Ordinance 4077ORDINANCE NO.4077
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, ADOPTING THE HIGHWAY 99 SUBAREA
PLAN AS AN ELEMENT OF THE CITY' S COMPREHENSIVE
PLAN
WHEREAS, planning for the Highway 99 subarea has been actively underway since the
beginning of 2016; and
WHEREAS, revitalization of this area (including highway corridor improvements) has
been a high priority for the City Council; and
WHEREAS, public outreach for the Highway 99 subarea planning project has been
extensive; and
WHEREAS, a draft Highway 99 Subarea Plan was recommended by the Planning Board
and presented at a City Council public hearing on February 21, 2017; and
WHEREAS, the City Council had further review and discussion at its March 21, 2017
meeting, which was followed by minor clean-up and clarification of the draft plan; and
WHEREAS, on June 6, 2017 the Council again reviewed and discussed the plan; and
WHEREAS, the proposed Highway 99 Subarea Plan (see Attachment A) presents a
vision and strategy for revitalizing and enhancing the Highway 99 area in Edmonds; and
WHEREAS, it has been prepared in consultation with state and regional transportation
agencies, as well as with adjacent jurisdictions, and in a manner consistent with the state Growth
Management Act; and
WHEREAS, the Subarea Plan, upon adoption, becomes an element of the City's
Comprehensive Plan; and
WHEREAS, a Planned Action Draft Environmental Impact Statement for the Highway
99 Subarea Plan was issued on June 2, 2017 with a public comment period running through July
3, 2017; and
1
WHEREAS, the Planned Action Final Environmental Impact Statement for the Highway
99 Subarea Plan was issued on August 4, 2017 with an appeal period ending on August 18, 2017;
and,
WHEREAS, no appeals on the adequacy of the Planned Action Final Environmental
Impact Statement for the Highway 99 Subarea Plan were received; and,
WHEREAS, under the GMA, a subarea plan may be initially adopted independently of
the regular Comprehensive Plan amendment cycle; and
NOW, THEREFORE,
THE CITY COUNCIL OF THE CITY OF EDMONDS, WASHINGTON, DO ORDAIN
AS FOLLOWS:
Section 1. The City Council hereby makes the following findings as required by ECDC
20.00.050:
A. The City Council finds that the proposed Subarea Plan is consistent with the
provisions of the Edmonds Comprehensive Plan and is in the public interest.
B. The City Council finds that the proposed Subarea Plan would not be detrimental to
the public interest, health, safety or welfare of the city.
C. The City Council finds that the proposed Subarea Plan would maintain the
appropriate balance of land uses within the city.
D. The City Council finds that the property shown in Attachment B hereto is physically
suitable for the proposed Subarea Plan and the anticipated land use development,
including, but not limited to, access, provision of utilities, compatibility with
adjoining land uses and absence of physical constraints.
Section 2. The Edmonds Comprehensive Plan is hereby amended to incorporate the
Highway 99 Subarea Plan as set forth in Attachment A, which is attached hereto and
incorporated herein by this reference as if fully set forth herein, and that the plan is hereby
adopted.
2
Section 3. The Edmonds Comprehensive Plan and, specifically, the map designating land
uses is hereby amended to redesignate the area shown in Attachment B as the Highway 99
Subarea. The Development Services Director is hereby authorized to reflect this redesignation on
all current land use maps of the City.
Section 4. Severability. If any section, subsection, clause, sentence, or phrase of this
ordinance should be held invalid or unconstitutional, such decision shall not affect the validity of
the remaining portions of this ordinance.
Section 5. Effective Date. This ordinance, being an exercise of a power specifically
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.
VED:
A'! FESTIAIUTH TICATED:
CLERK, SCOTT �LSSEY
APPROVED AS TO FORM:
OFFICE OF THE CITY ATTORNEY:
BY
JEFF T DAY
FILED WITH THE CITY CLERK: August 11, 2017
PASSED BY THE CITY COUNCIL: August 15, 2017
PUBLISHED: August 20, 2017
EFFECTIVE DATE: August 25, 2017
ORDINANCE NO.: 4077
3
SUMMARY OF ORDINANCE NO.4077
of the City of Edmonds, Washington
On the 151h day of August, 2017, the City Council of the City of Edmonds, passed Ordinance No.
4077. A summary of the content of said ordinance, consisting of the title, provides as follows:
AN ORDINANCE OF THE CITY OF EDMONDS, WASHINGTON, ADOPTING
THE HIGHWAY 99 SUBAREA PLAN AS AN ELEMENT OF THE CITY' S
COMPREHENSIVE PLAN
The full text of this Ordinance will be mailed upon request.
DATED this 16t" day of August, 2017.
C CLERK, S OTT ASSEY
4
E MONDS
JUNE 2017
In —=, 7�9 o
Lf-xq,
EDMONDS(
HIGHWAY ,
ACKNOWLEDGEMENTS
CONTENTS
INTRODUCTION ..... 2
Document Overview
The Planning Context
The Planning Process
Past Planning Efforts
Planned Action EIS Overview
VISION + COMMUNITY
VALUES ..... 8
Vision Goals
Community Values
BACKGROUND + EXISTING
CONDITIONS ..... 12
The Study Area
Unique Districts
Existing Land Use Patterns
Existing Transportation
Existing Economic Conditions and Market Trends
COMMUNITY + STAKEHOLDER
ENGAGEMENT ..... 26
Technical Advisory Committee
Key Stakeholder Interviews
Community Visioning Workshop
Public Open House
Online Survey and General Comments
Web Outreach and Social Media
Engagement Outcomes
CONSTRAINTS +
CHALLENGES ..... 34
Land Use Constraints + Challenges
Economic Constraints + Challenges
Transportation/Infrastructure Constraints &
Challenges
OPPORTUNITIES ..... 38
Land Use Opportunities
Economic Opportunities
Transportation/Infrastructure Opportunities
ALTERNATIVE SCENARIOS ..... 44
Land Use and Transportation Scenarios
Scenario Building Blocks
Development Capacity Analysis
IMPLEMENTATION STRATEGIES,
POLICY RECOMMENDATIONS +
ACTIONS ..... 50
Zoning and Development
Affordable Housing
Signage and Wayfinding
Transit
Transportation Infrastructure
APPENDIX ..... 99
A. Planned Action Environmental Impact Statement
INTRODUCTION
The Subarea Plan is a vision and action plan to enhance
the Highway 99 area, support prolonged economic
prosperity in the corridor area, and build a more attractive
place for the Edmonds community to live, work, and play.
The City of Edmonds initiated the Edmonds
Highway 99 Subarea Plan to address future land
use and transportation needs on and around the
Highway 99 corridor. The plan acts as a guide
for future development of the corridor area, and
includes specific actions and investments designed
to bring positive changes to the community.
DOCUMENT OVERVIEW
This document provides guidance for how the
corridor should grow and change in the future and
sets forth the opportunities and actions needed
to address the challenges on Highway 99. The
Plan identifies the constraints and opportunities
for land use, transportation, and economic
development. It describes two alternative scenarios
representing different intensities of investment and
redevelopment in the short- and long-term future.
The accompanying Implementation Strategy lays
out the investments, policy changes, and short-,
medium-, and long-term actions to transform the
Highway 99 area into a vibrant, mixed -use, transit -
oriented corridor.
THE PLANNING CONTEXT
As part of the ten-year state transportation budget
adopted in 2015, $10 million was allocated for
improvements to Highway 99 in Edmonds. The
first $1 million will be available in the early years of
planning for the corridor. The Subarea Plan helps
make the case for obtaining significant additional
federal, state, and regional grant funds to implement
the policies and strategies set forth in this plan.
Successful implementation of the plan will depend
on a secure source of funding and collaborative
decision -making from state legislators and city
officials.
Neighboring directly south of Highway 99 in
Edmonds, the City of Shoreline has embarked
on significant improvements to Aurora Avenue
within its boundaries, emphasizing improvements
for transit and pedestrian use. Continuing this
momentum in Edmonds will benefit the Edmonds
community as well as the broader region creating
a livable, vibrant community around high -capacity
transit that visitors, businesses, and residents can
take full advantage of.
EDMONDS HIGHWAY 99 SUBAREA PLAN 2
INTRODUCTION
THE PLANNING PROCESS
0 f%[01'JJ
EDMONus99 HIGHWAY
(07, � 1
Understanding
Existing
Conditions
• Review previous
studies of the Highway
99 corridor and input
from the community.
• Analyze and visualize
current conditions of
the highway area such
as land uses,
transportation, real
estate trends, housing
and business needs,
and potential
opportunities and
barriers for
development and
place -making.
Hands-on community
visioning workshop
and live polling
exercise. Polling
questions were also
available in a survey
format on the project
website for those
unable to attend the
workshop.
1
Develop Land
Use and
Transportation
Scenarios
• Understand different
land use and
transportation
impacts to the
corridor area, and
develop feasible
alternative scenarios
based on current
market trends.
• Evaluate and
document land use
and transportation
alternative scenarios.
Scenario results were
revealed at a public
open house in May.
The scenario results
were also available on
the website to collect
additional feedback
from the public
R
cor cor � (07"
SEPA & Planned Develop Sub% Final Sub -
Action area Draft rea Plan
Environmental Plan
Impact
Assessment
• Prepare a Planned
Action EIS to ensure
that environmental
impacts are
considered and
mitigated holistically.
• Document the
evaluation process,
findings and
recommendations.
The scope of the
Planned Action EIS
was also revealed at
the May public open
house and available
on the website to
collect additional
feedback from the
public.
.N
• Create a preferred • Present the sub -area
strategy based on plan to the Planning
evaluation and feedback Board and City
of alternative scenarios. Council.
• Develop an action plan
to implement the vision
for the Highway 99 area
and prioritize preferred
improvements.
• Identify major
development code -
related barriers to
implementation and
recommend alternatives.
An overview of the draft
plan, and
recommendations were
revealed at a public open
house in November. The
public had the opportunity
to provide feedback on
the recommendations via
the website.
A
• Finalize the draft sub-
area plan and
recommendations.
The public was invited
to attend a presentation
to the Planning Board
and City Council. The
draft sub -area plan was
also available on the
website for the public to
review and provide final
comments.
3 EDMONDS HIGHWAY 99 SUBAREA PLAN
INTRODUCTION
PAST PLANNING EFFORTS
During a City Council retreat in 2002, the Highway
99 corridor was identified as one of the areas of
greatest potential for generating tax revenue for the
city. Subsequently, the Highway 99 Task Force was
formed at the City Council retreat in 2003 to study
and make recommendations on how to maximize
economic growth along the Highway 99 corridor.
As a result, the City of Edmonds Highway 99
Enhancement project began engaging neighborhood
representatives and business and property
owners in 2004 to identify key local objectives and
recommendations along the corridor. This subarea
plan is intended to augment the work started in
2004 and set forth concrete actions steps to move
towards implementing land use and transportation
improvements on Highway 99. The Highway 99
Subarea Plan is a result of many years of study and
careful planning.
Liryol Edmonds
2004 Highway 99 Enhancement
"ti�,
Project
This identifies local
;•
report objectives
t
and development opportunities for
Comprehensive Plan and Zoning
Amendments eventually adopted in
HIGHWAY 99
2004. The plan outlined concepts for
ENHANCEMENT PREa RCT
four focus areas along the corridor and
made recommendations for furthering
redevelopment efforts.
2004 Highway 99 Enhancement
Project Market Assessment
This report is a market feasibility
assessment of commercial and
°- residential development near Highway
99. The study identified enhancement
scenarios, market factors, multifamily
housing considerations, and short-
term retail development opportunities.
The report also identified barriers to
further development, including the
need to improve left turns and highway
crossings.
2007 Highway 99 Traffic Safety
and Circulation Study
The Traffic Safety and Circulation Study
HIGII\r'AY 99
TRAYYI/: SAFF'.TY 111A evaluated the transportation system's
C IRMI.ATION STUDY
needs based on current and future traffic
and land use conditions, developed a
prioritized list of multi -modal solutions
to the transportation needs of the study
area, and identified projects for early
implementation and incorporation into
the City's Capital Improvement Plan
(CIP).
2015 City of Edmonds
Comprehensive Plan
�■ The Comprehensive Plan
identifies Highway 99 as a major
! activity center 'intended to
CIA
City ofel,,, encourage the development of a
C..P.0-6- pedestrian and transit oriented
IL area focused on two master
planned developments, Swedish/
Edmonds medical center and
Edmonds-Woodway High School,
with a related high -intensity
development corridor along
Highway 99"
2014 City of Edmonds
Comprehensive
Transportation Plan
The Transportation Plan serves
as the transportation element
of the City's Comprehensive
Plan. It identifies transportation
infrastructure and services
needed to support projected land
use within the city through the
year 2035. Several intersections
along Highway 99 were identified
for transportation improvements
to provide safer access
management throughout the
corridor and additional safety and
urban design improvements.
EDMONDS HIGHWAY 99 SUBAREA PLAN 4
INTRODUCTION
PLANNED ACTION ENVIRONMENTAL
IMPACT STUDY (EIS) OVERVIEW
A Planned Action EIS is an upfront assessment of
environmental conditions, potential impacts, and
mitigation measures for the Edmonds Highway
99 Subarea, rather than a piecemeal analysis
on a project -by project basis. As such, the EIS
provides developers certainty and predictability
while streamlining the environmental review and
permitting process and furthering the goals of the
State Environmental Policy Act (SEPA) and the
Growth Management Act (GMA). Planned actions
still need to meet the City's development regulations
and to obtain necessary permits.
The alternatives considered in the Draft EIS for
the Subarea Plan include No Action (Alternative
1) and the Preferred Alternative (Alternative 2).
Under Alternative 1, future growth would continue
based on existing development regulations and
past development trends. Alternative 2 assumes
future mixed use growth with an emphasis on
residential, commercial, and office development and
assumes a new vision for the area supported by
transportation system improvements and updates
to existing development regulations. See Appendix
A for a more detailed description of impacts for
each alternative.
FIGURE 1: PLANNED ACTION EIS PROCESS
ISSUE DETERMINATION
OF SIGNIFICANCE R
SCOPING NOTICE
1
CONDUCT SEPA SCOPING
PREPARE DRAFT EIS
ISSUE DRAFT EIS
DRAFT EIS PUBLIC COMMENT PERIOD
PREPARE FINAL EIS
ISSUE FINAL EIS
S EDMONDS HIGHWAY 99 SUBAREA PLAN
INTRODUCTION
TABLE 1: KEY FEATURES OF EACH ALTERNATIVE IN THE EIS
Cox== ALT. I NO ACTION ALT. 2 PREFERRED ALTERNATIVE
New Housing Units by 2035 1,224 3,325
New Jobs by 2035 2,317 3,013
New commercial sq.ft. by 2035 994,958 1,634,685
Proposed update to Highway 99 subarea maps
and text to clearly identify three distinct districts in
Comprehensive Plan No change the subarea anchored around majortransportation
gateways and employment clusters (See Figure 2,
page 14.)
Rezone the CG2, RM-1.5, BIN, and portions of the RM-
Zoning Designations No change 2.4 and BC zones throughout the study area to CG
(see page 56).
In summary, development code amendments include
the following (For a more detailed description of code
amendments, see the Recommendations chapter on
page 50.)
Existing development >> Building height and CG zone consolidation
Development Code Amendments regulations would remain >> Transit -supportive parking standards
unchanged >> Building frontage standards
Building transparency standards
Park lot location
Pedestrian Activity Zone
Ground floor setback
Upper story stepbacks
Transportation Improvements
Future improvements would
continue to occur on an
incremental basis with new
development and as planned
by the City's Transportation
Master Plan and WSDOT plans.
Improvements to the Highway 99 Corridor and
adjacent local streets would include measures
to maintain level of service standards, increase
east/west connectivity, provide greater bicycle
and pedestrian mobility, and improve access to
transit (see page 83 for a complete list of proposed
improvements).
EDMONDS HIGHWAY 99 SUBAREA PLAN 6
VISION + COMMUNITY VALUES
The Vision for the Edmonds Highway 99 area
establishes a framework for the Subarea Plan and
describes an ideal snapshot of how the area could
evolve in the future.
The vision is based on the knowledge and ideas
of Edmonds residents and stakeholders gathered
during public workshops, stakeholder interviews,
and through public surveys. The Edmonds
community shared a wide -range of creative ideas
for improvements that will enable people to enjoy
safe and easy access to Highway 99's diverse
services and amenities, better access to the area's
robust transit system, and more opportunities for
affordable housing, jobs, and destinations.
THE VISION GOALS
The Vision goals here represent the themes that
surfaced throughout community discussions with
Edmonds residents and stakeholders. They describe
the qualities residents want to see in the Highway
99 corridor area.
Economic Development
Stimulate the economy by attracting and
encouraging new businesses, investment, and
redevelopment.
