower the access function of the street will generally be more important than mobility for
traffic. Traffic volumes alone do not provide the basis for classification, but are used in
conjunction with the other criteria listed below. However, the following ranges are used as
guidelines:
- Minor Arterial Street: 3,000 to 15,000 ADT
- Collector Street: 1,000 to 5,000 ADT
2.Non-motorized use — The accommodation of non -automobile modes, including walking,
bicycling, and transit use is another important measure of a road's function. Roads with
higher classifications tend to serve more modes of travel. The more travel modes that a street
accommodates, the greater the number of people that street serves, and the more important
that street is to the movement of people, goods, and services throughout the city.
3. Street length — A street that is longer in length tends to function at a higher classification.
This is due to the fact that longer (continuous) streets allow travelers to move between distant
attractions with a limited number of turns, stops, and other distractions that discourage them
s.s
ovemit�er 2U9
ComprehensiveTransportation Pupa
from using streets of lower classification. Longer streets generally supply a higher level of
mobility, compared to other streets that provide more access.
4. Street spacing — Streets of higher classification usually have greater traffic carrying
capacity and fewer impediments to travel. Fewer facilities are needed to serve the traffic
mobility demands of the community due to their efficiency in moving traffic. This typically
means that fewer streets of higher classification are needed, so there will be greater distances
between them. The farther the distance of a street from a higher classification street, the more
likely it is that the street will function at a similar classification. A greater number of streets
of lower classification are needed to provide access to abutting land. Therefore, they must be
spaced more closely and there must be many more of them. It is considered most desirable to
have a network of multiple lower classification streets feeding into progressively fewer
higher classified streets. Based on these guidelines, typical spacing for the different
classifications of roadways are as follows:
- Principal Arterials: 1.0 mile
- Minor Arterials: 0.3 to 0.7 mile
- Collectors: 0.25 to 0.5 mile
- Local Access: 0.1 mile
5. Street connectivity — Streets that provide easy connections to other roads of higher
classification are likely to function at a similar classification. This can be attributed to the
ease of movement perceived by travelers who desire to make that connection. For example,
state highways are generally interconnected with one another, to provide a continuous
network of high order roadways that can be used to travel into and through urban areas.
Urban arterials provide a similar interconnected network at the citywide level. By contrast,
collectors often connect local access streets with one or two higher -level arterial streets, thus
helping provide connectivity at the neighborhood scale rather than a citywide level. Local
streets also provide a high degree of connectivity as a necessary component of property
access. However, the street lengths, traffic control, and/or street geometry are usually
designed so that anyone but local travelers would consider the route inconvenient.
The Federal -Aid Highway Act of 1973 requires the use of functional highway classification to
update and modify the Federal -aid highway systems. Thus, the FHWA and WSDOT have
adopted a federal functional classification system for city roadways. Allocation of funds, as well
as application of local agency design standards, is based on the federal classification. Federal
funds may only be spent on federally classified routes.
Based upon the guidelines provided above, the following changes to functional classifications are
recommended:
■ Apply for the following federal functional classification upgrade from collector to minor
arterial for the following two road segments:
- 220th Street, 9th Avenue S — SR 99
City of Edrnwids �`iii
- 76th Avenue W, 244th Street SW — 212th Street SW
■ Apply for the following federal functional classification upgrade from local access to
collector for the following six road segments:
- Dayton Street, 5th Avenue S — 9th Avenue S
- 200th Street SW, 88th Avenue W — 76th Avenue W
- 7th Avenue N, Main Street — Caspers Street
- 80th Avenue W / 180th Street SW, 200th Street — Olympic View Drive
- 80th Avenue W, 212th Street SW — 220th Street SW
- 96th Avenue W, 220th Street SW — Walnut Street
■ Apply for the following federal functional classification downgrade from collector to local
access for the following road segment:
- Admiral. Way, south of W Dayton Street
Table 3-2 summarizes existing and recommended functional classifications for city streets.
fable 3-2. Summary of Existing and Recommended Federal Functiona'
Classifications
Road
Location
Existing Recommended
o Recommended Changes
SR 104 (Main Street, Sunset Avenue,
Edmonds -Kingston Ferry Dock — East City
Principal Arterial ---
Edmonds Way, 244th Street SW)
Limits
244th Street SW
SR 99 — SR 104
Principal Arterial ---
SR 99
244th Street SW — 208th Street SW
Principal Arterial ---
SR 524 (3rd Avenue N, Caspers
Main Street — 76th Avenue W
Principal Arterial ---
Street, 9th Avenue N, Puget Drive,
196th Street SW)
3rd Avenue S
Pine Street — Main Street
Principal Arterial ---
Pine Street
Sunset Avenue — 3rd Avenue S
Principal Arterial ---
Main Street
Sunset Avenue — 84th Avenue W
Minor Arterial ---
Olympic View Drive
76th Avenue W —168th Street SW
Minor Arterial ---
212th Street SW
84th Avenue W — SR 99
Minor Arterial ---
220th Street SW
SR 99 — East City Limits
Minor Arterial ---
228th Street SW
95th Place W — East City Limits
Minor Arterial ---
228th Street SW
SR 99 — East City Limits
Minor Arterial ---
238th Street SW
Edmonds Way — SR 99
Minor Arterial ---
244th Street SW
Firdale Avenue — SR 99
Minor Arterial ---
5th Avenue S
Edmonds Way — Main Street
Minor Arterial ---
100th Avenue W, Firdale Avenue, 9th
244th Street SW — Caspers Street
Minor Arterial ---
Avenue S, 9th Avenue N
76th Avenue W
212th Street SW — Olympic View Drive
Minor Arterial ---
Meadowdale Beach Road
76th Avenue W — Olympic View Drive
Collector ---
3.7
Comprehensive Transportation Pupa
Road
Location
Existing
Recommended
Olympic View Drive
Puget Drive — 76th Avenue W
Collector
---
Walnut Street, Bowdoin Way
9th Avenue S — 84th Avenue W
Collector
---
W Dayton Street, Dayton Street
Admiral Way - 5th Avenue S
Collector
---
208th Street SW
76th Avenue W — SR 99
Collector
---
76th Avenue W, 95th Place W
Olympic View Drive — North City Limits
Collector
---
Olympic Avenue
Puget Drive — Olympic View Drive
Collector
---
Maplewood Drive, 200th Street SW
Main Street — 88th Avenue W
Collector
---
84th Avenue W
212th Street SW — 240th Street SW
Collector
---
88th Avenue W
200th Street SW - Olympic View Drive
Collector
---
95th Place W
Edmonds Way — 220th Street SW
Collector
---
226th Street SW
108th Avenue W — Edmonds Way
Collector
---
3rd Avenue S
Elm Street — Pine Street
Collector
---
Recommended Higher Classification
220th Street SW
9th Avenue S — SR 99
Collector
Minor Arterial
76th Avenue W
244th Street SW — 212th Street SW
Collector
Minor Arterial
Dayton Street
5th Avenue S — 9th Avenue S
Local Street
Collector
200th Street SW
88th Avenue W — 76th Avenue W
Local Street
Collector
7th Avenue N
Main Street — Caspers Street
Local Street
Collector
80th Avenue W, 180th Street SW
200th Street SW — Olympic View Drive
Local Street
Collector
80th Avenue W
212th Street SW and 220th Street SW
Local Street
Collector
96th Avenue W
220th Street SW — Walnut Street
Local Street
Collector
Recommend Lower Classification
Admiral Way
South of W Dayton Street
Collector
Local Street
Table 3-3 summarizes the miles of roadway by recommended classification. The table shows that
under the recommended classifications, the total proportion of minor arterial would increase
slightly, and the proportion of local access street would decrease slightly, compared to existing
conditions. Figure 3-3 shows the recommended roadway functional classifications.
Functional
Classification
Miles of Roadway in
Edmonds
Proportion of Total
Roadway
Typical Proportion based on
FHWA Guidelines'
Principal Arterial
12
7.6%
5%—10%
Minor Arterial
15
9.6%
10% —15%
Collector
15
9.6%
5% —10%
Local Access
115
73.2%
65% — 80%
Total
157
1. Source: Federal Highway Administration 1989
City of Edmonds 3 8
;1 City Boundary
i Railroad
Water Feature
Principal Arterial
Minor Arterial
Collector
Local Street
M
VIeW
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
AIII rM
Figure 3-3. Recommended Road Functional Classifications
City of Edmonds Comprehensive Transportation Plan
41'.
November 2009
ComprehensiveTransportation Pupa
There are three Washington state routes located within the city.
■ SR 104 (Edmonds Way) runs roughly east -west between the Edmonds -Kingston Ferry dock
and I-5.
■ SR 524 (Puget Drive/196th Street SW) runs east -west connecting SR 104 to SR 99, I-5, and
ultimately SR 522.
■ SR 99 runs north -south on the east side of the city, and is the highest traffic -carrying arterial
in Edmonds. From Edmonds, it runs north to Everett, and south through Shoreline to Seattle
and the Tacoma metropolitan area.
In 1998, the Washington State Legislature passed Highways of Statewide Significance legislation
(RCW 47.06.140). Highways of Statewide Significance promote and maintain significant
statewide travel and economic linkages. The legislation emphasizes that these significant facilities
should be planned from a statewide perspective, and thus they are not subject to local
concurrency standards. (WSDOT 2007)
In Edmonds, SR 104 between the Edmonds -Kingston Ferry Dock and I-5, and SR 99 between the
south city limits and SR 104 have been designated as Highways of Statewide Significance. The
Edmonds -Kingston ferry route is considered to be part of SR 104, and is also identified as a
Highway of Statewide Significance. (Washington State Transportation Commission 2006)
The city street system is comprised of a grid of principal arterials, minor arterials, collectors, and
local streets. Table 3-4 summarizes the city roadways currently classified as principal arterial,
minor arterial, or collector. The table shows the existing functional classification, speed limit,
number of lanes, and walkway/bikeway characteristics for each of the roadways.
Existing City
Classification
tree'
Location
Speed
Limit
(mph)
Number
of
Lanes
Sidewalk
Bikeway
Principal Arterial
Edmonds Way
Pine Street — 244th Street
35 — 40
4-5
2 sides
None
SW
SR 99
244th Street SW — 212th
45
7
2 sides
None
Street SW
Sunset Avenue
Pine Street — Dayton
40
4-5
2 sides
None
Street
City of Edmonds 3-10
Existing City
Classification Street'
Location
Speed
Limit
hnmN
Number
of
Lanes
Sidewalk
Bikeway
Sunset Avenue
DuytonShae—Main
25
3
2aidau
Nona
Street
Main Street
SunoetAvonuo—Forry
25
4-5
2aideo
None
Terminal
244th Street SW
SIR 99—East City Limits
40
4
2uNes
None
Minor Arterial CuopemStmet
3rdAvenue N-9th
30
2-3
2sides z
None
Avenue
Firdo|oAvenuo
244thStreet SVV-238th
35
2
2oidoo
None
Street SW
Main Street
Sunset Avenue —84th
25-30
2
2nideo
Bike route
Avenue
Olympic View Drive
76LhAvenue VV-168th
30
2-3
2sides 2
None
Street SW
Puget Dhve/198thStreet SYV
9thAvenue N-7O1h
30-35
2-4
2oidon
None
Avenue
Mostly
3rdAvenue N
MainS(met—Caapes
25-30
2
2oideo
Nona
Street
@hAvenue S
EdmondoWay—Main
25
2
2oideo
None
Street
9thAwonuo
22OthStreet 8VV—
25-30
2
2oideu
Bike route
CaopomG1mnt
0thAvenue N
CanpomStreet —Puget
30
3
2sides z
None
Drive
T6thAvenue VY
244thStreet SYV—SIR 99
30
2
2xidoo
None
7GthAvenue VY
SROO-212thStreet SYV
30
2-4
2uidon
None
76thAvenue VY
212thStreet SYV—
30
2
2oideo
None
Olympic View Drive
1OOthAvenue VY
South City Limits —230h
35
2
2oidan
Nona
Street SW
100thAvenue VY
238(hStreet SYV—
30-35
4
2nideo
Nunn
Edmonds Way
1OOthAvenue VY
Edmonds Way —22Oth
30
2-4
2oidon
Bike route
Street SW
212thStreet SYV
84thAvenue VY-78th
30
2-3
2nidon
Bike route
Avenue
212thStreet SVV
76thAvenue VY—SR0O
30
4
2oidoo
None
220hStreet SYV
9thAvenue S-84th
30
2
2aidoa
Bike lanes
Avenue
220thStreet SYV
D4thAvenue VY—SIR QQ
30
2-3
2xidon
None
228thStreet SYV
8ROO—East City Limits
25
2
2sidoo
None
Comprehensive Transportation Plan
Existing City
Classification Street'
Location
Speed
Limit
hnmN
Number
of
Lanes
Sidewalk
Bikeway
238th Street SW
Edmonds Way — SIR 99
30
2
2aideu
Nona
partially
244th Street SW
Hrdo|oAvenue — SIR 99
35
2
2sides
None
Collector Dayton Street
Admiral Way —S1h
25
2
2aidou
Bike route
Avenue
Maplewood Drive
Main Street —2UUth
25
2
None
None
Street SW
Moadowdo|eBeach Road
7OthAvenue VY—O|ympio
25
2
None
None
View Drive
Olympic View Drive
Puget Drive —70th
25
2
1nide
None
Avenue
Walnut Street, BowduinWay
9thAvenue S-0#h
25-30
2
2oidon
Bike route
Avenue
3rdAvenue S
EdmonduWay—Main
25
2
2aidon
Bike route
S1mo1
mostly
7thAvenue N
MoinS(met—Caopem
25
2
2oidou
Nona
Street
mostly
76thAvenue N(75thPlace
OlympioViowDrive—
25-30
2
1side 2
None
VY
North City Limits
8OthAvenue VY
212thStreet 8VV-220th
25
2
1 side
None
Street SW
84thAvenue VY
230hStreet SVV-212th
25
2
Very short
None
Street SW
2oiden
8NthAvenue VY
2OOthStreet SYV-
25
2
1oido
None
Olympic View Drive
O5thPlace VV
Edmonds Way —22Oth
25
2
1oida
None
Street SW
06thAvenue VY
22OthStreet SVV—Walnut
25
2
None
None
S\mo1
2OOthStreet SN
Maplewood Drive —70th
25
2
1nida
None
Avenue
20DthStreet SYV
70bAvenue VY—East
30
2
None
Bike lane
City Limits
228th Street SW
95th Place YV—SIR 9S
25
2
Very short
None
2uidou
1. All other city streets not listed mthis table are local access streets.
2.Under construction as of summer 2009.
Speed Limits
Figure 3-4shows speed limits oucollectors and arterials tnEdmonds. The speed limits range
City of Edrnwids
L _ , City Boundary
+—E Railroad
Water Feature
Speed Limits on Collectors and Arterials
x 25 mph
30 mph
- 35 mph
40 mph
45 mph
Note: Local streets have speed limit of 25 mph.
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
AUrM
Figure 3-4. Speed Limits on City Streets
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
Traffic signals and stop signs are used to provide traffic controls at intersections with high traffic
volume. These devices aid in control of traffic flow. In addition, these devices help to minimize
accidents at intersections. Figure 3-5 shows the city intersections controlled by traffic signals and
those controlled by all -way stop signs. There are 29 signalized intersections, two emergency
signals, and 43 all -way stop controlled intersections in the city. Intersections located on
Highways of Statewide Significance are maintained by WSDOT while others are maintained by
the City.
City of Edmonds 3-94
City Boundary
Railroad
Water Feature
Traffic Signal
All -Way Stop
Emergency Signal
vwv DT
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 3-5. Existing Traffic Control Devices
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
Traffic calming devices are physical devices installed on neighborhood residential streets, to
discourage speeding, reduce cut -through traffic, and/or improve safety. Traffic calming devices
are currently in place at many locations throughout Edmonds. These measures have been installed
as part of capital improvement projects, as opportunities were presented, and occasionally in
response to citizen requests.
The following types of traffic calming devices are currently present within the city:
■Bulb -outs — curb extensions that are used to narrow the roadway either at an intersection or
at mid- block along a street corridor. Their primary purpose is to make intersections more
pedestrian friendly by shortening the roadway crossing distance and drawing attention to
pedestrians via raised peninsula. Additionally, a bulb -out often tightens the curb radius at the
corner, which reduces the speeds of turning vehicles.
■Chicane — series of curb extensions that alternate from one side of the street to the other,
which narrows the roadway and requires drivers to slow down to travel through the chicane.
Typically, a series of at least three curb extensions is used.
■ Partial closure — involves closing down one lane of a two-lane roadway along with a "Do
Not Enter" or "One Way" sign, in order to reduce cut -through traffic.
■Raised pavementmarkers — 4-inch diameter raised buttons placed in design sequence
across a road, causing a vehicle to vibrate and alert the motorist to an upcoming situation.
Raised pavement markers may be used in conjunction with curves, crosswalks, pavement
legends and speed limit signs. They are most effective when used to alert motorists to unusual
conditions ahead, and are most commonly used on approaches to stop signs, often in
situations where the visibility of a stop sign is limited.
■ Speed hump — rounded raised area placed across the roadway that is approximately 3 to 4
inches high and 12 to 22 feet long. This treatment is used to slow vehicles by forcing them to
decelerate in order to pass over them comfortably. The design speeds for speed humps are 20
to 25 mph.
■ Traffic circle — raised island placed in the center of an intersection which forces traffic into
circular maneuvers. Motorists yield to vehicles already in the intersection and only need to
consider traffic approaching in one direction. Traffic circles prevent drivers from speeding
through intersections by impeding straight -through movement.
Table 3-5 summarizes traffic calming devices located throughout the city. Figure 3-6 shows the
locations of these traffic calming devices.
City of Edmonds3-16
Table !;ExistingTraffic Calming
Devices
Location
Traffic Calming Device
Dayton Street, between 2nd Avenue S and 7th Avenue S
Bulb -Out
Main Street, between 2nd Avenue and 5th Avenue
Bulb -Out
Main Street, between 6th Avenue and 8th Avenue
Raised Pavement Markers
5th Avenue S, between Main Street and Walnut Street
Bulb -Out
238th Street SW, between SR 99 and 78th Avenue W
Chicane; Speed Hump
240th Street SW, between SR 99 and 78th Avenue W
Chicane; Speed Hump
Caspers Street and 2nd Avenue N
Partial Closure (one-way outlet)
76th Avenue W, approaching 216th Street SW
Raised Pavement Markers
City Park Access Roads
Speed Hump
7th Avenue S, between Birch Street and Elm Street
Speed Hump
78th Avenue W, between 238th Street SW and 236th Street SW
Speed Hump
166th Place SW, between 74th Place W and 72nd Avenue W
Speed Hump
191 st Street SW, between 80th Avenue W and 76th Avenue W
Speed Hump
215th Street SW, between 76th Avenue W and 73rd Place W
Speed Hump
238th Place SW, between 78th Avenue W and 76th Avenue W
Speed Hump
Dayton Street and 8th Avenue S
Traffic Circle
Main Street and 5th Avenue
Traffic Circle
On -street parking is available throughout most of the city. Parking is accommodated on the street
and in private parking lots associated with existing development. Public parking is provided
throughout the city at no charge to drivers. In the downtown area, parking is limited to three
hours along most of the downtown streets, with certain stalls designated for handicapped parking,
one -hour parking, and loading/unloading.
The City has established an employee permit parking program to provide more parking to the
general public in high demand parking areas by encouraging Edmonds' business owners and
employees to park in lower demand parking areas. The permit authorizes permit employees to
park for more than three hours in three-hour parking areas if the parking is part of a commute to
work.
A three-hour public parking lot is provided at the Edmonds Police Department/Fire Department.
Supply is currently adequate to accommodate parking demand. The City will continue to monitor
parking demand and supply and make adjustments as needed. Figure 3-7 shows the downtown
streets on which three hour parking, one hour parking, and handicapped parking are located.