Safety and Walkability
Create a safe and comfortable place for
pedestrians, bicyclists, and motorists to move along
and get across Highway 99.
Housing and Development
Encourage and incentivize mixed use development,
affordable housing, office/commercial and other
types of development.
Identity
Establish a distinct identity along the corridor
that supports existing cultural destinations and
amenities and creates a welcoming and attractive
environment for visitors and residents alike.
Transportation
Create more efficient and accessible connections
between districts and destinations, and other transit
centers/stations.
EDMONDS HIGHWAY 99 SUBAREA PLAN 8
VISION + GUIDING PRINCIPLES
COMMUNITY VALUES
9 9 CONNECTIVITY WALKABILITY
V
�9 Better connections and access Create walkable neighborhoods
cM> for pedestrians, bicyclists, and and commercial centers where
transit riders to destinations visitors can walk safely and
and amenities in the area. comfortably at all hours of the
day.
SAFETY
HEALTHY
4 amp frpedestrian, bicyclists,
Better
sand access BUSINESSES
transit riders to destinations Bring in new businesses and
and amenities in the area. jobs to the area, encourage
existing businesses to thrive,
and provide good quality retail
and shopping amenities.
DESTINATIONS
Enhance distinct districts in
the area such as the Health
District and the International BEAUTIFICATION
District to create more vibrant Create a more attractive place
destinations and an even 1=1
for residents and visitors through
better sense of place. landscaping and urban design.
AFFORDABLE
HOUSING
Encourage affordable housing
options for a mix of income
levels - low income, workforce,
and moderate -income.
9 EDMONDS HIGHWAY 99 SUBAREA PLAN
VISION + GUIDING PRINCIPLES
This page is left intentionally blank.
EDMONDS HIGHWAY 99 SUBAREA PLAN 10
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BACKGROUND +
EXISTING CONDITIONS
THE STUDY AREA
The Edmonds Highway 99 subarea is
approximately 2 miles bordered by several
jurisdictions — Lynnwood, Mountlake Terrace,
Shoreline, and the Unincorporated Snohomish
County neighborhood of Esperance. The subarea
is a major urban center for Edmonds with
professional services and retail amenities along
the corridor. There are distinct subdistricts and is
already a horizontal mixed -use district. However,
buildings along HWY 99 are predominately
highway -oriented, set far back from the road with
large surface parking lots in front, which results
in an unpleasant and unsafe environment for
pedestrians. Many of the buildings are old and
reaching the end of their natural life. As Edmonds
contemplates where new growth and economic
development can occur within the community, this
stretch of HWY 99 has been identified for change
and there is broad support for a reimagining of its
historic role as just a high-speed highway.
The study area currently
has approximately 3,800
jobs and 1,600 housing
units. There are about 2.4
jobs for every housing
unit. As such, the subarea
is currently an employment
destination, with more than
twice as many employees
as households. Attracting
more housing, especially
affordable housing, to this
jobs -rich area will increase
walking and biking trips
and reduce the need for
more auto trips in the area.
EDMONDS HIGHWAY 99 SUBAREA PLAN 12
BACKGROUND + EXISTING CONDITIONS
Key Assets in the Corridor Area:
1 Opportunity to build on the momentum of
ongoing neighborhood improvements in
Shoreline along Highway 99 while creating a
mixed -use corridor that is distinctly Edmonds.
2 High -quality transit facilities already in
place — Community Transit, Sound Transit,
and Swift BRT — providing links to housing,
employment and other amenities to the
Seattle Metro region.
3 Distinct districts are already emerging
along the corridor area — the International
District and Health District — that provide
core services and amenities for Edmonds'
diversifying population.
4 Corridor area is already a major urban center
and mixed -used district for Edmonds with
retail uses adjacent to apartments and single-
family neighborhoods.
50
The business and developer community
and residents alike are ready to see positive
changes in the area and are excited for the
opportunity to create a pedestrian -friendly,
transit -oriented environment.
UNIQUE DISTRICTS
The area has three distinct subdistricts with major
local and regional destinations along the corridor.
HEALTH CARE DISTRICT
Located approximately between SW 208th St. to SW
220th St., the Health Care District is home to variety
of health care facilities and offices, most notably the
Swedish Hospital Edmonds Campus. The Edmonds
campus includes 34 facilities and services, 217
beds, over 450 physicians and specialists and more
than 1,400 staff members. The hospital provides
medical and surgical services including Level IV
Trauma emergency medicine, diagnostic, treatment
and support services. There are many other medical
clinics and offices across Highway 99 in Lynnwood
as well as schools and higher education such
as Edmonds Woodway High School, Mountlake
Terrace High School, and Edmonds Community
College, within approximately 1.5 miles from the
Health Care District core on Highway 99.
The Health Care District is not only a provider
of vital health services for the region, but also
a growing incubator for medical research,
partnerships, health and wellness advocacy, and
education opportunities.
Edmonds Health Care District
13 EDMONDS HIGHWAY 99 SUBAREA PLAN
BACKGROUND + EXISTING CONDITIONS
FIGURE 2: DISTINCT DISTRICTS AND MAJOR DESTINATION WITHIN CORRIDOR AREA
qr. .Yi22[3th 5t SW -
p 1 7 a• + '.1 ir
212th St SW
-
a '+ -, ►~ Mmonds
Woodway Aldercrest .� 4Y4a .-, a •; ~ :.,..,� , }Health ���■ ��
_ High School [ Fr Rehab Center L
i `y 1 r s A i A r .. 1 A J
a %..ka ;�r t+ ham_ -.err _�---.. y ■ Swedish
District
Hospital
..�, ; , .►. b ter. * �T asj a�! ; �■= Wds`•
_�Jyrr•w �i T t.. !_.� !• .. r �, ^A. _t_J +" 7 VYY Medicine �� ! ►'' 1
4iegionat Heart r �. •
to� Center . •.,'..-
� r1 -t: --- Sr• r -� 1 __� rP$�.* - -y 1 e # � ' r ' [�� Arlr�:w A ,..
f
Plum
224th St 5W ' PlaaBee International •_:,
I ��t
..IN District F
Public 99 Ra ch
Storage
B an
arket �r ; *`, ;_"_y"r'jr---••�_` :�� ._
228th St SW �i.Y;, R^,.r ►_r-„ i1'
� � f
Br
230th St SW f a+ •-• _ z-.T
232nd St SW OWN
1
+ w ,
IN
r__. i l l ■Y.■ � 1 r J1 _ A-
234th St SW g� `a ■ 1 r i `qaY-"
a1 l A I A r- A.• .l
236th St SW ;
Aurora Marketplace Gateway Lake
238th St SW Ballinger
District
.+^• f.
240tr, St sw - ,' ' •- ' -
I .... �•.1 Major
)Coa
ngto 0
Transportation �_ •W
t, 1
actory r ; ' < i -- Gateway
242nd St SW sf E I ; .,A■A■ _�� a ■lr .11 - Rr.p�
244th St SW -..
-..
EDMONDS HIGHWAY 99 SUBAREA PLAN 14
BACKGROUND + EXISTING CONDITIONS
INTERNATIONAL DISTRICT
Located approximately between SW 224th St and
SW 238th St, the International District is a major
cluster of Asian -owned businesses, particularly
Korean -American businesses, with diverse
restaurants, grocers, and shops. The International
District is already a regional destination for
culture, food, and entertainment — but there is an
opportunity to strengthen the identity of this district
and help it thrive in the long term.
The SR 99 International District Enhancement
Project was a key recommendation identified
in the 2004 Enhancement Study and the 2006
Market Analysis to build on the growing cluster
of international businesses, largely anchored by
the Ranch 99 Market, Boo Han Plaza, and other
specialty plazas. In 2006, the City began efforts
through federal grant funds to strengthen the
International District identity by improving the
area's visual identity and aesthetics, and implement
pedestrian -oriented improvements with new
gateway elements including a new pedestrian
level lighting, new district identification signage on
custom light poles, resurfacing of the island on 76th
Avenue and a solar lit sculptural piece on the island
as part of the gateway.
A major transportation gateway on 228th and
Highway 99 is planned to create safe and easy
access across the highway and connect to the
recently completed bicycle lane that flows to
the future regional trail (Interurban Trail) and to
the Mountlake Terrace Transit Center. These
transportation improvements will provide a critical
connection for both local residents and regional
transit riders to the International District. The
gateway design potential here will also help solidify
the identity of the district.
GATEWAY DISTRICT
The Gateway District, located approximately
between SW 234th and the 104 Interchange north
of SW 205th St, is the first introduction to Edmonds
on Highway 99. This area was identified in the
Enhancement Study as "Residential Area Retail
Center" and "Hotels Area Improvement". However,
the Edmonds community expressed a strong desire
for a "gateway" and distinct transition point in and
out of Edmonds during a community workshop. A
recognizable marker identifying the entry point to
the city will help unify Edmonds as a place with rich
history, arts, culture, food, and sense of place.
F
a
International businesses along Highway 99. Left: Boo Han Plaza; right: Ranch 99 Market
15 EDMONDS HIGHWAY 99 SUBAREA PLAN
BACKGROUND + EXISTING CONDITIONS
EXISTING LAND USE PATTERNS
The subarea today contains a mix of land uses
including commercial, residential, industrial, public,
and educational uses. Commercial uses make
up the largest amount of square footage, which
includes office, retail, services, and motels. Multi-
family residential uses make up the second largest
amount, most which are apartments but also
townhomes or duplexes. Much of the surrounding
areas to the east and west of the study area are
developed as single family residential, and the
residential uses on the edges of the study area help
to provide transitions to these areas.
There are vacant parcels located throughout the
study area with a concentration in the south-central
part of the study area. Existing development is
generally low -intensity, with one- or two-story
buildings and large surface parking areas. There
are several plaza -type developments with larger
scale grocers and marketplaces such as 99 Ranch
Market, Boo Han Market, Aurora Marketplace, and
Burlington Coat Factory. The Swedish Edmonds
Campus is within a cluster of commercial uses
including medical offices and clinics and some
higher -intensity and higher -scale buildings.
TABLE 2: DISTRIBUTION OF LAND USES WITHIN STUDY AREA
ZONING ASSESSMENT
The study area has many zoning designations
applied within it, and often in odd configurations.
The haphazard pattern reflects both zones inherited
from the County when the area was annexed and a
variety of zone changes in specific places over the
past several decades. The Comprehensive Plan
designates nearly all of the study area with a single
Highway 99 Corridor designation.
As of 2016, there are eight zoning designations:
CG and CG2: General Commercial
NB: Neighborhood Business
BC: Community Business
MU: Medical Use
RM-1.5: Mulifamily
RM-2.4: Mulifamily
RS-8: Single Family Residential
Most the study area is zoned either General
Commercial (CG or CG2) with Multifamily (RM-1.5)
adjacent to the corridor. 65% of the study area is
within CG and CG2 and 8% is within RM-1.5. The CG
zone allows buildings up to 60 feet tall and the CG2
zone allows buildings up to 75 feet tall. Zoning for
Commercial
5,729,924
50%
Multi -Family Residential
3,070,474
27%
Industrial
1,123,311
10%
Single Family Residential
643,907
6%
Public & Educational
808,607
7%
TOTAL
11,376,223
100%
EDMONDS HIGHWAY 99 SUBAREA PLAN 16
w
M
PE
a?2�
BACKGROUND + EXISTING CONDITIONS
the areas surrounding the study area is established
by the cities of Edmonds, Lynnwood, Mountlake
Terrace, Shoreline and Snohomish County. In
general, areas to the south, west and northeast are
zoned for a mix of commercial and residential uses, -
areas to the east, southeast and southwest are
zoned primarily for single family residential uses;
and areas to the north and northwest are zoned for
a mix of residential and public uses. Specific zoning
designations in the area surrounding the study area
are shown in Table 3.
TABLE 3: ZONING DESIGNATIONS IN THE STUDY AREA
CG2 — General Commercial 2
32%
CG — General Commercial
33%
BN — Neighborhood Business
2%
BC — Community Business
4%
RS-8 — Single Family, 8,000 sq. ft.
2%
RM-3 — Multi Family, 3,000 sq. ft.
1 %
RM-2.4 — Multi Family, 2,400 sq. ft.
12%
RM-1.5 — Multi Family, 1,500 sq. ft.
8%
MU — Medical Use
5%
EXISTING HOUSING
For the greater metropolitan region in which
Edmonds is located, housing supply has not been
not keeping up with demand. Housing needs —
along with housing costs —have been rising
rapidly. In fact, data was recently obtained through
the Alliance for Housing Affordability about the
availability of affordable housing along Highway
99 in the Edmonds area. Research conducted in
November 2016 showed that the number of rental
units affordable to households below 80% of the
area median income was very limited and little
housing at all was available at rents affordable to
households below 50% of the area median income.
The same can be said for those wanting to own
a home. (Note: `Affordable" rent for this purpose
is considered to be a rental amount that does not
exceed 30% of the household income.)
FIGURE 4: HOME SALE AFFORDABILITY GAP IN THE CITY OF
EDMONDS
100%
80%
70%
60%
50%
40%
30%
20%
10%
0%
EXTREMELY VERY LOW LOW MODERATE MIDDLE
LOW
Source: US Census Bureau, American Community Survey, 2008-2012
TABLE 4: DISTRIBUTION OF RENT AFFORDABILITY BY SIZE IN THE CITY OF EDMONDS
Extremely Low pr
No
No
No
No
No
Very Low
Limited
Limited
Limited
Limited
No
Low
Yes
Yes
Yes
Limited
No
Moderate
Yes
Yes
Yes
Yes
Limited
Middle
Yes
Yes
Yes
Yes
Yes
Source: Dupre and Scott, 2073
EDMONDS HIGHWAY 99 SUBAREA PLAN 18
BACKGROUND + EXISTING CONDITIONS
EXISTING TRANSPORTATION STREET NETWORK
REGIONAL ACCESS
SR-99 is the highest -traffic carrying arterial in
Edmonds and run north to Everett, and south
through Shoreline to Seattle and the Tacoma
metropolitan area. The subarea can be accessed
through SR-104 which runs east -west through the
southern -most border of the subarea between
the Edmonds -Kingston Ferry dock in Downtown
Edmonds to 1-5 east of Highway 99. 1-5 runs almost
parallel to the east of Highway 99 providing regional
access from surrounding cities to the north and
south.
FIGURE 5: REGIONAL CONTEXT
Highway 99 serves as a principal arterial in
Edmonds providing north -south mobility and
access to businesses and services along the
corridor. Highway 99's diagonal orientation through
a mostly gridded street pattern creates difficult and
low visibility turns onto and from the highway for
drivers and poses a major safety risk for bicyclists
and pedestrians. The minor arterials in the subarea
are on 238th Street, 228th Street, 220th Street, and
212th Street providing through traffic east -west.
Many local streets are broken and do not have
complete connections to other local streets and
arterials, which is typical of a more suburban street
network. A short portion of the right-of-way between
228th and 234th Street is located in Esperance, an
unincorporated township of Snohomish County.
TRANSIT SERVICE
The subarea currently has a very robust transit
network with enhancement and service frequency
4 increases planned in the future. The subarea is
served by Community Transit, Sound Transit, and
Swift BRT lines. There are two Community Transit
Swift Bus Rapid Transit (BRT) stops along the
corridor and many local bus stops with several
transit connections between transit providers.
Edmonds sits at the intersection of two major
transit providers. The Community Transit Swift BRT
system serves Edmonds and areas north, while the
King County Metro BRT system serves areas south
of Edmonds. A transfer station is located just over
the border in Shoreline adjacent to the large Costco
and Home Depot shopping center. Transfers
between transit providers can cause significant
delay in travel times if arrival and departure times
are not coordinated tightly. King County Metro and
Community Transit are coordinating times to ensure
efficient transfer times, but the City will continue
to monitor this to ensure Edmonds has quick and
efficient access to Seattle and other points south.
19 EDMONDS HIGHWAY 99 SUBAREA PLAN
BACKGROUND + EXISTING CONDITIONS
FIGURE 6:[URR[NTTRAN8TSERVICE
FIGURE O:CURRENT TRANSIT FREQUENCY
Bus Trips on Weekdays
0-20
61-80
81-100
Vr
L Highway 99 Subarea
F City Boundaries
FIGURE 7:EXISTING SIDEWALKS
'_` Highway yySubarea
E_]City Boundaries
~~^woSidewalk
Sidewalk onone side
L
~~^ Sidewalk onboth sides
\ �
somOwoSHIGHWAY yeSUBAREA PLAN 20
BACKGROUND + EXISTING CONDITIONS
PEDESTRIAN AND BICYCLE FACILITIES
Most area roads have sidewalks, but certain key
streets that provide access to and across HWY
99 currently lack sidewalks. Roads that form the
border of Edmonds and other jurisdictions, such
as 228th west of HWY 99, pose unique problems
for improvement and cost sharing. Improvements
to substandard streets have been explored and
recommendations have been identified in this plan's
project list.
Bicycle facilities are limited in the study area,
particularly protected bicycle lanes. The proximity
to the Interurban Trail, a major regional trail
connecting Edmonds to communities north and
south, is east of HWY 99 and has limited access
from the center of Edmonds to the west. This
process examined improved and new bicycle
connections through the study area and included
several in the recommended project list.
PLANNED TRANSIT SERVICE
A new commuter rail station is planned for nearby
Mountlake Terrace. 228th will connect Edmonds
and the HWY 99 study area to this new regional
transit option. The extension of the Link light rail
is scheduled for completion in 2023. This plan
has specific recommendations for how to improve
linkages and wayfinding between the future rail
station and the HWY 99 corridor.
PLANNED TRANSPORTATION IMPROVEMENTS
The City of Edmonds identifies planned
transportation improvements surrounding the
Highway 99 subarea in their 2015 Comprehensive
Plan and in studies conducted for specific
operational and safety conditions within the
corridor. The 2015 Comprehensive Plan develops
a balanced multimodal transportation system
to serve the anticipated growth throughout the
City and region. Within the Edmonds Highway 99
subarea the planned transportation improvements
emphasize access to Highway 99 and connections
to the downtown, surrounding residential
neighborhoods and major transportation nodes.
The improvements fall into several general areas
including:
Traffic safety and access management
improvements: This area of improvement
involves installation of vehicular channelization
and median devices between intersections to
separate traffic flows and restrict turns to and
from driveways. These devices are intended
to reduce crashes by eliminating mid -block
vehicular conflicts caused by multiple driveways,
minor uncontrolled intersections, and the
continuous two-way left turn lane comprising the
majority of Highway 99.
A recent example of the implementation of
access management is the segment of Highway
99 between 224th Street SW and 228th Street
SW where the center median of Highway is a
combination of Type-C curbing ("c-curb") and a
raised concrete barrier median. This installation
prohibits all movements that would normally
cross the centerline and provides bi-directionality
by allowing u-turns at the signalized intersections
at either end of the segment.
Type-C curbing and raised concrete barrier median at
intersection of 76th Avenue and Highway 99 between 224th
Street and 228th Street
21 EDMONDS HIGHWAY 99 SUBAREA PLAN
BACKGROUND + EXISTING CONDITIONS
Expansion of the citywide bicycle network: The
City's 2015 Comprehensive Transportation Plan
includes proposed bicycle facilities that expand
the coverage of the existing bikeway system and
connect various parts of the City. Within the plan
area the proposed bikeway network emphasizes
new east -west crossings of Highway 99 with
connections to the Interurban Trail as well as
north -south facilities paralleling Highway 99. The
proposed bikeway network in the plan area is a
combination of bicycle lanes (exclusively marked
lanes for bikes) and designated bicycle routes
where bicyclists and motorists share travel lanes
Bike facilities are frequently implemented in
stages as part of other roadway improvement
projects. For example, bike lanes were added to
220th Street SW between 84th Avenue W and
76th Avenue W as part of a recent pavement
overlay improvement of 220th Street SW. In
the next stage of bikeway implementation, bike
lanes will be added to 76th Avenue W from 220th
Street SW to Olympic View Drive.
Example of exclusively marked bike lane
Example of bicycle route shared with bicyclists and motorists
Intersection improvements for vehicular,
pedestrian and bicycle safety: This area of
improvements focuses on closing gaps in the
pedestrian system by constructing sidewalks
but also includes reconstructing intersection
approaches on streets intersecting Highway
99 to delineate traffic lanes, improve traffic
signal phasing, and add bike lanes —all of
which are intended to improve safety and also
improve multimodal circulation for accessing
and crossing Highway 99. These planned
improvements are considered "Complete Streets"
projects since they emphasize improving
conditions for all users.
A recent example of this type of improvement
was the extension of 228th Street SW from
Highway 99 to 76th Avenue W—a short, but
strategic, complete street segment that improves
pedestrian and bicycle circulation, access to
transit, and removes a substantial obstacle to
a crucial complete street corridor-228th Street
SW/Lakeview Drive —connecting the plan area
to Sound Transit's Mountlake Terrace transit
terminal and future light rail station.
Recently complete intersection improvements on 228th and
Highway 99 to 76th Ave.
EDMONDS HIGHWAY 99 SUBAREA PLAN 22
BACKGROUND + EXISTING CONDITIONS
Priority Transit Corridors: Improvements that
focus on improving the mobility of transit on
key transit corridors, improving pedestrian and
bicycle access to transit stops, and enhancing
transit stop environments with pedestrian
amenities to encourage ridership. Priority
Transit Corridors include Highway 99, 220th
Street SW, 228th Street SW, and 238th Street
SW each of which are currently important
routes for Community Transit's local and Swift
Rapid routes. The types of improvements in
this category such as Transit Signal Priority,
improved bus service and route interconnection,
accessibility, and improved stops and stations,
are cooperative projects between multiple
agencies.
FIGURE 10: PRIORITY TRANSIT CORRIDOR
220TH ST
1.5
236TH ST
EXISTING ECONOMIC CONDITIONS &
MARKET TRENDS
In February 2016, an assessment of the
development market and round of developer
interviews was conducted. The results of the
assessment and the interviews is summarized with
the following five points. Further discussion of each
is below.
1. Edmonds is a good location for development, but
has its challenges.
2. Residential uses will likely be the primary driver
of development along the corridor.
3. Parking is an important factor in development
form and feasibility.
4. The impact of right-of-way improvements on
development was mixed.
5. Development incentives and regulatory process
can support (or hinder) redevelopment.
1. EDMONDS IS A GOOD LOCATION FOR
DEVELOPMENT, BUT IT HAS CHALLENGES
Edmonds has a positive impression. It's viewed as
a desirable community that people want to live and
as a place they would consider building. Highway
99 in Edmonds does have some specific challenges,
specifically crime, vehicle access, and the lack of
large developable sites.
High parking requirements may impede new development
23 EDMONDS HIGHWAY 99 SUBAREA PLAN
BACKGROUND + EXISTING CONDITIONS
2. RESIDENTIAL USES WILL LIKELY BE THE
PRIMARY DRIVER OF DEVELOPMENT ALONG THE
CORRIDOR
Apartment projects will likely be the main driver of
development along the corridor. Most developers
are looking to do sizable projects of 150 units
or more, which requires larger sites. Mixed use
development is fairly likely although the retail
portion may be a drag on the project financially
initially. Office development is not likely in the near -
term, and demand for medical office use is not
clear.
Mixed -use, residential development
3. PARKING IS AN IMPORTANT FACTOR IN
DEVELOPMENT FORM AND FEASIBILITY
Accommodating parking is an important factor
in redevelopment, particularly in a suburban and
auto -oriented environment transitioning to being
more dense and walkable. Future projects along the
corridor will likely need structured or underground
parking to maximize the development potential of
a site. The cost of different parking types and site
size and characteristics are important variables
for parking configuration (surface/tuck-under/
underground). The number of spots per unit
desired will vary depending on the project, but high
minimum requirements and/or inflexible standards
can be a significant barrier to new development.
4. THE IMPACT OF RIGHT-OF-WAY IMPROVEMENTS
ON DEVELOPMENT WAS MIXED
The City of Shoreline has made significant
improvements along Highway 99. One interviewee
saw the improvements as critical to development.
Several interviewees viewed them as nice to
have, but not critical. Access, particularly for retail
use, is viewed as important and something to
be maintained if any improvements are made to
Highway 99 in Edmonds.
Right-of-way improvements, like improved sidewalks, will be a
critical part of new development
5. DEVELOPMENT INCENTIVES AND REGULATORY
PROCESS CAN SUPPORT (OR HINDER)
REDEVELOPMENT
The multifamily tax exemption (MFTE) program
has been used by a number of developers in
communities around the region, and is considered
an effective incentive. Permitting and timeliness of
the permit process is also considered important for
facilitating development.
�. sea
The permitting process is an important aspect of development.
EDMONDS HIGHWAY 99 SUBAREA PLAN 24
COMMUNITY + STAKEHOLDER
ENGAGEMENT
The Subarea Plan is representative of input gathered from
the overall community as well as key stakeholders, and
other interested parties throughout the planning process.
The public involvement process involved
stakeholder interviews, a Technical Advisory
Committee, a community visioning workshop,
polling, and two open houses as well as online
outreach and surveys. The community's
participation during the planning process helped
shaped the overarching vision and community
values for the Highway 99 area which ultimately
guides the recommended strategies in the Plan.
The process also helped build public support
around the near and long-term approach towards
growth and prosperity for the Highway 99 area.
Workshop participants during a design exercise
about where they prefer to see different types of
improvements in the study area.
EDMONDS HIGHWAY 99 SUBAREA PLAN 26
COMMUNITY + STAKEHOLDER ENGAGEMENT
Members of the
Technical Advisory
Committee
City of Edmonds
Bertrand Hauss, Transportation Engineer
Community Transit
Eric Goodman, Transportation Service
Planner
Carol Thompson, Director of IT
Operations
Sound Transit
Patrice Hardy, Government Relations
Manager
Kathy Leotta, Senior Transportation
Planner
Washington State Department of
Transportation (WSDOT)
Annie Johnson, Transportation Planner
Mike Swires, Traffic Engineer
Puget Sound Regional Council (PSRC)
Ben Bakkenta, Growth Management
Planning Program Manager
Outreach Activity Timeline
» CITY COUNCIL BRIEFING
T» MEETING WITH PROPERTY OWNERS
2016
TECHNICAL ADVISORY COMMITTEE
(TAC)
The committee met 3 times during the planning
process. This group consists of representatives
from several transit agencies including the
Washington State's Department of Transportation
(WSDOT), Community Transit, Sound Transit.
The TAC also included a representative from
the Puget Sound Regional Council (PSRC) and a
transportation engineer from the City of Edmonds.
In addition, representatives from Snohomish County
and the Cities of Shoreline, Mountlake Terrace, and
Lynnwood also participated in TAC meetings.
KEY STAKEHOLDER INTERVIEWS
Six focus -group style meetings were conducted,
including a round of developer interviews, a meeting
with property owners, non-profit organizations,
and a representative from the Swedish Edmonds
Campus.
COMMUNITY VISIONING WORKSHOP
Over 50 people participated in the visioning
workshop in March 2016, which involved a fun
and interactive map -based design workshop and
live polling questions using keypads that display
results from all participants after each question.
» COMMUNITY WORKSHOP
>> MAPPING EXERCISE
>> LIVE POLLING
» ONLINE SURVEY
» TAC MEETING
» OPEN HOUSE - SCENARIOS
T>> ONLINE COMMENTING PERIOD
» TAC MEETING
27 EDMONDS HIGHWAY 99 SUBAREA PLAN
COMMUNITY + STAKEHOLDER ENGAGEMENT
Both activities asked participants to envision and
share their ideas about what kinds of changes they
would like to see in the future, such as commercial,
housing, or mixed use development, new pedestrian
crossing, safety improvements, new traffic signals,
traffic calming measures, wider sidewalks and
others.
PUBLIC OPEN HOUSES
Two public open houses were held in May and
November 2016 and served as an opportunity to
learn about the project, hear from elected leaders,
and converse with the project team and share
their thoughts on the project. The May open house
revealed near and long-term development and
transportation scenarios for the study area, and
the proposed scope of the Planned Action EIS.
The November open house unveiled the draft
recommended implementation strategies and
before and after visualizations of what life could be
like in the Highway 99 area.
ONLINE SURVEYAND GENERAL
COMMENTS
The polling questions presented at the visioning
workshop were also available in a survey format
on the project website. The survey collected 167
responses and asked participants to share their top
» OPEN HOUSE -
RECOMMENDATIONS
» ONLINE COMMENTING PERIOD
>> TAC MEETING
priority of housing, business, and infrastructure.
See pages 27-28 for combined results from live
polling and survey responses. The public also had
opportunities throughout the planning process
to share general comments about the near and
long-term land use and transportation scenarios,
the scope of the Planned Action EIS, and key
elements of the implementation strategies and
recommendations for the subarea.
WEB OUTREACH AND SOCIAL MEDIA
A dedicated project website was created to inform
the public about the project and regularly updated
with most recent project developments and event
announcements throughout the planning process.
The website provided an opportunity for those
unable to attend the workshop or open houses to
provide input and learn about the overall planning
process, see results of workshops and surveys, and
explore alternative scenarios and implementation
strategies. Event announcements were also
posted on the City of Edmonds Facebook page
and on the City's official website including mailed
announcements to over 2,100 addresses in the
area.
» PUBLIC HEARING AND PLANNING
TBOARD PRESENTATION OF
DRAFT PLAN
2017
» CITY COUNCIL REVIEW,
RECOMMENDATION AND ADOPTION
EDMONDS HIGHWAY 99 SUBAREA PLAN 28
COMMUNITY + STAKEHOLDER ENGAGEMENT
WE ASKED EDMONDS...
HOUSING
DEVELOPMENT
Widespread
desire for
housing,
particularly in
the south end.
TRAFFIC
CALMING
I ,
I r
I
I �
I rl
_1
I I~
MIXED USE
DEVELOPMENT
I ifr
40
I
I I
r� r'
s
r
ENHANCED
TRANSIT
esire for traffic
alming on high
peed southern
rea on HWY 99
104 interchange
i
LAftDSCAPED
MEDIAN
Widespread desire for
landscaped median
enhancements
Widespread
desire for mixed
use, particularly
in the south and
central end
29 EDMONDS HIGHWAY 99 SUBAREA PLAN
COMMUNITY + STAKEHOLDER ENGAGEMENT
PEDESTRIAN
CROSSING
4
PEDESTRIAN S°
REFUGE
,----rl,
PEDESTRIAN
SAFETY 0
WAYFINDING & Ak ,'
SIGNAGE
�e
Pedestrian
safety is a
major concern
throughout
the corridor
,----_r1,
PEDESTRIAN
LIGHTING
,
,
EDMONDS HIGHWAY 99 SUBAREA PLAN 30
COMMUNITY + STAKEHOLDER ENGAGEMENT
2%1 % 2%
PARK WITHIN
SIGHT OF EACH 0 WALK, BIKE OR BUS
DESTINATION
PARKING ONCE
AND WALK OTHER / NOT SURE
BETWEEN SHOPS
RACE
74%, WHITE
1%, BLACK OR
AFRICAN AMERICAN
1%, LATINO OR
HISPANIC
5%, ASIAN OR
PACIFIC ISLANDER
1%, MULTIRACIAL
3%, OTHER
15%, RATHER NOT SAY
AGE
5%, 20-29
17%, 30-39
19%, 40-49
22%, 50-59
26%, 60-69
11%,70+
DRIVE MYSELF BIKE
BUS OTHER
WALK
GENDER
51%, FEMALE
40%, MALE
1%, OTHER
9%, RATHER NOT SAY
31 EDMONDS HIGHWAY 99 SUBAREA PLAN
COMMUNITY + STAKEHOLDER ENGAGEMENT
$Vllmbhkl
\ 8% 8% /
BUSINESS
CATALYST
DEVELOPMENT ON
MAJOR SITES
0
STOREFRONT
IMPROVEMENTS
BRING NEW
BUSINESS AND
JOBS TO THE AREA
15%
21%
48%
HOUSING
HOMEOWNERS
ADD MORE HOUSING
ASSISTANCE FOR
REHABILITATION
ADD MORE
AFFORDABLE
'
NO CHANGE
HOUSING UNITS
BEAUTIFICATION,
BLIGHT REMOVAL,
SOMETHING ELSE
CODE ENFORCEMENT
INVEST IN
HOMEGROWN
ENTREPRENEURS
NO CHANGE
SOMETHING ELSE
INFRASTRUCTURE
ADDRESS PARKING -
BETTER CONNECTIONS
MANAGEMENTAND
FOR BIKES AND
SHARE
PEDESTRIANS
PUBLIC SPACE
NO CHANGE
IMPROVEMENTS AND
BEAUTIFICATION
� SOMETHING ELSE
SAFETY
IMPROVEMENTS FOR
BIKES OR PEDESTRIANS
EDMONDS HIGHWAY 99 SUBAREA PLAN 32
CONSTRAINTS + CHALLENGES
LAND USE CONSTRAINTS b
CHALLENGES
One issue the corridor needs to overcome
is a public perception as being unsafe,
unattractive and undesirable. It is sometimes
viewed as a leftover area of the city and is
not inspiring. Citizens often pass through the
area on their way to somewhere else. There
are misperceptions of what the corridor is and
what it could eventually become.
Highway 99 is a wide auto -oriented regional
thoroughfare; this type of road design can be
challenging when attempting to create a more
walkable and safe area. There are also many
land owners in the area and some of the
parcels are oddly shaped or have poor access
to Highway 99. On top of that, compared with
other communities in the region, potentially
restrictive land use and parking regulations
complicated future opportunities. These
challenges can make it more difficult to
design and build a viable development project.