., City Boundary
+� Railroad
Water Feature
Bulb -Out
Chicane
19
One -Way Outlet
Traffic Circle
Speed Hump
Raised Pavement Markers
N
View
D+
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
lunrm
Figure 3-6. Existing Traffic Calming Devices
City of Edmonds Comprehensive Transportation Plan
November 2009
. City Boundary
Railroad
Water Feature
15-Minute/5-Minute
Loading/Unloading Parking
Handicapped Parking
1-Hour On -Street Parking
3-Hour On -Street Parking
." Employee Permit Parking
Public Parking Lot
(n
G
U)
T
N
O
E
W
CO
®..............®.. »YY �n -........................
E; ( _i' c
5� II �^ y
I/N .!tY2fn sr...... }y Y H atak 9.yt�iGka J§ ... ff.SSK(af if;YY....vvar
J
$.... ....... J
e �1. ...,,,
Y
M ......
apGe St
f„
1
Alder Sf,
eeee_
,f.
.. A....ara�._ ®e
Walnut
Ln
I
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 500 1,000
Feet
4 Figure 3-7. Downtown Parking
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
The City has adopted street design standards for residential, business and commercial access
roads, and follows established design guidelines for other streets. The Goals and Objectives of the
Transportation Plan relate street design to the desires of the local community, and advise that
design be at a scale commensurate with the function that the street serves. Guidelines are
therefore important to provide designers with essential elements of street design as desired by the
community. Essential functions of streets in. Edmonds include vehicle mobility, pedestrian access,
bicycle access and aesthetics.
Street design guidelines for the City are based on the State of Washington Local Agency
Guidelines for roadway design (WSDOT 2008) and ECDC Title 18. These guidelines specify that
lane widths should be 11 to 12 feet depending on the location of curbs and percentage of truck
traffic. Left -turn lanes increase capacity, reduce vehicular accidents, and improve access to
adjacent property. Bicycle lanes should be provided along major traffic corridors, and when
striped, should be a minimum of 5 feet in width. Sidewalk widths should be a minimum of 5 feet
in low pedestrian volume areas, and a minimum of 7 feet in high pedestrian volume areas.
Landscaped medians are especially important to soften wide expanses of pavement, to provide a
haven for crossing pedestrians, and to provide aesthetic treatment to streets.
The adoption of design guidelines is advantageous over the adoption of standards in that it allows
a needed flexibility in design that may not be permitted by strict standards. Often when designing
streets obstacles are encountered that require modification in design approach. Impediments
might include topographic features that make road construction difficult or very expensive;
inadequate available right-of-way to allow for all desired features; or environmentally sensitive
areas that require modification to avoid adverse impacts. Additionally, funding or grant sources
may require specific features or dimensions.
Table 3-6 summarizes typical guidelines applied to the design of different types of roads in
Edmonds. Figure 3-8 illustrates typical cross sections for each functional classification of road.
Figure 3-9 illustrates the downtown area which sidewalks are required on both sides of the street.
City of Edmonds3-20
Table 6TypicalRoadway Cross•
I tern
Principal Arterial
Minor Arterial
Collector
Local Street
Access Control
Controlled
Partial
Partial
Partial
Posted Speed (mph)
35 — 50
30 — 35
25 — 30
15 — 25
Number of Lanes
4-7
2-4
2-3
2
Lane Width Interior (feet)
11
11
11
8 —11'
Lane Width Exterior (feet)
12
12
12
N/A
Minimum right of way (feet)
60
60
55
33
Curb and Gutter
Yes, vertical
Yes, vertical
Yes, vertical
Yes, vertical
Sidewalk Width (feet)
5-7
5-7
5-7
5-7
Right -of -Way Width (feet)
60 —100
60 min.
60 min.
20 min.
Parking Lane
None
8-foot lanes, when
8-foot lanes, when
8-foot lanes, when
required
required
required
Pavement Type
By design
By design
By design
By design
Design Vehicle
City Bus
City Bus
City Bus
City Bus
Bike Lane
5-foot lanes, when
5-foot lanes, when
5-foot lanes, when
5-foot lanes, when
required
required
required
required
Landscaping Stripe
5
3
As required
As required
Drainage
By design
By design
By design
By design
1. Local roads that are 16-feet wide are not striped as two lanes.
2. Can be fully planted strip or full -width sidewalks with tree grates.
3-21
srvernber1,009
5'-7' 5' 11, 5- 12' 12' 11- [ 12' 12' 5' 5' 5'—T
M*A
Minor Arterial - 2 to 4 Lanes
Cross section may be re -configured to incorporate any of the following:
- 5' wide bike lanes, 1 1'wide two - way left turn lane, and/or two 12' wide lanes per approach.
Collector - 2 to 3 Lanes
Cross section may be re -configured to incorporate an 1 Vwide two - way left turn lane
Note: a) Sidewalks required on both sides of the street as shown on Figure 3-9
b) 7'wide sidewalk required if street is designated on Street Tree Plan.
Local Street - 2 Lanes
Note: a) Sidewalks required on both sides of the street as shown on Figure 3-9
b) 7'wide sidewalk required if street is designated on Street Tree Plan,
Figure 3-8. Typical Roadway Cross Sections
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
Daily traffic counts and PM peak hour traffic counts were taken at numerous locations throughout
the city in April 2008. The analysis of existing operating conditions on city roadways is based on
this data.
LOS is the primary measurement used to determine the operating quality of a roadway segment
or intersection. The quality of traffic conditions is graded into one of six LOS designations: A, B,
C, D, E, or F. Table 3-7 presents typical characteristics of the different LOS designations. LOS A
and B represent the fewest traffic slow -downs, and LOS C and D represent intermediate traffic
congestion. LOS E indicates that traffic conditions are at or approaching urban congestion; and
LOS F indicates that traffic volumes are at a high level of congestion and unstable traffic flow.
Level of Service Characteristic Traffic Flow
Free flow — Describes a condition of free flow with low volumes and high
A — — — — — — — — — — speeds. Freedom to select desired speeds and to maneuver within the
traffic stream is extremely high. Stopped delay at intersections is minimal.
Stable flow — Represents reasonable unimpeded traffic flow operations at
_ _ average travel speeds. The ability to maneuver within the traffic stream is
only slightly restricted and stopped delays are not bothersome. Drivers are
not generally subjected to appreciable tensions.
zzu
I
Stable flow — In the range of stable flow, but speeds and maneuverability
are more closely controlled by the higher volumes. The selection of speed is
now significantly affected by interactions with others in the traffic stream,
and maneuvering within the traffic stream required substantial vigilance on
the part of the user. The general level of comfort and convenience declines
noticeably at this level.
Stable flow — Represents high -density, but stable flow. Speed and freedom
to maneuver are severely restricted, and the driver or pedestrian
experiences a generally poor level of comfort and convenience- Small
increases in traffic flow will generally cause operational problems at this
level.
City of Edmonds 3-24
Level of Service ( Characteristic Traffic Flow
= i1
----------
LMI
C
Source: Transportation Research Board 2000
Unstable flow — Represents operating conditions at or near the maximum
capacity level. Freedom to maneuver within the traffic stream is extremely
difficult, and it is generally accomplished by forcing a vehicle or pedestrian
to "give way" to accommodate such maneuvers. Comfort and convenience
levels are extremely poor, and driver or pedestrian frustration is generally
high. Operations at this level are usually unstable, because small increases
in flow or minor disturbances within the traffic stream will cause breakdowns
Forced flow — Describes forced or breakdown flow, where volumes are
above theoretical capacity. This condition exists wherever the amount of
traffic approaching a point exceeds the amount that can traverse the point.
Queues form behind such locations, and operations within the queue are
characterized by stop -and -go waves that are extremely unstable. Vehicles
may progress at reasonable speeds for several hundred feet or more, then
be required to stop in a cyclical fashion.
Methods described in the Highway Capacity Manual (Transportation Research Board 2000) are
used to calculate the LOS for signalized and stop -controlled intersections. Table 3-8 summarizes
the LOS criteria for signalized and stop -controlled intersections. LOS for intersections is
determined by the average amount of delay experienced by vehicles at the intersection. For stop -
controlled intersections, LOS depends on the average delay experienced by drivers on the stop -
controlled approaches. Thus, for two-way or T-intersections, LOS is based on the average delay
experienced by vehicles entering the intersection on the minor (stop -controlled) approaches. For
all -way stop controlled intersections, LOS is determined by the average delay for all movements
through the intersection. The LOS criteria for stop -controlled intersections have different
threshold values than those for signalized intersections, primarily because drivers expect different
levels of performance from distinct types of transportation facilities. In general, stop -controlled
intersections are expected to carry lower volumes of traffic than signalized intersections. Thus,
for the same LOS, a lower level of delay is acceptable at stop -controlled intersections than it is
for signalized intersections.
Average Delay per Vehicle (seconds/vehicle)
Signalized Intersections Intersections
A
<<10
<<10
B
>10-20
>10-15
C
>20-35
>15-25
D
>35-55
>25-35
E
>55-80
>35-50
F
>80
>50
Source: Transportation Research Board 2000
3-25
November 2009
Comprehensive Transportation Pura
The Highway Capacity Manual methodology does not provide methods for analyzing delay,
queues, or LOS of roundabouts. Therefore, LOS analysis for roundabouts is calculated using
methods presented in a FHWA report that provides an approach for estimating the average
vehicle delay at each entry point along the rotary (FHWA 2000). Utilizing this method, the LOS
of the rotary is based upon the average vehicle delay at its most congested entry point. Because
LOS thresholds for roundabouts are not provided in the FHWA report, the Highway Capacity
Manual criteria for stop -controlled intersections (see Table 3-8) is applied, because drivers'
expectations for delay at a roundabout more closely resemble expectations at a stop sign than at a
signal (e.g. a lower level of delay is considered acceptable).
Ccncurrency and Level of Service Standard
Under GMA, concurrency is the requirement that adequate infrastructure be planned and financed
to support the City's adopted future land use plan. LOS standards are used to evaluate the
transportation impacts of long-term growth and concurrency. In order to monitor concurrency, the
jurisdictions adopt acceptable roadway operating conditions that are then used to measure
existing or proposed traffic conditions and identify deficiencies. The City has adopted LOS
standards for city streets and state routes in the city that are subject to concurrency. Table 3-9
shows the City LOS standards.
Facility Standard
City Streets Arterials: LOS D or better (except state routes);
Collectors: LOS C or better.
State Routes' SR 99 north of SR 104; SR 524: LOS E or better.
1. State routes for which a standard is designated are Highways of Regional Significance, and are subject to City concurrency requirements. State
routes designated as Highways of Statewide Significance (SR 104; and SR 99 south of SR 104) are not subject to concurrency and thus no City
standard is defined for these facilities. However, to monitor operations on Highways of Statewide Significance, the City identifies existing or potential
future deficiencies if the WSDOT standard of LOS D is exceeded.
LOS is measured at intersections during a typical weekday PM peak hour, using analysis methods
outlined in the Highway Capacity Manual (Transportation Research Board 2000) and discussed in
the previous section. For intersections of roads with different functional classifications, the
standard for the higher classification shall apply.
Intersections that operate below these standards are considered deficient under concurrency.
Deficiencies are identified either as existing deficiencies, meaning they are occurring under
existing conditions and not as the result of future development, or as projected future deficiencies,
meaning that they are expected to occur under future projected conditions. Concurrency
management ensures that development, in conformance with the adopted land use element of the
Comprehensive Plan, will not cause a transportation facility's operations to drop below the
adopted standard. Transportation capacity expansion or demand management strategies must be
in place or financially planned to be in place within six years of development use.
City of Edmonds :1
Transportation concurrency is a term that describes whether a roadway is operating at its adopted
LOS standard. The adopted standard indicates a jurisdiction's intent to maintain transportation
service at that level, which has budgetary implications. If a city adopts a high LOS standard, it
will have to spend more money to maintain the roadways than if it adopts a low LOS standard.
On the other hand, a standard that is too low may lead to an unacceptable service level and reduce
livability for the community or neighborhood. Under the GMA, if a development would cause the
LOS to fall below the jurisdiction's adopted standard, it must be denied unless adequate
improvements or demand management strategies can be provided concurrent with the
development. The key is to select a balanced standard —not so high as to be unreasonable to
maintain, and not so low as to allow an unacceptable level of traffic congestion.
Highways of Statewide Significance (in Edmonds, SR 104, and SR 99 south of SR 104) are not
subject to local concurrency standards. However, WSDOT has established a standard of LOS D
for these facilities. The City monitors Highways of Statewide Significance, and coordinates with
WSDOT to address any deficiencies that are identified.
Existing Level of Service
Table 3-10 presents existing PM peak hour LOS for 24 intersections throughout the city. Existing
intersection LOS is also shown in Figure 3-10. The analysis indicates that the following four stop -
controlled intersections are currently operating below the City's adopted LOS standard:
■ Puget Drive and 88th Avenue W
■ 212th Street SW and 84th Avenue W
■ Main Street and 9th Avenue N
■ Walnut Street and 9th Avenue S
The intersection of 238th Street SW and Edmonds Way is operating at LOS F during the PM
peak hour. It is located on SR 104, which is a Highway of Statewide Significance, and thus is
under WSDOT jurisdiction and is not subject to City concurrency standards. However, the City
still considers exceeding LOS E to be an operational deficiency, and will work with WSDOT to
address issues at this location.
3-27
Comprehensive Transportation plan
Intersection
Traffic
Control
Existing
LOS
Average
Delay
(sec/veh)
LOS
Standard
Jris-
diction
1 174th Street SW and Olympic View Drive
Eastbound
C
21
D
Edmonds
Stop -Control
2 Olympic View Drive and 76th Avenue W
All -Way
D
27
D
Edmonds
Stop -Control
3 196th Street SW and 76th Avenue W
Signal
D
37
D
Edmonds
4 Puget Drive (SR 524) and 88th Avenue W
Northbound/
C/F',2
24/52
E
Edmonds
Southbound
Stop -Control
5 Puget Drive and Olympic View Drive
Signal
B
16
D
Edmonds
6 Caspers Street and 9th Avenue N (SR 524)
Northbound
C
24
E
Edmonds
Stop -Control
7 208th Street SW and 76th Avenue W
Signal
B
11
D
Edmonds
8 212th Street SW and SR 99
Signal
D
51
E
Edmonds
9 212th Street SW and 76th Avenue W
Signal
D
50
D
Edmonds
10 212th Street SW and 84th Avenue W
All -Way
F2
110
D
Edmonds
Stop -Control
11 Main Street and 9th Avenue N
All -Way
E2
48
D
Edmonds
Stop -Control
12 Walnut Street and 9th Avenue S
All -Way
E2
44
D
Edmonds
Stop -Control
13 Main Street and 3rd Avenue N (SR 5524)
Signal
A
7
E
Edmonds
14 220th Street SW and SR 99
Signal
D
45
E
Edmonds
15 220th Street SW and 76th Avenue W
Signal
D
48
D
Edmonds
16 220th Street SW and 84th Avenue W
Signal
A
7
D
Edmonds
17 220th Street SW and 9th Avenue S
Signal
B
13
D
Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
Signal
C
31
(3)
Edmonds/
W
WSDOT
19 238th Street SW and SR 99
Signal
B
18
E
Edmonds
20 238th Street SW and Edmonds Way (SR
Eastbound/
F/Dl
80/31
(3)
Edmonds/
104)
Westbound
WSDOT
Stop -Control
21 244th Street SW (SR 104) and 76th
Signal
D
48
(3)
Edmonds/
Avenue W
WSDOT
22 244th Street SW (SR 104) and SR 99
Signal
D
42
(3)
Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W
Signal
B
12
D
Edmonds
24 238th Street SW and Firdale Avenue
Signal
B
16
D
Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop -controlled movement.
2. LOS exceeds standard.
3. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
City of Edmonds 3-28
City Boundary
+— Railroad
Water Feature
AU Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
V 1e`N
Dr
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
IIIrM
4,11,
Figure 3-10. Existing Level of Service
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
Future Operations
This section presents the methodology used to forecast roadway operating conditions through
2025, and provides an assessment of those future traffic conditions if no additional improvements
are made to the transportation system.
Travel Demand Forecasting Model
For this Transportation Plan, a travel demand forecasting model was developed to analyze future
travel demand and traffic patterns for the weekday PM peak hour, which is typically the hour in
which the highest level of traffic occurs, and is the time period in which concurrency assessment
is based. The major elements of the model include:
■ Transportation network and zone development
■ Existing land use inventory
■ Trip generation
■ Trip distribution
■ Network assignment
■ Model calibration
■ Model of future traffic conditions
These elements are described in the following sections.
Transportation Network and Zone Development
The analysis roadway network is represented as a series of links (roadway segments) and nodes
(intersections). Road characteristics such as capacity, length, speed, and turning restrictions at
intersections are coded into the network. The geographic area covered by the model is divided
into transportation analysis zones (TAZs) that have similar land use characteristics. Figure 3-11
shows the TAZs that were developed for the Edmonds model. The PSRC regional transportation
model was used as the basis for both transportation network and TAZ definitions. For the more
detailed Edmonds model, some larger TAZs from the regional model were subdivided into
smaller TAZs, and the roadway network was analyzed in greater detail. Consistency with the
regional model allows land use and roadway information that was updated in the development of
the Edmonds model to be easily transferred to PSRC for the next update of the regional model.
Existing Land Use Inventory
Existing land use was based on a citywide land use inventory completed for this project in 2008.
In order to establish an accurate base map of existing land use, land use was confirmed using
assessor records, supplemental aerial photos, and field verification. For the model area outside the
city limits, land use was based on regional population and employment inventory provided by the
PSRC. The land use is summarized by TAZ, as shown in Figure 3-11.
City of Edmonds 3-30
City Boundary
+— Railroad
-,—, Water Feature
City TAZ Boundaries
VIeW
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 3-11. Transportation Analysis Zones
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
The trip generation step estimates the total number of trips produced by and attracted to each
TAZ in the model area. The trips are estimated using statistical data on population and household
characteristics, employment, economic output, and land uses. Trips are categorized by their
general purpose, including:
■ Home -based -work, or any trip with home as one end and work as the other end;
■ Home -based -other, or any non -work trip with home as one end;
■ Non -home -based, or any trip that does not have home at either end.
The trip generation model estimates the number of trips generated per household and employee
during the analysis period for each of these purposes. The output is expressed as the total number
of trips produced in each TAZ and the total number of trips attracted to each TAZ, categorized by
trip purpose.
Trip Distribution
The trip distribution step allocates the trips estimated by the trip generation model to create a
specific zonal origin and destination for each trip. This is accomplished using the gravity model,
which distributes trips according to two basic assumptions: (1) more trips will be attracted to
larger zones (the size of a zone is defined by the number of attractions estimated in the trip
generation phase, not the geographical size), and (2) more trip interchanges will take place
between zones that are closer together than the number that will take place between zones that are
farther apart. The result is a trip matrix for each of the trip purposes specified in trip generation.
This matrix estimates how many trips are taken from each zone (origin) to every other zone
(destination). The trips are often referred to as trip interchanges.
Network Assignment
The roadway network is represented as a series of links (roadway segments) and nodes
(intersections). Each roadway link and intersection node is assigned a functional classification,
with associated characteristics of length, capacity, and speed. This information is used to
determine the optimum path between all the zones based on travel time and distance.
The trips are distributed from each of the zones to the roadway network using an assignment
process that takes into account the effect of increasing traffic on travel times. The result is a
roadway network with traffic volumes calculated for each segment of roadway. The model
reflects the effects of traffic congestion on the roadway network.
Model Calibration
A crucial step in the modeling process is the calibration of the model. The modeling process can
generally be described as defining the existing roadway system as a model network and applying
trip patterns based on existing land use. The model output, which consists of estimated traffic
volumes on each roadway segment, is compared to existing traffic counts. Adjustments are made
to the model inputs until the modeled existing conditions replicate actual existing conditions,
City of Edmonds 3-32
within accepted parameters. Once the model is calibrated for existing conditions, it can be used as
the basis for analyzing future traffic conditions and the impacts of potential improvements to the
roadway network.
Future travel demand is based on projections of fixture land use patterns and community growth.
Based on population and employment forecasts, the City provided these growth assumptions for
the next 20 years. The growth assumptions represent the higher end of possible ranges, resulting
in a more conservative assessment of the impact of future land use on traffic conditions. For the
model area outside the city limits, future land use projections were based on PSRC forecasts.
Using the same general process described for modeling existing conditions, the forecasted land
use data is used to estimate the number of trips that will be generated in future travel. These trips
are then distributed among the TAZs, and assigned to the roadway network. The result is a model
of projected future traffic conditions, under the projected future land use scenario.
For future analysis under 2015 conditions, a straight-line growth between existing and projected
2025 traffic volumes was assumed. This is based on the assumption that steady growth between
existing and planned 2025 land uses will occur.
ITS ����i; �/i li T al 7�L 'I.if�i'rr' I� to �._�f_ • L� a !_ �I
Table 3-11 presents projected PM peak hour LOS for city intersections by 2015,.with existing
transportation infrastructure in place. Projected 2015 LOS at the analysis intersections is also
shown in Figure 3-12. The following locations are projected to operate below the City's adopted
LOS standards under the 2015 conditions, if no additional improvements are made to the
transportation system:
■ Olympic View Drive and 76th Avenue W
■ Puget Drive and 88th Avenue W (deficient under existing conditions)
■ 212th Street SW and 76th Avenue W
■ 212th Street SW and 84th Avenue W (deficient under existing conditions)
■ Main Street and 9th Avenue N (deficient under existing conditions)
■ Walnut Street and 9th Avenue S (deficient under existing conditions)
■ 220th Street SW and 76th Avenue W
Analysis indicates that the intersection of 238th Street SW and Edmonds Way will operate at
LOS F in 2015. As it is located along a Highway of Statewide Significance, this intersection is
not subject to City concurrency standards. However, the City still considers exceeding LOS D to
be an operational deficiency, and will work with WSDOT to address it.
3-33
Comprehensive Transportation plan
Intersection
Existing
Traffic
Control
2015
L
Average
DelayJris-
(sec/veh)
Standard
diction
1 174th Street SW and Olympic View Drive
Westbound
D
33
D
Edmonds
Stop -Control
2 Olympic View Drive and 76th Avenue W
All -Way
F2
93
D
Edmonds
Stop -Control
3 196th Street SW and 76th Avenue W
Signal
D
42
D
Edmonds
4 Puget Drive (SR 524) and 88th Avenue W
Northbound/
F/F'a
55/236
E
Edmonds
Southbound
Stop -Control
5 Puget Drive and Olympic View Drive
Signal
B
16
D
Edmonds
6 Caspers Street and 9th Avenue N (SR 524)
Northbound
E
37
E
Edmonds
Stop -Control
7 208th Street SW and 76th Avenue W
Signal
B
15
D
Edmonds
8 212th Street SW and SR 99
Signal
E
77
E
Edmonds
9 212th Street SW and 76th Avenue W
Signal
F2
81
D
Edmonds
10 212th Street SW and 84th Avenue W
All -Way
F2
172
D
Edmonds
Stop -Control
11 Main Street and 9th Avenue N
All -Way
F2
89
D
Edmonds
Stop -Control
12 Walnut Street and 9th Avenue S
All -Way
F2
80
D
Edmonds
Stop -Control
13 Main Street and 3rd Avenue N (SR 524)
Signal
A
8
E
Edmonds
14 220th Street SW and SR 99
Signal
E
72
E
Edmonds
15 220th Street SW and 76th Avenue W
Signal
E2
55
D
Edmonds
16 220th Street SW and 84th Avenue W
Signal
A
9
D
Edmonds
17 220th Street SW and 9th Avenue S
Signal
B
13
D
Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
Signal
D
36
(3)
Edmonds/
W
WSDOT
19 238th Street SW and SR 99
Signal
C
24
E
Edmonds
20 238th Street SW and Edmonds Way (SR
Eastbound/
F/F'
371/56
(3)
Edmonds/
104)
Westbound
WSDOT
Stop -Control
21 244th Street SW (SR 104) and 76th
Signal
E
57
(3)
Edmonds/
Avenue W
WSDOT
22 244th Street SW (SR 104) and SR 99
Signal
D
50
(3)
Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W
Signal
B
15
D
Edmonds
24 238th Street SW and Firdale Avenue
Signal
C
21
D
Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop -controlled movement.
2. LOS exceeds standard.
3. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
City of Edmonds 3-34
I
11
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
,J101N D , T I
fl,
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
livillirm
Figure 3-12. 2015 Level of Service Without Improvement
City of Edmonds Comprehensive Transportation Plan
41'. November 2009
ComprehensiveTransportation Pupa
Table 3-12 presents projected PM peak hour LOS for city intersections by 2025, with existing
transportation infrastructure in place. Projected 2025 LOS at the analysis intersections is also
shown in Figure 3-13. The following locations are projected to operate below the City's adopted
LOS standards under the 2025 conditions, if no additional improvements are made to the
transportation system:
■ 174th Street SW and Olympic View Drive
■ Olympic View Drive and 76th Avenue W (deficient under 2015 conditions)
■ Puget Drive and 88th Avenue W (deficient under existing conditions)
■ Caspers Street and 9th Avenue N
■ 212th Street SW and SR 99
■ 212th Street SW and 76th Avenue W (deficient under 2015 conditions)
■ 212th Street SW and 84th Avenue W (deficient under existing conditions)
■ Main Street and 9th Avenue N (deficient under existing conditions)
■ Walnut Street and 9th Avenue S (deficient under existing conditions)
■ 220th Street SW and SR 99 (deficient under 2015 conditions)
■ 220th Street SW and 76th Avenue W
Analysis indicates that the intersections of 238th Street SW / Edmonds Way and 244th Street SW
/ 76th Avenue W will operate at LOS F by 2025. As they are located along a Highway of
Statewide Significance, these intersections are not subject to City concurrency standards.
However, the City still considers exceeding LOS D to be operational deficiencies, and will work
with WSDOT to address them.
City of Edmonds 3-36
Itersection
Traffic
Control
2025
LOS
Avg Delay
(sec/ve)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive
Westbound
F2
75
D
Edmonds
Stop -Control
2 Olympic View Drive and 76th Avenue W
All -Way
F2
180
D
Edmonds
Stop -Control
3 196th Street SW and 76th Avenue W
Signal
D
47
D
Edmonds
4 Puget Drive (SR 524) and 88th Avenue W
Northbound/
F/F1,2
ECL3
E
Edmonds
Southbound
Stop -Control
5 Puget Drive and Olympic View Drive
Signal
B
20
D
Edmonds
6 Caspers Street and 9th Avenue N (SR 524)
Northbound
F2
74
E
Edmonds
Stop -Control
7 208th Street SW and 76th Avenue W
Signal
B
19
D
Edmonds
8 212th Street SW and SR 99
Signal
F2
129
E
Edmonds
9 212th Street SW and 76th Avenue W
Signal
F2
136
D
Edmonds
10 212th Street SW and 84th Avenue W
All -Way
F2
204
D
Edmonds
Stop -Control
11 Main Street and 9th Avenue N
All -Way
F2
132
D
Edmonds
Stop -Control
12 Walnut Street and 9th Avenue S
All -Way
F2
131
D
Edmonds
Stop -Control
13 Main Street and 3rd Avenue N (SR 524)
Signal
A
9
E
Edmonds
14 220th Street SW and SR 99
Signal
F2
120
E
Edmonds
15 220th Street SW and 76th Avenue W
Signal
E2
68
D
Edmonds
16 220th Street SW and 84th Avenue W
Signal
B
11
D
Edmonds
17 220th Street SW and 9th Avenue S
Signal
B
14
D
Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
Signal
D
44
(4)
Edmonds/
W
WSDOT
19 238th Street SW and SR 99
Signal
C
33
E
Edmonds
20 238th Street SW and Edmonds Way (SR
Eastbound/
F/F'
ECL3/142
(4)
Edmonds/
104)
Westbound
WSDOT
Stop -Control
21 244th Street SW (SR 104) and 76th
Signal
F
90
(4)
Edmonds/
Avenue W
WSDOT
22 244th Street SW (SR 104) and SR 99
Signal
D
55
(4)
Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W
Signal
B
18
D
Edmonds
24 238th Street SW and Firdale Avenue
Signal
C
27
D
Edmonds
1. For two-way stop controlled intersections, the LOS and average delay is presented for each stop -controlled movement.
2. LOS exceeds standard.
3. ECL = Exceeds calculable limits
4. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
3-37
November 200
L.City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
11
VIOIN D , T I
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
A U rM
Figure 3-13. 2025 Level of Service Without Improvement
City of Edmonds Comprehensive Transportation Plan
November 2009
Citywide efforts to provide safe transportation include enforcement of traffic regulations,
provision of crosswalks and sidewalks for pedestrians, and provision of well -designed streets for
safe driving. Safety also involves ongoing coordination with emergency service providers to
ensure access for their emergency equipment. Recommendations to address safety issues are
based on assessment of historical collision data, focused sub -area or corridor safety studies, or on
citizen feedback. These assessments are described in the following sections.
Collision History
For this Transportation Plan update, historical collision data provided by WSDOT for the years
2005 through 2007 was compiled and evaluated (WSDOT 2008).
All locations at which an average of five or greater collisions occurred per year were evaluated
more closely. Table 3-13 presents the three most recent years of collision data for locations at
which collision incidents averaged more than five per year (WSDOT 2008). The table shows that
the five highest collision intersections are all located along SR 99, with the highest number
occurring near the intersection of 220th Street SW and SR 99.
An intersection that carries higher traffic volumes is more likely to experience a higher level of
collisions. To account for this, and to allow collision data to be more accurately compared, the
rate of collisions per million entering vehicles was calculated for all locations that had averaged
five or greater collisions per year. Typically, a collision rate at or greater than 1.0 collision per
million entering vehicles raises indicates that further evaluation may be warranted. Table 3-13
presents the collision rate per million entering vehicles at high collision locations. The locations
with the rates at or above 1.0 collision per million entering vehicles are as follows (from the
highest rate to the lowest rate):
■ 220th Street SW and SR 99
■ Main Street and 3rd Avenue
■ 244th Street SW and SR 99
■ 238th Street SW and 84th Avenue W
■ 76th Avenue W and SR 99
■ 212th Street SW and SR 99
■ SR 104 and 100th Avenue W
■ 220th Street SW and 84th Avenue W
■ 216th Street SW and SR 99
■ 212th Street SW and 76th Avenue W
These locations are shown in Figure 3-14.
3-39
srv�r bu U22
Comprehensive Transportation plan
ormirs-mm.,li marmigrongrum t
Intersection
Total Collisions in
-year Analysis
Period'
Average Number
of Collisions per
ye r2
Average Collisions
per Million Entering
Ve icles3
220th Street SW and SR 99
90
30
1.8
244th Street SW and SR 99
70
23
1.6
212th Street SW and SR 99
55
18
1.3
SR 99 and 76th Avenue W
54
18
1.5
216th Street SW and SR 99
40
13
1.1t4>
Edmonds Way and 100th Avenue W
39
13
1.2
224th Street SW and SR 99
32
11
0.9(4)
212th Street SW and 76th Avenue W
26
9
1.0
238th Street SW and SR 99
26
9
0.7
244th Street SW and Edmonds Way
20
7
(5)
Main Street and 3rd Avenue
20
7
1.7
236th St SW and Edmonds Way
18
6
0.716>
Edmonds Way and SR 99 Ramps
18
6
(5)
220th Street SW and 84th Avenue W
17
6
1.2
244th Street SW and 76th Avenue W
17
6
0.4
238th Street SW and 84th Avenue W
16
5
107)
220th Street SW and 76th Avenue W
15
5
0.7
236th Street SW and SR 99
14
5
0.4(4)
240th Street SW and SR 99
14
5
0.4(4)
Dayton Street and Sunset Avenue
14
5
0.9
1. Based on data collected from January 2005 through December 2007.
2. Totals that are equal or greater than average 5 collisions per year are included in the table.
3. Totals that exceed threshold of 1.0 collision per million entering vehicles are indicated in bold.
4. Data not available. Intersection entering volume is assumed the same as the intersection of 238th Street SW and SR 99.
5. Data not available.
6. Data not available. Intersection entering volume is assumed the same as the intersection of 238th Street SW and Edmonds Way
7. Data not available. Use traffic volume along 238th Street SW and 84th Avenue W.
Source: WSDOT 2008.
At high collision locations that are also concurrency locations, capacity improvement projects
designed to address operational deficiencies should also serve to improve safety conditions.
City of Edmonds 3-40
t- — --I
L City Boundary
Railroad
Water Feature
Collisions per Million Entering Vehicles
1.00-1.49
1.5 or Higher
,jIOIN o',
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 3-14. High Collision Locations
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
The City conducted a focused assessment of the SR 99 corridor in 2006. (Perteet 2006)
Collaborating with community, business, and agency stakeholders, the study sought to evaluate
current and future transportation needs along the corridor, identify multi -modal solutions, and
identify high priority projects for incorporation into the City's TIP. Two high priority
improvement projects were identified, that are incorporated into this Plan:
■ SR 99 at 228th Street SW and 76th Avenue W — Construct connection of 228th Street SW
between SR 99 and 76th Avenue W (three lanes with curb, gutter, bike lanes and sidewalk).
Install traffic signals at 228th Street SW/SR 99 and 228th Street SW/76th Avenue W. Install
median on SR 99 to prohibit left turn movements at 76th Avenue W.
■ SR 99 at 216th Street SW — Widen to allow one left turn lane and one through lane in
eastbound and westbound directions, with 100-foot storage length for turn lanes.
r/0 `
Residents periodically express concerns about speeding or a high level of cut -through traffic on
residential streets.
Cut -Through Traffic — Over time, drivers will tend to find the most efficient route between
their origin and destination. When congestion occurs on arterials and collector routes
motorists begin to use local access streets as cut -thorough routes. Maintaining the efficiency
of arterial and collector routes is the most effective way to avoid or reduce cut -through
traffic. However, even with optimally designed and managed road networks, there are times
when drivers will use residential streets as shortcuts.
■ Speeding Traffic — Vehicles traveling well above the speed limit on residential streets
reduces safety and is of concern to residents. Although some motorists will typically drive
above the posted speed limit, the deviation above the limit is typically 5 to 10 mph. This
deviation is anticipated and routinely reflected in the safety design of streets and posted speed
limits. Speeding more than 10 mph over the speed limit sometimes occurs on older residential
streets that have wide travel lanes and an abundance of vehicle parking, which can encourage
speeding because the motorist perceives the street is safe and intended for higher speeds.
When cut -through traffic becomes a significant portion of the overall volume on a residential
street, traffic calming measures may be effective in directing traffic to another route. The speed of
motorists along residential streets can also be addressed by traffic calming. Traffic calming
devices are physical devices installed on neighborhood residential streets, to reduce cut -through
traffic, and/or discourage speeding. Traffic calming devices are currently in place at many
locations throughout Edmonds (see Figure 3-5). These measures have been installed as part of
capital improvement projects, as opportunities were presented, and occasionally in response to
citizen requests. However, the City does not currently have a formal traffic calming program.
City of Edmonds 3-42
;' ii �•ri � i � i � iiai �
Proposed improvements are presented in Table 3-14, and illustrated in Figure 3-15. Projects are
categorized as concurrency projects, state highway projects, or safety projects.
Capital roadway improvement projects were developed to address intersection deficiencies under
existing conditions and under 2015 and 2025 projected conditions. These projects are needed to
improve operation and capacity at intersections that currently operate or are projected to operate
at levels below the City's LOS standards. Concurrency projects applied to the 2015 conditions are
those needed to address existing and 2015 deficiencies. Under the 2025 conditions, all
recommended concurrency projects are applied to intersections that are expected to exceed the
LOS standards.
Intersections located on SR 104 are not subject to City's LOS standards; however, capital
roadway improvement projects were developed to address intersections operations at the
following locations:
■ 238th Street SW / Edmonds Way
■ 244th Street SW / 76th Avenue W
The City will work with WSDOT for implementation of these improvements, or alternative
projects to meet the same mobility objectives.
Capital roadway improvement projects were also developed to address vehicular and pedestrian
safety on city streets. The City has conducted the circulation and safety analysis for SR 99.
According to the study, improvement projects were recommended at the following locations,
which are expected to improve the vehicular and pedestrian safety at these locations.
■ 228th Street SW / SR 99 / 76th Avenue W
■ SR 99 / 216th Street SW
Improvements are also recommended on the following streets to improve the vehicle and
pedestrian safety.
■ 238th Street SW, between Edmonds Way and 84th Avenue W
■ 84th Avenue W, between 212th Street S and 238th Street SW
■ SR 99 illumination
Comprehensive Transportation Plan
■ Shell Valley
■ Main Street and 3rd Avenue
In addition, the City considers improvement to all modes (bicycle, pedestrian, and transit) in the
design of road projects; so all proposed road improvements, even those that are listed primarily as
concurrency improvements, will also include elements to support and promote alternative mode
operations and safety.
Table 3-14. Recommended Capital Roadway Improvements through 20
Trigger
Location Years Improvement Jurisdiction
Concurrency Projects by 2015
4 Puget Drive and 88th Avenue W
2009
Install traffic signal.z
Edmonds
10 212th Street SW and 84th Avenue W
2009
Install a single -lane roundabout.
Edmonds
11 Main Street and 9th Avenue N
2009
Install traffic signal.'
Edmonds
12 Walnut Street and 9th Avenue S
2009
Install traffic signal.'
Edmonds
2 Olympic View Drive and 76th Avenue W
2015
Install traffic signal. Widen 76th to add a
Edmonds
westbound left turn lane for 175-foot storage
length.
9 212th Street SW and 76th Avenue W
2015
Widen 76th to add a northbound left turn lane for
Edmonds
250-foot storage length and a southbound left
turn lane for 125-foot storage length. Provide
protected left turn phase for northbound and
southbound movements. Widen 212th to add a
westbound right turn lane for 50-foot storage
length.
15 220th Street SW and 76th Avenue W
2015
Reconfigure eastbound lanes to a left turn lane
Edmonds
and a through -right lane. Change eastbound and
westbound phase to provide protected -permitted
phase for eastbound left turn. Provide right turn
phase for westbound movement during
southbound left turn phase.
Concurrency Projects by 2025
1 174th Street SW and Olympic View Drive
2025
Widen Olympic View Dr to add a northbound left
Edmonds
turn lane for 50-foot storage length. Shift the
northbound lanes to the east to provide an
acceleration lane for eastbound left turns.
6 Caspers Street and 9th Avenue N
2015
Install traffic signal.
Edmonds
8 212th Street SW and SR 99
2025
Widen 212th to add a westbound left turn lane
Edmonds
for 200-foot storage length and an eastbound left
turn lane for 300-foot storage length. Provide
protected left turn phase for eastbound and
westbound movements.
14 220th Street SW and SR 99
2025
Widen 220th to add westbound right turn lane for
Edmonds
325-foot storage length. Widen SR 99 add
second southbound left turn lane for 275-foot
storage length.
City of Edmonds 3 44
Trigger
Location
fear'
Improvement
Jurisdiction
State Highway Improvement Projects
20 238th Street SW and Edmonds Way
2008
Install a signal and provide protected left turn
Edmonds/
phase for northbound and southbound.
WSDOT
21 244th Street SW and 76th Avenue W
2025
Widen 244th to add second westbound left turn
Edmonds/
lane for 325-foot storage length. Provide right
WSDOT
turn phase for northbound movement during
westbound left turn phase.
Safety Projects
228th Street SW, at SR 99 and 76th
Construct connection of 228th Street SW
Edmonds
Avenue W
between SR 99 and 76th Avenue W (three lanes
with curb, gutter, bike lanes and sidewalk).
Install traffic signals at 228th Street SW / SR 99
and 228th Street SW / 76th Avenue W. Install
median on SR 99 to prohibit southbound left turn
movements at 76th Avenue W.
SR 99 at 216th Street SW
Widen to allow one left turn lane and one
Edmonds
through lane in eastbound and westbound
directions, with 100-foot storage length for turn
lanes.
238th Street SW, between Edmonds Way
Widen to three lanes with curb, gutter, bike
Edmonds
and 84th Avenue W
lanes, and sidewalk.
84th Avenue W, between 212th Street S
Widen to three lanes with curb, gutter, bike lanes
Edmonds/
and 238th Street SW
and sidewalk.