Key Takeaways:
Constraints + Challenges
Land Use
Public perception of Highway 99 as a "pass -
through" area and an unsafe, unattractive,
and undesirable area
Wide, auto -oriented thoroughfare
Oddly -shaped parcels with poor access
Restricitve land use and parking regulations
Economic
Limited retail trade area
Lack of diverse housing choice and
commercial space
Transportation and Infrastructure
Commute patterns of resident and outside
labor force can cause traffic and safety
issues
Poor or lack of safe pedestrian crossings,
traffic lights, and sidewalks
EDMONDS HIGHWAY 99 SUBAREA PLAN 34
CONSTRAINTS + CHALLENGES
ECONOMIC CONSTRAINTS &
CHALLENGES
One challenge for the area is the limited retail trade
area due to geographical constraints with Puget
Sound to the west and Interstate 5 a short distance
to the east. Several distinct major regional retail
centers and lifestyle centers in nearby communities
also compete with this area.
Lack of housing choice can also be challenging. A
wider variety of housing options and commercial
space is available elsewhere in the region. The
lack of housing variety has led to a shortage of
affordable housing opportunities as well. The lack
of commercial space may allow for retail "leakage,"
which is the loss of potential local sales activity to
areas outside of the corridor and city.
TRANSPORTATION AND
INFRASTRUCTURE CONSTRAINTS b
CHALLENGES
A substantial portion of the resident labor force
commutes away for work, while large number of
workers commute into town for work. This can
create traffic and safety issues along the corridor.
Safe pedestrian crossings are presently inadequate.
Many places where pedestrians want to cross the
highway have no marked pedestrian crossing. This
is particularly occurring in the southern section
of the corridor. There are also long segments
without any street crossings or traffic lights. For
example, the central section of the corridor requires
a 10-minute walk to find a safely marked crossing.
Finally, sidewalks are limited along the stretch on
the corridor and are not present everywhere.
35 EDMONDS HIGHWAY 99 SUBAREA PLAN
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OPPORTUNITIES
LAND USE OPPORTUNITIES
Because of a long history of auto -
oriented design along the Highway 99
corridor there are many opportunities for
major land use changes.
Three specific locations on the corridor
already have reasonably good urban form
and include the area east of Highway 99
between 238th and 240th, the area east
of Highway 99 at 228th and the area
just to the north of the Swedish Medical
Center along 212th. These three areas
are considered to have good urban form
because they currently have well -marked
crossings, are near frequent transit
service, have city block and lot sizes that
are conducive to walking, and have a
large amount of employment activity.
This area has a mix of uses, including
retail, office, medical, and residential. It is
an urban center of Edmonds and part of
a larger regional hub.
Key Takeaways:
Opportunities
Land Use
Good urban form and a mix of uses already exist
on the corridor
Many opportunities exist for reinvestment,
redevelopment, and increased density
Transit -oriented development, including affordable
housing, can complement the area's transit system
Economic
Strong health services sector and International
District
Existing and planned transit connections creates
opportunities for transit -oriented development and
a stronger business and employee base
Retail uses, including auto sales, that provide tax
revenue for public services
Transportation and Infrastructure
Providing a complete transportation system with
efficient and cost-effective accessibilty and mobility
Providing safe and convenient access all
throughout the subarea especially for pedestrians
EDMONDS HIGHWAY 99 SUBAREA PLAN 38
OPPORTUNITIES
Although same areas have good urban form,
there are also opportunities for better integrated
land uses along the corridor. Many parcels are
less than 25% covered with buildings, presenting
an opportunity for redevelopment and increased
density in the area. In addition, much of the
few new buildings or historic buildings along the
corridor are expected to remain the same for the
foreseeable future. Furthermore, there are many
low -to -moderate value buildings and just a few
new, higher value buildings in the area. This means
that there is great potential for reinvestment and
buildings are between 25 and 60 years old and are redevelopment along the corridor.
nearing the end of their functional lifespan. Just a
FIGURE 12: URBAN FORM WITHIN STUDY AREA
39 EDMONDS HIGHWAY 99 SUBAREA PLAN
OPPORTUNITIES
ECONOMIC OPPORTUNITIES
The service sector will continue to dominate the
Edmonds employm ent base, with continued growth
expected, especially in the health care sector. The
burgeoning health services sector, anchored by
Swedish -Edmonds Hospital is a perfect example.
The Highway 99 corridor near the medical services
node around the hospital offers opportunities for
additional hospitality facilities.
Other opportunities include leveraging the
"International District" to provide culturally -specific
goods and services. The corridor already has a
strong international business community, offering
diverse array of goods and services.
A substantial number of jobs in Edmonds are
occupied by residents of other outside communities.
Additional housing variety in the area with a greater
distribution along the affordability spectrum could
help capture the latent housing demand of many
Edmonds workers.
FIGURE 13: LAND VALUE PER SQUARE FEET
uY
�: PO a
F/r
+;
$0 - $20.00
$20.01- $40.00
$40.01- $60.00
Y
$60.01- $80.00
s _
$80.01- $100.00
3� =
� _; Highway 99 Subarea
73r ,y' .
v� tom_=
Q City Boundaries
�p
_
Existing and planned intermodal transit connections
can leverage transit -oriented development. Also,
additional population density in business districts
can add market demand for goods and services and
employee base for new and growing businesses.
New business and job opportunities are largely
brought to the corridor through new development
and redevelopment. Appropriately sited and sized
development and redevelopment projects will
increase:
Property tax receipts through the new
construction provision that captures new
construction value -based property tax for the first
year a project is brought on line and adds that
value to the city's future property tax baseline.
Sales tax revenue from construction materials
and activity.
Sales tax revenue from both personal and
business spending accruing from new residents,
workers and businesses within newly developed
buildings.
Utility tax revenue from a greater number of utility
customers.
FIGURE 14: FLOOR AREA RATIO
I
r
I
i'
r
-L .1
I
0 - 0.25
4�. I 0.25 - 0.50
L I 0.50 - 0.75
i,
I
' J 1.0 +
! r
f s _; Highway 99 Subarea
r ' 0 City Boundaries
EDMONDS HIGHWAY 99 SUBAREA PLAN 40
OPPORTUNITIES
TRANSPORTATION &
INFRASTRUCTURE OPPORTUNITIES
The HWY 99 corridor is unique in that it is served
by regional Bus Rapid Transit (BRT), local public
transportation, and has access to commuter
and express transit services to Seattle from the
Mountlake Terrace 1-5 Station which will offer light
rail transit service with the Lynwood Link Extension
planned to open in the year 2023.
The level of transit coverage within the Plan
Area supports transit -oriented -development and
attracts households with zero to low automobile
ownership —a segment of the population that
choose to reside near transit because they don't
drive or don't want to encumber themselves
with the cost of vehicle ownership. One of the
characteristics of HWY 99 that helps BRT achieve
its desirable rapidness —long distances between
signal controlled intersections —is also one of the
Opportunities for maintaining a rapid transit
system include:
Implementing a Transit Signal Priority system
that allow BRT vehicles to trigger a change
in traffic signal phasing in favor of the buses
approaching a signalized intersection.
Strongly enforcing the corridor's BAT lanes and
improving their effectiveness through better
access management and their use as queue
jumping lanes.
Opportunities for improving pedestrian safety,
circulation options, and access to transit include:
greatest impediments to pedestrian circulation.
Despite the apparent conflict in functionality, the
HWY 99 corridor presents opportunities to maintain
the short travel times needed for an effective Swift
rapid transit system while providing additional safe
pedestrian crossings of HWY 99 and improving the
overall multimodal connectivity of the Plan Area. »
Transforming the approaches of streets
intersecting HWY 99 into "Complete Streets"
that improve the environment for all users to
access and cross the corridor. Complete Street
improvements might trade-off automobile travel
lanes to create space for sidewalks and bike
lanes, or might add a vehicular turning lane
allowing for protected signal movements that
eliminate conflicts with crossing pedestrians.
Strategic placement of new traffic signals and
pedestrian crossings that break up the longest
segments of HWY 99 without safe crosswalks.
Reconfigure high-speed corners and ramps
to slow traffic and install pedestrian -activated
flashing beacons at uncontrolled crossings.
FIGURE 15: BEFORE AND AFTER ILLUSTRATIONS OF EXAMPLE "COMPLETE STREET" IMPROVEMENTS
Source: CityLab, The Atlantic
41 EDMONDS HIGHWAY 99 SUBAREA PLAN
OPPORTUNITIES
Transportation improvements within the Plan
Area should take advantage of the opportunities
provided by key assets within the Plan Area.
The Interurban Trail is a key asset in the corridor.
Improving access to the trail with short and
strategically located pedestrian and bicycle -only
connections from HWY 99 can increase the trail's
usefulness for shorter trips as well as longer
distance travel.
Capitalize on the successful extension of 228th
Street to break up large blocks and create more
complete street connections to Edmond's
designated Priority Transit Corridors to provide
better pedestrian access to transit stops and
improve overall mobility.
Encourage transit use by enhancing transit stops
in Priority Transit Corridors with amenities that
make stops attractive, comfortable, and safe for
waiting passengers.
The Interurban Trail
EDMONDS HIGHWAY 99 SUBAREA PLAN 42
ALTERNATIVE SCENARIOS
LAND USE AND TRANSPORTATION
SCENARIOS
Land use and transportation scenarios are an
important part of the exploratory process in
planning. Testing a range of policy options,
development types and transportation
improvements allows for a comparison of the
relative strengths and weaknesses of virtual
futures.
Two separate land use and transportation
scenarios were evaluated within the HWY 99
corridor before landing on a final preferred
alternative. The scenarios were tested using the
open source scenario planning platform Envision
Tomorrow.
Envision Tomorrow is a suite of planning tools that
includes analysis and scenario design applications.
The analysis tools allow users to analyze aspects
of their current community using commonly
accessible GIS data, such as tax assessor parcel
data and Census data. The scenario design tools
allow users to digitally map alternative future
Sample scenario
EDMONDS HIGHWAY 99 SUBAREA PLAN 44
ALTERNATIVE SCENARIOS
development scenarios on the landscape, and
compare scenario outcomes in real time for a range
of measures from public health, fiscal resiliency and
environmental sustainability.
The location and styles of development that
were tested came from public input through the
workshop process and the existing conditions
analysis of redevelopment potential. The
transportation components of the scenarios were
a combination of public input from the workshops,
and existing projects in previous plans.
SCENARIO BUILDING BLOCKS
Each of the scenarios was constructed using
a range of building types calibrated to the
Edmonds market. Within a context such as the
HWY 99 study area, a range of buildings could be
anticipated. However, existing roadway conditions
and regulatory requirements have precluded the
TABLE 5: BUILDING TYPE CHARACTERISTICS
Parking ratios 0.75 spaces per
dwelling unit
development of the mixed -use and residential
building types desired by the public — predominantly
three and four story apartments, and five and six
story mixed -use buildings.
Within the current context of the area, land
developers are unable to achieve rents high enough
to make these buildings feasible. However, with
investments into roadway improvements and
regulatory changes, such as a reduction in parking
requirements, the market becomes much more
desirable. More pedestrian -oriented road conditions
and development make the area more attractive
to potential tenants, resulting in higher achievable
rents, and therefore greater market feasibility for
the type of development under consideration. This
relationship between transportation, land use and
the development market is well documented in
Reid Ewing and Keith Bartholomew's research into
Hedonic Price effects of Pedestrian- and Transit -
Oriented Development (2011).
» 0.75 spaces per
dwelling unit
No parking required
for first 2,000 sq ft.
commercial
» 2.0 spaces per
1,000 sqft above
2,000
No parking required
for first 2,000 sq ft.
» 2.0 spaces per
1,000 sqft above
2,000
» 0.75 spaces per
dwelling unit
No parking required
for first 2,000 sq ft.
commercial
» 2.0 spaces per
1,000 sqft above
2,000 commercial
Housing density
51.2
82.6
49.02
(dwelling units per acre)
Employment density -
33.6
208.5
208.98
(jobs per acre)
Average dwelling unit 850
759
-
759
size in square feet
» $1,669 / unit
» $22 / sqft retail
Average rent $1,700 / unit
$1,669 / unit
» $22 / sqft retail
» $26 / sqft office
» $26 / sqft office
Achievable land cost $41-$49
$80-$94
$36-$43
$70-$79
per square foot
45 EDMONDS HIGHWAY 99 SUBAREA PLAN
ALTERNATIVE SCENARIOS
Given the assumption that these investments
and regulatory changes would take place, four
primary building types came forward as the most
likely to occur in the HWY 99 study area: three-
story apartments, six -story mixed -use residential
or office, six -story mixed -use office, and ten -story
mixed -use office and residential in which the mixed -
use buildings would include ground floor retail and
service uses with either residential or office on
the upper floors. These building types were used
to construct the HWY 99 scenarios, and Table 5
summarizes the building characteristics of the four
building types.
SCENARIO ALTERNATIVES
The power of scenario analysis lies in the ability to
test out and compare different potential futures.
The alternatives considered in the analysis
include No Action (Alternative 1) and the Preferred
Alternative (Alternative 2).
SCENARIO ALTERNATIVE 1: NO ACTION
Under Alternative 1, future growth would continue
based on existing development regulations and
past development trends. Operating under the
assumption of existing roadway conditions and
regulatory requirements, the development of higher
intensity mixed -use and residential buildings proved
unfeasible, resulting in the lowest potential for new
housing and population growth in the corridor.
Accordingly, commercial development would
continue to be the primary use along the corridor.
SCENARIO ALTERNATIVE 2: PREFERRED
ALTERNATIVE
Public feedback expressed a desire for a dual
emphasis of both housing and employment,
resulting in an area characterized by mixed -
use development with an increase in residential
development, greater intensity of development, and
street -frontage and pedestrian amenities. Higher
building intensity was focused in the high-rise
Three-story apartment building type
Six story mixed -use building
type with ground floor retail
and residential above
Ten -story mixed -use building
type with ground floor office
and residential above
node surrounding the Swedish Edmonds Campus,
bringing a broader range of uses to the district, and
the highest growth potential.
The Preferred Alternative assumes mixed use
growth that is more balanced between residential,
commercial, and office uses, an area -wide
rezone, amendments to development regulations,
and enhanced transportation improvements.
Transportation improvements to the Highway 99
corridor and adjacent local streets would include
measure to maintain level of service standards,
increase east/west connectivity, provide greater
bicycle and pedestrian mobility, and improve access
to transit.
EDMONDS HIGHWAY 99 SUBAREA PLAN 46
ALTERNATIVE SCENARIOS
TABLE 6: EXISTING AND PLANNED ACTIVITY UNITS
Existing 352.55 9669 27.4
Conditions
Alternative 1 352.55 13,226 27.5
(No Action)
5,872 16.65 3,797 10.77 1,579 4.47
7,112 20.17 6,114 17.34 2,803 7.95
Alternative
2 (Preferred 352.55 15,999 45.4 9,189 26.1 6,810 19.3 4,904 13.9
Alternative)
FIGURE 16: ALTERNATIVE 1(NO ACTION)
Pm
2121n 5[ SW
t
=1
21a1n s-sw I
f
I
224 UP St $w i
226ln St sw
23o" 5! sw
232-o s[ sw
23Ain Stt 5� `SDI
23 th 51 SW
.:r..
240m St sw
r
z•:z�e.-sl sw �.0e
1 I
z—m & sw
I AI'cinallve 1'
De•; a cpment Types
.J art Mlzed Vs Once
■ <11 Mixed Uw Reid—U.l
3 Story Apahmen!
FIGURE 17: PREFERRED ALTERNATIVE (MIXED USE)
47 EDMONDS HIGHWAY 99 SUBAREA PLAN
ALTERNATIVE SCENARIOS
DEVELOPMENT CAPACITY ANALYSIS
As part of the subarea planning process, a
maximum development capacity number was
estimated by Fregonese Associates using the
Envision Tomorrow model. In general, existing
development does not fully utilize the development
capacity available under current zoning, as much
of the existing development in the study area is
low -intensity and low -scale, with the medical uses
surrounding the Swedish Edmonds Campus being
the exception.
Because current zoning in the study area allows
for a mix of uses, maximum development capacity
was estimated for two alternatives. Under the
first alternative, future growth would continue
based on existing development regulations and
past development trends. Alternative 2, which is
the preferred alternative, assumes future mixed
TABLE 7: DEVELOPMENT CAPACITY ANALYSIS
Maximum Development Capacity
Existing Development
2035 GROWTH TARGETS (NEW JOBS & HOUSING)
Alternative 1 (No Action)
Preferred Alternative (Mixed Use, High -
Rise Node)
2035 TOTAL DEVELOPMENT ESTIMATE
Alternative 1 (No Action)
Preferred Alternative (Mixed Use, High -
Rise Node)
use growth with a mix of residential, commercial,
and office development, an area -wide rezone,
amendments to development regulations, and
transportation improvements. Table 7 shows
the maximum development capacity numbers in
comparison to existing development in the study
area and the preferred alternative. Development
capacity estimates are not a prediction that a
certain amount of development will occur or when it
may occur, but instead a measure of the maximum
development that could occur in a given area. As
Table 7 shows, estimated development capacity
is significantly greater than the sum of existing
and new growth planned under the alternatives
and indicate sufficient development capacity in
the study area to accommodate growth under the
alternatives.