Snohomish
County
SR 99 illumination
Improve roadway safety with illumination.
Edmonds
Shell Valley
New road to improve emergency vehicle access
Edmonds
and non -motorized access.
Main Street and 3rd Avenue
Upgrade signal to reduce conflicts with trucks.
Edmonds
1. Trigger year is the year by which travel demand forecasts indicates that the location will operate below adopted LOS standards, and
thus be in violation of concurrency. Under the GMA, improvements must be in place within six years of the year that a concurrency
violation is triggered.
2. Analysis indicates that restricting northbound and southbound traffic to right -turn -only (prohibiting left -turn and through movements)
would also address the deficiency identified at this location through 2025. This could be implemented as an alternate solution, or as an
interim solution until traffic signal warrants are met.
3. Analysis indicates that identified deficiencies could also be addressed by removal of parking along the entire length of 9th Avenue
between the northbound approach of Walnut and the southbound approach of Main, and restriping and signing so that this section of 9th
would be 4 lanes wide. This would result in two lanes of traffic at the northbound and southbound stop -controlled approaches of both
intersections. This could be implemented as an alternate solution, or as an interim solution until traffic signal warrants are met.
3-45
tloven7ber 2009
City Boundary
Railroad
-1 — Water Feature
Improvement Types
1% Install New Signal
Upgrade Existing Signal
OInstall Roundabout
Add Lane/intersection Approach
Widen Road
Project Category
Concurrency
Safety
Highway of Statewide Significance
11
'J10IN D , T I
VA
99
Source: City of Edmonds (2008); WSIDOT (2008);
Snohomish County (2008)
0 0.5 1
liviurm
Figure 3-15. Recommended Capital Road Improvements
City of Edmonds Comprehensive Transportation Plan
November 2009
Projected intersection LOS under 2015 conditions, with recommended improvements in place, is
summarized in Table 3-15 and illustrated in Figure 3-16. The table shows that recommended
projects are expected to address deficiencies identified through 2015.
Table 3-15. 2015 Level of Service — with Recommended Improvements
Intersection
Traffic
Control
2015
LOS
Average
Delay
(seciveh)
LOS
Standard
Juris-
diction
1 174th Street SW and Olympic View Drive
Westbound
D
33
D
Edmonds
Stop -Control
2 Olympic View Drive and 76th Avenue W
Signal
B
12
D
Edmonds
3 196th Street SW and 76th Avenue W
Signal
D
42
D
Edmonds
4 Puget Drive (SR 524) and 88th Avenue W
Signal
A
7
E
Edmonds
5 Puget Drive and Olympic View Drive
Signal
B
16
D
Edmonds
6 Caspers Street and 9th Avenue N (SR 524)
Signal
A
9
E
Edmonds
7 208th Street SW and 76th Avenue W
Signal
B
15
D
Edmonds
8 212th Street SW and SR 99
Signal
E
77
E
Edmonds
9 212th Street SW and 76th Avenue W
Signal
D
38
D
Edmonds
10 212th Street SW and 84th Avenue W
Single -lane
B
12
D
Edmonds
Roundabout
11 Main Street and 9th Avenue N (SR 524)
Signal
B
13
E
Edmonds
12 Walnut Street and 9th Avenue S
Signal
A
8
D
Edmonds
13 Main Street and 3rd Avenue N
Signal
A
8
D
Edmonds
14 220th Street SW and SR 99
Signal
E
72
E
Edmonds
15 220th Street SW and 76th Avenue W
Signal
C
35
D
Edmonds
16 220th Street SW and 84th Avenue W
Signal
A
9
D
Edmonds
17 220th Street SW and 9th Avenue S
Signal
B
13
D
Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
Signal
D
36
Edmonds/
W
WSDOT
19 238th Street SW and SR 99
Signal
C
24
E
Edmonds
20 238th Street SW and Edmonds Way (SR
Signal
B
10
>
Edmonds/
104)
WSDOT
21 244th Street SW (SR 104) and 76th
Signal
D
43
Edmonds/
Avenue W
WSDOT
22 244th Street SW (SR 104) and SR 99
Signal
D
50
Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W
Signal
B
15
D
Edmonds
24 238th Street SW and Firdale Avenue
Signal
C
21
D
Edmonds
1. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
3-47
s�vemher 2009
City Boundary
Railroad
Water Feature
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
11
vwv O',
A
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
liviurm
Figure 3-16. 2015 Level of Service With Improvement
City of Edmonds Comprehensive Transportation Plan
November 2009
Projected intersection LOS under 2025 conditions, with recommended improvements in place, is
summarized in Table 3-16 and illustrated in Figure 3-17. The table shows that recommended
projects are expected to address deficiencies identified through 2025.
Table 3-16. 2025 Level of Service — with Recommended Improvements
Intersection
Traffic
Control
2025
LOS
Average
DelayJuris-
(sec/ve)
Standard
diction
1 174th Street SW and Olympic View Drive
Westbound
D
33
D
Edmonds
Stop -Control
2 Olympic View Drive and 76th Avenue W
Signal
B
12
D
Edmonds
3 196th Street SW and 76th Avenue W
Signal
D
47
D
Edmonds
4 Puget Drive (SR 524) and 88th Avenue W
Signal
A
8
E
Edmonds
5 Puget Drive and Olympic View Drive
Signal
B
20
D
Edmonds
6 Caspers Street and 9th Avenue N (SR 524)
Signal
B
13
E
Edmonds
7 208th Street SW and 76th Avenue W
Signal
B
19
D
Edmonds
8 212th Street SW and SR 99
Signal
E
80
E
Edmonds
9 212th Street SW and 76th Avenue W
Signal
D
54
D
Edmonds
10 212th Street SW and 84th Avenue W
Single -lane
B
12
D
Edmonds
Roundabout
11 Main Street and 9th Avenue N
Signal
B
16
D
Edmonds
12 Walnut Street and 9th Avenue S
Signal
A
9
D
Edmonds
13 Main Street and 3rd Avenue N (SR 524)
Signal
A
9
E
Edmonds
14 220th Street SW and SR 99
Signal
E
62
E
Edmonds
15 220th Street SW and 76th Avenue W
Signal
D
52
D
Edmonds
16 220th Street SW and 84th Avenue W
Signal
B
11
D
Edmonds
17 220th Street SW and 9th Avenue S
Signal
B
14
D
Edmonds
18 Edmonds Way (SR 104) and 100th Avenue
Signal
D
44
Edmonds/
W
WSDOT
19 238th Street SW and SR 99
Signal
C
33
E
Edmonds
20 238th Street SW and Edmonds Way (SR
Signal
B
11
>
Edmonds/
104)
WSDOT
21 244th Street SW (SR 104) and 76th
Signal
D
52
>
Edmonds/
Avenue W
WSDOT
22 244th Street SW (SR 104) and SR 99
Signal
D
55
Shoreline/
Edmonds/
WSDOT
23 238th Street SW and 100th Avenue W
Signal
B
18
D
Edmonds
24 238th Street SW and Firdale Avenue
Signal
C
27
D
Edmonds
1. State routes designated as Highways of Statewide Significance are not subject to concurrency and thus no City standard is defined for these
facilities. However, to monitor operations on Highways of Statewide Significance (SR 104, and SR 99 south of SR 104), the City identifies existing or
potential future deficiencies if LOS D is exceeded.
3-49
November 2009
City Boundary
Railroad
,-^— Water Feature
09,
Level of Service (LOS) Designation
Meets LOS Standard
Exceeds LOS Standard
Highway of Statewide Significance
(Not subject to Local LOS Standard)
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
14 ITQ!61T!im��
Miles
Figure 3-17. 2025 Level of Service With Improvement
City of Edmonds Comprehensive Transportation Plan
4,11, November 2009
Road Project Priority
The road improvement projects presented in this Transportation Plan were identified to address a
variety of mobility and safety issues. The projects were prioritized according to five criteria
presented in Table 3-17.
Criteria
Weight Description
Points
Concurrency
3 Is the project required to meet
3
Existing concurrency deficiency
concurrency?
2
Concurrency deficiency identified by 2015
1
Concurrency deficiency identified by 2025
0
Does not address a concurrency deficiency
Safety
3 Does the project address identified
3
High collision location >_ 1.5 collisions per million
safety issues?
entering vehicles
2
High collision location 1.0 -1.5 collisions per
million entering vehicles
1
<1.0 collisions per million entering vehicles
0
No historical vehicle safety issues identified
Grant
2 Does the project include elements, such
3
High eligibility
Eligibility
as strong safety and/or non -motorized
components, which would make it more
2
Medium eligibility
attractive for state or federal grant
funding?
1
Low eligibility
0
No eligibility
Magnitude of
2 At how many locations will the project
3
Improve LOS at 2 or more intersections
Improvement
improve travel conditions?
2
Improve LOS in all directions at an intersection;
and/or significantly improve pedestrian safety
1
Improve LOS in 1 or 2 directions at an
intersection
Multimodal
1 Does the project include elements that
3
Improves transit and non -motorized travel
Elements
improve safety or mobility for
pedestrians, bicyclists, and/or transit?
2
Improves non -motorized travel
1
Improves transit mobility
0
Does not include multimodal elements
Table 3-18 lists the roadway projects in ranked order, based upon the criteria described in Table
3-17. Projected costs of the recommended roadway projects are provided in Chapter 6
(Implementation and Financial Plan) of this Transportation Plan.
3-fi1
srv,.iW U22
Comprehensive Transportation Pupa
- M S aiiiiiii?J
Rank
Criteria
Weight
Project
Concurrency
Raw Wtd
Safety
3
Raw Wtd
Grant
Eligibility
2
Raw Wild
Magnitude
2
RawWild
Multimodal
Elements
1
Raw Wtd
eights
Total
1
228th Street SW, SR99 -
0
0
3
9
3
6
3
6
3
3
24
76th Avenue W
2
Main Street / 9th Avenue
3
9
1
3
2
4
2
4
3
3
23
N
3
212th Street SW / 76th
2
6
2
6
2
4
2
4
1
1
21
Avenue W
4
Main St / 3rd Ave signal
0
0
3
9
3
6
2
4
2
2
21
upgrade
5
84th Avenue W, 212th
0
0
3
9
2
4
2
4
3
3
20
Street SW - 238th Street
SW
6
212th Street SW / 84th
3
9
1
3
1
2
2
4
1
1
19
Avenue W
7
Walnut Street / 9th
3
9
1
3
1
2
1
2
3
3
19
Avenue S
8
Puget Drive / 196th St
3
9
1
3
1
2
1
2
2
2
18
SW / 88th Avenue W
9
Olympic View Drive / 76th
2
6
1
3
1
2
2
4
2
2
17
Avenue W
10
220th Street SW / SR 99
1
3
3
9
1
2
1
2
1
1
17
11
80th Avenue Sight
0
3
3
9
2
4
1
2
2
2
17
Distance
11
220th Street SW / 76th
2
6
1
3
1
2
2
4
1
1
16
Avenue W
12
Caspers Street / 9th
2
6
1
3
1
2
1
2
3
3
16
Avenue N
13
212th Street SW / SR 99
1
3
2
6
2
4
1
2
1
1
16
14
SR 99 Illumination
0
0
3
9
1
2
1
2
3
3
16
15
238th Street SW /
0
0
1
3
1
2
2
4
3
3
12
Edmonds Way (SR 104)
16
216th Street / SR 99
0
0
2
6
1
2
1
2
2
2
12
17
174th Street SW /
1
3
1
3
1
2
1
2
0
0
10
Olympic View Drive
18
238th Street SW, SR104 -
0
0
1
3
1
2
1
2
3
3
10
84th Avenue W
19
Shell Valley
0
0
1
3
1
2
1
2
2
2
9
20
244th Street SW (SR
0
0
1
3
1
2
1
2
1
1
8
104) / 76th Avenue W
Wtd = Weighted = raw score X criterion weight
City of Edmonds 3-52
The recommended Edmonds Neighborhood Traffic Calming program is described in detail in
Appendix B of this Transportation Plan. The program is designed to assist residents and the City
staff in responding to neighborhood traffic issues related to speeding, cut -through traffic, and
safety. Implementation of a traffic calming program allows traffic concerns to be addressed
consistently and traffic calming measures to be efficiently developed and put into operation.
In establishing a neighborhood traffic calming program, the City must take into account the
restriction that no deviation from WSDOT design standards is permitted on principal arterials,
minor arterials and collector streets without express approval of the WSDOT local programs
engineer (RCW 35.78). This limitation does not apply to local access streets, which are defined
by RCW 35.78.010 as streets "...generally limited to providing access to abutting property...
tributary to major and secondary thoroughfares... generally discouraging through traffic..."
Therefore, only local access streets are generally eligible for traffic calming programs.
The two main purposes of traffic calming techniques are to:
■ Reduce the use of residential streets for cut -through traffic, and
■ Reduce overall speeds along residential roadways.
A key component of any successful traffic calming program is citizen initiation and ongoing
resident involvement. The traffic calming process begins when residents gather eight or more
signatures on a petition, requesting that the City initiate a study. The City then undertakes a
comprehensive traffic study, gathering data on vehicle speeds, traffic volumes, collision history,
and nighttime lighting conditions. If the study reveals a need for traffic calming per the criteria
set forth in the Edmonds Traffic Calming program (Appendix B), a three-phase approach to
remediate traffic issues is used. Phase 1 is the start of the process, with the residents filing a
petition and the City reviewing whether or not the application qualifies. Phase 2 focuses on
solutions that can be quickly deployed, including education, signage, striping modifications, and
more police enforcement. If a follow up study indicates that these solutions are not sufficiently
effective, Phase 3 traffic calming measures are considered. Phase 3 measures, which are generally
more costly and require more time to deploy, might include physical devices such as curb bulbs,
chicanes, and traffic circles. The need for citizen involvement greatly increases in Phase 3,
because each potential solution requires resident approval prior to implementation.
�- ._ •i ..
The City's transportation infrastructure is comprised primarily of streets with pavements,
sidewalks, illumination, and traffic control, including traffic signals, signs, and pavement
marking. Transportation infrastructure requires maintenance, repair, rehabilitation, updating, and
replacement to maintain serviceability, reliability, and safety, and to protect the public's
investment. Maintenance of existing infrastructure enables efficiency of transportation operations,
and reduces the need for more expensive capital improvements.
3-53
..mb � 009
ComprehensiveTransportation Pupa
Maintenance of the City's transportation infrastructure is provided primarily by the City's Public
Works Department. Activities include the following.
■ Annual Street Overlays — The projects include spot repairs of failed pavement, full surface
and taper grinding of pavement, curbing and sidewalk repairs, and minor storm water system
modifications. The projects also incorporate traffic calming measures. In coordination with
this transportation plan, future projects will include retrofit of curb ramps for ADA
compliance, and may include delineating bike lanes and other bike route improvements (see
Chapter 4 for a more detailed discussion). Selection of projects includes reviewing the capital.
improvement plans for water, sewer, and storm to determine if utility improvements are
programmed within the roadway segment under consideration. If there are, the projects
schedules will be coordinated.
The Principal Arterial, Minor Arterials, and Collectors are all rated once every 2 years as part
of the WSDOT Pavement Condition Survey. Those streets are assigned a Pavement
Condition Index (PCI) ranging from 0-100:
- 71 — 100: Excellent (only routine maintenance necessary: activities are performed to
maintain a safe traffic condition and include pothole patching, patching around utility
structures, and crack sealing).
- 50 — 70: Fair (Repair activities are done within the initial 10 year life of a new
pavement helps to prevent potholes from occurring. These activities may mean placing a
new surface (2 inches or less) on an existing road way to provide a better all weather
surfaces, a better riding surface, and to extend or renew the pavement life).
- 25 — 49: Poor (Rehabilitation work generally consists of the preparatory work activities
and either thin or thick overlay. Preparatory work may involve digging out defective
asphalt, base and sub base. A rehab project typically extends the roadway life between 10
—15 years).
- Less than 25: Fail (Reconstruction is required as a majority of the pavement or
underlying base course has failed and can no longer serve as competent foundation for
flexible pavements like asphalt).
Under existing conditions, 70% of city arterials and collectors are in Excellent to Fair
condition, based upon these guidelines. The remaining 30% are in Poor to Fail condition.
Under the ideal cycle, roads with functional classification of collector or above receive an
overlay once every 20 years; and local roads receive an overlay once every 25 years.
■ Citywide Street Improvements — The City implements minor maintenance projects to
increase roadway life. Projects may include spot repairs of failed pavement, curbing and
sidewalk repairs, and minor storm water system modifications.
Citywide Signal Improvements — As traffic signals age, their functionality becomes more
limited and they become more difficult to maintain. The City regularly upgrades traffic
signals to maintain functionality, and to incorporate new technology.
City of Edmonds3-54
■ Citywide Cabinetntr ll r Upgrades — A signal controller is located in a
controller cabinet at each traffic signal, and determines phases and cycle length for the signal
it operates. Signal controllers are comprised of many types and many manufacturers, and as
they age, their functionality becomes more limited and they become more difficult to
maintain. The City regularly upgrades signal controllers to maintain functionality, and to
accommodate modern traffic control equipment.
■ Arterial Street Signal Coordination Improvements — Coordinate traffic signals located
within 1/2 —mile of each other, to maximize the operating efficiency of the overall roadway
system.
■ The following specific maintenance projects are also currently planned:
- Puget Drive/Olympic View Drive Signal Upgrades — Rebuild signal
- 238th Street SW/100th Avenue W Signal Upgrades — Rebuild complete signal system
and install video detection
3-55
November 2009
This chapter provides an inventory of existing pedestrian and bicycle facilities and an assessment
of existing deficiencies and improvement needs. The chapter also highlights strategies for
compliance with ADA, and provides recommendations for other improvements to address
pedestrian and bicycle mobility and safety.
In 2002, the City of Edmonds completed its Comprehensive Walkway Plan. The plan included
goals and objectives for non -motorized transportation in the city, in addition to a walkway
inventory, a review of facility standards, and recommendations for walkway projects. The goals
and objectives include;
■ Goal: Improve non -motorized transportation facilities and services.
■ Objective: Sidewalks. Safe and attractive pedestrian facilities should be provided as an
essential element of the City's circulation and recreation system, as established in the City of
Edmonds Comprehensive Walkway Plan.
■ Objective: Sidewalk Construction Policy. Clarify when sidewalks should be constructed as a
condition of development.
The following inventory has been updated from the 2002 Walkway Plan, and the existing
facilities have been evaluated for ADA compliance.
Pedestrian facilities within the city include sidewalks, walkways, roadway shoulders, and off -road
trails. Those facilities are typically more concentrated in areas with high pedestrian activity, such
as the downtown area, commercial and business centers, near schools and other public facilities.
Figure 4-1 illustrates the locations within Edmonds that have pedestrian -intensive land uses.
4.1
November 2009
ComprehensiveTransportation Pupa
Figure 4-2 illustrates the existing sidewalks and walkways within the city. The figure shows that
the sidewalk system is most complete inside the core area bounded by SR 104, 92nd Avenue W,
and SR 524. Outside of this area, sidewalks are primarily located along roads classified as
collectors or arterials. Raised and striped walkways are generally associated with schools and
provide safe walking routes.
The federal ADA was passed in 1990 and amended in 2008. ADA requires jurisdictions to
provide accessible sidewalks primarily through the installation of ADA-compliant sidewalk
ramps. The design requirements address various areas of concern such as curb alignment with
crosswalks, narrower sidewalk width, obstacles such as utility poles, placement of the sidewalk
adjacent to the curb, or the slope of the ramps. Most of the city's sidewalk ramps were
constructed in the 1980s or later. As pedestrian improvements are made along roadway corridors,
the City has upgraded sidewalk ramps or installed new ones in accordance with current standards.
City of Edmonds 4.2
1
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Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
x; Figure 4-1. Pedestrian Intensive Land Uses
City of Edmonds Comprehensive Transportation Plan
,, November 2009
City Boundary
Railroad
Water Feature
Sidewalk on One Side
Sidewalk on Both Sides
Unpaved Walkway
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 4-2. Existing Walkways
City of Edmonds Comprehensive Transportation Plan
November 2009
All city intersections where sidewalks exist were inventoried to document where sidewalk ramps
are present. Sidewalk ramps were assessed to determine if landing areas and detection warning
meet current ADA guidelines. The curb ramp inventory is provided in Appendix D. Of
approximately 350 intersections in Edmonds, 42 intersections were found to fully meet ADA
standards, and 24 intersections partially met ADA standards.
This section presents recommended walkway improvements, which consist of new sidewalk
connections to improve pedestrian mobility and safety, and upgrades of curb ramps to conform to
ADA standards.
Major gaps in the city walkway system were identified by the Walkway Committee. To address
those gaps, the Committee developed criteria to evaluate and prioritize walkway improvement
projects. These criteria were used to prioritize improvements to walkway sections that were
identified based on input from public meetings, Walkway Committee meetings, and deficiencies
determined from a review of the existing city walkway inventory.
The criteria were weighted according to their importance. A system of points was developed to
evaluate each proposed project against each criterion. The result was a weighted average score
that helps to compare and prioritize proposed projects. Table 4-1 describes the walkway
prioritization criteria and their relative weights and point systems.
Criteria
Weight Description
Points
Pedestrian
5 How safe is the route for pedestrians?
3
Strong concerns for pedestrian safety along this
Safety
Does this improvement:
route
® Separate pedestrians from vehicular
2
Some concerns for pedestrian safety along this
traffic, especially in high traffic areas?
route
• Improve width of walkway and surface
conditions?
1
This route is very similar to other routes in
Edmonds
® Address potential conflicts at road
crossings?
0
Not a safety concern
Connectivity
4 Does this route connect to facilities or
3
Route provides significant access to 3 or more
to Services
services such as schools, parks,
services and facilities
and Facilities
churches, community centers,
businesses or transit routes?
2
Route provides access to services and facilities
Does this improvement:
1
Route provides access to 1 service or facility
® Provide direct access to facilities or
0
Route does not provide access to services or
services?
facilities
• Ensure that the route links to a safe
direct access to facilities or services?
4.5
N av mab,, 2100
ComprehensiveTransportation Pupa
Criteria
Weight Description
Points
Continuity to
3 Does this route complete gaps in the
3
Location is a missing link in a very important
Other
city's walkway system?
pedestrian route
Walkway
Links
Does this improvement:
2
Location is a missing link in a pedestrian route
® Complete important pedestrian
routes?
1
Location is one of several missing links in a
• Make important destinations more
route and important
accessible to users?
0
Not a missing link in the city walkway system
• Ultimately develop a web of
walkways?
Pedestrian
3 Is this a well -traveled route, or would it
3
Route is utilized by a significant number of
Level of
be, if improved?
pedestrians
Activity
Level of activity may be determined by:
2
Route is utilized consistently by pedestrians
• Measured counts
• Identification by the public and staff,
1
Route is occasionally used by pedestrians
through observation and experience
0
Route is not utilized by pedestrians
Public
2 Does the public support the development
3
A support petition has been filed with a large
Support
of this route?
number of signatures from abutting and nearby
property owners and the general public
2
Route has been the subject of a number of
citizen letters along with testimony at public
meetings in support of walkways
1
Route has been the subject of some negative
concern, expressed at public meetings
0
Route has been the subject of major negative
concern, expressed at public meetings
Compatibility
1 Is this route consistent with the City of
3
Route would enhance the nearby properties and
with Goals
Edmonds Comprehensive Plan Goals,
complete a portion of the City's Walkway Plan
and Policies
Policies, and Objectives?
Is this route compatible with the
2
Route would enhance the nearby properties
surrounding land uses?
1
Route is in a rural area which serves pedestrians
well
0
Surrounding land uses do not generate
pedestrian traffic
Environment
1 Will the development of the route have
3
Route has no negative environmental impact
al Impacts
any impacts on the environment?
and aesthetically improves the area
Environmental impacts include:
2
Route has some negative environmental impact
• Wetlands
but aesthetically improves the area
• Shorelines
1
Route has some negative environmental impact
• Wildlife habitat
• Aesthetics
0
Route will have major negative impact on the
environment
City of Edmonds 4.6
Criteria
Weight Description
Points
Distance
1 Is this route within a mile of a public
3
Route is an Elementary school route or close
from Schools
school?
proximity to school
2
Route provides access to High school students
1
Route is within 0.5 mile of school
Connectivity
1 Is this route also a route for transit or
3
This route is on a public transit route with transit
with Transit
provide access to transit?
stops
Services
2
This route is within 650 feet from a public transit
route with transit stops
1
This route provides a principal pedestrian
access corridor to public transit where sidewalks
do not exist on adjacent pedestrian routes.
(Beyond 650 feet from a public transit route.)
Availability of
1 Is there existing infrastructure along this
3
There is existing curb and gutter
Existing
route that will significantly reduce project
Infrastructure
costs?
2
There is partial curb and gutter
1
There is no curb and gutter
Walkway sections were analyzed separately depending on the section length. Walkway sections
longer than 1,000 feet are defined as "long walkways" and walkway sections shorter than 1,000
feet are defined as "short walkways".
Using the weighted and scoring criteria, projects with more than 50 points were designated as
Priority 1, and projects with 50 points or less were designated as Priority 2. Table 4-2 summarizes
the walkways that were considered for walkway improvements by the type of projects (i.e., short
walkway or long walkway). The projects are listed in ranked order by the total points and by
priority level. Figure 4-3 shows the locations of the walkway projects. Projected costs of the
recommended walkway projects are provided in Chapter 6 (Implementation and Financial Plan)
of this Transportation Plan. A more detailed summary of each project's limits, existing
conditions, and point tally is provided in Appendix D.
ID
Street Name
From
ToSide'
Street
Total
Points
Priority
Short
Walkway Projects
S1
2nd Avenue
Main Street
James Street
East
63
1
S2
Dayton Street
7th Avenue S
8th Avenue S
South
63
1
S3
Maple Street
West of 6th Avenue S
8th Avenue S
South
62
1
S4
Walnut Street
6th Avenue S
7th Avenue S
Either
54
1
S5
Walnut Street
3rd Avenue S
4th Avenue S
South
53
1
S6
226th Street SW
106th Avenue S
SR 104
South
50
1
4.7November 2009
ComprehensiveTransportation Pupa
Street
Total
ID
Street Name
From
To
Sides
Points
Priority
S7
189th Place SW
80th Avenue W
78th Avenue W
Either
45
2
S8
8th Avenue
Walnut Avenue
South of Walnut
Stairway
43
2
or trail
S9
84th Avenue W
188th Street SW
186th Street SW
East
43
2
S10
190th Place SW
94th Avenue W
Olympic View
Either
42
2
Drive
Long Walkway Projects
L1
236th Street SW/
SR 104
97th Place W
South
65
1
234th Street SW
L2
Maplewood Drive
Main Street
200th Street SW
West
64
1
L3
Olympic Avenue
Puget Drive
Main Street
East
62
1
L4
Meadowdale Beach
Olympic View Drive
76th Avenue W
North
60
1
Road
L5
Pine Street
9th Avenue W
SR 104
South
59
1
L6
80th Avenue W/
188th Street SW
Olympic View
West
58
1
180th Street SW
Drive
L7
80th Avenue W
206th Street SW
212th Street SW
Either
58
1
L8
238th Street SW
104th Avenue W
100th Avenue W
North
57
1
L9
238th Street SW
Highway 99
76th Avenue W
North
56
1
L10
232nd Street W
100th Avenue W
97th Avenue W
South
54
1
1-11
84th Avenue W
238th Street SW
234th Street SW
East
54
1
L12
176th Street SW
72nd Avenue W
Olympic View
Either
53
1
Drive
L13
188th Street SW
92nd Avenue W
88th Avenue W
South
49
2
L14
Andover Street/
184th Street SW/
Olympic View
Either/
49
2
184th Street SW
88th Avenue W
Drive/
North2
Andover Street
L15
72nd Avenue W
Olympic View Drive
176th Street SW
Either
47
2
L16
236th Street SW
SR 104
East of 84th
North
47
2
Avenue W
L17
92nd Avenue W
189th Place SW
186th Place SW
Either
47
2
L18
191 st Street SW
80th Avenue W
76th Avenue W
Either
47
2
L19
218th Street SW
80th Avenue W
84th Avenue W
Either
44
2
L20
192nd Street SW
88th Avenue W
84th Avenue W
Either
42
2
L21
104th Street SW/
238th Street SW
106th Avenue W
West
42
2
Robin Hood Drive
L22
186th Street SW
Seaview Park/
8608185th Place
North
37
2
80th Avenue W
SW
City of Edmonds 4.8
Street Total
ID Street Name From To Sides Points Priority
L23 216th Avenue SW 86th Avenue W 92nd Avenue W South 31 2
L24 92nd Avenue W Bowdoin Way 220th Street SW Either 26 2
1. Indicates where proposed walkway improvement is located
2. Project L12 is an L-shaped project in which sidewalks are proposed on either side of Andover Street (the north -south leg), and on the
north side of 184th Street SW (the east -west leg).
Pedestrian access to transit stops is a critical element of the walkway improvement program. The
City will continue to work with Community Transit to ensure that access to transit stops is as
convenient and safe as possible. Community Transit offers its support in securing funds related to
improving access to the existing transit system and transit facilities.
In addition to the projects listed in Table 4-2, a variety of non -motorized enhancements are
scheduled as part of the 4th Avenue Corridor Enhancement project. The City also plans to make
improvements to pedestrian lighting throughout the city, with a project currently planned on Main
Street between 5th Avenue and 6th Avenue. Additionally, the City is planning to update all
pedestrian signals to the "countdown" signals, in accordance with the standards set forth in the
Manual on Uniform Traffic Control Devices (FHWA 2001) by 2013.
4.9
November 2009
City Boundary
Railroad
_ Water Feature
Recommended Walkway Project
xx Project ID (see also Appendix D)
M
Existing Paved Walkway
Existing Unpaved Walkway
84th Ave W Safety Project
(includes walkway component)
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
unrM
Figure 4-3. Existing Walkways and Recommended Walkway Projects
City of Edmonds Comprehensive Transportation Plan
November 2009
In an effort to upgrade the sidewalk ramps and meet ADA requirements, the City has developed a
Curb Ramp Upgrade Program that prioritizes future sidewalk ramp improvements at sub -standard
locations.
Citizen request for curb ramps should be addressed as they occur, and should be accommodated
close to the time of the request unless there are circumstances which would cause them to be
deferred, such as a pending construction project that would provide the ramps in a short time
frame. Priorities for future sidewalk new ramp installations or ramp upgrades are determined
based on the following priority order:
1. Downtown intersections receive priority over other locations;
2. Arterial streets receive priority over local access streets;
3. Intersections receive higher priority if they are near:
a. Community centers, senior centers, or health facilities
b. Transit stops, schools, or public buildings
c. Commercial areas and parks.
Implementation of the curb ramp upgrade program will need to occur over time, due to the costs
of those upgrades. As part of asphalt overlay projects, all ramps adjacent to the paving work must
be upgraded to meet ADA standards and new ramps installed where none exist. Sidewalk ramps
will also be installed as part of street reconstruction and sidewalk construction projects. Private
redevelopment will also fund some ramp upgrades as part of required frontage improvements.
Appendix C provides a complete list of the intersection locations and the prioritization criteria.
The City updated its comprehensive Bikeway Plan in 2009. The Bikeway Plan outlines a list of
improvement projects for the bikeway system; and prioritizes bikeway projects, bicycle parking,
and bikeway signage. Before signing the routes, problem catch basin grates are replaced, sight
distance problems are addressed, and potholes and other safety hazards are corrected.
Additionally, the Bikeway Plan includes maintenance of bicycle facilities. Per RCW 35.75.060
and 36.82.145, all bicycle facilities must comply with Chapter 1020 of the WSDOT Design
Manual (WSDOT 2009) which is consistent with the Guide for the Development of Bicycle
Facilities (AASHTO 1999).
In addition to making project recommendations, the Bikeway Plan states several goals for the
bicycle network in Edmonds. These goals are:
■ Goal 1: To promote more bicycling.
■ Goal 2: To provide safer streets and paths for those who bicycle in Edmonds.
4-11
November 2009
ComprehensiveTransportation Pupa
■ Goal 3: To provide better access to recreational opportunities for those who bicycle.
■ Goal 4: To provide better access to schools for those who bicycle.
■ Goal 5: To provide better access to businesses for those who bicycle.
■ Goal 6: To provide better access to transit for those who bicycle.
■ Goal 7: To provide access to bicycling opportunities in other jurisdictions.
■ Goal 8: To consider bicycle facilities and program in all City transportation programs and
funding.
■ Goal 9: To provide enhanced parking facilities for those who bicycle, making the mode more
convenient.
® Goal 10: To provide maintenance provisions for City bicycle facilities.
The following inventory and recommended bicycle network improvements may be considered as
complements to the Bikeway Comprehensive Plan.
Figure 4-4 shows existing bicycle facilities within the city, which include bicycle routes, bicycle
lanes, trails, and bicycle parking facilities. Bicycle routes are designated along vehicle travel
lanes that are shared between bicycles and motor vehicles with signing. Bicycle lanes are
dedicated lanes within the traveled roadway that are reserved solely for bicyclists and
distinguished through the use of pavement markings. Bicycle lanes may be located adjacent to the
curbs or parking lanes. Trails are physically separated from vehicular traffic, and are shared with
pedestrians and other non -motorized users.
The Interurban Trail, which links the cities of Seattle, Shoreline, Edmonds, Mountlake Terrace,
Lynnwood, and Everett, runs through the southeastern portion of Edmonds. Upgrades to the trail
are included in the City's capital improvement program. Trails are also located along the city's
beaches and within city parks.
There are also easy connections for cyclists to ferries, Sound Transit's Sounder service, and
Community Transit. Bicycles are allowed on all of these systems; WSF provides a reduced fare
(relative to motorized vehicle fares) for bicycles, Sound Transit provides bike racks, and all
Community Transit vehicles have bike racks.
City of Edmonds 4-12
City Boundary
+— Railroad
Water Feature
Bike Lockers
Bike Parking
Bike Lanes
Bike Routes
— Trails/Paths
Interim Trail/Path
Z
View
D+
sW
99
Interim Route on Roadway
(76th Ave W)
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008); King County (2009)
0 0.5 1
.14 es0s0siiiiiiii
Miles
Figure 4-4. Existing Bicycle Facilities
City of Edmonds Comprehensive Transportation Plan
November 2009
ComprehensiveTransportation Pupa
The 2009 Bikeway Comprehensive Plan outlines a list of improvement projects for the bikeway
system. The Bikeway Plan prioritizes bikeway projects, bicycle parking, and bikeway signage.
The types of bikeway facilities that are recommended projects range from shared -use paths to
bike lanes to bicycle parking. Shared -use or multiuse paths are physically separated from.
motorized vehicular traffic. They are designed and built primarily for use by bicycles, but are also
used by pedestrians, joggers, skaters, wheelchair users (both non -motorized and motorized),
equestrians, and other non -motorized users. The desirable width of a shared -use path is 12 feet;
the minimum width is 10 feet.
Bike lanes are established along streets in corridors where there is current or anticipated bicycle
demand and where it would be unsafe for bicyclists to ride in the travel lane. Bike lanes delineate
the rights of way assigned to bicyclists and motorists and provide for movements that are more
predictable by each. The minimum width for a bike lane is 4 feet. However, when parking is
permitted along the bike lane, an additional width of 1 to 2 feet is recommended if parking is
substantial or the turnover of parked cars is high. With curb, guardrail, or barrier, the minimum
bike lane width is 5 feet.
Signed shared roadways are shared roadways that have been identified as preferred bike routes by
posting bike route signs. A signed shared roadway bike route is established by placing the Bicycle
Route signs or markers along the roadways according to guidelines set forth in the Manual of
Uniform Traffic Control Devices. (FHWA 2001)
The Bikeway Plan categorizes bikeway projects into small bikeway projects and large bikeway
projects. The distinction between these two categories is the funding sources. The small bikeway
projects can be funded entirely through dedicated City funding; large bikeway projects will
require grant funding and may be tied to a major roadway transportation project. Projected costs
of the recommended bikeway projects are provided in Chapter 6 (Implementation and Financial
Plan) of this Transportation Plan.
Figure 4-5 shows three bicycle loops of various difficulties and lengths that are recommended
along roads that have low speeds and low vehicle volumes. The Edmonds Bike Group helped
establish these three bicycle loops.
■ The short bicycle loop has an easy level of difficulty and a distance of 5 miles.
■ The medium bicycle loop is a medium level of difficulty route; it follows a similar route as
the short bicycle loop, but has an additional 2 miles for a total length of 7 miles.
City of Edmonds 4 14
The long bicycleis a scenic route designed for experienced cyclists. The total distance
for the long bicycle loop is 20 miles with a portion located in the Town of Woodway.
Shared use lanes, or "sharrows," are commonly used to indicate where on the roadway a cyclist
should ride, and also to remind motorists to share the lane with bicycles when present. Sharrows
consist of a roadway striping treatment, with chevron arrows and a bicycle symbol placed on the
outside portion of the travel lane. Approved by FHWA as an experimental treatment (Pedestrian
and Bicycle Information Center 2009) and expected to be included in the next edition of the
Manual of Uniform Traffic Control Devices, sharrows are a way for jurisdictions to create low-
cost and safe bicycle facilities. The City intends to install sharrows as necessary as it completes
roadway projects.
In planning for bicycle parking, both public and private property needs must be considered. The
recommended standard for new commercial developments is one bicycle rack for every 12
vehicle spaces provided. The City considers the following criteria when reviewing the suitability
of new bicycle racks;
■ The bicycle racks shall be as convenient as the majority of automobile parking spaces
provided.
■ All racks shall be securely anchored to the ground or building structures.
■ Bicycle racks shall be in a visible location, close to the building entrances.
■ Bicycle racks must be designed to accommodate U-shaped locks. (U-shaped locks are
designed to allow the lock both wheels and the bicycle frame to a stationary object.)
Figure 4-6 shows the proposed bicycle parking locations identified in the City's Bikeway Plan.
4-15
City Boundary
Railroad
Water Feature
Bike Routes
Short Loop (5 miles)
Medium Loop (7 miles)
Long Loop (20 miles)
Steep Grade/Long Hill
,jIOIN D , T I
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 4-5. Recommended Signed Bicycle Loops
City of Edmonds Comprehensive Transportation Plan
41'. November 2009
Large Bicycle Projects
Figure 4-6 shows the locations of the proposed bicycle routes and bicycle lanes. The large
bikeway projects include bicycle lanes or bicycle routes that can be added as part of future
roadway improvement projects. The large bikeway projects are concentrated around two major
efforts: creating a north -south bicycle connection between downtown Edmonds and the
Interurban Trail, and creating an east -west bicycle connection between the northern and southern
portions of Edmonds.
The north -south bicycle projects include:
■ 84th Avenue W, 238th Street SW - 212th Street SW
■ 80th Avenue W, 220th Street SW - 206th Street SW
■ 76th Avenue W, 224th Street SW - N Meadowdale Beach Drive
The east -west bicycle projects include:
■ Edmonds Way/Sunset Avenue, Edmonds Street - city limits
■ 224th Street SW, 100th Avenue W - the Interurban Trail
Other large bikeway projects include:
■ Olympic View Drive, Puget Drive - 76th Avenue W (less steep route)
■ 3rd Avenue N, Main Street - Caspers Street
■ Caspers Street, 3rd Avenue N - 9th Avenue N
■ 9th Avenue N, Caspers Street - Puget Drive
The City is planning to complete the 1.4-mile link of the Interurban Trail between the cities of
Shoreline and Mountlake Terrace. The planned alignment runs roughly parallel to 76th Avenue
W, south of 228th Street SW. The "interurban corridor" is a former inter -city rail line, part of a
nationwide system of similar lines that operated from the 1890's to the 1930's. This vital project
is significant because it is the "missing link" north and beyond to Everett and south through the
recently completed Shoreline Interurban Trail to Seattle and beyond. Locally and regionally this
community supported trail will provide safe passage and a healthy alternative to connect homes,
work, services, recreation sites and other modes of transportation. The trail lies along view
corridors of Lake Ballinger with waterfront access and a respite stop with shelter and information
kiosk at 76th Ave and McAleer Way. For consistency in style, the City's proposed design follows
the lead of surrounding communities matching them in 12-foot width, design, historical elements,
signage and landscaping. Shared road portions along busy 76th Avenue West and the quieter
residential 74th Avenue West will be reconfigured and improved to add dedicated bicycle lanes.