18,450 26,028
1,579
■
1,224
3,325
r m
4,904
RATIO OF MAX. DEVELOPMENT CAPACITY TO 2035 TOTAL DEVELOPMENT ESTIMATE
Alternative 1 (No Action)
3,797
2,317
3,013
6,114
6,810
4.3
Preferred Alternative (Mixed Use, High- 3.8 3.8
Rise Node)
1: Assumes all parcels are developed to the maximum extent allowed under current zoning, with a relatively balanced mix of jobs and
housing growth. It is not expected that the study area will completely redevelop to the maximum allowable extent.
EDMONDS HIGHWAY 99 SUBAREA PLAN 48
IMPLEMENTATION STRATEGIES,
POLICY RECOMMENDATIONS +
ACTIONS
The most important part of a plan are the actions that are
taken to achieve the vision identified by the plan.
As this plan is very action -oriented and strategic,
the implementation strategies focus generally on
aligning the City's planning and regulatory structure
to support the vision, and to identify those public
and private investments that will lead to the vision's
realization. The implementation strategies can be
generally categorized as:
Identification of actions to support public and
Specific land use and transportation strategies,
actions, policies and investments
Specific recommended changes to zoning and
development standards
Timing and priority actions - organized into short,
medium and long term action items
Matrix of potential capital improvement projects
along with preliminary costing and relevant
private investment, including recommendations partner agencies
to amend Edmonds land use and transportation
r+„- nn c h,
EDMONDS HIGHWAY 99 SUBAREA PLAN 50
IMPLEMENTATION
51 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
STRENGTHEN ECONOMIC OPPORTUNITY
RECOMMENDATION 1.1
Support the unique business clusters
within the corridor such as the
International District and the Health
District which are major centers of
employment and a regional draw.
RECOMMENDATION 1.3
The City should proactively work to
strengthen and continue support for
business organizations such as the
Edmonds Chamber of Commerce, the
Edmonds Community College Small
Business Development Center (SBDC)
and Business Training Center, Sustainable
Edmonds, and other organizations in the
county and state.
RECOMMENDATION 1.2
Major auto sales facilities are also
important to the local economy.
Design standards, specifically the
pedestrian activity zone, will allow auto
sales to continue use of this zone.
RECOMMENDATION 1.4
Continue to pursue expanded broadband
internet within the corridor to make the
location attractive to high-tech business
investment.
RECOMMENDATION 1.5
Consider unique designs for streetscape
improvements in the area, such as unique
signage and lighting.
EDMONDS HIGHWAY 99 SUBAREA PLAN 52
IMPLEMENTATION
ENCOURAGE SUSTAINABLE BUILDING
PRACTICES
RECOMMENDATION 2.1
Transit- and pedestrian -friendly
development, with less reliance on
individual automobile -driving, should
be promoted through new design
standards to increase sustainability.
Recently adopted citywide
requirements for new development
to have greater energy -efficiency and
more effective stormwater facilities
will also contribute to sustainability.
RECOMMENDATION 2.2
R
In addition, the City should consider
requiring electric vehicle charging
facilities, especially for new - �-
development with residential uses,
and bicycle facilities, along with
options for car -sharing.
RECOMMENDATION 2.3
The use of solar panels and green
building practices, even beyond
current standards, should be
encouraged and incentivized.
53 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
MODIFY MAP IN COMPREHENSIVE PLAN
TO IDENTIFY DISTRICTS
THE ISSUE TODAY:
The HWY 99 area has had several plans and studies
in the past that have designated unique subdistricts
within the HWY 99 area. This process has affirmed
two of those subareas and changed one other. The
subareas include a Hospital District at the north end, an
International district in the center and a Gateway District
in the south. The current Comprehensive Plan includes
a subdistrict map that designates four focus areas, but
does not reflect the community's desire for a southern
"gateway" district that defines the entry into Edmonds.
2 2-th` = ! i
212M St SW
1
1 /
Hospital Community/
Family Retail Center 1
22h St SW
ptL
1 � 1
i 1
1
224M St SW 1
1 ice-
International
i
District 1 "
22&t St Sw
73p1h 5! S W
232nd St SW / 1
1. L,. 1 ^ ' Residential Area
23Ai St SW — Retail Center
2361th 815: �1� �• �i-P '-
23Mh$t 5W ' ! " "Hotels" area
i
improvement
2a2"St SW ■ ! _
II �fy! a of oz uaMees �.j 0
244th St SW \ .� _Yr N
RECOMMENDATION 3.1
Replace the current
Comprehensive Plan maps and
text with updated materials that
clearly identify the three distinct
districts anchored around major
transportation gateways and
employment clusters, such as
the hospital and international
businesses.
RECOMMENDATION
22oeP:..
' 212th S1 S'W
► Health
�1 ~� District -40
/111r.
"1 -fir
J, .
1 �/ �
22nth St SW
� sa 1 I �' 1 1 :I' - —• ' -
1
1 '
224th se sw
International
~_ District
22Mh St SW
I
23oth St SW
23zne sus � ' 1 . • .J � • ..
]]�
234tnstsw _� 9�5 , .:ir'ii,'tl � �{ �'•,►` ''i� �`••
236th Stsw �� \ ,/ �•�•
:...—`•-'.•
236th St Sw Gateway
District + 4
24Dft SL SW , '
� Mtaior
1 � Transportation �� � ,'
242 St SW ■ ! Getaway '-
il 0.1 41 o.Mk. A
244th st SW
EDMONDS HIGHWAY 99 SUBAREA PLAN 54
IMPLEMENTATION
CONSOLIDATE CG AND CG-2 INTO A
SINGLE CG ZONE
THE ISSUE TODAY:
The zoning in the planning area
is unnecessarily complex and
confusing. Most of the area is
either zoned CG or CG2. The
difference between them is a minor
height difference of 15 feet. CG
has a height allowance of 60 feet
while CG2 has a height allowance
of 75 feet.
RECOMMENDATION 4.1
Consolidate the existing CG and CG2 into a single
CG zone with height limit at 75 feet. This allows
for a cost-effective 6 story mixed -use building to be
constructed with comfortable floor to ceiling heights.
The construction type of 5 wood framed floors over
a ground floor, concrete podium (also known as a "5-
over-1 building") is efficient and cost effective, and is
also within the height capacity of fire truck ladders.
SIMPLIFY ZONING DESIGNATIONS AND
ALIGN ZONING WITH COMPREHENSIVE PLAN
THE ISSUE TODAY:
Many of the current zones in the
HWY 99 study area are remnants
from the zones that were in place
when this area of Edmonds was
annexed from the County. The
patchwork of zones is outdated
and, in some cases, not consistent
with parcel boundaries, meaning
that some lots have more than one
zone.
RECOMMENDATION 5.1
Instead of having 6 or more zones, it is
recommended that the new, consolidated CG zone
be applied to most of the study area. Additional
recommendations below, as well as a change to
other multifamily properties in the subarea when
zoning map amendments are being considered,
will ensure new buildings transition in scale into
the surrounding single family neighborhoods.
These changes will better align the zoning with the
Comprehensive Plan map.
55 EDMONDS HIGHWAY 99 SUBAREA PLAN
CURRENT ZONING MAP
RECOMMENDED ZONING MAP
0
J
F�
IMPLEMENTATION
MODIFY CURRENT DESIGN STANDARDS
The design standard recommendations in this plan are not regulatory changes. Rather, they are proposed
modifications to be considered when the design standards are written during the implementation of the
plan. Code changes will only occur after the Subarea Plan has been adopted. During the implementation
phase of the Plan when the design standards are modified, consideration of special circumstances within
the corridor will be made to ensure the standards are feasible. For instance, large parcels that would
have multiple buildings if redeveloped and parcels with unique access or transportation challenges may
require a modified approach to the design standards.
ACCESS AND PARKING
WHAT ARE THE CURRENT DESIGN STANDARDS IN CG AND CG2 ZONES?
Current standards require that not more than 50 percent of a project's total parking spaces may be
located between the building's front facade and the primary street. Parking lots may not be located on
corner locations adjacent to public streets.
THE ISSUE TODAY:
This standard can allow too much parking on street fronts, which impacts pedestrian activity
and hinders a vibrant urban street. This standard is attempting to encourage more parking in the
rear of buildings, but it is regulating the location of a percentage of the parking rather than the
amount of building front should be located towards the road. Depending on the project or lot size,
the amount of parking in the front could still be very large with the existing standard. Regulating
the percentage of the frontage that needs to be occupied by building instead of parking area is a
more appropriate approach.
S7 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
RECOMMENDATION 6.1
PEDESTRIAN -ORIENTED DESIGN
On a primary frontage, a minimumof 50% of the building facade should -
be within 20 feet of the property line
where the primary frontage exists
(at the edge of Pedestrian Activity
Zone). ~�
RECOMMENDATION 6.3
ALTERNATIVE WALKABLE DESIGN AREA
As an alternative to the pedestrian- Building facade facing
primary street 0feele
oriented design, a minimum 50% of
Pedestrian entrance located wlthrn 80 foe! of
the front Property line
the building facade should be within
60 feet of the front ro ert line ■`��■_l
P P Y f �w�■�� ����irNMr _ff
(at the edge of Pedestrian Activity
Zone). - ✓ j
This alternative may be allowed if — - - the City has found the site to have Primary street frontage
unique and significant constraints
related to pedestrian acess
RECOMMENDATION 6.2
GROUND FLOOR TRANSPARENCY _
50% of primary frontage building ®® �
facade shall be made of transparent
windows and doors.
All other street -facing facades within
30 feet of a public street require 30%
transparency.
EDMONDS HIGHWAY 99 SUBAREA PLAN 58
IMPLEMENTATION
SCREENING, BUFFERING, AND AMENITY SPACE
WHAT ARE THE CURRENT DESIGN STANDARDS IN CG AND CG2 ZONES?
Currently the design standards require a dense Type IV landscaping buffer, a minimum of four feet wide,
along all street frontages. Amenity space is not specifically required for development of a site.
THE ISSUE TODAY:
This standard creates landscaped
barriers between pedestrians and
buildings rather than enhancing a safe
and comfortable pedestrian zone.
RECOMMENDATION 6.5
PEDESTRIAN ACTIVITY ZONE
Replace the 4-foot landscaped
buffer with a required 10-foot
Pedestrian Activity Zone setback
on all primary frontages. Future
design standards may consider
special circumstances, such as
auto dealer locations.
RECOMMENDATION 6.6
AMENITY SPACE
Outdoor amenity space, which may
include landscaping, benches, or
other amenities, should be required
in conjunction with development.
A portion of the required amenity
space should be provided as
common space and may include
pedestrian activity areas.
h
A
59 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
SETBACK AND BUFFERS FOR USES
ADJACENT TO SINGLE-FAMILY
ZONES
WHAT ARE THE CURRENT DESIGN STANDARDS IN
CG AND CG2 ZONES?
Ground Floor Setback:
Current front setback in RM-1.5 (the current
multifamily zone near Highway 99) is 15'
(ECDC 16.30.030).
Where commercial, institutional, medical and
multifamily uses are adjacent to residential
zones, current standards require a 15' setback
(ECDC 16.60.020).
Where commercial, institutional, medical
uses are adjacent to residential zones, current
standards require a dense 10' landscaping
buffer (ECDC 16.60.030.A.1.0
Where office and multifamily uses are adjacent
to single-family zones, current standards
require a minimum 4' wide and 10' tall
landscaping buffer (ECDC 16.60.030.A.1.h)
Upper Floor Stepback:
No current standards exist for explicitly
regulating the bulk and scale of buildings that
are adjacent to single family zones.
THE ISSUE TODAY:
Current design standards do
not ensure proper transition
of higher density buildings
adjacent to single-family
neighborhoods.
The current Design Criteria seek to ensure
"buildings do not display blank, unattractive
walls to the abutting streets or residential
properties, walls or portions of walls
abutting streets or visible from residentially
zoned properties" and suggests a variety of
architectural treatments to mitigate impact, but
does not explicitly require a stepback.
The Comprehensive Plan includes
recommendations that should be considered
when developing uses adjacent to single family
areas.
From "City of Edmonds Comprehensive
Plan (2015) — Medical/Highway 99
Activity Center and Highway 99 Corridor"
section, page 64:
"New development should be allowed and
encouraged to develop to the fullest extent
possible while assuring that the design
quality and amenities provided contribute
to the overall character and quality of the
corridor. Where intense development adjoins
residential areas, site design (including
buffers, landscaping, and the arrangement
of uses) and building design should be
used to minimize adverse impacts on
residentially -zoned properties"
EDMONDS HIGHWAY 99 SUBAREA PLAN 60
IMPLEMENTATION
RECOMMENDATION 6.5
Establish stepback and setback standards for multifamily and/or commercial buildings
adjacent to single family zones and include these standards in the zoning code.
RECOMMENDATION 6.7
GROUND FLOOR SETBACK
For frontages facing Highway 99, require a front setback of 10 feet from the property line to
accommodate a Pedestrian Activity Zone.
Keep current 15 feet setback and 10' landscaping requirements for lot line adjacency with
single family zones.
RECOMMENDATION 6.8
UPPER FLOOR STEPBACK
Zero upper floor stepback up to 25 feet in height (30 feet is
the maximum height in RM 1.5, which is the predominant
zone surrounding the commercial zones on Highway 99).
Minimum 10 feet stepback above 25 feet in height on sides
with lot line adjacency to single family zones. The portion of
the building above 55 feet in height shall be stepped back at
least 20 feet from a residential zone boundary.
Stepback areas can be used for active outdoor space such
as balconies.
Upper stories stepback an
additional 20' from property line
above 55' in building height
Upper stories stepback
an additional 10' above
25' in building height
15' setback with dense
10' landscape buffer and/
or fence at property line
61 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
ADOPT TRANSIT -SUPPORTIVE
PARKING STANDARDS
HWY 99 has many local and regional transit
options as well as regional trails and bike routes,
giving residents many travel options. In transit -
rich areas, it is common for communities to
reduce required on -site parking to encourage
higher rents and reduced affordability. Current
estimates for the cost of structured parking
is anywhere from $20,000-25,000 per space,
and underground parking can exceed $50,000
per space. Edmonds should adopt new, transit
higher intensity and mixed -use development. supportive parking standards for the Highway 99
Parking is also expensive and high parking area.
requirements can raise costs, which results in
CURRENT PARKING STANDARDS FOR RESIDENTIAL AND COMMERCIAL
RESIDENTIAL
» Studio apartment: 1.2 spaces
» 1-Bedroom: 1.5 spaces
» 2-Bedroom: 1.8 spaces
» 3-Bedroom: 2 spaces
RECOMMENDATION 7.1
RESIDENTIAL
» Minimum average of 0.75 per unit for entire
residential portion of each development. A
different ratio may be approved if the City
determines that development is near a
transit station or is supported by a parking
study.
COMMERCIAL
» 2.5 per 1,000 square feet (1 per 400 square feet)
RECOMMENDATION 7.2
COMMERCIAL
» 2 per 1,000 square feet (1 per 500 square
feet)
» Exempt the first 3,000 square feet of
commercial within mixed -use buildings that
have a shared parking plan (parking study
and management plan). This reduces the
cost burden for small, local entrepreneurs.
Compliance should be at the staff level to
reduce administrative time and cost.
» Allow for project -specific studies to reflect
special situations.
EDMONDS HIGHWAY 99 SUBAREA PLAN 62
IMPLEMENTATION
,III ho mm
63 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
ENACT MULTIFAMILY TAX EXEMPTION
(MFTE) PROGRAM
RECOMMENDATION 8.1
The Cityof Edmonds should pass an ordinance to
definethe HWY 99 area, which is an urban center,
as a "target area" to allow MFTE projects. This
would incentivize the construction of additional
housing and mixed -use projects by enabling
qualifying projects to take advantage of a tax
exemption on the residential -portion of new
buildings for 12 years in exchange for keeping
20% of units affordable during that period.
Anthem on 12th: An award -winning workforce housing
development in Seattle financed through a Multifamily Tax
Exemption Program.
CONTINUE OR ENHANCE FEE WAIVER
PROGRAM FOR AFFORDABLE HOUSING
RECOMMENDATION 9.1
The City should continue or enhance its program to allow the reduction of transportation and park
impact fees for projects that include affordable housing.