Traffic calming techniques will be installed at road crossings as well as appropriate signage.
�Vsarr��r�� Oti
City Boundary
+— Railroad
Water Feature
0 Existing Bike Lockers
Existing Bike Parking
Proposed Bike Parking
Bike Lanes
Existing
Proposed
Bike Routes
Existing
Proposed
Trails/Paths
Existing
Interim
Proposed
M
M
1
99
Interim Route on Roadway
(76th Ave W)
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
IT, UrrM
41'.
Figure 4-6. Recommended Bicycle Facilities
City of Edmonds Comprehensive Transportation Plan
November 2009
12
H=1 r • .r ♦ ■ ` .r
This chapter provides an inventory of existing transit facilities and services, including buses, rail
and ferries. Strategies to increase transit use including Transportation Demand Management and
other transit improvements are then presented.
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 bus routes are local or commuter services that operate on a standardized schedule. Figure 5-
1 shows the bus routes that serve the city.
Table 5-1 summarizes local bus routes serving the city, which provide two-way service between
destinations in the city and surrounding areas, from morning through evening.
Table 5-2 summarizes commuter bus routes serving the city, which provide service to major
employment destinations in Snohomish and King Counties. Commuter routes typically operate
only during the weekday morning and evening peak commute periods. Every Community Transit
bus is equipped to accommodate wheelchairs. All buses are also equipped with bicycle racks.
5.1
City Boundary
Railroad
Water Feature
Train Station/Park & Ride Lot
Park & Ride Lot
— Existing Bus Routes
Community Transit Commuter Route
Community Transit Local Route
(9 Sound Transit Express Route
— Swift Bus Rapid Transit Route
— — Ferry Route
,4091,1er-IffilmoCommuter Rail Route
VIOIN D I T
1
0
99
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
Miles
Figure 5-1. Fixed Route Bus Service
City of Edmonds Comprehensive Transportation Plan
November 2009
Transit and Transportation Dernand Management
Route
Number
Route Description
Days of
Operation
Hours wfOperation
(approximate)
2008 Average
Weekday Daily
BoardinQm
101
Aurora Village (8hom|ino)to
Daily
5:00am-1:30am(Weokdayn);
4.007
Everett
5:00om'12:30om(Suturdaym);8:00
am- 12:3Nam(SundayN
110
Lynnwood Transit Center to
Doily
5x0am- Q:4Upm(Weekdays); 6:45
525
Edmonds Senior Center
am- 8:40pm(Nbokendo)
112
Lynnwood Transit Center to
Daily
5:20am'11:40pm(Weekdoyo);6:40
1.225
Edmonds Community College
an+10:40pm(Saturdaym);0:40an+
8:40am(8undayu)
114
Mill Creek/Silver Firs toEdmonds
Daily
5:00om-10:30pm(Weakdayo);6:30
729
Senior Center
an+11:00pm(Saturdaym);0:30an+
9:00pm(Sundays)
115
Mays Pond/Mill Creek to
Weekdays and
5:20am- 12:00um0Noekdayo;
1,698
Edmonds Senior Center
Saturdays
8:00am-7:30pm(Suturduys)
116
Mill Creek/Silver Firs toEdmonds
Weekdays
5:00on+11:30pm0Nookdoyn
726
Senior Center
118
Aurora Village (Shom|ine)bAsh
Daily
5:30un+11:45pm0Wookdoyu;6:45
1.849
Way Park-amd-Rido(Lynnwood)
an+10:40pm(Saturdays);8:45an-
8:40pm(Sundoya)
131
Aurora Village (Shom|ino)to
Daily
5:00am-10:00pm(Weakdoya);8:00
702
Edmonds Community College
am-9:00pm(Nookends)
Transit Center
Source: Community Transit 2009
Comprehensive Transportation plan
. • •0 IM KEN: ME M
Route
Number
Route Description
Days of
Operation
Hours of Operation
(approximate)
2008 Average
Weekday Daily
Boardings
100
Shoreline to Everett
Weekdays
5:00 am- 8:45 am (northbound only)
515
and 3:00 pm-7:00 pm (southbound
only)
190
Edmonds Community College to
Weekdays
6:30 am-10:00 am (southbound only)
221
Mukilteo
and 11:30 am-8:20 pm (northbound
only)
404/405
Edmonds to Downtown Seattle
Weekdays
5:15 am-8:45 am (southbound only)
383
and 3:15 pm-7:30 pm (northbound
only)
406
Seaview (Edmonds) to
Weekdays
6:00 am-9:00 am (southbound only)
244
Downtown Seattle
and 3:30 pm-7:00 pm (northbound
only)
416
Edmonds to Downtown Seattle
Weekdays
5:30 am-8:45 am (southbound only)
352
and 3:30 pm-7:15 pm (northbound
only)
441
Edmonds Park -and -Ride to
Weekdays
6:15 am-8:00 am (southeast bound
99
Redmond
only) and 4:30 pm-6:20 pm
(northwest bound only)
810
Everett to University District
Weekdays
9:15 am-1:20 pm (both directions)
296
(Seattle)
and 6:30 pm-10:45 pm (northbound
only)
870/871
Edmonds to University District
Weekdays
6:00 am-10:20 am (southbound only)
415
(Seattle)
and 12:30 pm-6:40 pm (northbound
only)
Source: Community Transit 2009
Accessibility to fixed route transit is considered to be ideal when transit stops are located within
0.25 mile of residents. Figure 5-2 shows the proportion of Edmonds within 0.25 mile of a fixed -
route local or commuter transit service; and Figure 5-3 shows the proportion of Edmonds within
0.25 mile of fixed -route local bus service. The figures show that approximately 64% of the
Edmonds population lives within 0.25 mile of local bus service; and approximately 81 % of the
Edmonds population lives within 0.25 mile of either local or commuter service.
City of Edmonds 5.4
City Boundary
+— Railroad
Water Feature
ME
Train Station/Park & Ride Lot
Park & Ride Lot
C>
Community Transit Bus Stop
Y k, rrrrrrh,
Existing Bus Routes
Ferry Route
GIMMOm
Commuter Rail Route
�'
1/4-Mile Bus Stop Zone
Approximately 81% of 2000 population
located within 1/4 mile of a transit stop.
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
lunfm
Figure 5-2. Access to Local and Commuter Transit
City of Edmonds Comprehensive Transportation Plan
4,11,
November 2009
L.
City Boundary
+— Railroad
Water Feature
Train Station/Park & Ride Lot
Park & Ride Lot
0 Community Transit Bus Stop- Local Route
� Existing Bus Routes
Ferry Route
<.,rOMI Commuter Rail Route
1/4 mile Local Route Bus Stop
Approximately 64% of 2000 population
located within 1/4 mile of a local bus stop.
Source: City of Edmonds (2008); WSDOT (2008);
Snohomish County (2008)
0 0.5 1
lunrm
4,11,
Figure 5-3. Access to Local Transit
City of Edmonds Comprehensive Transportation Plan
November 2009
Transit and Transportation Demand Management
Rideshare i
For citizens who are disinclined or unable to use fixed -route bus service, the following rideshare
services are available:
■ Commuter Vanpools — Community Transit provides vehicles, driver orientation, vehicle
maintenance, and assistance in forming vanpool groups. Community Transit currently
manages nine vanpools originating in Edmonds that serve the following employment
destinations:
- Amgen in Seattle
- Bangor (2 vans)
- Boeing Everett (2 vans)
- Department of Defense in Keyport
- Federal Aviation Administration (FAA) in Renton
- Holmes Electric in Bellevue
- Raytheon in Keyport
■ Carpools — Community Transit provides ride -matching services for people seeking carpool
partners.
DART Paratransit
DART is a specialized bus service provided by Community Transit for those who are unable to
use regular bus service due to a disability. Service is available to all origins and destinations
within 0.75 mile of local, non -commuter bus routes.
King County Metro Transit
King County Metro does not provide local service within Edmonds, but connections are available
between Community Transit and Metro routes at the Aurora Village Transit Center just south of
the city.
Sound Transit 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, Mountlake Terrace Transit Center) and can be
accessed by Community Transit.
s-7
November 2009
Comprehensive Transportation plan
y ♦ * - ,...
The primary commuter parking facility in the city is the Edmonds park -and -ride lot located at
72nd Avenue West and 213th Place SW. This facility, which has a capacity for 255 cars, is
owned by WSDOT and operated by Community Transit. This facility offers bus service to
Lynnwood, downtown Seattle, Redmond, Everett, Shoreline and Seattle's University District.
The average utilization rate of this facility is 71 %. (Community Transit 2008)
Many routes also serve the Edmonds Senior Center, Edmonds Station and Edmonds Ferry
Terminal. Parking available in the vicinity of these facilities includes a total of 220 spaces near
the ferry terminal and 179 spaces at the Edmonds Station. Edmonds Community College also
serves as a transit hub, but no public parking is available at this location. Table 5-3 summarizes
the park -and -ride lots that serve Edmonds.
Lot Name
Location
Routes
Parking Capacity
Edgewood Baptist Church
20406 76th Avenue W
112,406
10
Edmonds Lutheran Church
8330 212th Street SW
118, 131, 404, 870
10
Westgate Chapel
22901 Edmonds Way
416
9
Edmonds Lutheran Church
23525 84th Avenue W
118
21
Korean United Presbyterian Church
8506 238th Street SW
416
64
Edmonds Park -and -Ride
21300 72nd Avenue W
110, 404, 405, 406, 441,
255
810, 870, 871
Mountlake Terrace Transit Center
236th Street SW and
130, 408, 414, 810, 851,
880
1-5 Northbound Ramp
871, King County Metro
Edmonds Ferry Terminal
SR 104
WSF
220
Edmonds Station
210 Railroad Avenue
Sounder, Amtrak
179
Source: Community Transit, Sound Transit and WSF
Outside of the city, the Lynnwood Transit Center and Aurora Village Transit Center are the major
hubs for transferring between Community Transit local routes. Other transfer hubs include
Edmonds Community College and Mountlake Terrace Transit Center. These Community Transit
routes connect with King County Metro service at Aurora Village, Mountlake Terrace, and
Bothell; Everett Transit in the City of Everett; the Washington State Ferry at the Edmonds and
Mukilteo Terminals; with Sound Transit at various park -and -ride lots in the south Snohomish
County; and Island Transit in the City of Stanwood.
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.
City of, Edmonds 5 $
Transit and TrarsportationDernand Management
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 operates two routes with stops in Edmonds: the Amtrak Cascades and the Empire
Builder.
Edmonds serves as a stop along the Seattle — Vancouver route. Service is daily, with two
northbound trains (8:07 am and 7:07 pm) and two southbound trains (10:21 am and 9:19 pm)
stopping in Edmonds per day. From Edmonds, one of the two northbound trains terminates in
Bellingham while the other terminates in Vancouver, British Columbia. One southbound
Cascades train originates in Bellingham while the other begins in Vancouver, BC.
The Cascades route's northbound service provides connections to Everett, Mount Vernon, and
Bellingham in Washington State, and Surrey, Richmond, and Vancouver in British Columbia.
Southbound service terminates in Seattle. Travelers who wish to take rail south to destinations
between Seattle and Portland are best served by traveling to Seattle to take the Seattle —Portland
route.
The Empire Builder provides cross-country service between Seattle and Chicago. Its route
traverses the states of Washington, Idaho, Montana, North Dakota, Minnesota, Wisconsin, and
Illinois. Service is daily, with one eastbound train departing from Edmonds each evening (5:17
pm). One westbound train arrives in Edmonds each morning (9:05 am).
• • r
The Edmonds -Kingston ferry route connects the northern portion of the Kitsap Peninsula and the
Olympic Peninsula with northern King and southern Snohomish Counties. The route is 4.5
nautical miles long, and takes approximately 30 minutes to traverse. The Edmonds -Kingston.
route operates seven days per week year round, with average headways ranging between 35 and
75 minutes.
In 2006, the Edmonds -Kingston route carried 4.3 million people, at an average of 12,200
passengers per day. A 2006 survey indicates that in -vehicle hoardings were the most prevalent,
5.9
�Vsarrara,r TOti
ComprehensiveTransportation Pupa
with about 87 percent of passengers boarding in this manner on the average weekday. Walk-on
passengers constituted 13 percent of all passengers on an average weekday. The survey indicates
that during the PM peak period (3 PM to 7 PM), approximately two-thirds of the total passengers
on the Edmonds -Kingston route are traveling west to the Kitsap / Olympic Peninsulas from
Edmonds, and about one-third are traveling eastbound to Edmonds from the west. (Washington.
State Ferries 2006)
TDM consists of strategies that seek to maximize the efficiency of the transportation system by
reducing demand on the system. The results of successful TDM can include the following
benefits:
■ Travelers switch from driving alone to high -occupancy vehicle modes such as transit,
vanpools, or carpools.
■ Travelers switch from driving to non -motorized modes such as bicycling or walking.
■ Travelers change the time they make trips from more congested to less congested times of
day.
■ Travelers eliminate trips altogether either through means such as compressed work weeks,
consolidation of errands, or use of telecommunications.
Within the State of Washington, alternative transportation solutions are necessitated by the
objectives of the Commute Trip Reduction (CTR) Law. Passed in 1991as a section of the
Washington Clean Air Act (RCW 70.94), the CTR Law seeks to reduce workplace commute
trips. The purpose of CTR is to help maintain air quality in metropolitan areas by reducing
congestion and air pollution. This law requires Edmonds to adopt a CTR plan requiring private
and public employers with 100 or more employees to implement TDM programs. Programs
provide various incentives or disincentives to encourage use of alternative transportation modes
other than the single -occupant vehicle.
The City promotes TDM through policy and/or investments that may include, but are not limited
to, the following:
■ Parking management;
■ Trip reduction ordinances;
■ Restricted access to facilities and activity centers; and
■ Transit -oriented and pedestrian -friendly design.
The City can support the CTR Law and regional vehicle trip reduction strategies by working with
employers to encourage the reduction of commuter single -occupant vehicle use. Community
Transit assists employers in developing plans that meet specific trip reduction needs as required
by the CTR Law. Flex time, parking management, vanpooling, and carpooling are some of the
City of, Edmonds5-10
Transit and Transportation Demand Management
available options. Community Transit offers free Employee Transportation Coordinator Training
Workshops for employers affected by CTR. Transportation consulting services are also available
to interested employers not affected by CTR. Community Transit also conducts community
outreach programs that fall within the realm of TDM.
There are three employers in Edmonds that participate in the CTR program: the City of Edmonds,
Stevens Hospital, and Edmonds Family Medicine Clinic. Each employer measures its progress
toward its goal of reducing single -occupant vehicle trips by conducting an employee survey every
other year. Community Transit assists in this effort, and reviews the results to see if the
employers are in compliance with CTR goals.
t 1111i1 i
Chapter 2 of this Transportation Plan identifies a number of specific goals, objectives and policies
aiming at enhancing transit options and operations in the City. One of the City's goals is to
"prioritize and finance improvements for the greatest public benefit, emphasizing transit, demand
management, and maintenance of current facilities".
Providing additional shelters and benches at bus stops has been identified as a high priority for
the City. At all appropriate locations, sidewalk improvement or construction projects will include
the creation of boarding pads to allow for shelters. The City will continue to work with
Community Transit to ensure that bus stops and shelters fit in with the local street design.
Community Transit is also committed to expanding the number of locations with stop shelters,
adding 25 new locations each year (on the entire system) in addition to maintaining and replacing
existing shelters. Table 5-4 lists the top priority locations identified by the City for bus shelters
and seating.
o• Priority Locationsand Seating
Slmme
Ranking Location Shelter Bench Seat' Comments
7901 212th Street SW X X
123 3rd Avenue S
X
1675 220th Street SW
X X
126 3rd Avenue S
X X
3rd Avenue N at Edmonds
X X
Street (NB)
Located across from Edmonds
High School fence right behind
back sidewalk. Additional right
of way needed.
5-11
COavarn&�ar T00
Comprehensive Transportation pupa
Ranking
Location
Simme
Shelter Bench Seat'
Comments
8
Dayton Street (in front of
X X
Additional right of way needed.
Old Milltown)
7
220th Street SW in front
X X
Additional right of way needed.
Top Foods
9
7805 220th Street SW
X
10
8330 212th Street SW
X
11
7407 212th Street SW
X
12
12810 76th Avenue W
X
13
12827 76th Avenue W
X
14
Dayton Street at 5th
X
Existing shelter with bank
Avenue N (WB)
roofing
15
233 3rd Avenue N
X
Existing shelter with complex
roofing
16
533 5th Avenue S
X
Limited space for bus shelter
because building structure
17 1054 Bowdoin Way X
18 1051 Walnut Street X
19 8415 238th Street SW X
1. A Simme-Seat is a double seat that is attached to a bus stop pole.
Community Transit's Six Year Transit Development Plan and 20 Year Long Range Plan describe
a network of Transit Emphasis Corridors on arterial streets and highways connecting urban
centers in Snohomish County. SR 99 and 196th Street SW are Transit Emphasis Corridors in
Edmonds. The long-term vision for these corridors is coordinated land use, infrastructure, and
transit planning that will encourage transit market development and will enable effective service
by Community Transit. The Transit Development Plan calls for increasing the frequency and span
of local service providing east -west connections across south Snohomish County between Mill
Creek, Lynnwood and Edmonds including the 164th St SW and 196th St SW transit emphasis
corridors.
-T #
A Transit Emphasis Corridor is moving forward on SR 99 with the implementation of Swift Bus
Rapid Transit (BRT), which will begin service in fall 2009. Swift will operate throughout the day,
seven days a week, providing service between Shoreline and Everett. Swift will operate with 10-
minute frequency from 5:00 am to 7:00 pm, and with 20-minute frequency from 7:00 pm to
midnight and on weekends. Swift BRT will serve landmark stations located at approximately one
City of Edmonds 5-12
Transit and Transportation Dernand Management
mile intervals along the route. The City worked closely with Community Transit on the Swift
BRT alignment and station locations. There are two stations located along SR 99 in Edmonds: at
238th St SW and at 216th St SW. Local service on Route 101 will continue to operate in the
corridor.
The City will continue to coordinate with Community Transit regarding additional bus transit
service on Olympic View Drive or east of 76th Avenue N.
In addition, the City has adopted a policy (see Policy 8.12 in Chapter 2) to explore future funding
for a city -based circulator bus that provides local shuttle service between neighborhoods (Firdale
Village, Perrinville, Five Corners, Westgate) and downtown.
The City is also a partner in the Edmonds Crossing multimodal ferry, bus, and rail facility. Sound
Transit is planning to relocate Edmonds station as part of the larger Edmonds Crossing
Multimodal project being led by WSDOT. The location of the preferred alternative for the
multimodal project in the Final Environmental Impact Statement would relocate the station south
of Edmonds marina, near Point Edwards. The project would also improve traffic circulation in
downtown Edmonds by eliminating at -grade railroad crossings. The Washington legislature
approved $4 million for the project during the 2007-2009 biennium. However, funding for the
remaining $122 million is not secured.
s-as
November 2009
Chapter 6. Implementation and Financial Plan
This chapter provides a summary of the projects, project prioritization, total costs, projected
revenue, and implementation strategies for recommended improvements through 2025.
Preliminary costs for proposed transportation projects were estimated at a planning level, based
on 2009 dollars. Estimates were based on typical unit costs, as applied to each type of
improvement, and are not the result of preliminary engineering. Annual programs such as asphalt
street overlay show projected expenditures beginning in 2010. These planning -level estimates of
probable cost were the basis for the financial plan.
Table 6-1 summarizes the estimated costs for the recommended transportation projects and
programs through 2025. The table shows that the cost of fully funding all operations, safety, and
maintenance projects and programs through 2025, as presented in this Transportation Plan, is
$103,046,300.
6.1
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I
m
Comprehensive Transportation Plan
Revenue sources available to the City for financing the transportation improvements are listed
below.
■ Grants — State and federal grants may be obtained through a competitive application process.
Grant sources include the following:
FHWA — The federal government has funds that are made available to the State of
Washington and local agencies from federal gas taxes. The allocations are based on the
competitive evaluation of specific projects against other projects within the State and
region. To be eligible for funding, a project must be located on a route designated as
arterial or collector in the federal classification (see Figures 3-2 and 3-3). Grant programs
include Congestion Mitigation Air Quality, Intersection and Corridor Safety, Surface
Transportation Program (STP) Regional, Transportation Enhancement Program (statewide),
and direct allocations.
- Federal Department of Housing and Urban Development — Federal funds are distributed as
Community Development Block Grants through Snohomish County. Grants are
competitive based on the merits of the projects and are targeted to benefit low income
areas. Typically, a project must be located in a census tract or block with a majority of
residents with low to moderate income. Through the grant amounts are relatively small they
can be used on local streets in residential areas for sidewalk and sidewalk ramp
construction.
- Transportation Improvement Board (TIB) — The Transportation. Improvement Board provides
grants using the State's portion of the gas tax. Projects are selected on a competitive basis
and programs vary from sidewalks to corridor improvements. To be eligible a project must
be located on an arterial or collector. The TIB is an independent state agency that
distributes grant funding, which comes from the revenue generated by three cents of the
statewide gas tax, to cities and counties for funding transportation projects. The TIB
provides funding to its urban customers through three state -funded grant programs:
• Urban Arterial Program (UAP) — best suited for roadway projects that improve safety and
mobility.
• Urban Corridor Program (UCP) — best suited for roadway projects with multiple funding
partners that expand capacity.
• Sidewalk Program (SP) — best suited for sidewalk projects that improve safety and
connectivity.
- Additional State Grants — Other grants available at the state level include, but are not
excluded to, Pedestrian and Bicycle Safety and Safe Routes to Schools.
City of Cdrnwids 6 6
Implementation and Financial Plan
■Traffic Impact /Mitigation Fees —Impact fees were recently instituted within the City and
are paid by developers to mitigate the impacts on the transportation system.
■ Real Estate Excise Tax —This is a tax on all sales of real estate, measured by the full
selling price, including the amount of any liens, mortgages and other debts given to secure the
purchase at a rate of 1.28 percent. The City is eligible to receive proceeds from the tax if they
have planned under the Growth Management Act. The funds must be used for capital
improvements. The State and Counties receive 0.78 percent and the City 0.5 percent.
■Motor Vehicle Fuel Tax — The motor vehicle fuel tax is collected by the State and 2.4 cents
per gallon are distributed to cities for roadway construction purposes. The money is
distributed based on the population of each city.
■ General Fund — The General Fund includes a broad range of taxes and fees such as sales tax
and building permit fees. These revenue sources may be used for all City activities.
■Joint Agency Funding — Edmonds adjoins unincorporated Snohomish County and several.
other cities. When projects are located in two more jurisdictions, resources are combined to
fund them.
® General Obligation Bonds — These are bonds issued by the City that are financed through
future anticipated tax revenues.
■ Parks Funding — Funding provided through the City Parks Department, to be used jointly
with transportation funding for pedestrian and bicycle projects.
Table 6-2 summarizes potential revenue projected through 2025, based upon current sources and
funding history.
Source Amount
Grants (unsecured)
$12,080,650
Traffic Impact / Mitigation Fees
6,353,485
Real Estate Excise Tax
4,000,000
Motor Vehicle Fuel Tax
2,000,000
Transfers from Other Funds
2,062,650
Utility Resurfacing
1,795,488
Joint Agency'
8,000,000
Interest Income
511,331
Development Sidewalks
23,021
Parks Funding — Interurban Trail
1,326,000
Parks Funding - 4th Ave Enhancement
2,365,000
Miscellaneous
193,306
TOTAL $40,710,931
1. Assumes joint funding with Snohomish County for the recommended 84th Avenue improvement.
6.7
November 2009
ComprehensiveTransportation Pupa
Based upon the total costs of recommended projects summarized in Table 6-1, and the potential
revenue based upon current sources and funding history, the estimated total revenue shortfall
through 2025 is $62,335,369.
The City will continue to explore new options to fund transportation projects and programs that
are important to citizens. Options that could be considered include the following:
■ Transportation Benefit District — A Transportation Benefit District (TBD) can fund any
transportation improvement contained in any existing state or regional transportation plan that
is necessitated by existing or reasonably foreseeable congestion levels. The legislative
authority of a city to create a TBD by ordinance is set forth in RCW 36.73. Projects covered
by a TBD can include maintenance and improvements to city streets, county roads, state
highways, investments in high capacity transportation, public transportation, transportation
demand management and other transportation projects identified in a regional transportation
planning organization plan or state plan. A variety of revenue options are available. An
annual vehicle license fee of up to $20 per license can be passed by the City of Edmonds
TBD, and is not subject to voter approval. The legislation also allows a TBD the ability to
collect additional annual vehicle license fees up to a total of $100 per license per year in
addition to sales and property taxes, subject to voter approval.
The City has already enacted the $20 per year vehicle license fee, which is slated to fund City
Street Operations only. Additional TBD funding above the amount of the TBD in Edmonds
would be subject to voter approval.
If additional TBD funding were implemented, the City would work with PSRC to incorporate
projects into the regional transportation so that they would be eligible for funding. The
regional and state plans have already identified a broad range of local transportation
improvements as priorities, and the multi -modal mobility and safety projects presented in this
Transportation Plan are consistent with those priorities.
■ Local Improvement DistricVRoad ay Improvement istri t —LIDs, enabled under
RCW 35.43, are a means of assisting benefitting properties in financing needed capital
improvements. A special type of LID is a Roadway Improvement District (RID). LIDs may
be applied to water, sewer and storm sewer facilities, as well as roads; but RIDS may only be
applied to street improvements. LIDs and RIDs are special assessment districts in which
improvements will specially benefit primarily the property owners in the district. They are
created under the sponsorship of a municipal government and are not self governing special
purpose districts. To the extent and in the manner noted in the enabling statutes, they must be
approved by both the local government and benefited property owners.
■ Additional Grants — Revenue projections summarized in Table 6-2 assume that the City
will be able obtain future grant funding at levels consistent with what has been obtained
historically. It may be possible for the City to obtain higher levels of grant funding than what
has been historically obtained. However, state and federal grants are obtained through a
City of Edmonds 6 8
Implementation and Financial Flan
highly competitive process, and other municipalities are also likely to increase their requests
for grant funding to address their own revenue shortfalls, so it is likely that only a small
portion of the City's revenue shortfall could be covered through additional grant funding.
■Business License Fee for Transportation — Cities have the option of including a fee to
fund transportation projects, as part of business license fees. This is typically an annual fee
that is charged per full time equivalent (FTE) employee. In order for this type of fee to be
successful, cities typically collaborate very closely with business owners, to identify projects
and programs for funding that would be of most benefit to local businesses.
Table 6-3 summarizes potential levels of revenue that could be obtained by these additional.
sources, if they were approved by the City Council and by citizens. The table shows that the
transportation funding shortfall could be covered by a combination of these optional revenue
sources.
Table®. Potential Revenue from AdditionalOptional Sources
Source Amount
TBD license fee at $80 per license per year' $ 46,592,000
Local Improvement District / Roadway Improvement District2 15,743,369
Additional grants3
Additional joint agency funding4
Business license fee for transportation
$62,335,369
1. Assumes 36,000 vehicles (40,000 population x 0.91 vehicles per capita) for 16 years. The total amount shown is that portion above the $20
portion that has already been passed and committed to fund transportation operations.
2. Enacted to pay for specific projects with the district that is defined. Any funding obtained through an LID or RID would lower the fees needed from
the other optional sources.
3.Obtained through application process for specific projects. Any funding obtained through additional grants would lower the fees needed from the
other optional sources.
4.Obtained from adjacent jurisdictions in which specific projects are co -located. Several recommended projects are located in areas also under the
jurisdiction of the cities of Mountlake Terrace, Lynnwood, Shoreline, Snohomish County, and/or WSDOT.
Although all projects and programs presented in this Transportation Plan are important to the
City, they can only be implemented as funding becomes available. Guided by feedback from
citizens, and also by state laws, the following priority order has been established.
Maintenance and Preservation — The City is committed to maintaining existing
transportation facilities in which substantial public investment have been made, and which
are critical to maintaining transportation mobility and safety. This has also been identified as
the top priority by citizens.
6.9
No..mber 2009
ComprehensiveTransportation Pupa
Safety Improvements on City Streets — Road safety projects are also identified as a high
priority by citizens. Some concurrency projects also address safety issues; however,
additional safety projects will be a high priority if additional funding is obtained from
alternative sources.
3. Concurrency — GMA requires that projects needed to maintain concurrency must be in
place within six years of the time that they are triggered by development. If concurrency
projects are not implemented, new development that those projects would support cannot be
approved. Thus, concurrency projects must be implemented to support planned land use
identified in the Comprehensive Plan.
4. Walkway Connections —Completion of walkway connections is consistent with the City's
policies to support a strong pedestrian network, and has also been identified as a high priority
by citizens. Completing walkway connections will be a high priority if additional funding is
obtained from alternative sources.
Curb Ramp Upgrades — ADA requires that the City have a program in place to retrofit
curb ramps that do not meet ADA standards. The City will continue to implement curb ramp
upgrades in conjunction with street construction and maintenance projects, but completion of
the Curb Ramp Upgrade Program by 2025 will require additional funding over current
projections.
6. Bicycle Route Signing and Facility Upgrade — The City will continue to incorporate
bikeways into street improvement and maintenance projects where feasible, whether they
consist of separate bicycle lanes, or marking for shared bicycle/vehicle lanes. However,
completion of the Bike Plan, including signing and provision of bicycle parking, will require
additional funding over current projections.
7. Improvements on SR 104 (Edmonds ay) — Operational deficiencies have been
projected for SR 1.04. As a Highway of Statewide significance, this road is not subject to
local concurrency rules. The City will continue to coordinate with WSDOT to address
problems as they are identified, but will not be able to fund improvements on this road unless
additional sources of funds over current projections are obtained.
Traffic Calming Program — The City will continue to address neighborhood traffic safety
issues on a case by case basis as they are identified; however, implementation of the full
Traffic Calming Program will require additional funding over current projections to be
obtained.
i(MITTMOTMIt • - 1` i i
The Comprehensive Transportation Plan serves to guide the development of surface
transportation within the City, based upon evaluation of existing conditions, projection and
City of Edmonds
s-�o
Implementation and Financial Plan
evaluation of future conditions that result from the City's adopted future land use plan, and
priorities stated by Edmonds citizens.
A six -year Transportation Improvement Program (TIP) is prepared each year, which identifies
transportation projects needed to respond to planned growth of the community, and to meet safety
and mobility objectives. The TIP integrates City transportation improvement projects and
resources with other agencies in order to maximize financing opportunities such as grants, bonds,
city funds, donations, impact fees, and other available funding.
The TIP is maintained as follows:
1. Provide for annual review by the City Council as part of the Capital Improvement Plan (CIP)
contained in the Comprehensive Plan capital facilities element.
2. Ensure that the TIP:
Is consistent with the Comprehensive Plan;
a Defines a project's need, and links it to LOS and facility plans;
■ Includes construction costs, timing, and funding sources; and considers operations and
maintenance impacts where appropriate; and
■ Establishes project development priorities.
Table 6-4 summarizes the recommended Transportation Improvement Plan, 2010 through 2025,
which is a comprehensive multimodal plan that is based on extensive public input and reflects a
major update of the 2003 Plan. The table also identifies which projects are recommended for
inclusion in the 2010-2015 TIP.
Project
201 - 01
2016-2025
Total
Annual Street Overlays
$ 9,000,000
$15,000,000
$ 24,000,000
Citywide Street Improvements
90,000
150,000
240,000
Citywide Signal Improvements
30,000
50,000
80,000
Citywide Cabinet and Controller Upgrades
30,000
50,000
80,000
Puget & Olympic View Drive
198,000
198,000
Downtown Bicycle Parking
22,500
37,500
60,000
238th / 100th Ave Signal Upgrades
236,000
236,000
Puget Drive / 196th St SW / 88th Avenue W
879,000
879,000
Main Street / 9th Avenue N
874,400
874,400
Walnut Street / 9th Avenue S
874,400
874,400
212th Street SW / 84th Avenue W
1,910,100
1,910,100
6-91
Fi,,,mber 2009
Comprehensive Transportation pine
Project
2010 - 2015
2016 - 2025
Total
Caspers Street / 9th Avenue N
818,000
818,000
212th Street SW / 76th Avenue W
2,313,800
2,313,800
Olympic View Drive / 76th Avenue W
1,146,800
1,146,800
220th Street SW / SR 99
3,147,300
3,147,300
220th Street SW / 76th Avenue W
138,300
138,300
228th Street SW, SR99 - 76th Avenue W
3,948,200
3,948,200
84th Avenue W, 212th Street SW - 238th Street SW
16,355,500
16,355,500
80th Avenue Sight Distance
292,000
292,000
SR 99 Illumination
400,000
400,000
Main St / 3rd Ave signal upgrade
138,000
138,000
Shell Valley Access Road
530,000
530,000
212th Street SW / SR 99
3,265,500
3,265,500
216th Street / SR 99
719,800
719,800
174th Street SW / Olympic View Drive
724,200
724,200
238th Street SW / Edmonds Way (SR 104)
5,444,600
5,444,600
238th Street SW, SR104 - 84th Avenue W
2,519,700
2,519,700
244th Street SW (SR 104) / 76th Avenue W
3,321,600
3,321,600
Interurban Trail
1,535,000
1,535,000
Citywide Upgrade to Countdown Pedestrian Signals
43,000
43,000
Citywide Walkway Projects
5,512,125
9,186,875
14,699,000
ADA Transition Plan
1,571,063
2,618,438
4,189,500
Citywide Pedestrian Lighting
30,000
50,000
80,000
Bike Route Signing
25,000
25,000
Citywide Bikeway Projects
45,000
75,000
120,000
Citywide Traffic Calming Program
60,000
100,000
160,000
Operational Enhancements
90,000
150,000
240,000
Future Transportation Plan Updates
225,000
375,000
600,000
Debt Service on 220th Street SW Project
231,225
385,375
616,600
4th Avenue Corridor Enhancement
5,500,000
5,500,000
Main Street Pedestrian Lighting
533,000
533,000
Arterial Street Signal Coordination
50,000
50,000
TOTAL
$30,541,812
$72,504,488
$103,046,300
Projected Revenue
$15,266,599
$25,444,332
$40,710,931
Shortfall, unless alternative funding identified
15,275,213
47,060,156
$62,335,369
City of Edmonds 6-12
Implementation and Financial Flan
The City will coordinate with the following agencies to implement projects and strategies
presented in this Transportation Plan:
■ Apply to the FHWA to implement recommended updates to the federal functional
classification of some city streets, as summarized in Table 3-2.
■ Coordinate with WSDOT on projects to address future operational deficiencies on SR 104.
■ Coordinate with Snohomish County for joint agency funding of the proposed 84th Avenue
improvement.
■ If a higher funding level of TBD is put forward and approved by voters, coordinate with
PSRC to include projects in the regional transportation plan so that they will be eligible for
funding.
■ Coordinate with WSDOT and the FHWA to move forward with the Edmonds Crossing
Multimodal Project.
■ Coordinate with Community Transit to implement transit investments that are consistent with
the City's priorities; including construction of additional bus shelters and benches, and new
transit routes.
• i� . r i �* ' i r
Some revenue sources are very secure and highly reliable. However, other revenue sources are
volatile, and therefore difficult to predict with confidence. To cover the shortfall identified in the
previous section, or in the event that revenue from one or more of these sources is not
forthcoming in the amounts forecasted in this Transportation Plan, the City has several options:
■ Change the LOS standard, and therefore reduce the need for road capacity improvement
projects.
■ Increase the amount of revenue from existing sources.
■ Find new sources of revenue which could include additional federal and state grants,
additional TBD funding, business license fee for transportation, and/or LID/RIDs.
■ Require developers to provide such facilities at their own expense.
■ Change the Land Use Element in the Comprehensive Plan to reduce the amount of
development, and thus reduce the need for additional public facilities; or to further
concentrate growth along higher capacity roads that are served by transit.
6-13
Flcseremkaer 2009
a, i a : ',ra n
American Association of State Highway and Transportation Officials (AASHTO). 1999. Guide
for the Development of Bicycle Facilities.
Association of Washington Cities. 2002. Tax & User Fee Survey, Part II Land Use Fees.
Association of Washington Cities. 2007. Transportation Benefit District Fact Sheet. September.
http://www.awcnet.org/documents/TBDFactSheet09O7.pdf
CH2M Hill. 2001. Edmonds Crossing: Pine Street Ferry Traffic Study. Prepared for the City of
Edmonds. October 10.
Community Transit. 2009. System Performance Report Year 2008. Produced by Research and
Statistics Section, Strategic Planning and Grants Division.
Edmonds, City of. 2008. Comprehensive Plan.
Ewing, Reid. 1999. Traffic Calming: State of the Practice. Report No. FHWA-RD-99-135.
Prepared by the Institute of Transportation. Engineers for the US Department of
Transportation and the Federal Highway Administration. 1999.
Federal Highway Administration (FHWA). 1989. Highway Functional Classification: Concepts,
Criteria and Procedures. http://www.fhwa.dot.gov/planning/fcsecl_l.htm
Federal Highway Administration (FHWA). 2000. Roundabouts: An informational Guide.
Publication No. FHWA-RD-00-067. June.
Federal Highway Administration (FHWA). 2001. Manual on Uniform Traffic Control Devices
(MUTCD). US Department of Transportation. Publication No. MUTCD-1.
Institute of Traffic Engineers (ITE). Traffic Engineering Handbook. 5th Edition, James L. Pline,
editor. Publication No. TB-010A. Washington, DC. 1999.
7.1
kVze�e.0,, 009
Comprehensive Transportation Plan
JHK and Associates. City of Edmonds Bikeway and Walkway Plan. June 4, 1992.
Municipal Research and Services Center (MRSC) of Washington. 2003. Washington State Local.
Improvement District Manual. Fifth Edition. Report No. 52. Prepared with the American
Public Works Association, Washington chapter. October.
Parsons Brinkerhoff. Washington. State Ferry (WSF) 1999 Travel Survey: Edmonds — Kingston
Route. 1999.
Pedestrian and Bicycle Information Center. How are "Sharrows" or shared -lane markings used to
improve bicyclist safety? Accessed May 4, 2009.
http://www.bicyclinginfo.org/faqs/answer.cfm?id=972
Perteet. 2007. SR 99 Traffic and Circulation Study. Prepared for the City of Edmonds.
November.
Puget Sound Regional Council. 2008. VISION 2040.
Puget Sound Regional Council, 2009. PSRC Transportation 2040 Working Group. May.
http://www.psrc.org/boards/advisory/T2040working_group.htm
Snohomish County. 2008. Buildable Lands Report.
Snohomish County. 2000. General Policy Plan — Transportation Element.
Sound Transit. Sound Move — The 10-Year Regional Transit System Plan. Adopted May 31,
1996. http://www.soundtransit.org/stnews/publications/soundmove/pubsSMTOC.htm
State of Washington. Growth Management Act. RCW 36.70A. 1990.
The Transpo Group. Report to City of Edmonds on State "Level of Service Bill" Impact on the
City's Comprehensive Plan. August 2001.
Transportation Research Board. Highway Capacity Manual. Special Report 209. National
Research Council. Washington, DC. (1997 and 2000 updates).
Washington State Department of Transportation (WSDOT). 2007. Washington State Highway
System Plan: 2007 — 2026. Olympia, WA. Prepared by the WSDOT Planning Office.
December 2007.
Washington State Department of Transportation (WSDOT). 2008. Local Agency Guidelines
Manual. Prepared by the Highways and Local Programs Division. October.
Washington State Ferries. 2006. Origin -Destination On -Board Survey.