EDMONDS HIGHWAY 99 SUBAREA PLAN 64
IMPLEMENTATION
FACILITATE A MIXED -USE, MIXED -INCOME
DEMONSTRATION PROJECT
RECOMMENDATION 10.1
Identify a site with a willing owner/partner, or
purchase or secure a transferrable option on
a site.
RECOMMENDATION 10.2
The City can establish a special
fund targeted at affordability and/or
redevelopment, or make use of one or
more of the tools listed on the next page
to establish a special assessment district
or direct state and federal funds towards a
project.
RECOMMENDATION 10.3
Actively recruit developers, both non-profit
affordable housing builders like the Korean
Women's Association or other developers
familiar with public -private partnerships.
This recruitment can also be done by a
specialized consultant.
RECOMMENDATION 10.4
Cultivate a champion who can motivate
the development community and advocate
for more affordable housing projects.
This could be a local or
state leader, such as an
elected representative or a
prominent local business
leader.!'
RECOMMENDATION 10.5
Make this project the pilot project for
the newly adopted MFTE and fee waiver
program to ensure they function well and
iron out any issues before broader adoption.
RECOMMENDATION 10.6
Consider using one or more of the special
assessment districts, or programs listed in
Recommendation 11.1 and locating this
pilot project site within the Highway 99
area. This will enable the City to make use of
special funds to assist with development and
infrastructure costs or other subsidies. The
first project or few projects will require more
assistance than subsequent projects.
RECOMMENDATION 10.7
Assign special staff to the pilot project to
ensure it remains a City priority and keeps
moving forward. This staff person will also
track what works well or what does not, and
make final modification recommendations
to the various programs before final broader
adoption.
65 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
EXPAND USE OF FINANCING TOOLS
RECOMMENDATION 11.1
The City should actively seek to make use of local, state and federal funds and funding
mechanisms to expand the opportunities for affordable housing, redevelopment and economic
development within the HWY 99 area. Below is a list of some key tools and funding sources that
should be considered.
City Fund for Redevelopment and Affordable Housing
Community Renewal Area (CRA) — used in Shoreline
Hospital Benefit Zone (HBZ) Financing Program
Local Infrastructure Project Area (LIPA) Financing
Landscape Conservation and Local Improvement Program (LCLIP)
Low Income Housing Tax Credits (LIHTC)
HUD HOME Program
HUD CDBG Program
Enterprise Community Partners Regional Equitable Development Initiative (REDI) Fund
Lovejoy Station in Portland, Oregon is a five -story apartment community that
serves residents with incomes between 40% and 80% area median income.
EDMONDS HIGHWAY 99 SUBAREA PLAN 66
IMPLEMENTATION
67 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
GATEWAY SIGNAGE AT HWY 99/
HWY 104 INTERCHANGE
RECOMMENDATION 12.1
The public process identified the need to clearly establish
the identify of Edmonds at the south end of the study
area, through gateway features, such as signage and
landscaping. The design treatments should clearly indicate
an arrival into Edmonds and distinguish this stretch of
HWY 99 from Shoreline. This could be accomplished in
tandem with the realignment of the on and off ramps of
HWY 104 proposed in the project list.
TRANSIT GATEWAY SIGNAGE/STATION
CIDJ
AT HWY 99/228TH
RECOMMENDATION 13.1 —
Regional commuter rail to the Mountlake Terrace transit
center is scheduled for completion in 2023. The link from
Edmonds to this new rail station is 228th. It is important s °°
to identify this transit gateway at the intersection of HWY
99 and 228th, and strengthen east -west connections
for transit riders, bicyclists and commuters. Decorative
and clear wayfinding signage at this intersection will
establish the clear link for visitors and residents alike. A
future transit linkage, either in the form of a reroute of
existing local transit to connect Edmonds to the Mountlake
Terrace transit station should be considered. In addition,
an additional or moved BRT station and location at the
intersection of 228th should also be examined in the future.
1.1
EDMONDS HIGHWAY 99 SUBAREA PLAN 68
IMPLEMENTATION
� IMPROVE WAYFINDING SIGNAGE
/ ALONG THE CORRIDOR
RECOMMENDATION 14.1
Many amenities and community destinations exist near
HWY 99, but the public process revealed that finding
these amenities can be difficult, particularly for visitors.
Wayfinding signage with a uniquely Edmonds identity
should point out safe auto, bicycle and pedestrian routes
to surrounding amenities. The amenities and destinations
identified include downtown Edmonds, Lake Ballinger, the
Interurban Trail, new regional rail at Mountlake Terrace,
the International District, the Health District and hospital.
DEVELOP A UNIQUE DISTRICT
DESIGN IDENTITY
RECOMMENDATION 15.1
The subdistricts identified in this process and previous
processes highlight the existing nodes of similar
business activity, such as international businesses and
health and hospital related uses. The City should invest
in signage, lighting and art to improve the vitality of these
areas, and support business development organizations
that build capacity within the private sector. Some ideas
the City should pursue are unique branding for each
district, public and local art, street furniture, unique bus
shelter designs, pavement patterns, special lighting
fixtures, colored crosswalks, and banners.
69 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
I �
PROHIBIT NEW POLE SIGNS
RECOMMENDATION 15.1
As the HWY 99 area transitions from an auto -oriented highway to a more dynamic and mixed -use
environment, new tall pole signs designed to capture the attention of fast moving traffic are no
longer compatible. The City should prohibit new pole signs within the study area.
EDMONDS HIGHWAY 99 SUBAREA PLAN 70
IMPLEMENTATION
71 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
IMPROVE TRANSIT TRANSFERS
RECOMMENDATION 17.1
The public workshop and stakeholder
engagement process revealed a few needed
improvements in transit, particularly related to
improving transit transfers. The City should
work with Community Transit and other transit
partners to ensure regional and local bus stops
are close together and schedules are aligned
to ensure convenient and efficient transfers.
This can be accomplished by a consolidation
or colocation of stations to reduce walking
distances between routes.
Specific improvements related to emphasizing
a new transit hub at 228th and HWY 99
include:
Consider a shuttle/transit service from HWY
99 to the Mountlake Terrace regional transit
center
Consider a consolidated transit stop at 228th
Consider a new BRT station
Provide clear signage
Provide high -quality bike connection on 228th
• Trawl Slops
8RT Stops
Sound Traasll Ex prase ;
Local
In -County Commuter
Inler-County Commixter
UnIM51ty Districl Commp¢er
Sus Rapid Transit
EDMONDS HIGHWAY 99 SUBAREA PLAN 72
IMPLEMENTATION
INCENTIVIZE ALTERNATIVE
TRANSPORTATION OPTIONS
RECOMMENDATION 18.1
A robust and resilient transit system offers a wide range of options to commuters and the
community. This includes convenient access to regional transit and transportation facilities, but
also the finer grained connections that allow for quick, short connections to be made. The City
should consider impact fee reductions and on -site parking reduction allowances for development
project that offer or accommodate alternative transportation options on -site. Examples of on -
site alternative transportation options include subsidized transit passes for residents, on -site car
share parking, bicycle parking, electric car charging stations and temporary parking for private
ride sharing services, such as Uber and Lyft.
73 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
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EDMONDS HIGHWAY 99 SUBAREA PLAN 74
IMPLEMENTATION
UOPIN I!\ ■ [•
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75 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
EXPAND USE OF GRANT PROGRAMS
TO FUND SAFETY IMPROVEMENTS AND
PEDESTRIAN FACILITIES
RECOMMENDATION 19.1
The City should actively seek to make use of local, state and federal funds and funding
mechanisms to expand opportunities for safety improvements and pedestrian and bike -friendly
enhancements within the HWY 99 area. Below is a list of some key grant programs that should
be considered:
Safe Routes to School Program (Pedestrian & Bicycle projects within two miles of a school)
Pedestrian and Bicycle Program
Highway Safety Improvement Program (HSIP)
Congestion Mitigation & Air Quality Program (CMAQ)
EDMONDS HIGHWAY 99 SUBAREA PLAN 76
IMPLEMENTATION
The following includes a detailed list of short term and long term
transportation improvements that include projects identified in
previous plans and projects that have arisen as part of this process.
The projects are designed to accommodate a The logical point within the gap for installation
range of transportation goals, including: of a traffic signal and pedestrian crossings is at
234th Street SW. While not the midpoint of the
Improve traffic flow and general safety and segment, there are other factors that strengthen
access management
Improve pedestrian safety and access to/from
HWY 99 corridor
Improve pedestrian environment along HWY 99
corridor
Create safe pedestrian crossings of HWY 99
and access to transit
Improve transit mobility and transit stop
environment
Further, the projects build upon or enhance the
planned transportation improvements described
earlier.
KEY TRANSPORTATION
IMPROVEMENTS
CLOSE THE MOST SIGNIFICANT GAP IN
PEDESTRIAN CROSSINGS WITHIN THE CORRIDOR
The longest segment of Highway 99 in the Plan
Area without a controlled pedestrian crossing
is between 238th Street SW and 228th Street
SW —a distance of about 3,700 feet. Prior to
the completion of the 228th Street connection
between 76th Avenue W and the new traffic signal
at Highway 99, the longest segment without a
controlled crossing was nearly a mile. The short-
term recommendation to improve this major
obstacle to pedestrian travel is to install a traffic
signal on HWY 99 with pedestrian crossings on all
approaches.
the need for a pedestrian crossing at this location.
These include:
This location is within a node having strong
redevelopment potential creating increased
demand for pedestrian travel.
The Community Health Center is located
500 feet to the north of this intersection and
Community Transit has bus stops on both
sides of HWY 99 without a safe crossing to
access the northbound bus stop.
The signal will need to be installed concurrently
with new development at the 234th Street node in
order to help meet signal warrants.
FIGURE 20: SAFETY HEAT MAP SHOWING GAP IN
PEDESTRIAN CROSSING
77 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
IMPROVE PEDESTRIAN ACCESS FROM THE SOUTH
AT THE SR 104 INTERCHANGE
The present design of the SR 104 interchange
with HWY 99 is automobile dominated partial
cloverleaf with on and off -ramps designed for
moderate speeds. Sidewalks exist on both sides
of HWY 99 through the interchange but require
pedestrians to cross an on and off -ramp in either
direction. Most of these crossings are unmarked
and located on curves where traffic is accelerating
or decelerating from freeway speeds. Further,
bridge structure and trees restrict motorist sight
lines of pedestrians crossing the ramps. The
conditions are daunting for pedestrians and
likely discourage people from traversing the
interchange on foot.
The eastbound off -ramp at the southern end of
the interchange is configured more favorably
for pedestrians than the eastbound off -ramp at
the northern end because the intersection is the
terminus of a pedestrian pathway connecting
the surrounding neighborhoods to HWY 99. The
eastbound off -ramp is aligned at nearly a right
angle to HWY 99, is controlled by a stop sign, and
has a high visibility crosswalk crossing the ramp.
In contrast, all of the remaining crossings are at
uncontrolled and relatively high speed locations.
The long-term recommendation is to reconfigure
the ramps as conventional 90-degree stop control
intersections with marked crossings similar to the
eastbound off -ramp configuration. Trucks may be
accommodated through the use of low -angle slip
ramps and channelizing islands to keep crossing
distances short. Reconfiguration in this manner
improves visibility and slows turning traffic.
As a short-term interim improvement, install
pedestrian activated Rectangular Rapid Flashing
Beacons (RRFB's) with high -visibility crosswalk
markings at the pedestrian crossings of the
SR 104 on and off -ramps and provide new, or
redirect existing, safety lighting to illuminate the
crosswalks.
FIGURE 21: 90-DEGREE STOP CONTROL INTERSECTION TO
AN OFF -RAMP CONFIGURATION
FIGURE 22: RECTANGULAR RAPID FLASHING BEACONS
(RRFB'S)
ENCOURAGE WALKING AND BICYCLING TO
ACCESS PLAN AREA FROM SURROUNDING
NEIGHBORHOODS
During the public workshop residents of the Plan
Area expressed concern regarding the safety of
walking and bicycling to the HWY 99 corridor from
their neighborhoods. Their concerns focused
on the rural nature of connecting streets which
lack sidewalks and lighting, and have overgrown
vegetation restricting sight distance. These
concerns extended onto HWY 99 where there was
EDMONDS HIGHWAY 99 SUBAREA PLAN 78
IMPLEMENTATION
a general consensus on the need for safety and
street lighting on HWY 99 and on the residential
streets feeding into the corridor, particularly
pedestrian -scaled lighting. The conditions
described above limit the resident's desire to
access HWY 99 as a pedestrian or bicyclists
particularly at night. Specific streets identified in
the workshop include 240th Street SW between
84th Avenue W and 80th Way W and approach
HWY 99 and 224th Street SW approaching 76th
Avenue and HWY 99.
The City of Edmonds 2015 Comprehensive Plan
identifies several "complete streets" projects
on streets providing access to HWY 99. The
improvements —as described in the section
on Planned Improvements —include sidewalk
construction, drainage improvements, lighting,
and reallocation of the street's traveled way to
improve safety for all users. Expanding on these
projects to include additional streets feeding into
the corridor can alleviate the resident's concerns
about safety and dramatically increase active
modes of transportation.
Improvements need not be extensive to create
a more desirable pedestrian environment —
sidewalks can be constructed on one side
of narrow streets or paths of decomposed
granite with asphalt berms may suffice to move
pedestrians and bicyclists out of the street's
traveled way.
Regardless of the extensiveness of the
improvements, lighting should be a high priority in
all cases. Safety lighting (lighting that illuminates
intersection corners where pedestrians are
expected to cross) and street lighting (overhead
lighting that generally illuminates the width
of the street) as well as pedestrian -scaled
lighting (lighting on 12-17-foot tall standards
that illuminate the pedestrian walkway) are
fundamental prerequisites for walkable areas.
Streets that cannot be safely traveled by
pedestrians and bicyclists at night, will experience
limited travel during the day.
IMPROVE CONNECTIONS BETWEEN TRANSIT AND
MAJOR EMPLOYMENT CENTERS
The extensive transit network serving the corridor
is an opportunity to shift employee commute
modes at the corridor's larger employment
centers from driving to transit. Part of an effective
strategy to change employee travel behavior is
improving the physical connection between transit
and the destination. The SWIFT stations at 216th
Street SW serve the corridor's largest employment
center --the Swedish Hospital campus and its
associated medical offices. The SWIFT bus
rapid transit system is an ideal opportunity for
employees and patients/visitors to access the
campus by transit. However, the connection
between the stations and the various facilities
in the campus require pedestrians to walk up
steep grades and through parking lots to access
building entrances. The lack of connections,
direction and amenities discourages people from
taking transit to the site.
This Plan recommends improving the connection
between the Swift Stations at 216th Street
SW and the Swedish Hospital Campus by
implementing a pedestrian walkway system
(potentially covered) internal to the campus with
wayfinding to direct pedestrians to the various
campus facilities including future land uses that
support hospital expansion such as hotels and
medical office buildings within the Health Care
District.
79 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
FIGURE 23: PLANNED TRANSPORTATION IMPROVEMENTS
LEGEND ; S12
■
EXISTING SIGNALIZED : $16 ' a' ■
INTERSECTION AND PED XING
■ L L ■
® PROPOSED NEW TRAFFIC SIGNAL ■ n
AND PEDESTRIAN CROSSING
■
■ S9 212th Street ■
INTERSECTION SAFETY 8 CAPACITY ❑ onommonsomon Bonn
IMPROVEMENTS ■
111411 Ft NEW BIKE ROUTE DESIGNATION i
a■ ■
Moons NEW CLASS II BICYCLE LANES a
STREET IMPROVEMENTS FOR i ■
PEDESTRIANS ■ ■�T'
■ ■ �.
�ACCESS MANAGEMENT (RAISED
MEDIANS) ■ ■
® SWIFT RAPID STATION i S16
■
■
■ i S12i"
■ ■ ■
220th Street ■ ■ ■
■
■ SIGNAL
i COORDINATION
W■ ■
S10 ■ �
224th Street■III ■
�■■■■■�■■■■■■■= :S16
■
■
IV17 a
�■ L
r ■ o INTERSECTION CAPACITY a
& SAFETY IMPROVEMENTS
(S35) N
S Derr FACC ANAGEMENT(L13)
/
one INTERSECTION CAPACITY & SAFETY
"^ IMPROVEMENTS(S37)
SIDEWALK CONSTRUCTION(S4)
ACCESS MANAGEMENT (L12)
W I.. .
�— IMPROVEMENTS
N CAPACI j &SAFETY
ACCESS MANAGEMENT (S28)
ACCESS MANAGEMENT(
S11 228th Street■ r
■■■ ■■ ■■■■■moon Itl&■■■■n 00001o■ s■■■ i '�■■n M■■ ■m
■
■
■
230th Street
■
■
■
■
234th Stree i
i
■
236th Street:
S15 A
238th Street
■■■
COMPLETESTREET —�
IMPROVEMENTS( )
240th Street
IMPROVE
SOUTHBOUND
LOCRRIENT WITH
CONCURRENT WITH
NEW DEVELOPMENT
( ) , �.