Washington State Transportation Commission (WSTC). 2006. Transportation Commission List
of Highways of Statewide Significance. Passed by Resolution 660. June 7.
http://www.wsdot.wa.gov/NR/rdonlyres/6C953258-50A4-419E-AD79-
BDE4EF775845/0/HSS1ist2008.pdf
City of Edmonds ��
Implementation and Financial Flan
Washington State Department of Transportation (WSDOT). 2008. Collision Data (1/1/2005 —
12/31/2007) within the City of Edmonds. Collected and compiled by the WSDOT
Collision Data and Analysis Branch.
Washington State Department of Transportation (WSDOT). 2009. Design Manual. Publication
Number M 22-01. Prepared by the Design Office, Engineering and Regional Operations
Division. January. http://www.wsdot.wa.gov/Publications/Manuals/M22-Ol.htm
Washington State Transportation Commission (WSTC). 1998. Transportation Commission List
of Highways of Statewide Significance. Passed by Resolution #584. December.
http://www.wsdot.wa.gov/ppsc/hsp/HSSLIST.pdf
�•s
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Rbic Pafticipation Materials
City of Edmonds Comprehensive Transportation Plan Update
Open House #1
June 19, 2008
Edmonds City Nall
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City of Edmonds Transportation Plan Update
What is a Transportation Plan?
The Transportation Plan establishes direction for development of programs and facilities that address the transportation
needs for the City of Edmonds both now and across a 20-year future -planning horizon. Based upon existing and
projected future land use and travel patterns, the Transportation Plan:
■ describes existing roadway facilities and operating conditions; and existing walkway, bikeway, and transit facilities
and services;
■ describes the methods used to forecast and analyze future transportation conditions, based upon future land use;
■ identifies existing and future transportation needs, and projects to address those needs;
■ provides cost estimates for identified projects, and identifies available funding and revenue sources;
■ identifies intergovernmental coordination priorities and efforts;
■ presents policies and prioritization criteria by which project funding and project tradeoff decisions are made; and
■ presents a financially constrained 20-year System Plan, designed to address identified transportation needs. The
System Plan includes street improvements, bicycle and walkway plans, transportation demand management,
neighborhood traffic control, public transportation, and implementation strategies.
What are the objectives of the Transportation Plan?
Based upon the City's adopted transportation goals and policies, the objectives for the Transportation Plan are as
follows:
■ Address the total transportation needs of the City.
■ Identify transportation improvements necessary to provide a system that will function safely and efficiently through
the year 2025.
■ Ensure consistency with the land use of local comprehensive plans.
■ Provide an efficient transportation system.
■ Contribute to economic growth.
■ Provide cost-effective accessibility for people, goods, and services.
■ Provide travel alternatives that are safe and have convenient access to employment, education, and recreational
opportunities for urban and suburban residents in the area.
■ Identify funding needs for identified transportation improvements and the appropriate participation by both the
public and private sectors of the local economy.
■ Comply with the requirements of Washington State Environmental Policy Act (SEPA) and Growth Management
Act.
■ Support improvements to major transportation routes outside the City that will reduce through -traffic in the
community.
What information can I provide that would be most helpful to the Transportation Plan
update?
Please consider the following questions:
■ Do you find maintenance of the City's street pavements adequate?
■ Are there streets or intersections within the City where you feel traffic congestion is at an unacceptable level?
■ Are there locations within the City where sidewalks should be constructed?
■ Are there streets or intersections where you have traffic safety concerns?
■ What additional transit measures should the City pursue, new transit routes, additional service along existing routes,
transit shelters for users waiting at transit stops?
■ Are you aware of residential streets where the City should consider implementing traffic calming measures?
■ Do you have a vision for the City's transportation system that you would like to share?
Please provide your input on these questions to the City by Thursday, July 3, 2008, at 5pm. Your feedback can be
dropped off, mailed, or emailed to the addresses provided at the bottom of this page.
What are the next steps in the Transportation Plan development?
Complete Draft Transportation Plan January 2009
Planning Commission meetings to review Draft Plan February — March 2009
City Council consideration of revised traffic impact fees May 2009
How do I contact the City if I have feedback or questions regarding the Transportation Plan?
Bertrand Hauss, Project Manager
City of Edmonds
121 5th Avenue N
Edmonds, WA 98020
Phone: (425) 771-0220
Email: Hauss@ci.edmonds.wa.us
City of Edmonds Comprehensive Transportation Plan Update
Open House #2
March 5, 2009
Edmonds City Hall
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Transportation Plan Update — Open House #2
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Project Priority Questionnaire
From the list below, please identify five project types that you feel should have highest funding
priority. Of the five project types you choose, please rank them 1 through 5, with 1 as highest priority
and 5 as lowest. Please assign only one ranked value per project type, and choose no more than five.
Page 1
Are there any specific projects presented at this open house that should be of highest priority for
funding?
Are there any specific projects presented at this open house that should not be implemented?
Are there any specific projects or project types that should be funded, but are not on this list?
Any other comments or suggestions?
Name (optional)
Address (optional)
Phone (optional)
Email (optional)
Please drop this form in the comment box or mail your comments by Friday, March 20, 2009 to:
Thank you for your participation!
Page 2
City of Edmonds Comprehensive Transportation Plan Update
Open House #3
June 30, 2009
Edmonds City Hall
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Traffic Ca wing Program
The City of Edmonds Traffic Calming Program is designed to assist residents and City staff in
responding to neighborhood traffic issues related to speeding, cut -through traffic, and safety.
Implementation of a traffic calming program allows local traffic concerns to be addressed
consistently, and traffic calming measures to be efficiently developed and put into operation.
In establishing a neighborhood traffic calming program, the City must take into account the
restriction that no deviation from Washington State Department of Transportation (WSDOT)
design standards is permitted on principal arterials, minor arterials and collector streets without
express approval of the WSDOT local programs engineer (RCW 35.78). This limitation does not
apply to local access streets, which are defined by RCW 35.78.010 as streets "...generally limited
to providing access to abutting property... tributary to major and secondary thoroughfares...
generally discouraging through traffic..." Therefore, the City's traffic calming program focuses
on local access streets.
The Traffic Calming Program consists of a three-phase process:
• Phase 1 Petition and Review for Qualification: To begin the process, residents submit
a petition for local street traffic concerns, and the City reviews the application and
investigates the site to determine if the application qualifies for the Traffic Calming Program.
Phase 2 — Education and Enforcement: Focuses on education and enforcement solutions
that could include educational flyers, police enforcement, a neighborhood speed watch,
signing, and/or striping modifications. If those solutions are not effective in reducing speed or
cut -through traffic, then the process moves on to Phase 3.
Phase 3 ® Installation of Traffic Calming Device: Consists of working with residents to
identify the appropriate traffic calming device to be installed. If approved by residents in the
affected area, the device is planned for installation.
Exhibit A illustrates the three-phase process. Each phase of the Traffic Calming Program is
summarized in the following sections.
Due to economic considerations, city streets that are ineligible for the Traffic Calming Program
include:
1. Streets classified other than local streets, including dead-end streets.
2. Streets scheduled for resurfacing within the next two years.
3. Streets with grades, curvatures or other physical conditions where addition of any device
would create unsafe conditions.
4. Streets not meeting average daily traffic requirements (see Phase 1 Qualification section).
Program applies to neighborhood residential through streets.
Phase 1
Residents petition for
Petition and
local street traffic concerns
(minimum of 8 signatures)
Review for
Qualification
(2-3 months)
Staff reviews and collects data Does
Qualification for traffic calming program not
qualify
• average daily traffic between 500 and 3,000 vehicles End with
and mmo notice
• 25% and 15 cut -through per hour, or letter
• 85th percentile speed > 8 mph over speed limit
.................................... Qualifies.....................................
Phase 2
Education and Staff and residents develop
Enforcement education and enforcement solutions
(8-14 months) r�
Implement education and enforcement solutions
Review 3-6 months later
other
solutions I IStaff evaluates effectiveness of solutions
8 mph < 85th percentile speed 85th percentile speed
85th percentile 8 mph over speed limit > 10 mph over speed limit o
<_ 10 mph Cut -through traffic per hour
End with notice letter stating < 25% and 15 vehicles
program objectives have been met
Qualifies
Phase 3 ------
Installation of Staff reviews traffic calming devices
for funding, priority, technical feasibility
Traffic Calming Device
(14-24 months)
Staff develops traffic calming solutions
with police and fire departments'approval
""'" < 60% of
Residents vote on residents
approval of traffic approve End with
calming device sonsonob, notice
ME letter.
>- 60% of residents
who return ballots
approve
Design and install traffic calming device
6-12 months later
Staff evaluates effectiveness of device I
Exhibit A. Traffic Calming Program Process
i4 August 2009
Phase 2 of the program focuses on solutions that include education of drivers of existing traffic
regulations, and a focus on enforcement of those regulations. During this phase, neighborhood
concerns are addressed by informing drivers of safety issues by applying traffic enforcement
techniques, or by adding signs or pavement markings to change driver behavior. These solutions
can be an effective way to address speeding within neighborhoods by residents themselves. The
City can implement these less restrictive solutions more easily and quickly than physical traffic
calming devices. It is recognized, however, that these solutions may produce benefits that are
only temporary, and that conditions need to be monitored. Phase 2 consists of the following steps.
Development of Education and Enforcement Strategies
If the application is qualified for the program, then City staff will use the baseline traffic data,
along with insights and suggestions from area residents, to determine which solutions will be
used to improve the traffic issues.
Table 1 provides a summary of potential education and enforcement strategies, and a comparison
of their advantages, disadvantages, and potential effectiveness.
Once appropriate education and enforcement strategies are identified, they will be implemented
with the assistance of the neighborhood residents. The solutions will be implemented for at least
six months to provide a traffic adjustment period and to allow adequate time to evaluate the
effectiveness.
Six to 12 months after the Phase 2 strategies have been implemented, City staff will re-evaluate
conditions. The results will be compared with the previous data to measure the effectiveness of
these traffic calming solutions, with three possible outcomes:
• If the daily 85th percentile speed is < 8 mph over the posted limit; or if peak hour (AM or
PM) cut -through traffic is < 25% of the total traffic or < 15 cut -through vehicles, no further
action will be taken.
• If the daily 85th percentile speed is 8 —10 mph over the posted limit, or cut -through traffic
very close but still over the threshold, another Phase 2 solution may be considered for
implementation. The City staff will meet with the requestor and neighborhood residents to
review if other solutions might be more effective.
• The application will move to Phase 3 if it meets the following conditions:
— The daily 85th percentile is >10 mph over the posted limit; or
The peak hour (AM or PM) cut -through traffic is >25% of the total traffic and >15
vehicles per hour.
s The average daily traffic volume on the subject street must be between 500 and 3,000
vehicles per day; AND
■ One of the following three conditions is present:
If the traffic concern is related to cut -through traffic, the peak hour (AM or PM,
whatever is higher) cut -through traffic is >25% of total traffic and >15 vehicles per hour;
or
If the traffic concern is related to speeding, the daily 85th percentile speed (the speed that
85% of the cars are traveling at or below, as determined through a speed study) is >8 mph
over the posted speed limit.
If the baseline traffic data show that these criteria are not met, process will not move on to Phase
2. The City will notify the requestor by letter that the street does not qualify for the Traffic
Calming Program. If the criteria are met, the process will move on to Phase 2.
111 11 Pill I I III I , 1 11111 1 111 1111 111 r,
nT ZHVJHFUMIIRMMM��
Citizen Action Request Form - Traffic Calming Program
Contact Name:
E-mail Address:
Address:
Location of Concern:
Day Phone:
Neighborhood Traffic Concern (Check applicable concerns):
Speeding Cut -Through Traffic Pedestrian/Bicycle/Traffic Safety
10 Is
What, in your opinion, is the root cause of the problem?
Thank you for taking the time to complete the Citizen Action Request Form.
Please send the completed form with the Neighborhood Petition Form to:
City of Edmonds
Attn: Public Works Engineering Department
121 5th Avenue N
Edmonds, WA 98020
Once we receive the form, the Public Works Engineering Department will investigate
your request. If you have questions or comments, please call Public Works Engineering
Department at (425)771-0220.
Neighborhood Petition Form - Traffic Calming Program
Contact Name:
Location of Concern:
Eight (8) neighbor signatures, one per household, are required prior to initiate the
Traffic Calming Program in our neighborhood. If you agree that the issues stated in the
Citizen Action Request Form exist on our residential street, please sign below with your
address and phone number.
The Traffic Calming Program involves active participation of our community. The
decision making process may require us to set and attend neighborhood meetings and
conduct further petition campaigns.
Name Address Phone Signature
Please make additional copies as needed.
Phase 2 of the program focuses on solutions that include education of drivers of existing traffic
regulations, and a focus on enforcement of those regulations. During this phase, neighborhood
concerns are addressed by informing drivers of safety issues by applying traffic enforcement
techniques, or by adding signs or pavement markings to change driver behavior. These solutions
can be an effective way to address speeding within neighborhoods by residents themselves. The
City can implement these less restrictive solutions more easily and quickly than physical traffic
calming devices. It is recognized, however, that these solutions may produce benefits that are
only temporary, and that conditions need to be monitored. Phase 2 consists of the following steps.
Development of Education and Enforcement Strategies
If the application is qualified for the program, then City staff will use the baseline traffic data,
along with insights and suggestions from area residents, to determine which solutions will be
used to improve the traffic issues.
Table 1 provides a summary of potential education and enforcement strategies, and a comparison
of their advantages, disadvantages, and potential effectiveness.
Once appropriate education and enforcement strategies are identified, they will be implemented
with the assistance of the neighborhood residents. The solutions will be implemented for at least
six months to provide a traffic adjustment period and to allow adequate time to evaluate the
effectiveness.
Six to 12 months after the Phase 2 strategies have been implemented, City staff will re-evaluate
conditions. The results will be compared with the previous data to measure the effectiveness of
these traffic calming solutions, with three possible outcomes:
• If the daily 85th percentile speed is < 8 mph over the posted limit; or if peak hour (AM or
PM) cut -through traffic is < 25% of the total traffic or < 15 cut -through vehicles, no further
action will be taken.
• If the daily 85th percentile speed is 8 —10 mph over the posted limit, or cut -through traffic
very close but still over the threshold, another Phase 2 solution may be considered for
implementation. The City staff will meet with the requestor and neighborhood residents to
review if other solutions might be more effective.
• The application will move to Phase 3 if it meets the following conditions:
— The daily 85th percentile is >10 mph over the posted limit; or
The peak hour (AM or PM) cut -through traffic is >25% of the total traffic and >15
vehicles per hour.
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Phase 3 of the program involves modifying the physical geometry of the roadway by installing a
traffic calming device. Traffic calming devices are more expensive and more restrictive to local
traffic than the Phase 2 education and enforcement strategies. Because of this, traffic calming
devices require a much greater level of resident involvement and agreement for implementation.
Phase 3 consists of the following steps.
City staff will define the study area to ensure it includes all residents who could be affected by a
traffic calming device. Staff will conduct a preliminary review and complete the following tasks:
• Staff will score the petition by using the Scoring Criteria shown in Table 2. Because traffic
calming devices are more expensive to implement than Phase 2 solutions, the City will use
the score to decide the priority to fund a traffic calming device. Applications will be
processed in order of priority, in accordance with available funding.
• Staff will identify the technical feasibility and constraints of potential traffic calming devices.
The following are technical aspects that will be considered when reviewing the proposed
placement of a traffic calming device:
Traffic rerouting. It must be assured that the problem will not shift to adjacent streets.
Adequate provisions should be made for school buses, garbage collection, moving vans,
construction equipment, pedestrians, and bicyclists, where traffic calming devices are
installed.
Emergency response times and access for emergency vehicles must be considered. Staff
will coordinate with emergency service providers to ensure that a device does not
interfere with adequate access and response times, either by itself or cumulatively with
other devices.
— Drainage. It must be assured that a device will allow adequate drainage.
If curbs and gutters are not present, the design of an individual device may need to be
modified to restrict drivers from using the shoulders to avoid the device.
Proximity to other traffic calming devices and intersections.
Roadway surface conditions. Traffic calming devices should be installed on paved
roadways with good surface conditions.
Roadway grade. Some traffic calming devices should not be used on grades exceeding
8%.
— Effect of the devices on street sweeping and other maintenance activities.
— Potential loss of on -street parking.
Potential changes to community character.
Sight distance obstructions related to landscaping, fences, roadway alignment, grade, etc.
— Potential impact to residential driveways.
MI. ' t tit s!. t(
Criterion
Points
Average Weekday Daily Traffic (AWDT)
500 —1,000 vehicles/day
1
1,001 — 2,000 vehicles/day
2
2,001 — 3,000 vehicles/day
3
Traffic Speed (85th Percentile)
5.1 — 8.0 mph above posted limit
2
8.1 —10.0 mph above posted limit
4
More than 10 mph above posted limit
6
Cut -Through Traffic
25% - 49% of AWDT
1
50% - 74% of AWDT
2
More than 74% of AWDT
3
Accident History of Past 3 Years
1 accident/year
3
2 accidents/year
4
3 accidents/year
5
More than 3 accidents/year
7
Parks I Schools
Greater than 6 blocks
1
Between 3 and 6 blocks
2
Within 3 blocks
3
Street Conditions
Sidewalks on both sides of street
1
Sidewalks on one side of street
2
No Sidewalks
3
Development of Traffic Calming Solutions
The City will hold a public meeting for all residents within the study area. In conjunction with
neighborhood volunteers, staff will organize the meeting and ensure the neighborhood residents
are notified of the meeting. The meeting may include following discussions.
Review the effectiveness of Phase 2 strategies.
Discuss the funding and priority of the application among other traffic calming applications
within the City.
® Discuss possible traffic calming devices and advantages, disadvantages, and special concerns
related to them.
• Discuss the entire process for Phase 3 implementation.
• Establish workgroups to allow residents to work out the solutions with the help of City staff.
The workgroups will discuss the problems and alternative solutions with their neighbors and
report their findings to the rest of the group and City staff. The City staff will evaluate technical
feasibility of the traffic calming devices that are selected by the neighborhood workgroups. The
City staff will then determine the preferred traffic calming device with the approval from the Fire
and Police Departments.
Table 3 provides a summary of traffic calming devices that could be considered, and a
comparison of their advantages, disadvantages, and potential effectiveness.
When a preferred traffic calming device is selected, the City staff will send out a voting sheet to
each of the affected residents. For a traffic calming device to be implemented, 60% of the
households, based on returned ballots, must approve the installation of the proposed traffic
calming device.
Installation of Traffic Calming Device
Once funding is available for the application, the City will begin the design and construction of
the approved traffic calming device. This step includes the following elements.
Before the installation of the device, City staff will collect baseline traffic data within the study
area for future comparison and effectiveness evaluation. This traffic data will be used to evaluate
whether traffic shifted from the subject street to adjacent streets and to what extent the traffic
shifted after a device was installed. The baseline data will also be used to evaluate the
effectiveness of a device by comparison to future traffic data.
Possible Installation of Temporary Device
A temporary device may be installed for traffic calming measures, such as diverter, full closure,
and partial closure. If appropriate, the City will install a temporary device for up to 6 months to
provide a trial period.
Staff will evaluate the effectiveness of the device and examine whether it results in a shift in
traffic from the subject street to adjacent local streets. If it is determined that the device results in
a shift of the problem to another street, the City will modify the traffic calming strategy to address
this issue before installing a permanent device.
Landscaping can be included in the installation of some traffic calming devices. However,
neighborhood volunteers must sign up to maintain the landscaping. Otherwise, decorative paving
will be used. In some areas of the City, landscaping is provided through the flower program.
If proposed by the City, 6 to 1.2 months after the traffic calming device has been installed, City
staff will collect traffic data on surrounding streets to ensure the device did not shift traffic from
the subject street to adjacent local access streets.
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An installed device may be removed by the City at no cost to residents if.
® It is determined to result in a safety issue,
• It is determined to be ineffective, or
• It interferes with the installation of future traffic control devices.
However, if residents wish to remove a traffic calming device after it is installed, without any of these
conditions in place, they must provide a petition that indicates 60% agreement with a removal decision,
and pay for the removal.
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