244th Street
COMPLETESTREET
1�
1�
•
IMPROVEMENTS( )
■
■
REGIONALLY
COMMUNITY HEALTH (i 1
■ ACCESS MANAGEMENT SIGINIFICANT TRANSIT
♦— ■
CENTER � q+��
rrrr
( ) EMPHASIS CORRIDOR
( )
�R ACCESS MANAGEMENT(S26) j
NEW TRAFFIC SIGNAL PEDESTRIAN •
0
CROSSWALKSON
ALL APPROACHES(S29)
ACCESS MANAGEMENT (S25)
SIDEWALK CONSTRUCTION,SIGHT•1
�#8150s■■o■■■o■
DISTANCE VISIBILITY,ADAAND
LIGHTING IMPROVEMENTS( )
®l S13
SIDEWALK CONSTRUCTION, SIGHT
■
DISTANCE VISIBILITY,ADAANDLIGHTING
*.I'�ACCESS
IMPROVEMENTS
MANAGEMENT (S24)
IMPROVE NORTHBOUNDLOCA
NOTE: The identifiers in red (i.e.
BUS STOP CONCURRENT WITH
SXX) correspond with the list
NEW DEVELOPMENT( )
ML
of Improvements on pages 83-
98). The letters in front of each
identifier indicate short or long-
term improvements - "S" for
short-term and "L' for long-term.
EDMONDS HIGHWAY 99 SUBAREA PLAN 80
IMPLEMENTATION
FIGURE 24: PROJECT SUPPORTIVE TRANSPORTATION IMPROVEMENTS
LEGEND
SIGNALIZED
®EXISTING
INTERSECTION AND PED XING
NEW TRAFFIC SIGNAL
}
®PROPOSED
AND PED XING
_
•� `L • �R-
PEDESTRIAN SAFETY
IMPROVEMENTS
#%�i0
PEDESTRIAN CROSSWALK
FLASHING BEACON
EM
SWIFT RAPID STATION
IMPROVED INTERNAL
CONNECTIONS
AND WAYFINDING BETWEEN SWIFT
STATIONS AND HOSPITAL CAMPUS
PEDESTRIAN SAFETY IMPROVEMENTS
(SIDEWALK, SIGHT DISTANCE VISIBILITY,
ADA, AND LIGHTING) (S2, S39)
III 4T ENHANCED LOCAL
TRANSIT STOPS ( )
PEDESTRIAN CIRCULATION IMPROVEMENT
NEW CONNECTION BETWEEN SR 99
AND INTERURBAN TRAIL( )
CORRIDOR -WIDE PEDESTRIAN
CIRCULATION IMPROVEMENT
(WIDEN SIDEWALK, PLANTING
STRIP BUFFER)( ) -
CORRIDOR -WIDE PEDESTRIAN 1�1�
SAFETY IMPROVEMENTS Q ��
(SIGHT DISTANCE VISIBILITY
AND LIGHTING)
D
■
COMMUNITY
HEALTH CENTER
W
■ m
■ -1
IMPROVED LOCAL BUS STOPS
SERVING COMMUNITY
HEALTH CENTER (S30)
0
NEW TRAFFIC SIGNAL AND
�-
PEDESTRIAN CROSSWALKS
ON n
ALL APPROACHES
00
0
��w�~ ;
,i.
•�11�1111�111111
HIGH -VISIBILITY CROSSWALKS +
PEDESTRIAN -ACTIVATED
RECTANGULAR RAPID FLASHING
BEACONS ON SR 104 ON AND
OFF -RAMPS( )
IVA NEW TRAFFIC SIGNAL CONIC RENT
WITH NEW DEVELOPMENT 3)
PEDESTRI N SAFETY IMPROVEMENTS
(SIDEWALK, SIGHT DISTANCE
VISIBILITY, ADA AND LIGHTING)( )
RECONFIGUREOFF- MPSTO
90-DEGREE STOP CON ROL
INTERSECTIONS(L4)
;�'%_7
NOTE: The identifiers in red (i.e.
SXX) correspond with the list
of improvements on pages 83-
98). The letters in front of each
identifier indicate short or long-
term improvements - "S" for
short-term and U for long-term.
81 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
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EDMONDS HIGHWAY 99 SUBAREA PLAN 82
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
S1 Pedestrian Safety Improve sidewalks, sight distance visibility, street and safety lighting on 240th from 84th Ave
W to 80th Way W (primarily along commercial frontages)
S2
Pedestrian Safety /
Implement safety improvements at 224th and 76th Avenue W including constructing new or
Ped Circulation
improving existing sidewalks on both sides of 224th approaching 76th Ave and SR 99.
Not Shown
General Safety
General need for safety and street lighting on residential streets surrounding SR 99,
particularly pedestrian -scaled lighting.
Workshop participants identified the need to widen sidewalks on 228th east of SR 99. In the
Summer of 2016 a number of pedestrian improvements were completed in this regionally
significant multimodal corridor (see notes). Where narrow sidewalks still remain within the
corridor or on connecting residential streets, the following pedestrian improvements may be
considered in -lieu of widening sidewalks:
1. Buffer pedestrians from moving traffic with street trees in tree wells constructed within
Regionally
parking lanes.
S3
Significant Transit
Emphasis Corridor
2. Consistent application of high visibility crosswalk markings at intersections.
3. Ensure street lighting illuminates entire width of street. Currently, street lights are
located on one side of the street. Intersections with marked crosswalks should have
safety lighting illuminating each end of crosswalks.
4. Install bus shelters at local bus stops with street lighting. Where right of way wont
permit a shelter, use curb extensions to add width.
Pedestrian and
S4
Vehicular Safety /
Sidewalk construction projects: 216th St. SW from 72nd Ave. W to SR 99
Ped Circulation
Pedestrian and
S5
Vehicular Safety /
Sidewalk construction projects: 236th St. SW from HWY. 99 to 76th Ave. W
Ped Circulation
Pedestrian and
S6
Vehicular Safety /
Sidewalk construction projects: 238th St. SW from HWY. 99 to 76th Ave. W
Ped Circulation
S7
Complete Streets
238th Street SW, between SR 104 and SR 99. Widen to three lanes with curb, gutter, bike
Impvts
lanes, and sidewalk.
S8 Complete Streets 228th Street SW, between SR 99 and 95th PI. W Widen to three lanes with curb, gutter, bike
Impvts lanes and sidewalk, as well as intersection improvements at 228th @ 95th.
83 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT OTHER
This type of corridorwide frontage improvement typically occurs as a condition Workshop
of approval when the fronting property redevelops.
224th Street, as a route, provides access to a few destination such as the
interurban trail, but is not a primary route to major generators. However, many
residential neighborhoods feed into 224th and it may serve as a lower volume Workshop
and lower speed alternative for pedestrians and bicyclists. Near SR 99 224th
lacks sidewalks on one or both sides of the street.
Many of the workshop participants commented on the lack of street lighting on
streets intersecting or paralleling SR 99. Safety lighting (lighting that illuminates
intersection corners where pedestrians are expected to cross) and street
lighting (overhead lighting that generally illuminates the width of the street) Workshop
as well as pedestrian -scaled lighting (lighting on 12-17-foot tall standards that
illuminate the pedestrian walkway) are fundamental prerequisites for walkable
areas. Streets that cannot be safely traveled by pedestrians and bicyclists at
night, will experience limited travel during the day.
228th Street SW is one of the study area's only Complete Streets. It connects
the SR 99 corridor to numerous destinations including Highway 104 into
downtown, the interurban trail, parks and recreational facilities, and the
Mountlake Terrace Transit Center where Sound Transit's extension of the
Lynnwood LINK light rail will connect with local, commuter, and regional busses
by the year 2023. 228th is also a local bus route. Class II bicycle lanes on
228th connect SR 99 to the interurban trail. The City recently extended 228th
from 76th Avenue to complete its connection to SR 99. Other recent pedestrian Workshop
improvements in the corridor include new ADA compliant ramps at corners,
sidewalk repair, driveways moved to side streets, and an improved crosswalk
at the Interurban Trail crossing with new curb extensions. The very narrow
sidewalks on 228th that once connected to the Trail (two to three feet wide)
have been augmented with a multi -use path parallel to the west side of the
street extending to the Interstate 5. The pedestrian environment along some
segments of 228th need improvement.
Project identified as a high priority in the Comprehensive 2015 Transportation
Comprehensive Plan 2015 Transportation
Element
Element - Recommended Roadway Capital
Projects
Project identified as a high priority in the Comprehensive 2015 Transportation
Comprehensive Plan 2015 Transportation
Element - Recommended Roadway Capital
Element
Projects
Project identified as a high priority in the Comprehensive 2015 Transportation
Comprehensive Plan 2015 Transportation
Element
Element - Recommended Roadway Capital
Projects
This project is recommended for inclusion in the City's Transportation
Comprehensive Plan 2015 Transportation
Improvement Plan (TIP) for 2022-2035.
Element - Recommended Roadway Capital
Projects
This project is recommended for inclusion in the City's Transportation
Comprehensive Plan 2015 Transportation
Improvement Plan (TIP) for 2022-2035.
Element - Recommended Roadway Capital
Projects
EDMONDS HIGHWAY 99 SUBAREA PLAN 84
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
S9 Bicycle Circulation Class II bike lanes on 212th Street from Main Street to 68th Avenue crossing SR 99.
S10
Bicycle Circulation
Bike route designation on 224th Street SW from 84th Avenue W across SR 99 to interurban
trail.
S11
Bicycle Circulation
Class II bike lanes on 228th Street SW from SR 104 across SR 99 to existing Class 11 lanes on
76th Avenue W.
S12
Bicycle Circulation
Class II bike lanes on 76th Avenue W from 208th to 220th and bike route designation to
224th Street SW.
S13
Bicycle Circulation
Bike route designation on 238th Street SW from 84th Avenue W across SR 99 to existing
Class II bike lanes on 76th Avenue W.
S14
Bicycle Circulation
Class 11 bike lanes on 84th Avenue W from 212th Street SW to 236th Street SW and bike
route designation on 84th Avenue W south to 238th Street SW.
S15
Bicycle Circulation
Class II bike lanes on 236th Street SW from SR 104 to 84th Avenue W.
S16
Bicycle Circulation
Bike route designation on 80th Avenue W from 206th Street SW to 228th Street SW
S17
Bicycle Circulation
Bike route designation on 72nd Avenue W from 208th Street SW to 216th Street SW and
continuing on 216th Street SW to SR 99.
S18 Bicycle Circulation Bike route designation on 73rd PI W from 224th Street SW to 226th PI SW.
85 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT OTHER
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
72nd Avenue from 208th to 212th is a heavily utilized transit route.
Because of the frequency of buses on this street, Community Transit
City of Edmonds Bicycle Master Plan & Comprehensive
recommends providing bicycle lanes instead of a route designation,
Plan 2015 Transportation Element
or, if bicycle lanes cannot be provided, to relocate the route
designation to an alternative parallel street.
City of Edmonds Bicycle Master Plan & Comprehensive
Plan 2015 Transportation Element
EDMONDS HIGHWAY 99 SUBAREA PLAN 86
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
Install pedestrian activated Rectangular Rapid Flashing Beacons (RRFB's) with high -visibility
S19 Pedestrian Safety crosswalk markings at the pedestrian crossings of the SR 104 on and off -ramps and provide
safety lighting to illuminate the crosswalks.
Pedestrian and
Not Shown General Multimodal Implement corridorwide wayfinding signage to local districts and major multimodal facilities
Circulation
87 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT
This is an interim improvement prior to the proposed reconfiguration DKS Associates
of the ramp termini to eliminate high-speed movements.
A corridorwide wayfinding system should be established providing
signing at key intersections conecting to major destinations such
as downtown, train station, SWIFT stops, nearest bicycle facilities,
interurban trail access, parks and open space, local districts along the
corridor, and freeway access.
OTHER
Workshop and DKS Associates
EDMONDS HIGHWAY 99 SUBAREA PLAN 88
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
Improve connection between the Swedish Hospital Campus and the Swift Stations at
Access to/from Transit and 216th Street SW by implementing a pedestrian walkway system (potentially covered)
S20 Major Employment Center internal to the campus with wayfinding to direct pedestrians to the various campus
facilities including future land uses that support hospital expansion such as hotels and
medical office buildings within the Health Care District.
Provide pedestrian and bicycle links that connect the Interurban Trail to the SWIFT Stations
S21
Access to/from Transit and
and Community Transit bus stops serving the Health Care District. When the property on
Interurban Trail
the east side of SR 99 between 216th Street SW and 220th Street SW redevelops, require
the development to dedicate an easement connecting the trail to SR 99.
S22
Pedestrian Safety / Access
"New pedestrian crossing at 234th Street which is the approximate mid -point of the large
to Transit
gap in crossings. This crossing may be achieved as shown in the notes column"
"Traffic Safety
Install raised median (with potential gateway features) between 240th and 238th.
S24
Access Management /
Channelize westbound traffic on 240th for right turns only. Allow u-turns at 238th. See note
Safe Pedestrian Crossing"
[1] below.
S25
"Traffic Safety
Access Management /
236th Street to 234th Street. Install raised median and limited c-curb on SR 99. Restrict left
Safe Pedestrian Crossing"
turns from stop controlled 236th Street.
S26
"Traffic Safety
Access Management /
234th Street to 230th Street. Install raised median and limited c-curb on SR 99. Restrict left
Safe Pedestrian Crossing"
turns from stop controlled 234th Street.
S27
"Traffic Safety
Access Management /
230th Street to 228th Street. Install raised median and limited c-curb on SR 99. Restrict left
Safe Pedestrian Crossing"
turns from stop controlled 234th Street.
89 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT
OTHER
PROVIDE SAFE PEDESTRIAN CROSSING OF HIGHWAY 99 AND ACCESS TO TRANSIT
The SWIFT stations at 216th Street SW serve corridor's largest employment center --
the Swedish Hospital campus and its associated medical offices. The SWIFT bus rapid
transit system and these stations are an ideal opportunity for employees and patients/
visitors to access the campus by transit. However, the connection between the stations Community Transit and DKS
and the various facilities in the campus are by 216th Street SW and SR 99 driveways Associates
requiring pedestrians to walk up steep grades and through parking lots to access
building entrances. The lack of connections, direction and amenities discourages people
from taking transit to the site.
The Interurban Trail generally parallels SR 99 and its alignment is closest to SR 99
between 216th Street SW and 220th Street SW --with only one parcel of land separation-
-an opportunity to provide a more direct link to the SWIFT stations (via crosswalks) and Community Transit and DKS
Community Transit bus stops located on the near and far sides of 216th Street SW. Associates
When the under-utilized land separating the trail from SR 99 redevelops, a condition of
approval should require the property owner to dedicate an easement for this connection.
A. With significant high density development at 234th node, potentially intersection
would warrant a traffic signal (see long-term improvements)
B. Install a HAWK pedestrian activated signal
C. Install a temporary two -stage unsignalized crossing in the interim timeframe befotre a
signal is warranted. DKS Associates
The crossing at this location should be a priority given it improves access to the
community health facility from transit and closes a 3,500 foot gap in protected crossings
within this segment of Highway 99
Improvements at 240th are geared towards obtaining a pedestrian crossing of SR 99
to close one of the crossing gaps in the corridor and to improve vehicular safety and
access to the Burlington Coat Factory site. 240th Avenue at SR 99 is one of the highest SR 99 Access Management and
vehicular collision locations in the corridor and it is not prudent to add an unsignalized Cross Section Focused Assessment
crossing at thgis location. Current crossing demand is too low to warrant a short-term
pedestrian crossing improvement. See long-term improvements.
For long segments with numerous driveways, use intermittently placed medians to allow
left turn in/out functions at key driveways. Access managed segments must permit SR 99 Access Management and
u-turns at adjacent signalized intersections. Use median to restrict left turns from stop- Cross Section Focused Assessment
controlled side streets with high collision histories unless the restriction conflicts with a
short-term improvement or other proposed change in traffic control.
EDMONDS HIGHWAY 99 SUBAREA PLAN 90
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
PROVIDE SAFE PEDESTRIAN CROSSING OF HIGHWAY 99 AND ACCESS TO TRANSIT, CONT'D.
"Traffic Safety
Access
S28 Management / 224th Street to 220th Street. Install raised median and limited c-curb on SR 99.
Safe Pedestrian
Crossing"
S29
Safe Pedestrian
Crossing /
Development
Access
Install traffic signal at SR 99 / 234th including pedestrian crosswalks on all approaches.
IMPROVE TRANSIT MOBILITY AND TRANSIT STOP ENVIRONMENT
Not Shown
Transit Mobility
Implement a Transit Signal Priority (TSP) system along SR 99 for the SWIFT Bus Rapid
Transit system.
S30
Access to Transit
/ Transit Stop
Improve local bus stops between 234th and 230th that serve Community Health Center
Environment
and new development within the International and Gateway Districts.
Access to Transit
S31
/ Transit Stop
Provide enhanced local transit stops near Swedish Hospital.
Environment
S32
Transit Service /
Priority Transit Corridor: SR 99 from 208th to SR 104 (See Figure 10 on page 23 for Priority
Ped Amenities
Transit Corridors designations in the subarea)
Priority Transit Corridor: 228th Street SW from SR 104 to 76th Avenue W continuing to the
S33
Transit Service /
Mountlake Terrace Transit Center. A new SWIFT station is proposed at SR 99 and 228th
Ped Amenities
Street SW. (See Figure 10 on page 23 for Priority Transit Corridors designations in the
subarea)
91 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT OTHER
PROVIDE SAFE PEDESTRIAN CROSSING OF HIGHWAY 99 AND ACCESS TO TRANSIT, CONT-D.
For long segments with numerous driveways, use intermittently placed medians to allow
left turn in/out functions at key driveways. Access managed segments must permit SR 99 Access Management and
u-turns at adjacent signalized intersections. Use median to restrict left turns from stop- Cross Section Focused Assessment
controlled side streets with high collision histories unless the restriction conflicts with a
short-term improvement or other proposed change in traffic control.
This improvement may only be feasible with significantly high density development at
234th Street node and with access from 234th Street to meet signal warrants. New Workshop and DKS Associates
development fronting SR 99 adjacent to the intersection should be required to dedicate
land to provide width for wider sidewalks.
IMPROVE TRANSIT MOBILITY AND TRANSIT STOP ENVIRONMENT
Transit Signal Priority (TSP) systems allow BRT vehicles to trigger a change in traffic
signal phasing in favor of the buses approaching a signalized intersection. TSP can
either expedite a green light for buses passing through an intersection, or expedite buses DKS Associates
stopping at far -side bus stops and using the traffic signal's following cycle to load /
unload passengers thus avoiding the delay waiting to cross to the far -side stop.
Provide shelters, benches, lighting, and buffer the stop from moving traffic.
DKS Associates
The Swift Rapid stations are excellent examples of Bus Rapid Transit stations with
ample rider amenities. The nearby local bus stops are established some distance away
and most have only signs, some have a bench and waste receptacle. Enhancements
should be considered at local stops near major employment centers, major retail
Workshop
concentrations, or institutions where employees may commute by transit. Local bus
stops enhanced with wider waiting areas with shelters, benches, shade, lighting, bike
racks, etc. may help encourage transit ridership, particularly in combination with
employer trip reduction programs.
These priority corridors would emphasize good daily transit service and bus stop
Comprehensive Plan 2015
amenities to make transit attractive.
Transportation Element
These priority corridors would emphasize good daily transit service and bus stop
amenities to make transit attractive. Although the LINK light rail extension to the
Mountlake Terrace Transit Center is still six years out (2023) implementing incremental Comprehensive Plan 2015
Priority Transit Corridor improvements on 228th is recommended in the short term to Transportation Element
improve current bus service in the corridor as well as prepare the corridor for LRT service
in 2023.
EDMONDS HIGHWAY 99 SUBAREA PLAN 92
IMPLEMENTATION
PROPOSED SHORT-TERM TRANSPORTATION IMPROVEMENTS
IMPROVE TRAFFIC FLOW AND GENERAL SAFETY WITH ACCESS MANAGEMENT
Pedestrian and
Vehicular Safety /
Ped Circulation
Safety improvements at the intersection of SR 99 / 224th Street SW and between 224th
and 76th Avenues (particularly LT into Ranch 99 Market).
Intersection SR 99 and 212th Street SW -widen 212th to add a westbound left turn lane for 200-foot
S35 Capacity & Safety / storage length and an eastbound left turn lane for 300-foot storage length. Provide
Ped Safety protected left turn phase for eastbound and westbound movements.
Intersection SR 99 and 220th Street SW Widen 220th to add a 325-foot westbound right turn lane and a
S36 Capacity & Safety / 300-foot eastbound right turn lane. Widen 220th to add a second westbound left turn lane.
Ped Safety (This would add about 24 additional feet of croswalk distance).
Intersection SR 99 at 216th Street SW Widen to allow one left turn lane, one through lane and one right
S37 Capacity & Safety / turn lane in eastbound and westbound directions, with 100-foot storage length for turn
Ped Safety lanes. Add eastbound right turn overlap with northbound protected left turn.
S38 Intersection
Capacity
Signal Coordination on 220th St. SW from 76th Ave. W to SR 99.
Access
"Consideration of operational strategies to help SR 99 traffic flow optimization, including:
Not Shown Management
- U-turns (recommended at intersections in the access management memorandum).
& Traffic Flow
- Jug handle movement accommodations at intersections.
Improvements
- Use of adaptive traffic signals"
NOTES:
1. From the southern border at the county line (MP 43.50) until approximately 114 mile to the north, just past the interchange area
but before 240th Street SW (MP 43.72), SR 99 is designated as Limited Access Partially Controlled. This is defined as 'At -grade
intersections are allowed for selected public roads and approaches for existing private driveways, no commercial approaches
allowed, and no direct access if alternate public road access is available".
2. From the point just north of the SR 104 interchange (MP 43.72) northward through both Edmonds and Lynnwood (MP 43.72 - 48.92),
the designation of SR 99 is Managed Access Class 4.
93 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT OTHER
IMPROVE TRAFFIC FLOW AND GENERAL SAFETY WITH ACCESS MANAGEMENT
Revision of the side street channelization at 224th to avoid the need for a split phase.
WSDOT suggests changing the shared thru/left and right -only lanes to a left -only and Workshop and WSDOT
shared thru/right configuration.
This project is recommended for inclusion in the City's Transportation Improvement
Plan (TIP) for 2016-2021.
This project is recommended for inclusion in the City's Transportation Improvement Plan
(TIP) for 2016-2021.
This project is recommended for inclusion in the City's Transportation Improvement Plan
(TIP) for 2016-2021.
Should be implemented in coordination with a Transit Signal Priority system (see S37).
U-turns will be extremely important with implementation of median access
management. Thus, use of various and innovative measures to accommodate changes
in traffic patterns is encouraged and might come as a result of site redevelopment. Note
that 48-50 feet is the minimum U-turn diameter accepted in the past by the State, with
justification.
Comprehensive Plan 2015
Transportation Element -
Recommended Roadway Capital
Projects
Comprehensive Plan 2015
Transportation Element -
Recommended Roadway Capital
Projects
Comprehensive Plan 2015
Transportation Element -
Recommended Roadway Capital
Projects
Comprehensive Plan 2015
Transportation Element
01TUy.1.111
3. State of Washington Legal Requirements of M4 Highways. Class 4 Managed Access highways are designed to have a posted
speed limit of 30 to 35 mph in urbanized areas and 35 to 45 mph in rural areas. In urban areas and developing areas where higher
volumes are present or growth that will require a change in intersection control is expected in the foreseeable future, it is imperative
that the location of any public access point be planned carefully to ensure adequate traffic progression. Where feasible, major
intersecting roadways that might ultimately require intersection control changes are planned with a minimum of i-mile spacing.
Private access connections to the highway are spaced 250 feet apart, only a single access for individual or contiguous parcels under
the same owner, and variance permits may be allowed.
4. Within Incorporated Cities. Under PC 35.78.030 and RCW 47.50, incorporated cities and towns have jurisdiction over access
permitting on streets designated as state highways. Accesses located within incorporated cities and towns are regulated by the city
or town and no deviation by WSDOT will be required. Document decisions made on these accesses in the DDP.
EDMONDS HIGHWAY 99 SUBAREA PLAN 94
IMPLEMENTATION
PROPOSED LONG-TERM TRANSPORTATION IMPROVEMENTS
Pedestrian Widen sidewalks on SR 99 from 212th street to 240th Street to include a minimum 4-foot
L1 Circulation wide planting strip to buffer pedestrians from moving traffic. Use space for placement of
appropriate street trees.
L2 Vehicular / Install street lighting on SR 99 corridor to close gaps and to achieve uniform spacing and
Pedestrian Safety illumination. Install safety lighting at intersections as part of this improvement.
Pedestrian Install new signal at 240th (with crosswalks on all four legs) concurrent with new
L3 Circulation development at 240th node. Consolidate and relocate driveways to 240th (helps meet
signal warrants)
Vehicular / Reconfigure off -ramps as conventional 90-degree stop control intersections. The
L4 Pedestrian Safety Rectangular Rapid Flashing Beacons (RRFB's) recommended as an interim short-term
improvements (S19) may continue to be used with the reconfigured ramps.
95 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT
OTHER
This improvement requires approximately 6-feet of right of way. The City should require
dedication of right of way (or a permanent public access easement) from private "Highway 99 Traffic Safety and
property when redeveloped. Dedication or easement may also be used when properties Circulation Study (2007)
adjacent to local bus stops redevelop in order to obtain width for ADA compliance and DKS Associates"
bus shelters.
This improvement may also be implemented in conjuction with district identity, "Highway 99 Traffic Safety and
streetscape, or themed urban design projects. Circulation Study (2007)
DKS Associates"
This improvement requires approximately 6-feet of right of way. The City should require
dedication of right of way (or a permanent public access easement) from private "Highway 99 Traffic Safety and
property when redeveloped. Dedication or easement may also be used when properties Circulation Study (2007)
adjacent to local bus stops redevelop in order to obtain width for ADA compliance and DKS Associates"
bus shelters.
This improvement may also be implemented in conjuction with district identity, "Highway 99 Traffic Safety and
streetscape, or themed urban design projects. Circulation Study (2007)
DKS Associates"
EDMONDS HIGHWAY 99 SUBAREA PLAN 96
IMPLEMENTATION
PROPOSED LONG-TERM TRANSPORTATION IMPROVEMENTS
The following Priority Transit Corridor improvement designations are included in Edmond's Comprehensive Plan. Improvements
specific to Priority Transit Corridors are not specifically defined but generally include frequent and reliable service, and bus stop
amenities which can include wider waiting areas, shelters, seating, shade, good illunination, accessibility for the disabled, and
buffers from moving traffic.
Transit Service / Priority Transit Corridor: 220th Street SW from 76th Avenue W to proposed light rail
L5 Ped Amenities transit station at 1-5 interchange. (See Figure 10 on page 23 for Priority Transit Corridors
designations in the subarea)
L6 Transit Service /
Ped Amenities
L7 Transit Service /
Ped Amenities
L8 Transit Service /
Ped Amenities
L9
L10
L11
Priority Transit Corridor: 238th Street SW from SR 104 to SR 99. (See Figure 10 on page 23
for Priority Transit Corridors designations in the subarea)
Improve local bus stop northbound at 240th (provide seating, shelter, refuge can, lighting,
etc.) concurrent with new development at 240th Street node.
Improve local bus stop southbound at 240th (provide seating, shelter, refuge can, lighting,
etc.) concurrent with new development at 240th Street node.
Transit Service Extend BAT lanes on SR 99 onto overcrossing of SR 104 and continuing to 244th Street.
Efficiency
IMPROVE TRAFFIC FLOW AND GENERAL SAFETY WITH ACCESS MANAGEMENT
Access 238th Street to 236th Street. Install raised median and limited c-curb on SR 99.
Management
Access 228th Street to 224th Street. Install raised median and limited c-curb on SR 99.
Management
L12 Access
Management
L13 Access
Management
220th Street to 216th Street. Install raised median and limited c-curb on SR 99.
216th Street to 212th Street. Install raised median and limited c-curb on SR 99.
97 EDMONDS HIGHWAY 99 SUBAREA PLAN
IMPLEMENTATION
PROJECT SUPPORTIVE PLANNED IMPROVEMENT
IMPROVE TRANSIT MOBILITY AND TRANSIT STOP ENVIRONMENT
0
OTHER
These priority corridors would emphasize good daily transit service and bus stop Comprehensive Plan 2015
amenities to make transit attractive. Transportation Element
These priority corridors would emphasize good daily transit service and bus stop Comprehensive Plan 2015
amenities to make transit attractive. Transportation Element
This improvement most likely needed when higher intensity redevelopment occurs within
the 240th node.
This improvement would best benefit from the installation of a traffic signal at SR 99 /
240th Street.
Workshop
Workshop and DKS Associates
Extension of the BAT lanes through the bottleneck created by the four -lane overcrossing
provides additional efficiency for SWIFT service which has experienced a drop in reliability Community Transit
due to congestion within the corridor.
IMPROVE TRAFFIC FLOW AND GENERAL SAFETY WITH ACCESS MANAGEMENT
OUR
L
For long segments with numerous driveways, use intermittently placed medians to allow SR 99 Access Management and
left turn in/out functions at key driveways. Access managed segments must permit Cross Section Focused Assessment
u-turns at adjacent signalized intersections. Use median to restrict left turns from stop- (2015) and
controlled side streets with high collision histories unless the restriction conflicts with a Workshop
short-term improvement or other proposed change in traffic control.
EDMONDS HIGHWAY 99 SUBAREA PLAN 98
APPENDIX A:
PLANNED ACTION
ENVIRONMENTAL IMPACT
STATEMENT
99 EDMONDS HIGHWAY 99 SUBAREA PLAN
EDMONDS HIGHWAY 99 SUBAREA PLAN 1W
ATTACHMENT B
PA
Everett Daily Herald
Affidavit of Publication
State of Washington }
County of Snohomish } ss
Dicy Sheppard being first duly sworn, upon
oath deposes and says: that he/she is the legal
representative of the Everett Daily Herald a
daily newspaper. The said newspaper is a legal
newspaper by order of the superior court in the
county in which it is published and is now and
has been for more than six months prior to the
date of the first publication of the Notice
hereinafter referred to, published in the English
language continually as a daily newspaper in
Snohomish County, Washington and is and
always has been printed in whole or part in the
Everett Daily Herald and is of general
circulation in said County, and is a legal
newspaper, in accordance with the Chapter 99
of the Laws of 1921, as amended by Chapter
213, Laws of 1941, and approved as a legal
newspaper by order of the Superior Court of
Snohomish County, State of Washington, by
order dated June 16, 1941, and that the annexed
is a true copy of EDH773342 ORD 4077-4081
as it was published in the regular and entire
issue of said paper and not as a supplement
form thereof for a period of 1 issue(s), such
publication commencing on 08/20/2017 and
ending on 08/20/2017 and that said newspaper
was regularly distributed to its subscribers
during all of said period.
The amount of the fee for such publication is
$68.8Q.� j1
1
Subscribed and sworn befo me on this
day of ,
o7D
s
N ary Public in and for the State of
Washington.
City of Edmonds - LEGAL ADS 114101416
SCOTT PASSEY
ORDINANCE SUMMARY
of the City e1 Edmunds, Washinglon
On the, 151h day of August. 2017, the City Council al the City of
Edmonds, passed the following Ordinances, the Surnmarlea of the
content of Said ordinances concisling of lilies ate provided as
lo8ows-
ORDINANCE NO.4077
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, ADOPTING THE HIGHWAY 99 SUBAREA
PLAN AS AN ELEMENT OF THE CITY'S COMPREHENSIVE
PLAN
ORDINANCE NO.4078
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, ADOPTING AMENDMENTS TO THE
EDMONDS COMMUNITY DEVELOPMENT CODE,
AMENDING CHAPTER 16.60 ENTITLED "CG - GENERAL
COMMERCIAL ZONE," AND ECDC 20.60,045 ENTITLED
'FREESTANDING SIGNS - REGULATIONS,"REZONING
CERTAIN PROPERTY TO CG - GENERAL COMMERCIAL
ZONE, AND FIXING A TIME WHEN THE SAME SHALL
BECOME EFFECTIVE
ORDINANCE NO.4079
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
EDMONDS, WASHINGTON, ESTABLISHING A PLANNED
ACTION FOR THE HIGHWAY 99 SUBAREA, PURSUANT TO
THE STATE EWRONMPJNTAL POLICY ACT
ORDINANCE NO.4080
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, AMENDING PORTIONS OF CHAPTER 3.38
OF THE EDMONDS CITY CODE, MULTI -FAMILY TAX
EXEMPTION PROGRAM
ORDINANCE NO.4081
AN ORDINANCE OF THE CITY OF EDMONDS,
WASHINGTON, AMENDING PORTIONS OF CHAPTER 3.75
OF THE EDMONDS CITY CODE, BUSINESS
IMPROVEMENT DISTRICT
The lull text at (hose OttSnances will be mailed upon requssl,
WED This 16th day of August, 2017,
CITY CLERK, SCOTT PASSEY
PutrlrehW! Augua120. 2017. EDH773342
Lj